On this episode of Roadkill, Finnegan builds an 1,100-horsepower big-block and Freiburger brings a Camaro that he's run 261 mph at the Bonneville Salt Flats. Put 'em together and it's a recipe for win, right? If you think so, you're probably not a Roadkill regular. It turns into an entire adventure just getting there, and gets more interesting from there.
samedi 17 janvier 2015
Dakar 2015: l'édition des Patrons , Winning the Dakar like a boss
216. Soit le nombre de concurrents à l'arrivée du Dakar 2015 (79 motos, 18 quads, 68 autos, 51 camions) sur 406 au départ. Parmi eux, Ivan Jakes et Robby Gordon, vainqueur de la dernière étape moto et auto. Mais surtout un Marc Coma qui décroche, à l'expérience, son 5e Dakar et un Nasser Al-Attiyah qui s'en offre lui un deuxième après avoir survolé les deux semaines de rallye.
L'égal de Cyril Despres. Voilà qui doit faire plaisir à Marc Coma, éternel rival du Français sur le Dakar et qui - comme son ex-coéquipier - n'est plus qu'à une victoire du record établi par la légende Stéphane Peterhansel. Quand on connaît la domination exercée par les deux hommes sur les dix dernières éditions du Dakar mais aussi la saine rivalité qui les a toujours animés, ce chiffre commun de cinq succès prend une tout autre dimension. Et si, pour la première fois depuis 10 ans, Despres n'était plus là pour lui mener la vie dure après être passé sur quatre roues cette année, la retentissante victoire de Coma à Buenos Aires ne s'est pas faite faute d'adversaires à sa mesure, loin de là. Et comme en 2014, Joan Barreda aura été sans conteste le plus sérieux rival du pilote KTM entre l'Argentine, le Chili et la Bolivie. Vainqueur de spéciale dès la deuxième étape, le pilote HRC n'attendait pas plus pour prendre les commandes du rallye, profitant d'un problème de pneu de Coma lors de cette même étape pour prendre 12 minutes d'avance cruciales pour la suite du rallye. Dès le lendemain, les deux Espagnols vont en effet jouer au chat et à la souris en roulant ensemble en piste, reprenant chacun leur tour les deux minutes les séparant au départ de la spéciale. Un petit jeu qui a duré plusieurs jours et faisait les affaires d'un Barreda qui paraissait avoir enfin acquis l'expérience nécessaire pour jouer la gagne jusqu'au bout sans faire d'erreurs.
Mais, tapi dans l'ombre, le fauve Coma attendait son heure pour bondir sur sa proie, à l'affût de la moindre erreur. Une faute qui interviendra finalement lors de la huitième spéciale et qui sera à mettre sur le compte de la mécanique du champion espagnol. Endommagée par une traversée du Salar d'Uyuni détrempé, la Honda n°2 refusera de rejoindre l'arrivée à Iquique autrement que tractée par Jeremias Israel Esquerre. Un tournant décisif qui permet à Marc Coma de prendre les rennes du rallye pour ne plus les lâcher jusqu'à Buenos Aires. Le pilote KTM aura toutefois dû faire face à un Paulo Goncalves décidé à laver l'honneur du premier constructeur mondial qui butte pour la troisième fois sur l'os autrichien depuis son retour officiel en rallye-raid. Mais malgré une pression maintenue jusqu'au bout par le pilote portugais, ce dernier devait finalement se contenter d'une deuxième place finale méritée. Tout comme la troisième marche du podium revient sans la moindre tromperie à l'excellent Toby Price. Pour son premier Dakar, l'Australien de 27 ans est immédiatement passé dans la catégorie des pilotes à surveiller de près lors des prochaines éditions. Vainqueur de l'étape 12, le pilote KTM est monté en puissance en enchainant un nombre impressionnant de huit Top 5 pour finalement coiffer Pablo Quintanilla en fin de rallye pour la troisième place et devenir le débutant le mieux placé depuis son compatriote Andy Haydon en 1998.
