• The Rescogs Guide to Winter Biking

    Riding a motorcycle in Winter happens for a variety of reasons. For some of us, the lack of a car or car license makes it a necessity. Scottie went through almost 20 years relying solely on two-wheeled transport, come rain, wind, sleet and snow. For others, it’s still worthwhile to avoid the endless traffic jams and the joys of public transport. But it isn’t all doom and gloom when the days get shorter, especially if you do it right.

    Good Reasons to Ride in Winter:

    • A dry, sunny Winter day is awesome. A dry, sunny Christmas day is even better, as most car drivers (And law enforcement operatives) seem to either be in front of the TV or in the pub. Which means empty roads away from town centres.
    • You’ll still be sharp come Spring, rather than spending the first couple of weeks getting used to being back on a bike.
    • You’ll also build up a good feeling of smug superiority over fair weather riders, and endless tales of Winter riding to bore them with when you speak to them.
    • Winter Hacks: A chance to pick up something different and cheap, and then abuse it.
    • Winter kit: It gets better, and cheaper every year.
    • You might have to be a bit more careful, but you’ll still get there faster without having to worry about traffic jams.

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  • 350PS And 470Nm From Ford Focus RS

    350PS, or 345bhp in old money. That’s a lot of power for any road car but when it’s coming from a mid-sized five door hatchback its bordering on the obscene.

    2016 Ford Focus RS (07)

    2016 Ford Focus RS

    It is, if you haven’t already guessed, the output of the 2.3 litre Ecoboost that propels the Ford Focus RS. Despite losing a cylinder and 200cc displacement the new engine pushes out the same grunt as the limited edition RS500 from 2010, backed up by 440Nm of torque (or 470Nm on overboost, which kicks in for 15 second bursts on full throttle).

    No news on the 62mph time or terminal velocity, but suffice to say it’ll be bloody quick thanks to all-wheel drive.

    Ford aren’t messing about. The RS’s only serious rivals in the hot hatch world are the Audi RS3 (367PS for £39k) or the AMG A45 (365PS for £38k), and my gut says the RS will be a better drive than both.

    With the first public sighting at Goodwood this weekend, it looks like the famous RS badge continues to go from strength to strength.

    2016 Ford Focus RS

    Performance & Economy 2016 RS 2009 RS 2010 RS500
    Engine 2.3-litre 4-cylinder turbocharged petrol 2.5-litre 5-cylinder turbocharged petrol 2.5-litre 5-cylinder turbocharged petrol
    Transmission 6-speed manual, front-engined, all-wheel drive 6-speed manual, front-engined, front-wheel drive 6-speed manual, front-engined, front-wheel drive
    Power (PS / bhp) 350 / 345 300 / 295 350 / 345
    Torque (Nm / lb.ft) 440 / 324
    (470 / 346 on overboost)
    440 / 324 460 / 339
    0 – 62 mph (seconds) 4.7 5.9 5.6
    Top Speed (mph) 165 163 165
    CO2 Emissions (g/km) TBA 225 235
    VED Band TBA K L
    Combined Economy (mpg) TBA 30.1 28.5
    Price (OTR) £28,940 £27,925 £35,437

     

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  • ST. MICHAELS CONCOURS: SHOWTIME ON CHESAPEAKE BAY!

    Mike Matune brings us highlights from one of the top East Coast Concours.

    As the show season winds down, we always look forward to the St. Michaels Concours d’Elegance for one last hurrah. To celebrate its tenth year on the Concours calendar, it returned to the campus of the Chesapeake Bay Maritime Museum. This location allowed the showcasing of stunning wooden boats and outstanding automobiles, delivering pure sensory overload. Making its debut at St. Michaels was the North Collection’s ‘33 Alfa Romeo 8C 2300. Under its flaming Italian Racing Red paint is body done in the style of Touring, build by Pettenella.

    Robert Tattersall freely admits the lovely lady, right, featured on the hood of his ‘48 Triumph TRA 2000 is the most frequently photographed element of his car! It’s something of a shame as the car has many other notable features. Among them a “dickey” or rumble seat with a pop-up windshield.

    Tattersall’s Triumph, below, showcases some of the details that make it an excellent addition to the show field: period blanket and picnic basket. One could almost see Yogi Bear running off with the basket!

     

    Karen & John Gerhard’s ‘66 Ferrari 275 GTB Berlinetta was made for, and feels most comfortable on, the open road. When introduced at the 1964 Paris Auto Show, it marked a move by Ferrari to produce a more user-friendly version of its front-engined, closed sports car. But that move didn’t come at any reduction in performance. A Colombo designed 3.3-liter 280 horsepower V12 powered a new 275 chassis with four-wheel independent suspension.

    Here is an early example of American Muscle, Peter Stiffel’s ‘11 Mercer Raceabout. It utilized a minimalist approach to lower weight and high performance. Nothing was included that didn’t serve the singular purpose of providing its driver with a thrilling adventure.

    Max Hoffman, the legendary auto importer of the 1950s, gave us several important marques and models, among them the BMW 507 roadster. Impeccably styled by noted industrial designer Albrecht Goertz, it features a V-8 of just over three liters backed by a four-speed transmission. They became the darlings of the rich and famous in their day. Thomas Pesikey owns this beautiful, Rudge wheel equipped example.

