ALEX’S KZ650

From the home of Cheese Steak Sandwiches and Rocky Balboa comes this tasty shed built 79′ Kawasaki KZ650. Alex Veaone had been contentedly ripping about his city enjoying his first build, a fine blue KZ400 that featured on the ‘Shed two years ago, but then came the itch for a fresh project, something that packed a more powerful punch. It wasn’t always easy, but after a little over a years graft he has a new steed on which to cruise The City of Brotherly Love.

First of all let’s talk about the tank. It doesn’t sit flush to the frame at the back. So the hell what? A week or so back the Facebook naysayers passionately bashed their fingertips against their keyboards criticising Vintage Addiction’s XJ650 for the same supposed crime. So let’s be clear, it is not lazy, shit or unfinished, it is a choice, made by the man wielding the spanners and twisting the throttle.

The fitment of the old Kawasaki enduro tank utterly makes this bike, just look at the glorious top of that engine and the exposed frame rails, almost reminiscent of a hot-rod with a motor too big for a bonnet to contain. Irregularities are what generate interest and beauty, leave the made to measure computer enhanced lines to the manufacturers, let the shed builders express themselves any which way they like. Rant over.

Back to Alex, “This build has a bit of a cursed story. I think the majority of it is my own fault. I have broken quite a few things while working on the bike, not on purpose…” When he built his 400 twin Alex had started out with a high quality donor and focused on the cosmetics, but with the 650 he had taken on an entirely different proposition. Found via Craigslist the KZ was in rough shape, but the price was right so the deal was done.

Alex set to work, and than slowly made himself more work as he made mistake after damn mistake, “I think the engine is built out of 3 different ones. I have 2 extra sets of pistons, 2 heads, 4 calipers and rotors, set of carbs, set of forks, set of wheels and some other crap that doesn’t work or is damaged.” But he persevered and kept learning with every failure. Sure enough the engine ­rebuild came together with new gaskets, rings, lapped valves and fully sorted carbs.

Next up came the frame, he welded on a shorter rear frame loop and tidied away any superfluous brackets. While he was at it he fabricated a small battery box to fit under the seat which as well as housing an 8cell ballistic battery contains all of the simplified wiring and relocated switches. New electronic ignition and coils from Dynatek complete the electrical refurbishment.

To get the stance just right Alex performed an 18′′ front wheel conversion ­and lowered the forks, new rear shocks maintain the equilibrium. All of the bearings on the machine were replaced and a dual front disk conversion was made to bring the whole thing to a swift stop when the situation demands, although the Kerker 4­1 exhaust should ensure any stray pedestrians are scattered prior to your arrival.

Alex converted a vintage tractor spot light into the sleek headlight using an H4 bulb, the rear taillight was swapped for a discreet under the fender LED unit. This machine is completely clutter free, speed is guesstimated and signalling indicated with a tilt of the head. The saddle is built upon a freshly fabricated seat pan that was clad with three layers of thick yoga mat before shaping. Alex had it covered by Romeo’s Upholstery in the North East who he declares are great guys at a very reasonable price.­ The understated custom paint job was achieved using water slide paper and goes beautifully with the taupe frame colour.

“I couldn’t figure out why nothing went smoothly. It could of been just the nature of this beast, It took me so many tries just to get the smallest thing accomplished. However, the feeling of completing this project was amazing and all the headache was worth it.” It was definitely worth the effort Alex, it is a seriously stylish ride which should do you very well for at least another couple of years cruising, until you get that itch again..

via The Bike Shed

Hellas Rally Raid 2014 Full review

for 2015

Info updated on www.hellasrally.org

Rally Lite Class

Roadbook Class with GPS assistance for newbies or hobbyists who do not want to wake up early and ride very late.

1600klm in total, sharing stages with Rally Class and some separate parts on the way to the bivouac.

Rally Lite shares the same service points, regrouping and refueling points with Rally Class so service teams or support crews minimizes distances and complexity of logistics.

Rally Lite is without any racing license requirements.

Third party liability insurance is included in the entry fee, while a personal insurance should be in place or purchased at the administration procedure for a 100euros fee.

Race Itinerary

http://hellasrally.org/tracks/

Find the exact race Itinerary as described for all Categories.

2015 Cars and bikes will separate in 50% of the race for maximum pleasure, suited for each vehicle type needs

Peloponnese

2015 edition is traveling to Peloponnese 2 days in the row for new places and different terrain.

Scouting has started and some surprises are to be announced.

Some "desert feeling" parts will be included in the roadbook.

Central Greece

We have working on the roadbook all summer and we managed to get some really spectacular new parts for the stages.

As winter evolves as expected average altitude of the race will be increased significantly offering some really spectacular places to race.

Accommodation

Hellas Rally has exclusive agreement with hotels: Nafpaktos,Lepanto,Aphrodite,Akti in order to ensure that all possible capacity will be available during the race.

Please contact accommodation@hellasrally.org for more info and bookings

Entries are open and so far looks like many friends will be there with us this year to have another great event.

Hellas Rally

XXth anniversary of Le Jog 6th to 9th December 2014

Day one to Chester.

