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    samedi 8 février 2014

    Old Empire Motorcycle - the delivery


    The Race - 2014 WRC Rally Sweden


    Colin’s Crest Award


    Every year, the memory of the 1995 World Rally Champion is honoured during Rally Sweden when the driver who performs the longest jump at Colin’s Crest on the ‘Vargasen’ stage receives a special award.
    Colin McRae died in 2007, but he certainly hasn’t been forgotten in rally circles. On every round of the FIA European Rally Championship, the Colin McRae Flat Out Trophy is presented to the event’s most ‘assertive’ driver, while in the WRC a Colin’s Crest Award is handed out every year in Sweden.
    The origins of the name ‘Colin’s Crest’ seem to have been forgotten, but they are said to date back to the Swedish Rally in 1995, the year the Scot won the world title in a Group A Subaru. Whatever the story, the event’s organisers have officially presented a Colin’s Crest Award annually since 2008 to the driver who produces the biggest leap over the infamous high-speed jump on ‘Vargasen’.
    That first year, it was won by Khalid Al-Qassimi who flew 36 metres. “It was my debut in Sweden and I wasn’t pleased with the way I was driving,” he recalls. “So I decided to up my speed and try to take Colin’s Crest flat out. I succeeded!”
    Two years later, that distance was improved by one metre by 18-year old Norwegian Marius Aasen in a Group N Subaru Impreza. “I must have been mad! My pace notes simply said: ‘keep left over crest’. As we took off, I knew we were going to spend some time in the air. We took it far slower second time through!”
    In 2011, freestyle ace Ken Block also did a leap of 37 metres in his Ford Fiesta RS WRC, while the 2012 award went to Estonian Ott Tanak (32 metres). Last year’s winner was Belgium’s Thierry Neuville who flew for 35 metres: “We took the crest flat on the second pass. They give you the trophy at the finish ceremony, but you have to give it back each year.”
    The outright record for the jump is said to belong to Mikko Hirvonen who leapt 40 metres in 2006, before the award’s creation. “The approach speed is around 120 or 130kph,” explains the Finn. “If you take it straight, you land off the road, and if you’re too far to the left you are likely to end up on the snow wall. You have to start thinking about the jump a few hundred metres before you reach it. There are always a lot of spectators, so we can’t disappoint them!”
    Talking about jumps in cars, Frenchman Guerlain Chicherit is hoping to beat the existing world record (held by Tanner Foust: 101 metres) on February 19, in Tignes, France, in a 1,000hp Mini. The target is 110 metres. The world record on snow (60 metres) is still held by Mads Ostberg.
    La mémoire du champion du monde des Rallyes 1995 est honorée chaque année au Rallye de Suède où un Colin’s Crest Award récompense le saut le plus long dans la spéciale de Vargasen.
    Disparu en 2007, l’Ecossais Colin McRae est toujours bien présent rallye. On connaît le Colin McRae Flat Out Trophy attribué au pilote le plus « attaquant » sur chaque manche du Championnat d’Europe des Rallyes FIA. En WRC, un Colin’s Crest Award est décerné chaque année au Rallye du Suède.
    Les origines du « jump » Colin’s Crest sont assez floues et remonteraient à l’édition 1995, année du sacre mondial de Colin McRae sur la Subaru Impreza GrA. Depuis 2008 en tout cas, les organisateurs du Rallye de Suède décernent officiellement un Colin’s Crest Award au pilote ayant réalisé le saut le plus long sur le célèbre « jump » dans la spéciale de Vargasen.
    Khalid Al-Qassimi avait remporté le 1er trophée avec un bond mesuré à 36 mètres. « C’était ma 1ère participation et je n’étais pas vraiment satisfait de mes performances. J’avais donc décidé de repousser mes limites et de me lancer le défi de passer à fond sur Colin’s Crest. Et j’ai réussi ! »
    Deux ans plus tard, un Norvégien de 18 ans, Marius Aasen, a amélioré d’un mètre sur sa Subaru Impreza STi GrN. « J’étais sans doute un peu fou ! Dans mes notes, j’avais juste « rester à gauche sur la crête ». Quand on a décollé, j’ai su qu’on allait atterrir très, très loin ! Le second passage, on est passé au ralenti… »
    En 2011, le roi du freestyle Ken Block n’a pas fait mieux que 37 mètres au volant de sa Ford Fiesta RS WRC. L’Estonien Ott Tanak a remporté le Colin’s Crest Award en 2012 avec un saut mesuré à 32 mètres, alors que l’an passé, le Belge Thierry Neuville a été récompensé avec un bond à 35 mètres. « On est passé à fond au 2e tour. C’est un trophée qu’on reçoit sur le podium et qu’on doit rendre chaque année. »
    Le record absolu à Colin’s Crest appartiendrait toujours à Mikko Hirvonen avec 40 mètres en 2006 (avant la création du prix). « On arrive à 120 ou 130 km/h », explique le Finlandais. « Si on saute droit, on atterrit en dehors de la piste. Si on est trop à gauche, on risque de se poser sur le mur de neige. On commence à penser au saut quelques centaines de mètres avant. On sait qu’il y aura beaucoup de spectateurs et qu’il ne faut pas les décevoir ! »
    A propos de « jump » en voiture, le Français Guerlain Chicherit se préparerait à améliorer le record du monde (101 mètres, Tanner Foust) le 19 février prochain à Tignes sur une Mini de 1000 chevaux. L’objectif est de sauter 110 mètres… Le record du monde sur neige est toujours détenu par Mads Ostberg avec 60 mètres.

