HCG R100RT

It’s a sad state of affairs when the only time Argentina gets in the UK news is when the Top Gear buffoons chase cod-scripted sensationalism to get Daily Mail reader’s kecks all of a flutter. Thankfully in our little bikey world, Argentina is one of many Latin-American countries building outstandingly stylish steeds. After doing unspeakably delicious things to a CX500 and most recently a Hinckley Bonneville, Federico Lozada and German Karp of Herencia Custom Garage have turned their keen eye to the hardy perennial that is the BMW R100RT. Under the dowdy Merkel exterior hid trim Klum DNA, pert barrels and all. This Teuton can Tango.

This build was for an existing HCG client, so very happy was he with the #22 Triumph Bobber, it wasn’t the hardest sell to convince him a companion bike was a good idea. The condition was that the bike would be finished in time for the prestigious UtoClasica show. Held in San Isidro, a suburb of Buenos Aires, it takes place every year in October displaying the best vintage cars and motorcycles in the country alongside a Shed-tastic auto jumble. Held outdoors, at a horse racing track, the best customisers and restorers from Buenos Aires exhibit their cars and bikes for scrutiny under the sun.

With a project use case requiring that the bike handle city streets, highways and weekend jaunts to the country with equal aplomb the 1980 R100RT is a great donor. The lofty riding position of a street scrambler added to the big bore boxer engine ticked a lot of boxes. A reworked rear end to allow a slimmed yet comfortable tuck and roll seat keeps lines sleek, contrast white stitching picking up the the paint.The stripped and neatened frame was treated to silver powder coat, with the majority of the drivetrain and running gear in black it helps break up what could have been an overbearing look.

The engine was in great condition, requiring nothing more than a health check and a service before the tough cosmetic makeover. No retro touches, just  black powder and plenty of it. With 1000cc on tap, the Bing carbs and standard airbox setup provide reliability and ease of maintenance. The RT oil cooler has been kept, to help the big pots stay cool in the Argentine city heat haze, tucked beneath the header it it’s easily missed, but adds a nice safety net and piece of mind for Summer.

Key to the visual transformation, a NOS Kawasaki KZ400 tank was prized from the hands of a serial tank collector, sounds intriguing… The paintwork takes the original Kawasaki design but exchanges the colours for a more understated palette, with hints of a fine Argentinian Merlot in there. The tank shape fits very nicely on the frame, meeting the seat and rear subframe in a natural manner. Keeping either end of the bike short, both lighting and mudguards have been reduced, ensuring the visual bulk of the bike lies between the two axles.

Keeping an open dialogue with the client, each modification was proposed, discussed and developed, the in-house exhaust system a clear indication of the process involved. There’s more than a few hours spent welding the dozens of pipe sections, tucked close in to the side of the bike, terminating in a raucous stubby end can. Right calf protected from the heat by a neat shield, avoids the use of scratchy pipe wrap, while the high level scrambler look is maintained.

The Snowflake wheels remain, yet powdercoated black, the delicate design makes a strong case against the sought after spoked variants. Shod in Continental TKC80s, there’s plenty of on/off road performance on offer, the transition from Buenos Aries backstreets to Dakar dunes will be a fun one. Front forks were shortened slightly and a set of Koni shocks out back, puts enough spring in it’s step. Perhaps the bike will be back in the workshop later when the owner discovers how much fun the bike will be on gravel roads. The standard twin Brembo stoppers haul the bike up via handlebar mounted master cylinder removing the standard cable-hydraulic setup.

Rider controls appear to have succumbed to Latin-style austerity measures; there’s nothing there that isn’t essential. Simple Posh switches and a clean Koso gauge supply the necessaries and with indicators tucked down by the cylinders there’s an unobstructed view of the road ahead. Classic grips hold the bars with a light rise and sweep. The finely honed ergonomics of the original bike haven’t been tampered with too much; all day comfort on those sunny weekends was the brief.

