Akrapovič Magazine vol. 26

>> ISSUE 26

Mike Rockenfeller – Akrapovič Audi RS 5 DTM driver

ONE PREFERS TO BE IN A BEAUTIFUL CAR Ceramic Matrix Composites

PUSHING THE LIMITS FURTHER INTERVIEW WITH COLIN EDWARDS

DAD’S HIDDEN AGENDA Pikes Peak and Bentley Continental GT V8

THE LAST GOLD MINE IN COLORADO OVER 250 KM/H ON SKIS

AS FAST AS FORMULA 1 A column by Toby Moody

Carving in höchster Präzision – Amphibio vereint herausragende Performance mit maximaler Vielseitigkeit für perfekte Turns.

ELANSKIS.COM

Always Good Times

AMPHIBIO 18 TI2 _STABILITY & EDGE GRIP _EASY TURNING _VERSATILITY

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C ont e nt s

A K RAP OV I Č Akrapovič Lifestyle Magazine Issue 26, October 2019 Akrapovič d.d.

Malo Hudo 8a SI-1295 Ivančna Gorica Slovenia www.akrapovic.com Editor in Chief: Miran Ališič Publisher: Korpmedia d.o.o.

Tomšičeva 1, 1000 Ljubljana, Slovenia www.korpmedia.si ID No.: 2272237000 VAT No.: SI14601737 Client Coordinator: Primož Jurman Photo Editor: Bor Dobrin Art Directors: Slavojka Akrapovič, Neja Engelsberger, Saša Kerkoš Cover design: Zdenko Bračevac Content Editor: Jasna Milinković Contributors: Michael Baumann, Alenka Birk, Gerald Enzinger, Volker Hirth, Matevž Hribar, Primož Jurman, Gaber Keržišnik, Toby Moody, Mitja Reven, Karin Sturm Contributing Photographers: Aleš Rosa, Alex Štokelj, Aston Martin Racing, Audi, BMW, Bor Dobrin, Brazo de Heirro, Gaber Keržišnik, Gold and Goose Photography, Hoch Zwei, Ivana Krešić, Jaka Viršek, Luka Ileršič, Marc Robinot, Ray Archer, Renault, Toyota Motorsport, Uroš Podlogar Translation: Matjaž Horvat, Werner Schneider Proofreading: Katarina Mahnič Ad space marketing: www.yvision.ch Y.Vision GmbH, Poststrasse 9, 6300 Zug, Switzerland On the cover: Akrapovič exhaust system for the new KTM and Husqvarna Motorcycles Enduro generation Printing: PARA tiskarna, Para d.o.o., Celestinova ulica 1, 1000 Ljubljana, Slovenia

Contents

05 Letter

06 Akrapovič News

12 Story

18 Evolution

20 Story

24 Interview

28 Ride With Us

32 Interview

40 Drive With Us

44 Ride With Us

48 Story

54 Drive With Us

60 Adventure

64 Story

78 High Gear

// Si NOTE All the longer articles in the Akrapovič magazine include a text that will be marked with the // Si sign and placed in a special frame. The Akrapovič company is based in Slovenia and this is why we decided to keep this part of the text in Slovenian as well.

Copyright notice This magazine and its entire textual and pictorial content are subject to copyright. Any reproduction thereof without prior written consent of the copyright holder is prohibited.

The views and opinions expressed herein do not necessarily reflect the opinions of Akrapovič d.d., the publishers or the editors.

Not for sale. Printed in Slovenia in October 2019 in 6,000 copies.

General Warning Because of the world-wide distribution of Akrapovič d.d. products, neither Akrapovič d.d. nor any of its subsidiaries make any representation that the products comply with the air and/or noise emissions laws, or labeling laws, of any jurisdiction. The purchasers are entirely responsible for informing themselves of the applicable laws where the products are to be used and to comply with those laws. Warning / USA Various U.S. states and the U.S. federal government have individual laws regulating the use of aftermarket exhaust parts and systems, especially as those parts and systems modify, remove, or replace original equipment catalysts. Please consult the appropriate laws in your area before installing any aftermarket part or system on your vehicle to ensure compliance with all applicable laws. Neither Akrapovič d.d. nor any of their subsidiaries or the sellers of the parts or systems make any representation that any of their parts or systems comply with any such laws. Warning / California California laws prohibit the use of any aftermarket exhaust part or system that modifies, removes or replaces original equipment catalysts unless the California Air Resources Board has issued an Executive Order regarding such part or system or unless the part or system is exempted by being used only on racing vehicles on closed courses. Neither Akrapovič d.d. nor any of their subsidiaries make any representation that any of their parts or systems has received such an Executive Order or that any of their parts or systems conform with the racing vehicles exemption. The purchasers are entirely responsible for informing themselves of applicable California laws and to comply with those laws.

CARB replacement part Product is considered a replacement part under the Air Resources Board of the California Environmental Protection Agency (»CARB«).

05

Letter

05

photography Mitja Ličar

04

A winning mindset In July this year, humanity marked a monumental milestone – 50 years since the Moon landings. If we stop and ponder for a while about how humankind was able to build such an incredible machine as the Saturn V, send three men to the Moon and bring them safely back to Earth, we must surely agree it was an extraordinary achievement and something truly out of this world. Neil Armstrong said: “That's one small step for a man, one giant leap for mankind,” certainly a historic statement and one that in my opinion has a more universal meaning. Some extraordinary achievements might from the individual’s perspective be a small milestone, but from the perspective of the organisation a huge step forward. When Colin Edwards won the 2000 WorldSBK title, it might have been a small step for him, but was certainly a giant leap for the young Akrapovič company. The tremendous development workload done by our R&D department together with Honda and the final achievement catapulted the company to new levels. This was our Moon landing.

But you can never reach the stars alone, you need a great team and great partners. Our partners have helped us reach many milestones that constantly pushed the company’s development forward. With one of them we are currently marking another milestone, our first ten years. The beginnings of Akrapovič's partnership with Audi Sport were humble, but we always had great respect for each other’s competence and knowledge.

Dedication to strive for the best performance, lightweight design and endurance has taken us to many successes. Le Mans victories with the R18 were certainly noteworthy on their

own and the latest DTM drivers’ and manufacturers’ titles, the first in the new turbo era, will also be remembered forever. It is needless to say that supplier-purchaser relationships come and go, but true partnerships last for a long time.

Turning back to the opening paragraph, we can thus truly ask ourselves: what does it take to land on the Moon or win a world champion title?

Passion, hard work, dedication, no compromises, and especially focus on achieving the goal – victory. A combination of all this could be called a competitive or winning mindset. A racer with this kind of mindset, even if starting from the grid in tenth, will fight for victory rather than ninth. If he finishes ninth, he will gradually fight his way to number one, but if he is content with ninth or eighth, he will never become a winner.

The winning mindset and the values that form its basis should be rooted in a company’s operations and should continue to be the key factor in our future successes.

Uroš Rosa CEO

A krapov ič Ne w s

06

A ONE-OF-A-KIND EXHIBITION To honour its Brand Ambassador Colin Edwards, who made company history in 2000 by claiming the first-ever WorldSBK Champion title for Akrapovič on a Honda and then went on to achieve numerous other successes aided by the exhausts produced by the Ivančna Gorica-located company, Akrapovič organised a special event culminating in the Colin Edwards and Akrapovič: A One-of-a-Kind Exhibition. The unique event hosted at the Zemono Manor House located in the picturesque Vipava Valley allowed the guests to admire a selection of race bikes used by Colin Edwards in MotoGP, WorldSBK and the legendary Suzuka 8 Hours. The opening of the event, with addresses by company founder Igor Akrapovič and CEO Uroš Rosa, also featured the premiere showing of a film about Edwards and Akrapovič, made especially for the occasion. The star of the show, Colin Edwards, was introduced to the guests by host and former racing rider Alex Hofmann, who detailed the career of the Texas Tornado as well as unveiled several interesting stories. On the following day, the guests in the company of Colin Edwards visited Akrapovič HQ and the company’s manufacturing premises.

First Time at Erzbergrodeo In June this year Akrapovič took a trip to the famous Erzbergrodeo.

Sporting its own display stand as event partner, the company showcased its newest additions to the off-road segment and brought along its engineers to further explain the advantages of its new products to the inquisitive public. The four-day event, held every year at the picturesque open pit Erzberg iron mine in Austrian Styria, witnessed a huge crowd that came for the excitement of seeing top off-roaders tackle one of the most challenging tracks in the world, labelled the ultimate test of the durability and performance of both man and material, exhausts included.

This year’s 25th Erzbergrodeo, which also counted as round three of the World Enduro Super Series, saw 500 riders coming to the starting line but only 16 making it to the Red Bull Hare Scramble finish. The company’s display stand was visited by many famous off-roaders, including Red Bull KTM Factory Racing stars Jonny Walker, Taddy Blazusiak, Josep Garcia, Nathan Watson and Queen of the Desert Laia Sanz. Visitors at the event were meanwhile able to get to know the riders better at the Akrapovič One-on-One Rider Presentation and cheer for their favourites during the Akrapovič Speed Challenge.

