SKY IS THE LIMIT - CAPITULO 02 from Sergiwap on Vimeo.
SKY IS THE LIMIT - CAPITULO 03 from Sergiwap on Vimeo.
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vendredi 21 novembre 2014
SKY IS THE LIMIT -( 5 chapitres)
SKY IS THE LIMIT - CAPITULO 02 from Sergiwap on Vimeo.
SKY IS THE LIMIT - CAPITULO 03 from Sergiwap on Vimeo.
SKY IS THE LIMIT - CAPITULO 04 from Sergiwap on Vimeo.
SKY IS THE LIMIT - CAPITULO 05 from Sergiwap on Vimeo.
MotoGP ; Rossi : « 2014 a été une saison clé pour mon avenir » / Rossi reflects on solid 2014 progress
Le nonuple Champion du Monde dresse le bilan de saison 2014, au cours de laquelle il est monté treize fois sur le podium, dont deux fois sur la plus haute marche.
Valentino Rossi a terminé sa quinzième saison en catégorie reine avec le titre de vice-Champion du Monde MotoGP™ 2014 et un nouveau contrat de deux ans qui lui permettra de poursuivre sa carrière avec Movistar Yamaha MotoGP jusqu'à fin 2016.
En dehors de ses neuf titres de Champion du Monde, Rossi totalise 196 podiums et 108 victoires sur l'ensemble de sa carrière.
La saison est terminée. Quelle évaluation fais-tu de tes performances ?
« Je suis très content de ma saison. Le bilan est très positif. Ça a été une saison clé pour mon avenir. Je n'étais pas content l'an dernier et je devais décider de continuer ou non. Mon objectif était d'être devant, de me battre avec les trois premiers et de monter sur le podium à chaque course. Ça n'avait pas été possible l'an dernier et je suis content d'avoir pu le faire cette année. J'ai fait de grands changements au début de la saison mais ça a marché et j'en suis heureux. J'ai essayé d'être fort en course tout au long de la saison. J'ai fait de bonnes courses et participé à de belles batailles. »
Que penses-tu de la M1 de cette année ? Vous sembliez souffrir au début du championnat mais Jorge (Lorenzo) et toi avez ensuite pu vous imposer sur la seconde partie de la saison.
« Notre M1 a beaucoup progressé durant la saison, grâce au travail réalisé par nos deux équipes. Silvano, Ramon et tous les ingénieurs et techniciens ont très bien travaillé. Tous ensemble, nous avons pu améliorer la moto, la rendre compétitive et gagner avec. C'est dommage de ne pas l'avoir fait plus tôt parce que la majeure partie de notre retard sur Marc (Márquez) a été prise en début de saison. Ensuite, c'était difficile de revenir. Si nous pouvions recommencer la saison, ça se passerait différemment, mais c'est comme ça. L'important est que la moto ait progressé et qu'elle soit maintenant compétitive. »
Tes résultats ont été fantastiques cette saison, les chiffres parlent d'eux-mêmes. En tant que pilote, que ressent-on lorsqu'on retrouve un si haut niveau ?
« C'est une grande satisfaction pour le pilote comme pour l'homme parce que les choses ne s'étaient pas bien passées ces dernières années. Les deux années avec Ducati avaient été difficiles. L'année dernière s'était mieux passée mais ce n'était pas suffisant parce que je ne pouvais pas me donner à fond et j'ai dû faire des choix difficiles. C'était risqué mais avoir tous ces podiums et ces deux victoires est une grande satisfaction. Je me sens encore plus motivé, je me suis fait plaisir et j'ai été suffisamment compétitif pour remporter deux courses et me battre pour la victoire à presque toutes les courses face à Lorenzo et Márquez, ce qui était mon objectif. »
Quel a été le meilleur moment de ta saison ?
« Le meilleur moment a été la victoire à Misano devant tous mes fans. Je retrouvais la première place sur un Grand Prix en Italie pour la première fois en cinq ans et c'était génial. J'ai adoré cette course. Je me suis fait plaisir et j'ai ressenti de belles émotions. Mais j'ai cependant plus apprécié ma deuxième victoire parce que j'étais un peu trop excité à Misano. A Phillip Island, j'ai vraiment pu savourer la victoire. »
Tu t'étais bien préparé physiquement et mentalement après trois saisons difficiles. Comment réussir un tel comeback ?