Son adversaire chilien peut toutefois être amplement satisfait de son rallye après deux abandons lors de ses deux premières tentatives sur le Dakar en s'accaparant notamment la difficile étape 8 et devrait lui aussi revoir ses ambitions à la hausse en 2016. Parmi les absents à l'arrivée, Sam Sunderland aura à cœur de revenir plus fort et plus constant en 2016 après avoir remporté la première spéciale, tout comme Matthias Walkner, lui aussi vainqueur d'étape pour son tout premier Dakar et qui représente – avec Price – la nouvelle génération du rallye raid. Bien présente à Buenos Aires, Laia Sanz a elle éclaboussé l'édition 2015 de son talent avec une magnifique 5e place à Iquique et surtout la 9e position du classement général, parmi les meilleurs. La belle Catalane devance même au classement un Olivier Pain, transparent pour le clan Yamaha.
Vainqueur de la première étape, Nasser Al-Attiyah perdait le bénéfice de son chrono suite à une pénalité pour un banal excès de vitesse en liaison. Mais peu importe pour le Qatari. Un premier message était envoyé à ses adversaires, cette année serait la sienne. Un message que le pilote Mini a d'ailleurs tenu à appuyer dès le lendemain en s'offrant cette fois une première victoire incontestable et incontestée. La première d'une liste impressionnante de cinq succès qui décrit parfaitement à elle seule combien Al-Attiyah a dominé la 37e édition du Dakar. En tête du classement général dès le deuxième jour, le désormais double vainqueur du plus prestigieux des rallyes n'aura jamais relâché son étreinte sur la première place. Il n'a même jamais semblé douter en enchainant les victoires plutôt qu'en gérant son avance, pourtant mis sous pression par un Giniel de Villiers certes moins rapide, mais diablement régulier. Deuxième à Buenos Aires, le pilote Toyota aura été le seul à tenter de chahuter la Mini n°301 jusqu'au bout (échouant à 35 minutes) et il n'aura finalement manqué qu'une victoire d'étape au Sud-africain, vainqueur en 2009, pour être pleinement satisfait de sa prestation.
Une victoire qu'a bien obtenu Nani Roma lors de la 9e étape. Mais les carottes étaient déjà cuites pour le vainqueur 2014 qui n'effectuait que quelques kilomètres lors de la première spéciale avant d'être victime d'une panne de sa Mini, pourtant réputée très fiable. L'Espagnol finira par se mettre sur le toit à quatre jours de l'arrivée. Un destin également vécu par Carlos Sainz lors de la 5e étape. Contraint à l'abandon, l'ex-champion WRC laissait Stéphane Peterhansel bien seul pour porter les espoirs de victoire d'étape de Peugeot pour le retour de la marque au lion en rallye-raid. Le Français ne parviendra finalement pas à s'imposer et se consolera en amenant sa 2008 DKR à l'arrivée, tout comme Cyril Despres qui a vécu un apprentissage délicat sur quatre roues. Autre déçu de l'édition 2015, Orlando Terranova aura été mis hors jeu dès la quatrième étape mais n'a cessé de démontrer une vitesse impressionnante tout au long du rallye. Vainqueur à quatre reprises, l'Argentin aurait sans doute été un solide protagoniste à la victoire finale avec un peu plus de réussite. Une malchance partagée par Yazeed Alrajhi, auteur d'une prestation absolument superbe jusqu'à la 11e étape. Une étape dont il n'a jamais pu prendre le départ, en panne à quelques kilomètres du départ de la spéciale. Vainqueur de la 8e étape et 3e du général au moment de son abandon pour son premier Dakar, le Saoudien sera définitivement à suivre en 2016. Une hécatombe qui profite en tout cas à Krzysztof Holowczyc qui fête sa dixième participation en montant enfin sur la boite, à 1h32 de l'ogre Al-Attiyah.
Chez les quads, Rafal Sonik a enfin décroché le Graal tant recherché pour sa sixième participation après quatre arrivées dans le Top 5. Immédiatement dans le coup, le Polonais a toutefois longtemps fait face à un Ignacio Casale bien décidé à doubler la mise après sa brillante victoire en 2014, la première d'un Chilien sur le Dakar. Vainqueur des deux premières étapes, Casale a de suite annoncé la couleur et rivalisait avec Sonik jusqu'à sa terrible casse mécanique lors de l'étape 10. Une spéciale qui aura également éliminé Sergui Lafuente, laissant le leader du général avec près de trois heures d'avance sur son dauphin, le jeune Jeremias Gonzales Ferioli signataire d'une première spéciale à 19 ans ! On notera également les deux belles victoires de Christophe Declerck, seul Français vainqueur d'étape sur le Dakar 2015.
