MOTO GP : A. Espargaró mène les deux séances du vendredi au Sachsenring : Aleix Espargaro quickest in both Sachsenring sessions on Friday

Aleix Espargaró a conclu la première journée du Grand Prix eni Motorrad d'Allemagne devant Marc Márquez et Jorge Lorenzo à l'issue de la seconde séance d'essais.

Aleix Espargaró s’est emparé de la première position in extremis vendredi après-midi au Sachsenring et a bouclé son dernier tour en 1’22.041 pour battre Marc Márquez (Repsol Honda) de 0.117s une fois le drapeau à damier levé. Le pilote du team NGM Forward Racing avait aussi signé le meilleur temps le matin mais a cette fois-ci dû tirer le maximum du pneu tendre de la catégorie Open pour s'assurer la première place et a passé une partie de la séance à travailler sur le nouveau châssis Forward.

Malgré sa chute en FP1, Márquez était de retour au sommet de la hiérarchie jusqu’à ce que son compatriote catalan ne le prive de la première place et comptait deux dixièmes de seconde d’avance sur Jorge Lorenzo (Movistar Yamaha MotoGP), troisième et lui aussi en progrès par rapport à son chrono du matin. 

Valentino Rossi (Movistar Yamaha MotoGP) était en fait le seul pilote à ne pas améliorer son chrono l’après-midi lors de la seconde séance d’essais. L’Italien a cependant fini dans le Top 6, derrière Stefan Bradl (LCR Honda) et Álvaro Bautista (GO&FUN Honda Gresini), en étant à moins d’une seconde du temps de référence. 

Derrière le nonuple Champion du Monde, Andrea Iannone (Pramac Racing), Pol Espargaró (Monster Yamaha Tech3), Andrea Dovizioso (Ducati) et Dani Pedrosa (Repsol Honda), tombé dans le virage n°12 en début de séance, se tenaient en moins de trois centièmes de seconde, avec à peine plus d’une demi-seconde de retard sur l'aîné des frères Espargaró.

Tombé deux fois le matin, Bradley Smith (Monster Yamaha Tech3) a fini onzième, devant Yonny Hernández (Energy T.I. Pramac Racing), Cal Crutchlow (Ducati) et Michael Laverty (PBM), qui a, comme Pedrosa, chuté dans le virage n°12 mais se classait devant les Honda Open de Scott Redding (GO&FUN Honda Gresini), Hiroshi Aoyama (Drive M7 Aspar), Karel Abraham (Cardion AB Motoracing) et Nicky Hayden (Drive M7 Aspar). 

Mike di Meglio (Avintia Blusens) a conclu la journée en 21e position.

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Aleix Espargaro set the best lap in the MotoGP™ FP2 run at the eni Motorrad Grand Prix Deutschland, outpacing Marc Marquez and Jorge Lorenzo at the head of the timesheet.

Having also gone quickest in FP1, Espargaro lapped in 1’22.041 on the NGM Forward Racing ‘Open’ Forward-Yamaha on a softer option rear at the end of the FP2 session. The riders kept their concentration despite some light rainfall 20 minutes from the end of the afternoon run.

World Champion Marquez (Repsol Honda Team) ended the session 0.117s behind compatriot Espargaro, having had a big crash at turn 3 earlier in the day in FP1.

Another Spaniard, Movistar Yamaha MotoGP’s Lorenzo kept out of trouble at a track where he had a big crash last year in practice and missed the 2013 race. Lorenzo was third fastest, trailing Espargaro by 0.327s.

Home rider Stefan Bradl (LCR Honda MotoGP) and his fellow Honda equipped rival Alvaro Bautista (GO&FUN Honda Gresini) were fourth and fifth.

Valentino Rossi (Movistar Yamaha MotoGP) was sixth fastest overall, lapping just over 0.4s slower than pace setter Espargaro – the Italian’s best time came in FP1.

The top ten was completed by Andrea Iannone (Pramac Racing), Pol Espargaro (Monster Yamaha Tech3), Andrea Dovizioso (Ducati Team) and Dani Pedrosa (Repsol Honda Team) – who walked away from a high speed FP2 crash at turn 12.

The top 16 riders were separated by less than a second at the short, tight and twisting German track.