« Je pense que le secret est de savoir si on a encore vraiment envie de faire partie du jeu. Il faut oublier toutes les victoires remportées dans le passé et faire preuve de beaucoup d'humilité. Il faut réaliser que pour continuer, il faut travailler dur. Si on pense trop aux réussites passées, qu'on se dit 'j'ai neuf titres mondiaux et plus de 100 victoires', il vaut mieux rester à la maison. Le sport, les adversaires, les pneus, les motos, tout change très vite et il faut travailler dur pour devenir plus fort. Sans ça, vous êtes fini. »
Sur la seconde partie de la saison, tu as envoyé un message clair à tes rivaux. Comment leur mettre la pression et comment Yamaha pourrait-il t'aider à remporter un dixième titre mondial ?
« J'y crois encore, comme je l'ai toujours dit. Encore plus après cette année parce que nous sommes bien là. Nous sommes très proches de nos adversaires mais ce sera difficile. Lorenzo sera plus fort l'an prochain et Márquez a remporté le titre avec 13 victoires, contre 2 pour moi. Ça fait 11 de plus. La différence est énorme. Pour combler cet écart, nous devrons mieux travailler avec le team, avec Silvano, et aussi du côté de Yamaha. Cette année, surtout en début de saison, la Honda était bien plus compétitive que notre moto et la première partie de la saison a été trop facile pour Marc. Pour lui compliquer la tâche, il faut que nous soyons plus proches de lui. »
The 2014 season saw nine-time World Champion Valentino Rossi take a step forward in terms of competitiveness as he registered 13 podiums and two victories.
The brilliant Italian finished his 15th premier class season as the runner-up in the MotoGP™ World Championship and this year also saw him extend his contract with Movistar Yamaha MotoGP for two more years – meaning he will ride with the factory team until at least the end of 2016.
In addition to his nine World titles Rossi has now amassed 196 podiums and 108 victories and he unsurprisingly reflects positively on another successful year in 2014…
Q: The season is over. Can you evaluate your performance?
VR: “I am very happy about my performance this season. The balance was very positive. For me this was the key season to decide my future. Last year I wasn’t very happy and I had to decide whether to continue or not. My target was to get to the front, fight with the top three riders and aim to get onto the podium every race. Last year this wasn’t always possible. I am happy that I was able to make it happen this year. I’ve made some big changes at the beginning of the season, but these have worked and I'm happy for that. Throughout this season I’ve always been strong in the race. I had good races and good battles.”
Q: What do you think about this year’s M1? At the beginning of the championship you suffered some lack of performances, but in the second part of the season the M1 won races with both you and Jorge (Lorenzo).
VR: "Our M1 has improved a lot during the season, especially thanks to the good job done by both crews. Silvano, Ramon and all the engineers and technicians have worked very well. All together we were able to improve the bike to make it competitive and winning. It's a shame we weren’t able to improve the performance earlier on because most of the gap with Marc (Marquez) was created at the beginning of the season and then it became difficult to recover. If only we could start the season again now, things would go differently, but that's okay. What’s more important is that the bike has improved a lot and that it’s competitive now.”
Q: The results have been fantastic this season, the numbers speak for themselves. As a rider but also as a man, what does it mean to be back at such a high level?
VR: “It is a great satisfaction as both a rider and a man, because in recent years things had not gone well. The two years with Ducati were very difficult. Last year was a lot better but not enough for me to give everything I could, so I made some tough choices. They were bold, even risky, but now it’s a huge satisfaction to be here after many podiums and a couple of victories. It makes me feel even more motivated and I’ve had a lot of fun, knowing that I’ve been competitive enough to win two races and have fought for the victory at almost every race with Lorenzo or Marquez, which was my target.”
Q: Which was the happiest moment throughout the season?
VR: “The best moment was the victory at Misano in front of all my fans. I managed to get back to first place in the Italian Grand Prix after five years and it was great. I loved that race. I really enjoyed myself and I felt really good emotions. However, I actually enjoyed the second victory more because at Misano I was a little too excited. In Phillip Island I was able to appreciate the win even more. I really enjoyed it!”
Q: We know that you have prepared well physically and mentally after suffering the last three years. How were you able to make such a strong comeback?
VR: “I think the secret is to understand that you still want to be part of the game. To do so, you have to forget all the victories you've managed to get in the previous years and have a great humility. You also need to realise that, if you want to go on, you have to work hard. If you dwell too much on your past successes and say “well, I have won nine world titles and more than 100 races”, you’d rather stay home. The sport, your rivals, the tyres, your motorcycle, everything changes so instead you need to work more to be stronger. If you don’t, you’re finished.”
