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    vendredi 2 octobre 2015

    Sykes démarre en tête à Magny-Cours / Penultimate WorldSBK round begins with Sykes on top


    Le Britannique a fini la première séance d’essais devant ses compatriotes Jonathan Rea et Leon Haslam.

    Tom Sykes (Kawasaki Racing Team) a été le plus rapide de la première séance d’essais de l’épreuve de Magny-Cours, où les pilotes du Championnat du Monde eni FIM Superbike ont été accueillis par des températures particulièrement basses.
    Le Britannique a cependant réussi à tourner en 1’38.755 pour s’installer au sommet du classement avec un rien d’avance (0.017s) sur son coéquipier Jonathan Rea (Kawasaki Racing Team), qui est arrivé en France en tant que nouveau Champion du Monde Superbike après avoir été sacré à Jerez.
    Leon Haslam (Aprilia Racing Team – Red Devils) est lui aussi plutôt bien parti sur la piste française et complétait le Top 3 en étant à seulement 0.046s du leader.
    À domicile ce week-end, le Champion sortant Sylvain Guintoli (Pata Honda World Superbike Team) s’est classé cinquième, juste derrière Chaz Davies (Aruba.it Racing – Ducati SBK Team), qui a pour l’instant l’avantage sur Sykes pour le titre de vice-Champion.
    Alex Lowes (Voltcom Crescent Suzuki), Niccolò Canepa (Althea Racing), Ayrton Badovini (BMW Motorrad Italia), Michael van der Mark (Pata Honda World Superbike Team) et Matteo Baiocco (Althea Racing) ont aussi fini dans le Top 10.
    Jordi Torres (Aprilia Racing Team – Red Devils) découvrait pour sa part la piste de Magny-Cours et a terminé avec le douzième temps.
    Randy de Puniet (Voltcom Crescent Suzuki) s’est quant à lui classé quinzième tandis que Christophe Ponsson (Team Pedercini) n’a pas pu boucler le moindre tour en raison d’un problème technique qui l’a retenu au garage.
    Suite des essais libres cet après-midi à 15h. 
    Suivez toute l’actu en direct sur Twitter : @WorldSBK

    0.046s split top 3 after FP1.

    With temperatures colder than experienced at any event of the year so far, Tom Sykes (Kawasaki Racing Team) came out on top at the end of this morning’s FP1 at the 4.411km Circuit de Nevers Magny-Cours lapping in a time of 1.38.755s, well outside the circuit best but still impressive given the heat in the track.
    Newly crowned champion Rea left it until the final 20 minutes to move into the top 3, eventually ending FP1 in 2nd overall just behind his team mate and only 0.017s away from the top spot.
    Leon Haslam (Aprilia Racing Team – Red Devils) had an encouraging start to the weekend in 3rd overall, the British rider looking extremely fast, especially through the fast flowing sector 1 and closing to within 0.046s of his Kawasaki rival.
    Outgoing champ Sylvain Guintoli powered his Pata Honda to 5th after a number of consecutively quick laps in the first half of the session, just behind Chaz Davies (Aruba.it Racing – Ducati SBK Team) who was 4th and ahead of Alex Lowes who put his Voltcom Crescent Suzuki in 6th.
    Niccolo Canepa (Althea Racing), Ayrton Badovini (BMW Motorrad Italia), Michael van der Mark (Pata Honda World Superbike Team) and Matteo Baiocco (Althea Racing) completed the top ten.
    WorldSBK rookie Jordi Torres is riding at the Magny-Cours track for the first time, the Spaniard using the session to learn his way around, he eventually finished FP1 in 13th overall.
    French rider Randy de Puniet (Voltcom Crescent Suzuki), who hasn’t been to Magny-Cours for 16 years ended the opening 45 minutes in 15th overall while compatriot Christophe Ponsson (Team Pedercini) failed to complete a lap after problems kept him in the garage throughout.
    FP2 will take place at 1500 local time. Follow the action as it happens on Twitter: @WorldSBK

    WRC Rallye de France - Tour de Corse 2015 : Evans leader surprise !/Evans takes surprise lead for Ford/Michelin + vidéo


