THE UNIVERSAL RACING MOTORCYCLE

You need four different motorcycles to road race, motocross, trials, flat-track, and hillclimb...right? There was a time, not so long ago, when it was possible to have just one motorcycle, and race in any event with a chance of success in all of them.  Those days have passed in the world of serious competition, but with Vintage events cropping up all over the world, it's still possible to have serious fun - with a chance of winning - in every category, with a single bike.

That's the vision of photographer Dimitri Coste, who is gradually traveling eastward in the US with his Triumph special, competing in events along the way, in his own version of 'Then Came Bronson' (a 70s TV show in which Bronson's HD Sportster magically became a Husqvarna when it touched dirt!).  Dimitri has already won first in his class at the Catalina Grand Prix last year, and today, he's in Colorado, competing in the Pike's Peak International Hillclimb.

The organizers of Pike's Peak made a special exemption for Dimitri to ride, not because of his bike, but apparently the Vintage class refers to the riders!  As he is under 50 years old, it took a bit of string-pulling to get an entry, but he's already there, and had practice blasting up to the 14,110' peak, which is still covered in snow.

The tech inspector commented, 'I haven't seen drum brakes in a long time...'

The first Pike's Peak Hillclimb was a bid for publicity, after the first highway to the top opened in August 1916; a race was staged for cars and motorcycles over the tortuous, snaking dirt track with dramatic views and vertiginous dropoffs in many areas - the race is not for the faint of heart.  The road is 12.42 miles long, partially paved (at the bottom), with graded gravel and dirt towards the top, and the weather can change dramatically from the 9400' start, over the 156 turns and 4700' climb. 

Dimitri's gear is worth noting; as his brother Jérome Coste is the designer of Les Ateliers Ruby, most of his riding gear is a Ruby prototype; they will shortly launch a line of leather jackets, and
'I spy' a Ruby badge on that full-face helmet...something they will release next year.

Photos provided by Dimitri Coste on his blog Le Motel Coste, and the Pike's Peak International Hillclimb.

LEMANS CLASSIC, 2010

Few races are as storied as the 24 Hours of LeMans.  Auto constructors have battled it out on this track in central France since 1923, in the oldest endurance race in the world.  Conceived initially not so much as a test of speed, but of reliability, efficiency, handling, economy, and safety, the innovations developed for a win at LeMans have eventually made their way into standard production cars.

The rules have changed over the decades; the famous 'LeMans Start', where lined-up drivers ran across the track to their cars at the drop of the flag, was dropped in the 1970s as too many injuries accrued from hasty unharnessed pilots on lap 1.  Limits on the amount of fuel have been adopted and dropped, as have the requirement for a passenger seat, a mechanic, etc.

The full circuit is 13km, with two long straights; the famous 'Mulsanne Straight' is one of the longest of any race circuit at 5km, with speeds of 250mph recorded during the race before a chicane was added to slow things down.  The aerodynamic experiments on LeMans cars began in the 1920s, with the Bugatti 'Tanks', and in general the cars look completely different to F1 or GP racers.  Parts of circuit are on public roads, meaning the surface isn't pristine, so LeMans cars need to cope with changes in pavement.

The race was made most famous perhaps by Steve McQueen, whose 'LeMans' was actually filmed during the race, with cameras on-board cars purchased from Porsche (917), Ferrari (512), and Lola (T70).  Due to the need to change film reels, the cars did finish the race, but not within an acceptable distance.

Since 2002, LeMans Classic has become a bi-annual sporting event to rival Goodwood in England, with many thousands of classic cars filling special parking areas around the track, and a 'dress code' in place to encourage period dress.  In 2008, the Porsche club alone brought over 1000 cars around the track in a demonstration parade.

This year, over 100,000 visitors were expected, and I managed to snag some passes for Friday's practice sessions, before the place was completely overrun with customers.  As a dedicated gearhead, the prospect of looking under the hood of a supercharged Bugatti was impossible to resist.

It was oppressively hot in central France, but I didn't see any helmeted drivers in their Nomex suits passed out on the grass while waiting for their track time.  The endless grass parking areas for classic car clubs were only part full, but it was clear how many were expected as every club had a space roped off.

While motorcycles have been raced on LeMans tracks in the distant past, they have never participated in the 24 Hour race, and are in short supply at the Classic, although of course, plenty of 'car people' love/own bikes, and I spotted a few.  A welcome change from the endless array of vintage Bentleys and Bugattis, Delahayes and Facel Vegas (a favorite of mine - sexy French body, big Yank v8), and row upon row of aerodynamic cars post-1960, Matchbox models of which are still packed in boxes from my boyhood!