Q: In the second half of the season you have sent a clear message to your main rivals. How can you put more pressure on them and how can Yamaha help you to try to reach the tenth world title?
VR: “I still believe in it, as I always said. After this year even more because we are there at the front. We are really close to our rivals, but it will be difficult. Lorenzo will be stronger next year and Marquez won the world title by winning 13 races against my two. This means he won 11 more than me. The difference is huge. To fill this gap we have to work even better with the team, with Silvano, and also work hard with Yamaha to give us a hand. I think this year, especially at the beginning, Honda was much more competitive than our bike and the first half of the season was too easy for Marc. If we want to make life difficult for him, it’s necessary to be closer to him.”
British made, high end jeans, half the price of retail : Maple Jeans
Night Cruise // BMW R100 Cafe Racer: Short Film
The 2014 Geneva watch auctions achieve record results
Each autumn, three of the world’s most respected auction houses – Christie’s, Sotheby’s and Antiquorum – descend on Geneva to offer a selection of important watches for sale. This year’s results eclipsed previous years; we bring you the most important…
There appears to be no stopping the continual upward trend in prices for rare vintage watches – and the latest results from Geneva provide further evidence.
Sotheby’s: ‘Supercomplication’ beats its own record
Watch auctioneer Tim Bourne showed strong nerve as he settled the audience down ahead of an intense 15-minute bidding war over the 1933 Patek Philippe Supercomplication pocket watch. Famously created for Henry Graves Jnr. with no fewer than 24 complications, the well-known Patek – last wound in 1969 and still ticking – quickly surpassed the $11m record it set in 1999, the bids culminating at CHF 23,237,000 ($23,983,140).
The winning bidder was not revealed, but rumour has it that Patek Philippe itself tabled the final bid in order to display the piece in its museum, alongside others made for Henry Graves Jnr.
Christie’s focuses on vintage Rolexes
At the Christie’s auction, vintage Rolexes were the toast of the evening, contributing towards a large portion of the CHF 14.7m sale total. Highlight results included CHF 100,000 each for the ultra-rare platinum Rolex Prince and a Paul Newman Daytona, the latter of which was first registered to the Peruvian Air Force in the 1970s. The results show that there is no sign of stagnation in the historic Rolex market either.
Antiquorum: Patek, Blancpain and Rolex are the stars
While Rolex was the Christies’ brand of the hour, Antiquorum’s lotlist was a little more varied. A rare Patek Philippe golden chronograph with perpetual calendar and moonphase achieved CHF 381,750, confirming its place as one of the brand’s most collectable watches. Meanwhile, a Blancpain Grande Complication – of which only 30 were produced – sold for the same price. Collectors also had the rare opportunity of securing an Audemars Piguet concept watch, the Royal Oak concept CW1 fetching CHF 225,750: a good price for a watch of which 150 were made.
Photos: Sotheby's / Christie's / Antiquorum
You can view a full list of results from the Geneva auctions at the websites of Sotheby’s, Christie’s and Antiquorum. If you weren’t able to find what you were looking for in Geneva, we recommend browsing the catalogues for the forthcoming auctions from Bonhams and Fellows.
MR SWALLOW’S CX500
Usually when a first time build story is submitted to the Bike Shed it comes baited with the promise of future projects now that the first born has flown the nest. But for Sebastien from Normandy, news of his freshly completed Honda CX was swiftly followed by the sentence, “Since her I’ve made a 400 cx, a 1976 Honda GL 1000 Goldwing and a 125 Suzuki Gn, I’m just an amateur but would like to make a shed in the next year…” Four builds down and you have only just got around to telling us about the first of them? His passion and dedication to shed building bikes is truly infectious. Hats off to you sir.
Sebastien was given this 1981 Honda CX500 by a friend, but before we all get too carried away praying for mates like Seb has, he points out that it came to him in a terrible state of repair, good for little but the rubbish bin. Despite the condition Sebastien gleefully accepted the project and promised his generous friend that he would reinvent the trusty CX as a cafe racer. Taking inspiration from the many fine CX customs to be found on the internet Seb started the process of stripping and rebuilding.
“I’ve tried to make something really homogeneous regarding the frame curves.” With a CX the main area in need of modification is the rear section of the frame. The twin shocks mount high on protrusions creating an obvious dip in the frame line, Seb has built his seat to reflect this curve accentuating its presence as oppose to trying to mask it. Beyond the shock mounts the remaining frame has been cut away, seamlessly blending into the classic cafe seat hump.