    Dans des conditions météo dantesques, le Gallois Elfyn Evans (Ford/Michelin) a pris les commandes du Tour de Corse 2015 après un meilleur temps dans l’ES3. Premiers co-leaders, Sébastien Ogier (VW) et Robert Kubica (Ford) ont perdu du temps dans cette spéciale. Kevin Abbring (Hyundai) et Jari-Matti Latvala (VW) complètent le podium provisoire.
    Although SS1 ran to schedule in perfectly practicable - if wet - conditions, the Corsican clerk of the course was unfortunately compelled to cancel SS2 (43.69km) because of a landslide 22km into the test, plus serious flooding on the run-out to the start.
    Si l’ES1 s’est déroulée normalement, la suite de la journée fut plus mouvementée. L’ES2 a dû être annulée en raison d’éboulement dans la spéciale et d’inondation sur la liaison. Cette annulation a privé les concurrents de 40% de l’étape.
    Mais les organisateurs sont parvenus à maintenir l’ES3, après un parc de regroupement rallongé d’une heure et demie et quelques minutes de retard supplémentaire. Pendant cette interruption, de violentes averses se sont abattues sur Corte et la spéciale elle-même.
    Finalement, le feu vert fut donné pour les 36,43 km de ce secteur très difficile entre Francardo et Sermano, via le col Saint Antoine. En raison du retard, nous étions à l’arrivée très en avance, ce qui nous a permis de collecter des informations des ouvreurs. « La première partie est horrible, de véritables rivières coulent de la montagne, il y a des pierres sur la routes. La fin est un peu mieux. »
    Dans ces conditions apocalyptiques, Sébastien Ogier semblait marcher sur l’eau. Le champion du monde comptait près de 30 secondes d’avance sur Latvala, avant de s’arrêter pour changer une roue arrière. Co-leader à l’issue de l’ES1, Ogier se retrouve à la 10e place, à 1min13s2 de la tête de course. Mais rien n’est perdu car le parcours est encore long jusqu’à Ajaccio.
    Robert Kubica (Ford), qui avait signé le même chrono qu’Ogier dans l’ES1, a lui aussi perdu du temps dans l’ES3 et pointe à la 5e place, derrière Mads Ostberg (4e), meilleur représentant Citroën aujourd’hui.
    Cette ES3 a été brillamment remportée par Elfyn Evans (Ford/Michelin). Le Gallois, qui avait déjà montré sa pointe de vitesse sur asphalte en Allemagne (seul temps scratch hors Volkswagen), a laissé son poursuivant immédiat, Kevin Abbring (Hyundai), à 10s3. Le jeune pilote Ford est leader avec 18s7 d’avance sur le Néerlandais, très performant aujourd’hui sur sa i20 WRC/Michelin. Jari-Matti Latvala (VW) est 3e à 22s9 d’Evans.
    Au volant de sa Ford Fiesta RS WRC version 2012, le vainqueur sortant du Tour de Corse Stéphane Sarrazin est 6e du général provisoire, devant Mikkelsen (VW) et Meeke (Citroën). Autre pilote Ford « privé », Bryan Bouffier est 9e.
    Cette première journée fut bien difficile pour l’équipe Hyundai, malgré la performance d’Abbring. Thierry Neuville a tapé un muret dans l’ES1, Dani Sordo a perdu 2 minutes dans l’ES3 et Hayden Paddon, qui découvre la Corse, pointe à la 11e place.
    En WRC-2, Craig Breen (Peugeot/Michelin) est leader devant Julien Maurin (Ford) et Esapekka Lappi (Skoda), les trois étant groupés en quelque 10 secondes. Premier leader, Pontus Tidemand (Skoda) s’est arrêté dans l’ES3.
    Demain, la journée compte trois spéciales. La météo devrait être plus clémente, les routes devraient s’assécher. Ce qui va compliquer les choix de pneumatiques...
    Poor weather affected this afternoon’s Tour de Corse programme, but Welshman Elfyn Evans (Ford) survived the pit-falls to emerge as the surprise overnight leader. Earlier pace-setters Ogier and Kubica were both slower on SS3. The equally surprising Kevin Abbring (Hyundai) appears in second place tonight (+18.7s). VW’s Latvala is third (+22.9s).