Artcurial holds an auction of vintage cars on Friday afternoon, and while the tent was underventilated, the place was packed.  One motorcycle was included in the lineup, and the staff is hoping to have more next year - LeMans Classic was their first car auction, their next is Retromobile, for which they are lining up motorcycles already.

As at Goodwood, those caught out in modern duds can find something appropriate at one of the many vintage clothing vendors, or have a bespoke suit made, or have their hair done up in period style at one of the many coiffueriers on site.  Plenty of beer and champagne tents dot 'the Village', and of course, this being France, the food vendors are first-rate.  I ate well, if expensively.  Would I return?  Yes, but bring plenty of ice and shade.  I understand the sunrise with vintage cars blasting down the Mulsanne is really quite a sight.

GROSSGLOCKNER HILLCLIMB: RACE DAY

Started in 1935, this year's Grossglockner Hillclimb marks 75 years of going fast uphill in the Austrian Alps.  The photo below gives a pretty good idea why someone would choose this location for a timed race; lots of hairpins and bends, a constant climb, and spectacular scenery (well, when the clouds part). 

 It's a 15k run to the top from a toll booth entrance, and to be honest, most of the corners have low stone walls which wouldn't do much to catch a rider should things get out of hand.  In other words, better wear your parachute, as it's a looong way down in some spots.  But to give cliff-divers mercy, atop the stone walls are sharp vertical  rocks embedded every 5 meters, certain to knock one senseless before a fall.

Conditions the morning of the race were dry roads at the start and grey skies, with thick fog for the last 3km towards the summit, visibility about 10 meters.  Lousy for taking race photos, but I stationed myself at the finish line before the 'roads closed' time, and climbed down the mountain for the best vantage points, of which there was endless opportunity.  While moderate in the gorge below, the temperature up top was around 4degC, so I climbed around a lot!

One could hear the riders from 10km away, like angry bees and bears making their way up.  Making films in such conditions was mostly a long shot of white with noise, followed by 3 seconds of flashing motorcycle, then more noisy whiteness.  Pointless in other words, unless making an art film.

The weather gods smiled wanly mid-pack, and the spot I chose suddenly grew a full km of view, and I was able to photograph my Swiss hosts ('Team Greaser') as they sped past on their Vincents and Harley WR (Beat of Bixe.ch two shots up on the Harley WR,  Michael Bachmeier of Kraftstoffe on the Black Shadow above, Walo on the Black Lightning).   The wet ground and low visibility meant dampened race speeds, but it looked like big fun anyway, and some riders were down on the tank the whole way up, throttle wide.

Walo was really giving the Lightning some stick, and it sounded better than good, it was awesome.

While the fog slowed things down, it made for some great spooky ('geistlich') atmosphere shots at the summit.  The Moto Guzzi Condor below dates from '37, sounded great, looked stunning.

Below; Sunbeam on the edge of the world.  1927 Model 9 flat-tanker.

A couple of Big Twins; an MX100 Brough, ridden from England, and a '47 Indian Chief from Germany.  There were plenty of non-race machines moving up the pass, and all added something to the event.

As one might expect in Austria, a lot of BMWs filled the ranks, but from vintages rarely seen outside Europe.  The '28 R63 below keeps an R68 company...

Two Douglases (Douglii?) from the flat-tank era made a glorious ripping noise; low as ferrets, they have such panache on the road.  This SW5 came from England.

And a few other rarities for a Yank; This Triumph TWN hails from Germany; built under license from the English Triumph, they made models completely different than their namesake.  This prewar two-stroke racer is one example.

An Inter among us; always nice to see the late Featherbed models, which can be made to go very fast with some attention - this mid-50s example looks bone stock.

Fastest and loudest award went to the small flying squad of Morgan trikes which filled the sidecar class.  Every type of racer showed up, JAP KTOR and JTOR engines, specials with bronze crankcases and alloy heads, and this example, which would have originally housed a 4 cylinder Ford engine, but sounded far more interesting than that.

For color, you can't beat a Harley Panhead with risers and a sissy bar...

More BMWs; an R12 on the left, an R57 on the right, in their natural habitat.

Rivals at rest, looking more like friends these days.  Mid-30s Norton Inter with similar era Velocette MAC special.

