ACE CAFE RADIO

    samedi 18 octobre 2014

    THE NIGHT RIDER

    THE NIGHT RIDER from Joris B. on Vimeo.

    A FLY FISHING JOURNEY IN THE BOLIVIAN AMAZON VIEWFINDER: WHAT KIND OF MEAT?


    What-kind-of-meat-viewfinder-gear-patorl-lead
    By CHRIS WRIGHT
    Watch a few trout bum videos in a row and you’ll get the gist: the fishermen (always well bearded) nail the stunning location and hippie vibes. There are nice soliloquies about the power of nature voiced over slow-mo shots of flowing water and unfurling casts. They’ll make you want to fish even if you can’t tell a caddis from a cadillac, and they’re entertaining.
    But throw in some monkey meat and you’ve changed the paradigm. During an exploratory fly fishing trip in the Bolivian Amazon last year, the Provo Bros introduced a new sort of fishing adventure. One with dance club techno bumping from a portable speaker in a jungle camp; joyous waterside play-by-plays (“that thing hit that thing like a freight train!” and “Dude, he fucking hiiiit that thing!”); a payoff of an irate roadside bystander (did they drive on his land? Fuck his daughter?); a random trip to the source of the Amazon, that is, snowmelt from the Andes, for a skiing and snowboarding aside. And yes, one that involves two dead monkeys being grilled and eaten, which is gnarly.
    As for the fishing, the prehistoric-looking monsters that the fishermen haul from the river (while screeching like banshees) are legendary for their aggressive eating habits and for their moxie during a fight; among cultish fishermen, they’re known as a destination-worthy fish. But while the fishing is entertaining, it’s the unpredictable ways in which the adventurers uncover Bolivia’s fantastical beauty that make the video worthwhile for a broad audience. “All we wanted to do was catch a big Golden Dorado on the fly in a jungle choked, Amazonian headwater stream, but the trip evolved into something much greater”, Neil Provo explained on his blog. “Our fly-fishing trip became more of a lesson in the immense diversity of Bolivia’s landscapes and people.” He fails to mention the diversity of their food.



    Márquez s'assure la pole pour le Grand Prix Tissot d'Australie


    Marc Márquez retrouvera Cal Crutchlow et Jorge Lorenzo en première ligne demain à Phillip Island pour le départ de la seizième manche de la saison 2014.



    Tout juste six jours après avoir décroché son second titre de Champion du Monde MotoGP™, Marc Márquez (Repsol Honda) s’est offert sa douzième pole position de la saison en battant assez nettement ses concurrents sur la piste de Phillip Island, avec un chrono d’1’28.408. L'Espagnol ajoutait ainsi un nouveau record à son incroyable palmarès en égalant Casey Stoner (2011) et Mick Doohan (1997 - 500cc) pour le plus grand nombre de pole positions remportées en une saison dans la catégorie reine.
    Disqualifié en Australie l’an dernier pour ne pas avoir respecté le timing de l’arrêt au stand exceptionnellement imposé par la Direction de Course, Márquez sera donc dans une position idéale pour viser la victoire, sur l’un des cinq circuits du calendrier où il ne se soit pas encore imposé en MotoGP™.
    Cal Crutchlow (Ducati) sera quant à lui en première ligne pour la première fois de l’année après avoir très brièvement occupé la première position et avoir fini à 0.234s de Márquez, avec tout juste huit millièmes de seconde d’avance sur Jorge Lorenzo (Movistar Yamaha MotoGP). 
    Bradley Smith (Monster Yamaha Tech3) et Dani Pedrosa (Repsol Honda), qui avait dû passer par la Q1, ont pris les quatrième et cinquième positions, à un rien de Lorenzo, sur une deuxième ligne que complètera Aleix Espargaró (NGM Forward Racing).
    A près d’une demi-seconde de la pole, Andrea Iannone (Pramac Racing) et Valentino Rossi (Movistar Yamaha MotoGP), qui se prépare pour sa 250e course en catégorie reine, seront en troisième ligne en compagnie de Pol Espargaró (Monster Yamaha Tech3).
    Andrea Dovizioso (Ducati), qui était en pole au Japon, partira de son côté de la dixième position, devant Stefan Bradl (LCR Honda) et Hiroshi Aoyama (Drive M7 Aspar), auteur du deuxième temps derrière Pedrosa dans une séance Q1 écourtée par quelques gouttes de pluie.  
    Mike di Meglio (Avintia Blusens) a obtenu la vingtième position, sa deuxième meilleure qualification cette année.