    Although SS1 ran to schedule in perfectly practicable - if wet - conditions, the Corsican clerk of the course was unfortunately compelled to cancel SS2 (43.69km) because of a landslide 22km into the test, plus serious flooding on the run-out to the start.
    Indeed, that’s one of the risks of organising few, long stages, since the disappearance of Casamozza-Ponte Leccia 1 deprived competitors of 40 percent of today’s competitive action.
    The organisers were consequently keen not to lose Leg 1’s third and last stage. They consequently held competitors at the lunchtime regroup for an extra 90 minutes while they evaluated the state of ‘Francardo-Sermano 1’.
    The green light was finally given to run the 36.43km stage, albeit three-quarters of an hour late. As a result, we were in position at the Stop Control well in advance, which allowed us to collect information from the ‘gravel note’ crews. “The first part is horrendous,” we learned. “There is so much water running off the mountain, bringing lots of stones onto the stage. The end is a little easier.”
    Sébastien Ogier - who co-led the rally after SS1, equal with Robert Kubica (Ford) – would perhaps have preferred SS3 to have been cancelled, too, since the Volkswagen star dropped around a minute-and-a-half to change a rear-left slow puncture after hitting a stone. Kubica’s time wasn’t great, either, almost a minute off the fastest effort: “Very tricky. There were a lot of places with water crossing, and very little grip. I took it safe.”
    Surprisingly, the man of the afternoon was Corsica rookie Elfyn Evans (Ford/Michelin) who powered through the conditions to post the fastest time and complete Day 1 at the top of the provisional order. At the Stop Control, he seemed sincerely surprised. “It didn’t feel particularly great,” he said, trying hard to conceal a smile after learning he was really leader. “It was very tricky, and there was also lot of information from the gravel crew to take on-board. My gravel guys did a very good job.”
    Only 10 seconds short of the Welshman was Dutch youngster Kevin Abbring in the fourth Hyundai. “My pace notes were great, especially for the first part,” he reported. “I don’t take part in many rallies at the moment, so it’s hard to have a good feeling straight away.
    The third and fourth fastest times went to French Ford privateers Bryan Bouffier and Stéphane Sarrazin who were split by just three seconds, while the next best WRC regulars were VW’s Andreas Mikkelsen and Jari-Matti Latvala.
    Hyundai’s Dani Sordo lost a chunk of ground with a puncture.
    In tonight’s standings, Evans and Abbring are first and second overall, joined on the podium by Latvala. Fourth is Citroën’s Mads Ostberg (+38.8s), tailed by Kubica (+40.3s). Endurance racer Sarrazin (who completed SS3 without realising he had significant rear-right suspension damage!) is the best-placed Frenchman (6th, +43.1s), but Ogier is down to 10th overall (+1m13.2s).
    The WRC2 class is provisionally topped by Ireland’s Craig Breen (Peugeot/Michelin), chased by Frenchman Julien Maurin (Ford) and Finn Esapekka Lappi (Skoda/Michelin) who needs to a good result in Corsica to boost his title chances.
    Twenty-year old Yohan Rossel (Citroën/Michelin) has pulled out a nice lead in WRC3, ahead of Tempestini and Folb. Gilbert lost time on SS3 and is currently fifth.
    Finally, ex-Le Mans winner Romain Dumas has stolen a 13.7s advantage over WRC veteran François Delecour (both Porsche/Michelin) in the RGT class.


