Une toute petite route de montagne à moto

Prendre une petite piste de montagne à moto par motojournalbuzz

24 Heures Motos : Kawasaki SRC en pole provisoire / Kawasaki SRC on provisional pole

A l’issue de la première séance d’essais qualificatifs des 24 Heures Motos, Kawasaki SRC est crédité de la meilleure moyenne en 1.37.221. Le YART, Honda Racing, le SERT et BMW Motorrad France Team Penz13.com complètent le Top 5.

L’équipe Kawasaki SRC a dominé la première séance d’essais qualificative des 24 Heures Motos qui s’est déroulée en fin d’après-midi sur le circuit Bugatti du Mans. Rapides et homogènes, Grégory Leblanc, Matthieu Lagrive et Fabien Foret ont signé le meilleur temps moyen en 1.37.221. Matthieu Lagrive (1.37.125) et Fabien Foret ont bouclé le tour le plus rapide de leur série respective. La meilleure performance de cette première séance revient à Fabien Foret, en 1.36.900, seul pilote à avoir roulé sous la barre des 1.37.

Relégué à 0.591 seconde des polemen provisoires, le YART (Silva, Morais et Neukirchner) s’est hissé à la deuxième place avec une moyenne d’1.37.812. Honda Racing (Da Costa/Gimbert/F.Foray) occupe la troisième place provisoire avec un temps moyen d’1.38.044. Le SERT (Philippe/Delhalle/Masson) est quatrième (1.38.409).

Auteur du meilleur temps lors des essais libres, BMW Motorrad France Team Penz13.com (Reiterberger/Jones/Pesek) se classe cinquième de cette première séance qualificative malgré le tour le plus rapide de sa session de Markus Reiterberger en 1.37.149.

Deux équipes engagées en catégorie SuperStock s’intercalent en sixième et septième positions. Vainqueur de la dernière édition des 24 Heures Motos dans cette catégorie, le Qatar Endurance Racing Team devance le Tati Team Beaujolais Racing.

Bolliger Racing Team, National Motos et Louit 33 (Superstock) complètent le Top 10. Le Junior Suzuki Team (Superstock) se classe 11^ème devant le GMT 94 (1.39.566).

Les essais de nuit  à partir de 21h00 vont clôturer cette première journée. La grille de départ de la 38^ème édition des 24 Heures Motos sera définitive demain à l’issue de la deuxième séance d’essais qualificatifs qui se déroulera à partir 11h20.

First qualifying practice for the 2015 24 Heures Motos saw Kawasaki SRC claim the fastest average time, ahead of YART, Honda Racing, SERT and BMW Motorrad France Team Penz13.com.

Kawasaki SRC dominated Qualifying 1 at Le Mans-Bugatti, France, this afternoon. Its quick and consistent trio (Grégory Leblanc/Matthieu Lagrive/Fabien Foret) posted the best average (1m37.221s), with Lagrive (1m37.125s) and Foret (1m36.900s, the day’s quickest lap) each recording the fastest effort in their respective mini-sessions.

YART (+0.591s) was second with Silva/Morais/Neukirchner (average: 1m37.812s), chased by Honda Racing (Da Costa/Gimbert/F.Foray, 1m38.044s) and SERT (Philippe/Delhalle/Masson, 1m38.409s).

After topping free practice, BMW Motorrad France Team Penz13.com (Reiterberger/Jones/Pesek) ended up fifth, despite the 1m37.149s posted by Markus Reiterberger.

Superstock teams were sixth and seventh, namely last year’s class winner Qatar Endurance Racing Team and Tati Team Beaujolais Racing.

Bolliger Racing Team, National Motos and Louit 33 (superstock) rounded off the top 10, while Junior Suzuki Team (superstock) was 11^th, ahead of GMT 94 (1m39.566s).

Today’s action will close with the night-time session at 9pm local time and the grid for the start of the 24 Heures Motos will be decided after Qualifying 2 tomorrow at 11:20am.