    NICK’S DUCATI CLUB RACER – DETROIT


    Detroit Duc 1 THUMBThis absolutely lovely Ducati 900ss has been built by Nick; originally from Detroit but now residing in Cologne. Being from Detroit, Nick felt the need to get customising, but first needed a man-space. Once a garage was sorted the desire to cut, weld, grind and generally make a noise needed to be fulfilled; but unlike his mother land, certain areas in Cologne don’t care for man-noise. Residents like to listen to the subdued sound of the breeze and birds gently singing which meant that there was actually a restriction to when you can make the required noise that customising bikes generates, it turns out that Saturday afternoons, Sundays and after 8pm throughout the week you can’t break the sound barrier or even come close. So Nick needed to find somewhere limitless for his needs and you don’t rock up at JvB Moto with a Ducati project and get met with any limits!
    Detroit Duc 7
    Turns out when Nick got in touch with Jvb Moto to see if they might have a little corner he could rent from them, they had more in common than custom Ducati’s, in fact Nick used to work with some of Jens old college chums, so a few months on and Nick managed to move into JvB’s workshop. Nick assures us that he already had an idea and parts for the build; his main inspiration being the Hotrod scene from Detroit, but looking at what he’s achieved, it definitely looks like JvB had a little influence in places, here in the Shed we absolutely love JvB’s builds, so much so that Dutch and I chatted about their 750ss for weeks and Dutch even spoke to Jens to see if it was for sale, to see what we mean check out their 750ss here.
    Detroit Duc 6
    The main focus on this build was one of usability, something that could do everything that Nick wants from a bike; it needed to be a capable street bike able to carry a pillion during the week and have the talent to do a trackday at the weekend. The bike was stripped to its bare minimum, essentials stay, everything else to the parts bin! The result is a bike that is light at just 152kg dry and skinny for greater lean angle. A low seat height makes for a more pleasurable pillion ride and reduces any aggressive feel that the ultra-low clip-ons may otherwise offer. Nick calls her ‘Detroit’ as he feels she sums up the raw and no-nonsense approach of his home town.
    Detroit Duc 8
    Now this build wasn’t achieved by just stripping bits off, pretty much everything has been reworked, a 916 front end speeds up steering also assisted with PVM forged alloys, the Ohlins forks have been de-anodised and given a full 999 brake set up. The tank is an ETI Carbon/Kevlar unit, it’s the Sprinter version and has a similar silhouette to the standard tank but without the daft rubber ball saver and the top sits flusher, but most importantly, it’s much lighter and still holds about 19 litres of fuel. Monster rearsets were modified with rigid pegs, a BMW oil cooler is tucked up front directly behind the forks, DucShop CNC velocity stacks (for the 1100) with K&N Filters and equal length headers were fabricated to the underslung and heavily narrowed Quat D silencer. Out front she has a completely reworked Monster headlight, but now using only a single bulb; yet holding the electronic connectors behind the top cover and a KTM enduro speedo.
    Detroit Duc 3
    She’s a true European melting pot with all these different Ducati parts and a bit of BMW and KTM mixed in; but moulded by an American, both in form and function, the colour scheme is subtle yet bold; powder coated off white frame and matching stripes compliment the matt black and bare alloy finish, and the yellow coated spring doesn’t look out of place when the number boards replace the pillion pegs. 900 clearly lets everyone know that this isn’t the baby of the crop but the punchiest of the brood.
    All of the aluminium parts were formed by hand along with the carbon number plates, and headlight upper. The rear frame was cut down and then reformed to get the proper lines at the rear and as mentioned, the pillion pegs are removable, but the number boards aren’t there to hide nasty fixings left behind, as the rear hangers are mounted to the inside of the frame, keeping the flow all the way to the tail, the choice of black hangers allows them to go pretty much unnoticed when attached.
    Detroit Duc 2
    I could ramble on about details on this build and the little things I spot within the pictures, but it doesn’t need it, I recommend you don’t just skim over the images, but enlarge them and absorb what actually stands before you, this is what most bikers need from their machines; plenty of poke for the most of us, race handling and light weight, yet still useable everyday; it’s even got a proper front fender, so readers; my recommendation to you is to return to this feature, take a bit in each time and let it settle; and then maybe, just maybe… more of us can get it this right!
    I applaud you Nick, you’ve done a great a job, I have a 900ss custom myself and it’s far from multi purpose, it’s barely single purpose with it’s lack of comfort. A job well done… and I understand this is your 3rd build; I’m sure I speak for many when I say we thoroughly look forward to seeing the 4th, although with so many boxes ticked with this build I’m not sure you need to make a 4th… maybe you need to do a dirt bike; not a scrambler though; JvB already did a better job than Ducati at that!
    via The Bike Shed