Turn 12 also saw another FP2 crash, for Michael Laverty (Paul Bird Motorsport), who was unhurt and ended the day 14^th. His teammate Broc Parkes was down in 23^rd and crashed in FP1.

Bradley Smith (Monster Yamaha Tech3) crashed twice in FP1 and ended the day 11^th best overall.

For full Sachsenring FP2 results for MotoGP click here.

TOKYO DIRT

Speedtractor teams up with friends, Animal Boat CC and Iceblock Films to find that there is indeed dirt in Tokyo...you just have to look for it.

SUPER MOTOR COMPANY LUCKY PUNK

We hear a lot about the rise of the Chinese-built motorcycle, and how it’s going to change the industry in the western world. Well, this is the story of a westerner trying to beat the Chinese at their own game. And yes, it’s messy.

The star of this cautionary tale is Dimitri Hettinga, who runs Holland’s Super Motor Company. (You may know Hettinga from his previous appearances on Bike EXIF, courtesy of a pair of sharp-looking Super Cub customs.) The bike in question is a beautiful production-ready lightweight called ‘Lucky Punk.’

“Building a bike in China?” says Hettinga. “How hard can it be?” Very hard indeed, it turns out.

Nearly two years ago, Hettinga mocked up a new design. A small-capacity supermotard with a vintage trials vibe. It ended up with a weight of 101 kg and 27 bhp—which means a power-to-weight ratio similar to a heavier Triumph Bonneville or Moto Guzzi V7. So far, so good.

“Then it all went downhill. China is a nightmare to work in. The language barrier is one to take into account, but the mentality is hard to ignore. It’s Kafka’s paradise.” The first engine from a Chinese supplier had the wrong spec, and was delivered without a balance shaft. “The vibrations were intense. If you had false teeth, you would have lost them after a minute.”

The basis of the Lucky Punk is a ‘dragon bone’ frame: a pressed-steel backbone that is widely available in China. To keep the bike looking as clean as possible, Hettinga selected a 4.5Ah Li-ion battery the size of a pack of cigarettes. It’s stowed under the seat, along with the rest of the electrical necessities.

The litany of disasters even included the fabrication of the exhaust. “We gave precise CAD drawings to the factory that was going to do this pipe. But once we got there to do the first fitment it was all off. In the end it took us two days to get it right, accompanied by lots of swearing and a bucket load of incomprehension. But the result is now spot on.”

There were glimmers of hope. “We are friends for life with the people of the paint factory,” says Hettinga. “They are unbelievably skilled, and the only ones we encountered that had a sense of perfection. They let us mix our own color by hand. They gave the tank extra rubdowns till they were happy with the result. We changed the color several times—no problem. Great and easy to work with, given that we could not understand each other!”

The last hurdle was critical: shipping the Lucky Punk prototype to the huge Chinese motorcycle fair in Guangzhou, where it could go on display to the trade and the public. “We arranged to ship the bike by air, and the courier lost the bike!”

For three days, the bike disappeared. “We were about to miss the Fair altogether. When we arrived in Guangzhou, the bike was still missing. And even at 5pm, the day before the fair, the bike was still missing. Then we got a call: the bike was found!” Hettinga picked it up at 4am on the day of the Fair at the cargo facility of the airport, and assembled the bike in the parking lot of the Fair itself.

Lucky Punk rolled into the Fair complex just after 9am, and took its place in the booth of Yinxiang Motors—the factory that produces the Super Motor Company’s Cub-based bikes. “Over the next few days, we drew a lot of attention. But many of the Chinese did not understand the bike—the price was too high, it’s too expensive to build, blah blah. But, happily, we met some like-minded enthusiasts. We now have five distributors from around the world to work with.”

So was it worth the ineptitude and insanity? “Yes, it was.”

Lucky Punk is now being readied for production, and will hit European markets in the first quarter of 2015. The 125cc version will cost 2,500 euros and the 250cc version 3,000 euros.

It’s a great price for a great-looking bike. And after all that stress, we think Dimitri Hettinga deserves success.

Keep tabs on the adventures of Super Motor Company via their website and Facebook page.

via BIKEexif

NIGHTRUN

NIGHTRUN - Box One Collective from Box One on Vimeo.