There’s a definite class to this build, without being at all ostentatious. The basic colour palette, lifted by the flash of red lets the silhouette and finishes shine through the lens of Leandro Villamea. Equal thought given to functionality should make it a hoot and a half wherever it may roam. Herencia are carving out a chunk of their own heritage, it’ll be great to see where they go next.

Now firmly established builders, check out the Herencia Custom Garage website and Facebook page for more builds from the Argentine duo.

via The Bike Shed

PINCH RACING - BAJA CAMON 2014

Découvrez les aventures du Team Pinch Racing - #1 - CHAMPIONNAT DE FRANCE 2014 BAJA SSV à CAMON.

The American Eagle Flies Again - Louis "Rocket" Re

The American Eagle Flies Again - Louis "Rocket" Re from Andrew David Watson on Vimeo.

motorcycles

Pipeburn Video: Bonita

A short video piece in praise of Pepe Luque's beautiful Honda 1971 CB450 Cafe Racer. For more, please visit us at Pipeburn.com

Pipeburn Video: Bonita from Pipeburn.com on Vimeo.

lavidange

lavidange from eyebeam videos on Vimeo.

654 MOTORS R100 SCRAMBLER

The BMW R series is arguably the go-to donor for those wishing to stamp their mark on the custom scene. The bar is set pretty high when it comes to cool looking Airheads so builders have got to work pretty hard when marking their scent. Luckily Daniel, AKA Yaken, of 654 Motors is from Sweden; therefore stylish is part of his gene pool and as a result his builds are unlikely to be anything other than easy on the eye.

Gratuitous shot of folk having a jolly time playing on motorcycles in the sunshine.  Ahh, summer seems such a long time ago.

The donor 1977 BMW R100 was purchased form a retired policeman and was in excellent serviceable condition. Despite this Daniel stripped the R down to the frame, cleaning and replacing parts along the way. The theme was to be Scrambler, so high pipes and knobblies would set the scene.

It’s hard to make a beemer look svelte, let alone dirt worthy, especially with the girthy fuel tank in situ. Paired down like a chair from the Ikea catalogue this Airhead looks as if it weighs no more than 160 kilos and begs you to rip it up a Scandinavian forest track. The brushed steel looking knee section turns the tank from Exxon Valdez to Steve McQueen Husky in an instant.

Rather than chop ‘n’ loop the existing subframe Daniel went for the chop option, ditching original and fabricating a new unit with straighter top tubes on which to mount the beautifully crafted Nubuck leather seat. In true Scando-fashion, powder coating proved to be slightly uncouth for a component as precise as a wheel rim, so in this case black anodising keeps oxidisation at bay. Mitas trials rubber sorts the traction out, and having seen these tyres firsthand, I can confirm that in the flesh they are the most handsome option, perhaps even nicer than the Michelin version.

In a pleasant break from the norm the exhaust pipes are a forethought rather than an uncomfortable bolt-on. If you’re scrambling, you want your pipes high-up and out of harms way. In addition, anything that can undo the BMW’s undercarriage looking like an overindulged clergyman’s paunch; then all the better. For me, sending the pipes under the seat and slash cutting them alongside the mudguard is not only a thinking mans solution but something innovative and fresh; sort of thing I wish I had thought of. The battery box has been banished to a grimey life under the swingarm, leaving the pipes in podium position.

Handlebars are a very personal thing, if you are someone that appreciates a decent pair. The rise and sweep of these retro styled chrome beauties gets me quite excited, I just want to grab them and go for a ride. That’s the whole point of a decent pair, right? Recessed mini-switchgear and classic levers keeps the view uninterrupted, Motogadget M-Lock removing the need for ugly and rattly ignition keys.

Matylda Mcilvenny hand painted the 654 logo on the army blue painted tank, and a what a lovely job she has done. Regarding the ride, Daniel says; “Even though the bike is big it handles brilliant in city traffic and with these tires there is nothing stopping you taking a detour through the woods”.

