samedi 22 février 2014
750 Honda Moose & Mud
Projet Moose & Mud
Built for Renaud by In clutch we trust - France
Photos by Charles Seguy (Megathon Charlie)
via Inazuma Café Racer
Deus SR500 street tracker
Most Yamaha SR-based customs hark back to the golden age of cafe racers. But the Australian specialist Deus has taken a jump into the future with its tough-looking SR542, nicknamed “The Mono.” This particular machine started life as a 1978 SR500, but you’d never know: it’s been upgraded beyond recognition.
It’s packing custom Öhlins suspension front and back, a heavily breathed-upon 542cc motor, a modified frame and a two piece-reverse cone silencer. According to Deus, the muffler “provides great back pressure on the engine, and enough bark to satisfy the next door neighbours’ solicitors.”
Here’s the spec:
Blacked out SR 542cc engine with flat slide carb, flowed head and race exhaust, airbox removal.
Mono-shock stretched swingarm conversion, Ohlins inverted front and mono-shock rear, 320mm flating front disc, Braking 4-piston caliper, braided brake lines, wide front and rear wheels with stainless spokes, and K180 tires in 130mm front and 180 rear sizes.
Billet alloy top and triple trees, 5.5″ headlight with mess cover, Pro Taper handlebars, stainless speedo and tacho.
Alloy XT-style tank, w650 seat adaption, LED stop light, billet indicators, ignition relocation kit, stainless front fender, alloy foot pegs.
via BIKEEXIF
1980 Jeep CJ-8 - Work Jeep
Jim Allen Writer from /www.fourwheeler.com/
John is a well-known custom fabricator in Indiana with a rural shop just far enough west of Indy to be considered truly country. You are just as likely to see a combine or a soil sampling rig at JB’s 4x4 shop as you are a wheeling rig, given that he’s deep in the farm belt. Over the years, JB’s 4x4 has built some noteworthy 4x4s, many of which have graced the pages of 4x4 mags.
One of the John’s passions is desert racing, and he has long been associated with Baja racing. His technical background has led to his working as pit crew, lately for various teams that use BFG tires on Baja 1000 races. The BFG pit groups supply tires and fuel but also perform repairs. That’s what John does, and sometimes he needs to run out to a broken racer to do it. After using a variety of vehicle types, he decided to special-build a service truck.
He started with the remains of a CJ-8, but the finished vehicle bears only superficial resemblance to a Jeep. Most of the chassis is custom built. The suspensions is a custom three-link at both ends, and the Jeep is powered by a very warm 401. You could confuse Conrad’s truck with a SCORE Class 1 buggy, but this truggy is built to carry weight and volume while still being able to negotiate the course at a rapid pace, day or night.
1980 Jeep CJ-8
Drivetrain
Engine: 401ci AMC
Transmission: TF-727 3-speed automatic
Transfer case: Dana 300
Front Axle: Dana 44 high pinion, Powr-Lok limited slip, 4.09 gears
Rear Axle: Dana 60, Strange spool, 4.10 gears
Suspension
Springs & Such: Sway-a-Way coilovers w/ Eibach springs; custom 3-link front and rear
Tires & Wheels: 35x12.5015 BFG KM2 on American Racing 15x8
IL ETAIT UNE FOIS LE CONTINENTAL CIRCUS
Bernard Fau, ancien pilote grand prix moto du Continental Circus, reprend la piste et le rêve de course qui ne s'est jamais vraiment arrêté.
Courir pour filmer et filmer pour courir.
Ce film, en construction, sera l'occasion de raconter un passé toujours présent. Son histoire est aussi la votre, spectateurs et passionnés depuis toujours
Courir pour filmer et filmer pour courir.