FOUNDRY’S MATCHLESS BOBBER

Coming into the scene from modern bikes and sports-nakeds, old school brands like Matchless have never really been on my personal  radar. I appreciate the heritage and the die-hard classic following, but I wasn’t expecting to fall in love with one, and certainly not a bobber. But that’s exactly what happened when I saw this bike in the flesh at the BSMC III exhibition, built by Foundry Motorcycles.

The lucky owner of this bike is Mick, a Buell-riding paramedic who actually wanted to by “Old ’56“, Foundry’s T110 bobber, but with old T110′s being hard to get hold of, and unable to wrench Old ’56 away from it’s owner, he had to ‘settle’ for something else. …I think he got an upgrade.

After plenty of Foundry coffee and a number of Saturday deliberations, plan T110 morphed into a sweet running Matchless G9 and the challenge of creating a similar look and feel was on. Tom & Simon tell it from here…

“Mick wanted the option of ‘returning to standard’, which is always a challenge, but not an uncommon request and the Matchless having a bolt on subframe is perfect for that. The 500cc G9 has a good looking pre-unit engine and when well set up, has plenty of grunt for the type of bike Mick was after, an early 50’s period style hard tail bobber.”

“The frame’s not as good looking or inconspicuous as the Triumph with a dubious looking cast centre section, but removing the rear sub fame and springs and replacing with a Foundry built hard tail cleaned the look of the frame considerably. … Mick tracked the build pretty closely and as suggestions were made, produced his own Photoshop renderings to check out our ideas, …pretty good for a paramedic.”

“The colour was probably the area of greatest debate. It’s so tempting on a bike of this type to stick with a black frame and just colour the tanks, but we wanted to give it a different feel altogether. We moved away from Mick’s original idea to keep the Matchless chrome, maroon and gold tank and the light grey frame and darker grey tanks worked out really well. The only nod to the original Maroon and gold scheme is the tank badge and the Foundry Brand on the oil tank courtesy of Dennis at D-Lucks, he matched the ‘worn’ look of the tank badges perfectly.”

“Originally, the pipes were to be wrapped like ‘Old ‘56”, but Tom produced such a neat pair of short twin pipes with double flared ends that they were left unwrapped. They’re un-baffled and sound great, not too loud, but with a perfect crackle.”

Simon built the seat cantilevered seat from scratch, starting off with a long nose tucked into the cut out at the back of the tank and on coil springs, but it looked contrived and all wrong. Version two shortened the seat and moved it back and onto scissor springs. The balance of the bike was restored again and the riding position’s now really comfortable. The tank ‘cut out’ now houses most of the electrics.

“We feel that with all good custom machines, the art is in getting the balance and attitude of the machine correct and with the ‘old school’ bikes our aim is to give the impression that the bike could have come out of the factory looking as it does now. There’s a lot of work to give the impression that nothing has changed!”

Other Modifications include:- Handmade oil tank and battery box, Custom rear fender, 12 volt conversion, LED Rear light, 7 inch ‘hot rod’ headlamp with machined mounts, Modified Teledraulic forks with exposed springs, Custom bars with Amal levers and grips, Side mounted original Smiths speedo, Skateboard wheel chain guide, Rebuilt 19 inch wheels with painted rims S/S spokes and Avon Tyres, Rebuilt Magneto and customer overhauled engine and gearbox., Canister type remote oil filter

“The bike’s probably lost about 50 kilo’s and is a hoot to ride, with the usual reservation about 60 year old drum brakes. After numerous visits and total emersion into the custom bike world, his Missus still can’t see what all the fuss is about, but Mick’s got his dream bike.”

We think this bike strikes the perfect balance between a classic motorcycle and a timeless build. The components and silhouette may be classic, but the bobber stance and finish suggest something a little fresher and completely relevant in the modern retro custom scene. But sod all the justification and opinion. It’s just beautifully put together, extremely pretty, and I want one.

Check out Tom & Simon’s shop & cafe in Chichester and see more from them online on The Bike Shed’s Foundry MC pages and on their Facebook and Website.

via The Bike Shed

Shooting in style: The best retro-look cameras

The market for high-resolution digital cameras in retro styles from the 50s and 60s is booming. Here are some of the best, as well as a selection of classic accessories…

Those who frequent events such as the Goodwood Revival or the Concorso d’Eleganza Villa d’Estewill understand the problem: you’ve invested many an hour choosing an appropriate, stylish outfit, only to leave the house with a chunky, plastic-looking SLR on your shoulder. But there is a solution. Since the rise of the hipster movement and smartphone apps such as Hipstamatic and Instagram, major camera manufacturers have returned to their roots, creating modern-day cameras with the appearance of classics from the 50s and 60s. The following cameras will not only ensure your style isn’t tainted, but that your photos are just as (pin) sharp. 