I reckon a back to back test with the Fuel Motorcycles Strial 4two is in order; although at this time of year I reckon Daniel would be more keen to head over to Karles’ place in Barcelona to find out.

If you’re a pickled herring magnate or successful in the flat pack furniture scene and fancy a more stylish ride to work, then get in touch with Daniel/Yaken via his website. If you’re a mere mortal and like ogling well crafted machinery follow the 654 Facebook page and check for updates on their new 600m2 Stockholm facility and future builds.

via The Bike Shed

Red Bull’s biggest ever machines

The bigger the better as we take a look at the biggest machines ever to feature the Red Bull livery.

By Anthony Peacock and Tom Bellingham

Kamaz Dakar Truck

 
You don’t mess with a Kamaz. The company is the largest truck manufacturer in Russia and has won the Dakar Rally a record 12 times, frequently in Red Bull colours. It may not be the prettiest thing that the world has ever seen, with all the aesthetic and aerodynamic properties of a house brick, but it’s also built like one too. Powering the whole show is a 17.2-litre turbocharged V8 diesel (yes, not a typo) that puts out around 730bhp via a 16-speed transmission. The driving experience is a bit like riding a rocket-propelled camel.

Frozen Rush Pro4 Truck© Red Bull Content Pool

Frozen Rush Pro4 Truck

So who thought that putting a 900bhp engine in a truck and then driving it round a ski slope would be a sensible idea? Try any of the participants in Red Bull Frozen Rush: the world’s very first offroad truck race on snow (we’re talking quite niche motorsport here). Essentially, the vehicles are 4x4 pick-ups – except where you might expect to find a dog on a chain in the load bay, there’s an enormous great engine instead. Think of the race as a cross between downhill skiing, World Rally Championship and the NASCAR Truck Series, and you’re more or less there. Temperatures often drop below zero, so these pick-up trucks on steroids use half-inch steel studs to bite into the snowy surface.

Air Race Zivko Edge© Red Bull Content Pool

Air Race Zivko Edge

Alarmingly, Paul Bonhomme – one of the leading names in the Red Bull Air Race, during which competitors perform high-speed aerobatics – is employed by British Airways as a Boeing 747 pilot. So let’s hope that he never confuses his days off with days at work. Not that there’s a great deal of risk of getting a jumbo jet mixed up with the Zivko Edge 540 used in the Red Bull Air Race. It’s an aircraft designed specifically for aerobatics – so there’s no toilet or business class. It’s only 6.27m long and it runs out of puff at 230 knots (425kph/265mph), but those aren’t the figures that grab your attention.
Instead, it’s a climb rate of 1,128m per minute and a roll rate of 420 degrees a second (leading to such great forces that early versions of the plane were fitted with a strut brace on the tail, to stop it snapping off). The 747, by contrast, can only manage a climb rate of about 500m per minute fully laden, while the roll rate is also considerably more restrained.

Bell Cobra TAH 1F helicopter© Red Bull Content Pool

Bell Cobra TAH 1F helicopter

Another distinctive member of the Flying Bulls fleet is the Bell Cobra TAH 1F helicopter. Synonymous with the Vietnam War, the ‘A’ stands for 'Attack' – which is exactly what this chopper was put on earth to do. Boasting a top speed just shy of 350kph (220mph), it was the first helicopter to seat the pilot and the gunner in line with each other like a fighter plane. This gives it a distinctively slim shape; now adorned with one of the biggest Red Bull logos out there.

Red Bull Energy Station© Getty Images

Red Bull Energy Station

The biggest ever Red Bull machine isn’t, as popularly imagined, Dietrich Mateschitz’s magnificent DC6B (formerly the property of Yugoslavia’s Marshal Tito) or even Felix Baumgartner’s Stratos capsule (although that’s certainly the highest). No, the biggest Red Bull machine is the Energy Station: the name given to describe Red Bull’s ‘motorhomes’ that are seen in Formula One and the WRC, as well as various other events. They can accommodate the entire Formula One with its guests and take about two days to assemble, making them comfortably the biggest Red Bull machines out there.
Some people might think we’re stretching the definition of ‘machine’ here, because while it’s informally known as a ‘motorhome’, there’s no motor anywhere to be found. And yet – as Galileo said when he discovered the earth’s rotation – it moves. That’s because in Monaco the Energy Station is built on a floating platform in the harbour, instantly converting the ‘motorhome’ into a ‘floaterhome’.