06 / 11

Akrapovič News

High Five

Since 2015 the news section of the autumn edition of the Akrapovič Lifestyle Magazine has been listing the titles by Jonathan Rea and 2019 is no exception, with the Kawasaki Racing Team’s rider clinching his fifth straight WorldSBK title and setting a new motorsport milestone. No other WorldSBK rider has ever won five titles, let alone done it back-to-back. Rea, who started the 2019 season with less success than in previous years, won the crown by winning the Sunday race in Magny-Cours, France. The 30th September victory pushed his tally up to 83 and set another record by the rider who visited Akrapovič last year. “I am just super happy. It has been the biggest challenge to date and we have just chipped away. The beginning of the season was really tough, to be beaten the way we were. But to mentally accept the challenge and keep working as a team – also away from the track – we kept strong. I have worked and kept working. We all go to each weekend looking for the opportunity and we’ve had lots of opportunities this year, and won a lot of races. It is beyond my wildest dreams to win the title here because after four rounds I would have bitten your hand off if you told me I was going to be champion,” Jonathan said after sealing the title and confirming the old adage that one should never give up.

Lucky 13

07

The first weekend in July yet again brought BMW motorbike fans out in droves to their favourite event – the BMW Motorrad Days, held in Garmisch-Partenkirchen, Germany. Akrapovič was there to meet them, having travelled to this picturesque tourist town for the 13th time in a row.

The company’s display stand featured its main products for BMW motorbikes, including exhaust systems for the BMW S 1000 RR and BMW R 1250 GS, which the onlookers could inspect up close and personal as well as talk about their characteristics and advantages with company staff. Without a shadow of a doubt, the star at the Akrapovič stand was this year’s BMW S 1000 RR race bike, used by Smiths Racing Team’s Peter Hickman to thunder across the Isle of Man.

Toyota Gazoo Racing GR Supra GT4 is Coming Toyota Gazoo Racing announced the arrival of the GR Supra GT4 race car for customer teams. The Japanese plan to start selling the race car, featuring an Akrapovič exhaust, in 2020. GR Supra GT4, developed

by Toyota Motorsport GmbH, where it will also be produced, is based on the GR Supra - Toyota Gazoo Racing’s first-ever global model released earlier this year.

The Youngest So Far Coming in second in September’s race at Magny-Cours, France, was enough to give Manuel González (Kawasaki ParkinGO Team) the title in this year’s WorldSSP300 Championship. The youngster, born on 4 August 2002 and a perfectly ordinary teenager by all accounts, won the title on an Akrapovič-equipped Kawasaki Ninja 400, becoming the youngest rider ever to win a FIM Road Racing World Championship title. The record for the youngest ever champion was thus taken from none other than Marc Márquez.

Jorge Prado Bags His Second 18-year-old Jorge Prado needed 16 of the season’s 18 races to win his second consecutive FIM MX2 Motocross World Champion title, becoming Red Bull KTM Factory Racing’s third rider to manage this feat in two back-to-back seasons. He is also only the third double champion in the history of the MX2 Championship. The Spaniard was unbeatable on his Akrapovič-equipped KTM 250 SX-F for the last season as he had announced a move to the MXGP class in 2020.

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06 / 11

Akrapovič News

Sam Sunderland Finishes on Top Red Bull KTM Factory Racing’s Sam Sunderland came in as second at the Atacama Rally in Chile, which was enough to clinch the overall title for the 2019 FIM Cross-Country Rallies World Championship season. The Dakar 2017 winner set the foundations by finishing first at the two opening rallies of the season, the Abu Dhabi Desert Challenge and the Silk Way Rally. “I’m so happy to win the world championship, I couldn’t have done it without my KTM team. I have to thank Toby as well for his help – I bent my disc on the marathon stage and Toby was kind enough to swap, so that kept me in the chase,” Sam summed up the goings-on at the Atacama Rally while confirming that rally is a team sport, too. The Akrapovič equipped KTM 450 Rally bike won the Cross-Country Rallies title last year as well, with Toby Price in the saddle.

Photo: Rally Zone, KTM Images

Dozen Wins

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The Akrapovič brand was selected by PS magazine readers as Best Brand in the exhaust systems category for the twelfth year running. The title is that much sweeter as Akrapovič received a whopping 81.8 percent of all votes, solidifying the company’s

BEST BRAND 2019

renown as the world’s leading premium exhaust systems manufacturer for motorbikes.

Audi Takes All The 2019 DTM racing season favoured Audi above all others, with Audi RS 5 DTM race cars, featuring Akrapovič exhaust systems, winning all the available titles. Audi was crowned DTM manufacturers’ champion, René Rast won the drivers’ championship and Audi Sport Team Rosberg brought home the teams’ championship. Rast won his second DTM title in only three full seasons, sealing the overall win two races before the end, which brought an extra mile to his smile: “What a year! We were extremely strong nearly everywhere. Clinching the title even before the last race weekend is incredible.” Comparing the 2017 and 2019 titles, René disclosed that the stories were completely different: “It’s a great feeling – and totally different from what I felt when I won my first DTM title in 2017. The title at that time came somewhat unexpectedly. The surprise was immense. This year, I was able to mentally prepare myself because I was touted as a favourite.”

Dovizioso Competitive on Four as Well Multiple MotoGP race winner Andrea Dovizioso (Ducati Team) spent a weekend in June speeding around the Misano circuit on a completely different set of wheels, battling renowned DTM series drivers and proving that he could also be a force on four wheels. “What Andrea is showing here is truly impressive,” Head of Audi Motorsport Dieter Gass described the Italian’s performance on the track. Andrea improved in every lap, finishing his first race behind the wheel of the Audi RS 5 DTM in twelfth spot, while a final lap spin in the second race dropped him down to fifteenth.

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Unbeatable Hickman The hero of this year’s Isle of Man TT is definitely the all-time record lap holder of the Isle of Man TT, Peter Hickman, who also took away a set of trophies from this year’s event. Hickman, racing for the Smiths Racing Team on a brand-new BMW S 1000 RR, equipped with an Akrapovič exhaust, won the Superbike TT and Superstock TT races, while finishing second in Senior TT.

Turbo Marco The start of this year’s DTM championship also introduced a new era of cars for the long-running series, with the changes to the technical rules resulting in completely new turbo engines. The top driver at the first race of the new season in Hockenheim turned out to be Marco Wittmann, whose Akrapovič-equipped Schaeffler BMW M4 DTM race car entered history as the first winner in the new DTM turbo era. The first victory for BMW’s brand new P48 engine was moreover an excellent start to the 50 th season of BMW Turbo Power in motorsport.

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Akrapovič News

Chasing the Title The 2019/2020 FIA WEC season started before the autumn and with it Aston Martin Racing’s charge for the titles. The Aston Martin Vantage GTE race car has been optimised for the new season with the driver roster also seeing changes. New on the scene is the GTE Am category’s Vantage GTE, driven by Paul Dalla Lana, Darren Turner and Ross Gunn. The GTE Pro category meanwhile sees Aston Martin Racing betting on the tried and tested teams of Nicki Thiim and Marco Sørensen, who will pilot the #95 race car nicknamed the “Dane Train”, while Alex Lynn and Maxime Martin will provide the driving force for the #97 Vantage GTE. The 2019/2020 season will finish in mid-June at the legendary 24 Hours of Le Mans.

Joy in Las Vegas Cooper Webb is bound to remember this year’s final race of the AMA Supercross Championship, having won his first 450SX title under the Las Vegas floodlights as well as making it to number 4 in the class for KTM. The fact that the Akrapovič-equipped KTM 450 SX-F Factory Edition is the machine of the year was further brought home by Webb’s teammate Marvin Musquin, who finished third overall. Cooper joined Red Bull KTM Factory Racing at the end of 2018, clinching his first victory for his new team at the third race of the season and finishing with seven Main Event wins at the end.

“It’s been an incredible journey. This KTM team believed in me, they took me in and transformed me back to where I always knew I could be. This year was not expected at all and I can’t thank them enough for giving me this opportunity. To get back into this level and to do it this way is unreal,” Cooper summed up his dream season.

Photo: Simon Cudby, KTM Images

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Record Setter The new Renault Mégane R.S. Trophy-R, which saw Akrapovič and Renault Sport engineers joining hands in developing a lightweight titanium exhaust system, has become the king of race tracks. This is overwhelmingly so for the famous Nordschleife, where it set a new record in the front-wheel drive production car category in April. Official data shows a record time of 07’40’’100 on the Nordschleife˙s 20,600 km lap, and a 07’45’’389 reference time on the official whole lap of 20,832 km. Trophy-R is equipped with the same powertrain as the Renault Mégane R.S. Trophy, producing 221 kW (300 HP), but is 130 kg lighter (the exhaust itself shed over 6 kilos), has a better power to weight ratio, improved aerodynamics and a more radically developed chassis for roadholding. The changes have also contributed to the car setting the front-wheel drive production car category record at the Spa-Francorchamps, where the Renault Mégane R.S. Trophy-R needed 2’48’’338 to complete its fastest lap, a more than 4 second improvement over the previous record.

Story

by Miran Ališič Photography Ivana Krešić, Audi Motorsport

MIKE ROCKENFELLER driving the Akrapovič Audi RS 5 DTM

12 / 17 Story

ONE PREFERS TO BE IN A BEAUTIFUL CAR Mike Rockenfeller is a veteran on the sports car scene. And this year he can be found in the DTM with a black Audi RS 5 DTM, decorated with a big Akrapovič logo. During the first half of the season he suffered a lot of bad luck, but since the Norisring things have started to improve again. “It’s always like that when you are in the DTM for quite some time,” Rocky laughs during our talk on the terrace in front of his house right by Lake Constance. “It’s going up and down, the competition in the DTM is tremendous.” Mike has experienced some very tough years, but he was also the 2013 DTM Champion. In his sport it’s just a short trip from hero to dogsbody. But he is convinced that his hero years are not over yet.

