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    jeudi 10 juillet 2014

    TOM FUGLE : passion !


    THE SECOND BLUSTER – KAWASAKI NINJA 250 ’11 (#10) by STUDIO MOTOR


    Spesifikasi :
    • Body Custom by STUDIO MOTOR
    • Painting & Airbrush by KOMET Studio
    • Shock Depan Upside Down Suzuki GSXR-1000
    • Velg TK Japan 18X3.00 Inch & 18X3.50 Inch
    • Ban Shinko E705 120/80-18 & 150/70-18
    • Shock Belakang YSS Z-Series 360 mm
    • Rantai TK Japan Gold
    • Stang Pro Bikers
    • Exhaust System by Flash Muffler Custom

    Hard-Enduro : pour les super-héros


    Sels les super-héros comme Alfredo Gómez survivent à l'hard-enduro. Il évoque ses super-pouvoirs.
    Par 
    Alfredo Gómez nous parle hard-enduro.
    Il faut être un super-héros pour survivre en hard-enduro. Il n’est pas facile d’être à la limite, physiquement et mentalement, et seuls quelques individus peuvent endurer ce genre de punition. Pour certains, ce sont des hommes d’acier, mais pour d’autres ils sont juste complètement fous !
    Peu de gens savent combien les courses sont difficiles. Même les fans. Certains pensent que c’est juste une spéciale pleine de troncs, de pneus et de rochers, d’autres imaginent que c’est juste une bande de pilotes qui vont à fond sur une colline raide. Eh bien, l’hard-enduro, c’est à la fois cela et beaucoup plus.
    Nous avons parlé avec le pilote hard-enduro Alfredo Gomez, et l’Espagnol a partagé certains de ses secrets.
    Pas de spéciales en hard-enduro.
    Fast & Furious© J.C. Dupasquier

    Pas de spéciales

    « Vous ne trouverez pas de spéciales en hard-enduro. C’est plus comme une course de cross-country avec des check-points et on court toujours contre la montre. Un prologue décide de qui part premier. »
    L'hard-enduro est technique.
    Ride technique© Future 7 Media/Red Bull Content Pool

    Technique

    « Je n’ai pas eu trop de problèmes à m’adapter à l’hard-enduro parce que j’avais beaucoup pratiqué le trial durant ma carrière pro. Le tial est d’une grande aide, pour pratiquement toutes les disciplines moto. »
    L'hard-enduro demande un entraînement difficile.
    S’entraîner dur© Alberto Lessman/Red Bull Content Pool

    S’entraîner dur

    « Ce type de course pousse ton corps à la limite, il faut souffrir. J’ai dessiné une piste près de Madrid avec tous les modules dont j’ai besoin. Le parcours n’est pas très long, mais il y a tous les éléments pour me faire souffrir toute la journée ! »
    Une moto spécialement conçue pour l'hard-enduro.
    Une moto spécialement conçue© Alberto Lessman/Red Bull Content Pool

    Une moto spécialement conçue

    « En enduro normale on ne voit que des moteurs quatre-temps. En hard-enduro, c’est le contraire. Il faut courir sur une deux-temps – la mienne est une 300. Les suspensions sont réglées souples et les pneus utilisent de la mousse. La selle est aussi spéciale, autorisant beaucoup de grip et elle est plus basse, pour mettre le pilote plus près du sol et éviter les crashs. »
    Gómez pense que l'hard-enduro est l’enfer sur Terre.
    L’enfer sur Terre© J.C. Dupasquier/Red Bull Content Pool

    L’enfer sur Terre

    « Chaque course va au-delà de l’extrême, il n’y a pas de mots pour décrire ça. La pire de toutes pourrait être Ukupacha, en Équateur. L’événement a duré plus de quatre heures de combat contre l’humidité omniprésente, en courant à plus de 4.000 mètres. »

    Why did they never build these shooting brakes?