Elephant meeting in Germany:

The #Elephant Meeting 2015 in the Bavarian Forest/ Germany
For all who want to attend next year to the legendary Elephant meeting in Germany: the organization announced new necessary rules for attending the meeting. During the last years this motorcycle meeting developed more and more into a folk festival with participants arriving with big trucks and cars unloading huge tents and masses of cateri...ng. Also last year the limits were overpassed: disturbing noise levels (fire crackers etc.), a great input of police and fire fighters, the paramedics reaching their limits - just to name a few problems. Therefore the German organization for Motorcyclists set up a set of new rules which I briefly translate:
1. The participants may arrive only by motorcycle (two or three-wheeled. trikes only if on a motorcycle basis) The car parking in Solls is only for local visitors. No trucks, vans or cars with trailers allowed for participants.
2. The motorcycle must be street-valid even on the event site. No admittance of motorcycle without a valid license.
3. On the roads leading to the site there is a strict 30 Km/ hour rule and the helmet compulsory. On site only a walking speed is allowed. Violations against these rules will lead to a laying in of the vehicle during the entire duration of the event.
4. Putting up tents on site before the event is forbidden and they will be confiscated until the event is over.
5. A prematurely blocking of tent space is not allowed. Blocking of space without a tent on it will be disregarded.
6. Pyrotechnic articles, hooters and stuff alike are forbidden and will be confiscated at the entrance. The smugglers of noise-making devices will be removed from the event site immediately.
7. The unloading and parking of cars, trucks and vans is forbidden on the streets around the site and in the neighboring villages one week before.
By these rules the organizers want to bring back this famous meeting to its origins. It has been always a meeting for true, genuine motorcyclists and it should stay like that in future. The annoying incidents of the last years endangered the image of the legendary Elephant meeting which dates back to 1977.

http://bvdm.de/index.php?id=47&lang=3

European Le Mans Series : Bilan et perspectives d’Alpine avec Bernard Ollivier, son président…

par Laurent Mercier (Endurance-Info.com)

 

Bernard Ollivier a de quoi être un homme heureux. Alors que fin 2014 Alpine n’a encore rien à vendre, le président de la marque dieppoise peut se satisfaire d’avoir deux titres européens en LM P2 dans son escarcelle avec Signatech-Alpine, sans oublier un podium de catégorie aux 24 Heures du Mans. La présence d’Alpine est bien ancrée en Endurance et il n’y a pas de raison pour que ça change. L’association avec Philippe Sinault fait mouche, si bien que Signatech-Alpine ambitionne de passer sur la scène mondiale afin de fédérer un maximum autour de la marque dans le monde entier avant la sortie de la Berlinette du XXIème siècle. Entretien avec un patron d’Alpine heureux et confiant…

Pourquoi faire de la compétition alors qu’à l’heure actuelle, Alpine n’a rien à vendre ?

« Je passe mes journées à dire que la compétition coule dans les veines d’Alpine. On se rapproche du lancement de la Berlinette du XXIème siècle. La sortie de l’auto est prévue pour 2016 et tout suit normalement son cours. Alors pourquoi faire de la compétition quand on ne vend rien ? L’engagement d’Alpine sert à communiquer sur la marque, aussi bien en France qu’en dehors. Les clients connaissent le palmarès d’Alpine en compétition. Tout le monde sait qu’Alpine est le petit qui a gagné contre les grands. En Allemagne, on sait qu’Alpine a battu Porsche. Il nous faut aussi parler de la marque dans les pays lointains, notamment au Japon. Il y a de nouveaux marchés qui sont à étudier de près : Chine, Russie, etc… Alpine doit être capable de revendiquer des titres. Je veux des titres ! C’est dans la culture d’Alpine. Voilà le cahier des charges. Nos prévisions de ventes en Asie sont de l’ordre de 30%. »