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13

In the afternoon sun he reflects realistically on

when I followed the success of Michael Schumacher

his career. “Formula 1 was always my aim, of

in Formula 1 and he was my biggest idol. My dreams

course. But we never had the necessary money.”

were exclusively about Formula 1!”

Rockenfeller grew up in his parents’ garage, but his love for all kinds of moving vehicles developed

A chance of a lifetime

during holidays with his grandparents. “There, in the

Only in Weissach and during the first test in Misano,

countryside, I was driving everything available, even

when he succeeded against the other candidates,

during my very young years: tractors, riding mowers,

he slowly began to realise that this might be the

diggers... At the age of six or seven my parents

chance of a lifetime. He didn’t know about endurance

gave me an old Beetle I could use to drive on a

races then and a Porsche was not a car that could

meadow. And I also loved to work on vehicles. This

just be found around every other corner back home

combination – engineering and driving – has left a

in rural Neuwied. “Then I successfully participated

deep mark on me.” Later on, karting was his hobby

in many endurance races for Porsche, in Europe as

for a long time. “I quickly realised that we could

well as in America, and so I began to dream about

never afford top-level motorsports,” Mike remembers

Le Mans. Well, to make this step I had to knock on

and admits that it pained him when he noticed that

the door at Audi.” It was a time when the DTM was

his parents had spent their last 1,500 Deutschmarks

still a two-class competition and Rockenfeller had

for a few sets of new tyres or a nice engine for his

to be satisfied with the latest ex-works cars. “After

karting races. “Other people went on holidays and

many cups won, the line of successes was suddenly

my parents spent their last savings for my motorsport

broken. With an old car one could finish maybe 10th

activities. I didn’t like that.”

or 12th, more was impossible. And this lack of

Call from Porsche This also explains his long career in karting. Until

success in the DTM lasted for years for me.”

Winning Le Mans 2010

the age of 16, Rockenfeller was almost exclusively

It was similar in Le Mans, with successes failing to

racing in karting. “We didn’t have money. Zero! Even

materialise. In such a situation one begins to doubt

the karting we did at the lowest level...” But then

his own abilities and question his own qualities.

the fateful change happened. Aged 16 Mike won a

These doubts began to bite Rocky too and only

karting series and earned a Formula König season

winning Le Mans 2010 with Audi Sport in an

free of charge. There he managed to win a few

Akrapovič-equipped Audi R15 TDI Plus ended this

races again, he became “Rookie of the Year”, but in

negative phase and brought the final breakthrough.

autumn he was left empty-handed again. “And then

The rest is history. Rocky still won the DTM in 2013

this decisive call by Burkhard Bechtel from Porsche

with Audi and finished 4th three times and 3rd once

happened. They were looking for a new driver for

overall, finally establishing himself in the DTM family.

their Junior Team. It was a selection – seven, eight

“The decisive factor was the change to the Audi

drivers were invited… I accepted because I had

Sport Team Phoenix. From my point of view this

nothing to lose anyway, but...” The Audi-driver smiles

team simply works better than several other teams.

again and admits: “It was not in my interest to drive

At Audi Sport Team Phoenix I could finally show all

in some Porsche Carrera Cup. This was the time

my talent in the DTM.”

12 / 17 Story

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15

“I would like to work with Akrapovič for a couple of years. I want to know the company, its philosophy and the people on top even better, because one loves to identify with one’s car.”

Mike Rockenfeller

16 17

“The new engines have much more power and are quicker around the corners. The tires are often pushed to the limit, and so you’ve got to develop different driving dynamics to be able to save them here and there too.”

Mike Rockenfeller

12 / 17 Story

Turbocharged engines with additional power This year the DTM ushered in new cars with new turbocharged engines that mean more power, but a

“The new engines have much more power and

new driving feel as well. “Of course drivers always like additional power and less weight. If it’s a four-cylinder

are quicker around the corners. Tires are often

turbo or normally aspirated one with eight cylinders is

at their limit therefore and one has to develop

more power and are quicker around the corners. The

of no importance for us. The new engines have much

a different driving dynamics to be able to save

tires are often pushed to the limit, and so you’ve got to

them here and there too.”

them here and there too.” Is it necessary to drive these

develop different driving dynamics to be able to save new cars differently then? “Well, not really.” We are

Mike Rockenfeller

around two seconds faster per lap, that’s because of the acceleration, but around the corners everything has remained rather the same, the car’s balance didn’t change. The tires’ resilience has actually become the decisive factor in the race.”

Today in the Akrapovič Audi Mike Rockenfeller gained a lot of experience and was driving the “Akrapovič Audi” in this year’s DTM. How important is the design of the race car for the driver?

“Not decisive, but not unimportant either,” Rocky answers. Akrapovič was a rather unknown brand for Mike for a long time. “I don’t know much about the company.

But I love the car indeed.” The scene’s veteran gives the partnership some more significance. “I would like to work with Akrapovič for a couple of years. I want to know the company, its philosophy and the people on top even better, because one loves to identify with one’s car.”

While taking a look at his company car, currently still an Audi SQ7, when saying goodbye to Mike Rockenfeller, the father of two explains that he will soon get a new car – an Audi R8. “Right time to think about an Akrapovič exhaust system with appropriate sound, isn’t it?” whereupon Mike smiles but leaves the question unanswered.

// Si Mike Rockenfeller z Akrapovičevim logotipom Mike Rockenfeller je veteran med avtomobilskimi dirkači. Letos je v seriji DTM dirkal s črnim dirkalnikom Audi RS 5 DTM, ki ga je krasil velik Akrapovičev logotip. Podjetja Akrapovič dolgo ni poznal. „Ne vem veliko o podjetju, avtomobil pa mi je resnično všeč,“ je med pogovorom dejal Rockenfeller, ki veliko stavi na sodelovanje s slovenskim podjetjem: „Želim si, da bi še veliko let sodeloval s podjetjem Akrapovič ter še bolje spoznal podjetje, njegovo filozofijo in ključne ljudi, ker se človek rad identificira s svojim avtom.“

Evolut ion

by Mitja Reven photography AkrapoviÄ?

Ceramic Matrix Composites at AkrapoviÄ?

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18 / 19 Evolution

Being the leader in the development and

PUSHING THE LIMITS FURTHER

manufacture

of

premium

exhaust systems requires being on a continuous lookout for new technologies and processes as well as pushing the limits further. The outcome of such a policy? Exhaust system parts made from cuttingedge ceramic composites, for one.

In December 2008 Akrapovič participated as an exhibitor at an international car fair for the first time ever. The venue was the Essen Motor Show and the Slovenian company unveiled its titanium exhaust systems for the BMW M3, BMW M6, Porsche 911 GT3 and Porsche 911 Turbo. Visitors were able to admire these lightweight alloy masterpieces up close and personal, and praised their manufacturing quality, technical perfection, weight savings, power optimization and sound.

Akrapovič solidified its position as a trendsetter by revealing exhaust tailpipes made from carbon fibre, firstly for the Nissan GT-R and Chevrolet Corvette.

In the following years, Akrapovič exhaust systems found their way onto many other performance cars, both as aftermarket as well as original parts, also offered by several car manufacturers on their online product configurators. Exhaust systems have long since become much more than just tubes for guiding hot gases away from the engine; they are now another way for customers to personalize their vehicles. The role played decades ago by aftermarket car stereos, which served as obligatory upgrades for all pricier vehicles, is now performed by exhaust systems.

They both produce amazing sound, but the latter also reduce the car's weight, optimize its power and give it a unique appearance.

Exhaust systems are hot stuff in car manufacturing.

After titanium and carbon fibre, Akrapovič engineers developed the first exhaust component constructed from a new material – ceramic composite – that could be purchased by anyone.

Ceramic Matrix Composites (CMCs) are ultra light, approximately 50% lighter than titanium, and are regularly used in extreme racing and aerospace solutions. CMCs can withstand intensely high peak temperatures of 1,000 °C, making them an ideal choice for use around blisteringly hot gases emitted from highperformance engines.

With the use of CMCs, Akrapovič has once again pushed the boundaries of exhaust system manufacturing and developed a part that is now available to all – not just specific customers. It used cutting-edge technology to create a product that takes an immense amount of time and effort to produce, is unique, and has a visually striking appearance with an assertive look that perfectly matches the material’s extreme racing heritage.

The first Akrapovič product featuring CMCs – a Rear Carbon Fiber Diffuser with Ceramic Composite Tail Pipe Set for the Porsche 911 GT3 RS (991.2) – was manufactured in a limited series of only 20 pieces for closed course competition use only and is not intended for street use. Because it sold out quickly, those craving for one will have to wait for another batch of advanced CMC products.

Story

20 21

THIS YEAR, GRAHAM JARVIS WON FOR THE FIFTH TIME, TYING THE TALLY WITH TADDY BLAZUSIAK, WHO WAS KING ON THE MOUNTAIN BETWEEN 2007 AND 2011.

20 / 21 Story

by Matevž Hribar photography Red Bull Content Pool

Erzberg, located by the town of Eisenerz, is an open-pit iron mine sitting on top of the largest iron ore reserves in Austria. But the excavated mountain is the place where famed organiser Karl Katoch, nowadays seen controling the

25 YEARS OF WILL FORGING Do you know that there exists a race for which most of the entrants know even before the start that they will not make it to the finish and that both man and machine will be made to suffer severely?

Where’s the pleasure in that!?

event in full (enduro) battle gear with a walkietalkie in hand, saw an opportunity for something completely different. He turned the Iron Mountain into the setting for a mad enduro race, a wild four-day party, and the hatching grounds for the coming masters of a new type of motorsport – extreme enduro – which got its own championship in 2018: the World Enduro Super Series.