• Land's End 05:30 Crews now starting to assemble and make final preparations, car 1, Michael Kunz/James Ewing withdraw with radiator problems. Car 63, John Lechner/Tomas Lorenz could not make the start.
• First car away at 07:30, weather is dry but with gusting winds.
• Competitors will cross start line and straight into first driving test, there is a short run out to the first regularity.
• Andy Lane/Iain Tullie & Dave Bryan/Andy Pickering have issues on test 4
• Leaders to lunch Paul Crosby/Andy Pullan.
• 
  

Welcome to the 20^thrunning of Europe’s toughest classic reliability trial, Le Jog!
Over the next three and a half days we will bring the most up to date information on this event to you via this page, please be aware that some of the places we travel through have little or no mobile coverage, we will get the info to you as soon as we are able.

At 07:32 Gerd Buehler & Jose Romao de Sosa left the start line at Land’s End in their 1938 BMW 327/28 to start out on an adventure that will see competitors take in some of the sections and driving tests that were competed on in the very first Le Jog in 1993. HERO are delighted to have John Brown with us , the man who conceived the idea of this event and the navigation ‘Jogularity’ used to get crews from the very south west tip to the most north easterly point of the United Kingdom.
The test starting out from Land’s End is a very familiar one to the crews who regularly take part in the event, none more so than Cumbria’s Robert & Susan McClean who have once again brought their Rover P4 -100 to Le Jog. This vehicle is probably the most campaigned vehicle on the event, taking part and completing no fewer than xx Le Jog’s, winning “Spirit of the Rally” Last year as well as a certain Gold Medal back in 2006. Looping around the complex at Land’s End, the first few cars take in the test-with its panoramic views across the Atlantic in darkness. Add a bit more about who did what.
Heading out of Land’s End, there is really only one direction in general, heading north up the B3306, Le Jog 20 winds its way through St Just & Botallack before the first regularity starts at Morvah. This is a gentle affair with just three timing points over a distance of just under 15 ½ miles to allow competitors new and old to find their feet. This in fact was identical to the first Le Jog in 1993, albeit with the timing points changed slightly!

The second test takes place at Cornwall College as Le Jog passes through Camborne, a secret check before MC2 catching many crews out. The second regularity started south west of the curiously named Indian Queens. The town in fact turns out to be named after a local Coaching House situated there between 1780 and 1960 when it was sadly demolished. It was here the event started in earnest, 21 speed changes in just over 19 miles and a not as map triangle on the second timing point meant the relatively easy run out had ended, by-passing St Columb Major and St Breock Downs windmill farm the regularity ended at Wadebridge, throwing the crews straight into a following test at the Royal Cornwall Showground. Along the A30 sees the very first passage check of the day at Jamaica Inn, Bolventor, this now Grade II listed building has a dark and sinister past, a base not only for smugglers, but also the prose of Daphne du Maurier in her novel of the same name.
A very slippery test 4 at the picturesque Werrington Park caused many crews consternation, Dave Bryan/Andy Ballantyne and Andy Lane/Iain Tullie having excursions into the scenery but keeping going. Lunch was served at what has become a Le Jog favourite in Betty Cottles Inn before a regularity and test to the east of Winkleigh passed the event through Devon heading north over Exmoor in a none competitive section, but having passage controls at The Stag’s Head Inn at Filleigh, again a feature on the 1993 Le Jog. The journey over Exmoor was different to last year where it was used competitively, the schedule meaning no time for sightseeing was available before the final tests in daylight took place at Porlock. The test was reversed from previous years, full of the delightful cream teas supplied by the Porlock Ladies. Crews tackled one of the steepest climbs of the event as they attempted to climb the old toll road at Porlock.

As dusk fell, the first cars headed out of Devon and into Somerset, this was to be a fairly long none competitive section, but in the true spirit of Le Jog, there were many secret checks to find and have the all-important signature placed on the card. A passage check south of Bridgewater gave way to the M4 and a rest period for the first driver, crews had been competing since 7:30 with few breaks and the chance to ease off before the upcoming night section in Wales was a welcome one. Test 9 at Gordano services meant that competitors had to work for their evening meal, a rest of over an hour and twenty minutes allowed them to make adjustments and take some rest before the event crossed over the Severn Road Bridge and into Wales. Bob and Sue Mc Clean strggled here, the longest competing LeJoggers taking a bad test and losing points.
The event was now starting to get trickier as darkness fell, Regularity E, named ‘Trader’s Territory’ took in a big chunk of the route used on the Ross Traders event, as did the following section, Gremlins. Traders was the first to score big in terms of time lost, 15 speed changes in a little over 19 miles entertained crews, the main loop coming around Gaer-Fawr, a tricky slot and some LWR triangles taking time from the majority of those taking part. South of Raglan and finishing just before Clytha Park the regularity came to an end, it was clear that the night section was going to be very demanding for all involved. First casualties after the restart were Paul Crosby and Andy Pullan, a wrong slot dropping them time and causing them to lose Gold status through missing controls. It seems that mechanical maladies were causing problems also, new leaders after Gordano, Nick Jarvis/Ryan Pickering (Ford Escort RS1600) lost all their navigational instrumentation, as did Tomas de Vargas Machuca/Leigh Powley, the Porsche pairing competing from Gordano with no trip and a speedo drive that had broken at the gearbox end.