L’Europe ne sera pas oubliée…

« Bien sûr que non ! A titre d’exemple, l’Allemagne est un gros enjeu pour nous. C’est le premier marché sur les voitures de sport. On a une carte à jouer. Il faut que notre Berlinette rentre dans la marque et pas l’inverse. Dans quatre ans, les clients devront dire : « j’ai acheté une Alpine et pas une Berlinette. ».

Pourquoi l’Endurance ?

« L’Endurance est une discipline ultra-moderne. C’est celle qui s’impose pour Alpine. La marque a été lancée il y a bientôt 60 ans. Malgré cela, Alpine reste une marque citoyenne et moderne. On cherche à donner du plaisir sans avoir à rouler à des vitesses élevées. Les valeurs de l’Endurance nous correspondent parfaitement. Cette année marquait le 17^ème engagement d’une Alpine aux 24 Heures du Mans. En 1972, Alpine a gagné les 96 Heures du Nürburgring. Il y avait une seule Alpine, qui plus est privée, et elle a gagné. Les techniciens ont pris des vacances pour suivre l’auto pilotée par Jean-Luc Thérier. »

Alors pourquoi pas revenir en rallye ?

« Nous n’irons pas nous-mêmes en rallye. Une Alpine ne gagne plus en rallye, une Porsche non plus. Si nos clients le demandent, alors pourquoi pas. »

Alpine a vocation à aller en LM P1 ?

« A l’heure actuelle, ce n’est pas raisonnable. Tout est une histoire de coût. On ne peut pas aller au-delà de nos moyens et on reste une petite marque. Nous n’avons pas besoin d’aller en LM P1 pour valoriser notre envie de gagner. »

L’Asie pourrait faire partie des orientations ?

« Pourquoi pas… Il faut trouver le bon moment pour y aller sachant que le marché asiatique est très important pour Alpine. »

Quel sera l’engagement d’Alpine en 2015 ?

« Je tiens d’abord à rappeler que nous aurions dû débuter en 2014 et non 2013. L’année passée s’est transformée par un titre européen alors que nous avons roulé sur un effet de circonstance et une opportunité. Pour 2015, nous allons déjà voir si notre auto est encore capable de gagner. La décision finale n’est pas encore prise. La voiture est encore compétitive, et ce malgré l’arrivée de nouvelles autos. La saison 2015 devra être aussi brillante que 2014. Il convient aussi de rappeler que la 7^ème place décrochée reste la deuxième meilleure performance d’une Alpine aux 24 Heures du Mans après la victoire de 1978. »

Que répondre aux détracteurs que l’Alpine A450B n’est qu’une ORECA 03R rebadgée ?

« C’est injuste de dire que ce n’est qu’une ORECA peinte en bleue. La toute première Alpine M63 était déjà un patchwork avec des bouts de plusieurs autos. Jean Rédélé était quelqu’un de pragmatique. Nous, on applique le même traitement. On se concentre à faire une belle auto. La peinture bleue ne fait pas aller l’Alpine A450b plus vite. Alpine est une marque de proximité. C’est le cas depuis l’époque du rallye. Il y a un côté modestie et simplicité. C’est la même chose en Endurance. »

A quand Alpine en GT ?

« Le premier sujet est l’auto de route. Ensuite, nous verrons… J’ai du mal à penser qu’à moyen terme Alpine ne sera pas au Mans. Nous verrons aussi ce que va être le futur de la catégorie GT. L’Alpine n’a pas la taille d’une Ferrari. C’est une auto appropriable. Pour le GT, on regarde sans aller plus loin. Chaque chose en son temps. En revanche, pourquoi pas mettre en place une coupe mono-marque. »

Voir une Alpine LM P2 privée est possible ?

