Leg 1 - 2013 WRC Rallye de France

WRC :End of Day 1: Neuville in front / Etape 1 : Neuville en tête

Thierry Neuville (Ford/Michelin) completed the first full day of the 2013 Rallye de France-Alsace at the top of the leaderboard, ahead of Dani Sordo (Citroën, +9.8s) and Jari-Matti Latvala (VW, +11.8s). Sébastien Loeb is provisionally fourth.

Le Belge Thierry Neuville (Ford/Michelin) a conclu la première journée du Rallye de France-Alsace 2013 en tête devant Dani Sordo (Citroën, +9s8) et Jari-Matti Latvala (VW, +11s8). Sébastien Loeb est au pied du podium.

Sébastien Loeb dominated this morning’s action when he collected three consecutive stage wins in his Citroën DS3 WRC running on hard-compound Michelin Pilot Sport H2 tyres. It was an ideal start for the nine-time world champion who topped the order at the midday break.

The afternoon, however, as all about Thierry Neuville who, like Loeb earlier, left lunchtime service with five hard-compound tyres in spite of the dark clouds that were gathering over the Vosges Mountains. “I was able to benefit from perfect weather information and it didn’t rain. I therefore felt confident and decided to push hard,” said the Belgian after winning SS6 and becoming the rally’s third different leader since the start. He was fastest again on SS7 (34.34km) which was almost entirely dry.

This evening, the Ford/Michelin driver enjoys a cushion of 9.8 seconds over the driver who beat him in Germany, Dani Sordo (Citroën DS3 WRC), while Finland’s Jari-Matti Latvala is third (+11.8s, Volkswagen Polo R WRC) after providing further evidence of his speed on asphalt. Sébastien Loeb (4^th) fell back three places during the afternoon and trails the leader by 12.2s: “We opted for four soft-compound tyres and two 'hards' for the last three stages but the rain didn’t materialise. It was the wrong choice.”

Sébastien Ogier, who clinched the world title after yesterday evening’s SS1, failed to settle into a good rhythm this morning and didn’t make the best tyre choice for the afternoon, either (three ‘softs’ and three ‘hards’). The Frenchman is currently fifth overall (+28.7s), ahead of Evgeny Novikov (Ford), Andreas Mikkelsen (VW) and Mikko Hirvonen (Citroën) who are all more than a minute behind Neuville.

There is still a three-minute gap between the top-two runners in the WRC-2 class, namely Robert Kubica (Citroën/Michelin) and Elfyn Evans (Ford). The WRC-3 standings are topped by Quentin Gilbert who has pulled out a handy safety margin over Sébastien Chardonnet (+40.4s) and Keith Cronin (+1m16.3s). Stéphane Consani has retired.

Sébastien Loeb avait dominé la matinée en signant les trois meilleurs temps au volant de sa Citroën DS3 WRC chaussée de pneumatiques Michelin Pilot Sport H2 (hard). Pour son retour en rallye, le nonuple champion du monde était donc parfaitement dans le coup et menait l’épreuve à mi-journée.

Mais la boucle de l’après-midi a été dominée par Thierry Neuville qui, comme Loeb le matin, avait opté pour cinq gommes « hard » malgré le ciel très menaçant au-dessus des Vosges. « On a eu de très bonnes infos météo alors j’en ai profité. On a attaqué, en pleine confiance », expliquait le Belge à l’arrivée de l’ES6 où il a pris la tête de l’épreuve. Ses propos ont été confirmés dans l’ES7 (34,34 km), à 90% sèche, où Thierry a signé un nouveau temps scratch.

Le pilote Ford/Michelin compte ce soir 9.8 secondes sur son rival du dernier Rallye d’Allemagne Dani Sordo (Citroën DS3 WRC) et 11.8 sur le Finlandais Jari-Matti Latvala (Volkswagen Polo R WRC) une nouvelle fois très performant sur l’asphalte. Sébastien Loeb (4^e) a concédé trois places en trois spéciales, mais il ne pointe qu’à 12.2 secondes du leader. « On avait 4 soft et 2 hard cet après-midi et il n’a pas plu. C’était un mauvais choix. »

Sébastien Ogier, qui a fêté son titre mondial hier à l’issue de l’ES1, n’était pas dans le rythme ce matin et n’a pas effectué le meilleur choix de pneus cet après-midi (3 soft, 3 hard). Le Français figure au 5^e rang, à 28.7 secondes de Neuville. Evgeny Novikov (Ford), Andreas Mikkelsen (VW) ou encore Mikko Hirvonen (Citroën) sont à plus d’une minute.