    Latvala’s third Swedish triumph / Triplé suédois pour Latvala


    After their previous Rally Sweden victories in 2008 and 2012, Jari-Matti Latvala and Miikka Anttila claimed their third win on the wintry fixture today in Karlstad. VW Polo R WRC/Michelin enjoyed a one-two finish thanks to Andreas Mikkelsen who scored his first ever world class podium. He was joined in the top three by fellow Norwegian Mads Ostberg (Citroën).
    Positive temperatures and rain turned the usually snowy Värmland stages into a stony and rutted cocktail of slush and mud. Grip was difficult to find in the constantly changing conditions and most drivers made mistakes, from last year’s winner Sébastien Ogier to Robert Kubica, Kris Meeke, Andreas Mikkelsen, Thierry Neuville, Juho Hanninen and Elfyn Evans.
    Latvala came through the pitfalls unscathed, however, to collect his third Rally Sweden victory, five years after his first WRC win in Karlstad aged just 22. The Finn was dominated by team-mates Ogier and Mikkelsen on Day 1, but he responded to take command for good after SS11. It was his second victory in the VW Polo R WRC/Michelin and the German car dominated the week’s sport with a total of 19 fastest times from 23.
    Ogier was responsible for 10 of those and he led for the early part of the event until he lost five minutes in a snow wall on SS8. That left his team-mates to scrap for control, but Mikkelsen (2nd) could not prevent Latvala from taking the spoils, especially after a time-consuming spin on SS18. The Norwegian nonetheless notched up the first top-three finish of his career, while Ogier fought back from 20th to salvage sixth place.
    Ostberg (Citroën) took part in the podium celebrations in Karlstad for the fourth year running after pocketing the Power Stage bonus points. Finland’s Mikko Hirvonen (4th, Ford) was the best-placed Ford runner ahead of privateers Ott Tanak (5th) and Henning Solberg (7th) who marked their WRC comebacks with a stage victory each. Fellow Fiesta WRC drivers Pontus Tidemand from Sweden and Irishman Craig Breen came eighth and ninth respectively.
    Kris Meeke (Citroën) rounded off the top 10 following the ‘off’ of Elfyn Evans (Ford) on the last stage.
    As was the case in Monte Carlo, both Hyundai i20 WRCs ‘retired’ early on but this time they were able to re-join under the Rally2 ruling. Thierry Neuville went on to post two second-fastest times and Juho Hanninen was as high as sixth until his problem on SS12.
    There was drama in the WRC-2 battle when Yazeed Al-Rahji (Ford/Michelin) wasted a cushion of more than a minute by crashing on SS22 AND SS23. Finn Jari Ketomaa thought he had inherited the win but he was beaten on the final test by Estonia’s Karl Kruuda (Ford/Michelin) who won by a margin of 2.3s!
    Après 2008 et 2012, les Finlandais Jari-Matti Latvala et Miikka Anttila ont remporté le Rallye de Suède pour la troisième fois. Les VW Polo R WRC/Michelin ont signé un doublé avec le Norvégien Andreas Mikkelsen qui monte pour la première fois sur un podium mondial, podium complété par son compatriote Mads Ostberg (Citroën).