PORSCHE CARRERA CUP FRANCE : De grandes ambitions pour les quatre pilotes du Sébastien Loeb Racing / Sébastien Loeb Racing : In the starting blocks for the win !

 by Sébastien Loeb Racing

Le Sébastien Loeb Racing espère bien conjuguer la victoire au pluriel en Porsche Carrera Cup France. Les ambitions relèvent en effet du titre au général, mais également des classements Teams et Gentlemen Drivers. Cette quête débutera ce week-end, sur les hauteurs de Lédenon, où la formation de Sébastien Loeb et Dominique Heintz aura à cœur de faire briller les quatre Porsche 911 GT3 Cup soigneusement préparées et confiées au carré magique Maxime Jousse, Joffrey de Narda, Christophe Lapierre et Roar Lindland.

Pour cinq petits points, et malgré trois victoires, trois pole positions et cinq meilleurs tours en course la saison passée, Maxime Jousse n’a pu coiffer la couronne tant convoitée. L’Azuréen, sorti d’une intersaison studieuse, est ainsi prêt, déterminé et impatient de reprendre le combat sur cette piste gardoise où il s’imposa en juin dernier.

« J’espère que nos résultats seront dans la continuité de la saison dernière et je suis heureux de recevoir pour la troisième année consécutive la confiance du Sébastien Loeb Racing. C’était une priorité pour moi de continuer avec cette équipe, parmi les plus professionnelles en France, et aucune autre », confie-t-il. « Si nous parvenons à gommer les quelques erreurs commises l’année dernière, il n’y a pas de raison pour que nous ne soyons pas de nouveau dans le match.

« Ces dernières semaines, nous avons organisé plusieurs journées de tests, dont les essais officiels Porsche, et nous avons travaillé sur les points à améliorer, notamment les qualifications en nous concentrant sur l’adaptation de la voiture aux pneus neufs. Les progrès ont été très encourageants. A Lédenon l’objectif sera au minimum de décrocher des podiums et marquer de gros points. L’équipe m’a reconduit pour viser le titre, il n’y a plus qu’à… »

Dans la catégorie Gentlemen Drivers, le triple champion Christophe Lapierre est avide de revanche et ne courra pour rien d’autre que la victoire afin de récupérer cette couronne dont il a été privé la saison passée. Mais comme au général, le Montilien rencontrera l’une des plus sérieuses adversités au sein de son propre team, puisqu’il sera cette année encore associé au très rapide Roar Lindland, le vice-champion en titre.

S’il découvrait les circuits lors de sa première campagne dans l’Hexagone avec le Sébastien Loeb Racing, le Norvégien en connaît dorénavant les spécificités. Et comme il le soulignait récemment : « Le but est toujours de faire mieux que l’année précédente donc après la deuxième place… »

« Je suis impatient de retrouver Lédenon. C’était un circuit difficile l’an passé pour une première, mais je l’apprécie beaucoup. Nous y avons été malchanceux mais j’espère pouvoir à nouveau démontrer notre pointe de vitesse et continuer à bien travailler avec l’équipe. Nous avons bien préparé cette saison, ici notamment, et je suis impatient de retrouver nos concurrents au championnat. On court pour gagner, mais c’est tellement serré… L’objectif sera donc avant tout de terminer le mieux placé possible. »

Le carré d’as de l’écurie de Soultz-Sous-Forêts entrera en scène pour les qualifications samedi 18 avril à 8h50, puis affrontera un peloton qui s’annonce comme toujours très relevé à 14h05. Ce coup d’envoi sera suivi le lendemain, dimanche 19 avril, par la deuxième séance qualificative à 8h30 et la seconde manche aux douze coups de midi. Une première étape dans le cadre du GT Tour à retrouver en live streaming, comme tout au long de la saison, sur le site internet officiel du Sébastien Loeb Racing.

The Sébastien Loeb Racing hopes for victory in its plural form as part of the Porsche Carrera Cup France. Indeed the team is not only aiming for the first place in the overall rankings but also for a B-class win and a Teams’ title. Their quest will begin at the week-end around the hills of Lédenon where the squad, co-founded by Sébastien Loeb and Dominique Heintz, will commit and do their utmost for the four Porsche 911 GT3 Cup to shine; four cars which have been carefully prepared and entrusted to the magic square that Maxime Jousse, Joffrey de Narda, Christophe Lapierre and Roar Lindland together constitute.