The Usk valley was a heavy feature in the first part of the evening, as Le Jog reached mid Wales two of the original passage checks from 1993 were there, the Coach and Horses at Cwm Cranon and Pencelli Arms in the village of the same name just over five miles apart meant the navigator was out and running his evening meal off! Gremlins took in the eastern side of Epynt, starting just to the east of Brecon, this five timing point- seven speed change section made use of the steep hills and contours of the area to take penalties from crews over a little under 19 miles, the pressure was starting to mount as Le Jog passed the 325 miles barrier a little before 21:20 hrs on Saturday. Clare Nedin/Rachel Wakefield had to contend with some very thick mud as the Cortina Crew slipped off the road slightly, a valiant pusht by Rachel was rewarded by a heavy right boot and a covering of mud from Clare! Clare and Rachel made it to the Main Control at Rhayader we are pleased to report.
Switching from the Usk to the Wye Valley, Regularity G was what seemed a fairly innocuous section, running adjacent to the A470 just north of Rhayader, the natural Topography and ‘nadgery’ nature of the roads took time aplenty, finishing at Llangurig and passing through Llanidloes the rally named section continued with a run over ‘AGBO’, a nod to the famous road rally of the 1950’s and 60’s which formed part of the Motoring News Silver Star Championship of the day. There was no need for tricky navigation, the route itself being the challenge, timing points situated at the crest of sharp climbs along with steep hairpin bends all taking precious seconds out of competitors. However, a hairpin left onto a farm track was a real sting in the tail, the tight nature of the farmyard it passed through near Staylittle catching many out.
The final regularity section of the night was to be one of the most daunting, just as the clock struck midnight, the first cars left Dinas Mawddwy and headed up the Dyfi Valley, almost straight away a tight square right over a bridge had some floundering, missing the turn and having to spin round to keep on route, crossing the Dyfi and just a mile further on, a hairpin left on a road not shown on 1:50,000 maps was another feature to catch the unwary, the timing point situated half way along this ‘white’ road. Passing through Llanymawddwy the second timing point was situated just after a tight hairpin right-even more tricky as it was whilst climbing a steep gradient just before Bwlch Y Groes and Waun y Gadfa junction. Crossing the Waun, the road dropped steeply onto the shores of Lake Vyrnwy before pushing on through Foel Goch and Penlyn Forest before the finish just outside the town of Bala. Just over 21 miles on some of the most demanding roads in the United Kingdom was exhausting, but the final section was yet to come.
A short road section and final fuel halt at Corwen, scene of many a night rally and RAC past took Le Jog into the final competitive element of the night in Clerk of Course Guy Woodcock’s back yard, this was to be a series of 4 minute sections timed at an average of 30MPH, the terrain and lanes fighting against the crews. Eleven continuous sections with one passage check to the west of Bettws Gwerfil Goch brought the first full day of Le Jog to an end, passing south east of Clocaenog and Clawdd newydd, this was road rallying at its finest, tight, narrow lanes with steep climbs and blind crests to catch the unwary, a myriad of roads that even in the middle of the night and after almost 450 miles needed the utmost concentration from both sides of the car, this was a true test of endurance. Finishing the section just outside Ruthin, the run to the overnight (or few hours rest!) was welcomed by all, passing Moel Famau and overlooking Llanferres the A494 took crews to Ewloe for a brief respite and to be ready for the push up the spine of the UK tomorrow.
Already Le Jog has earned its reputation as the toughest classic reliability trial in Europe, we will continue in a few hours through some stunning scenery in Lancashire, Yorkshire and Northumberland before making Carlisle in the early evening.

Day Two, Chester to Carlisle.

• Lane/Tullie lead overnight, but with Silver
• de Vargas Machuca/Powley in lead Gold position
• Godfrey/Taylor in third
• Superb drive by McAlpine/Gallacher to fourth
• Crosby/Pullan wrong slot drops them in the order
• Jarvis/Pickering encounter instrument error
• Kevin/Pam Furnish Retire in the mighty Audi Quattro
• ....as do Stean Gump/TobiasLettenmayer in their Porsche

