mercredi 4 mars 2015
True Adventure – Episode 2 / Live Unlike The Others
As humans, we have always felt the urge to explore the far reaches of our planet. To discover exotic lands and to have incredible adventures. Whilst this urge exists, Honda will continue building the motorcycles that enable people to live their dreams. #trueadventure / Join the adventure; http://myjourneys.com/gallery/trueadv...
Team GO&FUN KTM Kapriony
The team KTM LC8 Kapriony was born in 2014 with the clear intent to race in rallies using big bikes. Why? Because they’re fun! Riding a big bike is much more difficult, but also a pleasure on long distances. And usually they’re reliable. We’re a group of five people who founded the team and all of us are riding the Dakar winner motorbike KTM 950 Adventure/Rally. Everybody remember what Fabrizio Meoni has done with his creature and we’re inspired by him. We made this movie to celebrate the first year of activity. In 2014 we took part in Tuareg Rally, Hellas Rally, Albania Rally, Serres Rally and this year we plan to do more
This Ferrari 512 M Changed the Racing World Forever
When the Sunoco Ferrari 512 M first appeared at Daytona in 1971 it was a revelation. Manned by a dream team that included owner Roger Penske, chief mechanic John “Woody” Woodard, and drivers Mark Donohue and David Hobbs, the car combined Ferrari’s pedigree with Penske’s legendary attention to detail in everything from his crew’s uniforms to the polished wheels. Slated to run at Daytona, Sebring, Le Mans, and Watkins Glen, this 512 M was the odds-on favorite every time the Penske team rolled it onto the starting grid.
In a historic run of bum luck, however, the car never won a single race.
Debuting at the 24 Hours of Daytona, Donohue put the 512 M on the pole. Just before midnight, however, Vic Elford blew a tire on his Porsche 917 and in the ensuing slowdown, Charles Perry and his 911S ran into Donohue and the 512 M. The Penske crew taped and patched up the car as best they could and watched Donohue and Hobbs fight their way back to a third place finish.
Next up was the 12 Hours of Sebring, where the 512 M was once again on the pole. In the fourth hour of the race, away from photographers’ cameras, Pedro Rodriguez, driving a Porsche 917, rammed Donohue multiple times, sending the Ferrari into the pits for repairs. Once again, the pit crew managed to get the car back on the track, where it finished sixth.
Shipped to France for the Le Mans 24 Hours, the Ferrari 512 M was considered an underdog against the long-tailed Porsche 917s, which had a speed advantage over the Ferrari. Alas, the Sunoco team barely got a chance to prove itself: the 512 M retired with engine failure on Saturday evening.
Finally, it was back to the United States for the Watkins Glen 6 hours. Donohue was leading in the 54th lap when a broken steering knuckle sent him into the pits and out of the race. The Penske team came back the next day to run the car in the Watkins Glen Can Am race but the car’s original racing days were over.
Despite its misfortunes on the track, the Sunoco Ferrari 512 M and the team that ran it remain among the most important racing stories of the 1970s. At a time when racing teams paid little attention to “spit and polish,” Roger Penske demanded that his cars and his teams be precise, disciplined, and spotless. Remove bad luck from the equation and this insistence on excellence would’ve paid off. As it is, it still changed the world of motorsports, as other teams quickly realized that they would have to change their own operations if they hoped to compete successfully in the long term.
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WRC, Mexique : Complètement à l’Ouest !
Le WRC est à l’Ouest ! En effet, au Mexique, le Championnat du monde des Rallyes FIA 2015 atteint le point le plus occidental (101° Ouest) - et le plus élevé (2781 mètres d’altitude) - de la saison.
Après le Nord, l’Ouest… Mais beaucoup pensent que les concurrents du WRC avaient atteint l’endroit le plus septentrional de la saison au point stop de Rojden - 60°29.433’ de latitude Nord – lors du dernier Rallye de Suède. Faux. C’est au Rallye de Finlande, en août prochain, que le WRC sera au point le plus septentrional de l’année, Jyvaskyla se trouvant sur le 62° parallèle nord.
En revanche, ce week-end, à Leon de los Aldamas, le Championnat du monde des Rallyes FIA va bien toucher son point le plus occidental de la saison. Le parc d’assistance du Rallye du Mexique se trouve à 101°39.436 Ouest. La spéciale la plus à l’Ouest de l’année sera Guanajuatito (ES19), dont le départ se trouve au-delà du 101e méridien ouest.
Au Rallye du Mexique, les concurrents du WRC vont également atteindre l’altitude la plus élevée de la saison. La spéciale d’El Chocolate (ES4/8) passe à 2781 mètres et ses 44,13 km se situent à une altitude moyenne de 2520 mètres.