KLAUS MARTINJAK “Two months before the first race I received a call asking me whether I could come and test some of the inclines to see whether it’s even possible to ride there at all,” laughs Klaus Martinjak, the only participant in all 25 Erzbergs. “Some 160 of us were there at the start and some 80 to 90 made it to the finish. It was tough, but not nearly as tough as today.”

MAIN RACE WITH 500 BIKES In brief: the 1,500 applicants try their utmost during Friday and Saturday’s prologue, itself not a particularly daunting task, since we saw the 13.5 kilometre gravel stretch being successfully navigated on a scooter covered with a cowhide and a museum-ready MZ, but “only” the 500 fastest prologue finishers qualify for the timed Red Bull Hare Scramble main race on Sunday.

Steep inclines over crumbling sand, descents into nearly vertical abysses, climbing over a section strewn with boulders where a lightweight trial motorbike might actually do better than a full-fledged enduro…

KINGS OF THE IRON MOUNTAIN Only 16 riders managed to claw their way to the finish. It is obvious why the two-stroke bikes with their power to weight ratio still reign supreme here, despite their four-stroke brethren conquering all other aspects of motorsport. This year, Graham Jarvis (Rockstar Energy Husqvarna Factory Racing) won for the fifth time, tying the tally with Taddy Blazusiak (Red Bull KTM Factory Racing), who was king of the mountain between 2007 and 2011. I somehow think none of them will settle for a tie, though. And neither will the remaining 484 riders return home happy with their result, so all the available starting positions for Erzbergrodeo 2020 will undoubtedly be sold out in a few hours.

Go figure…

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Bike Stuff Akrapovič exhaust systems are designed for riders who demand maximum performance from their motorcycles.

They feature exceptional production quality, hi-tech materials, increased engine performance and all come with amazing sound and appearance as standard. The change is also visual, as Akrapovič mufflers perfectly fit the exterior line of modern motorcycles and add a clean racing image.

Bike Stuff

by Mitja Reven

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Yamaha YZF-R1 + 7.2 kW (9.8 HP) / 7,250 rpm - 5.8 kg (- 52.7%)

Yamaha Ténéré 700 + 1.7 kW (2.3 HP) / 8,850 rpm - 2.3 kg (- 48.9%)

BMW K 1600 B / Grand America + 2.5 kW (3.4 HP) / 8,050 rpm - 5.6 kg (- 40%)

Triumph Speed Twin + 1.3 kW (1.7 HP) / 6,700 rpm - 1.1 kg (- 18.6%)

Honda CB650R / CBR650R + 1.3 kW (1.8 HP) / 6,500 rpm - 3.1 kg (- 31.0%) Ducati Hypermotard 950 + 0.9 kW (1.2 HP) / 9,000 rpm Less weight

Because of the world-wide distribution of Akrapovič d.d. products, we make no representation that the products shown comply with the air, noise or other emission laws of your jurisdiction. Hence, please make sure you have all the relevant information before you consider purchasing any of the products. You are welcome to contact our local partner in your country if you have any questions or turn to page 4 and our website at www.akrapovic.com for additional information.

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Car Stuff

by Mitja Reven

Car Stuff

Check out the latest Akrapovič aftermarket exhaust systems for cars, where only the best materials and exclusive titanium alloys are used. These materials are combined with high technology and exquisite craftsmanship of Akrapovič welders to create a package that separates them from everything else on the market.

Mercedes-AMG G 63 (W463A) + 13.8 kW (18.8 HP) / 3,500 rpm, + 35.9 Nm / 3,350 rpm, - 14.0 kg (- 46.5%), Titanium, Front link pipe set

Toyota Supra (A90) More power, - 7.7 kg (- 32.2%), Titanium, Evolution link pipe set, Akrapovič Sound Kit

BMW Z4 M40i (G29) More power, - 7.0 kg (- 28.6%), Titanium, Carbon fibre tailpipe set, Evolution link pipe set, Akrapovič Sound Kit

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Porsche Cayenne (536) More power, - 13.0 kg (- 43.3%), Titanium, Titanium tailpipe set, Carbon fibre tailpipe set, Akrapovič Sound Kit

Inte r v iew

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24 / 27 Interview

Sito Pons

by Primož Jurman photography Marc Robinot, Brazo de Heirro, FlexBox HP 40

“WE MUST THINK OUTSIDE THE BOX” Costa Brava is a holiday destination. In the summer for many Catalan locals, in spring and fall for retired guests from all over Europe – mainly from Germany and Britain. Costa Brava hosts the famous Salvador DalÍ Museum in Figueres, but do not forget that it is also the summer home of Sito Pons. Sito was the first Spanish rider to win the 250 cc World Championship in 1988 and also successfully defended it in the following year. He won 15 Grand Prix races and finished on the podium a total of 41 times. An architecture student in Barcelona before his racing career, Sito went on to become Team Manager in all classes after getting off the racing bike. He served as the President of the International Teams Association (IRTA) and as an ambassador for Plan España, an independent development and humanitarian organisation. He opened up his holiday house to us for an exclusive interview.

Let’s start with your home, Spain and Catalunya. Why is motorcycle racing so popular here?

think we are in the golden age in terms of

that. At that time there were only two racetracks

penetration, but I also believe we are at the

in Spain: Jarama and Calafat. I was not following

end of a road. It is important that we don’t

the races. They were not on TV and I was not

Simply because we have, as a country, had a lot

merely keep thinking inside the box. We must

buying bike magazines since I was more into

of success. Catalonia was always an industrial

do more; we are mainly present on pay-per-

architecture. I got a call from Antonio Cobas,

region, so it had a lot of Barcelona-based

view TV channels and, no matter how attractive

motorcycle constructor and designer, who

motorcycle brands in the past, such as Bultaco,

our sport is, we lose many fans that way. If

Montesa and Ossa. Ángel Nieto won many such

people don’t see us on a screen then it is all in

races and magazines, especially Solo Moto,

vain. There is no point. Sponsors are crucial in

started to promote the sport by calling on the

motorcycle racing and if they are not visible on

youngsters who wanted to compete in cup

TV, then they won’t spend their money. People

races to actually become racers. This is how the

have a lot of options to spend their free time

younger generation, including me and several

today and all the modern gadgets make us

others like Carlos Cardús, started our careers.

visible everywhere. But the young, especially,

True, Nieto was a serial winner in the past, but

don’t want to pay to watch the races.

had been working on a 250 cc Sirokas project with a Yamaha engine. In 1980 we went to test the bike at the Paul Ricard circuit, mixing with world championship riders who were holding their winter tests. We were unknown, first time outside of Spain, on a Spanish bike... But we were as quick as the guys who competed in the championship.

Yes, times are certainly changing. Which reminds me, how did you get involved with motorcycles in the first place?

Architecture and motorcycles – definitely two very different worlds. Antoni GaudÍ was a great Catalan architect, so was it because of him that you decided to study architecture or was it a family thing?

I fell in love with motorcycles when I was

My father was an architect as is my younger

ten or eleven years old. I took part in my first

brother. We were living with my father in our

unofficial race at 13 and when a friend called

house in Barcelona, so I was sure I would

me in 1979 and invited me to join him in the

become an architect too. In my 4th year of study,

six hours endurance Vespa race, I immediately

in 1985, I was riding for the Gallina Team in

seized the opportunity. We won. I was studying

500 cc and was juggling studying and racing.

architecture at that time, so I lived a normal life

My team told me we need to go to South

as a student up until the day when another friend

Africa for three weeks of testing, which made it

Our sport is, after so many years, mature.

told me that a Bultaco Streaker 125 cup will

impossible for me to continue studying. In the

Dorna was, and still is, doing a great job in

take place. I joined another 150 hopefuls for an

end, based on my good results, I decided to

promoting the sport all around the world. I

event at the Calafat racetrack. And I also won

switch to racing.

there was no revolution after that, no break in the way our sport was perceived until the mid ‘80s when TV cameras appeared at our events. Nieto and Ricardo Tormo were winning on the 50, 80 and 125 cc machines, I was competing in the 250 cc class.

What are the major differences in racing between then and today?

There is one big difference, not only in top-class racing like MotoGP, but also at other levels: professionalism. 30 or 40 years ago we were riding by ourselves and were mainly fuelled by passion. But with passion alone you cannot be a professional. OK, we loved the sport, we raced because we loved it, we even won a bit of money. Then TV cameras rolled in and with them worldwide coverage. The sponsors became more interested and marketing started to be important. Today everything is on a completely different level.

You are a two-time champion in the 250 cc class but you also competed on 500 cc machines. Do you miss the sound of revving engines and the smell of burning oil?

I’m the kind of person who normally doesn’t miss the past. But there is a big difference in riding the bikes from my days and their present counterparts. Two-stroke engines have a wilder character and riding them has more than just a hint of rodeo. Four-stroke bikes in Moto3, Moto2 and even in MotoGP meanwhile ride the same.

In the past, a 50 cc bike was a different ride than a 250 cc or a 500 cc machine. But because today’s bikes are much easier to ride, more people can go fast, which is good for the sport.

I was the first who tried to convince Dorna Sport CEO Carmelo Ezpeleta that we should change from two- to four-stroke engines in MotoGP.

Motorsport is at a crossroads. New generations have new ideas, new challenges and motorsport might not be as appealing to them as it was to their counterparts some 20 or 30 years ago. You have always had good and innovative ideas. What now? What is next for motorsport, especially for motorbikes?