« Les titres sont importants et il ne faut pas brouiller l’image de la marque. Pourquoi pas voir une Alpine engagée par une équipe privée mais on a des exigences. Pour 2015, le couple Signatech-Alpine fonctionne parfaitement et il n’y pas raison que ça change. Le travail réalisé avec Philippe Sinault et son équipe est parfait. »

L’équipage actuel sera reconduit ?

« Les pilotes doivent porter le plus haut possible la marque Alpine. Jean Rédélé a donné sa chance à beaucoup de jeunes pilotes. Il a fait des paris qui ont été payants. Si un jour Nelson (Panciatici) et Paul-Loup (Chatin) devaient être pris par un constructeur LM P1, alors nous serions ravis. »

Et Alpine en tant que motoriste ?

« Alpine n’a jamais été un motoriste. Pour cela, on a eu Gordini. J’ai été à l’origine de Renault Sport Technologies. Nous avons récupéré le titre F3 en 2001 avec un moteur Renault. Qu’est ce que cela nous a apporté d’être motoriste ? Motoriste est un métier difficile. On parle avant tout de l’équipe avant le moteur. Alpine n’a pas la culture de faire des moteurs puissants. »

Quel est votre avis sur la Renault R.S. 01 ?

« Elle porte les attributs de Renault et RS. C’est la griffe Renault Sport. Ce n’est pas une Alpine. »

Il pourrait tout de même y avoir un lien avec le prix de fin de saison avec un volant en LM P2 au Mans pour le meilleur gentleman ?

« C’est une possibilité. Cependant, il ne faut pas mélanger les genres. L’Alpine est bien bleue et pas jaune. Chacun son domaine. Alpine-Renault, c’est terminé… Le projet Berlinette regroupe 120 personnes. Chez Alpine, on veut faire une auto pour les passionnés qui ne recherchent pas seulement la performance. C’est une fierté pour nous car nous avons réussi à faire une association entre Alpine et modernité. On se doit de surprendre et être là où les gens ne nous attendent pas… »

Burkheimer

Kerry Burkheimer, a passionate fly fisherman, builds "one at a time, one of a kind" fly fishing rods.

Burkheimer from Filson on Vimeo.

1972 HARLEY-DAVIDSON XR750

I sometimes upset certain types of vintage motorcycle enthusiast by telling them that the Harley-Davidson XR750 is one of the most beautiful bikes ever made, I know it’s not for everyone but its clean, function-first design always stops me in my tracks and makes me wish I had the $20,000+ required to add it to the collection.

The XR750 came about as a bit of a last minute project in 1969, the rules for the AMA Grand National Championship were slightly changed to allow both sidevalve and overhead valve engines – Harley had dominated the series when the rules favoured sidevalve engines but in 1970 the more modern British motorcycles would be able to enter, and the men at Harley knew this was going to be a problem.

An engineering team was assembled by Harley-Davidson’s racing manager Dick O’Brienand, and work began on a new flat track motorcycle, it was loosely based on the long running Sportster model but with upgraded heads, cylinders and oiling as well as modified (and simplified) electrics.

The XR750s produced in 1970 and 1971 encountered overheating problems, so for 1972 a newly designed aluminum alloy head was used – solving the issue and resulting in a motorcycle that would be the most successful in the history of American Motorcyclist Association Racing.

The beautifully presented 1972 Harley-Davidson XR750 you see here is due to be auctioned in Las Vegas on the 8th of January 2015 – giving you a few months to save up, or plan a bank heist.

via SILODROME

A Story of Stubbornness

When others took their manufacturing operations overseas, we wished them well and went back to work here in Seattle, the city where we’ve made our goods for more than 100 years, and where we’ve opened a second factory.

A short distance apart, our two facilities allow us to keep an ever-watchful eye on quality, and give us the capacity to manufacture even more of our products in the United States.

Kings of California

1 week
3 Bikes
800 Miles
And a lot of fun...