Just 4 ½ hours after reaching Chester, Le jog 2014 takes to the road again, after a stunning night through north Wales, overnight Gold Medal holders Tomas de Vargas Machuca/Leigh Powley.
Traditionally, the route on the Sunday of the event is a more relaxed affair, this does not mean that competitors can relax, far from it as there is just under 300 miles to complete tonight before reaching Carlisle. The run out to the first regularity this morning is quite a lengthy motorway section, this has been broken up by two driving tests-and a totally new site to Le Jog was used for the first time at Lymm Service station, just off the M6 near Warrington. The site is a truck stop, but is regularly used for autotests and the like.
Heading further north up the M6 and by-passing industrial Lancashire, Le Jog runs through the oldest section of motorway in the UK briefly, before turning off and heading towards Blackburn. Samlesbury Aerodrome is now home to the Eurofighter-Typhoon, but in 1993 it was the Panavia Tornado GR4’s birth place, many famous aircraft have been built here before the final assembly in another plant close by, Lightning, Canberra and Hawk are three models that also shared the site in times recent.
Quite fittingly after leaving Chester, the first regularity of the day starts at Ribchester, also home to a Roman fort, this small village was strategic in those times. The roads from now change from fast carriageways to narrow but flowing moorland and fell lanes, climbing up onto the backbone of the country, the Pennines. This first section was used in the 1993 edition and is regarded as a classic piece of rallying road, passing the ancient Huntigndon Hall and passing the famous forest of Longridge Fell, used in many stage events, the roads rise and fall, hugging the contours of the foothills of the Pennines. After passing through Bashall Town, where a tricky long way round a loop caught one or two of those yet to wake up, the route pushes on over Cow Ark, and drops hairpin right in front of the beautiful Inn at Whitewell. Burholme Bridge is the first ‘gotcha’ of the day a not as map triangle easy to overlook and sail straight by. Skirting Dunsop Bridge, the village’s claim to fame is that it is the gravitational centre of the UK, and believe it or not, it was the recipient of the 100, 000^th Telephone Box in the country! The regularity is named ‘Trough of Bowland’, and it is this section of road the event crosses now, to try and read this road from a map is difficult, its many twists and turns unable to be caught by the cartographers at this scale. This regularity section has 29 speed changes over its 37.5 miles with no fewer than nine timing points to catch crews out. A left turn at Marshaw takes Le Jog over the route of many a past RAC Rally over Hawthornthwaite Fell before dropping into Abbeystead to emerge through a ‘hole in the wall’ junction before heading over Jubilee Tower and turning right in Quernmore Village. An arrow straight kilometre and a half leads through Crossgill Village and the once infamous Haylot Farm White, recently resurfaced and a bridge over the ford now in place. This monumental regularity ends just outside the village of Wray and exits Lancashire into North Yorkshire via High and Low Bentham to a traditional Passage Check at the New Inn, Clapham.
Since leaving Chester the event has covered no less than 118 miles to this point, there is little respite for competitors as the landscape changes yet again into Limestone screes and Tarns. Climbing through the dales and fells of North Yorkshire, three passage controls on a none competitive section takes the event through Helwith Bridge, Arncliffe and Kettlwell before visiting The Thwaite Arms at Horsehouse, although this was none competitive, the average speed was set to make the passage of vehicles lively and with no time for dawdling! The Black Swan at Leyburn provides Lunch and a welcome break for the crews, enabling the HERO support crews to repair some of the ailing Vehicles. Following lunch, the event headed further north east into the Catterick Army Complex for two regularities that were split by two short tests. The first regularity was named Newfoundland England in a nod to the 1993 running where the same area was used, this year the roads were all on private land, allowing the use of smaller distances between timing points meaning competitors really had to push on. The same applied for the following regularity, Halfpenny House Moor, slightly shorter than its predecessor at 5.78 miles long, but still with all timing points on private land.
Passage checks at Arkengarthdale & Tan Hill took the event briefly into Cumbria, the light falling as crews dropped back into County Durham and the start of Romaldskirk Moor regularity. Elatively short by Le Jog standards at just under 12 miles, the trickiest timing point was situated on a bridge to the east of Hury Reservoir. Crossing the bridge to find a steep uphill right hand bend to a junction left, this section caught many out. Fairly straight roads around East Briscoe and Currick Rigg brought the section to an end just before Romaldkirk.

The Three Tuns Inn at Egglestone was the final passage check of daylight, heading over Bollihope Common, the event reached Stanhope Ford at just after 16:15, already in twilight, the ford seemed a daunting place to be for Nico van Dord, his Alfa coming to a spluttering halt and drowning. Happily, the little GTV started and didn’t need the recovery vehicle. A large crowd gathered to witness not only the cars crossing the ford, but also a fine Salmon run up the rapids. Two slippery tests at the old quarry complex at Eastgate let the drivers show their skills in the dark, the tests being the usual long and flowing affairs.
The final two regularities took Le Jog from the east side of The Pennines over into the west via regularities taking in Allendale, Nenthead, and Leadgate before the final passage check of the day at Hartside Pass Café. There was no respite for the weary competitors as the 19.6 miles of Eden Valley regularity brought them to Carlisle. Dropping off the side of Haresceugh Fell, a loop to the south of the village of the same name by-passed Benwick and Staffield before heading north. Hornwrangle, Cumwhitton and the finish of the reg at Broadwath brought the section to an end, it wasn’t the final action of the day however, as a test at Hadrian’s Park ended proceedings.
The total (official) mileage today was 298.27, leaving us at 747.77 miles, a little over half way, tomorrow sees the final two sections as we start off from Carlisle at 07:30 and head through central and western Scotland before the night sections start out of Kyle of Lochalsh.

Day Three (and a bit!), Carlisle to Kyle of Lochalsh.

