Summer is coming to an end in the UK. You can tell because we’re ramping up towards motorcycle shows and new models. And the end-of-season special offers are all appearing. For example, cheaper Ducati finance from £99 per month for a Supersport. And similar Autumn offers on the 2017 Ducati Scrambler, including the Cafe Racer and Desert Sled models, plus Ducati Performance vouchers with new Multistradas.
So, the Ducati Supersport is a pretty comfortable and usable sportsbike, with a 937cc, 113bhp V-twin engine returned from Hypermotard/Multistrada. And it’s priced competitively, with Marzocchi forks, a Sachs rear shock, Brembo calipers with ABS and lots more making it something you could use for commuting or longer trips as well as track days. All of that comes in at £11,635. But it sounds even more reasonable when you could be paying £99 per month.
That does come with some Ducati TriOptions financing rules. You’d need to pay a £2,634.40 deposit, pay £99 per month, and then cough up an optional final repayment of £6,176 to own the motorcycle outright. Which means you’d end up paying £12,374.40 after 37 months at 3.11% APR on the repayments, and 3.2% on the final lump sum.
Ready for a load more numbers? The 2017 Ducati Scrambler range are also part of the 3% TriOptions deals, including the newest Desert Sled and Cafe Racer models, for £99 per month.
As an example, the Ducati Scrambler Desert Sled would require a £1896.46 deposit. Followed by 37 months of £99 (2.91% interest), and a final lump sum of £5,013 (3% APR). It makes the total cost of a new Scrambler go from £9,535 to £10,113.46, but does mean you aren’t paying it all up front.
The various Scrambler versions share the same 803cc engine. But with different accessories and style for whichever look and purpose you prefer. The Desert Sled is obviously intended as more of an urban off-roader, capable of a bit of dirt and gravel. While the 1960’s inspired Cafe Racer will be at home on Tarmac. Probably parked up outside a coffee shop in Shoreditch or Soho.
Not keen on finance, or have money burning a massive hole in your pocket? Well Ducati still have some other offers for you. If you pick up a 2017 Ducati Multistrada 1200, you’ll get a £1000 Ducati Performance voucher to spend on accessories, equipment or helmets and clothing. And that’s now been extended to also give you a £750 voucher if you pick up a smaller 2017 Multistrada 950.
All of the Ducati TriOptions Finance and Ducati Performance voucher offers run until October 31st, 2017. And can be sorted via your local Ducati dealer.
The Matunes – Maureen & Mike – were on the field of 100 antiques, classics and sports cars to bring us highlights of one of the country’s top Concours.
The Radnor Hunt Concours d’Elegance limits itself to 100 motorcars each year while recognizing automotive legends. This year four were honored including Auburn-Cord-Duesenberg. Exemplifying those once mighty marques were Dave Markel’s ‘31 Cord L-29 Cabriolet and Sue & Mark Lankford’s ‘37 Cord 812SC Phaeton.
Team Penske’s ‘73 Porsche 911 RSR was a major attraction. These cars were featured in the first IROC Championship, taken by Mark Donohue. This very car would carry him to a Riverside win. Standing next to the car speaking to a television journalist is Mark’s son David. He is a racer of note in his own right, having both a North American Touring Car Championship and a class win at Le Mans to his credit.
The Race Cars of Roger Penske were featured at this year’s event. Among them was this ‘66 Chevrolet Corvette L88 coupe owned by Kevin Mackay. It’s too bad this car can’t talk. It could tell stories about a cold drive back from the Corvette plant in St. Louis to the Penske shop and then to Corvette legend Dick Guldstrand. Or about completing the Daytona 24 and taking a class win with flashlights taped to the hood replacing crash-damaged headlights!
Purists were appalled a few years back when perennial sportscar manufacturer Porsche, added SUVs and a sedan to its lineup. They may have been ignoring a little history, as Porsche once made tractors in addition to their more sporty offerings. Production was started before WWII and continued afterwards by manufacturers who leased the rights to the design. Radnor Hunt had a special class this year for vintage tractors and Daniel Magness brought his Porsche along.
From another time, comes the Delage sales slogan, the “Car with a Reputation”. The origins of that were supposedly in the saying that a Delage was the car you gave to your mistress. The lines of this ‘34 D8S Cabriolet with body by Fernandez & Daren certainly convey a sultry theme. Today it holds a place in the JWR Museum collection. Its past accolades include class awards on two occasions at Pebble Beach.
