Formule 3.5 : Pierre Gasly vice-champion du monde

L’espoir français conclut son excellente saison à la deuxième place du championnat.

Ces derniers jours, le sacre de Carlos Sainz Jr en Formule 3.5 (World Series by Renault) a relégué au second plan l’excellent bilan de Pierre Gasly. Car derrière le fils de l’ex-champion du monde des rallyes, le Français a confirmé qu’il était bien une des futures stars des sports mécaniques.

Pierre Gasly sur le circuit de Jerez© Dutch Photo Agency/Red Bull Content Pool

Venu tout droit de l’Eurocup, Pierre Gasly faisait cette année ses grands débuts en Formule Renault 3.5, la série considérée comme l’antichambre de la F1. S’il venait avant tout pour apprendre, le Normand a très vite pris ses aises au sein du team Arden. S’il n’a pas pu se mêler à la lutte pour le titre, il a toutefois multiplié les bons résultats et les podiums. Le week-end dernier, il débarquait à Jerez avec la ferme intention d’assurer sa place sur le podium du classement des pilotes.

En Espagne, les pilotes disputaient les deux dernières courses d’une saison qui en a compté 18 et qui leur a permis d’évoluer sur neuf des plus beaux circuits au monde. Le Français a d’abord signé une discrète sixième place avant de se retrouver au milieu d’une rude bagarre pour le podium. Il termine finalement quatrième, devant Carlos Sainz Jr, et se permet de chiper la deuxième place du général à Roberto Merhi, qui a abandonné.

Pierre Gasly quatrième© Dutch Photo Agency/Red Bull Content Pool

Comme pour tous les jeunes pilotes, l’avenir immédiat de Pierre Gasly est encore flou. Mais avec une telle saison au compteur, il peut aborder sereinement les prochaines échéances.

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Is Porsche planning to kill the Carrera?

Those looking forward to a facelifted Porsche 911 next year could be in for a shock: a recent report claims that almost all future 911s will be turbocharged. Only the GT3 is expected to breathe freely… for now.

A mid-life refresh for the current 911 is expected in Autumn 2015. As with previous generations, the visual changes will be kept to a minimum; the major changes will be beneath the smoother skin. It’s worth remembering that the second-generation 997 introduced Porsche’s PDK twin-clutch gearbox, a massive improvement over the Tiptronic set-up it replaced. But the main technological change set to materialise in the 991.2 is one that will drive a stake into the hearts of Porsche enthusiasts: in the November issue of the British magazine CAR, renowned German journalist Georg Kacher suggests the majority of the line-up will be served by turbocharged engines.

2.9 litres: The new measure of efficiency

According to Kacher’s contact pool and research, this ‘blow’ will affect all future 911s up to the enthusiast-focused GT3. The existing 3.4-litre base engine will be replaced by a turbocharged 2.9-litre six-cylinder, yet have an output of more than 400bhp, a significant jump from the 345bhp of the current lowest-rung model. Meanwhile, the Carrera S is said to retain the 3.8-litre six – albeit with blown support – and Kacher says this could produce more than 500bhp. This would effectively mean the new S outguns the current Turbo (which is traditionally replaced a year or two later). Surely Porsche’s huge faction of marketing experts would have something to say about that?

Goodbye Carrera

Kacher is less definitive about what this would mean for the track-focused GT3 and GT2 variants, although he suggests Porsche’s engineers will concentrate on reduced weight rather than forced induction for increased performance – a wise decision, perhaps, considering their purist audience. But at a time when Ferrari has admitted it will soon stop the production of free-breathing V8 engines, who knows what the future has in store for long-held traditions?

Photos: Porsche

You can find classic Porsche 911 Carreras of all vintages for sale in the Classic Driver Market.

LE MANS : “1964-1967 : Le Duel Ford-Ferrari” et un jeu-concours

par Claude Foubert (Endurance-Info.com)

Pour paraphraser Charles Aznavour, nous allons vous parler « d’un temps que les moins de soixante ans ne connaissent guère » !, puisque nous allons remonter dans les années 1960, il y a un demi-siècle donc…

La semaine prochaine sortira en effet une Bande Dessinée intitulée « 1964-1967 : Le Duel Ford-Ferrari », texte de D.Bernard et illustrations de Robert Paquet et Christian Papazoglakis, aux éditions GLENAT en partenariat avec le Club ACO.