Despite three wins, three poles and five best lap times posted during last season’s races, Maxime Jousse ended up five points away from the highly-coveted first place. After a hard-working winter recess, the driver from the Côte d’Azur is now ready and determined, looking forward to fighting again on the track in Le Gars where he came first last June.

“I hope that our results will be in keeping with last season’s and I’m happy to receive the Sébastien Loeb Racing’s trust for the third year in a row. Continuing with that particular team, one of the most professional ones in France, stood as a priority for me”, he says. “If we manage to get rid of the couple of mistakes we made last year, there’s no reason for us not to keep up with the race. We’ve organised several test days over the last couple of weeks, including Porsche’s official practice sessions.

“We’ve worked on elements that required improvement, with a specific attention to the qualifying, focusing on how the car adapts to new tyres. The progress we’ve made is encouraging. The minimum goal in Lédenon will be to claim podiums and to score some important points. The team has reaffirmed their confidence in me because they want to aim for the title, so there’s only one thing left for me to do…”

Amongst his opponents will obviously be his teammate Joffrey de Narda. For his second “Cup season” the youngest driver of the competition – 19 years old – intends to reach further than a podium. And now that he is familiar with how the Porsche behaves on that rolling track near Nîmes, the ambitious young driver will more than ever aim for the front of the race.

In the B-class, three times champion Christophe Lapierre is hungry for revenge and will compete for nothing else than the first place, wishing to get back the crown that he lost last season. But just like in the overall rankings, the driver from Montélimar will race alongside one of the most serious contenders of his team as he will be fighting the super fast Roar Lindland, last year’s vice-champion.
While his first campaign in France with the Sébastien Loeb Racing was mostly about discovering the different tracks, the Norwegian driver is now familiar with all of their specificities. “And, as he was himself underlying recently : “the aim is to do better each year, so what can we expect after a second place…”

“I can’t wait to be back at Lédenon. It was a difficult track for my first go last year, but I liked it a lot. We were unlucky at the time there but I hope to be able to show our full power and maximum speed again and to continue on working well with the team. We’re well-prepared for this coming season, particularly here in Lédenon, and I am looking forward to getting back to the championship and to our opponents. We’re racing to win, but the competition is so keenly-fought… That’s why our primer goal will be to reach the best place possible.”

The four aces of Soultz-Sous-Forêts’s team will take to the track on Saturday April 18th at 8:50am for the qualifying before pitting against a tough pack at 02:05pm. On the following day, Sunday April 19th,  a second qualifying session will take place at 08:30am while the second race will begin on the twelve strokes of midday. This first round, as well as all of the GT Tour’s other races of the season, will be available on the Sébastien Loeb Racing’s official website.

Legendary Glemseck 101 – The No.1 Cafe Racer Event in Europe

Every year the wildest bikers meet in Leonberg. Have fun with the amazing documentary from2013' th legendary Glemseck 101. Meet Nina Prinz, Guy Martin, Connor Cummins and many many others!

Legendary Glemseck 101 – The No.1 Cafe Racer Event in Europe from Oliver Lozano on Vimeo.

Taking to the salt flats in a Ferrari 400 Superamerica

In 1962, several types of sports car entered the high-speed tests at Bonneville. One of them, just a few months prior, had been posing at the Geneva Motor Show. The owner of this Ferrari 400 Superamerica SWB convertible clearly wasn't too concerned about the effects of the salt...

Wash first, then add salt

Bonneville, 1962. Only a few months earlier in Geneva, the final version of the short-wheelbase Superamerica was presented, and then taken by air freight to the United States, where it posed once more before visitors – this time at the New York International Auto Show. Those who lovingly polished the Ferrari for its presentation would never have dreamt that the varnish they were applying would later be covered with a caustic salt crust. After all, the 400 Superamerica SWB was the most expensive convertible Ferrari in the manufacturer’s portfolio at the time. Its original owner, R. J. Stallings – a car dealer in his early retirement – obviously cared very little about any long-term damage he might cause, for there was no stalling him that day in Bonneville: he maxed out the Ferrari at the remarkable speed of 145 miles per hour.