Our Roadtrip from San Francisco to L.A.

Kings of California from studio steve on Vimeo.

Svako Garage // Let's get dirty

Svako Garage // Let's get dirty from Svako Garage on Vimeo.

Porte rouge ....

A Nightmare on Main Street: The 10 scariest cars of all time

Perhaps you already have an appropriate costume in your closet – but what should you park on your drive to scare away the trick-or-treaters before they make it to your door? Here are the 10 most horrible cars in history…

Dartz Prombron Black Shark: Defender from the Apocalypse

The ‘Black Shark’ might be ungainly, but you won’t be complaining when it shields you from the Apocalypse. Built in Russia, the Dartz Motorz (sic) SUVs were given a Hollywood endorsement when Bruce Willis drove one in the 2013 film A Good Day to Die Hard.

Rinspeed Bedouin Concept: Eggcellent idea in principle

In 2003, Rinspeed designer Frank M. Rinderknecht cooked up an intelligent, variable-space shooting brake concept based on the Porsche 996 Turbo. He clearly loved the ‘fried egg’ headlamps so much that he decided to apply the theme to the car’s body panels too. Shame they were rotten.

1957 Aurora: Religious righteousness; molten mess

Despite looking like a melted yank tank that swallowed a Lancia Fulvia whole, the 1957 Aurora concept had a saving grace: it was intended to be one of the first experimental safety vehicles, the brainchild of a Catholic priest (you couldn't make this stuff up). Except that didn’t save it – thankfully, only one was ever built.

Grave Digger: Expendable body parts

First appearing in the 1980s, Dennis Anderson’s Grave Digger has since become one of the most famous monster trucks, siring no fewer than 29 descendants. Many of these are still in service – but the original is on display in the ‘Digger’s Dungeon’, which has body parts (its own) hanging from the ceiling.

Panoz Abruzzi: Greedy goblin

Supported by his father Don (a chain-smoking millionaire nicotine mogul), Danny Panoz created a loud-mouthed supercar capable not only of simultaneously inhaling four pumpkins – but also relieving 81 buyers of half a million dollars each.

Maybach Exelero Concept: The devil works fast

Perhaps not ugly, but certainly evil-looking, the 2005 Maybach Exelero was a high-speed test car built for tyre manufacturer Fulda to shake down a new generation of rubber. It was capable of almost 220mph, but could scare the wits out of witnesses while stationary.

Packard Twelve Concept: A breaker's dozen

Appearing to have taken moustache-grooming tips from Charlie Chaplin (or…), the four-eyed Packard Twelve concept was intended to be the American company’s luxury saloon of the New Millennium. The only explanation for it being allowed to reach the public eye is that the approval board must have been drunk with pre-recession power, but thankfully they had sobered up before a decision to put it into production could be made.

Weber Sportscars Faster One: Tested in a tunnel, designed in the dark

Independent Swiss manufacturer Weber Sportscars perhaps proved best that form should not blindly follow function. Luckily, founder Roman Weber realised how eye-wateringly ugly the car was, and returned more recently with a marginally less offensive design.

Sbarro Monster G: Cleared for the one-way runway

At the 1987 Geneva Motor Show, Franco Sbarro introduced a quirky (read: queasy) Swiss alternative to the German G-Wagen. Sporting a 6.9-litre Mercedes V8 and wheels from a Boeing 747 (yes, really), the resulting ‘Monster G’ mercifully flew off into the sunset, never to be seen again.

Marussia B2: Cold and uninviting

A year before acquiring its ill-fated Formula 1 team, Moscow-based Marussia Motors blessed us with the B2 supercar, which had a six-cylinder engine from British specialist Cosworth. Shame the design wasn’t outsourced, too.

Photos: Dartz Motorz, Rinspeed, Peter Vann, Panoz Motors, Daimler, RM Auctions, Weber Sportscars, Marussia Motors

You can find visually inoffensive modern and classic cars for sale in the Classic Driver Market.