    The rakish shooting brake shape has intrigued manufacturers, coachbuilders and customers alike for years, but of the cars that have been built or converted, there have been varying levels of success. These are our favourite oddball shooting brakes that we wish had made full production…

    One man’s vision

    In the late 60s, Luigi Chinetti Jnr., son of the famous East Coast racer and Ferrari concessionaire, had an idea for a shooting brake version of the luxurious 330 GT 2+2. Some sketches were made (with the help of commercial artist Bob Peak) and, once the design was finalised, taken to FredoVignale, the man charged with realising the vision. The result was a real curiosity. Almost every single body panel was changed and, at first glance, it doesn’t really look like a Ferrari at all. Sadly, the quirky shooting brake was to be Vignale’s final work before his untimely death in 1969. 
    Fast forward to 1995 and another interesting idea was mooted in a somewhat similar vein. The Sultan of Brunei was the man, and the Ferrari 456 estate was the vision. Dubbed the ‘Venice’, Pininfarina built a mere seven cars (though the Sultan only took six), reputedly at around $1.5m each. 

    Touring’s last hurrah… for 40 years, at least

    Call it sacrilege, but this is one Lamborghini we’re pleased went under the knife. The 1966 400GT Flying Star II was the final work of Carrozzeria Touring, before its revival in 2006. Decades later, the one-off Lambo – created as a prototype concept for a potential 400GT replacement – lent its name to Touring’s shooting brake interpretation of the Bentley Continental GT.

    The car that Jaguar never built

    Although it wasn’t strictly built by Jaguar, the shooting brake version of the XJS, aka the Lynx Eventer, simply had to be on our list. It was remarkable in two ways, both that it was the logical development of the unpractical XJS that Jaguar surprisingly never chose to build, and secondly that it was lighter and allegedly even better to drive than the standard car. Just 67 Eventers were hand-built by Lynx, the UK-based engineering and design company, making them extremely rare (though there’s one currently for sale in the Classic Driver Market). We especially love the long, uninterrupted rear side windows that seem to go on forever. 

    A long-kept secret

    Porsche’s first attempt at a shooting brake (of sorts) was an elongated version of the 928 in 1987, known internally as the H50. However, owing to a serious lack of rigidity, it was quickly consigned to the nether regions of Porsche’s top-secret storage facility, where it was kept for a staggering 25 years before finally being revealed to the public at Pebble Beach in 2012. Who’d have thought that the competent Panamera’s spiritual ancestor was binned for being too wobbly.
    The point of a shooting brake is, first and foremost, to allow more room for people and luggage (originally members of the hunting party and their guns and dogs). The Porsche 356 Kruezer fulfils precisely none of those criteria. Conceived and built by the late John Dixon, the renowned American Porsche collector and owner of the significant Taj Ma Garaj collection, the Kruezer is off-the-wall and, thanks to the Carrera twin-cam engine filling up the rear hatch, purely aesthetic.

    A plethora of Aston Martin shooting brakes

    Inevitably, there have been many attempts at Aston Martin shooting brakes, ranging from Radford’s take on the DB5 to Bertone’s Rapide-based Jet 2+2. We’d go for the slightly rarer DB6 shooting brake, also built by Harold Radford Ltd, with its vast payload and useful roof rack. Well, that or the Lagonda Rapide Shooting Brake. Conceived as an idea by David Brown for an estate-style Rapide pitched at families, the project was shelved due to poor sales and a car was never actually built… until 2003, that is, when an Aston enthusiast found Brown’s original drawings and proceeded with a £100,000 conversion. The result is magnificent.
    For a slightly left-field approach, though, how about the oh-so-80s Lagonda V8 Shooting Brake by Roos – a perfect demonstration of Swiss coachbuilding creativity. Wedge!

    Italian style, English heritage

    The Maserati Touring Bellagio Fastback is the work of Carrozzeria Touring once again, and based on the pretty fifth-generation Quattroporte. Perfectly blending Italian style with British hunting heritage, just four Bellagio Fastbacks were painstakingly hand-built, and include bespoke features such as a concealed gun compartment and a dog-barrier, perfect for keeping hairs out of the caviar chilling in the in-built fridge. Despite its extra set of doors, the Bellagio Fastback is a shooting brake in the truest sense. We’ll see you on the next drive. 