    One Vespa Leads To Another

    When he was six years old, Peter Maas nabbed his grandfather’s garage key and snuck into his own future. Inside the shop, he found himself captivated by the shelves of carburetors and spark plugs, and old pictures of his grandpa’s TT racing days at Assen. From that moment on, Maas was obsessed with old things, and especially with old things that motored about on two wheels.

    Upon turning sixteen, Maas bought himself a Vespa PK50. From there, one Vespa led to another and, today, he finds himself buying, selling, and restoring Vespas for a living in the Netherlands. He can now frequently be found stirring up the autumn leaves from atop his all-original GS160, an Italian-production model that exemplifies the voluptuous metal construction of the 1960s-era Vespas, Maas’s favorite.

    Out of a mischievous childhood moment, Maas created a life that allows him to share his passion for vintage Vespas with others. In this video, he shares it with us.

    Drive Tastefully®



    European VW Fun Cup - Rendez-vous à Circuit de l'Anneau du Rhin...


    Prévue sur 6 heures (divisées en deux parties), l’avant-dernière épreuve de l’European VW Fun Cup 2015 se déroulera ce week-end sur l’Anneau du Rhin. Trois semaines avant la finale du championnat à Mettet, le Trophée d’Alsace pourrait jouer un rôle important dans la course au titre.
    Après Dijon et Zandvoort, l’European VW Fun Cup s’apprête à vivre sa troisième excursion hors des frontières de la Belgique. C’est le circuit de l’Anneau du Rhin, un tracé de 3,7 km récemment rénové, qui accueillera pour la première fois les sympathiques Coccinelles de course. Avec son statut d’avant-dernière épreuve de la saison 2015, le Trophée d’Alsace pourrait jouer un rôle prépondérant dans la course au titre et c’est avec un mélange d’excitation et d’appréhension que les candidats à la couronne débarqueront au pays des cigognes.
    Une seule course sera au menu, mais… elle sera divisée en deux parties. Concrètement, après les trois premières heures, les voitures seront placées en parc fermé en attendant le départ des trois dernières heures. Seuls les écarts en tours seront conservés, ce qui veut dire que, pour les favoris, l’essentiel sera de rester dans le même tour que les leaders durant la première partie de la course avant de tout donner dans le sprint final.
    Chez les candidats au titre, il y a malgré tout une surprise de taille : l’équipe Allure Team 1, en tête du championnat, sera absente en Alsace. « Lorenzo Donniacuo, Franck Radet et moi sommes retenus par une autre course en Belgique », explique Fred Bouvy. « Et comme nous pouvons encore utiliser un joker sans compromettre nos chances, nous ferons en effet l’impasse cette fois. Mais nous serons bien présents aux 10 Heures de Mettet, fin octobre, et vous pouvez compter sur nous pour jouer notre carte jusqu’au bout ! »
    Si la #278 ne sera donc pas de la partie, ses adversaires comptent bien en profiter pour amasser un maximum de points. A commencer par leurs équipiers d’Allure Team 2, Cédric Bollen, Frédéric Caprasse et Guillaume Mondron. A l’inverse de Bouvy & Co, le trio de la #277 a déjà rencontré son lot de soucis cette année et ils n’ont donc pas le droit à l’erreur. Les deux autres équipes à surveiller de près seront celle des champions en titre du Colson Racing (avec Philippe Crosset, Eric Gressens et Sébastien Jacquemin au volant de la #19) et celle de la bonne surprise de cette saison, l’équipe Socardenne. Après le succès de la #280 à Zolder avec la paire Balthazar-Servais, celle-ci retrouvera son trio habituel composé de Christophe Nivarlet, Kevin Balthazar et Renaud Martin.
    Mais au-delà de ces candidats à la couronne finale, d’autres espèrent bien monter sur la plus haute marche du podium en Alsace. N’ayant pas toujours connu la réussite au moment opportun, les équipes Acome Racing (Manu Nava, Stéphane Charlier et Alain Delrez) et  AC Motorsport 1 – Quick (Arnaud Quédé, Stéphane Perrin et Didier Van Dalen) espèrent conjurer le mauvais sort. Attention aussi à deux duos : celui de « La 18 », composé de Gérald Delepine et David Doutrepont, et celui d’AC Motorsport 2, avec Alix Fraiture et Sébastien Ryhon, déjà vainqueurs d’une manche à Dijon. Parmi les autres outsiders, pointons aussi les formations Jac Motors 1 (Laurent Jaspers et Stephan de Frahan), McDonald’s Racing (Marc-Olivier Van Oppens, Xavier Gérard et François Bouillon) et Poison Ivy 4-Race (Gilles et Bruno Debrus). Enfin, même si les ambitions ne sont pas les mêmes, on surveillera les débuts du jeune kartman de 16 ans, Benjamin Lessennes, aux côtés de Bruno Magal et Julien Collette sur la #183 d’AC Motorsport 6.
    Chez les Biplaces, la lutte promet d’être intense aussi avec Trendy Foods (Francis Plunus et Eric Jardon) en tête du championnat, mais avec l’équipe Carpass LRE by DRT (Alain Vercammen, Philippe Reynens, Miguel Coppieters et Stéphane Lémeret) bien décidée à mettre la pression sur les meneurs jusqu’au bout. Du côté des arbitres, il y aura évidemment ComToYou (Dominique Bustin, Christophe Hooreman et Stéphane Evrard), AC Motorsport - CBRS (Alain Dupont, Michel Koning et Philippe Fisette) et TML Racing (Baudouin De Liedekerke fera équipe avec son fils Florent).
    Le départ de la première partie de la course sera donné à 10h alors que la deuxième tranche débutera à 15h. Et une chose est sûre : avec une trentaine de VW Fun Cup au départ sur un circuit qui semble leur convenir à la perfection, il y aura de l’animation en piste lors des 6 heures de ronde !