En Argentine, le WRC atteindra son point le plus austral à Merlo, province de San Luis à 250 km de Cordoba, où se déroulera une nouvelle Superspéciale (32°sud). C’est évidemment en Australie, à Coffs Harbour, que nous serons le plus à l’Est (153°), en septembre prochain.
Altitude, décalage horaire avec l’Europe (-7 heures), températures élevées et longues spéciales : le Rallye du Mexique est éprouvant physiquement pour les équipages.
‘77 Honda CB550 – ‘Blacksquare’
Great Britain and the United States of America have a proud history of building on each other’s innovations to move the whole of Western Civilisation along. While English minds may have created the industrial revolution, it took Henry Ford to crystallise the whole thing in mass production for the people. And while (arguably) it was Elvis who recorded the first Rock ‘n’ Roll song, it was clearly The Beatles and the Stones who perfected it ten years later. Then along comes New Jersey’s Kyril Dambuleff and his associates, who have managed to create ‘Blacksquare’ – one of the most beautiful, and one of the most British-looking bikes we’ve seen in a month of high tea Sundays. Philip Vincent, eat your jolly heart out.
The Blacksquare was based on a 1977 Honda CB550, and as Kyril puts it, “it was built with the objective to optimize form and function and to maximize the power to weight ratio.” In other words, their mission was to create a custom motorcycle that was elegant, simple, light and fun to ride. “The solution was a minimalist approach and to make sure we really paid attention to the details. Everything that is not essential for the machine to run has been eliminated.”
“There are no instruments. No mirrors. No front fender. No switches. No blinkers. No conveniences. No luxuries.”
“A headlight, tail lights and a license plate holder are all present and functional since they are required by law. The motorcycle is street legal.” Only the frame, engine, front forks, rear wheel hub, and side covers were retained from the ‘77 original. All the other components were either custom-made or custom-fitted, and that’s probably why it looks so damn good.
Aluminum, brass and stainless steel were used for all new parts, including the foot pegs, clutch and brake pedals, seat pan, brackets, velocity stacks, exhaust pipes, wheels and spokes, along with many other parts forged during nights hunched over a cold, metal lathe somewhere in Jersey. As a result, bike’s weight was reduced to a total of 170kg/375lb, down from the factory wet weight of 192kg/423lb.
Add a rider to the scales and you’re getting close to the magic 1cc-per-pound benchmark. That’s as good as a late-model 911 Carrera 4 and unlike the Porsche, riding this bike around town won’t make you look like your local bank manager undergoing a mid-life crisis; it’ll just make you look cool.
Kyril wears his gasoline-pumping heart on his sleeve when it comes to his influences. “This project was inspired by the works of talented custom motorcycle builders such as The Grave Crew, Falcon Motorcycles, Raccia Motorcycles, and many others. And it would have been impossible to complete without the help of many mechanics, machinists, welders, painters and other craftsmen.”
Did someone mention attention to detail?
“Building a custom motorcycle is a hell of a lot of fun, but it is a long process, too. It took me more than 2 years to finish.” In an attempt to help out some of his fellow aficionados and builders, Kyril took the time to note down some of the build’s finer details.
“The frame has a trimmed tail section. I removed the passenger foot peg supports, kick stand bracket, centre stand brackets, seat hinges and seat lock, and added new mufflers support panels and a kick stand bracket.”
“The engine is the original ‘77 HONDA CB550 unit, completely rebuilt with all-Japanese OEM parts. The carbs were treated similarly, but with the addition of a custom brass shaft for the main stay and brass velocity stacks by Steel Dragon Performance.”
“The tank is a BCR ‘Dolphin’ model. The rubber is by Avon and spokes are by the Devon Rim Company. Rear shocks are Hagon units, and the exhaust is a custom-made stainless set-up with Emgo tulip-shaped mufflers. The tail lights are refinished antique units with new Lucan glass lenses, and the battery is a Ballistic Evo-2 unit.”
via PIPEBURN
HAPPY LANDINGS: CLOCKWORK’S CB750 CUSTOM
Samuel Guertin used to spend his days wrenching on choppers—the kind that fly. But after a decade working as a helicopter mechanic, he decided that customizing cars and bikes was more fulfilling.
So he changed his flight path and Clockwork Motorcycles was born, with a base in the countryside half an hour east of Montréal, Canada.