Enfin, du côté des camions, ce n'est pas cette année que la domination des Kamaz aura été mise à mal. Auteur d'un quadruplé au général (!), les Russes auront une nouvelle fois joué entre eux sur les pistes du Dakar. La victoire de Hans Stacey le premier jour au volant de son Iveco laissait pourtant envisager un scenario différent. Mais malgré ses quatre victoires d'étapes, le Hollandais n'aura rien pu faire face au duel engagé par Airat Mardeev et Eduard Nikolaev. Vainqueur de six étapes, Nikolaev semblait le mieux parti pour rééditer sa victoire de 2013 à mi-course. Mais une (très) mauvaise étape 7 l'a contraint à passer dans le rôle du chasseur face au très régulier Mardeev. Et le temps aura finalement manqué à Nikolaev qui échoue à 13 minutes de son compatriote à l'arrivée. Deuxième derrière Nikolaev il y a deux ans, le fils de Illgizar Mardeev prend donc sa revanche alors que le vainqueur 2014 Andrei Karginov complète le podium final.
216. The number of competitors who managed to finish the 2015 Dakar (79 motorcycles, 18 quads, 68 cars and 51 trucks) out of the 420 which started the rally. Two of them, Ivan Jakeš and Robby Gordon, won the final stage in the motorcycle and car categories, respectively. However, the spotlight was on Marc Coma, who drew upon his experience to take his fifth Dakar, and Nasser Al-Attiyah, who claimed his second one after dominating the entire two-week rally.
Marc Coma is now level with Cyril Despres, a fact which will please the Frenchman's eternal rival at the Dakar to no end and —just like his former teammate— puts him just one triumph away from the record held by legend Stéphane Peterhansel. Their equal number of wins takes on a special dimension considering the dominance of the two men throughout the last ten editions of the Dakar, as well as the good-natured competition which fuels their ambition. For the first time in ten years, Despres was not there to take the fight to Coma, having switched to the car category this year, but the Spaniard still had to fight tooth and nail for his resounding victory in Buenos Aires... As in 2014, Joan Barreda was clearly the toughest rival the KTM rider came up against in Argentina, Chile and Bolivia. The HRC rider won stage 2 with the added bonus of the overall lead, opening a crucial 12-minute gap thanks to the latter's tyre problems. From the very next stage, the two Spaniards played cat and mouse, riding together and taking turns to claw back the two minutes separating them at the start of the special. This little game lasted several days to the benefit of Barreda, who looked like he had finally acquired the experience needed to fight for victory until the end without making any mistakes.
However, Coma bided his time like a feline waiting to pounce at the slightest opportunity. Marc found an opening in stage 8 after his Spanish rival suffered a mechanical. The no. 2 Honda, damaged by the crossing of the waterlogged Salar de Uyuni, had to be towed to Iquique by Jeremías Israel Esquerre. This decisive turn of events gave Marc Coma the reins of the rally, which he kept until Buenos Aires. However, the KTM rider still had to see off a determined Paulo Gonçalves who was out to avenge the honour of the world's leading maker, thwarted by its Austrian nemesis for the third time since its official rally raid comeback. The Portuguese rider never gave up, but he finally had to settle for a well-deserved second place. As well-deserved as amazing Toby Price's third step on the podium. The 27-year-old rookie from Down Under will be worth keeping an eye on in upcoming editions. The KTM rider claimed stage 12 and kept getting stronger as the race went on, pulling off an impressive streak of eight top 5 places and bested Pablo Quintanilla for third place at the end of the rally, making him the best rookie since his fellow countryman Andy Haydon in 1998.
However, his Chilean rival has good reason to be happy with his rally after having to withdraw from his first two editions of the Dakar, winning the gruelling eighth stage. He too will probably come back with loftier goals in 2016. Among those who did not make it to the finish, Sam Sunderland will be seeking to bounce back and gain consistency in 2016 after winning the first special this year, just like Matthias Walkner, who also won a stage in his maiden Dakar and represents the new generation of rally raid together with Price. Laia Sanz did reach Buenos Aires and showed flashes of brilliance throughout the 2015 edition, claiming a fantastic fifth place in Iquique and, even more importantly, ninth overall, up there with the big guns. The pretty Catalan even beat Olivier Pain, who barely had any presence in the race for the Yamaha clan.