Never again in Bonneville

Stallings kept his Ferrari 400 Superamerica (chassis number 3309 SA) for only a few more years, and the car changed hands several times before being temporarily taken back to Europe, where it was restored at Carrozzeria Fantuzzi, in Modena. Did the runs at Bonneville cause the chassis to rust? – We don’t know. Up until 2010, once the Ferrari was back in the United States, this rare Ferrari was part of Paul Andrews’ collection. RM Sotheby’s will auction it on 2 May alongside significant other members of the Andrews collection; the Ferrari 400 is shown with an estimated value of $7.0 to $8.5 million. Which poses the question, will the car ever take to the Utah salt again? We highly doubt it.

Photos: RM Sotheby's, Darin Schnabel © 2014 Courtesy of RM Sotheby's

Auctions | Cars

1962 Ferrari 400 Superamerica - SWB Cabriolet

EUR 6 626 278 - 8 046 195

GT TOUR: Sébastien Loeb Racing à la conquête du titre national avec ses deux équipages

par Sébastien Loeb Racing

Le Sébastien Loeb Racing reprend ce week-end les pistes du Championnat de France FFSA GT. Et plus particulièrement celle de Lédenon, dans le Gard, où les deux Audi R8 LMS ultra préparées dans les ateliers de Soultz-Sous-Forêts retrouveront le parfum de la compétition dans le cadre du GT Tour. Une saison 2015 marquée par de nombreux changements, dont le format avec des courses de 90 minutes, et dans la définition des équipages, dorénavant de trois pilotes par voiture.
Les trios Mike Parisy / David Hallyday / Philippe Gaillard et Lonni Martins / Christophe Hamon / Christian Bottemanne sont ainsi chargés de faire briller les couleurs du team. Cinq nouveaux pilotes parmi les six, mais un seul et unique objectif : rafler la mise qui a échappé d’un fil à l’effectif ces deux dernières années.

L’endurance prend tout son sens dans les épreuves françaises de Grand Tourisme, avec l’introduction d’un format de course d’1h30 – au lieu d’1h – qui mettra en valeur les qualités stratégiques des équipes. « Un nouveau challenge et une découverte pour tout le monde qui ne sont pas pour me déplaire », souligne Philippe Gaillard. « Je pense que les teams vont s’observer pour ensuite analyser et corriger ce qui doit l’être. J’ai toute confiance en nos ingénieurs qui ont d’ores et déjà prouvé leurs capacités dans ce domaine et qui planchent depuis longtemps sur le sujet. » De retour à la compétition cette saison, Gaillard est associé  sur la n°3 à un duo de choc rompu aux succès avec l’Audi R8 : Mike Parisy, vice-champion de France l’an passé avec le Sébastien Loeb Racing, et le très véloce David Hallyday, maintes fois victorieux au volant de la GT allemande, troisième en 2014.

« Ma dernière médaille dans cette discipline remonte à 2009, avec Mike, justement », poursuit Philippe Gaillard, dont la dernière apparition à Lédenon avait été ainsi récompensée. « Les évolutions entreprises depuis sur les voitures sont absolument fantastiques, en particulier autour de l’aéro. Les courbes se négocient à des vitesses bien plus élevées et on encaisse davantage de g. Les freinages sont plus tardifs et même par rapport à un modèle de 2012, on est dans un autre monde.

« Personnellement il va me falloir un petit temps d’adaptation, mais l’Audi est très plaisante à piloter et diablement efficace. L’équipe a « calé » une voiture très rapide d’entrée. Pour Lédenon, le niveau de la concurrence demeure pour moi une inconnue, mais mes équipiers la connaissent bien. Leur ambition sera donc clairement d’aller chercher la victoire. Et quand on connait les qualités du Sébastien Loeb Racing… J’ai hâte d’y être ! »

Dans l’habitacle de la R8 LMS ultra n°5 se relaieront Lonni Martins, un habitué de la Porsche Carrera Cup France, Christophe Hamon, en provenance de la même discipline, et Christian Bottemanne, qui a multiplié les expériences dans diverses disciplines. Un trio novice en Championnat de France GT, mais qui ne manque pas d’ambitions. « Tout le monde veut gagner, mais à la vue des essais récemment réalisés ensemble, j’estime que nous pouvons être dans le coup. Christian a énormément progressé, Christophe a de l’expérience, j’y crois », confie Lonni, 25 ans et capitaine de route, qui comme ses équipiers découvre l’Audi. « Je m’y suis adapté rapidement. C’est assez étonnant, car elle est techniquement très différente de la Porsche, mais très proche dans son comportement, sans les inconvénients comme l’usure des pneus, la position du moteur en porte à faux… Elle est ainsi moins sous-vireuse. A nous de faire le job maintenant. »

