Shake Rattle and Roll. Or the day that gave birth to the Deus Bali Scramblers.

Pure Motorcycles RedSun 7

Vous aviez pu découvrir le travail de David et Pure Motorcycles dans le numéro 63 de Café Racer et pendant le Café Racer Festival, où il exposait ses motos. 

Depuis l’enseigne suit son bonhomme de chemin. Les prépas s’enchainent. Comme en témoigne cette RedSun 7, parfaitement dans l’esprit « Pure ». . Une 550 Four F1 de 76, équipée d’un réservoir de CB500 et d’un phare de Yam des 70’ teinté en jaune. La moto est rabaissée, fourche raccourcie, amortisseur de 270 mm. Les pneus sont les Firestone Deluxe, le tout freiné par un système double disque.

Le moteur est réalésé en 600 cm3, avec culasse préparée et échappement Marving Racing. De quoi faire respirer le tout !

La selle de CB500 est reformée et raccourcie. Le garde boue retravaillé, les pattes de phare sont des Cerriani enduro 70’, les poignées des grandtourismo NOS 70’… Peinture rouge candy, époxy noir et pailleté rouge.

David a totalement arrêté les anciens scooters pour consacrer totalement à la moto. Nul doute que les prépas vont évoluer et que l’on à pas finir d’entendre parler de Pure.

Pure Motorcycles
23 avenue du Campon
06110 Le Cannet
via CAFE RACER

Deus BMW R100S Custom

This BMW R100S custom by Deus Ex Machina, the garage is world famous for their customs based on American and Japanese motorcycles but we haven’t seen many machines based on European marques roll out of their workshops in Australia, Bali, the USA or Italy.

The R100S you see here has been through what I’d call a ‘respectful customisation’, the head spanner-spinner at Deus in Venice Beach is a man named ‘Woolie’ and the way he speaks about the BMW makes it clear that he holds the marque and this model in particular in very high regard.

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Perhaps the most eye-catching element of the bike’s design is the use of modern, inverted Öhlins forks on the front end. The forks were shortened and re-valved by Ed Sorbo at Lindemann Engineering and have ben paired with a set of custom springs on the rear end courtesy of Pierre Vallaincourt at Works Performance.



These new bouncy bits give the R100S far more stable and sports oriented handling, the twin down-tube frame from the original bike already has quite reasonable rigidity which has been further improved by the addition of a custom chromemoly subframe that was handmade by Woolie.

The twin exhausts feed up and over the cylinder heads and work their way out through the subframe to the rear end, those concerned about the possibility of charbroiling your gentleman-plums need not worry – a 1200-degree heat shield has been added under the seat.

When speaking about the finished motorcycle Woolie said “It’s a fun bike….it’s a bit faster than I actually expected”, which is his typically understated way of saying that this bike will have your fillings out if you don’t treat the throttle with respect.

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via SILODROME

Lamborghini Murcielago gets Reventon body kit and Top Gun theme

And jet-like exhaust

This owner of a Lamborghini Murcielago probably missed out his opportunity to buy aReventon and decided to settle for the next best thing: applying a Reventon kit on his LP640.

He didn't stop there as the supercar was also fitted with a Top Gun-inspired theme and features a tacky jet exhaust at the back. The driver is also wearing matching clothes but he's far from being Tom Cruise or Val Kilmer.

INDIANAPOLIS VIA URAL SIDECAR MOTORCYCLE

This article was originally posted on Ural’s blog: Darting around the Circle City on the Ural was a blast during the Red Bull Indianapolis GP weekend. You don’t need backwoods or mountains for an adventure, an urban setting will provide plenty challenges, dangers and varying scenery. Unlike an introspective off-road journey, the city provides an audience. Riding by bus stops and passing pedestrians, the Ural attracts many smiling and bewildered people. Others react to the red sidecar as if they had just spotted a unicycling clown.

For three days, the sidecar carried all the provisions for the track. Putt-putting around the grounds of the historic Indianapolis Motor Speedway seemed fitting; there’s a lotta nostalgia in both the big oval and this brand of bike. I rolled right up to Pagoda Plaza, an open area in the shadow of the 153-foot tall iconic building that sits next to the start-finish line. The police and security personnel nod n’ wave; how could an “old” motorcycle sidecar be up to no good?

Once parked, folks gathered, asking the standard and understandable questions of “how old is it?” and “where’s it made?” When I say it’s a 2010, it’s usually repeated back to me in disbelief. One onlooker pointed out the Brembo disc brake, elbowed their buddy and said, “it’s a new one.”