Ce film, en construction, sera l'occasion de raconter un passé toujours présent. Son histoire est aussi la votre, spectateurs et passionnés depuis toujours
| Vous pouvez pré-commander le DVD qui résultera de ce que Bernard et son équipe ont filmé la saison passée et ainsi devenir co-producteur de ce projet. C'est un principe de souscription. Le site de Bernard Fau est en ligne, n'hésitez pas à aller l'explorer, il regorge de documents exceptionnels lié à la vie de champion français, témoin de la plus grande époque du sport motocycliste hexagonal. |
| LE SITE DE BERNARD FAU |
BOSO SAN BLACK BULL
“Suddenly this 120kg, two-meter tall plus guy standing in my office starts to lose it and yells “BLAH BLAH STUPID, BLAH UGLY PIECE OF BLAH, MOTOR TUNING BLAH, HANDLE BARS FOR MIDGETS, BLAH BLAH, NEVER EVER…. ” I really didn’t listen completely, I just left, pissed off with myself, and went into the garage. Ronny was standing there, eyes wide open, a torque wrench in his hands in case he had to save my life: “What the FUCK HAPPENED?” He asked, “Ingo doesn’t like Cafe Racers….”
Just another story of a harmonious collaboration between punter and builder then…
Rewind. Boso San based in Germany are a race bike tuning, Motorsport shop, turning-out tricked-up CBRs and GSXRs for the track. In 2006 the Glemseck 101 cafe racer festival started right on their door step and Boso San joined the frivolities despite their differing interpretation of two wheeled nirvana. Eventually after an awesome weekend at the 2009 event the cafe bug bit, and Daniel (the teller of this tale) announced to his colleague Ronny: “We will build a Cafe Racer too! But something different. A NEO Cafe Racer.” …A year later the throb of a V-twin announced the arrival of Ingo.
The initial meeting progressed as most do at Boso San, Ingo wanted more power, everything the motor could yield. Figures such as 2000cc and 130bhp were bandied about and the bike was left in the capable hands of Daniel. They never talked about design, just power. Daniel began to strip the bike to gain access to that engine so he could impart all of the treats that would come its way. As he progressed he uncovered numerous parts of the MT that he considered ugly solutions, design changes began to formulate in his head. At 11pm that night the Skeleton of the MT stood on the bench; frame, suspension, wheels. He lit one last cigarette with dirty hands and stood staring at the MT before closing up for the night. Then he lit another cigarette and placed the tank on the frame; stared, thought. A pen and paper came out, the cigarettes were finished, the drawing began, a late night was had. The Black Bull was born.
That fateful drawing, Daniel’s late night inspiration, was presented to Ingo the very next day and as we already know, it did not go down well. Ingo really did not like cafe racers. But as he stormed out of the Boso San headquarters he snatched up the drawing.
“The next day my cell phone rang; “Ingo?” I answered the phone.
“Do it Daniel!”
“What shall I DO, Ingo?”
“Build that Bike! I love it!”
“Aha….”
“When can I come to pick it up?”
“I’ll call you” I said an shut the phone.”
Daniel’s drawing had slowly worked its magic, Ingo succumbed to the potential of his steed and gave the green light to the project. Good choice Ingo, good choice.
“The next day my cell phone rang; “Ingo?” I answered the phone.
“Do it Daniel!”
“What shall I DO, Ingo?”
“Build that Bike! I love it!”
“Aha….”
“When can I come to pick it up?”
“I’ll call you” I said an shut the phone.”
Daniel’s drawing had slowly worked its magic, Ingo succumbed to the potential of his steed and gave the green light to the project. Good choice Ingo, good choice.
Daniel had not actually drawn that much, a collection of lines led by the hunched shoulders of the MT, a beast ready to pounce, more panther than bull he thought. He started with the tail and it was the last thing he finished, inspired by a Formula 1 car air intake and housing a wealth of components including intriguingly a mobile phone, more on that later. “It’s a little ironic that this beautiful piece of metal is hidden behind the silencers. But that’s what makes the Black Bull spectacular. From a distance it just looks aggressive but the closer you get, the more it uncovers its beauty”. The complete spec of the bike is dizzying, head to www.Boso-san.de for full details and to brush up on your Deutsch. Highlights include LSL headlight and bars, R1 forks, Spiegler racing kit, BKG fork clamp and pegs, PVM wheels, Revolver switchgear and a plethora of engine work…
“So many things gave us a hard time but that’s what customizing is all about. Find solutions and be prepared to find out the solution was shit.” Ingo bought into the design element of the build completely and chose to even sacrifice some performance for the striking exhaust headers that look stolen from a tank, but combined with the Akrapovic cans they give the beast the bellow it deserves. In fact the first time the boys fired it up the bike morphed from panther to bull, the ground shook like an earthquake was coming, or a stampeding Black Bull.