Pour les protégés de Sébastien Loeb et Dominique Heintz, le coup d’envoi des festivités sera donné samedi 18 avril à 11h18 avec les qualifications, suivies de la première course à 16h40. Dimanche 19 avril, les concurrents se retrouveront enfin à 14h00 pour se disputer de haute lutte la deuxième manche. Pour ne rien rater de ces deux épreuves explosives, rendez-vous sur le site officiel du Sébastien Loeb Racing afin de suivre en direct l’évolution des deux équipages du team

VDB MOTO H-1

Proportions are an interesting thing, you’ve either got it, or you haven’t. The Golden Ratio of 1.6180339 is often referred to as the scientific method of working out if someone has a perfectly pretty face, yes, some of us do actually focus that high up. This isn’t a new phenomena made up by pleb-dazzle celebrity magazines, some dude called DaVinci used to doodle multi-limbed people using this method.

VDB Moto are a builder with that uncanny ability to make things look just so. This successful attempt to reduce visual heft of 74 cubes has us in the ‘Shed office wanting ourselves some Milwaukee Muscle for this summer. In the meantime we are lucky enough to be basking in sunshine at the Bike Shed Paris so we’ll leave it to VDB’s Derick Van den Bussche to tell us the story of the build.

“The entire front end was ditched for a brand new set of Showa inverted forks attached to a set of custom aluminum triple trees made by our friend Mark at Crossroads Performance and increased stopping power given by a PM 6 pot caliper with a 13.5″ rotor, while at the rear a pair of taller Progressive shocks lifts the back end.

“The original mag wheels were swapped for a set of 18” spokes front and back for more of a classic look, and mounted to the usual Conti TKC80 that all together helped leveling the bike and adds some general height”.

“The engine breaths through a Boyle Custom air cleaner and in combination with the straight high pipes makes the V twin sound like a beast releasing the power through a chain in place of the original belt drive”.

“Given the overall new stance and height the Chainsikle rear set is now providing a great riding position sitting 4” lower than the original set up flowing perfectly with the feel of the enduro bars. We wanted to keep the front end as clean as possible so the mini switches were wired inside the handlebars, while the motogadget speedometer is mounted in the headlight bucket, and micro LED indicators are attached to the bar mounts”.

“The frame was shortened and a loop was welded with tabs for the rear indicators. Brackets were fabricated to hold the steel fenders and headlight while an aluminum mudguard in the wheel well and a skid plate under the frame were made for added protection”.

“The ignition key is now repositioned by the fuse box and a LED toggle acts as a kill switch next to it while the coil is now relocated in the battery box sporting a smaller Ballistic unit”.

“To finish the look we opted for a big old ’77 Hondamatic tank that was modified in order to fit the frame, then painted with a pastel Jaguar green that blends with the lines of the handmade brown ribbed leather seat”.

“The result is a functional and fun to drive Sportster with classic lines that can take you in every road setting”.

The Bike Shed Crew might be in Paris but VDB Moto are at the Handbuilt Show in Austin, Texas unveiling this wonderful machine. Check out his website or Facebook page for more.

via The Bike Shed

Erik Buell Racing Closed Its Doors With $20 Million In Outstanding Liabilities

Published by Cyril Huze (http://cyrilhuzeblog.com)

Erik Buell Racing closed its business this Wednesday April 15, 2015 and filed for protection from its creditors  in Walworth County Circuit Court, Wisconsin. With outstanding bills of more than $20 million and unable to pay them Erik Buell Racing had no other choice than to close the doors of its facility in East Troy. All the EBR’s 126 employees have been laid off. “We thought we had secured funding, but in the end, we were not able to get that funding in place. Therefore, we need to do the best we can under the circumstances for all parties in interest” said Erik Buell.

