Chinese Eyes: Ferrari 330 GT flirts with Bentley S3 Continental

Mulliner Park Ward’s coachwork for the S3 Continental drew a younger market towards Bentley ownership; it remains one of the more radical styling deviations the marque has experienced. We organised a rendezvous with a rare Ferrari, with which it shared remarkably similar canted headlights…

Not even the most prestigious marques could ignore the cultural swing of the early 60s. With many brands (automotive or otherwise) targeting the youth of the day, changes were required not only in terms of marketing, but in styling, too.

With the launch of the aluminium-bodied S3 Continental, the recently merged coachbuilder Mulliner Park Ward turned away from the elegant, yet slightly sombre, route taken with its previous work. Instead, in came slanted headlights (becoming affectionately known as ‘Chinese Eyes’, a sobriquet any manufacturer would understandably avoid today), as well as clipped tail-fins and smoothed flanks. These flourishes also made the car more appealing to the American market.

The slanted headlights became affectionately known as ‘Chinese Eyes’, a sobriquet any manufacturer would understandably avoid today...

Meanwhile, Ferrari was also undergoing a transitional period: the legendary 250 chapter was being brought to a close. As only the second series-production 2+2 Ferrari (the first being the 250 GTE), the 330 GT was put into service alongside the 275 GTB and ultra-exclusive 500 Superfast. Designed to offer a more comfortable, less taxing drive than its siblings, it also had an extended wheelbase to better accommodate the +2s.

Pininfarina’s Tom Tjaarda was the man behind the 330 GT’s styling. He too opted for skewed headlights, as well as a wide grille and forward-leaning nose, the latter having recently been adopted by BMW as a styling cue that would continue well into the 80s.

Neither of the tilt-eyed cars lasted long in production: a ‘Series 2’ revision of the Ferrari in 1965 saw the return of a more conventional pair of circular headlights, and that same year the S3 was ousted by the (unitary construction) T1. Between the curious duo, fewer than 600 were built – and today they represent not only a clear example of the good that can come when established companies deviate from tradition, but also just how influential 60s culture really was.

 

Photos: Jan Baedeker

via Classic Driver

KAWASAKI W650 BY MAX POWER

It’s a while since we’ve featured a Kawasaki W650. So it was a pleasure to receive details of this beautifully proportioned build from Bertrand Bussillet, editor of the French magazine Cafe Racer.

The W650 belongs to a Parisian actor, David. He’s a long-time fan of custom motorcycles; the first bike he bought was from Mecatwin, the Triumph specialist. But when David saw Deus’ Bloodnok, he had a coup de foudre—it was love at first sight. He decided to build his own W650 inspired by the Australian brat-style beauty.

David started his project by collecting parts, mostly through two web shops. Webikesupplied the aluminum tank, the bars and the Daytona speedo, while Vanem delivered the battery box and the exhaust system. He then bought a 2006-model W650 with very low mileage and in perfect condition.

After scouting around for a workshop able to build the project, David selected Max Power in Roncq, northern France. Max Power’s owner Philippe specializes in highly tuned engines and is best known for his muscle bikes. But he also has a great reputation for neat detailing, and that was the brief David gave him—to build a motorcycle as perfect as a factory bike.

Max Power worked for three months, redesigning the subframe and creating a support for the battery box. A lot of effort went into the front of the bike, to get it as light as possible. The wiring is now hidden under the tank, and goes through the frame and then the bars; the speedo is on the left side of the frame, with the indicators alongside. The classic-style seat came from Auto-Sieges, and Venom Design applied the immaculate paintwork.

It’s one of the cleanest W650s we’ve ever seen. Time to start trawling eBay again for a cheap W650, methinks.

Images by Rob Schoehuys for Cafe Racer.

via BIKEEXIF

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Cal Crutchlow in talks with five teams

Despite rumors from the German press that Cal Crutchlow has signed with Ducati, and the announcement will come during next month’s Indianapolis GP, the popular British rider says he needs more time to decide where he is going in 2014.

Crutchlow has become the rider on every team’s wishlist for next season, and he has had offers, not only from Ducati - who has already given Nicky Hayden the axe (and it would have been nice if they had issued an official press release thanking him for all his years with them), and from HRC - to replace Stefan Bradl in LCR Honda.

Yamaha Tech3’s Herve Poncharal desperately wants him continue with his squad, even if Lin Jarvis can’t guarantee him a factory ride in 2015, and despite speculation that Pol Espargaro has already been signed by the Yamaha bosses to replace him in the satellite team.

Just last month, Crutchlow was asked if he take into consideration a return to World Superbikes if he didn’t get a decent offer for 2014, his repy seemed a definite ‘no’, and he was allegedly reported as having said, “better being sixth in MotoGP, than winning a World Superbike championship.”

Apparently the options from the ‘other championship’ have gotten slightly more interesting, because the rider told journalists at Laguna Seca that he is also in talks with teams outside of MotoGP.

“I won’t make a fast decision and in my eyes I won’t make a decision by Indy. I need time and am speaking to five teams, and not just in this championship, so we’ll see what happens.”

from Twowheelsblog