And the hidden mobile phone? Big Ingo can now pass his Sunday afternoons watching the bike pull in a crowd before giving the beast a call that remotely thunders it’s throbbing heart to life. Joyous.
Double The Turbos, Half The SheetmetalA 1200hp Street-Driven Demon
I may be the only one who’s connecting the dots, or it could just be a fluke, but I think we may be on the cusp of a trend here: cars without fronts.
We saw it at TAS with the military-themed hot rod Miata, then it was Jared Seganti’s ’37 Dodge I just wrote about a few days ago, and now this. They all have a similar feel – half stylized car, half robotic machine, and all badass. Of course the idea of running your hot rod without hood-sides or even the hood itself dates back to the infancy of hot rodding, but I’m starting to feel some modern influences creeping in now too. Could it be we’re now at the confluence of modern wire-tucked imports and traditional hoodless hot rods?
Obviously if you’re going to use the engine as part of your visual statement, it needs to be clean. It also doesn’t hurt if its a 1200hp, twin-turbo Big Block.
This is how Ed Umland, owner of Eddie’s Chop Shop, does things – and it’s why Rich Feicheer brought his ’34 Ford to Ed when he wanted a cutting edge, gnarly as hell build.
You can have it good, fast or cheap, pick two – remember that old saying? Well Ed subscribes to a similar theory, except his is that cars can’t be more than two things at once, and even that’s pushing it. Really, you should pick one thing and make your car the best you can in that certain arena, but there’s no arguing that hot rods and dragsters are close relatives. When Rich came to Eddie’s Chop Shop wanting a coupe to cruise on the street and run 7s in the quarter mile, Ed had to reel him in a bit.
Just a bit. The guys went from 7s to 8 second ETs, and Ed convinced Rich to run twin turbos instead of the supercharger he originally wanted. Sounds like a fair compromise to me.
When’s the last time you saw a car on the road with both a parachute and a license plate anyways?
So back to the fact that this car has no front end, and it never will. With the massive BBC, twin turbos and all the associated plumbing, Ed knew a grille would look ridiculous hanging off the front. Let’s not forget the ’34 had a long, swoopy grille to begin with, and it would have been placed so far forward that, well, it just wouldn’t have worked.
Instead, Ed just let the turbos do the talking. Hot rodders have been stretching wheelbases forever, but usually you consider the placement of the axle and wheels in relation to the grille. Without a grille for visual reference, the turbos, piping and ice-filled Moon tank became the car’s leading edge.
The next logical question is this: where did the radiator go? Is this some kind of air-cooled, twin turbo V8 I’ve never heard about?
There must be a reason for all those louvers in the deck lid though.
Eddie’s Chop Shop hid the radiator in the trunk, and put the fuel cell underneath it. With a custom built shroud and two giant electric fans, it manages to stay cool enough to drive around on the street.
By using a computer-controlled electric water pump, the front of the engine was freed up for a belt-driven MSD distributor. The Moon tank feeds cold water to the intercooler instead of holding fuel.
Two throttle bodies are bolted to the hand-fabbed aluminum intake manifold, which has a nice, stylized shape to complement the cowl of a ’34 Ford and still flow tons of air.
Topping it all off are two 88mm Comp turbos pushing unimaginable volumes of air into the big block. Displacement and boost? This is the Eddie’s Chop Shop way.
Those hairdryers move so much air in fact, that sixteen 130lb/hr injectors are needed to keep up with fueling. With so much going on, it’s a wonder how simple the engine is to look at.
One thing that separates Eddie’s builds from the rest is this infusion of real race tech. It’s seriously high horsepower – like on a dedicated, competition race car level – but wrapped in a cool hot rod package that can get down the road without any drama. I know guys making half this much power whose cars are relegated to a trailer. Clearly this is a better way.
It’s hard to pry yourself away from that pressurized motor, isn’t it? But you have to remember that the owner wanted a hot rod too.