Erik Buell Racing was created in 2009 when Harley-Davidson decided to drop the brand to focus on its own motorcycles and to reorganize the company. He invested his own money and later received financing from Hero MotoCorp, the largest motorcycle manufacturer in India. A  judge will establish the final tally of assets and liabilities and place the company in receivership, trying to find a buyer for the company or selling assets to pay all or part of the creditors. The total amount of EBR’s assets is unknown at this time. Sad day for the motorcycle industry.

At Garage Novo in France, Ettore Bugatti's dream lives on

Garage Novo is unique: the only period-perfect Bugatti garage from the golden era of Ettore and the Grand Prix, and it’s lasted for three generations. Ask Bugatti connoisseurs: the Garage Novo is a legend, a reference point. Rémi Dargegen paid the Novo family a visit…

Step inside Garage Novo and you immediately think you are back in 1950, when Henri, the grandfather, created this place. Nothing has really changed; it’s all still about craftsmanship, about knowledge that has been passed from father to son amidst the smell of old grease, and traditional tools that are used to maintain and repair these rare machines. We met Jean, the father, and Frederic, the son, the two generations now working in this historic garage.

What’s your earliest automobile memory?

Jean Novo: When I was about seven or eight, my father took me on his knees to drive the Bugattis he had in the garage. He dealt with the pedals, and I looked after the steering!

Fred Novo: I don't know how young I was, but I remember going to Montlhéry, which is only a few kilometres away from the garage, with my grandfather.

Jean, what's the story of your father, Henri Novo?

When he was 14, he lived in Paris with his very modest family. One day, he heard the scream of a car driving incredibly fast in the streets. He turned his head and discovered it was a Bugatti. At this moment, he knew he wanted to work on these cars, so he went to Garage Teillac, one of the main Bugatti dealers in Paris, and began work that very day on a one-week trial as a trainee. He ended up staying for years. 

How was it at Garage Teillac? What did he do?

My father had a real predisposition for mechanics. He understood everything very quickly, and rapidly became fully operational on the cars. He was so good that the manager of the garage sent him to the Grand Prix to help customers who were racing at the weekends. It was very hard at the time: he worked seven days a week, with no account taken of how many hours he put in. Sometimes, customers’ cars would break down during practice and, when my father called his boss in Paris, the answer was always the same: “Find a solution so that Mr. X can race. Otherwise, don't come back to work on Monday!” So it was very tough, but it was all about passion.

And then what happened? How did your father start his own business?

When he left Garage Teillac, he went to work for some other garages. After the War, he was at a Bugatti/Lancia Garage in Paris, which also began to do Simcas and other popular brands. My father thought it was time to leave as he didn’t want to work on these other cars, and there were fewer and fewer Bugattis. But the garage had an amazing stock of Bugatti spares, and offered Henri the chance to buy them to create his own business. My father didn’t have the money immediately and, when he came back with it one week later, everything had been thrown out as scrap. That’s how people thanked my father at the time.

So, he created his first garage in October 1950 in Montrouge, near Paris, and then moved to Vitry-sur-Seine in the nearby suburbs. A few years later, he was evicted as various town councils needed room for their buildings... and so in 1968 he decided to go further, to near Montlhéry (where we are now), to open his garage. He worked here with us until the mid-90s.

What’s your view of Henri Novo’s work and career? 

Jean: He did an incredible things, working hard to save many Bugattis and we must be very thankful for that. He was a genuine self-made man, with an incredible inborn sense of mechanics and passion for his work. For him, it is as though the Bugatti factory never closed, and he’d speak about the ‘Maison Bugatti’ in the present tense: “How can the Maison build a part like this?!” He almost wanted to call Molsheim to explain how they could have improved some parts or set-ups... 30 years after they closed the factory. For him, ‘La Marque’ was still alive.

Fred: As my father says, he saved many cars, either buying them at the time they were seen as simply old, unwanted cars, or maintaining them for owners. Very few people in the automobile world did anything comparable.

Jean, how did you start working with Henri?