Les auteurs dédicaceront la BD le 7 novembre à la Boutique officielle des 24 Heures du Mans, 118, Bd Haussmann, 75008 Paris, et le 8 novembre au Mans, à la Boutique officielle du Circuit des 24 Heures.

Le duel Ford-Ferrari tient une grande place dans l’histoire des 24 Heures du Mans. Ford vint officiellement pour la première fois en prototype au Mans avec des Ford GT40 Mk.I dont pas une seule ne vit l’arrivée, Phil Hill réalisant cependant le meilleur tour en course, alors que Ferrari avait signé un triplé. Ford revint en 1965 avec les GT40 Mk.I, mais également avec des GT40 Mk.II dont une, avec encore Phil Hill, avait fait la pole position et réalisé le meilleur tour en course. En 1965, aucune Ford GT40 n’était encore à l’arrivée d’une course meurtrière où seules 14 voitures avaient vu le drapeau à damiers, avec un nouveau triplé pour Ferrari.

1966 allait être l’année de la consécration pour le constructeur américain. Pas moins de huit GT40 Mk.II étaient engagées, appuyées par cinq GT40 Mk.I, avec une armada de pilotes impressionnante : Bruce McLaren, Chris Amon, Denny Hulme, Dan Gurney, Peter Revson, Guy Ligier, Jacky Ickx, Graham Hill, Mario Andretti, Lucien Bianchi, Mark Donohue ou Jochen Rindt (vainqueur de l’édition précédente avec Ferrari), pour n’en citer que quelques-uns. La SEFAC Ferrari n’engageait pour sa part que deux 330 P3, avec l’appoint d’une 330 P3 du NART et de plusieurs 365 P2 du NART, de la Scuderia Filipinetti et de Maranello Concessionnaires. Les rôles étaient cette fois inversés, pas un seul proto Ferrari n’étant à l’arrivée, alors que Ford tenait sa première victoire au Mans avec un triplé des Ford GT40 Mk.II en prime, deux voitures franchissant la ligne d’arrivée côte à côte, les néo-zélandais Bruce McLaren et Chris Amon étant déclarés vainqueurs devant Ken Miles et Denny Hulme en raison de leur position sur la grille de départ. Les Ford avaient été en tête de la course durant 23 heures, seule la Ferrari 330 P3 du NART pilotée par Richie Ginther et Pedro Rodriguez ayant assuré un intermède.

Vous pourrez voir une video de l’édition 1966 ici

1967 était donc l’année de la revanche pour Ferrari, avec une course que l’on considéra à l’époque comme « la course du siècle ». Ford et Ferrari n’avaient pas lésiné sur les moyens. Ford avait engagé quatre nouvelles GT40 Mk.IV, épaulées par trois GT40 Mk.IIIB, trois GT40 Mk.I et par la Mirage M1 de John Wyer pilotée par Jacky Ickx. Ferrari alignait quatre 330 P4, trois P3/P4 et une 365 P2.

L’affrontement fur royal. Même si les Ford subirent de lourdes pertes, la GT40 Mk.IV n°1 des américains Dan Gurney et A.J. Foyt tint bon et donna au constructeur américain sa deuxième victoire consécutive. Les deux hommes prirent la tête dès la deuxième heure de course et ne la lâchèrent point, résistant aux assauts des Ferrari 330 P4 qui prenaient finalement à l’arrivée les deuxième et troisième places, la Ferrari officielle de Ludovico Scarfiotti/Mike Parkes devançant la Ferrari belge de Willy Mairesse/Jean Blaton. Pour la première fois au Mans, le mur des 5000 kilomètres était franchi, et même largement, la Ford victorieuse ayant parcouru 5232,900 Km, les deux Ferrari P4 ayant également passé le même cap.

Le règlement de l’épreuve ayant changé en 1968, ce fut la fin de l’affrontement Ford-Ferrari.

Parallèlement à la sortie de cette BD, le Club ACO lance un jeu concours permettant de gagner un exemplaire de la BD et peut-être également une planche en édition limitée.