Usually a car packing this kind of power gets loaded on a trailer to go anywhere beyond a quarter of a mile. Of course hot rods have to be capable of going down the road to get to the next cruise or show, and so does this one, even if it is on drag slicks. Normal hot rodders accomplish this with a Flathead that makes a couple hundred horsepower, or maybe a small block that makes three or four hundred.
To this end, the ’34 does have some creature comforts, like two seats and a fully paneled interior. It still looks awfully racy inside though. Take the driver’s safety cell for instance.
One of the most defining modifications you can do to a hot rod is chopping the top. Ed tells me this one was chopped long before he got his hands on it, and in very poor fashion too. He couldn’t even tell me how much it’s chopped now, because he just worked with what was there and made it right. Check out how the a-pillars are leaned back – a cue from the competition coupes that first raced at the Salt Flats.
The fact that it has fully functioning windows pushes it a little more into the hot rod realm for me. The mechanical bits aren’t Ford, they’re Ed’s invention, with all sorts of moving levers and pivots that apparently open the doors and roll down the windows. Of course the dimple died brace that now trims out the door was custom made, and that louvered roof filler is pure hot rod too.
There’s a full set of gauges inside, plus a trick bead-rolled dash: things you wouldn’t usually find in a drag car. My favorite item is the cast aluminum tach pod mounted to the steering column.
Running 8s requires some well-sorted suspension, and lots of tire doesn’t hurt either. Impossibly deep modern Weld wheels hold 32 x 14.5 wide Goodyear racing slicks. Plenty to hook up on, but Ed says they still had to dial down the boost to get the car down the track.
A skinny matching set is up front, along with modern Wilwood disk brakes. This is all mounted to a vintage-style dropped axle and leaf spring though. See how we just keep ping-ponging between modern drag car and old school hot rod?
Yet it all works to make one badass machine.
Is it a menacing street rod or a dragster with no trailer in sight?
Or is it something even more than that? Could this be the start of a new trend – cars with half a body and an engine on full display? I guess we’ll have to wait and see, but I think we’re onto something here.
Keith CharvoniaInstagram: SpeedhuntersKeithkeith@speedhunters.com
Photos by Larry ChenInstagram: larry_chen_fotolarry@speedhunters.com
Paton Enters 2014 Isle Of Man TT
By Dennis Chung motorcycle.com
Italian racebike manufacturer Paton announced its return to international racing in entering theLightweight TT race in the 2014 Isle of Man TT. The Paton name has been around since 1958, most notably competing in the late ’90s and early 2000s in the Grand Prix World Championship, but has been relatively quiet since the end of the 500cc era.
Paton will enter its all-new S1, the company’s first street-legal motorcycle. First unveiled at the 2013 EICMA show in Milan, the S1 is powered by a 649cc parallel-Twin engine based on aKawasaki Ninja 650‘s powerplant. Paton claims an output of 71.1 hp at 8500 rpm and 47.2 ft-lb. at 7000 rpm. Paton claims the S1 has a curb weight of 348 pounds and can reach a top speed of 215 kph (133.6 mph) and has a 0-100 kph (0-62 mph) time of 3.9 seconds.
Suspension is comprised of a 43mm telescopic fork with adjustable preload, rebound and compression up front and twin adjustable Ohlins shocks at the rear. Four-piston calipers grip the twin 295 front disc brakes.
Paton has secured rider Olie Linsdell to race the S1. Linsdell has previously ridden for Paton, competing in the Senior Classic race in the 2010 Manx Grand Prix on a 500cc race bike.
“Racing has been Paton’s goal since it started in 1958, and with modern classes it means making a street legal bike, which also carries the added motivation of increasing our small firm’s technical knowledge by having to solve problems it has never had to face before as well as providing a new challenge,” says Roberto Pattoni, Paton technical director. “It is a culmination of all our history into one single product.”
Paton has a long racing history. The company was formed in 1958 by former FB Mondial chief mechanic Giuseppe Pattoni (Roberto’s father) and designer Lino Tonti. One of Paton’s first races was the 1958 Isle of Man TT, piloted by an 18-year-old Mike Hailwood in the future world champion’s Grand Prix racing debut.
[Source: IOMTT, Paton]
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