From a very young age, I would be with him in the garage and I remember grinding valves for hours. But I quickly learned to help him working on the engines. When I was 16, he gave me my first Bugatti. I still own it, and it’s in the garage: the Type 38A with a Lavocat et Marsaud body. I tried working at another company but felt I was in the wrong place, and returned here in 1982/83.

How do you see the Bugatti brand?

I have enormous passion for the brand. Once you’ve driven a Bug, you can’t settle for anything else.

And how is the business going?

Well, it has always been difficult. It's always hard to make a profit when your business is based on passion, but I have no regrets. We have such interested and interesting customers, who are always keen to see and understand what we’ve done to their cars, how each part is made, and so on.

So Fred, how did it start for you?

Well, I wasn’t in the garage as much as my father. I started coming more regularly when I was a teenager, but then I started a job as a technical salesman, selling printing stuff. I did it for a year, but I was pretty unhappy... so I resigned from that job, came back to my parents’, and started to work in the garage with my father and grandfather. And I never left. 

But you didn’t know that much about cars and engines?

Exactly! I had a great deal to learn, but I definitely had the best possible teachers. Thanks to my studies, I already knew some things about metal and I knew how to use a machine tool. I could mill and lathe, for example.

Why didn't you start earlier?

You know, I had this picture of my father and grandfather working very hard for almost nothing. I knew it was very difficult. And I didn’t have such a strong passion, maybe because they were so busy in the garage that we didn’t have the chance to do many rallies together. In 1981, however, all three of us went along to work at Ettore Bugatti’s 100th birthday anniversary rally and it was a terrific experience.  

And how would you describe your interest now? 

My passion for the work came on quite late, and arrived progressively, but in the end it felt natural. I like cars with a strong personality.

So how would you describe Bugatti cars?

They have many qualities but also many faults. But happily, more qualities than faults. It’s the combination of both that results in a harmonious car with an excellent personality.

Can you give us an example?

Yes. Some years ago, when there was less traffic, it was still possible to deliver cars to our Paris customers by driving them there on the road. On one occasion, I had just picked up a Type 57 Ventoux – excellent engine, good chassis, but still a big, heavy car and not easy to drive fast. At one point, I saw a car coming close in my mirror, and as this was the time when car-jackings had just started, I began to drive the 57 as it should be driven. The car behind became smaller in the mirror, but then it came back, faster, and very, very close. There were some roundabouts coming up and I decided I couldn’t risk the car being stolen, so I put the pedal to the floor through every roundabout, every curve... the 57 felt fantastic! But the car was still behind me. As I arrived in my village, a traffic light was red and so I stopped, and prayed. The guy behind drew level, lowered his window, and said, “Hey Fred, you're driving that 57 as you drive your 35 – you’re crazy! But it was great fun to follow you.” It was Jean-Pierre Beltoise...

How do you see your father?

I have enormous respect for him. He’s still working with consistency and speed at the age of 76. That’s impressive!

How do you see your work?

It's still a work of passion. There are no spare parts available, and you have to maintain, repair or restore cars in a way that complements the repairs of the last 30 or 40 years, sometimes with the techniques used in the 1960s and ’70s. So, when a car arrives for the first time in the garage, we never really know what will have to be done. But when it’s delivered back to the customer, it has the Novo touch – a sort of quality label. It’s the same with our friends Rondoni, from the South of France: such cars deserve excellent work.

To you, which is the archetypal Bugatti?

Jean and Fred: Either the Type 35, or the Type 44. A well-prepared Type 44 is a fantastic car to race, too.

And which is the ultimate Bugatti?

Jean and Fred: The Type 59, no question. Henri serviced one for many years in the 1950s, and we’d love to have one in the garage again.

So, it’s not the Type 45/47 with the H-engine?

Well, we’d be more likely to say it’s the most amusing Bugatti. Of Bugatti’s many experiments, this is one of the weirdest... so, in a way, it’s an ultimate example, yes.

What’s your dream car?

Jean: The Ferrari 250 SWB. The rear is wonderful and the engine melody is marvellous.

Fred: The Delage 15 S8 1500 Grand Prix that we regularly service here. The engine is fabulous and it’s a great car to drive.

 

Photos: Rémi Dargegen for Classic Driver © 2015

 

You can find modern and classic Bugattis for sale in the Classic Driver Market.