    Les températures positives et la pluie ont transformé les pistes du Värmland habituellement verglacées et enneigées en chemins boueux, creusés d’ornières et parsemés de pierres. Dans ces conditions d’adhérence précaires et changeantes, de nombreux pilotes sont partis à la faute, comme le champion du monde en titre et vainqueur sortant Sébastien Ogier, Robert Kubica, Kris Meeke, Andreas Mikkelsen, Thierry Neuville, Juho Hanninen ou encore Elfyn Evans.
    Le Finlandais Jari-Matti Latvala a su éviter tous les pièges pour remporter sa 3e victoire au Rallye de Suède où il avait ouvert son palmarès mondial en 2008 à 22 ans. Dominé par ses équipiers Ogier et Mikkelsen le 1er jour, Jari-Matti a réagi le lendemain pour prendre définitivement les commandes à l’issue de l’ES11. Il remporte sa 2e victoire au volant de la VW Polo R WRC/Michelin qui a totalement dominé cette épreuve avec 19 meilleurs temps sur les 23 spéciales parcourues.
    Sébastien Ogier est le meilleur performer (10) et menait le rallye avant de perdre près de 5 minutes dans un mur de neige (ES8), laissant ses deux équipiers s’expliquer pour la victoire. Le jeune Norvégien Andreas Mikkelsen (2e) a capitulé face à Latvala après un tête-à-queue dans l’ES18, mais il signe tout de même le 1er podium mondial de sa carrière. Sébastien Ogier est remonté de la 20e à la 6e place.
    Mads Ostberg (Citroën) monte sur le podium de Karlstad pour la 4e fois consécutive, après avoir remporté les trois points de la Power Stage. Le Finlandais Mikko Hirvonen (4e, Ford) devance les pilotes Ford « privés » Ott Tanak (5e) et Henning Solberg (7e) - qui ont marqué leur retour en WRC par un meilleur temps chacun -, le Suédois Pontus Tidemand (8e) et l’Irlandais Craig Breen (9e, Ford). Kris Meeke (10e, Citroën) complète le top-ten après la sortie de route d’Elfyn Evans (Ford) dans la dernière spéciale.
    Comme au Rallye Monte-Carlo, les deux nouvelles Hyundai i20 WRC ont dû se retirer prématurément, mais Thierry Neuville a réalisé deux 2e meilleurs temps et Juho Hanninen figurait en 6e position avant son retrait (ES12).
    En WRC-2, le rallye a basculé à deux spéciales du but. Yazeed Al-Rahji (Ford/Michelin) comptait plus d’une minute d’avance sur son poursuivant avant de sortir de la route dans l’ES22, puis dans l’ES23. Le Finlandais Jari Ketomaa pensait alors hériter de la victoire, mais l’Estonien Karl Kruuda (Ford/Michelin) s’est finalement imposé pour 2s3 à l’issue de la dernière spéciale !

    A Strat is born: 60 years of the Fender Stratocaster


    Cliff Richard entertains Jayne Mansfield with his Stratocaster
    This year marks the 60th anniversary of the famous Fender Stratocaster electric guitar – which was not only the tool of choice for Sir Cliff Richard, Eric Clapton and Jimi Hendrix, but also played an instrumental role in the birth of the Rock ‘n’ Roll genre…
    First produced in 1954, the Stratocaster has become renowned as one of the original electric guitars. The owner list doubles up as a chronological all-star who’s who of the music industry: endorsements range from Buddy Holly (who used one in the 1957 hit ‘That’ll Be The Day’) to Nile Rodgers. The latter, incidentally, scooped several Grammys at last night’s show, and has used his well-worn 1960 ‘Hitmaker’ Stratocaster for decades, as it “doesn’t sound like any other Stratocaster in the world.”
    Photos: Getty Images/Fender
    For further information, visit www.fender.com.