After leaving the speedway, I headed a short distance to Motorcycles on Meridian with my brother on his 1976 BMW. With well over 15,000 motorcycles lining the streets, this is Indy’s biggest bike gathering of the year. Motorcyclists mingle and cruise the beautiful Monument Circle till the wee hours. Over bricks and bumps and through crowded crosswalks, the Ural bounced along as I looked for a space for two. After spending the day plotting maneuvers around construction barrels and jockeying for position on exit ramps and turn lanes, I backed the Ural up to the 112-year old Soldiers and Sailors Monument for a rest. The tub and its trunk are perfect for stashing jackets and helmets and anything extra, should a warm evening turn cool.

“I need one of those for my bulldog!” was a comment among others heard even before my helmet came off. “Is it comfortable?” “It looks like an old military vehicle.” “That is bad—!” And other colorful observations were made.

Right in the heart of downtown Indy, a concentrated parade of motorcycles spanned several city blocks. The folks at Indianapolis Motor Speedway helped secure a bike-only atmosphere that invited all-types of motorcyclists. To my surprise, it wasn’t long before another motorcycle sidecar cruised by; a father and son in an orange Patrol. Then another, a late model flat black “T.” We counted seven Urals including ours during Friday and Saturday night at Motorcycles on Meridian, which was enough for one passerby to say, when looking at mine, “there’s another one.”

Even with glow lights, loud stereos and oversized polished wheels on the countless Big Twins and hoards of inline fours, the Russian three-wheelers stand out in the crowd. Maybe it’s the juxtaposition of their simple, whirring boxer engines against the open pipes and limiter-bouncing of the evening. Or maybe it’s the Ural’s funky-without-trying-to-be persona. Whatever it is, they’re great vehicles for fun in the city. My Ural quickly revealed itself as a machine that can make a kid and old-timer smile with equal enthusiasm.

MotoGP and Motorcycles on Meridian will be returning to Indianapolis in 2014. Between those two events and the Indy Mile, it’s certainly an urban adventure to enjoy via sidecar…or any motorcycle. Take your spouse or your kid or your dog and soak up the sounds of motorcycles during a Midwestern summer. If you go, keep an eye out for a red Ural, I’ll be waving at ya.  –Corey at GSG

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MINI wants a smaller model, but only if they find a partner to borrow a chassis

When MINI wants a mini

Ironically, MINI has expressed its desire to launch a smaller model but they can't do it without assistance from another automaker.

With each passing generation, the MINI has gotten fatter and fatter up to that point the company is now playing around with the idea of launching a smaller model. Although development of a production version of theRocketman concept has been halted, MINI still wants a smaller model for their new range.

However, the BMW-developed UKL platform which underpins the new MINI is not compatible with a smaller model and as a result the company is currently trying to find a partner from which they can borrow a chassis. In an interview given to AutoGuide, MINI product boss Pat McKenna said feedback on the Rocketman concept was very good and as a consequence the company believes a smaller MINI would be in high demand all over the world.

Source: autoguide.com

Metallica 850

Metallica 850 from Filippo B on Vimeo.

officinerossopuro.it
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Mercedes-Benz G63 AMG 6x6 goes up against its four-wheeled brother

6x6 costs 451,010 EUR

Our colleagues from Motor Trend decided to pit the outrageous Mercedes-Benz G63 AMG 6x6 against its lesser brother, the regularG63 AMG.

The G63 AMG is already a cool car but the 6x6 variant take things to a whole new level and according to MT it makes off-roading feel much easier. Of course, extra coolness and better off-road capabilities come at a very steep price as the G63 AMG 6x6 costs no less than 451,010 EUR (VAT included) in Germany and will remain pretty exclusive since Mercedes-Benz plans on doing only about 20-30 units per year.

Adding another axle to the German automotive behemoth has increased its weight to 3,850 kg (8,487 lbs) but don't worry about being underpowered as the vehicle packs a V8 5.5-liter twin-turbo with 544 HP (400 kW) and 758 Nm (560 lb-ft) of torque. If this isn't enough, give a call to Brabus and they will fix you up with their B63S delivering 700 HP (515 kW) and 960 Nm (708 lb-ft).

Source: Motor Trend

Rat Rod Jeep Death-Wish Trip!

Toyota 2000GT: Japan’s million-dollar E-type

Earlier this year, a fully restored 2000GT was sold by RM for almost $1.2m – and the auction house’s New York sale yesterday saw a highly original car fetch $968,000. We take a look at the reasons behind the car’s skyrocketing value…

Obviously, rarity plays a significant role in collectability; with only 351 built, that side of the 2000GT’s appeal is clear. But look at the factors behind its tiny production numbers, and you’ll find an explanation for the little Toyota’s delayed success.