Leica M Anniversary Edition ‘100 years of Leica photography’

Leica has made the transition from analogue to digital rather successfully; in fact, the company’s current cameras are perhaps as coveted as they have ever been. To celebrate its 100^th anniversary, Leica has released a limited run of 500 of the legendary M rangefinder. The Max CMOS image sensor in full-frame format, 24 megapixels and impressive lenses make the Leica the first choice for today’s serious reporters and photographers. But be warned: those switching from a point-and-shoot or SLR should be prepared for more complex controls. 

Nikon Df

Those who miss the ease of the Nikon F3 or FM will be pleased with this camera. With the Df, Nikonhas produced a no-frills, purist’s SLR, which dispenses with such frivolities as video shooting and other additional modes. It also has a traditional shutter-speed dial, infinitely easier than having to scroll through cumbersome menus. 

Fujifilm X-T1

With its retro design and mechanical controls, Fujifilm’s X series has already earned a large following. Released earlier this year, the X-T1 boasts a mirrorless system with an APS-C sensor that ensures high levels of ease and efficiency. The excellent viewfinder, high image quality and weatherproof housing make the X-T1 a compact SLR alternative for professionals. 

Olympus OM-D E-M10

Large electronic viewfinder, high-performance 3-axis image stabiliser and autofocus, built-in flashand WiFi – the Olympus OM-D E-M10 feels right up to date, despite its chic vintage looks and mechanical feel. The camera is robust and ergonomically designed, and can be combined with the Prime lenses from the OM-D series. 

Sony A7R

A full-frame sensor with up to 36 megapixels in a compact camera? Such systems with minimal space were barely conceivable until the introduction of the Sony A7R. In addition to the impressive picture quality, lightweight body and numerous manual controls, with its Zeiss optics, the higher quality Leica M-system lenses can also be used. 

Camera accessories from Hard Graft

The British leather and felt manufacturer Hard Graft has identified the photographer as a target customer, producing a number of attractive belts and bags that will make any retro camera a little bit easier to use, while still satisfying the aesthetes. 

Matériel : le secret pour traverser les Alpes

Pour parcourir 1 800 km à travers trois massifs, à pied et en parapente, le maître-mot est “léger”.

Par Tarquin Cooper

Que prendre ? C’est toujours la même question qui se pose avant le départ d’une expédition, un dilemme bien souvent arbitré par la balance. Et réduire le poids est d’autant plus important lorsqu’il s’agit comme ici de parcourir près de 2 000 km en traversant trois chaînes de montagnes en Europe. Comme le résume Tom de Dorlodot, la réponse à cette question est toujours : “le minimum possible.”

Sans ce matériel, pas d'aventure possible© Philip Platzer/Red Bull Content Pool (graphic: Andreas Aust)

“Pour faire simple, nous emportons uniquement ce dont nous avons absolument besoin et rien de superflu.” Les deux aventuriers ont réfléchi avec leurs équipementiers à leur expédition avec un souci de minimalisme, ôtant quelques grammes ci et là tant que possible.

Par exemple, le casque Black Diamond de Tom pèse moins de 200 g. Quant au parapente de Paul Guschlbauer, son modèle Skywalk affiche 3,5 kg sur la balance, l’un des plus légers existant.

“Cela nous a demandé une année de développement”, affirme Paul.

“S’agissant de vol bivouac, faire léger est une obligation”, ajoute Tom.

Pour dormir, les deux bonhommes se la jouent spartiates. “Nous n’avons pas emporté de sacs de couchage”, raconte Tom. Ils préfèrent utiliser leur aile de parapente comme couverture et ainsi de faire l’économie des 700 g d’un sac de couchage. Mais ils ont tout de même pris des matelas fins à rouler.

"Pour être rapide, il faut avoir bien dormi”, explique Tom.