    ROSS’S CL77


    Ross's CL 1
    After missing a 70′s Honda CL350 at auction, due lack of nerve bidding over the £1000 mark, a craft beer induced eBay hunt resulted in a 1966 CL77 305cc being delivered 3 days later.  Fresh from the USA, non-running, rattle can painted, this was to be my first classic bike. I thought a bit of diesel down the diminutive bores for a week would loosen things up and I could get going, no! This was to be my first ever restoration and eventually first ‘custom build’.
    Stripping the bike it became clear that the 832 miles on the clock were genuine and a crash had rendered the bike useless until somebody had straightened it out and spread filler all over the tank before painting it a weird sunset peachy orange red. Yuk!  Although good for identification as a tinterweb search found my bike in a 30 lot CL and CB auction in Appleton, Wisconsinn from the year before.  I felt compelled to restore the CL to it’s former glory as it was already in pretty good, rust free condition but the voice in my head kept saying “Desert Sled, bigger shocks, lightweight, Flat Track, knobbly tyres, clean lines, colour, trick bits”.  So, six months of evenings, weekends, knuckle flesh, flames and multi-lingual swearing went into what you see here.
    Ross's CL 2
    To be fair, most of you out there could probably bang one of these out in a fortnight but first I needed to learn how to rebuild an engine, weld aluminium, braze, use a lathe, roll metal, make cables, and trickiest of all, learn to read American.  CL77s didn’t make it to the UK (apart from six CL72s that disappeared from the docks in ’62) so parts and knowledge had to come from across the pond.
    The engine was stripped and vapour blasted before being bored 1.00 over as the rings had completely rusted to the cylinder liner on the left side.  Valve seats were re-cut and lapped, the guides and valves themselves were good so remained.  The ports were given a light polish but I didn’t trust the castings so avoided trying to gas flow the head (plus I didn’t know what the f*&k I was doing). Genuine Honda pistons and rings went in but gudgeon pins (wrist pins for American readers) were tricky to come by so I ordered a longer set, CB750 if I remember, and turned them down, very, very slowly to avoid upsetting the heat treatment.  On reflection I should have ordered the full Wiseco rebuild kit from Classic Honda Restoration for ease.  The big end was mint so left alone.
    Ross's CL 3
    Just when the engine was ready to go back in I looked the frame and thought, “If you’re going to be a bear, be a Grizzly”.  Off for blasting went the tank, side panels, frame and  swingarm, the latter two going for black powder coat also.  The tank returned with huge chunks of filler showing so these were hacked out and the panel beating practice started, then the brazing to cover the hole I’d made!!  While there I cut out the filler neck and silver soldered in a brass threaded neck to take the Monza cap (acquired from a 1930′s Grand Prix car that was residing nearby, sshhh).
    While waiting for the painter to hurry the f*&k up and do his thing I fashioned a McGyver special fuel tank from an old oil tin and got ready for the inaugural fire up.  With the exhausts off and forgetting I had just cleaned the engine with lashings of brake cleaner, I leant on the kickstarter, boom! The brake cleaner ignited and 3ft flames licked the front of the bike. I’m not sure which would have provided more entertainment, the pyrotechnics or watching me on my knees trying to blow out the flames with both jazz hands on fire!  Never mind, nobody saw so technically it doesn’t count and I’m still cool. On the second attempt the engine fired, the correct type, with the first kick and roared into life, the 180 degree crank giving an awesome howl.  Just enough running-in revs to drown out my fist pumping, self congratulatory “Yeeeeeah!!!”
    Ross's CL 4