24 / 27 Interview

“ We were unknown, first time outside of Spain, on a Spanish bike... But we were as quick as the guys who competed in the championship, and we became a genuine attraction.”

26

the other side of the barriers and the racing

That was a huge honour for me and one of

decisions on the track itself were not mine any

the most important moments in my life. This

more. We had outstanding riders during all these

is a prestigious Spanish award for various

years: Alex Barros, Loris Capirossi, Max Biaggi,

achievements in sports, culture, social life,

Troy Bayliss, Carlos Checa, Àlex Crivillé, later

etc. It was a big surprise for me, since I didn’t

the Espargaró brothers, Tito Rabat, Maverick

expect anything of the sort – I knew about the

Viñales and Álex Rins, to name just a few.

award, but I didn’t follow such things. I was at a

Besides being a team manager, you have also managed a company doing sports and sponsorship management and were involved in car racing.

At one point I wanted to do the same we did in

After you stopped racing, you started a new chapter as a team manager. It’s not an obvious step and not many enjoy success after taking it. Were you interested in managing already during your career?

It was sort of natural for me. I didn’t want to throw away all the sponsors, we had excellent

motorbike racing in car racing. Spain didn’t have any good drivers in Formula 1, so we wanted to promote young Spanish drivers in World Series by Renault in 2004. However, we soon discovered that cars are different from bikes in the way the sport is run.

So I didn’t ride a bike anymore, but I was doing

You’ve won a lot of prizes and awards. In 1990 you were awarded with the Principe de Asturias Sports Award for your achievements in sports and have so far remained the only

everything else much like before. I was on

motorcycle rider with this award.

mechanics as well as Antonio Cobas, so I signed up another Spanish rider, Àlex Crivillé.

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racing weekend in Laguna Seca in 1990 when they called me in the middle of the night and told me that I was awarded, not just because of my racing results, but also because of helping children and my fight against drugs.

Your only constant seems to be continuous change. Where will your career turn in the following years?

In recent years, our Moto2 team has continuously stayed near the top and in the fight for the title and the goal for every season is obviously to win the championship. Moreover, my son Edgar is currently competing in the FIM CEV Moto2 European Championship, but his desire is to compete in Moto2 or even MotoGP so I will do my best to help him achieve this goal.

Ride With Us

A red light. The air temperature is 36 degrees Celsius, and I still feel the consequences of a pothole impact a few kilometres back. My body is trying to get rid of excess heat, but the beefy leather of my one-piece racing suit is not exactly cooperating at 0 km/h. The thundering L-shaped four-cylinder is in the exact same situation, though it is equipped with a fan which allows it to dissipate its extra heat much more easily.

Start of a race? Sadly not: instead of Jonathan Rea, I am flanked on my right by an orange Multipla, whose driver is employing typically exaggerated Italian gestures during an apparently exciting mobile conversation, while a local man on a Vespa has managed to snake his way past all the cars and is now on my left – wearing an open jet helmet, shorts, T-shirt and flip flops. He looks at my Ducati, puckers his lips and nods; not bad, not bad at all. I envy him. And I envy “Francesca” in her old air-conditioned Fiat even more. Just seven more kilometres to the racetrack, thankfully…

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Ride With Us

Everyday Panigale meets the racing Panigale

UNDERSTANDING THE DUCATI PANIGALE V4 S

by Matevž Hribar photography Luka Ileršič

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Álvaro Bautista (Aruba.it Racing - Ducati team)

I remember being overwhelmed in November 2011 as the hostesses at the Milan Show unveiled the then brand new 1199 Panigale.

This doesn’t happen very often – namely staring at a machine for so long that it makes two or three revolutions on its slowly rotating platform.

Nobody blames Ducati’s styling; even riders who swear by Japanese or German bikes agree that sporting Ducatis are simply stunning.

But! I remember explaining to my motorcycle friends ten years ago, after testing the beautiful white 848 at the Jerez racetrack, that this was the best sports bike I had ever been on, while a fellow rider, owner of a CBR954RR, modified for racing, was left completely unfazed by the same machine. It rides strangely, it is skittish, it wobbles too much, in short – it does not suit him. It looks really good, but... There – you see – the perennial but!

From Bologna to Misano This and many other things, including the fact that this is not a touring bike, but rather a SuperSport, not meant for comfortable cruises, were going through my head as I meandered my way towards the east coast of the Italian boot.

Only 135 highway kilometres separate Bologna, more specifically the Borgo Panigale area, where the Ducatis leave their production line, and the Misano World Circuit Marco Simoncelli. They are easily navigable in about an hour on the red devil, but it would be a sin to return such a bike showing

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Nobody blames Ducati’s styling: even riders who swear by Japanese or German bikes agree that sporting Ducatis are simply stunning.

28 / 31

Ride With Us

only two narrow, straight strips along the centre of its tires. And it doesn’t have cruise control either.

Two kilos less Because I had enough time, I took a more southerly route, just southerly enough to allow me to set my feet on Tuscan soil, but I can now say without a doubt that Emilia-Romagna, to the south of the boring A14, located between Florence and San Marino, is just as worthy of a visit. I was so transfixed by its ancient towns that munching on paninis and croissants and sipping cappuccinos (alongside litres of water) took me so long, that I just barely made it in time for my appointment to visit the backstage of the Aruba.it Racing – Ducati team. My bathroom scale cheerfully informed me that I had lost two kilograms during that scorching weekend.

Add just one kilogram and you have the weight difference between the Panigale V4 S and the sportier (and 11,600 euros more expensive) V4 R, which serves as the basis for the WorldSBK Championship racing bike.

Akrapovič exhaust The team was doing well at this year’s WorldSBK. While they “only” managed four individual wins last year and the green Kawasaki Racing Team ended the season with 18, it was the red team that dominated the first half of this year’s season with sensational Álvaro Bautista undefeated at Phillip Island, in Thailand, at Aragon, Assen and Jerez. I can see how the Spaniard’s spiderlike physique (169 cm and only 58 kg) helped him win the 2006 GP 125 cc World Championship title, but it is hard to see how he can so precisely control the 173 kW (253 HP) bike that weighs just 168 kilograms. Exactly the one now parked next to “my” serial V4 S, which is only 7 kilograms heavier (without fuel), and has an artfully concealed Akrapovič exhaust below the engine.

Racing is not (moto)tourism The smiling Álvaro joined us for some photos and to show us how the racing model differs from the standard Panigale. The details he mentioned make one realize why some things are designed the way they are and are thus less suitable for a cosy ride around the hills of San Marino. Racing is not (moto)tourism.

Still feeling the racetrack, I allow the four-cylinder to unleash its full power in second gear on the highway between Imola and Bologna. As the engine howls well into third gear, I look down at the digital dashboard – and call it quits.

It is hard to fully grasp how brutally powerful and fast the machines that can be purchased by anyone today can be. Though I admit that I would prefer to sit on the Multistrada for my next similar trip. The Ducati Panigale V4 S is meant for the track. Or the living room.

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The Ducati Panigale V4 S is meant for the track. Or the living room.

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Interview

Colin Edwards – Akrapovič Brand Ambassador

by Gaber Keržišnik photography John Shofner (Shofner Films), Gaber Keržišnik, Gold and Goose Photography, Good-shoot.com, Marc Robinot

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DAD’S HIDDEN AGENDA Colin Edwards was waiting for me at the designated spot on the landmark Triple Bridge in front of the pharmacy in the centre of Ljubljana. When I arrived, he was watching a street performance and visibly enjoying the city beat, concealed by sunglasses and an Akrapovič baseball hat. Even though I offered to pick him up in front of the hotel, he told me over the phone that it wasn’t necessary.

“I’ll walk to the centre. I like walking because that’s how I can best get to know a town.”

The two-time WorldSBK champion began by complimenting Slovenian cuisine, something he has had the opportunity to thoroughly examine in the past few days, and added, “Now I’d like something from my neck of the woods.

Something simple and filling.” Quite a simple challenge – his wish fit Ljubljana’s best recent delicacy to a tee. We sat down in the nearest bar and ordered a burger each. With a large beer on the side.

What are your impressions? This is not your first time in Slovenia. You’ve already visited the Akrapovič plant, met the people behind the brand and checked out both Ljubljana and the countryside. Have your views changed from your first trip?

I like it. The city is extremely pleasant and I hope to bring my family along the next time I visit. I’m sure they’d love it. Especially my wife. I was received really well by Akrapovič and we’ve established truly genuine cooperation. I now see that the company’s philosophy is in certain aspects very similar to my own and I can project it onto my work, principles and hobbies.

For example?

For example a dedication to perfection in manufacture and in details. I’d say this is what Akrapovič is famous for. I’m the same.

I can spend a lot of time on seemingly irrelevant details or on perfecting the smallest details when working on the things I like doing and I’m interested in. If I just think about the amount of time I can spend on ammo for my guns and pistols. I am capable of sitting down and working on a single bullet for a very long time.

I will return to your shooting later, but for now I’d like to know some more about Akrapovič. You have officially become their Brand Ambassador. Is it more of an honour or does it entail a lot of work?

Both, actually. I’m happy to have been chosen.

I won two WorldSBK Championship titles with Akrapovič. The one in 2000 was a first, both for me and for the company. In a sense, I’ve been accompanied by the brand for the majority of my racing years and I’m happy that

34

we are still working well together. I’m from Texas, you know, and for us a handshake is like a contract. I don’t rush from one brand to another. My suppliers for helmets, racing kits, boots and the like have more or less remained the same ever since my active racing days. I

Colin Edwards & Akrapovič

like to make long-term deals and friendships.