Fiat has unleashed a modern version of the legendary 124 Spyder Abarth and this is the car which inspired it – Gildo Torchia’s rare ‘73 Fiat 124 CSA Abarth. Conceived and built as a Homologation Special to qualify for Group 4 rally competition, it features an IRS, fiberglass hood and decklid and aluminum doors. Those wheels are real magnesium as opposed to aluminum. Under its hood is a slightly hotter version of Fiat’s DOHC Four.
Suzanne and John Campion traveled from Jacksonville, FL to show their ‘83 Lancia-Abarth 037 rally car. It has scored multiple wins and podiums in its life. Found in Prague, it is now safely ensconced in the Campion’s extensive collection of pro rally cars. Their trip to Radnor Hunt was rewarded with the Best of Show Sport trophy.
Diane & Don Meluzio showed their ‘61 Fiat Abarth Bialbero 1000 GT Coupe with body by Carrozzeria Abarth & Beccarris as part of a special Fiat Abarth class. After a successful racing career in Europe this car was sold to Team Roosevelt in the U.S. and continued its winning ways at Nassau and Sebring. As with most Abarths, the engine is diminutive but powerful, drawing 95 horsepower from 948 ccs. The Meluzios are to be congratulated for organizing the outstanding Abarth class.
It’s hard to find a bad angle on David Markel’s ‘32 Auburn 12-160A Speedster. From this view, your eye is drawn to the boat-tail styling, wide-whites, wire wheels and flawless paint. The Speedster houses a 160 horsepower, 391 cubic-inch, Twelve and a two-speed rear axle. Top speed is in the range of 110 mph.
Helen & Richard Harding wait patiently for their turn at the awards podium in their ‘28 Auburn 8-988 Speedster. Their stunning Navajo Red and Black car garnered the Best in Show award at the 21st Radnor Hunt Concours. The Auburn marque dates back to the turn of the 20th Century, later becoming part of Auburn – Cord – Duesenberg.
Chrysler was known for a little craziness during the Ponycar-Musclecar era as shown by Kim Barnes ‘69 Plymouth Barracuda “Mod Top” coupe. One’s eye is immediately drawn to the flower power vinyl roof until you notice the interior is upholstered in a similar pattern. Obviously, this was not for the shy or retiring, as borne out by the fact that only about 900 of these were made in 1969.
Thanks to Mike Whelan for his help with credentials. And to Founder & Chairman Mike Tillson, his staff, sponsors, presenters, judges, participants and volunteers for another great Concours.
Words & Photos by Maureen K. Matune & M. M. “Mike” Matune, Jr.
For more information about the event and its venue, please visit https://radnorconcours.org/
It’s really not that difficult to organize a competitive race series. But turning down money? Now that’s tough,blogs Stephen Cox.
The easy way to run a series is to have an official provider for everything from tires to body kits to engines. Mandatory components (spec parts) are frequently offered as a fix-all solution though in reality, costs are rarely contained. Remember, everyone at every step along the way has to make money. That means the series, parts manufacturers, distributors and on and on. Everyone gets a piece of the action and team owners are stuck with the ever-spiraling bills. The usual result is just what we see in the Indy Lights Series and Indycar – higher costs and lower car count.
All of this is a result of wrong thinking. The job of a race series is not to put a limit on how much money teams can spend. The job of a race series is to make sure that spending money doesn’t help. NASCAR’s Camping World Truck Series is in trouble because competitive engine packages are too expensive. Teams are losing money and closing up shop. NASCAR’s response is to consider a spec engine. Wrong thinking.
Take away their tires and everything else becomes elementary. NASCAR tires are enormously wide and offer a broad, sticky contact patch with the asphalt. The trucks reach tremendous speeds before they begin to lose adhesion and when they do, the drift is slight and nearly imperceptible to the average race fan. The racing isn’t that good. The tires are just too wide. If NASCAR trucks adopted a narrow, hard compound tire, the importance of horsepower would diminish considerably. Speeds would drop. The trucks would visibly slide on the racetrack and average race fans could see and appreciate the skill of the drivers.
Teams who spend fantastic sums on engine power would find themselves gaining little, if any, real advantage because without big, wide tires, it would be impossible to utilize all that engine power. The limiting factor in a truck’s speed would no longer be the engine; it would be the tires. The series should concern itself with reducing mechanical grip and to a lesser extent, aerodynamic grip. When the trucks begin to slide, the real racing begins and the unbridled supremacy of overpriced engines quickly fades.
The job of the series isn’t to limit horsepower or spending. NASCAR’s job is to limit the amount of horsepower that can be used in a race by eliminating traction. When that is achieved, the enormous horsepower and massive engine budgets will collapse of their own weight and teams will begin considering the Camping World Truck Series as a viable alternative again. That’s how to save truck racing.
