KEVILS BOMBER

If you were down in the smoke a few days ago for Bike Shed London 2015 you will have seen the Kevils quartet of customs in Quayside 1, just a few metres away from the bar. Handy. In the ‘Shed we refer to bobbers as the perfect hangover bike, something you can just swing a leg over, sit back and let the breeze blow away the fugg. For the concept to work you need a laid-back riding position and some proper clout between your legs. This is one of Kevils Speed Shop’s few goes at building a bobber as Kev has previously shied away from them and stuck to scramblers and café racers.

For this build Kevils teamed up with Clive Cook of Crobba Customs, famous for his BSA Bantam powered Butchers Bike (click the link and take a look, well worth it). Clive is a talented welder and fabricator and had been subcontracting at the Kevils Devonshire HQ before taking the plunge, sacking in a 10 year career as a commercial generator engineer to go it alone and follow his passion. Yup, the familiar story of the heart winning over the head and thankfully another person doing what they were born to do, in this case hand-making custom handlebars amongst other things moto-related.

Bobbers need to be clean, lean and low. One of the best ways to achieve this is to bin the springy bits and go hardtail, so that’s what Kev and Clive did, chopping the central spine out of the Beemer’s frame and running 2 tubes down to pick-up the rear axle. With the shaft-drive set level the rear frame was triangulated and welded in place. Nice and wide though to accept the 5.00 x 16 rear Avon Safety Mileage, after all, it’s that fat sidewall that’ll be soaking up the bumps.

To make a hangover bike work there’s no alternative for cubes, and the ’77 R100/7 motor is the full fat model sporting a set of Mikunis on pod filters and a free flowing exhaust. As per usual with a Kevils build the engine is completely stripped, refurbished and rebuilt using proper parts.

Obviously an RD350 tank wasn’t going to work here so Kev shaped a block of foam before fibreglassing it and handing it over to Paul the aluminium expert who rolled out and mirror polished this great shape. A bobber with a decent fuel capacity, who knew?

As anyone with an R-series knows, the forks are limited by the top clamp. To slam the front end of the Bomber a Kevils billet yoke with pinch bolts was utilised, which also allows a set of one-off Crobba Customs bars to be clamped to the remaining fork stanchion.

Clean and lean comes from perfecting the game of electrical hide and seek. Motogadget currently sell the best range of space saving gauges, so there’s one nestling in the headlight bucket along with the rest of the new, slimmed down wiring harness.

An off-the-shelf bobber seat was trialled but the curved shape just didn’t look right, so a café-style unit was fabricated, and upholstered in black leather. The kick-up at the rear should be enough to keep one’s bum planted once the throttle is cracked and five inches of rubber bite down hard, uninterrupted by suspension.

As with all his builds, Kev needed a name so chose Bomber, as play on words between a Beemer and a bobber. Lucky the donor wasn’t a Buell!

To keep an eye on new builds, order your dream custom BMW or buy parts of the shelf for a project head to the Kevils Speed Shop Facebook page or website.

Photos by Ashley Kent, via The Bike Shed

The Museum by MARTIN SQUIRES

A Short Film by Tom Rochester, documenting Martin Squires as he sketches a large scale ink painting for the 30th Anniversary of the National Motorcycle Museum, Birmingham UK.

The Museum from MARTIN SQUIRES on Vimeo.

ZAGATO’S EXTREME MOSTRO WAS BORN AT THE TRACK

Photography by Federico Bajetti Pulling the covers off of a brand new car is the most traditional way to present one—maybe with women standing next to the car. But can you do better than just eye candy? Absolutely, yes. To present the first "Mostro" (aka Monster), Carrozzeria Zagato didn't use any fabric or women. It choose the newly-restored internal test track of Alfa Romeo in Arese, gathered 30 cars from the past and present, and introduced the new car by letting it roar from the circuit past the waiting crowd. It wasn't presented to the general public, however: it was being delivered to its new owner! Before its public debut in Villa d'Este, the Mostro Zagato was presented a few days beforehand in an exclusive event where Zagato organized a group of its great cars: where else do you see a two TZs, a TZ2, the TZ3 Corsa, and other road-going racers lined up in a row? Plus: the only Aston Martin Centennial Shooting Brake, an O.M. Superba, an Alfa 6C 1750 SS, 2300, JZ, two SZs, one OSCA 1600, three 1900 SSZ, a Fiat 8V, and a Lancia Appia Zagato…our jaws dropped and stayed there for quite a while! We were told that it was just a friends' meeting via official Zagato invitation to Arese. During the event, all cars lapped the track in separate 15 minute sessions for each class: first were the pre war cars, then the post war ones, and lastly, the contemporary ones. First, we were offered a ride in a wonderful blue Giulia TZ, a rare model with a blue paint job and a Conrero-tuned engine. The owner revved it to 8,000 rpm and the sound it made was mind-blowing. The car was light, stable, and by the end of the main straight was doing almost 100 mph. We were told that it used to be an official car for the Alfa Romeo team in France (hence the blue color), and that it has been in the hands of the same owner for many years. After the first three track sessions, it was time for the moment were waiting for: the Mostro.