Sebastien was a little light on information in his email, he was probably too busy building more motorcycles, but he did mention a full rewire and that he had to source the tank from the USA after France came up short in his search for a suitable receptacle. His build choices include clip ons with bar end indicators, crash-bar mounted spotlights, pipe wrap, shortened forks, original clocks, and a vintage tail light above the side mounted numberplate. All his hard work is crowned with that lustrous retro black and orange paint job, executed to perfection.
Sebastien goes by the curious nickname Mr Swallow which he intends to expand to Mr Swallow Customs as customer’s start to come his way. He does not elaborate as to the reason he was bestowed this particular nickname but from certain angles it appears as if his lovely CX has in fact swallowed Chitty Chitty Bang Bang with its yellowed spotlights sitting astride the radiator just like the old car’s headlights.
“This bike isn’t a thunder but the twin is really nice to ride, flexible and player… I really take pleasure to ride with it even if the position is like riding a horse for your legs…”
We already know what bikes Mr Swallow transformed for build numbers 2, 3 and 4 so what lies next in his busy production line?
“My next projects are so multiple, I really want to make a GS 750 from Suzuki, maybe a CB550 four for a customer and probably a Ducati 750 SS in a few months.”
This CX was but the first of many. Keep feeding the addiction Mr Swallow.
via The Bike Shed
Kawasaki W650 “Bean” by Revival Cycles
Written by Martin Hodgson.
If I sat down with pen and paper and began to brainstorm my perfect café custom I could never limit myself to just one influence. I’d want the vintage appeal of 1950’s British bikes, the beauty and charisma of Italian styling, the function and reliability of Japan’s best and then I’d entrust the whole build to a workshop of builders who understand the beauty of raw mechanics and properly engineered fabrication. Pen and Paper can be pushed aside, silence and admiration is all you need and join me in feasting your eyes on Revival CyclesKawasaki W650 “Bean”, my dream bike come true.
Revival Cycles from Austin Texas are a no nonsense workshop of craftsmen who restore motorcycles so that part of their aesthetic appeal is their mechanical purpose. The Kawasaki W650 is an often overlooked modern motorcycle that lends itself extraordinarily well to a custom make over. Japanese mechanicals and electronics provide the function, the parallel twin engine is the perfect tip of the cap to the golden age of British bikes and a bevel drive is straight from the Ducati playbook. Immediately your eyes are drawn to the tank inspired by both the Ducati “Jelly Mould” tank and the Gilera Rossa Super Sport tank. The tank has its own “spoiler”, side wings and flows seamlessly into the tail section. All of which is then lovingly coated with the bright blue and grey paint work following the strong influence of the 1957 Mondial Dustin Road Racer.
But much of the bikes detail comes straight from the great minds at Revival, the front forks are Yamaha R6 items that maintain the vintage look while providing modern day technology and full adjustability. Revival engineer Stefan then turned his attention to make the perfect set of triple trees. Rather than just knock out something that would fit he ran full simulations with all the relevant suspension and geometry data inputted to create a piece that is as beautiful in its form as it is its function. And that front brake, a reproduction of the 260mm four-leading-shoe front drum brake used on the 1974 Yamaha TZ350 GP racing bikes, I could look at it all day!
Then there are the details, the stunning custom stainless exhaust system that weaves through the frame never obscuring the beautiful bevel drive while saving weight along the way. The hand-built leather seat pad by “New Church Moto” of Portland, the AMAL style cleaners, the bespoke rearsets and the new progressive shocks. With such a clean bike an untidy wiring loom would be sacrilegious so Revival installed a small lithium battery and rewired the entire machine for LED lighting. Tiny LED rear taillight and turn signals are integrated into the frame, while bar mounted Motogadget items take care of the front end. There’s an LED headlight, Motogadget M-unit controller and speedo that is elegantly integrated into the front trees.
There is so much detail I could keep writing for days, 19” shouldered alloy wheels front and rear, custom chrome-moly subframe, polished side covers, the list simply goes on and on. Yet despite all that Revival has done and added to the W650 not only has it lost 50 pounds in weight, its also gained a simplicity in both form and function that the big manufacturers could never achieve with all the latest technology in the world. It’s a revival of the days of man, machine and the pursuit of sweet mechanical dreams.
via PIPEBURN
THE RETURN OF SPEEDY WORKING MOTORS
How can you not love a motorcycle brand called Speedy Working Motors? It might sound like a slogan on a Japanese t-shirt, but SWM is actually an Italian marque with a solid history going back to 1971.
SWM went bust in 1984, but the company is now back with a bang: six new models are slated for production, starting in September 2015. And despite being production bikes, four of the new models slot perfectly into the current custom scene zeitgeist.