    WSBK; Guintoli : "Pour moi c'est la course de l'année" / Guintoli recalls past successes at Magny-Cours


    Le Français a eu beaucoup de réussite à Magny-Cours ces dernières années.

    Après avoir dû concéder la couronne de Champion du Monde Superbike à Jonathan Rea il y a deux semaines, Sylvain Guintoli est maintenant prêt pour sa course nationale à Magny-Cours. Bien qu’il réside en Angleterre avec sa famille depuis plusieurs années, Guintoli est ravi de revenir en France pour courir devant le public tricolore et retrouve en plus ce week-end un circuit où il a fini sur le podium six fois de suite ces trois dernières années, avec notamment deux victoires. 
    « Magny-Cours est une piste très spéciale pour moi et il y a aussi une ambiance particulière, » affirme Guintoli. « Beaucoup de fans sont venus au circuit me soutenir à chaque année, qu’il fasse beau ou que le temps soit mauvais. Pour moi, c’est la course de l’année. »
    « J’adore le tracé, rapide, fluide et qui a un peu de tout, dont beaucoup d’opportunités pour dépasser. On arrive à l’épingle d’Adélaïde à si basse vitesse que l’on peut écouter le public nous soutenir. C’est aussi un bon circuit pour les spectateurs et il y a des endroits où l’on peut voir une grosse partie du circuit. J’ai eu de fantastiques batailles ici. »

    The Frenchman has been very successful over the years at his home track.

    After handing over the title to the new WorldSBK Champion Jonathan Rea two weekends ago, Sylvain Guintoli is now ready to tackle the Fassi French Round at Magny-Cours. The 33-year-old Frenchman, who now lives in the UK with his family, has enjoyed a great amount of success in the last three years at his home track as he always stood on the podium, twice on the top step.
    “Magny-Cours is a very special track for me” said Guintoli, “and there is a special atmosphere, too. Over the years lots of fans have come to the track to support me, with good and bad weather. For me this is the race of the year.

    I love the layout, it’s fast and flowing and has a bit of everything, including many overtaking opportunities. At the Adelaide hairpin you enter the turn at such slow speed that you can hear the crowd cheering. It is also a good track for spectators as there are a couple of spots where you can see a big part of the circuit. I’ve had some amazing battles here.”