1800 km à parcourir pour Tom et Paul© Philip Platzer/Red Bull Content Pool

Leur matériel de parapente pèse dans les 7 kg et le poids total de leur équipement, eau et accessoires compris, fait 12 à 13 kg.

C’est grâce à ce matériel qu’une telle expédition est faisable, raconte Tom : “Vous vous seriez retrouvé avec un bardas de 25 kg sur le dos pour faire la même chose il y a 10 ans de cela.”

Pour autant, s’il y a une chose pour laquelle Tom et Paul n’espèrent pas trop perdre de poids, c’est bien leur personne ! Pour Tom, c’est particulièrement un problème : “Lors de ma première participation au Red Bull X-Alps, j’avais perdu 7 kg ! Pour réussir, je dois aussi bien m’alimenter.”

Heureusement, les Alpes sont réputées pour le fort apport calorique de leur cuisine, cela ne devrait pas être un souci. Vous reprendrez bien un peu de fromage ?

Thomas de Dorlodot s'apprête à décoller© Philip Platzer/Red Bull Content Pool

1961 AJS 18 CS

rouge !

Rossi : « Le MotoGP™ changera énormément en 2016 » : ‘MotoGP will change very much in 2016’

Durant la conférence de presse de jeudi après-midi au Sachsenring, Valentino Rossi a expliqué que l’une des motivations qui l’ont poussé à prolonger chez Yamaha pour deux ans de plus était de vivre les prochaines évolutions de la catégorie reine.

Valentino Rossi a souligné que le changement de Fournisseur de pneus Officiel du MotoGP™ fin 2015 et l’introduction d’un ECU standard combiné à un logiciel unique en 2016 allaient provoquer des changements majeurs et amorcer une nouvelle époque, à laquelle il souhaite participer.

« Je voulais vraiment deux ans parce que je veux essayer les motos de 2016, » a déclaré Rossi. « Je pense que le MotoGP™ changera énormément après l’an prochain parce que deux éléments très importants, qui sont l’électronique et les pneus, vont être modifiés et ce sera donc peut-être le début d’un nouveau style de pilotage, les motos se contrôleront peut-être d’une autre manière. »

Son coéquipier Jorge Lorenzo n’a quant à lui pas encore confirmé sa place chez Yamaha pour 2014 mais Rossi espère garder son coéquipier à ses côtés : « Je serais content que Jorge reste, notamment pour le développement de la moto parce qu’il pousse toujours à 100% et amène toujours la moto à ses limites. Je pense que c’est le meilleur coéquipier. Il y a d’autres bons pilotes, comme Pol Espargaró, mais j’espère que Jorge restera. »

Quant à sa compétitivité actuelle, qui démontre bien des progrès depuis l’année dernière, Rossi a expliqué qu’il avait adapté son pilotage en étudiant avec attention ce que faisait Marc Márquez et Lorenzo : « Si vous voulez rester au top, vous devez toujours apprendre des plus rapides et toujours essayer d’améliorer votre style, parce que ça ne s’arrête jamais. »

Valentino Rossi has explained that one of his key motivations for renewing his contract with Movistar Yamaha MotoGP for two more years was a desire to ride an evolving premier class prototype in 2016.

Speaking in the eni Motorrad Grand Prix Deutschland preliminary press conference, Rossi acknowledged that with the official tyre supplier to MotoGP™ changing at the end of 2015 and the introduction of standard ECU and software for all manufacturers in 2016 he is intrigued to be part of that development.

“I really wanted two years because I want to try the 2016 bikes,” Rossi said. “I think MotoGP™ will change very much after next year. Because two of the crucial things which are electronics and tyres will be different so maybe it will be another kind of riding style, another way to control the bike. It is like an ‘era zero’.”

Asked about whether he wants Jorge Lorenzo to continue riding with Yamaha beyond 2014 the nine-time World Champion answered, “I am happy if Jorge remains, also for developing the bikes, because he always pushes 100% and always brings the bike to the limit. I think he is the best teammate. There are also some other good riders like Pol Espargaro and some others but I hope Jorge stays.”

Regarding his return to regular podium form this year Rossi stated that he has adapted his riding style for 2014 and has been studying the likes of Marc Marquez and Lorenzo very closely as he looks to outwit them on track. He concluded, “If you want to stay ‘on the game’ you have to try to always learn from the fastest and try to always improve your style, because it never stops.”