Rallye Monte-Carlo Historique : C’est parti pour la 18e édition

Les premiers concurrents engagés au Rallye Monte-Carlo Historique 2015 ont quitté Glasgow hier soir. Ils rejoindront leurs camarades venus de Copenhague, Turin, Barcelone et Reims à Saint-André-les-Alpes samedi 31 janvier pour le Prologue. Arrivée mercredi 4 février sur le port de Monaco, jour d’ouverture du Salon Rétromobile (Paris).

Une semaine après le rallye moderne, l’Automobile Club de Monaco est de nouveau sur le pont pour organiser l’épreuve historique qui a encore fait le plein pour cette 18^e édition avec quelque 300 véhicules au départ. L’épreuve est ouverte aux voitures ayant disputé le Rallye Monte-Carlo entre 1955 et 1980. Petite nouveauté du règlement : il y aura trois vitesses moyennes différentes à respecter suivant les autos.

Sur la liste des engagés, on trouve donc une myriade de Porsche, Alpine-Renault, Ford Escort, Opel Kadett, Citroën DS, Lancia, BMW, Alfa-Roméo… Quelques curiosités aussi, comme une Jaguar Type E, une Facel Vega, une Lancia Stratos, ou encore une Borgward Isabella.

Parmi les personnalités attendues cette année, Jean Ragnotti (Renault 12 Gordini n°1), les anciens pilotes officiels Citroën Bob Neyret et Claude Laurent (DS21 n°21 et n°29 ), le PDG de PSA Peugeot-Citroën Carlos Tavares (Peugeot 504 Ti n°38), Denis Giraudet (copilote Ford Escort n°92), Fred Gallagher (copilote Lancia n°95), Daniel Elena (Golf GTi n°100) ou encore notre confrère Gaël Robic, journaliste à FranceTV (copilote A112 Abarth n°107)…

Les premiers concurrents sont partis hier de Glasgow (Ecosse). Ils sont imités aujourd’hui par ceux de Copenhague, Turin, Barcelone et Reims. L’étape de concentration les emmènera à Saint-André-les-Alpes samedi 31 janvier où les attendra la première ZR (Zone de Régularité) avant de rallier la Principauté.

Dimanche 1^er février, direction Valence (Drôme) par Digne-les-Bains, le Col des Garcinets, puis Clelles-Mens, le Col de l’Echarasson, Saint-Jean-en-Royans… Le lendemain, deux mythiques spéciales ardéchoises sont au programme avec Saint-Pierreville/Le Cheylard (60 km !) et l’incontournable Burzet, puis Labatie d’Andaure et Lamastre. Halte nocturne à Tournon/Rhône.

Mardi 3 février, les concurrents rejoindront Monaco par Saint-Nazaire-le-Désert, Laborel, puis le Col Saint-Raphaël, avant la fameuse « Nuit du Turini » du mardi au mercredi avec Lucéram/Lantosque, La Bollène-Vésubie/Sospel et l’arrivée finale Port Hercule à Monaco, sans oublier le célèbre gala Salle des Etoiles au Monte-Carlo Sporting Club.

Les passionnés de véhicules anciens vont être comblés en ce début février puisque le Salon Rétromobile se tiendra du 4 au 8, Parc des Expositions de la Porte de Versailles (Paris).

The first competitors to start the 2015 Rallye Monte-Carlo Historique left Glasgow, Scotland, yesterday evening. They will join their comrades who started from Copenhagen, Turin, Barcelona and Reims for the Prologue in the French Alps (Saint-André-les-Alpes) on Saturday January 31. The event will finish in Monaco on Wednesday, February 4.

Just one week after the WRC round, it’s time for the Rallye Monte-Carlo Historique which has attracted a 300-strong entry! The event is open to cars that took part in the ‘real’ rally between 1955 and 1980. Depending on car, there will now be three different average speeds to comply with.