    ELLASPEDE EB024 – HONDA XL500


    Ellaspede thumbIf you’ve followed the Bike Shed for a while you’ll be all to aware of our obsession with flat track inspired builds, and actual race bikes given the chance. The proportions, when well executed, are perfect. Give a child a crayon and ask them to draw a motorcycle and you’ll get two fat tyres, a seat, an engine and some handlebars – all you really need. Unless your child is very young or a bit special, and then you’ll just have a colourful mess to stick to the fridge door.
    Another thing we like is decent photography and our chums from Ellaspede downunder in Brisbane give us exactly what we want, crisp pictures for all to enjoy. Added to which they’re fairly handy with a quill too, so here’s Hughan Seary to tell us all about the Ellaspede EB024 – Honda XL500.
    Ellas 3“Bought as a basket case in 2009, this XL500 was one of the first bikes scheduled for an Ellaspede build way back when the whole operation was still in the garage based glory days. Before clients were around to commission custom builds, the bikes were self initiated projects built as expression sessions for the industrial designers at Ellaspede’s parent company Heluva Studios.
    As history would have it though, two other bike builds EB001 and EB004 beat the XL to project completion and when client requests started rolling in the box-of-bits 500 was relegated to the back bench. Here and there the Honda would sneak into a scribble on a designers sketchpad and a spot on the workshop bench, but as clients builds come first the Ellaspede the XL was continually relegated to being the bridesmaid on the bike build priority list.”
    Ellas 2“Given this build started with the designers it was only natural that addressing the overall aesthetic would be the first port of call. The frame had all unnecessary tabs and brackets removed before the rear end was rounded out with some fresh bar work on the frame. The front forks and big 23” wheel found their way to the scrap heap and replaced by an XR250 set up. The stanchions were shortened 100mm, re-sprung and shod with gators to suit the future look. Out the back an XL500 suspension upgrade from Icon keeps the bumps in check. Custom front and rear rims were laced up to the XR and XL hubs, measuring 2.5 x 18” front and 3.5  x 18” rear fitted with Dunlop F11 rubber, 110/90/18 & 130/90/18.”
    Ellas 6“A vintage Suzuki 125 tank had the perfect profile, so was given the green light to replace the factory tin. Mounted closer to the headstock than the original, custom steering stops prevent the XR forks massaging the tank. It also means the rider can shift their weight further forward on the diamond stitched seat when on wide open throttle.
    Covering the treads on a variety of terrain are a pair of custom front and rear guards. An Ellaspede Ninja Star Licence Plate holder hangs onto the shortened back end. The power plant was treated to a full top and bottom-end rebuild with the parts being blasted and/or painted before being screwed back together. A Mikuni flatslide carb sucks through a K&N pod filter, while a custom twin exhaust with internally baffled turbo taper mufflers eject the used gasses.”
    Ellas 7
    “A full rewire with an under-seat electrics compartment hides the wiring to the Danmoto speedometer, Daytona indicators and LED flex tail light. Up front a flat track inspired number board houses twin spots from an aftermarket enduro headlight, with internal wiring to the micro bar switches controlling the lights and sounds. Biltwell Recoil grips and RHK motocross foot pegs ensure the rider has a strong handle and firm foothold on this 500. An aftermarket master cylinder, braided brake line and rebuilt XR caliper take care of abating excess enthusiasm.”
    Ellaspede 4“A 2 pak paint combo of subtle metallic grey got the nod for the front guard, headlight plate, tank and rear guard. Offset stripes in a smooth black contrast the metallic hues with a splash of red breaking up the greyscale. 6 years and as many design iterations later (as designers do when working on their own projects) and the once humble Honda is finally finished. Ready to make up for lost time, this rig is one of our most rowdy rides and certainly rips on and off the road.”
    After all this time and the bike is now for sale, please form an orderly queue.

    Images by AJ Moller Photography www.ajphotography.com.au via The Bike Shed

    Outlaws – The anarchic Porsche 356s of Emory Motorsports


    When Rod Emory and his father started modifying Porsche 356s in the late 1980s, a time when pristine, concours-ready classics were enjoying immense popularity, they were deemed outlaws. More than two decades and some 150 cars later, the term has come to epitomise a burgeoning counter-culture…
    “I really build two types of cars: the 'Outlaws', and the cars that I call Emory Specials,” says Rod Emory, founder of Emory Motorsports, the Californian company behind these rakish Porsche 356s. 

    Two different beasts

    An Outlaw, such as the silver car pictured, comprises subtle body accessory and trim additions and several performance upgrades, while an Emory Special, such as the black car (of which one is built every one or two years) boasts more extensive body modifications and a serious performance hike.
    Both in cosmetic and performance terms, it’s a case of myriad small details adding up to make a big difference. Just look at the Special’s B-pillars, for example, which have been subtly – and skilfully – twisted backwards to make the car appear more fluid, or the tasteful, rally-inspired leather interiors, or the 550 Spyder-esque vents that provide access to the oil reservoir. The list goes on...

    Evolution vs. modification

    “I try to take the standard car and evolve the design, but not make it so noticeable that it’s modified,” comments Emory. “You know it’s different, but nothing really stands out.” The plain sexy hand-cut louvres on the engine cover are a good case in point, protruding inwards, rather than out, so as not to spoil the flow.
    In addition, thanks to the inter-changeability of Porsche parts from model to model (something to which Emory attributes his love of the marque), a client can essentially cherry-pick the best performance parts from their favourite Porsches, in order to create the ‘perfect’ 356. 

    Porsche’s party piece

    “The reason I love Porsche is because, although I’m working on 1950/60s cars, the company has evolved over time, rather than starting fresh with each model, meaning I can integrate modern parts into my cars.”
    Gone are the archaic swing axles and four-speed gearboxes, replaced by 911 components, for example. And it’s a similar story with the engines, where the possibilities are countless. He even mentions a 356 ‘Carrera 4’ project (using a 996 Turbo’s front differential) that’s currently in the works, which we can’t wait to see.

    And to drive?