Expensive and exclusive

By 1967, E-types and 911s had already established themselves as the toast of the decade – they were good-looking, powerful, and not only a joy to drive, but also to cover many miles in. Meanwhile, Toyota had been steadily gaining recognition in America for churning out small economy cars. “At this time, Japanese manufacturers were producing cheap vehicles, widely considered to be inferior to European or American machines,” recalls Don Rose, RM Car Specialist and the proud owner of a 2000GT himself.

Despite being relatively new to the American market – let alone the realm of luxurious GTs – Toyota took the fight to the established players and ambitiously pitched its petite offering at a significantly higher price point. “Back then, even if the Jaguar, Ferrari or Porsche didn’t do it for you, you’d still want anything but a Toyota,” Don remembers.

A scaled-down GT

The market echoed those sentiments, and Toyota struggled to shift its new flagship despite rave reviews in the motoring media. Project partner Yamaha – at the time heavily involved in motorcycle production – had engineered the underpinnings (including the 2.0-litre straight-six adapted from the Crown saloon), expertly honing the car’s spritely character. However, the 2000GT wasn’t merely a sports car: it was refined and well-appointed inside, with rosewood trimmings taken from Yamaha’s piano department.

Soon came further endorsements from even more established names, namely ‘Bond’ and ‘Shelby’. Many will remember the appearance of the faux-convertible in You Only Live Twice, but just as important to its value today was Shelby’s intake of two 2000GTs (plus a spare) into his 1968 SCCA team. This was two years after Toyota had broken numerous speed and endurance records with a pre-production 2000GT at Yatabe test track.

Still pioneering, 50 years on

With competition history to add to its rarity, beauty and big-name endorsements, its attraction as a collector car is obvious. Those who argue that it lacks the all-important brand prestige are missing the point: it’s that very reason which makes the 2000GT so special. It was the brave yet beautiful face of a relatively unknown manufacturer which waded into waters unfamiliar to its domestic peers. Not only did it gradually change the perception of Japanese manufacturers worldwide in its day but, almost 50 years later, it is also awakening the market to the collectability of classic Japanese exotica.

Photos: RM Auctions

‘70 Honda CB750

It's no secret that Mad Max is one of our all-time favourite films. Sure, bikers the world over rave on and on about Easy Rider, On Any Sunday, Girl on a Motorcycle and The Wild One; they're great films and they deserve all the praise they can muster. But for a film that's supposedly about a cop and the last of the V8 interceptors, Mad Max is nigh-on impossible to beat for balls-to-the-wall, badass motorcycle riding. If you've never seen it, we're not quite sure how you can live with yourself. In the mean time, maybe you'd like to fill the void with Vincent Franco's MFP-inspired fuel-injected suicide machine, this rather mad CB750.

“I’ve always had a soft spot for vintage motorcycles,” says Vince. “I always longed to get a bike of my own. It always seemed like a far-off dream until I spotted my first bike, a CB175 for a price I couldn’t refuse. From that point on, I was hooked. There’s something about tearing a bike down to nothing and rebuilding it; it’s a pleasure that never gets old.

After completing a few more resto/mods, I decided it was time to leap into my first true build. I set out to make a mean looking, ‘Mad Max’ style racer. A bike that would look like it had been to hell and back, having the cuts and scrapes to prove it. After some searching and a six hour drive, I was the proud owner of two vintage CB750’s (one built to resemble a Harley, the other in pieces), ready to begin my journey.”

“Fast forward a year and I learned many things: be cautious with soft hands around angle grinders, owning a lathe is probably a good idea if you need to make a lot of bungs, and most of all… shortcuts are not really shortcuts if you have to redo them. I went the easy route on the motor rebuild and ended up having to completely redo the top and bottom end. The motor now has an 836 kit, APE studs, the works. Carbs have had the slides cut and have been setup for the open exhaust/velocity stack combo by Ken at CycleX.

The rest has been a game of figuring out what works and what doesn’t. CycleX triple tree, tapered neck bearings, new bearings all around, new spokes, wheels. The controls are from a 2013 ZX10R and rear-sets are from a CBR929. Rear suspension is Progressive, Race Tech springs, gold valve cartridge emulators and adjustable preload caps up front, and a fork brace that is aftermarket for a late 80's KLR 650.”

“This bike has been a personal journey for two years now. Like anything in life, there are things I wish I had done different, and there are things I wish I knew before I set out. However here she is, my completed 1970 CB750. All that’s left is to figure out what to build next…”

And if there's any of you out there who feel they have what it takes to be the rocker, the roller and the out-of-controller, the bike's up for sale. Hit us up if you're interested.

via Pipeburn