• Mayor of Carlisle, Steven Bowditch will flag cars away from the City Centre in a ceremonil re-start.
• Tough night changes the order below first considerably.
• Lane/Tullie lead.
• Simon Harris/Dood Pearce drop places with mechanical issues.
• de Vargas Machuca/Powley struggle with instrument failure.
• Run out into Scotland lenghty to allow crews to compete in daylight in the Highlands.
• Mid Halt before the epic final leg will be Kyle of Lochalsh.
• Richard and Adie Nicholls retire after an excursion into the Catterick undergrowth, both crew ok and sad to leave us.
• Awaiting crews now at the beautiful Inn at Kippen.
• Snow is falling quite steadily as competitors make their way into Scotland and the Highlands, the peaks and passes where the regularities will be held this afternoon have snow.
• Jarvis/Pickering struggling with brake problems at Test 19, Forestburn
• Lane/Tullie have problems along with Winter/Winter slipping into a ditch and losing time.
• Superb regularities over the stunning roads in the Highlands
• Awaiting crews at Letterfinlay Hotel

Setting out from Carlisle at 07:30 the Crown & Mitre Hotel, Carlisle. The civic re-start was well received and a large group of spectators had gathered to wish competitors well, Steven Bowditch, Mayor of Carlisle waved the first competitors away.An easy run out along the A74(M) took crews to Eaglesfield where the ‘Corrie Water’ regularity took place. This was just under 24 miles in length with no fewer than 19 speed changes over five timing points, it was a rude awakening for some!

To allow crews to see more of The Highlands in daylight, a transit section ran for just over an hour up the motorway, exiting the M74 at Larkhall pushing north east and ending up just outside Airdrie. A long-time favourite with Le Jog, Forrestburn is a testing hillclimb that has been enjoyed many times previously by competitors.

Two short regularities ushered Le Jog over the Kilsyth Hills and west of Stirling, the route had changed now from industrial Scotland into a much more scenic setting. Callander is a small town to the east of Loch Lomond, from here the Highlands start to unfold, the roads and tracks around it had that winter feel in the late morning weather. Just outside Callander and past Loch Lubnaig is Lochearnhead, a test on the Edinchip Estate saw the day’s mileage reach 160 and the scenery become even more beautiful. Lunch was taken at Killin Hotel in the town of the same name, this was to be the final ‘easy’ part of the route today. The first regularity was cancelled due to a large downfall of snow, partially blocking Glen Lyon, through the Bridge of Balgie and on to the next section, Scotland was showing the sheer splendour of Carn Gorm and Carn Mairg before the end of the leg at Fortingall.  The following section passed through the Appin of Dull and Tummel Bridge. The following section was used in the first event in 1993, but with the addition of wind farms in the area, the road has been improved to ease out the hairpins that look over the village of Trinafour. These steep and twisting roads took time off the crews attempting them as nightfall hastened towards us, giving competitors some final glimpses of the Highlands before dark.

Joining the A9, Le Jog moved swiftly along with a fuel stop and refreshment break at Dalwhinnie, home of the distillery of the same name. Turning off the A9 and hitting the A86, a short hop brought the event to one of its newest sections, a regularity known as Monarch of the Glen. Named after the TV show from the early 2000’s that was filmed in the area, this 8.64 mile regularity is sure to become a hit, the surface changing from tarmac to gravel and taking in six timing points along its course meant that no let-up was allowed. This was the final ‘competitive’ section of the afternoon, competitors now made the journey along Glen Spean, finding brief respite at Invergarry where fuel and a brief refreshment break before heading further north. To keep the navigators awake, several route checks placed in lay-by and roadside loops were placed, recording the names on code boards to ensure that the pressure didn’t slip before passing through Glen Shiel and finally making the Kyle of Lochalsh for a well deserved break. Many crews had a quick evening meal and tried to sleep before the final push, on official mileage tipped just over 1071 miles to this point, the weather had been fairly kind to us, with a mixture of ice and snow of the morning giving way to bright sunshine and showers, one thing for sure, the night would not be any easier as Le Jog entered its final leg.

Day Three, the final push, Kyle of Lochalsh to John O' Groats.

• Lane/Tullie repair propshaft centre bearing, still going well
• Car 20, Andrew & Nick Smith damage their exhaust in 'Monarch of the Glen' Regularity, still going after repair by HERO service
• The buzz here in KoL is amazing, a long night ahead for the crews.
• Code board section to keep the navigators awake through Glen Shiel.
• Bealach Na Ba 'The Pass of the Cattle' leads the crews north.

In a final twist to an epic twentieth running of Le Jog, first time navigators claim the Gold Medals. Tomas de Vargas Machuca/Leigh Powley end off a superb year for Powley, the tears of joy as he was greeted by father Roger at John O'Groats a true joy to see. Mark Godfrey/Martyn Taylor take the second Gold Medal rounding off a year that has seen a hat trick of wins for both Godfrey &Taylor. The final Gold Medal goes to Karsten Weber & Thomas Koerner in the Team Rocket Science BMW.