    Enthusiasm at a high the exhausts were shoehorned into a sand blasting cabinet, the chrome was in good condition but I am not a fan of shiny stuff so it was lightly tickled before a good rub down with 3M scouring pads and lots of GT85.  The original Snuff-or-Nots worked and I liked the gimmick so kept them.  These were Honda’s attempt to reduce noise with a butterfly valve, essentially a washer with a hole in it. With them twisted closed, back pressure is too much and the engine feels smothered, handy though if it were 1966 and you were 16, sneaking off to see a hot girl late at night.  In ’67 giant pressed steel mufflers were added, and the hot girl was probably dating a Harley rider.
    Next was the seat. The original one weighed half a ton so was cast aside.  Much as I like the current super slim Brat seats, I wanted to make something with all-day, green lane comfort with some resemblance to the original.  I rolled aluminium sheet to a size and shape just big enough to hide the underseat gubbins, ribbed it for strength and welded on the sides.  Plywood strips were grafted to the underside giving the upholsterer something to staple to.  A local man-in-a-shed stocked hundreds of hides so we waded through them, literally, and the dark brown you see was chosen. The chap repaired sofas but also rides bikes so I figured he was good news.  I’m pretty pleased with the result, it should wear well and is just big enough for two, but not big enough for two dudes, or chics with a large cubic capacity.
    Ross's CL X1
    Continuing the lightweight theme, the steel mudguards were binned in favour of an aluminium pair destined for a Royal Enfield Bullet.  These were cut down to give some practicality whilst trying to keep the look minimal.  A steel fork brace/guard mount was fabricated to stiffen up the front end, and my god does it need some help!  4.00 x 19 Trials tyres front and back don’t allow much clearance so mud is going to be an issue, but I love the beefy front tyre look. I’m not sure if the rubber used is derived from banana or cheese but the movement from the soft knobbles ensures you’re always concentrating.  Modified shin ripping footpegs make sure boots stay where they should be when things get squiffy.
    With the new ‘fenders’ in place the rear end looked a bit low and not Desert Sled-ish so the enclosed shocks were replaced with a pair from a CB550, giving a bit more length, and everyone likes that!  Unfortunately the mountings were different so lathe school 101 was utilised to turn down some top hat bushes and sleeves. The top frame mounts were cut off and re-fabricated along with the aluminium indicator brackets.  All great but now I’ve found the extended swingarm angle causes the chain to rub slightly on the pivot point, a slider is the next job.  Whilst doing the springy bits the forks seals were replaced along with thicker oil, which would undoubtedly improve handling, should I find myself wide open on the way to Baja.
    Ross's CL 5
    The original Honda tool roll was present complete with all tools, my colleagues thought this too drab and had a new one made from tan and red goat skin, as a leaving present due to my impending unemployment.  Apparently the laser engraver came back with C**T as he felt it too rude to drop a C-bomb in his factory.  He was duly told to f*&k off and do it again, properly.  It makes me feel all warm inside that they think so highly of me, or perhaps it was to ensure I didn’t come back!
    The tank and side panels arrived back, resplendent in Mercedes-Benz 904 Dunkelblau.  I had so many choices on colour but wanted to keep in line with period and after hours and hours boring the shit out of anyone who would listen, or couldn’t run away, I went for something that resembled the blue and raw aluminium of a big fat WW2 bomber parked at Duxford Museum. I could change my mind a million times over but am pretty pleased with the depth of blue and luckily there is no purple hue.  ‘George The Lathe’ wouldn’t let me near the knurling machine so he kindly knocked up, sorry, expertly crafted, the ignition barrel lockring to secure the right hand side panel.  Again in aluminium and way better than a plastic repro replacement.
    Ross's CL x2