And I also cooperate with the brands I feel close to at our boot camp.

Your Texas Tornado Boot Camp seems to provide fun and, in a way, cohabitation with nature. Another thing that eats up a lot of time, right?

I don’t think it takes up that much time. We finally realised where the right line is between too much and too little. We had, perhaps, organised the camp too many times a year in the past, then cut back by too much and it wasn’t enough. We once tried to organise ten camps a year. It was completely open to the public, but it simply didn’t work out. Perhaps between eight and ten applicants came.

Doing something too often isn’t good. We now decided to organise it between four and five times a year. Maybe a maximum of six.

Colin Edwards was named the first two-wheel Brand Ambassador for Akrapovič in December 2018. This honour was bestowed on the Texan in recognition of his achievement in winning the WorldSBK Championship in 2000, becoming the first rider to give Akrapovič a world title on a machine equipped with one of its high-performance exhaust systems, a feat which has now led to Akrapovič having over 130 world championships in the two- and four-wheel racing world. Edwards repeated his championship success in 2002, also on a Honda fitted with an Akrapovič, and he also won the prestigious Suzuka 8 Hours on two occasions, in 2001 with Valentino Rossi as his teammate and in 2002 partnering with Daijiro Kato on machinery with exhausts from Akrapovič. Edwards continued to race with Akrapovič until he retired from the top flight in 2014.

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Interview

I think that five is the best number. This is how

35

we can best fill the capacity. We organise between four and five corporate events and about the same number of public courses, for which anyone can apply.

Apart from the camp, you have also been kept busy by working for BT Sport from England. How do you see your job as a TV reporter or commentator? Riders are often annoyed by journalists, they see us as a nuisance, but it often happens that former riders join our ranks.

How come?

I’m mainly having fun. We have good conversations. Sometimes we remain on different banks and that’s when it gets most interesting. I like it. If you’re asking me whether I have to do it, the answer is of course not. But if you want to know whether I enjoy it, then the answer is a resounding yes. I don’t interview riders. I basically don’t have any contact with them as a journalist. Suzi (Perry) and I are more a duo that presents the entire show. She’s the host and I’m the pundit and I know and understand what’s happening on the track. My job is mainly to analyse individual events at the circuit.

However, your voice, accent, humour and know-how certainly enlivens the TV broadcast in numerous ways, right?

I hope so. I really do. I like to think so. I don’t really know how to explain. Perhaps I can compare my work with past IndyCar broadcasts in the USA. The commentator was British and he was excellent. But his greatest added value on US TV was that he was a co-commentator who didn’t come from the USA. To hear a “foreign” voice or a “foreign” accent, even though it was all English, was truly unusual. It was just different. Especially because an “outsider” can see things in a completely different way. I think I serve the exact same purpose on British TV. Apart from

Colin Edwards and Akrapovič Racing Together CHAMPIONSHIP

YEAR TEAM

BIKE

FIM WorldSBK

1999

Castrol Honda

Honda RC45

FIM WorldSBK

2000

Castrol Honda

Honda VTR1000SP1

FIM WorldSBK

2001

Castrol Honda

Honda VTR1000SP2

FIM EWC / Suzuka 8 Hours

2001

Team Cabin Honda

Honda VTR1000SPW

FIM WorldSBK

2002

Castrol Honda

Honda VTR1000SP2

FIM EWC / Suzuka 8 Hours

2002

Team Cabin Honda

Honda VTR1000SPW

FIM MotoGP

2003

Alice Aprilia Racing

Aprilia RS Cube

FIM MotoGP

2012

NGM Mobile Forward Racing

Suter MMX1

FIM MotoGP

2013

NGM Mobile Forward Racing

FTR MGP13

FIM MotoGP

2014

NGM Forward Racing

Forward-Yamaha

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2002 WorldSBK season

that, I was world champion twice, I raced in

between the means of transport on each

of motorcycle riding. And that’s why our

MotoGP for many years and I can pass on my

side of the Atlantic as well as the mentality

ranch is different. The track is not the same

knowledge in a way that’s different from my

and upbringing in one’s youth. You of course

as on Rossi’s ranch. Rossi manages a facility

English colleagues. I’d say that the viewers

remember what Europe was like in the

for training racing talents, while we work a

like it. I can speak completely freely, I just

eighties or nineties. The young switched from

lot with children. We make campfires in the

need to watch my language a bit. (laughter)

bicycles to mopeds and scooters. This gave

evenings, play games and have fun. The idea

them mobility before they passed their driving

is to make people see motorcycle riding as a

exam. And it remains in the blood. Many

fun way to spend their free time.

What about the strain and frequent travel? Flying from continent to continent, being away from your family for sometimes weeks at a time, doesn’t that bother you?

Europeans later bought a larger motorcycle.

Or at least returned to two wheels in their more mature years. This is of course strongly

No. I actually think it’s a good thing. It’s

reflected in the interest for motorcycle racing.

perfectly balanced for me. It sometimes feels

Rossi began his career on a scooter as well.

good to do stuff by oneself and it feels even

And his room had a poster of the next one he

better to return home afterwards. Only after

wanted. Much like the majority of European

you leave home you realise how much you

teenagers in those years.

can miss someone. Plus, it’s so much nicer

This will undoubtedly be a long and thorny path with an uncertain outcome. So how did you end up on motorbikes? Unless I’m mistaken, your father never raced on them.

True. My father never raced bikes. He prepared certain bikes for riders. He loved to tinker in his workshop and many bikes

after you get back. This is the life my wife and

All of that is lacking in the USA?

I have had in the past 20 years and we both

That’s right, it doesn’t exist there. The first

supercharged bikes, 750 cc Hondas with

got used to it. Perhaps this is the recipe for

mode of transport is a car. When someone

Rickman chassis and similar interesting

a long and successful marriage. I think that

is old enough to pass the driving test, they

items. He put various things together. And

it’s not all that good to be together for days

are immediately put behind a steering wheel.

then he bought me my first dirt bike for

on end.

The scooter era for youngsters is completely

Christmas when I was still a very young boy.

overlooked. Perhaps also because the

After that we often ended up on a motocross

distances are greater and your closest friend

track. I started racing in motocross from

lives at least 15 km away from you. Nobody

a very early age. I stopped at 14 and then

grows up loving two wheels in the USA. This

didn’t sit on a bike for about a year or so. I

was one of our guidelines when we decided

got my motorbike licence at the age of 16.

It’s changing in the US too. Well, at least

to set up our boot camp. We wanted to

On a Yamaha FZR1000 no less, which was

I hope so… The question is whether it will

create a practice package for children. And

ridiculous, because it was a real rocket at

ever reach the level of popularity it enjoys in

also for 40-year-old men – and women. The

the time. Dad then bought a Kawasaki ZX-7

Europe. The main reason is the difference

idea was to acquaint people with the basics

so that we could ride together. Then he

How do you see motorcycle racing in USA and Europe? The fact remains that motorcycle racing in the US is not on par with car racing, let’s just mention NASCAR as a case in point.

found their way there. Various custom jobs,

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Interview

suddenly said, “Let’s go to the racetrack just to see what the guys are doing.” And there, on the track, I saw a guy who used to race against me in motocross. I was always faster than him, so I couldn’t figure out how it was possible for him to do so well in road racing.

If he can do it, then I can do it even faster.

I wanted to try it out as quickly as possible and that’s how it all began... Although my father never really told me that, I am thinking more and more that he already had a hidden agenda.

37

Let’s get back to your bullets. You can spend hours and hours on a single one, you say? What’s the point? It is fired against a target anyway and that’s it.

You’re partially right but it’s not quite as

2014 MotoGP season

simple. Shooting is a challenging sport. There are many different factors that can affect the outcome. First of all, you’re dealing with a real bullet, so it must be filled with the right gunpowder, and also just the right amount of gunpowder. It must also have the correct shape. Many different options exist. All this is required for a truly accurate shot that hits the target. The aim of it all is to be so accurate that you can shoot five times at 100 yards, leaving but a single hole in the target.

In the meantime, it seems we have finished our burgers. By the way, are you good at preparing meat?

That I am. I love to make my own beef jerky.

I prepare the pieces of meat, cut them up properly, marinate and use the oven to dehydrate them. It’s not really complicated.

You can try it in your oven at home. What’s really important is to dehydrate the meat slowly. It should be done at a low temperature for 6 to 7 hours. Once it’s done, you pack it in bags and can then eat the processed meat all year long. We actually make deer sticks, which are similar to the beef jerky you can buy at the store. Very tasty and completely natural. Without preservatives. There is no set recipe, we make them a little bit differently every year. Not only that, we also make pan or breakfast sausages. You sauté them in a pan and simply add some eggs. It’s extremely tasty.

2001 Suzuka 8 Hours with Valentino Rossi

// Si Colin Edwards – prvi ambasador blagovne znamke Akrapovič na dveh kolesih Colin Edwards je verjetno eden najbolj markantnih dirkačev moderne dobe, čeprav je dirkaški kombinezon že pred leti obesil na klin. V dolgi in bogati karieri je dosegel številne uspehe tako v razredu WorldSBK kot v razredu MotoGP, v katerem je nastopal dolga leta. Preprost, nasmejan, duhovit in vedno pripravljen na pogovor s svojimi številnimi navijači in podporniki je še danes priljubljen in v središču pozornosti, kjerkoli se pojavi. Edwards je pred kratkim postal tudi prvi ambasador blagovne znamke Akrapovič v motorističnem segmentu, kar ni naključje. Leta 2000 je namreč v svetovnem prvenstvu razreda Superbike osvojil svoj in Akrapovičev prvi naslov svetovnega prvaka, ki mu je dodal naslednjega leta 2002. Edwards je tudi pozneje nastopal z različnimi motociklističnimi znamkami in pretežno uporabljal Akrapovičeve izpušne sisteme, s katerimi je tudi sklenil kariero. Danes te izpuhe najdemo na motorjih njegovega motociklističnega tabora Texas Tornado Boot Camp, Colina Edwardsa pa še vedno lahko srečamo v dirkaškem “paddocku” prvenstva MotoGP.