Leaving Kyle of Lochalsh and heading north east for a short while to Strathcarron, Le Jog 2014 entered its final scheduled 12 hours, in those hours the crews would travel no less than 327 miles to reach John O’Groats over some of the most testing and isolated roads in Europe. This is where the event can really be won or lost. Scotland’s answer to the Stelvio beckoned, a trip over Bealach Na Ba, or Pass of the Cattle, the highest pass in the UK, a place where the wind is never still and the hairpins are difficult to tackle even in the summer. Four timing points would test the crews, before a descent down on what has been described as one of the most beautiful roads in Europe, again, in absolute darkness into Applecross Village. The road from here clings to the side of a sheer cliff at points, a meagre strip of land separating the competitors from the sea as they make their way onward toward Loch Torridon. 

Shieldaig was familiar to some crews from the 2013 running, the timing points shifted into cunning places to catch those who were starting to feel the effects of this mammoth route. Passing out of Loch Torridon, the A896 gave some respite after the narrow and twisty lanes of the previous regularity. However, even though they are classed as an A road, the tight nature and topography of these roads mean not a second to relax-these are really demanding roads in daylight, never mind coming up past midnight.

Passing by Loch Luichart and heading almost into Strathpeffer on the east side of Scotland, Le Jog turns north west and heads up to Ullapool via Tarvie Services where a final chip collection before John O’ Groats takes place. The fast open roads of the A 835 a welcome break as crews enter Ullapool and Lochbroom Garage Services, the owners not only staying up just to welcome the crews and provide sandwiches and drinks, but also the welcome use of their extensive repair facilities, should they be needed. Two regularities follow, both being used in 2013, these are now into the small hours and form the narrowest and twistiest part of the entire route. The second section has over 13 steep section arrows in 4 miles, at 4 am these will be a challenge to any crew. 

A short circular loop in Sutherland to the east of Handa Island brings the weary crews into Durness, the most north westerly town in the UK, crews are still 8 hours away from John O Groats and our old friends at Mackay & Sons Spar are a welcome distraction before the final push. A series of route checks to keep the crews on the go over Kyle of Tongue before the penultimate regularity of the event at Skerray, with just five timing points, the nature of the road meaning taking time from competitors is relatively simple, one of the few loops on the event, it means those close to their time can cut a section out, albeit being heavily penalised.

After fuel in Thurso, the final section of a truly epic Le Jog is in sight, the last action a 17.59 mile regularity on some uncannily straight roads that take the event past one of the most northerly water features (Loch of Mey) and literally past the front door of the Castle of Mey, once northern Scottish home to Her Majesty Queen Elizabeth, Queen Mother and now a place of an annual visit from Prince Charles.Not allowing crews a second of respite, the final sting in the tail was a loop round private property at the very end of the regularity, it was this feature that decided the Gold Medal. From here a  final timing point at Gills, leaving the emotional and exhausted crews to make the four mile run to John O’ Groats. Le Jog XXth Anniversary where they were greeted with the traditional piped welcome in gale force winds and horizontal rain at times.

all résults and more infos here

BSMC GEAR GUIDE #38

A slick new take on the Bell Bullitt, a new visor range from Davida, a great new sweat from from El Solitario, a waterproof shoulder bag from Ally Cappellino, and rugged gloves from Icon. All in this weeks Gear Guide.

PRODUCT REVIEW BY THE BIKESHED’S VERY OWN ROSS SHARP – ICON RIMSHOT GLOVE

Losing a glove is one of the most heartbreaking things a motorcyclist can endure. The persistent search in places already emptied and rummaged through can drive delirious thoughts about where one might have been when the functioning pair were last seen. OK, so crashing, theft and breaking down are irritating but mildly in comparison to admitting defeat and having to throw away that lonesome and redundant singular glove.

Luckily my recent experience of this was softened by Bike Shed’s Ali Latimer, who generously gave me a pair of Icon Rimfire gloves to test. Well that’s what I thought, but apparently he doesn’t like externally seamed gloves so was simply palming them off. Personally I think it’s because he has lady hands and couldn’t touch the sides.

Icon from the Portland, Oregon produce some really well constructed gear, with their 1000 Collection proving popular with the custom scene as they manage to combine retro aesthetics with modern tech in a slightly more up to date package. Think post-apocalyptic urban street fighters with a slick, tailored, vintage feel.

The Rimfire glove is made from drum-dyed French cowhide with D3O® protection across the knuckles and features metal palm rivets to ward off gravel rash in case of a slide.

I have been using these gloves for about 2 months through all weathers and am pretty happy thus far. The sizing though is way out of whack, I am an extra large (if there are ladies reading this I’m considered a XXL by Italian manufacturers, just so you know) so rebuffed Ali’s offer of a pair of mediums. Strangely the medium slipped on and although snug didn’t restrict movement, especially between thumb and index finger. The soft leather surrendered easily to a bit of sweat and movement and now the fit is spot on. The underside of the fingers is cross stitched with internal elastic which eliminates bunching and the palm also remains taught allowing good grip on the bars.

The same can’t be said for the rivets. Although they do look cool, if your bike has bar-end weights and you tend to hold the grips at their extremities the heel of your palm becomes more slippery than a politician with an expense claim form. In addition the external seams provide sumptuous comfort but do make single digit braking or clutch work slightly cumbersome. Now the leather is more supple the seams have capitulated and I look a bit less like a pianist when going for the levers.