Stephen Cox is Sopwith Motorsports Television Productions Driver, Super Cup Series & EGT Championship, and Co-Host, Mecum Auctions on NBCSN. Sponsored by http://www.mcgunegillengines.com/and http://www.boschett-timepieces.com/index.php
‘It’s a usable point-and-shoot coupe, quite willing to play hard, and then settle down for a drive to dinner,’ blogs Dan Scanlan.
I say AMG, and you say Mercedes-Benz’s hot rod, usually with a big V-8 hand-made by someone in Affalterbach, then signed on an alloy plaque on top. But just as the tuner started by Hans-Werner Aufrecht and Erghard Melcher has been fully folded into Mercedes-Benz, so have some changes come to what’s now called Mercedes-AMG.
So while this all-wheel-drive C43 AMG has received the golden touch from the folks who tune special Benzes, it is a different breed of Mercedes musclecar. This C-Class’ 3-liter/362 horsepower V-6, its twin turbochargers visible under air intakes in the tightly packed engine bay, wasn’t built in AMG’s operation in Affalterbach. It was just designed there. So, no engine builder’s plate, but it does get a new AMG-enhanced nine-speed automatic transmission with “Manual” mode so you can paddle-shift. With peak torque of 384 pound-feet in the “Sport+” drivetrain setting, it leaps to 60-mph in 4.5 seconds and 100 mph in 11.5 with super-quick up-shifts and no wheel spin. The G-meter on the expansive gauge display claimed .7 Gs acceleration at full launch. Tap the exhaust valve button and there’s an exotic snarling scream, each up-shift punctuated by a rifle shot-like bark from quad pipes. Backing off adds crackling, popping overrun. Set drivetrain in “Eco,” activating engine shut-off at stoplights, and the C43 AMG delivers 20 mpg on premium. It decouples the transmission from engine when you slow down. Or enjoy “Comfort,” which dials back the throttle response and steering feel for daily commuting, but still delivers precise, buffered shifts and strong mid-range torque for passing – 0 to 60-mph in 5 seconds, and 100 mph in 12.2.
Under its steel unibody with aluminum hood, trunk lid and front fenders, there’s an independent multi-link suspension with coil springs, tubular torsion bars and double-tube shock absorbers with adaptive variable damping. “Comfort” setting left us with a nice ride that absorbed everything, a touch of float over repetitive bumps. It was all too buffered, from steering to throttle response, for me.
“Sport” gave a slightly firmer edge that smoothed out repetitive bumps, further buffering on full compression. The firmer suspension and all-wheel-drive with a rear biased torque distribution of 31 percent front/69 percent rear meant the C43 just hugged curves and went around them in a neutral fashion, turn after turn. Sport+ offered much quicker and tighter bump control, not too nice on rougher road or streets with raised crosswalks, but great for nicely paved sweepers. Its quicker and more aggressive shift pattern meant razor-sharp downshifts for powering out of curves, and tighter steering to help. There’s an “Individual” mode, so you can set steering and drivetrain – I picked powertrain in “Sport+” and suspension in “Sport,” tapping open the sport exhaust valve. The C43 AMG stitched turn to turn, the shifts putting the rpm where needed to pull out of a curve. Tap the paddle and downshifts were executed concisely with a throttle blip. Bumps didn’t bother as we swept through turns, very flat.
There was no drama on our skidpad, only a touch of understeer. We regularly pulled .93 Gs in turns. With cross-drilled and vented 14.2-inch front discs, and 12.6-inch rear solid discs, we had great pedal feel and initial bite on our 3,000-mile-old test coupe. Plus solid stopping power with no nosedive and no fade after some very high-speed stops, pulling 1.1 Gs at full pedal push.
The C43 has a more prominent and upright grille with big Benz star and upswept LED headlights. Concentric chrome-plated pins flank the grill’s center star; side brake ducts flanking a low center air intake. The 10-spoke light-alloy wheels in gloss black with brushed alloy finish show off big disc brakes with silver AMG-badged front calipers. Lower profile P225/40R 19-inch Continental tires up front are matched with staggered wider P255/35Rs in back, giving the coupe a well-planted look. Our test car’s “Night Package” adds a gloss black lower diffuser with twin ebony-finished tailpipes, as well as gloss black front splitter.