This CB750 custom is called Fury, and it’s Clockwork’s fourth build. “When I found the donor—a 1971 model—it was pretty funny to look at,” explains Samuel. “It was a weird, failed attempt at a gothic bobber-slash-chopper. It deserved better fortune.”
Samuel decided to make the CB750 a little more chunky and curvaceous. It was time for a well-judged series of subtle nips and tucks.
That meant shortening the frame at the rear to a more bobber-esque length, while the swing arm was extended by two inches and hooked up to a pair of Progressive Suspension rear shocks.
The extra visual bulk required more meat up front, so Samuel has installed a set of Suzuki GSX-R600 forks. They’re non-inverted units for a more period correct feel, and fitted via a custom-made aluminum triple tree and front hub. The GSX-R also donated its front brakes—now fed by a Nissin master cylinder via braided stainless steel hose.
The modified oil tank (below) is an especially neat touch, appearing at first glance to be a stock side cover. There’s custom fabricated panel on the lefthand side to match.
The wheels are 16-inch Harley-Davidson items, laced with stainless steel spokes and nipples, and wrapped in Firestone Deluxe Champion rubber. (Samuel knows he’ll get flack from some quarters for his tire selection, but that’s okay).
For the seat, he settled on a shape that would complement the bike’s beefy new demeanor. Ginger at New Church Moto was responsible for the upholstery: a classy mix of leather and suede.
Clockwork’s mods are more than just cosmetic though. The engine has been completely stripped down and rebuilt, fitted with CNC-cut valve seats and bored out to 836cc with a Wiseco kit. A stunning set of Keihin CR29 race carbs handle the fueling, with a four-into-one stainless exhaust system providing the soundtrack.
Samuel has thoroughly reworked the wiring too, with a full Motogadget installation that includes the m-Unit control unit, a Motoscope Tiny speedo, m-Switch handlebar switches and an m-Lock keyless ignition. It’s all powered by a small Lithium-ion battery stashed in a hand-built electronics box.
The cockpit is equally tidy, with custom-bent clip-ons, leather-wrapped grips and a small headlight. Bullet turn signals were installed, and the quirky taillight is from Prism Motorcycles.
When it came to the CB750’s final paint scheme, Samuel had little interest in bright colors or complex designs. “I didn’t want anything flashy or shiny to steal the show,” he says. “It’s all about lines, shapes and curves—so all the colors are muted tones.”
The final color scheme is sublime, flattering the Honda’s brawny new lines just as intended. Monsieur Guertin has certainly found his calling, and thankfully it’s nothing to do with choppers.
Clockwork Motorcycles | Facebook | Instagram | Images by Photos by Cimon B Photography
via BIKEexif
‘Flying Dutchman’ – Janus Motorcycles
Written by Martin Hodgson.
Over the last decade we’ve seen the return of the Café Racer, the Tracker, the Bobber, the Scrambler and many of the bikes that dominated the scene in days gone by. Now the renaissance is taking its logical next step, a return of the small motorcycle companies building limited runs of handcrafted motorcycles that mirror the customer’s desire for vintage flare. One such start-up is Indiana-based Janus Motorcycles who, in the spirit of Harley Davidson and Norton, are reviving the small to big approach with an unwavering belief in quality manufacturing.
In the days of old, new models were often developed when a customer approached their local small manufacturer of choice and asked them to make radical changes to an existing model they’d seen out on the road. This is exactly what happened with the bike you see before your eyes. When a Janus customer approached the company with a desire to purchase the Halcyon 50 model, he added that he also wanted a sidecar version. Oh, and any chance of delivery in 6 weeks? As Richard of Janus explains, “we almost couldn’t believe he was serious… of course we took the project.” Immediately the team set to work. Knowing the extra weight would require more power, a 75cc Gilardoni cylinder kit was fitted and the 6 speed box gives plenty of ratios for various conditions.
Given the short time frame for the build, it was decided it would be more time efficient to order in a sidecar frame and chair. Sadly not only did it arrive late, but it was also in terrible condition so the Janus team set about welding, machining and repairing it until what they had was perfect. The sidecar features a Janus fender, a machined hub that was laced up to one of their wheels and then a custom luggage rack to suit. The interior of the car is a thing of beauty; lush burgundy leather covers the seats and armrests as well as the saddlebags, solo seat, and battery cover on the motorcycle. While the carpeting is vintage automotive-style in a grey with black padded sidewall upholstery.