    NEW AND NOTED: MOTORCYCLE GEAR


    New motorcycle gear
    This month we’re looking at a new helmet brand from England, a luxurious coffee table book on the chopper scene, new tees from El Solitario, and the latest riding gear.
    Hide that credit card.
    Hedon x 4h10 motorcycle helmet
    Hedon x 4h10 If you haven’t heard of Hedon before, that’s okay—the English brand is a new name on the open-face helmet scene. And it’s already providing stern competition for the likes of Davida. Our favorite model is the £395 “1971” limited edition, designed in conjunction with the cool cats from the French website 4h10.
    Build quality is excellent: there’s a composite carbon and fiberglass shell and a perforated leather lining with anti-bacterial properties. The hardware is brass, the paint is deep and glossy, and the helmet meets the ECE 22.05 safety standard.
    Only 100 copies will be made of the “1971” and each is individually numbered. Get yours from the Hedon website.
    The Chopper motorcycle book by Paul d'Orléans, published by Gestalten.
    The Chopper Riding high on the success of our own book The Ride, the high-end publisher Gestalten has commissioned a sister volume. It’s written by Paul d’Orléans, the hardest working man on the custom scene. D’Orléans not only runs The Vintagentwebsite, but curates an annual exhibition at Sturgis, organizes motorcycle film festivals, and consults for the auction house Bonhams.
    The story of the chopper is the story of popular culture, and D’Orléans knows his stuff. This is the first time that the complete history of the American icon has been told—ranging from the murky world of patched gangs in the US to contemporary Japanese motorcycle culture.
    Buy yours direct from Gestalten’s webshop and you’ll get a limited edition slipcase (and your own patch) too.
    Roland Sands Clash motorcycle jacket
    Roland Sands Clash jacket Having scored a direct hit on the café racer market with theRonin jacket, RSD has gone for more of a rocker style with its latest release. The $650 Clash jacket has a discreet double-breasted design with an offset zipper and classy quilted padding on the shoulders.
    It’s made from hand finished, oiled and waxed top grain cowhide, with a satin internal liner. The fit is designed for riding, with pre-curved sleeves, extra length at the back, and pockets for you to add shoulder, elbow and back protector armor. Available in classic black or a deep ‘oxblood’ color here.
    Motorcycle t-shirts by El Solitario
    New El Solitario tees The world’s most controversial custom bike builders have a sharp line in casual apparel too. Hot off the Galician presses is a new range of supersoft tees, and these two are our favorites.
    Show your solidarity with the rebel cause via the ‘Making Friends’ tee (€32). Or hoist your flag to the Milwaukee mast with the voodoo-inspired ‘Pan Love’ design (€37).
    Check out the full range in the El Solitario online shop.
    Icon 1000 Prep motorcycle gloves
    Icon 1000 ‘Prep’ glove Portland’s finest iconoclasts have a knack for making good gloves, and the $150 ‘Prep’ is possibly their most stylish yet. The design hints at the classic driving gloves of yore, a trend that’s also popular on the Japanese custom scene.
    As with all Icon gear, safety is top priority: you get D3O armor inserts under a full kangaroo leather chassis. And comfort is guaranteed with pre-curved and perforated fingers and expandable panels. We’ll take the Tan color, but you can also specify Black. Just gone on sale now.
    Tank Moto motorcycle magazine
    Tank Moto magazine One of the best high-end custom car magazines out there is Fuel, published by former Aston Martin and Jaguar designer Luke Ray. Fuel now has a sister magazine for custom motorcycle fans, and its fifth issue has just hit the shelves.
    Tank Moto is a wide-ranging and entertaining read, with terrific photography from the likes of Cam ‘Stories of Bike’ Elkins. Sizing is compact but hefty, with 144 pages in each issue.
    Fourteen ounces of motorcycle goodness, four times a year, costs AUD$60 (around US$53). Subscribe at the Tank Moto website.
    REV'IT! Rodeo motorcycle boots
    REV’IT! Rodeo boots Most motorcycle boots are a compromise between style and safety. These hit the sweet spot right in between, with vintage military styling and hidden armor.
    The outer is crafted from strong, 100% water-repellent cowhide, and the thick rubber sole has an aggressive non-slip tread pattern. Protection comes from reinforced, thermoformed heel and toe caps. The $290 Rodeo won’t save you from a 300 kph MotoGP lowside—but for around-town riding, it’s as good as it gets.
    Grab a pair here.
    via BIKEexif