Nasser Al-Attiyah won the first stage but was handed down a time penalty for speeding in the link section. No big deal for the Qatari. He had sent his rivals a clear message: this was going to be his year. The Mini driver rammed the message home the very next day, taking an undisputable and undisputed stage win, the first of an impressive set of five wins which shows just how far ahead of the competition Al-Attiyah was in the 37th Dakar. The newly crowned two-time champion of the most prestigious rally on Earth took the overall lead at the end of stage 2 and kept it until the end. He never even hesitated, racking up one win after another instead of simply defending his lead even when the slower-but-steady Giniel de Villiers piled the pressure on him. The Toyota driver, second in Buenos Aires, was the only man who challenged the no. 301 Mini until the end (finally losing by 35 minutes). Only a stage victory could have made the South African 2009 winner of the Dakar's performance even better.
Nani Roma, on the other hand, did take stage 9. However, the 2014 champion's dreams of overall glory were already shattered, as his supposedly ultra-reliable Mini suffered a mechanical a few kilometres into the opening special. The Spaniard ended up rolling out of the rally with four days to go, just like Carlos Sainz during stage 5. With the former WRC champion gone, Stéphane Peterhansel was left to fly the Peugeot colours alone in the rally comeback of the brand with the lion. The Frenchman's bid for glory failed and he had to settle for bringing his 2008 DKR to Buenos Aires, just like Cyril Despres in his baptism of fire on four wheels. Orlando Terranova was also disappointed in the 2015 edition, but even though he was knocked out of contention in stage 4, he set an infernal pace throughout the rally. The Argentinean grabbed four stages and would have probably been a strong contender for the overall win with some more luck. Lady Luck was just as mean to Yazeed Al-Rajhi, who produced an awesome performance until stage 11, which he never even managed to start due to a mechanical problem a few kilometres before entering the special. The Saudi winner of stage 8, who was sitting third overall before withdrawing from the rally, will be worth keeping an eye on in 2016. Al-Rajhi's pain was Krzysztof Hołowczyc's gain, as the Pole celebrated his tenth participation with a much awaited podium place, 1 h 32′ behind the unassailable Al-Attiyah.
In the quad category, Rafał Sonik finally tasted glory in his sixth Dakar start, following four top 5 finishes. The Pole hit the ground running, but he spent a big chunk of the rally battling Ignacio Casale, who was determined to make it two in a row after his brilliant victory in 2014 —Chile's first at the Dakar. Casale won the first two stages and put his cards on the table, locked in a fierce battle with Sonik until a mechanical problem in stage 10 sent him home. The same special also eliminated Sergio Lafuente, opening a gap of almost three hours between the leader and second-placed Jeremías González Ferioli, who grabbed his first special at the young age of 19! Christophe Declerck's two amazing stage wins thrust him into the limelight as the only French stage winner at the 2015 Dakar.
Finally, Kamaz's grip on the truck race remained as strong as ever. The Russians were light-years ahead of the competition, pulling off a jaw-dropping 1-2-3-4 in the general classification! Hans Stacey's win at the wheel of his Iveco in the first stage may have seemed a bad omen for the Russians, but despite racking up four stage wins, the Dutchman was left in the dust as Ayrat Mardeev and Eduard Nikolaev duelled for the overall. Nikolaev won six stages and halfway through the race seemed on track to repeat his 2013 victory, but a calamitous stage 7 forced him to chase after the super-consistent Mardeev. In the end, Nikolaev simply ran out of road as he lost to his fellow countryman by 13 minutes in Buenos Aires. Ilgizar Mardeev's son made amends for his second place behind Nikolaev two years ago, while 2014 champion Andrey Karginov took the bottom step of the podium.
MACCO MOTORS THE HUSTLER
The reborn Hinckley Triumph company was growing at a steady pace by the end of the ’90s. As the century was closing out they had a triple whammy of retro-cruiser styled bikes with which they attempted to breach the American market. The Thunderbird, joined by the Adventurer and in 1998, the Legend, paved the way for the new Triumph leaning on it’s legacy; and in many ways the Hinckley Bonneville range that was to appear a few years later.
Like all Triumphs of that era, the modular engine and chassis layout was modified to suit the bike’s specific purpose; but they all shared a common 77mm spine frame and liquid cooled 3 or 4 cylinder power unit. Other than some of the rarer models, any of the T300 bikes now make great donors at exceptional value for money. And in this author’s opinion you should all go and buy them so prices skyrocket… Ahem.