    With the end in sight I set off to the land of skinny jeans, razor rationing and stupid bicycles, Shoreditch.  In a corner, under a railway arch on a sunny May weekend I found my church, The Bike Shed Motorcycle Club.  This is exactly what I’d been looking for.  25 years erased, I wandered like a child in awe of the amazing machinery on show, I was hooked, inspired and couldn’t wait to finish the Honda and join the tribe.
    Ross's CL 6
    Just the electrics left to finish.  Motobat gel battery provides the poke (great warranty department FYI – I Melted one when the regulator rattled off) and although the loom was in good shape I cut off the old plastic sheath and wrapped in cloth tape with all new connections behind the headlight.  Proper soldered and heatshrink, no corner cutting crimping here.  Moto Gadget produce an amazing flasher relay, amazingly priced too, Thirty flipping quid! But its the size of a piece of Extra chewing gum and flashes all four indicators with one wire.  Rear indicators were a contentious issue as I thought I needed them for an MOT, pre-1973 you don’t, so I fitted a pair of LED brake lights with integrated indicators.  They work really well and save having a brake light on the mudguard but it is the part of the bike I am least happy with.  The modern, clear lenses just look odd.  Tinting them could be an option but could make the problem worse.  To be continued.
    Ross's CL 7
    As the ’66 CL didn’t come with indicators I sourced a clutch lever and switch unit from a later Honda CB-something. But to be honest I just poke my arms out and shout at people (the horn is pathetic). Again, indicators are hard to place so the fronts were taken care of by a set of M10 black-anodised aluminium bolts which incorporate an amber LED.  These are the headlight mounting bolts and very nearly disappear, probably from the MOT inspector or Rozzers too, but its the thought that counts.
    Ross's CL 8
    The headlight brackets were made by cutting an aluminium tube, welding threaded bosses to one side to provide a clamp and then welding the supports.  Simple, lightweight and effective but then so would be ordering a pair off eBay and saving half a day of dicking about blowing holes in things with a TiG welder.  While up front the wonky and high-rise bars were ditched in favour of a lower, flatter and wider pair, with a Venhill quick action throttle bolted to the end.  This was blasted and rumbled to make it look less box fresh.  Grips are the originals, and not very grippy but do a good job of reducing White Finger from the extremely buzzy engine.
    MOT’d, registered with the DVLA and insured I was ready to hit the road, literally as I lost my job and had to move back to London.  I was lucky to have a great ‘shed’ available to me for a limited time and found this build one of the most enjoyable, satisfying and relaxing endeavors of my life.  As if that weren’t enough, Dutch and Vicky of BSMC kindly let me put the CL on display at the BSMC Event 2.
    Ross's CL x3
    The Engine: Stripped, rebored, valve seats recut and new, genuine Honda top end parts used for the rebuild. Barrels and head vapour blasted but crank cases left original to leave a little patina. The intake tubes are standard and improve low end running with foam filters from a 1953 HWM F2 car on the end.  Tried K&N style but they strangled the engine and it wouldn’t rev out so were flung off during a ‘high’ speed test on the bypass. The Type 1 Honda 305cc is canted forward and sounds great with the 180 degree crank, howling to 9000 rpm, but vibey is one hell of an understatement.  Wheels & Waves will be an interesting ride in June.
    Ross's CL 9
    Including buying the bike, and getting it to where it is now has left me with change from £2000, perhaps only enough for a half a pint of Sierra Nevada though.  Obviously no value is placed on the gazillion hours it took but I’ve learned loads, met some awesome people and cant wait to start the next build.  I have the disease and apparently there is no cure, I’m fine with that.
    Written by Ross@TheBikeShed