Inscrivez-vous pour participer http://www.autoclub.fr/fr/jeux_9_1_2453.html

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WSBK : Le doublé et un premier titre mondial pour Guintoli / Guintoli wins World Championship by 6 points after Qatari double victory

Double vainqueur au Qatar, le Français remporte le Championnat du Monde Superbike 2014.

Sylvain Guintoli (Aprilia Racing Team) a réussi à rattraper ses douze points de retard sur Tom Sykes (Kawasaki Racing Team) aujourd’hui au Qatar pour se proclamer Champion du Monde Superbike 2014 à l’issue d’une soirée exceptionnelle sur la piste illuminée du Circuit International de Losail, avec six points d’avance sur le Britannique.

Qualifié en deuxième ligne, le Français avait dominé la première course et en a fait de même lors d’une deuxième épreuve décisive, qu’il a terminée avec plus de quatre secondes d’avance et une victoire synonyme du premier doublé de sa carrière en World Superbike. Né à Montélimar, Guintoli est le premier Français à remporter le Championnat du Monde Superbike depuis Raymond Roche en 1990.

Au départ de la course, Sykes avait pris l’initiative en s’installant en tête mais a rapidement été rattrapé par Guintoli ainsi que Jonathan Rea (Pata Honda World Superbike Team), qui est parvenu à dérober la seconde place à son compatriote à deux tours de l’arrivée.

Marco Melandri (Aprilia Racing Team) a fini quatrième et concédait la troisième place du classement général à Rea tandis que Chaz Davies (Ducati Superbike Team) et Toni Elías (Red Devils Roma Aprilia) complétaient le Top 6 en course.

Sortie de piste en départ suite à une collision avec Leon Haslam (Pata Honda World Superbike Team), Loris Baz (Kawasaki Racing Team) a fini sa dernière course en World Superbike à la septième place, devant Davide Giugliano (Ducati Superbike Team), Alex Lowes (Voltcom Crescent Suzuki) et Haslam.

David Salom (Kawasaki Racing Team), le Champion de la catégorie EVO, a battu Niccolò Canepa (Althea Racing Team) sur la ligne pour s’offrir une nouvelle victoire EVO et finissait en onzième position.

Jérémy Guarnoni (MRS Kawasaki) a malheureusement fini sa saison sur une chute après avoir été percuté par un autre pilote. Eugene Laverty (Voltcom Crescent Suzuki), Aaron Yates (Team Hero EBR) et Sylvain Barrier (BMW Motorrad Italia) ont eux aussi été contraints à l’abandon.

Double victory gives the Frenchman and Aprilia the World Championship.

Sylvain Guintoli (Aprilia Racing Team) is the 2014 eni FIM Superbike World Champion after a nailbiting season final race held under floodlights at the Losail International Circuit, Qatar.

The race began with Leon Haslam (Pata Honda World Superbike Team) and Loris Baz (Kawasaki Racing Team) colliding at turn one, with Tom Sykes (Kawasaki Racing Team) heading the pack.

Jonathan Rea (Pata Honda World Superbike Team) took over the reigns as race leader before he was overhauled by race one winner Guintoli, the Frenchman setting a new lap record as he took the first double victory of his career to seal the World title by 6 points!

Sykes and Rea battled race long to determine the final spots on the podium with the Honda rider just edging the outgoing champion for second in final 3 laps.

Five riders fought hard for 4th with Marco Melandri (Aprilia Racing Team) coming home ahead of Chaz Davies (Ducati Superbike Team) and Toni Elias (Red Devils Roma Aprilia).

Newly crowned Superbike EVO winner David Salom (Kawasaki Racing Team) was once again involved in a titanic fight for the best classified EVO rider coming home ahead of Niccolo Canepa (Althea Racing Ducati) in 11th, Canepa was 12th. Bryan Staring (Iron Brain Grillini Kawasaki) rode well to claim the 3rd EVO placing in a credible 13th overall.

Eugene Laverty (Voltcom Crescent Suzuki), Jeremy Guarnoni (MRS Kawasaki), Aaron Yates (Team Hero EBR) and Sylvain Barrier (BMW Motorrad Italia)

In the final standings Jonathan Rea finished 3rd, 1 point ahead of Melandri.