Tito and Jose of Macco Motors noticed just that and, with the request for a brawny cafe racer, turned their heads a little sideways in the search for a suitable donor. Rationalising the shortlist and taking the plunge led to them having a 14 year old Triumph Legend in their workshop. This satisfied Istvan, the client who’s brief was for something with a bit more punch than the Bonneville manages to pump out.
The most cruisery of the Triumph’s ’90s offerings, would mean a little more work than just tarting up a Thunderbird Sport. But with the quality suspension and the classic tank providing curvaceous lines, the challenge was accepted. Plus the Legend represents greater bang for buck over it’s siblings. And so work on ‘The Hustler’ began.
First up was to alter the stance of the bike, for a quintessential cafe look the standard 17″ front wheel just wouldn’t do. A 19″ item from a Bonneville was drafted in, spindle and spacers altered to fit between the Showa forks. The rear wheel worked just fine, and both were stripped, powercoated and rebuilt with stainless spokes for contrast. This pairing allowed fitting of a Pirelli Route MT66 110/90/19 up front and a Bridgestone G548 160/70/17 out back.
The increased inches up front sat the rear of the bike down further so the subframe was subtly modified to sweep back up toward the tank, gaining a looped rear end at the same time. That rounded rump aesthetically now ties in much closer to the tank.
A one-off Macco Motors seat stretches the length of the subframe, clad in tuck and roll black vinyl there’s plenty of room for two. With a barrow load of early ’90s electrical gubbins to hide, a new battery box was fabricated to live below the seat. Along with the book sized CDI, the relays, fuses and Lithium cells have a new place to call home. Thankfully, the cooling reservoir was already hidden under the tank by Triumph, a neat solution to a potential headache on a watercooled bike.
It’s that tank that catches your eye; Macco really have a knack for creating sleek, classic paintjobs for their bikes. The deep red, grey and black scheme, picked out by white pinstriping lifts the whole bike, the detail swooping around the riders knee scallops.
Turning to rider ergonomics, new footsrests draw the rider’s legs back a touch, making the stretch to the inverted Tarozzi clipons more palatable. Right way up, the new bars created a riding position a little extreme for this side of a purple babygrow, but flipped over, they were bent-elbow right for Istvan.
Moving from riser bars to clip ons left unecessary mounting holes in the top yoke though, nothing a quick blast of weld couldn’t fill. Ground back and brushed flat, after a coat of satin black you’d be none the wiser; redundant functionality be gone!
With the overbearing presence of Meriden-built reliability casting a shadow, the reborn Hinckley operation ensured that the build quality of it’s early bikes erred on the side of over-engineered. The 885cc engines were solid, reliable powerplants and in the Legend incarnation put out a useful 70 bhp and gobs of torque.
Factory finish crackle black paint on the engine is exceedingly hard wearing, meaning other than a service and a scrub, there was no reason for Macco to go digging through it’s innards. It was treated to some easier breathing. The convoluted airbox assembly was cast aside and replaced with a brace of K&N’s; alongside a thorough setup with a DynoJet kit.
Biltwell grips and bar end mirrors butt up against the original handlebar controls, no awkward thumb stretching for misplaced switches here. Lighting up front is taken care of by a quality 5″ 3/4 LSL headlight, now tucked up under the ignition and mini indicators peer around the sides of the stanchions. The cats eye rear light and number plate bracket hang off the end of a heavily chopped original rear mudguard. In contrast, the front is a custom fibreglass piece; Macco Motors must be commended to maintaining much of the daily functionality of the bike without compromising the lines.
Now I may be biased, but I reckon that the sonorous bark of the early 885cc triple is up there with some of best motorcycling noises around. The wrapped standard headers on The Hustler launch the gases out through a pair of blacked out Dunstall rep silencers to what I know is a semi-inducing roar. This also negates the need for a rev counter, a solitary speedo gives all the necessary information; you’ll know when to shift when you reach ear-gasm.
As can be seen in the atmospheric photos, The Hustler looks planted. Despite the radiator and mono shock, the classic lines shine through showing that air cooling and twin shocks are not prerequisites for a retro ride.
The Spanish duo can be contacto’d via their Website or Facebook page and be sure to follow their rather lovelyInstagram account as well, for sneak peaks, build pics and other behind the scenes goodies.