The entry list features a raft of Porsches, Alpine-Renaults, Ford Escorts, Opel Kadetts, Citroën DSs, Lancias, BMWs and Alfa-Romeos, plus rarer models like a Jaguar Type E, a Facel Vega, a Lancia Stratos and even a Borgward Isabella!

This year’s famous competitors include Jean Ragnotti (Renault 12 Gordini), former factory Citroën drivers Bob Neyret and Claude Laurent (DS21), PSA Peugeot-Citroën’s CEO Carlos Tavares (Peugeot 504 Ti), Denis Giraudet (co-driver, N°92 Ford Escort), Fred Gallagher (co-driver, N°95 Lancia) and Daniel Elena (Golf GTi).

The first competitors to start left Glasgow yesterday and will be imitated by those who chose Copenhagen, Turin, Barcelona and Reims as start venues. The Concentration Run will arrive in Saint-André-les-Alpes on Saturday, January 31, where the first regularity test will be held en route to the Principality.

On Sunday, February 1, the field will head to Valence via Digne-les-Bains, Col des Garcinets, Clelles-Mens, Col de l’Echarasson and Saint-Jean-en-Royans before some classic stages in France’s Ardèche region, namely Saint-Pierreville/Le Cheylard (60km!) and Burzet, followed by Labatie d’Andaure and Lamastre.

After an overnight in Tournon, Tuesday’s itinerary (February 3) will head back to Monaco via Saint-Nazaire-le-Désert, Laborel and Col Saint-Raphaël, ahead of the ‘Nuit du Turini’ (Lucéram/Lantosque, La Bollène-Vésubie/Sospel) and the finish in Monaco on Wednesday morning, with a gala dinner to follow at the prestigious Monte-Carlo Sporting Club.

SCANDINAVIE, L'APPEL DU NORD

SCANDINAVIE, L'APPEL DU NORD - Extrait par BonnePioche

Motorhead Hill Climb Sponsored by Recaro

Motorhead hosted their first Hill Climb event held on the winding stretch of road that makes up the amazing Mazda Turnpike located on Hakone mountain. This special event played host to a wide range of racing machines from Super GT to classic race cars along with a high powered drift machine all with the sole intentions of attacking these fast paced, dangerous road.

KRUZ CO LAVERDA SF 750 SCOUT

Sacrilege is a strong word. Taken literally, “the violation or misuse of what is regarded as sacred”, it may well represent what some see before themselves on this very page. But before our beloved readers drop a deuce in the comments section at the sight of this rarefied Italian classic, take note of these two points:

“When we met the Laverda, she was in boxes, many old boxes, 50cc handle bar, no seat, no tank, no brakes… actually there was a chassis, an engine and two wheels.”

and

“We decided to keep the possibility to go back to the original look. To cut into a Laverda is like a piracy act. So no cuts on the frame, no welding, only bolted mods.”

With that in mind, unclench those cheeks and enjoy the rest of the article

So it was with trepidation that Brice and Oli of Kruz Co. went about remodeling the Breganze beauty. A wide open brief from the client stating only that it should be ‘made for two’, meant the duo could focus on their own ideas rather than bending to a long list of wants. And so, with just an engine and basic rolling chassis the plan developed to make this a true blend of the old and new. Not fitting squarely into any particular genre of bike, it is it’s own thing. It’s no cafe racer, nor Brat or tracker; at Cosmic Nozem it was simply described as ‘something different like a fake old one’. Perhaps stealing the word ‘RestoMod’ from the car world is most appropriate in this case.

Being thoroughly sensible chaps, the engine was sent of to living Laverda legends Van Dijk’s in Holland; arguably the most knowledgeable workshop for the Orange beasts in all of the EU. There it was treated to the full works, the rubber gloves pulled on and Gijs Van Dijk got elbows deep in big twin’s bottom end. The fine finned lump came back to the Kruz better than factory fresh. Crackle black covers are the only external differentiator from a standard engine, the handsome block doesn’t require further fettling.