Giving the car an almost 1930’s fighter plane feel is the custom aluminium dash complete with toggle switches for the auxiliary lights, interior map lights, and a cigarette lighter charging unit. While on the outside there are auxiliary fog lights, and a marker light to the front of the sidecar as well as an amazing old vintage horn that can be operated in tandem with the motorcycle horn by either the rider or monkey. While the customer also requested a hand-operated ‘roadbook holder’ which was sourced from Billet Innovations (Lawrence of Arabia, eat your heart out) and a fuel cap featuring the customer’s Flying Dutchman logo.
The bike itself is primarily a standard Halcyon 50, resplendent in custom vintage styling wherever you look and how can you not love that tank; Brough Superior-style at a mere fraction of the cost. Some modifications were made to accommodate the sidecar including stiffening the front suspension and adding a steering damper to assist with the increased forces of the sidecar. But for the most part what the addition of the sidecar highlights is just how well Janus Motorcycles build their bikes in the first place; meticulous design, intensive R&D and exceptional bespoke manufacturing mean even such a monumental change to the bike was not a problem for the Janus team.
Note ‘Flying Dutchman’ logo on cap and roadbook holder
“To the pub ol’ boy and give it the beans.
I fancy myself an ale or two…”
I fancy myself an ale or two…”
On the street Janus motorcycles already catch the eye; a far cry from the modern plastic adorned machinery that fills the traffic lanes, but with the addition of the sidecar. “Our bikes already attract a good bit of attention on the road, but it was unbelievable how much attention the sidecar got from both motorcyclists and automobile drivers.” And who can blame the passes by? It takes us back to simpler times of brilliant men in small workshops, motorcycle trips down country lanes and buzzing along in sidecar comfort. I can’t help but picturing myself turning to the rider and commanding “To the pub ol’ boy and give it the beans. I fancy myself an ale or two and this afternoon sun has me parched like Lawrence in the Arabian sands.”
For Janus Motorcycles this is just the beginning. They’ve proven their wares and now the firm have two new models on the way, the Phoenix 250 and the Halcyon 250. Looks like the industry is in good hands and while everything that is old is new again, the future for Janus looks very bright indeed.
via PIPEBURN
Les premières Mercedes-AMG GT3 livrées dès la fin de l’année
par Laurent Mercier (Endurance-Info.com)
Basée sur la Mercedes-AMG GT, la nouvelle Mercedes-AMG GT3 sera dévoilée dans quelques jours à l’occasion du Salon de Genève. Après une phase intensive de tests, la remplaçante de la Mercedes SLS AMG GT3 sera livrée aux premières équipes clientes dès la fin de l’année.
« Nous entrons dans un environnement concurrentiel âprement disputé avec la nouvelle Mercedes-AMG GT3 » indique Tobias Moers, président du conseil d’administration de Mercedes-AMG GmbH. « Le haut niveau technologique et les règles de course nous incitent à pousser pour prendre la pole positon avec notre nouvelle voiture de course réservée aux clients. On ne peut faire preuve de crédibilité sur son ambition que si l’on bat les meilleurs dans le jeu. »
La Mercedes-AMG GT3 va rejoindre d’autres nouvelles GT3 telles que l’Audi R8, la BMW M6 GT3 ou la Porsche 911 GT3-R. Pour cette AMG GT3, Mercedes a opté pour un centre de gravité le plus bas possible, une parfaite répartition des masses et une largeur imposante. Cette configuration garantit une précision dans les virages, une accélération latérale élevée, une bonne agilité et une faible inertie à changer de direction le plus rapidement possible.
Le look de la AMG GT3 se veut agressif avec ses grandes prises d’air et son imposant diffuseur. Comme la version routière, le modèle de compétition est équipé d’un châssis en aluminium très léger mais extrêmement rigide afin d’offrir une meilleure protection au pilote. La fibre de carbone est présente dans beaucoup de domaines : capot moteur, portes, ailes avant, parois latérales, jupes latérales, diffuseur, couvercle de coffre, etc…
Le moteur AMG V8 de 6,3 litres de la SLS AMG GT3 a été conservé, l’auto étant équipée d’une boîte de vitesses séquentielle à 6 vitesses montée sur l’essieu arrière. La suspension est à double triangulation.
Avant de voir les AMG GT3 en compétition, les SLS AMG GT3 vont faire face à une forte concurrence dans les différents championnats. Black Falcon a déjà remporté les 24 Heures de Dubai. DragonSpeed et Black Swan Racing défendront les intérêts de Mercedes en Pirelli World Challenge. Black Falcon, Car Collection, ROWE Racing, GDL Racing, Hofor-Racing seront en piste sur le continent européen. De nombreuses SLS AMG GT3 rouleront en Asie, aussi bien en GT Asia Series qu’en SUPER GT.
Reste maintenant à connaître le prix de la bête…
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