    Ken Block. RaptorTRAX Shredfest with snowboarders


    Ken Block and Hoonigan Racing takes the RaptorTRAX for a snowy spin at Baldface Lodge in Nelson, British Columbia, with a couple of snowboarders for company.
    Ford F-150 RaptorTRAX Ken Block Monster Energy Hoonigan Racing Zak Hale Ethan Deiss 01
    Turns out when you’re putting a heavily modified, caterpillar track-ed Ford F-150 Raptor to test, a couple of four wheels burnouts and a quick trip up and down the driveway won’t quite do it. Hence why the latest instalment from Monster energy finds Ken Block and The Hoonigans at Baldface Lodge in Nelson, British Columbia.
    And for some added spice to the colder climes, they’ve not come alone. In order to ensure a thorough test, Mr Gymnkhana and the RaptorTRAX has been joined by Monster Energy athletes Zak Hale and Ethan Deiss, and their trusty snowboards.
    Source – Monster Energy

    THE SCRAMBLER BMW SHOULD HAVE MADE?


    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    BMW’s off-road heritage is peerless. The R80G/S was the forerunner of modern-day adventure bikes, and in the 1980s, the Bavarians scored four hard-won Paris-Dakar trophies.
    So why hasn’t BMW ever built a classic scrambler? A few years ago, the Germans dipped their toes into the enduro market with the G450X—but they’ve never created a bike to challenge the Triumph Scrambler. And more’s the pity.
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    BMW’s lost opportunity makes this stubby, no-nonsense machine rather fascinating. (Especially since Ducati is launching its own Scrambler in a matter of hours.) It comes from master builder Max Hazan and LA-based designer Shaik Ridzwan—an immaculate pedigree if there ever was one.
    “The idea came to us while Max and I were shooting the shit one night in my living room,” Shaik recalls. “I would design and Max would build, creating something fun that we’d both enjoy riding.”
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    The BMW needed to be different from Max’s frame-up art pieces: “Something to prove that his ability goes further than just beauty.”
    A clean 1991 R100 monolever caught their attention. The bike was shipped to Max’s shop, and Shaik started examining BMW’s Dakar race machines. “The R80G/S piloted by Hubert Auriol and Gaston Rahier made the boxer motorcycle legendary. I wanted to capture the essence of those bikes.”
    After swapping sketches and making dozens of phone calls, Max and Shaik were off to a good start. And when Max relocated from New York to LA, they really hit the gas.
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    “We had a strong design ethos from the beginning. The Dakar bikes were an inspiration, but not a blueprint. We wanted our bike to behave like a factory bike; it had to engage the rider’s senses but not fall flat in performance.”
    “We aimed for a balance between classic styling and calculated utilitarianism. Things like keeping the original dials were a no-brainer. I would not have dreamt of replacing those beautiful factory units, just for the sake of changing them.”
    The big changes were reserved for the engine. The 32mm Bing carbs were replaced with a set of 36mm Dell’Orto pumpers and a custom-made, free-flowing exhaust system. The boxer was now a snappy, rev-hungry beast with a throaty exhaust note.
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    “We liked how slim and tall the old Dakar bikes looked. So we worked on the seat height and the angle of the new subframe to make the R100 feel more a like dirt bike,” Shaik. “By moving the rider’s weight slightly forward, the bike feels more energetic and dives in and out of turns happily.”
    The higher seat and bars make it feel natural to stand on the pegs on rougher terrain. “The bike is still too heavy to be considered a truly capable off-road machine, but we were impressed with how it adapted overall.”
    Max cleaned the frame, removing dozens of tabs and brackets and shaving close to 40 pounds off the stock weight of an R100. The battery now sits in a case where the airbox used to be, and a Works Performance shock is routed below the drive shaft—easily accessible if adjustment is needed. The scrambler is destined to spend just as much time on pavement as dirt, so Pirelli MT90AT dual sport tires became the rubber of choice.
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    The red seat—which has raised a few eyebrows—is upholstered in vintage perforated leather. “After hours looking at samples, I chose one that reminded me of my Dad’s 1986 Mercedes 230E,” says Shaik. “I can still remember the smell of that car’s interior.”
    The rear rack and removable pannier system plays a big part in the overall look of the bike, and Max has done a beautiful job to make it work. The rack is substantial but not overwhelming—perfect for strapping on a small tent or sleeping bag.
    Max Hazan and The Mighty Motor joined forces to transform a 1991 BMW R100 into the Scrambler that could have been.
    To our eyes, the functional, high-ridin’ aesthetics are just perfect. And we’re told the performance is pretty good too. “The front wheel lifts freely off the ground with a snap of the wrist,” says Shaik. “The power delivery is instant and precise. The handling is nimble at low speeds, and stable around faster turns.”
    “It eats up the fire roads like a well-tuned enduro.”
    Okay, BMW—reckon there’s room for a modern scrambler in your product portfolio?

    lecture