Thanks must also go to Sergio Ibarra from Semimate Agency for the beautiful photos.
via The Bike Shed
Legendary names react to Norman Dewis’s OBE
In response to legendary British test driver Norman Dewis being awarded an OBE by the Queen on New Year’s Day, Jaguar has released a short film with anecdotes and accolades from some of the biggest names in motorsport history…
The Queen has paid her tribute; we’ve paid ours – now it’s time for Sir Stirling Moss, Sir Jackie Stewart and others familiar with Dewis’s work to explain why he so deserved his recent Order of the British Empire.
Video: Jaguar
‘97 Harley XL1200C – Quentin Vaulet
It’s been four months an a brand new wall calendar since the last AMD World Championships in Cologne, and yet we’re still turning up some genuinely great bikes that were previously hidden deep within the winning ranks. Here’s one from Belgium that’s been handcrafted in a basement by a Mr. Quentin Vaulet, or as he likes to call his nocturnal garage adventures, “Charging Lion”. “It’s a personal project (and a pretext) for which I completely surrender myself to the creation of motorcycle”. Fitting then that this, his latest bike, is called “The Thief”; by the looks of it, she owes Quentin more that a few hours. Much more.
“My name is Quentin Vaulet. I’m 29 and I’m an architect from Belgium. I am not a professional builder, I’m just a passionate bike lover. It was my grandfather who taught me to love metal; the smell, the feel. I work alone in my basement where I founded Charging Lion.”
Quentin bought the bike secondhand in 2013; he was searching for a XL1200C with carbs as he wanted to work on an affordable Harley twin. “Sportsters are a good compromise and I think they have an interesting geometry. It seemed to me that the overall line of the bike could be improved by changing the rake, reducing the length of the forks about 4 inches and stretching the back a little”. This way, Quentin would be able to work with two 16″ wheels while still maintaining the ‘horizontality’ of the machine. “For me it’s the perfect visual balance for an old school Harley Davidson bobber.”
“For me it’s the perfect visual balance for an old school Harley Davidson bobber.”
Quentin’s creative concept was to achieve a “retro-futuristic” bike by trying to think as if he were a bike designer in the 1920s. “It’s the opposite of conventional thinking. Instead of thinking how I could make a vintage motorcycle out of a new bike, I began to think how I could design a futuristic motorbike if I were using the resources and ideas available to someone from the ‘20s. Needless to say, most of the new components were made by hand to stay true to this idea”.
Work started with the frame. The original rear was dumped in favour of a bespoke hardtail that tweaked the geometry of the bike by stretching it 2 inches and lowering it by about 4. “Then for the forks and bars, I dumped the original shocks and made up a new set of springers. But the really interesting thing about the forks is the top triple tree. I wanted to lower the handlebars as far as possible, so I decided to weld them directly to the top triple tree. They are made from 6 pieces of tube and I used a classic scrambler shape for inspiration”. Great pains were taken to get all the fiddly bits inside the ‘bars, and Brooks leather grips were added to finish things up nicely.
“Wheels? I used two old shovel hubs with some black aftermarket rims and Avon Speedmaster MKII tires to get a classic, hot rod look. The front light is an old CEV moped headlight; I love it because its size is perfectand you can put a speedo in it. I made lots of mods so I could put the Harley reflector system in it AND a Harley speedo as well. I worked on a mounting system which would complement the headlight’s shape. The rear light is a classic Ford duo lamp”.
Quentin put lots of time into re-shaping the aluminium engine cover to make sure he reduced the rather heavy visual impact of the stock item. The primary cover comes from EMD and the air filter is a Velociraptor from Kuryakyn.
“The next job was to get all the wiring inside the frame. Headache! Got there in the end, though. The electrical box below the seat is made it with an old gas mask box that I found in a flea market. The battery, CDI box and the like are all made by hand to fit the frame as cleanly and be as minimal as possible.”
“The gas tank is a Cole Foster design. He’s a man whose work I really like. Big influence. The oil tank is a CB750 aftermarket unit with a cool speedster-style that I adapted for the Sportster’s oil capacity”.
“The aluminium rear fender was a handmade piece ordered from 7 Metal West in Milwaukee; the leather solo seat was handmade by Rich Phillips in Saint Louis.”
To wrap things up, the frame, boxed, fork and the gazillion other little pieces were powdercoated in black and all the bodywork pieces were sprayed in a colour called Frozen Bronze. “And yes,” says Quentin, “there’s no front brake. It’s a classic, clean bobber so I didn’t put one on. Whatever. The rear one is an adapted Harley Sportster unit”. Touché.
via PIPEBURN
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