All of the guests and participants gathered close to Andrea Zagato, who after a brief speech turned our attention to the Mostro, roaring from the track. It was a scenic view, and the sight of an all-new race car was quite spectacular as it seemed to appear from nowhere. This particular model was inspired by the classic Costin-Zagato Maserati 450S "Mostro", an aggressive-looking berlinetta that was built for Stirling Moss to compete in the 1957 24 Hours of Le Mans. Based on the chassis #6 (4506) of the nine 450S built, the original Mostro used to be a 1956 car, redesigned and built in just two weeks. It was a conversion from the traditional barchetta body to a streamlined berlinetta, in order to have superior aerodynamics. Despite the incredible effort, the car never scored a victory, and it was sold in 1958 to an American customer. It was later repainted in black (apparently the original color was red) and converted to road use. After spending several years in a museum, it was sold and it is now in private hands. To celebrate this unique car, Zagato wanted to make a limited series inspired by the original design, but produced in 5 copies. While the original was moved by a 4.5 liter V8, the new one has a 4.2-litre V8 engine. The reason for this is because it is the only forced lubrication engine Maserati is currently producing. The new Mostro is made completely in carbon fiber. The chassis is a composite central tub made by Gillet Automotive of Belgium, and it has two additional steel structures in the front and back to support the engine, suspension and gas tank. Total weight is under 2000 lbs and the engine is good for about 450 horsepower. This is not bad in my opinion. What's cool is that this car is built for the street—and has a full exhaust bypass. This means you can have it "race car loud" when you want it and quiet-ish when cruising. Its simple design may not please everyone, but I think the car is quite interesting. It's a modern reinterpretation of a classic, and the only thing left to do is wish Zagato that would build a few more than just 5 of these cars: reportedly, they're all sold.

GT Tour ; IMSA Performance Matmut à la conquête de Spa-Francorchamps

Pour sa 3e manche de la saison, le Championnat de France GT FFSA 2015 franchit les frontières et s’attaque au mythique tracé de Spa, habituellement consacré « plus beau circuit du monde ». Un rendez-vous que le team IMSA Performace Matmut aborde avec humilité même si l’équipe normande compte déjà plusieurs trophées conquis dans les Ardennes Belges*. Une approche qui n’enlève rien, bien loin s’en faut, à sa détermination et à ses objectifs : rester dans le trio de tête au classement provisoire du Championnat.

 

* : 24 heures de Spa, 6 Heures en Championnat du Monde d’Endurance pour n’en citer que quelques uns.

” Vivement Spa ! J’attends ce rendez-vous avec une certaine impatience ! »… s’enthousiasme Olivier Pernaut « Je suis venu y courir aussi souvent que possible en Fun Cup, puis en RaceCar. Mais cette année je vais m’attaquer à ce monstre sacré au volant de la Porsche 911 GT3-R de 550 chevaux… Les vitesses de passage en courbe par exemple seront bien plus élevées ! Au cœur de la forêt ce sera magnifique ! »

Un avis largement partagé par Sébastien Dumez pour qui la piste spadoise est « le plus beau rendez-vous de la saison ! “C’est un tracé naturel rythmé par deux monuments le raidillon et Blanchimont. A chaque tour, on se concentre pour les aborder le mieux possible : c’est en partie là que l’on peut faire la différence… à condition de les passer à fond avec les GT actuelles».

C’est à dire avec des autos impeccablement réglées comme l’était la Porsche 911 GT3 R d’Imsa Performance Matmut l’an dernier. En raflant les 25 points de la victoire de la course 2 de l’épreuve 2014, le team rouennais avait pris la tête du classement provisoire du Championnat. Des points essentiels dans sa conquête du Titre 2014 !

