I don't have much to add, except to say that this kid knows the score. Look at his righteous, stompy boots.
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| "This afternoon, I'll explain how to get your knee down." |
Swiped from Dinosaurs and Robots.
Tuesday, February 7, 2012
Here's An Awesome Photo
Swiped from Dinosaurs and Robots.
Monday, February 6, 2012
Polar Bear Grand Tour Run to Franklin House Tavern in Schaefferstown, PA
Sunday, February 5, 2012
Saturday, February 4, 2012
Motorcycle Pictures of the Week - Ron505
The Lowboy Racer
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This machine was bought in England, build in the 70s from recovered racing spares.
Chassis
the frame, tank and seat comes from a DOMIRACER “ Lowboy” designed on demand by Doug Hele to replace the old Manx Frame, much lower, leaner and lighter than the Manx featherbed (35 pounds less) for the 1961 Tourist Trophy.
The DOMIRACER episode ended in 1962 by the shutdown of the AMC factory in Birmingham and the switch of Doug Hele for Triumph.
“In January 1962, when Norton sold out at Bracebridge Street, Birmingham, Paul DUNSTALL bought most of the experimental Domiracer twin engines and development bits and pieces that had been developed for the factory race team. This included the actual machine raced by Australian Tom Phillips to a magnificent third place in the 1961 Senior TT.”
Soon after Paul Dunstall will build some Lowboy replica frames.
Mick Hemmings built a small serie in 85/90s.
The fork is a shortened Norton Roadholder
front brake is a SEELEY double side single cam
rear wheel hub is a Triumph model
Engine
is a Pre Unit T100/RS from 1957, developped by Edward Turner for the Daytona races, based on the all alloy T100, and fitted with the DELTA (Splayed cylinder head) tuned in 1957 on TRICOR demand.
132 T100/RS plus seven Daytona engines were build and individually tested by Triumph factory.
Inside we find the camshaft E3134 type and the Pushrods “R” types.
Initially fitted with two GP Amal carbs , the output was around 38 Bhp and a maximum
speed at 125mph with a final drive at 23X45
The Triumph DAYTONA project will let place in 1962 to a T100 unit Triumph Daytona model with the arrival of Doug Hele at the Triumph factory.
this brillant engine was also fitted on Formula 500 Cooper racers.
The gearbox is a five speed Triumph and the Magneto a Lucas racing complete the equipment of the extremely pleasant small motorcycle of only 135kg
Brilliant photography by Benoit Guerry for Guerry & Prat images
.
This machine was bought in England, build in the 70s from recovered racing spares.
Chassis
the frame, tank and seat comes from a DOMIRACER “ Lowboy” designed on demand by Doug Hele to replace the old Manx Frame, much lower, leaner and lighter than the Manx featherbed (35 pounds less) for the 1961 Tourist Trophy.
The DOMIRACER episode ended in 1962 by the shutdown of the AMC factory in Birmingham and the switch of Doug Hele for Triumph.
“In January 1962, when Norton sold out at Bracebridge Street, Birmingham, Paul DUNSTALL bought most of the experimental Domiracer twin engines and development bits and pieces that had been developed for the factory race team. This included the actual machine raced by Australian Tom Phillips to a magnificent third place in the 1961 Senior TT.”
Soon after Paul Dunstall will build some Lowboy replica frames.
Mick Hemmings built a small serie in 85/90s.
The fork is a shortened Norton Roadholder
front brake is a SEELEY double side single cam
rear wheel hub is a Triumph model
Engine
is a Pre Unit T100/RS from 1957, developped by Edward Turner for the Daytona races, based on the all alloy T100, and fitted with the DELTA (Splayed cylinder head) tuned in 1957 on TRICOR demand.
132 T100/RS plus seven Daytona engines were build and individually tested by Triumph factory.
Inside we find the camshaft E3134 type and the Pushrods “R” types.
Initially fitted with two GP Amal carbs , the output was around 38 Bhp and a maximum
speed at 125mph with a final drive at 23X45
The Triumph DAYTONA project will let place in 1962 to a T100 unit Triumph Daytona model with the arrival of Doug Hele at the Triumph factory.
this brillant engine was also fitted on Formula 500 Cooper racers.
The gearbox is a five speed Triumph and the Magneto a Lucas racing complete the equipment of the extremely pleasant small motorcycle of only 135kg
Brilliant photography by Benoit Guerry for Guerry & Prat images
Also on:
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Wednesday, February 1, 2012
Further Scooter Mischief
It seemed like a good idea to ride the Vespa to work this morning instead of the Triumph, so I did. The first third of my ride was entirely conventional, but then I arrived at a stoplight next to a pair of chopped hawgs. They had the requisite loud exhaust and goofy beanie helmets and looked like a couple of bad motherfuckers, so I assume they were dentists.
The three of us were turning left. The intersection we were at had two left turn lanes, and I was in the inside lane, while they were in the other. I had stopped somewhat behind them, as I wasn't in the mood for conversation.
The light changed, and I paused before taking off, wanting to give them a chance to get moving. I assumed they would roar ahead and be out of hearing range within a couple minutes. Only they didn't. It looked to me like they just didn't know which of the two of them should go first.
So I grabbed a big handful of throttle (relatively speaking. It's a Vespa, after all) and sped through the turn, whizzing past the two of them and leaning over pretty hard. As it worked out, I ended up leading the pack for a couple miles, which entertained me to no end. It's hard to look tough when you're following a dude on a Vespa - even if that dude is me.
The problem with the Vespa, though it's a good problem, is that the thing is so zippy, and so maneuverable, it ends up being really, really difficult to ride responsibly. Why be responsible when it's so much fun to cause a ruckus?
The three of us were turning left. The intersection we were at had two left turn lanes, and I was in the inside lane, while they were in the other. I had stopped somewhat behind them, as I wasn't in the mood for conversation.
The light changed, and I paused before taking off, wanting to give them a chance to get moving. I assumed they would roar ahead and be out of hearing range within a couple minutes. Only they didn't. It looked to me like they just didn't know which of the two of them should go first.
So I grabbed a big handful of throttle (relatively speaking. It's a Vespa, after all) and sped through the turn, whizzing past the two of them and leaning over pretty hard. As it worked out, I ended up leading the pack for a couple miles, which entertained me to no end. It's hard to look tough when you're following a dude on a Vespa - even if that dude is me.
The problem with the Vespa, though it's a good problem, is that the thing is so zippy, and so maneuverable, it ends up being really, really difficult to ride responsibly. Why be responsible when it's so much fun to cause a ruckus?
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