En WRC-2, il y a toujours plus de trois minutes d’écart entre le leader Robert Kubica (Citroën/Michelin) et Elfyn Evans (Ford). En WRC-3, Quentin Gilbert a bouclé cette première journée en tête devant Sébastien Chardonnet (+40s4) et Keith Cronin (+1min16s3). Stéphane Consani a abandonné.

TRIUMPH 6T THUNDERBIRD SALT RACER

There’s something strangely compelling about motorcycles built solely to race down the Bonneville salt flats. Stripped of all fripperies, they’re designed to operate in a hostile environment that tests both man and machine.

This Triumph 6T was built by Dick Smith of The Baron’s Speed Shop in the UK, and it has that odd beauty in spades. Photographer Gary Magerum captured it at rest after it grabbed the record in the Pushrod/Fuel/Special construction class.

The bike is based around a duplex pre-unit frame from The Factory Metal Works in the States. Baron’s then slotted in a 1960 6T (Thunderbird) motor, heavily modified with a three-piece crank, a flywheel made from EN40B steel, and vintage Harman & Collins drag cams. Most moving components have been lightened, from the timing gears to the pushrods and rocker arms.

The pistons are 10:1 high compression items from MC Cycle, sucking gas from a pair of 1.5-inch Amal 3 GP carbs supplied by Burlen Fuel Systems. The gearbox is a 1957 pre-unit fitted with five-speed internals. As if that’s not enough, the bike is tuned to run on straight methanol, and lubed by Morris’ legendary R 30 castor oil.

The rims are 19” Akronts front and back, shod with Avon tyres, and the unashamedly prominent nose cone is a modified Hagon item.

The sound (and smell) of this Thunderbird must be amazing. Another good reason to add the BUB Speed Trials to the bucket list.

With thanks to photographer Gary Margerum. Head over to the Baron’s Speed Shop website for more classic British iron.

via BIKEEXIF

A svelte saviour? Short drive in the new Maserati Ghibli

Quo vadis, Maserati? That question will be answered over the next few years, the new Ghibli being the first part of the response. Four-wheel drive, diesel engines and modest pricing opens the brand to a new target group, but is that the solution? We try to work this out during a short test drive…

"The Ghibli is the springboard to a major product offensive."

The Ghibli is possibly the most important model in Maserati’s 99-year history. If it enjoys the sales figures that the bean-counters are predicting – particularly in North America and Asia – the Italian manufacturer could have tens of thousands of new customers, the springboard for a major product offensive. In 2012, around 6,300 cars were made; by 2015, the company intends that number to be close to 50,000, with new SUV, GT and 911-rival models waiting in the wings.

However, their introduction appears to hinge on the success of the Ghibli, so what if it doesn’t perform to expectations? It doesn’t bear thinking about.

Sibling similarities

In entering its third generation, the Ghibli has borrowed little from its namesakes, a pair of two-door coupés from 1966 and 1992. In the new Maserati product portfolio, it acts as an entry-level model placed beneath the Quattroporte. However, only a trained eye will be able to spot the visual differences and the story is much the same under the surface – it shares the Quattroporte's brakes, suspension, steering and numerous interior details, though the smaller car will have a more sporting edge. The twin-turbo 3.0-litre petrol V6 looks set to be used in the next Ferrari California, and there’s also a diesel engine of the same capacity and cylinder arrangement available.

Two revolutions at once

Diesel isn’t the only new feature. Like its rivals (E-Class, 5 Series, A6, etc.), the Ghibli can also be specified in four-wheel drive (but in LHD markets only). With this dual revolution, Maserati has accepted its need to catch up with the competition, even if certain brand traditions must be discarded in the process.

Our test car is the top-of-the-line Ghibli S Q4 which produces around 404bhp, and costs around 82,000 euros in Europe. Visually, it’s certainly angled towards the tastes of the American and Asian markets – meaning a dramatic front end and muscular haunches – which might leave more traditional Maserati enthusiasts a little bitter. But that’s sort of the point: if Maserati wants to lure a new breed of customer, things have to change. It worked for Jaguar, after all.

Italian spirit remains

The interior is tactile with a healthy dose of Italian flair, the wood panelling to the transmission tunnel being a particularly nice touch. Despite lacking a few cylinders in comparison to the usual Modenese offerings, a raspy note quells any concerns on start-up. Once on the move, those borrowed steering and suspension systems are convincing – ‘Normal’ allows a comfortable glide through the Swiss mountains, while in ‘Sport’, the Ghibli fulfils the promise of further agility over its bigger brother.

While it looks to be geared for success in its priority markets, its adoption in Europe is difficult to predict. The imminent centenary will no doubt bring with it plenty of attention, so one would certainly hope this is the beginning of a more secure future than Maserati has ever seen before.

Our test car was borrowed from Foitek Automobile in Zürich - customer test drives are invited.