The driving force behind the new SWM motos is Ampelio Macchi, an engineer whose CV includes stints with Aprilia, Cagiva and Husqvarna. He’s secured backing from the giant Chinese powersports manufacturer Shineray, which has over 100 motorcycles and ATVs in its catalog and exports to 86 countries worldwide.
Our favorite is the Silver Vase model (top and above), a scrambler with a nod to SWM’s successes in the ISDT. The engine is a 435cc air-cooled single, the frame is a classic double-cradle design, and dry weight is an admirable 150 kg. (Probably just as well, since the rear brake is a drum.) Wheels are 19” at the front and 18” at the back, and shod with Metzeler Karoo 3 tires.
The Gran Turismo 440 (above and below) is a classic ‘naked,’ with a low slung exhaust system, a stepped seat, and road-oriented Pirelli MT90 rubber. Like the Silver Vase, it’s sporting a trapezoidal tank and fits the SWM ethic of “clean, flowing and light” design.
The Gran Milano 440 (below) has more of a British café racer vibe. There’s a solo seat, and the elongated tail unit is vaguely remiscent of Norton’s early 70s Fastback design. To our eyes it’s the least successful variant, although it has a certain gawky charm.
The Gran Milano 440 Special (below) ditches the retro vibe and switches to light alloy 17” rims and Pirelli MT60 RS rubber. There are disc brakes all round and fully adjustable USD forks. Dry weight drops to 145 kg (330 pounds).
The new SWMs will be built in Lombardy, and will feature six-speed transmissions, fuel injection and electronic ignition. The engines are reportedly Husqvarna designs, from the pre-KTM era. The bottom line is that Shineray provides the cash, while Macchi comes up with the goods. And these goods look mighty fine.
Pricing is yet to be confirmed, but we’re likely looking at between 5,000 and 6,000 euro—which is US$6,250 to US$7,500. The European markets will get the machines first, closely followed by Australia and the South American countries—which share similar homologation standards. After that, SWM will tackle Asia and North America.
On paper, it looks very promising. And reaction at the EICMA show earlier this month was overwhelmingly positive.
Sig. Ampelio Macchi, we wish you the best of luck.
The BIKEexif
On the road to BTZ #Earthmovers
Nous sommes partis en trip moto avec mon pote François Barrois de Paris à Biarritz à l'occasion de l'excellent événement de moto custom à Biarritz, le wheels and waves. On en a profité pour faire une vidéo de ce trip inoubliable! Des paysages magnifiques, des potes, de bonnes motos, la vie quoi!
Plus d'image du trip sur instagram : @arthurdietrich
Remerciement :
Cat footwear #earthmover et à Harley-Davidson France d'avoir rendu ce trip possible.
https://www.facebook.com/catfootwearF...
https://www.facebook.com/Harley.David...
Montage : Arnaud Wolff
Filmeur : Zwa17
Musique :
Band : Hermetic Delight
Track : Holy Sister
Plus d'image du trip sur instagram : @arthurdietrich
Remerciement :
Cat footwear #earthmover et à Harley-Davidson France d'avoir rendu ce trip possible.
https://www.facebook.com/catfootwearF...
https://www.facebook.com/Harley.David...
Montage : Arnaud Wolff
Filmeur : Zwa17
Musique :
Band : Hermetic Delight
Track : Holy Sister
Snapshot, 1963: 500 miles with Steve McQueen and Bud Ekins
500 miles can be a long haul, especially on two wheels through the barren Californian desert. It is therefore advisable to take some entertaining companions along for the ride. How about Bud Ekins and Steve McQueen?
John Dominis snapped this shot of the two Hollywood heroes in 1963, during a motorcycle endurance race across the Mojave Desert in California. That’s Steve McQueen on the right, and Bud Ekins on the left tilting into the corner. The rider in the centre remains unknown. Ekins was one of the most famous stuntmen of his generation. He was often McQueen’s stunt double – in ‘The Great Escape’, he jumped the Triumph TR6 over the barbed-wire fence, and in ‘Bullitt’ he drifted the Ford Mustang through the streets of San Francisco. He also successfully competed in motorcycle racing, and occasionally at the helm of even bigger machines – trucks, for example, in the notorious Mint 400 and Stardust 7-11 desert races. Ekins and McQueen were great friends, until the latter’s death in 1980.
Photo: John Dominis/Time Life Pictures/Getty Images
Photo: John Dominis/Time Life Pictures/Getty Images
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