The only other gripe I would have is that the velcro on the wrist strap is a bit sharp and either tickles or scratches. Some modification will be required with a blade.

Other than that the Rimfire is a really well made glove and I haven’t managed to break them or upset any stitching, and I’m pretty hard on equipment. With that irritating little man Jack Frost visiting London at the moment I thought that a thicker and more arctic-spec glove would be required to see me through winter but the French cow that gave up it’s coat must have been from hardy stock.

I recently saw a gentleman sporting the grey version of the Rimfire and came over all envious, Santa will be receiving an addition to his lengthy list.

http://www.icon1000.com/collection/icon-1000-rimfire-glove/

PRODUCT REVIEW – ALLY CAPELLINO WAXED COTTON DISPATCH SATCHEL

A couple of weeks ago I waxed on all lyrical (see what I did there?) about Ally Capellino’s backpack, proclaiming it to be (in my humble opinion) the answer to the discerning motorcyclist’s prayers.  This satchel is the shoulder bag version. It retains all the hardy waterproof (yes proof as opposed to resistant) qualities, and has good load space that can fit your laptop and tools in safely. It’s smarter than the rucksack, so can be used for work meetings as well as humping power tools. It’s 41cm long,  34.5cmhigh and 10cm deep. Plenty of room.

Ally Capellino initially started making bags for men in 2005. “The reaction was cautious; men’s handbags, manbags? Rucksacks were only for mountaineers and Totes only for women to carry groceries in. How things have changed.” As a fashion brand they’ve done what their competitors rarely do, which is cater to the real needs of real men, creating good looking, hard wearing bags that multi-function and can take a battering.

Ben is a practical dispatch style satchel with a removable, adjustable and wide webbing strap that can be worn across the body or on the shoulder. With pared back simplicity, Ben is a waxed canvas unlined bag with bridle leather handles and concealed press stud pocket detailing on double over pockets. It comes in grey or black.

This is practical all the way. I’ve worn mine a few times on the bike now and it’s bedding in well. It repelled the ‘weather bomb” keeping my stuff safe and dry. It’s rugged appearance allows it to be knocked about without too much care, and is easily wiped clean.

http://www.allycapellino.co.uk/ben-waxed-canvas-despatch-satchel-in-black

BELL BULLITT RSD COLLABORATION

After much fanfare, Bell released their retro full faced lid the Bullitt earlier this year. It’s gone down a storm in the custom scene, providing all the safety standards of a modern full face helmet with cool seventies styling.

Bell boldly state ” Inspired by the very first Bell Star helmet, the Bullitt is a modern take on the original. Featuring an exceptional fit and ultra-high quality details, the Bullitt is the perfect helmet for riders looking for a vintage look with full-face protection.”

Bell have recently expanded the range to include the stunning Roland Sands Design collaboration. With blue, red and black strips and pin stripes, this has distinctive race feel, and is by far the most sporty design in the range. With the Bell online configurator you can have it fitted with clear and tinted visors, both flat and bubble. This is my personal favorite of the Bullitt line.

The Bullitt has an ultra low-profile fiber composite shell with a removable, washable and antibacterial Micro-suede interior. It has a padded chin strap with D-ring closure, and an exclusive Magnefusion keeper (patent pending). It also comes with a five year warranty. Its wide aperture allows for a broad field of vision.

http://www.bellhelmets.com/en_eu/powersports/helmets/bullitt/

EL SOLITARIO WOLFSKIN SWEAT

The Galician bandits are up to their mischief once again. Not content with building the most controversial and outrageous, and in my mind genius custom bikes, El Solitario continue to design some really tasty clobber too. Their latest venture is ES/Customs, individually finished garments that embody their custom ethos. They’ve excelled themselves with the Wolfskin sweat, which is just perfect for the winter months.

Built with heavy weight 100% natural cotton, The Wolfskin sweatshirt shares the same attitude and feel of  their basic WTF sweatshirt, but with a combed interior for added warmth, real skin elbow pads, two front pockets, and the hungry wolf stitched to its front. A special wash and coating is applied and then they are hand finished one by one in their shop granting them a softer  touch, giving each sweat a “life” of its own – making it personal and unique.

El Solitario add “Wolfskins have been individually broken in and present evident signs of  wear. Because of the nature of the leather some brown color bleeding and marks will also be present and might increase with wash. We actually care for these peculiarities as they add personality and distinctiveness to each garment.”

I love these guys, I love their bikes, and I love their gear.

http://elsolitariomc.com/shop/wolfskin-sweatshirt/

DAVIDA WRAPA AROUND VISORS

Friends of the Shed, Davida, have launched three new styles of full length D4Vi9A  (spelling Davida when typeset properly) wrap-around visors.

Available in more than ten different finishes, including clear, blue, yellow, smoke and chrome, all are made from 2mm polycarbonate, preformed in a variety of shapes, including the popular 70’s bubble style. With three adjustable sliding studs all the new D4Vi9A visors have a universal fit, suitable for use with the Davida Jet, Ninety 2 and Speedster, as well as a wide range of other brands of jet-style helmets fitted with visor studs.

D4Vi9A 74 BUB Visor – a 70’s style, full length, bubble shaped visor, available in Smoke and Blue.