Toyota Land Cruiser "Deep In The Woods"

Toyota Land Cruiser "Deep In The Woods" from Cool & Vintage on Vimeo.

Le Rallye du Valais en BD / A Rallye du Valais comic book

Le Tome 3 des aventures de Michel Vaillant, « Liaison Dangereuse », nous emmène dans les Alpes suisses, sur les spéciales du Rallye International du Valais.

Souvenez-vous, l’an passé, nous avions fait connaissance avec Philippe Graton (scénariste), fils de Jean, créateur de la série, Denis Lapière (scénariste), Marc Bourgne et Benjamin Benéteau (dessinateurs) à l’occasion du Rallye du Valais 2013.

Ils étaient venus en repérages pour le prochain album de la « nouvelle saison » qui marquerait le retour de Michel Vaillant en rallye. Pendant tout le rallye, ils avaient interviewé les pilotes, les team-managers, les médias, et pris des centaines de photos…

Après trois mois consacrés à l’écriture du scénario, puis six mois dédiés au storyboard, au dessin et au coloriage, « Liaison Dangereuse » sera disponible à la vente fin novembre.

Dans ce Tome 3, Michel Vaillant doit faire triompher la nouvelle Vaillante au Rallye du Valais, mais sa copilote, Carole, rend dangereuses les épreuves spéciales comme les liaisons. La seconde Vaillante est pilotée par Margot Laffite (fille de Jacques, ancien pilote de F1), pilote et journaliste automobile.

« Liaison Dangereuse », Graton Editeur - Edition Dupuis, 55 pages, sortie le 21 novembre 2014

The latest episode in the adventures of fictitious driver Michel Vaillant is Liaison Dangereuse. Action takes place in the Swiss Alps, with the Rallye International du Valais as backdrop.

Best-of-RallyLive visitors may remember that we met with Philippe Graton (storyboard), son of the character’s creator Jean Graton, Denis Lapière (storyboard) and artists Marc Bourgne and Benjamin Benéteau during last year’s Rallye du Valais.

They were in Switzerland to take notes for their latest comic book which marks Michel Vaillant’s rallying comeback. They spent the event interviewing drivers, team managers and media, and took hundreds of photos.

After three months writing the scenario, followed by six months working on the storyboard and artwork, Liaison Dangereuse is due in shops at the end of November.

In the latest volume, Michel Vaillant’s mission is to take the latest Vaillante car to victory on the Rallye du Valais. However, his co-driver Carole weaves a certain danger into the plot. A second Vaillante is in the hands of driver and motoring journalist Margot Laffite, daughter of ex-F1 star Jacques.

Liaison Dangereuse - Published by Graton Editeur / Dupuis. Fifty-five pages. Due out on November 21, 2014.

Watch the best Hard Enduro action of 2014

By Tom Bellingham
The 2014 Hard Enduro season was one of the closest and most exciting ever as Jonny Walker, Alfredo Gómez and David Knight all took event wins in the hope of ending Graham Jarvis' reign at the top of extreme racing. Watch all the best action in the video below.

© Philipp Schuster/Red Bull Content Pool

Jarvis started where he left off last season with victory at the Hell's Gate season opener in Italy but David Knight made a brief return to Hard Enduro to win the Tough One for the sixth time at its new venue, historic British motocross circuit Hawkstone Park.
Jonny Walker won his second Red Bull Hare Scramble on the 20th anniversary of Erzberg, to make it three winners from the first three rounds, before ending Jarvis' three-year winning run at the Red Bull Romaniacs in Romania to become the first rider to win two events in 2014.
Red Bull Sea to Sky on the Turkish coast saw Jarvis hit back, before Alfredo Gómez ended a difficult season on a high by taking his first ever Hard Enduro win at the Extreme XL Lagares.
In the end, Graham Jarvis once again retained his Hard Enduro crown in 2014, but 2015 could well see the King of Hard Enduro finally dethroned.

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Born A Bad Seed

Born A Bad Seed from LET 'EM HAVE IT! Productions on Vimeo.

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.

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