    So how do they drive? “Well they don’t handle like short-wheelbase 911s, because they don’t have the weight balance issues,” he says. “They are very balanced and driveable, and significantly different from a standard 356. I would liken the driving experience to a very well set-up 1972/3 911.”
    Emory didn’t grow up with a box of Lego, rather a box of Porsche parts, thanks to his father who owned a Porsche parts business. Very much inspired by his grandfather (one of the first people to properly modify vehicle bodies in the 1940s), he and his father began to customise their 356s. 

    Outlawed no more

    “In the late 1980s, my father and I were adding fog-lights and hood-straps or lowering the suspension, and this was at a time when it was considered sacrilegious to ‘cut up’ a Porsche. We thought about it differently and weren’t afraid to change things, and our friends who would come by the shop used to call us outlaws,” hence the term was born.
    Needless to say, it stuck. A special badge, featuring the eagle from a German five-mark coin, was designed by a friend and has graced every ‘Outlaw’ since. But Emory’s legacy has stretched further than that. Now more and more modified 356s are being referred to as Outlaws around the world, and the company has actually gifted the hallowed badge to others’ cars, which have been built in the same vein.

    Ultimately...

    Ultimately, these cars are built to be driven and enjoyed, as they were originally intended, not paraded on the concours lawn or hibernating in a garage. “I feel my Emory Specials are like an evolution of the 356, if Porsche had continued to build them,” says Emory. “I’m taking the base model, just as they did, and tastefully modifying it to enhance the styling and the performance, and that’s going to bring you more enjoyment. These cars are a combination of everything that I love about Porsche.” Hear, hear…
    Photos by Drew Phillips
    You can find many Porsche 356s, ripe for an Emory Motorsports restoration, for sale in the Classic Driver Market. 

    The Breitling that costs more than the Bentley...


    Bentley could have opted for a trendy Apple Watch with an integrated app for the dash clock in its new Bentayga, but no – in typical fashion (and in line with the lavishness of the rest of the car), it will use a Breitling ‘Mulliner Tourbillon’, boasting a nifty party trick…

    Time is money

    The self-winding, 28,800bph tourbillon clock is housed in an 18k gold case, and sits in a specially designed mount atop the dash of the Bentayga. We know what you’re thinking – how can a stationary watch self-wind? Well, an illuminated button just below the clock operates an electronic motor, which spins the whole timepiece three times, thus winding the mechanism. Backlighting ensures that even at night, that tourbillon still twinkles in its cage... and it promises 50 hours of power reserve. 

    As an optional extra, we can't deny that the ‘Mulliner Tourbillon’ is a little on the pricey side – it will cost around 150,000 euros, remarkably more than the base model of the Bentayga itself. And no, we’re not winding you up...
    Photos: Bentley
    You can find numerous Bentleys and Breitlings for sale in the Classic Driver Market.

    Porsche’s Mission E previews a long-range, utopian future


    Porsche’s hybridised return to Le Mans has borne its first road-going fruit, in the form of the Mission E concept. With all-wheel drive and a fully electric drivetrain, the sleek saloon not only previews Porsche’s long-term future – but also the design direction for the next Panamera...

    Late-summer harvest

    Using technology harvested from Porsche’s 919 Hybrid endurance racer, the sleek saloon appears to prioritise range over straight-line speed – at least when compared to its nearest rival, the Tesla P90D. Marginally slower than the Tesla off the line (3.5 seconds 0-62mph, compared to the Tesla’s 2.8 seconds), the Porsche claims a theoretical 310 miles (Tesla: 253 miles), and can be replenished to travel around 250 miles or so in just 15 minutes, thanks to a new 800V charging system. By comparison, Tesla’s 480V system takes 30 minutes to provide 170 miles of range.

    Mission accomplished...?

    The Mission E is motivated by two 'Permanently Excited Synchronous' motors – similar in design to those used in the 919 – and makes use of regenerative braking technology. Its equivalent of 600HP is sent to all four wheels using a torque vectoring system, and the car also has the four-wheel steering set-up that debuted recently on the Porsche 911. As you might expect, the technology is just as advanced inside, using eye-tracking to virtually position the instruments in the driver’s line of sight. Secondary commands can be issued with mere gestures.
    Taut and low-slung, let’s hope the Mission E lends its styling to the third-generation Panamera…
    Photos: Porsche
    You can find hundreds of modern and classic Porsches for sale in the Classic Driver Market.