F A N T A S T I C

by Alenka Birk photography PR, Oura

B R I T I S H TA I L O R I N G An English classic with a zip twist is the new must-have autumn piece from Burberry.

A tailored jacket in wool twill, reinterpreted with defined seams and polished zip details. Inspired by British tailoring with a slim waist and prominent, rolled shoulder, it has a full-canvas construction with several layers of natural horsehair to create a structured chest and soft lapel roll.

farfetch.com

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CUT IN HALF What exactly is inside a laptop, a golf ball or a vacuum cleaner?

The insides of these and dozens of other objects are revealed in the photographic exploration of the stuff all around us, exposed and explained. With the help of a high-pressure waterjet cutter, able to slice through 10 cm of steel plate, designer and fabricator Mike Warren cuts into everything you could think of, describing and demystifying the inner workings and materials of each object. Cut in Half: The Hidden World Inside Everyday Objects by Mike Warren.

amazon.com

PLAY IN STYLE This autumn you will play in new style with PlayStation 4’s DualShock 4 Wireless Controller. It is getting a fresh makeover and adding four more colours to the existing wide range of styles. The new models focus on a two-tone colour scheme. You can choose from electric blue, titanium blue, rose gold and red camouflage, our personal favourite of the four.

playstation.com

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Fantastisch

FOR LOVEBIRDS Model Vinnie Woolston stars in the new campaign for the La Nuit de L’Homme Eau Électrique. The fragrance’s pyramid is different, yet still evokes the expressive notes of its eau de toilette predecessor and enhances the well-known orientally spiced harmony of cardamom, lavender, tonka and vetiver, with hints of sandalwood, patchouli and sage for a touch of sensuality, strength and addiction. Pour it on but don’t overdo it! She won’t be able to resist you.

yslbeauty.com

CUSTOM MADE Every man needs at least one beret, so why not design it yourself? Well, not literally, but you can select the colours, materials, accessories and even a label with your initials. All this brought to you by Sara Zavernik, a blogger and headgear designer going by the name of The Blonde Bliss. All headgear is handmade in Slovenia, including the boxes that contain the hats.

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MAGIC RING It looks like magic. Simple, intelligent construction and packed with advanced sensors, this is the Oura ring – a sleep tracker that has become the latest craze in self-improvement wearables. The ring contains infrared LEDs which measure your heart rate as you sleep, as well as a temperature sensor to capture variations in body heat and a 3D accelerometer which can track daytime activity.

It is designed to be unisex, worn day and night, and also comes in a black, silver and diamond version.

ouraring.com

theblondebliss.com

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MAXIMUM STRAIN FOR MAN AND MACHINE

by Karin Sturm photography Aston Martin Racing, BMW, Hoch Zwei,

Daniel Reinhard

Challenge 24-hour race

The big anniversary in July 2019 was the passage of 50 years since Neil Armstrong became the first man to set foot on the Moon. Back then, in 1969, Apollo 11 was a huge project from a technological standpoint – and it was a success, despite the built-in risk: the rocket, spacecraft and lunar module consisted of around 5.6 million parts and engineers predicted that 0.1% could develop faults despite all the quality controls. This means 5,600 parts that could have caused a potentially catastrophic failure.

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“Managing the traffic effectively, not losing too much time, but also not taking too many risks, that’s the key to success under all conditions, sometimes even more important than the absolute performance.�

M a r c o W i t t man n , B M W Motorsport

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There are not quite as many parts in an Aston Martin Vantage GTE race car at the 24 Hours of Le Mans or the BMW M6 GT3 at the 24 Hours Nürburgring of course, but the mechanics still have to deal with more than 10,000 different pieces. Taking the same, extremely high reliability – 99.9% of parts working as they should during the entire race – still leaves a double-digit number of components that could mean the difference between winning and dropping out.

___ Communication within the team is important And this risk does not even include the additional possibility of getting caught in dense traffic on the racetrack or being involved in a crash. At Le Mans, where the fastest LMP1 cars are flying down the straights at up to 350 km/h, it is the GTEs, which are at least 60 to

“The demands are really quite high, first due to repeated material

70 km/h slower, that have to be exceptionally careful when lapped. And caution has to be

stress when running over the curbs for 24 hours, but also due to

maintained for a full 24 hours, regardless of the onset of fatigue. “During the course of the

the high temperatures involved, especially during the pit stops,

race I manage to sleep for perhaps two hours,”

when there is no cooling by airflow.”

says Mathias Lauda, who raced in 2018/2019 season in the amateur category behind the wheel of a No. 98 Aston Martin together with

Pe dro La my, A ston Ma r tin R a c ing

teammates, former Portuguese Formula 1 driver Pedro Lamy and Canadian entrepreneur Paul Dalla Lana, the three of whom already won an Endurance Trophy for GT Am Drivers in 2017. Communication within the team is important, stresses Lauda: “It’s great to be able to coach less experienced drivers. They like to overdo it a little.”

___ Even professionals sometimes make mistakes At Nürburgring it is the other way round: “There we are the fast ones fighting our way through the dense bustle of cars from the lower classes,” says Marco Wittmann, one of four drivers in the 2019 No. 99 Rowe Racing BMW M6 GT3. Furthermore, many inexperienced drivers can be found behind the wheel of the slower cars. “But don’t get me wrong: I would never criticize the amateurs – professionals occasionally commit errors too.

Managing the traffic effectively, not losing too much time, but also not taking too many risks, that’s the key to success under all conditions, sometimes even more important than the

good opportunity to work on the technical setup. “It’s important to catch enough sleep in the week before the race,” says the 2014 and 2016 DTM Champion. “But in principle we drivers are fit anyway. Of course we have to take care of nutrition and, most of all, get enough liquid intake.”

___ Making compromises This is a huge difference in comparison with the usual DTM races. When four drivers share a single car it is necessary to make compromises in the setup – not every driver has the same driving style. “A solution has to be found which suits everyone. One can’t force one’s way by being egoistic. Sure, when there are serious problems one has to address them – and then see how the team responds

absolute performance.”

as a whole. But it usually works well between

___ Unique atmosphere in the Eifel

to pull together.”

Akrapovič Brand Ambassador Wittmann loves the 24 Hours in the Eifel: “The atmosphere

drivers, because everyone knows that we have

___ The demands are very high

there is unique, an indescribable flair,

What about additional training involved for

more than 200,000 spectators and pure

the mechanics preparing the cars? It mainly

fascination for all involved.” But there are no

consists of analysing the mistakes from the

special training sessions for the absolute

previous races, eliminating all hazards as well

highlight of the season. The VLN races on

as possible, carrying out additional quality

the Nürburgring that have to be completed

control for components under major strain –

before getting the permission to start are a

and looking ahead while designing the cars.

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This also holds for the exhaust systems by Akrapovič. “The demands are really quite high, first due to repeated material stress when running over curbs for 24 hours, but also due to the high temperatures involved, especially during the pit stops, when there is no cooling by airflow,” says Pedro Lamy. One thus has to find the right compromise during the allocation of the parts and their fitting, to create an optimal performance package while trying to alleviate the mechanical and temperature stresses.

___ Total commitment by all involved The end result is a complex interplay within a team which also needs to account for the characteristics of a racetrack. High speed at Le Mans and countless corners at the Nürburgring require an immense effort by all involved. But then again, the then US President John F. Kennedy summed up the challenges extremely well during his famous speech at Rice University in Houston, Texas, on 12 September 1962 by saying: “We choose to go to the Moon in this decade and do the other things, not because they are easy, but because they are hard.” Something similar is true for both the teams and drivers in a 24 hours race, either at Le Mans or the Nürburgring.

Ride With Us

44 / 47 Ride With Us

Across undiscovered Thailand on two wheels

by Gaber Keržišnik photography Gaber Keržišnik

A TRIP AROUND THE GOLDEN TRIANGLE “Where are you from? Slovenia!? Bring an Akrapovič exhaust with you. They are the best. We appreciate the best and only trust renowned and quality brands,” is how Kay Kaesler, the owner and founder of Big Bike Tours, which has been organising motorcycle tours around Thailand and neighbouring countries for 15 years, lets me know during our very first telephone conversation that he knows who is who in the world of motorcycle technology.

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Chiang Mai impresses with the oldest zoo in northern Thailand, excellent restaurants, numerous street food stalls, and many temples in the city itself as well as one on top of a nearby peak, offering stunning views of the city below.

That taking a bike and cruising the roads of Thailand is an amazing adventure was hammered into my head by a fellow journalist who spends every winter in the warm east – on a motorcycle. For my trip, I chose Big Bike Tours, located in the mountainous Chiang Mai province, an hour’s flight north from Bangkok.