D4Vi9A 74 WRS Visor – a full length, traditionally shaped visor, available in Light Smoke and Yellow or Light Gradient Smoke & Light Chrome Rainbow.

D4Vi9A 74 DPV – an extra long, traditionally shaped Visor, available in Clear.

As with everything Fiddy and the crew do, these are premium quality and perform exactly as they’re meant to.

http://www.davida.co.uk

via The Bike Shed

T-Bird shop in Paris, where bikers buy their Christmas gifts

Those on the Parisian biker scene go to one place for authentic leather jackets, boots and helmets: Stéphane Saladin's T-Bird shop on Rue Mayet. Classic Driver paid a visit…

When you arrive at T-Bird’s, owner Stéphane will scan you from head to toe. Don’t mind him… they’re just some old reflexes carried over from a previous career. He might appear a bit bear-like at first but, once you’re in, he’ll happily listen to what you want, explain the philosophy of his shop, and talk about his passion for 40s and 50s bikes and the associated attire.

When did your passion for motorcycles start?

When I was a teenager, at about 14 years old. I wanted to have a moped, so I asked my parents for one, but my father didn’t want me to have something common like a Peugeot 103 SP. He wanted to see his son riding something that already looked like a real motorcycle. So, my first ride was a Suzuki ER21, with gears. That’s the first ever thing I tuned, especially the carb and exhaust.

So then you bought your first ‘real’ motorcycle?

Yes, a Yamaha 250 TDR. A very efficient ride, actually.

What were you doing with your life at this time?

I was studying electromechanics. That really got me into the culture of mechanical improvement and modification.

So, did your first job have a link to these studies?

Yes. A friend of my parents was a police officer and, to combine work and pleasure, I wanted to become a motorcycle cop. But it wasn’t possible as a first job, so I was recruited as an electromechanic. But after a few days, they proposed teaching me traditional mechanics, and I accepted. I completed my traineeship at BMW, and worked then as a mechanic at the main motorcycle division in Paris, on the Ile de la Cité, a few metres away from Notre-Dame.

But you wanted to become a motorcycle cop?

Yes! That was my aim, so I took the exam and passed it.

And you were on the road until you left the police?

No, after a few years I took another exam and I became responsible for a garage. Well, I had only one mechanic, but he had 20 years of experience. I rapidly realised this guy would change many things for me; he was my mentor. In my opinion, he had the right vision: to overstep what has already been done, to improve everything. He was very pernickety.

And how did this relationship with him influence your vision?

From this time onwards, I started to build my own motorcycles (chopper, custom Triumph, etc.), so that I could really live my passion.

And what brought you to the idea of your shop?

Well, by the end, I had been a police officer for 20 years. I needed to achieve something else, for myself. And I’ve always had a passion for the uniform, and the perfection of the outfit. The first motorcyclists’ clothes were adapted from aircraft pilots’ clothes and, during WWII, the first technical motorcyclists’ clothes were developed. I love this stuff, and I love precious material, like leather, metal and wood. In fact, this shop was just the logical evolution of my life, with all the experiences I had.

So how did you create it?

I had a very precise idea of what I wanted. During the 3 months after I had retired from the police, I thought about my project, looked for some unusual furniture, built everything that I knew I couldn’t find and created a patina on some objects, so that the shop represented me. In the shop, every object has its own history. I meant this shop as a homage to the people I met during the past years: my mentor, my friends in the police, the people I met during missions, etc. And today, I’m combining work and passion, once again.

What is the most important piece of a rider’s outfit?

Definitely the leather jacket. It’s the identity of the guy. The breast is very visible. And I love the leather: this material is alive!

In the shop, you have a special jacket, right?

Yes, the T-Bird 68 Bonneville leather jacket. When I was young, I wore Vanson Leather trousers on my bikes. And one day they called me, to propose a partnership, as they were looking for exclusive shops to do some limited edition pieces. I told them what I had in mind, they sent me pictures of every step of the project and of the production, and six months after their call I received the first jackets, completely hand-made. Around 50% of the limited edition was sold in the very first days.

I also do my own sweaters, directly inspired by the Racing Club sweaters worn for land-speed records in the 40s and 50s, with a high attention to detail so that’s it’s really period correct and very comfortable to wear on a motorcycle.

Why T-Bird 68?

68 is easy: it’s the year of my birth.

Then, I wanted to find a common denominator between cars, motorcycles and planes. It took a long time to find the right name, but it became obvious: the Triumph Thunderbird, the Ford T-Bird, and the Lockheed T33 Thunderbird.

Which motorcycles do you have now ?

I have a modern Triumph Bonneville, a 1956 Triumph Speed Twin, a Kawasaki W650 that I customised and which is parked inside my flat, the Terrot which is in the shop and, more recently, I bought a real beast: a 1942 Harley-Davidson 750 Flathead, modified in period for the flat track. That’s a crazy machine and that’s why I bought it.

And what is your dream motorcycle?

A Vincent, what else…

Photos: Rémi Dargegen for Classic Driver © 2014

T-Bird

16 bis, Rue Mayet

75006 Paris