Without the original tank to hand and original items both rare and expensive, the big decision was what to replace it with. The intricately swooping 4-spar frame meant any tank would need the tunnel modifying to fit, so it was more a question of appropriate style. Eventually, a period correct Honda CB750 item was decided upon, blocky yet rounded, it transforms the Laverda from ’70s race track refugee to country road cruiser. As expected the base need a whole lot of work to squeeze over the frame, but once fitted the spot-on proportions make it look like it grew there.

The contrasting steely blue paint of the tank against the cherry red frame was an inspiration taken from Italian rival MV Agusta. A coloured frame is always a risk, but the beauty of the Laverda frame, in unmolested form takes it in it’s stride and works with the sheet metal to form a gracious, classic silhouette. Simple side panels, hide the majority of the electrics under the seat, adorned with the original SF750 badges, the bike wears it’s heritage with pride. But the new, simplified loom tucked neatly behind those panels speaks loudly at the work Kruz has done to sympathetically update the bike.

In order to mount the lighting and rider controls without modifying original parts, a clever bracket stretches between the yokes to hold everything. A bespoke GPS speedo minimises trailing wires, the face plate bearing the Kruz Co. logo. It’s a simple touch, but is one of those details that brings a build together. Every time you look down there’s a reminder than you’re riding a one-off, built just for you. An old Triumph 4-wheeler kindly donated it’s headlight grill, along with the raised handlebars the mesh adds purpose to the look of the bike and hint of it wanting to dart down that gravel track you just passed.

It was at this point that the idea of not touching the bike with a grinder or welder made things doubly hard. All those useful little tabs and brackets we take for granted to hold electrical components couldn’t just be tacked on. Instead, using existing holes and some ingenious bracketry everything found it’s home. Thankfully, Laverda’s use of German and Japanese electrics over the more fickle Italian and British produce means that the elements are less likely to result in a embarrassing road side stop.

The 2-1 exhaust system is cunningly crafted from the original twin pipe setup. Spliced and wrapped, the two former header pipes now collect and sweep down the left side of the bike into a subtle megaphone. It’s a far more subdued look for the bike, working well with the street focused aesthetic and letting the big parallel twin cylinders sing in harmony. If the owner does fancy tackling a a gravelly path or grassy paddock, the Heidenau K60 tyres are sure to help the Laverda transfer the motion to ground effectively.

Running gear was completely refurbished. Brakes and suspension received new fluids and seals, aluminium was buffed or powdercoated, and wheels were stripped, cleaned and laced. No need to be revolutionary here, the quality of the original components was very good and after a thorough service there was no need to go bolting on a set of USD forks. Kruz aluminium mudguards front and rear emphasise the scrambler-light look of the bike; this is a build that certainly looks better for having usable fenders.

If those leather saddles bags are giving you whiffs of a gentleman’s country steed, then their equestrian origin will come as no surprise. Found at a flea market, they look like something Laverda may have endowed a bike with for the discerning gent or lady as a factory option had they gone down that route. A frame was devised to locate from existing mounting points, lifting the bags away from the suspension and wheel. Quick and easy to bolt on and off, as one desires.

Kruz try as much as possible to make their bikes easy to live with and easy to use. Maintaining the centre stand, side covers and producing a natural sit-up-and-beg riding position, it’s a functional beast. The tank and seat come off with just two bolts; this really is a bike that would be no harder to live with than an original. Two hundred miles were put on before it found the outstretched hands of the customer; both Brice and Oli fell in love with the brawny charm of the big twin in that time. We can understand why.

The classic lines of the bike have been captured by the lens of Thierry Dricot. We don’t know which modeling agency the horse came from, but if anyone is interested we’ll put you in touch.

Catch up with Kruz Co. on their site or Facebook for plenty more on upcoming builds.

via PIPEBURN