Une des clés pour l’équipe aux couleurs de la Matmut sera de maîtriser l’usure des pneumatiques comme le souligne Sébastien. « La Porsche est un peu gourmande en pneus arrières comparativement à d’autres voitures. Malgré tout, le revêtement de Spa n’est pas très abrasif mais il y a beaucoup de virages rapides et de relances pendant lesquelles toute la puissance moteur est sollicitée. Il est donc nécessaire d’avoir une bonne traction. C’est un point sur lequel nous porterons une attention particulière d’autant que les prévisions météos prévoient soleil et chaleur !».

Pour tout dire, le plan de marche est déjà établi. Dès jeudi en fin de journée, les 3 coéquipiers (Olivier Pernaut, Raymond Narac et Sébastien Dumez) accompagnés de leur ingénieur Félix Barre ont reconnu à pied les 7 km du circuit. « Nous nous sommes donnés tous rendez-vous dès jeudi soir pour cette reconnaissance. C’est un moment d’échange important pour tout le groupe et pour sa cohésion. Il permet de préparer les qualifications et plus encore les deux courses » explique Olivier Pernaut avant que Sébastien Dumez n’ajoute « Nous ne partirons pas à la conquête des poles coûte que coûte mais nous travaillerons plus dans l’optique des courses: étant donné le format d’épreuve d’une heure et demie, la position sur la grille n’est pas réellement déterminante pour le résultat final. Les stratégies sont plus importantes et puis à Spa il y a de toutes façon plein d’endroits pour dépasser !…».

Enduro : retour à Serres (Grèce) / back to Serres (Greece)

Après cinq années d’absence, le championnat du monde FIM d’Enduro (EWC) est de retour à Serres en Grèce pour la quatrième épreuve de la saison.

Leader du classement général, Christophe Nambotin (KTM) domine outrageusement la catégorie E1. Blessé au genou lors de la précédente épreuve au Portugal, le Français remporte la seconde journée et laisse la victoire du premier jour à son plus sérieux rival pour le titre, Eero Remes (TM). Séparés de 10 points au général, seuls ces deux pilotes peuvent prétendre au titre.
Danny McCanney (Husqvarna – Michelin), Marc Bourgeois (Yamaha – Michelin), Cristobal Guerrero (KTM), Lorenzo Santolino (Sherco – Michelin) et le vétéran Simone Albergoni (Kawasaki) devraient se livrer une rude bataille pour conquérir la dernière marche du podium.
En Enduro 2, même s'il compte 19 points d'avance sur Pierre-Alexandre Renet (Husqvarna – Michelin) et 20 sur Alex Salvini (Honda), Antoine Meo (KTM) a semblé moins dominateur au Portugal. Après des déboires physiques en début de saison, Renet pourrait revenir en pleine forme en Grèce et prêt à prouver qu'il peut gagner et recoller à Meo.
De son côté, Salvini semble monter en puissance et est assurément revigoré par sa victoire au Portugal. Meo devra donc se méfier de ce duo, ainsi que de Johnny Aubert (Beta – Michelin), qui malgré un abandon au Portugal, compte bien prouver qu'il peut mener sa Beta sur le podium.
La course devrait être encore bien animée chez les Enduro 3. Mathias Bellino (Husqvarna – Michelin), en tête de la catégorie, ne compte que quatre points d’avance sur Matti Seistola (Sherco - Michelin). Après son doublé au Portugal, Matthew Phillips (KTM) est revenu à la troisième place à 12 points du leader.
Il faudra également compter sur Aigar Leok (TM), Manuel Monni (TM), Jonathan Barragan (Gas Gas), Thomas Oldrati (Husqvarna - Michelin) ou encore Luis Correia (Beta – Michelin).
Enfin chez les Juniors, Jamie McCanney (Husqvarna - Michelin) leader au provisoire, reste clairement sous la menace de Giacomo Redondi (Beta - Michelin), Alessandro Battig (Honda) et de l'étonnant Steve Holcombe (Beta).


After a five-year absence, the FIM Enduro World Championship (EWC) returns to Serres in Greece for the fourth clash of the season.