    Nowhere Near


    Snapshot, 1954: Sun, a cola and a smouldering diva


    Marilyn Monroe beim Sonnenbad 1954 im Bikini
    This image from 1954 depicts a happy-go-lucky Marilyn Monroe basking in the sun, ice-cold bottle of cola (and is that a cheeky brandy?) within reach…
    Apparently taking a break from filming, Marilyn’s outfit comprises Lucite heels, bangle earrings and a stunning two-piece swimsuit. With her wedding band notably absent, it’s likely that the photo was taken in the latter months of 1954 – meaning she had already filmed the legendary ‘white dress’ moment in The Seven Year Itch. With the popularity that scene generated, it’s no wonder she chose a similar hue in which to frolic in the balmy outdoors...
    Photo: Snap/Rex

    KAWASAKI KZ750 BY CHAD HODGE


    KZ750 by Chad Hodge
    The name Chad Hodge should sound familiar. He designed the sensational Bullitt helmet concept a few years ago—a retro, full-face design that’s since been picked up by Bell and is about to go on sale. Originally from Louisville, Chad works as industrial designer out of his shop in Brooklyn. This 1978-model Kawasaki KZ750B is his first custom build and, coincidentally, the first motorcycle he ever owned.
    “I got it 10 years ago when I was 18 but never got it running right”, says Chad. “The starter clutch was toast and the kickshaft bent, so I abandoned it for other bikes. I ended up selling it to a friend who also let it sit around, only to buy it back last year to give it a new life.”
    KZ750 by Chad Hodge
    First on Chad’s list was a complete engine rebuild, including a new kickshaft. He cleaned up the frame, replaced all the bearings and made a new, streamlined wiring harness. Chad also installed an electronic ignition and rebuilt the wheels—wrapping them in Dunlop K70s. He upgraded the front forks with progressive springs and a fork brace, and fitted new YSS shocks at the rear.
    KZ750 by Chad Hodge
    Once the bike was running as it should, he turned his attention to cosmetics. “I wanted the bike to kind of look like an old race bike with a tracker stance. I love F1 race cars from the 1960s and the functional, precise but also handmade look that the different components had.”
    Chad shortened the KZ750′s stock tail unit before sending it to New Church Moto in Portland for fresh upholstery. It now houses the battery and taillights—discreetly tucked away behind a bespoke mesh cover and only visible when lit. “I had to build custom light housings and cones to make the whole light assembly,” he explains. “I think that turned out to be my favorite part of the bike.”
    KZ750 by Chad Hodge
    The exhaust headers were re-routed at a sharp angle for a more aggressive look. They terminate in reverse cone mufflers wrapped in tailor-made heat shields that, according to Chad, work rather effectively.
    He decided on a bare-metal-and-black color scheme while prepping the bike for paint. “Originally I had a different color in mind for the tank and tail, but once I stripped the tank and saw the metal I was hooked.” Gum grips were added to match the seat, and the handlebar controls were swapped out for cleaner-looking items.
    KZ750 by Chad Hodge
    Chad’s pretty happy with how the KZ750 turned out: “It was a really fun bike to work on, and it’s even more fun to ride. It’s light and quick.”
    The good news is that he’s hoping to take on more builds in the future. I’d say that’s something to look forward to, wouldn’t you?
    To explore the bike in more detail, head over to the high-resolution gallery on our Google+ page. Images by Blaine Davis. To get in touch with Chad, see his work or commission a project, visit his site at chadhodgedesign.com.
    KZ750 by Chad Hodge
    from BIKEEXIF

    Lucky seven: RM’s millionaire Le Mans legends in Paris


    RM Auctions Le Mans Legends Paris
    There are two types of cars that shouldn't be missed at a classic auction in Paris: French icons such as a Citroën Déesse or Alpine, and Le Mans racing legends. On 5 February, RM will combine the two when it offers a selection of entries that includes seven cars with multi-million-euro estimates...
    The ‘lucky seven’ are led by a 1955 Jaguar D-type, estimated at 4.1m – 4.7m euros. While that car was raced in Australia in period the 1953 Gordini Type 24 S is a genuine veteran of the French classic. Not only was it entered at Le Mans in 1953, with Jean Behra at the wheel it won that year’s Tour de France Automobile. It also has period Montlhéry, Mille Miglia and Carrera Panamericana history.
    Carrying an estimate of 3m – 4m euros, what better entry for a Paris Rétromobile-week sale?
    Also in the catalogue is the car that finished second at Le Mans in 2008, Peugeot’s 908 HDi FAP (1.4m – 1.8m euros) sports-prototype, and a veteran of no fewer than five Le Mans races, the 1982 Rondeau M482 Le Mans GTP car. Not part of the ‘club’, it’s estimated at ‘just’ 200,000 – 300,000 euros.
    But to complete the seven, why not bid on the 1955 Ferrari 750 Monza (1.8m - 2.1m euros), the 1964 Porsche 904 Carrera GTS (1.0m - 1.4m euros) or, perhaps best of all, the third-place Rothmans Porsche 956 from the 1982 Le Mans 24 Hours. The latter is part of the sale’s ‘Harburg Collection’ and has a guide price of 2.1m - 2.9m euros. There is also a 1973 Porsche 917/30 Can-Am car, for 2.1m - 2.9m.
    Photos: RM Auctions
    Lot 24: 1973 Porsche 917/30 Can-Am Spyder €2,100,000 - 2,900,000
    Lot 25: 1950 Aston Martin DB2 €270,000 - 345,000
    Lot 26: 1969 Lola T70 Mk IIIb by Sbarro €295,000 - 355,000
    Lot 27: 1955 Ferrari 750 Monza Spider by Scaglietti €1,800,000 - 2,100,000
    Lot 28: 1964 Porsche 904 Carrera GTS €1,000,000 - 1,400,000
    Lot 29: 1982 Porsche 956 Group C Sports-Prototype €2,100,000 - 2,900,000
    Lot 30: 1955 Jaguar D-type €4,100,000 - 4,700,000
    Lot 34: 2008 Peugeot 908 HDi FAP Le Mans Prototype €1,400,000 - 1,800,000
    Lot 39: 1982 Rondeau M482 Le Mans GTP €200,000 - 250,000
    Lot 40: 1953 Gordini Type 24 S €3,000,000 - 4,000,000
    You can see every lot in RM's 5 February Paris sale on Classic Driver.