    DILDOBIKE BY LUCA & 2RH


    Dildobike 1
    It’s 6am and in my sleepy haze I’m not quite sure whether this is The Bike Shed or Viz magazine I’m writing for. Dildo Bike, Two Right Hands and Roger The Painter. Surely it’s April 1st and Dutch is winding me up!
    Apparently not, so before we talk about motorcycles, cue Salt n Pepa and lets talk about sex, and marketing. Probably easier to quote Roger Dildo from Parma, Italy, as editing will just make it weirder;
    Dildo Society” was born as a provocation against our society’s trend. Television, vanity and media try to obscure our brain with unuseful stuff, and people watch it passively. They get their empty head filled with something artificial, something phony that acts for an original one, already forgotten. They get dildoed and they pretend it’s real sex”
    “The name Two Right Hand means that everything you do, it’s better done together, we own a very normal penis, no need to hold it with two hands…”
    So, you’re clear on that? Good, then lets talk about bikes.
    Dildobike 2
    Roger recently fell in love with custom painting and for the past four years has been jazzing up other people’s machinery, until Harley modding friend Luca’s Garage persuaded him to adorn his own creation. They joined forces and the result is this, the Dildo Bike.
    Dildobike 3
    This sex toy started out life as a 1990 Yamaha XT600 thumper. Luca ripped the backend apart and and fabricated new framework to suspend the Brat-style seat, and covered it in wipe clean, stitched leather. Neat stop lights and indicators are grafted into the rear loop and combination pillion and exhaust mounts feature a Dildo Society laser-cut logo. Pegs were machined in-house by CNC maestro Alessandro Mattioli. The Yammy’s long-stroke single requires a fair bit of cranking from a large battery so Luca hid it in a box, strapped onto the underneath of the tail, along with a button to get the party started.
    Dildobike 4
    The messy loom was binned and replaced with neat custom-made job, hidden under the seat where possible, powering a Kedo 6.5 incher up front. To soak up the bumps and bangs the rear shock was rebuilt, after all, nobody likes a soggy rear end. To keep splatter out of Roger’s face a shortened aluminium mudguard sits atop the re-laced motard front wheel, with Dunlop’s great looking Mutant rubber offering good grip when things get slippery.
    Dildobike 5
    The tank is from an earlier and less girthy XT500 with a tricked-out job from Roger, the graphics look cool but given his reputation I won’t try and translate the foreign. Operator of the big tool, Alessandro, was called in again to machine a billet cap for the handsome tank. Handlebars are the twin-profile type by Oberon, with thicker tube at the clamp, requiring riser adaptors. LSL grips give something for Roger to get his two right hands around and a streetfighter mirror warns of what danger might be coming up behind.
    Dildobike 6
    The motor is in standard tune with twin K&N filters sucking cool air in and a custom pipe-job blowing it out through a fat, upright end-can from a ‘crosser. Should sound pretty sweet when Roger is pounding around Parma’s back-roads.
    Dildobike 7
    So, there we have it, another fine custom bike. Perfect for a day riding the curves, hammering around town or chauffeuring a friend to a Bunga Bunga party.
    Thanks to snapper Good Shit Movies for the photos, …but what’s all that white stuff?
    VIA tHE bIKE sHED

    These are the stars of Bonhams' Mercedes-Benz sale


    Lot 26: 1954 Mercedes-Benz 300SL Coupé ‘Stirling Moss/Denis Jenkinson 1955 Mille Miglia Reconnaissance 'Gullwing' / ‘The Ex-Paris Salon, London Motor Show, 'The Autocar' road test’
    On 12 July 2014, the collaborative auction between Bonhams and Mercedes-Benz Classic will see almost 50 pointed-star-wearing cars go under the hammer inside the marque’s famous Stuttgart museum. Here are our favourites from the Anglo-Germanic auction…
    All lots from the Bonhams auction at the Mercedes-Benz Museum on 12 July in Stuttgart can be found in the Classic Driver Market.
    EUR 600 000 - 800 000
    EUR 100 000 - 130 000
    EUR 25 000 - 30 000
    EUR 70 000 - 100 000
    EUR 3 600 000 - 5 800 000
    EUR 400 000 - 600 000
    EUR 40 000 - 50 000
    EUR 160 000 - 210 000
    EUR 150 000 - 250 000