The provisional E1 pace-setter Christophe Nambotin (KTM) has dominated his class outrageously so far, although a knee injury in Portugal saw him relinquish the first win to his biggest title threat Eero Remes (TM). He won Sunday’s competition, however. These riders are separated by 10 points and are the only two men still in contention for the 2015 crown.
Danny McCanney (Husqvarna-Michelin), Marc Bourgeois (Yamaha-Michelin), Cristobal Guerrero (KTM), Lorenzo Santolino (Sherco-Michelin) and veteran Simone Albergoni (Kawasaki) are still likely to give them a good run for their money as they jostle for the year’s silver medal.
In Enduro 2, Antoine Meo (KTM) is 19 and 20 points clear of Pierre-Alexandre Renet (Husqvarna-Michelin) and Alex Salvini (Honda) respectively, despite what seemed like a dip in form in Portugal. Renet appears to be recovering well from his physical problems earlier in the year and will be hoping to take the battle to Meo in Greece.
Meanwhile, Salvini is improving fast and will be buoyed by his win in Portugal. In spite of his retirement in Portugal, Johnny Aubert (Beta-Michelin) will be eager to show that he can get his Beta onto the podium.
There promises to be plenty of excitement, too, in the Enduro 3 class which is led by Mathias Bellino (Husqvarna-Michelin), four points ahead of Matti Seistola (Sherco-Michelin). Thanks to his double-whammy in Portugal, Matthew Phillips (KTM) has fought back to third place (+12 points).
Other likely front-runners in Greece are Aigar Leok (TM), Manuel Monni (TM), Jonathan Barragan (Gas Gas), Thomas Oldrati (Husqvarna-Michelin) and Luis Correia (Beta-Michelin).
In the Junior battle, the current leader Jamie McCanney (Husqvarna-Michelin) is under pressure from Giacomo Redondi (Beta-Michelin), Alessandro Battig (Honda) and the impressive Steve Holcombe (Beta).

L.A. traffic is only beautiful from 3,000 metres

The gridlock in Los Angeles is every motorist’s worst nightmare. However, photographer Vincent Laforet shows its mesmerising side in his latest series of aerial photographs…

With his photo-set ‘Air’, Pulitzer Prize-winning photographer Laforet reveals the magic of a traffic-packed metropolis – a lot easier to do from a helicopter at 10,000 feet than from a driver’s seat ‘in the field’, admittedly. “With these photos, I wanted to give an insight into something I realised in the last few years – the world is much smaller than we think!” The talented photographer continues: “Borders are insignificant, it’s easy to bridge distances. We are all much more closely connected than we actually realise.” Laforet has already explored New York, Las Vegas, Los Angeles and London from the top down; next up are Paris and Tokyo.

Photos: Vincent Laforet / Laforetair.com

Further information can be found at laforetvisuals.com.

Like a Virgin - Why you should invest in low-mileage classics

Mileage is one of the most important factors when buying a classic car – for most, it’s a case of the lower, the better. But can mileage ever be too low? In light of some recent big-money sales of ‘delivery-mileage’ classics, we asked the experts whether such cars should be embraced, or avoided…

Why pay a premium for a low-mileage car?

Those ‘in-the-know’ are often quick to write off an ultra-low-mileage car as a poisoned chalice; they (correctly) believe the lack of use over a prolonged period can result in various mechanical troubles – not something for which you’d want to pay a premium. But considering some recent high-profile auction results (and the numerous ‘factory fresh’ classics currently for sale in the Classic Driver Market), we thought further investigation was warranted.

Earlier this year, Silverstone Auctions sold a 1999 Ferrari 456 M with only 400 miles on the odometer for (an above-estimate) £118,125. In 2014, both RM and Bonhams achieved similar feats: $242,000 for a 95-mile Ferrari Testarossa, and £247,900 for a 221-mile Aston Martin V8 Vantage Zagato, respectively. Later this week, a 24-mile DeLorean – now that’s time travel for you – will go up for auction with a high estimate of £39,000, while a 116-mile Countach was sold privately last year for what we’re told was ‘a significant sum’. So, if they’re so troublesome, why are people still paying a premium for such cars?

Adding a less-travelled stallion to the stable

Bonhams’ James Knight, the auctioneer who presided over the sale of the V8 Zagato (and several other delivery-mileage cars during his career), agrees that classics should ideally be well exercised. “Cars are a bit like human beings: if you’re sitting in your armchair for too long, your limbs tighten up and you start to get aches and pains. With a motor car, it’s good to put the mechanicals through their paces once in a while.”

However, that’s not to say cars with minimal mileage shouldn’t command a premium. Much like original paintwork – a sought-after attribute in today’s market – there’s no reversing any changes, so the dwindling pool of cars with such qualities will always be in demand by certain sectors of the market. “If one was looking for their first collector-grade car, a car with such low mileage might inhibit them from using and enjoying the car on a regular basis,” says Knight. “However, for a connoisseur collector who has a stable of five, ten or even 20 cars, this would be the sort of car that would make for a worthwhile addition to the collection because of its low mileage, and the associated time-warp condition.”