Inside are highly sculpted bucket seats with leather-like MB-Tex and suede-like microfiber inserts, accented in red stitching. With 10-way power adjustment, they were very grippy in turns, with great support. Black leather and suede accent the flat-bottomed AMG multifunction sport steering wheel, also with red stitching. The fat-rimmed steering wheel has long, easy to reach alloy shift paddles behind it. There’s a 180-mph speedometer and 8,000-rpm tach with 6,500-rpm redline. They flank a 4.5-inch display for stereo, navigation, and an AMG menu item – digital speedometer, gear, G-force, lap-timer, turbo boost and engine gauges. A head-up display shows tach, speed and gear position.
A base C300 Coupe starts at $42,650, while our C43 AMG coupe started at $55,500 with lots of standards including the high-performance summer tires. But options like the COMAND navigation system, red paint, ash wood interior trim, AMG exhaust and split-spoke alloy wheels brought it to $66,945. You can still get an AMG coupe with more muscle – the C63 AMG with twin-turbo V-8 and 469 horsepower and easily-smoked tires. Or go for AMG-lite C43 and get a very comfortable and usable point-and-shoot coupe, quite willing to play hard, and then settle down for a drive to dinner.
The implications of having your vehicle impounded by the police can be severe. The financial penalties alone can have a major impact, with fixed penalty notices and storage fees accruing on a daily basis at the storage compound. The costs don’t end there, though, as you could also have your driver’s license endorsed which could make it really difficult to find insurance in the future without the help of an impounded car insurance specialist.
Seized vehicles seem to be a hot topic in the news of late. Articles about the number of uninsured drivers being caught and reports of new police campaigns and crackdowns are becoming common amongst the pages of most newspapers. The number of cars, vans and motorcycles being seized is growing year on year and while most people now know that your car can be seized for driving without insurance, there are other reasons that your car could be impounded.
The law allows certain specially trained police officers to confiscate vehicles for a number of reasons. These laws have been implemented to help the police that are patrolling our roads to remove vehicles that are being used illegally or in ways that can cause danger to other motorists or pedestrians.
If the driver isn’t properly insured or their license does not permit them to drive the vehicle
If the police have reason to suspect that the driver of a vehicle is not properly insured, Section 165a of the Road Traffic Act 1988 grants them the power to seize the vehicle and have it transported to a secure police compound until the driver can produce sufficient evidence that they are covered. The same section of the Road Traffic Act allows police officers to confiscate vehicles when the driver either does not have a valid license or their license does not permit them to drive that category of vehicle.
With automatic number plate recognition (ANPR) systems fitted in almost every police patrol vehicle, it’s easier than ever for the police to identify drivers that aren’t properly insured. ANPR systems automatically scan the registration plate of the vehicles that come into their vision and compare the details to insurance databases that will notify the officers if there is a potential violation.
Cars can be seized by the police
If the police stop you because your vehicle is flagged by their ANPR system, or even as part of a routine traffic stop, and it becomes clear that you’re not properly insured; your vehicle can be taken from you and be transported to the police compound.
Don’t worry if you don’t have your insurance documents with you when the police stop you, as long as you’re able to provide adequate proof that you are insured the police will be able to confirm the information that you provide to their colleagues. Giving the officer the name of your insurance company and the date on which you arranged the cover is generally enough for them to check that you do have a policy in place.
The same process is carried out by the police if they suspect that you don’t have a driver’s license or if they think that your license has been revoked or does not cover you to drive that particular vehicle class. If your license does not cover you then your vehicle can be seized and impounded on the spot.
The police can seize your car if you are deemed to be driving dangerously are in a careless mannerIf the police stop you because they think that you have been driving in a dangerous or alarming way, they have the power in extreme cases to seize your vehicle and have it towed to be impounded. You will be dealt with normally for your offense, being handed fixed penalty notices or a court summons.
Additionally, you will receive the paperwork concerning the seizure of your vehicle; primarily a vehicle seizure notice and information on what steps you need to take in order to recover your vehicle such as taking out an impounded car insurance policy and providing proof of this to the compound staff.
These powers have been granted to the police under section 59 of the Police Reform Act 2002, in attempts to offer a harsher deterrent to dangerous drivers and help to keep the roads safer for other users.
The police can impound vehicles that are parked illegally, dangerously or are suspected to have been abandoned.
Under section 99 of the Road Traffic Regulations Act 1984, some police officers have been granted the power to remove vehicles that are parked illegally or dangerously or that have been abandoned.
It’s important, if your car breaks down, that you do not leave it in a place that can be deemed as causing an obstruction because the police can remove it and have it taken to their compound. This means that you will not only have to fork out for potential repair costs but you will also have to pay compound storage and release fees in order to retrieve it. If your vehicle does breaks down and you have to leave it, it’s vital that you do what you can to make sure it is left in a safe way.