    Paul & Linda Gould’s ‘35 Bugatti Type 57 Grand Raid Roadster was one of those cars you had to observe from every angle to drink in just how striking it is. This one is one of only two that were completed with bodies built by the Swiss firm, Worblaufen. This rear angle gives you a good idea of how all the elements of design combine into one very cohesive shape.

    Alvis is one of those British manufacturers that has disappeared. But before they went, they produced some very well styled cars like James Sprague’s ‘64 TE21 Drophead Coupe with coachwork by Park Ward. Actor Tony Curtis originally owned Sprague’s car. He had it fitted with power steering and brakes, automatic transmission and air conditioning.

    In a car that bore his name, E. L. Cord combined cutting edge engineering with equally impressive styling. FWD drive and a monocoque chassis rested under a rakish body with hideaway headlights and a “coffin” nose. Thomas Haines’s ‘36 Cord 810 Convertible Phaeton takes it all a step further with an open car still allowing for all weather protection.

    Barbara and Al Mason are frequent Concours competitors with their brilliant orange ‘28 Auburn 8-115 Speedster. At St. Michaels they came away with a double victory, earning not only People’s Choice, but also taking Best in Show. An impressive “Double” to say the least!

    Here is proof of the old adage about “There’s nothing new under the sun”. Bill Alley’s Waverly four-passenger Brougham is an electric car built in 1911. Originating in the period when the automobile was beginning to replace horse drawn conveyances, its appointments are more in keeping with an aristocrat’s carriage than what we would expect in an automobile. The interior looks like the drawing room in a fine home.

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  • Bugatti Veyron 16.4 vs Rimac Concept_One

    Watch petrolhead peer Lord Pembroke’s Bugatti Veyron and Mate Rimac’s Concept_One go head-to-head on track.

    Lord Pembroke can’t resist a challenge, so when the chance came to pitch his pride and joy against the latest technological tour de force from Croatia – the Rimac Concept_One electric supercar – he didn’t have to think twice.

    The founder of the Wilton Classic & Supercar show – which relaunches this year as the UK’s most prestigious and exclusive annual supercar and classics gathering – swapped cars with Rimac’s official test driver, Miroslav Zrncevic.

    “Looking forward to the technologies driving future performance will be one of the most fascinating elements of the new Wilton Classic & Supercar event,” says Lord Pembroke, “and we wanted to get to know our new friends at Rimac – builders of the world’s fastest accelerating supercar – as part of that journey of discovery.

    “It’s fair to say the Wilton team returned from Croatia having been blown away by the technology built into the Concept_One, and awed by the single-minded dedication of the man behind it. Now we can’t wait to share some of that Rimac magic at our new event on June 3-4.”

     

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  • INDYCAR: SO YOU WANT TO DRIVE THE INDY 500?

    We’ve suspected this for many years and now it’s official. The Indianapolis 500 is no longer a reasonable aspiration for most racing drivers, blogs Stephen Cox.

    Indianapolis Motor Speedway (IMS) president Doug Boles was kind enough to talk with me briefly at the annual PRI trade show in Indy. I asked him what his plan was to increase the number of entries at the Indianapolis 500. His answer took me by surprise.

    “We grew up falling in love with the sport when you had that number of entries,” Boles said. “A lot of those entries were guys who sat around in December and said, ‘You know what? We’re going to build a car in our garage and we’re going to enter it at the Indianapolis Motor Speedway for the Indy 500.’”

    “But first and foremost in my mind is just really safety. I don’t think it makes sense for us to get back to fifty or sixty cars just from a safety standpoint,” Boles continued. “I’d love to see fifty or sixty or seventy cars entering and guys just being able to decide that they have a driver who’s running at Putnamville and we’re going to give him a shot to run at the Speedway. I just don’t think it’s practical anymore.”

    Let that statement sink in. American short track drivers – who routinely filled the field until the 1980s – are now considered unsafe and incapable of running the Indy 500.

    Don’t ever go back to the speedway and expect to find the next A. J. Foyt or Parnelli Jones. There won’t be one. Nor will you ever see another Stan Fox or Rich Vogler claw their way up through the ranks and make it to Indy. For that matter, we’re also unlikely to ever see another Rick Mears or Robby Gordon. Those guys got to Indy through off-road desert racing, not Indycar’s current ladder system. They would likely be considered unsafe at the speedway today.

    Boles countered by saying, “We have the best on-track product that we’ve ever had in the history of the speedway with the last five years. The number of lead changes we have, the number of cars in the field that have a chance of winning it.”

    True, recent events have had a certain NASCAR-green-white-checkered-overtime excitement to them. However, this was not achieved by eliminating drivers of sprint cars, off-road trucks, midgets, late-models or amateur sports cars from the speedway. It was achieved – if indeed, this can be called an “achievement” at all – through regulation.

    More teams are in contention because everyone is forced to use the same spec car. The additional lead changes were artificially created through “push to pass” legislation and turbo boost mandates. Using this logic, even better races could be manufactured by enacting a rule disqualifying anyone who leads two consecutive laps, thus assuring 249 lead changes in every 500!

    The bottom line is this – SCCA drivers are welcome to compete at IMS in the Run Offs. SVRA drivers are welcome to Indy’s vintage event. Short track drivers are welcome to buy tickets and sit in Turn Three.

    But the speedway has no intention of enlarging the field past forty cars and creating space that could be filled by new drivers from other disciplines. That is bad news for thousands of very good racing drivers worldwide. And it is even worse news for the Indianapolis 500 itself, whose relevancy continues to fade.

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