Preservation for future generations

Lucas Hutchings of Image Automotive echoes Knight’s sentiments, as he regularly deals with ultra-low-mileage machines – and has even owned one himself. “I love the Ferrari 360 Challenge Stradale, and I bought one with 1,800 miles on the clock. I loved the romance of opening the door and smelling brand-new leather; the paintwork was original and untouched. But at the same time, I didn’t feel it was ‘fair’ to the car for me to put several thousand miles on it – it needed to go into a collection to be preserved for future generations. In an ideal world, I’d have had one very low-mileage example, with a sister car on which I could put as many miles as I liked in order to enjoy the delights of driving it.”

Time-warp treasure

Perhaps the naysayers are right; if you’re planning to enjoy the car for its original purpose, you’re probably better off buying a cared-for and routinely-serviced example with commensurate mileage for its age – and saving yourself some cash in the process. But if you’d prefer to treat a car as an historical artifact, acting as a custodian for an increasingly rare specimen, a less-travelled classic might prove to pay dividends. Numbers of such cars can only fall, and interest in the phenomenon will only grow.

The sweet spot

For those that want the best of both worlds, you’ll have the difficult task of finding a car in that undefined ‘sweet spot’. One of the Jaguar E-types at Bonhams’ forthcoming Festival of Speed sale might represent just that: a Series 1 coupé with around 7,500 miles on the clock, regularly serviced, appropriately stored, and completely original – right down to the old Castrol GTX stickers.

Photos: David Bush, Artcurial, Bonhams, Historics at Brooklands, RM Sotheby's

‘72 Honda CL350 – Christian Laws

The custom bike scene, like any other art form, often finds itself bending to the will of fashion. But there’s no shame in that – music, painting, dance and almost any other genre you care to name have to endure the same challenge. And while in the heat of the moment a certain trend can seem to the viewer to be very ‘cool’ or ‘exciting’, it’s often only a matter of time before the truth becomes apparent. That’s when cool becomes lame, exciting becomes humorous and your wardrobe full of flared trousers becomes an embarrassment. But what happens when time doesn’t weary? When something improves with age? Well, that’s when timeless happens. Classic happens. This happens.

Christian Laws, today’s owner and builder, got into riding a little over a year ago when he bought himself a nice ‘74 Honda CB550. The original plan was to make a few custom improvements to the bike but, like some kind of divine intervention from above, everyone kept telling the poor guy that he should keep it stock. The reason? “It was in absolute mint condition,’ says Christian. “I couldn’t bring myself to do it.”

The answer was simple – buy another bike (isn’t that always the answer?) “So I purchased the bike you see here, a CL350, as a project bike. It was rusty and cheap, but I could instantly see the potential.”

What drew Christian to the CL350 was its timeless style and its raw simplicity. As anyone who’s ever ridden one will tell you, the bike has only what it needs to run and nothing more. Naturally, this lends itself well to café racer-style tweaks “It also makes it a good choice for a first time build.”

Of course, the stand-out feature of Honda’s original bike was those big, beautiful exhausts. “I think the vintage pipes make the bike what it is and they really inspired the tone of my project. I always thought it was a crying shame that the mufflers on the other CL builds I liked had been replaced with louder but less interesting mufflers. The original pipes add so much character, it’s a real shame to lose them.”

After the pipes, Christian lists the headlamp as his next biggest source of pride. “I really love the 1960s CEV headlamp with the built-in speedometer and vintage Italian glass. It created all sorts of grief during installation, but I think it was well worth it. I also like the longer look it gives to the bike.”

Naturally, the build wasn’t without its challenges. One of the biggest issues uncovered was that the bike’s frame and forks were bent. And in multiple places, to boot. But the guys at Sydney’s Surfside Garage straightened the issue out, literally.

“Because this is such a small machine, my vision for the build was to give it a larger appearance with a strong focus on beautiful lines and a clean, classic look which I like to think I have achieved. The intention was to enhance and improve the original features and let form guide the build rather than performance.”

“It’s a fun motorcycle to ride because it’s just so light and it always seems eager to go faster. I also seem to feel a lot more connected to the road with a small bike like this as there is not much machine between me and the ground. Basically, I just love riding it.”

Beautiful stuff, no? It’s also interesting to note that when we cast our mind back to some of our all-time favourite posts, many of them have been CLs. Most notable, the work of Jonathan Wood. If you like what you see here and you’re hungry for a little more, you can take a look here and here. Enjoy.

via PIPEBURN