The Smoking Section: lots of DKW two-stroke racers from the early 30s to the mid-60s, a glorious howl coming up the pass.

Truly local flavor: quite a few Swiss Motosacoche racers made the grid, sounding surprisingly loud and really moving out.  

Back at the bottom of the hill, and only 10 o'clock, the next race began at 5pm, so what to do?  Walo insisted I take the Black Lightning out on dry roads and up the pass.  So, a little gas, and she fired right up as always on the run-and-bump.  I offered to pay the ranger-frau at the tollgate, but it was 'no way no how no racing bike until 5pm!', or the German equivalent, complete with scowl and plugged ears (the BL is loud).  

So, we turned around, and went the other way, as it was miles down a beautiful river gorge to the next village, the road was dry, we had encouragement from the owner to give the Lightning a good test run, the bike was raring to go, and so was I.  

Oh, the glory!  A fantastic and magical motorcycle, fast as all getout and the raucous bang reverberated down the stone walls of the road banks.  With the throttle twisted hard, she lunged forward with mountainous torque, and kept going faster.  Nobody not nothing was getting in my way, the bike shot past every car and bike on that twisty road, mad quick and handling impeccably, even the very short bars didn't slow cranking over into the turns.  Bumps didn't deflect the bike at all, it never got out of shape, even with a full handful of throttle while banked over in third gear.  This was by far the fastest Vincent I've ever ridden, and the best handling, no comparison, somebody did something right on this baby, it's pure magic, and we got along great.  The ride up the gorge was even better of course, and the sound of that engine wound out in second and third gear made me want to keep going all day, up and down that little road, lack of plates and lights be damned. 

But of course, I wasn't in freewheeling California, and one of the race organizers greeted my return with a frown, as it seemed my 100mph antics were 'endangering the whole event'; he gave Walo a talking to as well!  Gee, I thought this was a race meeting, my bad.  Strange that racers were flying up and down the gorge all day, but there was only one dressing-down... there is a deeper story here which I'll reveal only if you buy me a beer...

Racers with road registration were allowed to 'parade' into the village of Bruck, which looked and sounded more like an invasion with all the unsilenced machinery, narrow streets, and high stone buildings.  

The locals seemed to enjoy the thrum of visitors, and some brought out their own bikes to join us for a light lunch and drinks.  The Honda above became a genuine Cafe Racer!

Like a fine watch, the best Morgans have Complication: this Mog has two of everything, and a big JAP JTOR engine, packing a lot of Urge up front.

A genuine BSA Daytona Gold Star, so called as it was built by the factory to race on the sandy beach course in Florida.  What this gorgeous beast thought of the cold, rain, and (soon) snow, 'Where's the sun?  Where's the beach?'

A nice replica of a Works Honda, this one looked and sounded the part.  

 Hot stuff race tech in 1928, on this Velocette KSS: 'square' ML magneto, AMAC TT carb, ohc Velo engine with a real oil pump, and a positive-stop footshifter.  Ooh.

Hot stuff race tech, circa 1950: racerized Vincent Black Shadow, with twin TT carbs.  Fast and loud.

The Vintagent chats about Brough Superiors with the owner of an SS100...

The town square nicely filled.

It was a pleasure bumping into Hiro from Lewis Leathers, whose photographs have graced these pages before, on the Brough Superior launch page at Norton & Sons in London.  Thanks Hiro!

English Vs in Austria; two KSS Velos and a Vincent.

As the afternoon wore on, a light sprinkle became a shower, and I was offered a ride up the mountain on the racing Black Shadow, which of course I agreed to!  A borrowed rain suit, a pair of too-small boots, and a helmet, meant I was ready for anything, which included the rumor of snow at the summit.  Hey, I've never raced in snow, so let's give it a shot.  

With race number 131, a half hour would pass before my turn at the starting gate, as riders were flagged off every 30 seconds.  Some of the lucky ones had umbrellas, I just sat like a duck and got soaked to the skin.  Didn't mind a bit.

6 riders from my turn, the starter waved his flag frantically, calling off racing for the day, as the snow was accumulating quickly, and 6 inches were soon coating the ground.  The first riders had their own chance to experience snow technique...as apparently it isn't the getting up which was the problem, it was coming back down in icy conditions which was treacherous.  As far as I know, everybody got back ok.

Snow stops play in late June...but we were in the Alps, and had our fun, so no regrets.  Next year, the Klausenrennen!