Just a few phone calls and emails later saw former racer Kaesler and I chatting as if we were old friends. Big Bike Tours is among the best-known bike tour companies in this part of the world. They organise trips across Laos, Burma, Cambodia, Vietnam, Tibet and, of course, Thailand. Their standard tours last between three and nineteen days, but can be made longer for groups. Since the roads are the most beautiful there and the duration was just right, I decided to take a trip around the so-called Golden Triangle, the area where Thailand, Laos and Burma meet and where opium trading and production was once rampant. This mountainous part of the country is nowadays famous for its wonderful roads and beautiful nature. It’s a deal. Riding gear, suitcases full of motorcycle accessories, camera and off we go. A guide picks me and my travelling companion up at the airport and takes us to an elegant hotel in the centre of Chiang Mai, where we meet the organiser and other members of our group. I check the motorcycle before the “get acquainted” meeting. Kay has given me an almost brand-new BMW F 800 GS, onto which we fit an Akrapovič exhaust and the Mitas tyres I had brought along. Done. We are ready for a long trip.

Exploring Chiang Mai My companion and I use the day before departure for a brief exploration of the beautiful Chiang Mai, which impresses with the oldest zoo in northern Thailand, excellent restaurants, numerous street food stalls, and many temples in the city itself as well as one on top of a nearby peak, offering stunning views of the city below.

Chiang Mai, a city of over 300,000 inhabitants along the Ping River, fascinates us with its vibrancy and sincerity to such an extent that we decide to definitely come back for a longer stay.

Bullseye The first day of the trip. We get up early in the morning, turn on the ignitions, put our luggage on the escort truck and set off on

Dam, where our bikes are actually loaded onto a wooden raft. How authentic and adventurous!

Perfect for some good snapshots.

our adventure. Tarmac with a solid grip, little

Back towards Phayao

traffic and hundreds of kilometres of winding

On the third day, we turn back towards Phayao,

mountain roads, meticulously memorised by

with almost 300 kilometres of Thai roads

the company’s guides, result in unimaginable

awaiting us. We conclude the evening by the

pleasure for all true lovers of trips on two

city’s lake where we look for the 15th century

wheels. We stop for lunch, refuelling and coffee

Wat Tilok Aram temple, submerged by the

along the way. Naturally at sights that are worth

irrigation lake.

it. First the Thang Tong waterfalls and the Mae

Each day brings about 200 to 300 kilometres

Kachan Hot Spring, followed by the huge man-

of fantastic roads and adventures. The guides

made lake alongside the city of Phayao, before

are friendly, full of interesting tips and useful

reaching the 120 km of road 1148, already

information, as well as very dynamic on the

ranked among the top 10 motorcycle roads in

road, proving that they regularly spend time in

the world, that leads us towards the city of Nan.

the saddle. Hotels are carefully selected and will

Before the day is over, we visit the Wat Phra

disappoint almost no one. The bikes are also

That Khao Noi temple, and then settle down in

well maintained and recent, and gave us zero

our hotel, tired, weary and very happy. The first

problems on the trip. Although the service truck

day we managed a bit over 400 km and while

with luggage and spare parts was always close

drinking a cold beer in the hotel’s pool I keep

behind we neither missed nor needed it. The

wondering what else this Thai adventure will

hot climate naturally requires special gear, and

bring us in the days to come. Could it get

bringing your own might cause some problems

even better?

due to luggage restrictions, but you can also rent appropriate gear from Big Bike Tours.

New trail We are blazing a new trail on the following day.

For skilled and experienced riders

Although Europe is in the grip of winter and

I recommend a motorcycle tour in Thailand for

Christmas is being celebrated, our Thai trip

skilled and experienced riders who, alone or

brings us heat and humidity. We are fortunately

as couples, cover a few thousand kilometres

well prepared, courtesy of quality equipment

a year, since the ride is dynamic and therefore

provided by Alpinestars. Touring motorcycle

better suited to more experienced participants.

trousers and a maximum breathability jacket

On the other hand, our group also included a

alongside light and breathable gloves and boots

new rider with only a few months of experience

are just what the doctor ordered for travelling in

who was perfectly capable of keeping pace. I

hot weather.

feel that winter in the northern hemisphere is the

We start in a cool, dewy and hazy morning,

best time to visit the northern part of Thailand,

but within an hour or two the sun is already

where the cool season with dewy mornings, not

relentlessly scorching our backs as we continue

overly scorching days and an almost complete

to the town of Phrae. We are immediately

lack of rain presents the best conditions for

charmed by its old style houses, friendly locals,

motorcycle riding. If this is your first time, you

traditional customs and restaurants serving

might opt for one of the shorter tours, which will

exceptional and authentic Thai dishes, not

quickly let you know whether you are made for

necessarily suited to the tastes of Western

such a vacation and discovery of new places.

tourists. If you prefer colourful and strongly

And the price? It depends. Such tours are never

flavoured sweet and sour Thai food, then this is

cheap, but considering the quality of service

definitely the place for you. But before we can

offered by Big Bike Tours, not expensive either.

get to the food, we have to navigate countless bends and cross the Nan River at Queen Sirikit

44 / 47 Ride With Us

Story

Shayna Texter, Red Bull KTM Factory Racing Flat Track

by Kevin Cooney photography Jaka Vinšek, NASCAR Production, Red Bull Content Pool

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Story

’I GREW UP QUICK!’

In a little cabin just off a winding road in a small Pennsylvania town, Shayna Texter has built a cocoon of peace and quiet. Trees surround this fortress of solitude, stretching high towards the sky to the point where noise is drowned out and sunlight peeks through in rays that warm and illuminate. This little area is where the self-proclaimed “country girl” gravitates to in her free time with her boyfriend, fellow racer Briar Bauman. The roar of the motorcycles is confined to the garage and the rest of the world is kept even further at bay. “I always tell everyone that this is our vacation spot,” Shayna says. “When I bought the house, I told everyone that I wanted it to be somewhere quiet.”

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Story

The off-season is just beginning for Shayna, who posted another solid campaign on the American Flat Track circuits.

She is one of two riders in the AFT Singles Championship for the Red Bull KTM Factory Racing Flat Track team in a sport that is basically in her blood. Her late father, Randy, was an American Motorcycle Association US Twin Sport Champion.

“Without a doubt, my dad was the biggest influence on my decision to race.” Randy raced professionally in flat track and road racing in the US. His dad, Shayna’s grandfather, owned a Harley-Davidson dealership in Lancaster from the ‘50s onwards. “Racing has been in my blood my entire life. And my mom’s father raced sprint cars.”

First success Shayna vividly remembers her first success. “For me, winning that first race in 2011 at Knoxville and becoming the first woman to win an event in the Pro Singles class was a great moment. But I didn’t want it to be just a fluke, either. I had to go and prove to myself that I could back that up.” So how did she carve her way into a man’s world? Was it very hard?

“I never looked at it that way. I just looked at it as me being

“For me, winning that first race in 2011 at Knoxville and becoming the first woman to win an event in the Pro Singles class was a great moment. But I didn’t want it to be just a fluke, either.”

a motorcycle racer and not being gender specific or class specific. None of that. I just wanted to be the best racer.”

The 28-year-old rider spent much of her youth with her older brother Cory who was probably her biggest rival back then.

“We got a late start. Most start at the age of 4. I was 11 when I started racing and Cory was 15 or so. That was solely because my dad raced. Shoot, my brother is the most competitive person I know. We could race motorcycles in the field or at the

50

family’s Easter Egg hunt. Always having him in my corner and seeing – at the back of my mind – that smirk of knowing that I want to beat him. That is what kept pushing me on.” Shayna won three races this year with the season not yet finished at the time of writing. We asked her about her thoughts at the starting line. “I think we all channel it differently. It also depends on what race track you are at and where you are starting. The heartrate and adrenaline may be different if you are on the pole at the main event as opposed to being in the third row.

It is a little more intense, because when you start on pole the only way to go is down unless you win the race. The first thing on my mind is that light. It is never the same. It is making sure I get a good start.” She pauses for a moment, gathering her thoughts for something that clearly matters. “For me, it’s focus and determination. I want to cross that finish line first and I’m not going to stop until the checkered flag is out. It is trusting your instincts and pushing and giving it all you got. At the end of the day, whether I win or lose the race, I know that I’ve given it everything I had.”

Established pro racer Shayna is now an established pro racer, but even pros still have to carve their way through the field to became regular winners.

Aggressiveness is very much needed in this sport, but instincts are equally important, as she explains. “I think at the end of the day it boils down to ‘I’m a professional in this sport and trust my instincts’. I’ve been racing against a lot of the guys since I was an amateur and we came up through the different divisions together until we hit pro. Now we’re racing together. You learn from your mistakes and you learn how to be better each and every time you are on the track. I think that you will see a lot of seasoned riders hit their prime around the time they turn 30 because of all those years of learning and getting better, fine-tuning their skills.” In the public’s eye it’s the riders who win or lose races, but as in every motorsport, teamwork makes the difference, something Shayna is keen to point out. “There’s no ‘I’ in team for a reason, that’s for sure. I couldn’t be successful without them. They give me all the help that they possibly can, they truly do. Collectively, we try to go out and make the right

decisions. The addiction that draws us to racing is the little bit of the gamble that you make with the setup and changes throughout the day. They give me the best bike they possibly can and then I have to go out and perform. For all of us.” But it goes beyond professionalism and Shayna Texter is proof of that. “One of my best friends and someone whom I have been best friends with for ten years is my lead mechanic. It’s pretty dang cool to share that spotlight with him. My team manager, my personal manager, my lead mechanic – we’re 100 percent honest with each other. We’re going to win together or lose together as a team.”

Conversations with dad She sounds determined and there is no fear or doubt in her voice, though, coming from a long-time racing family, she must have had conversations with her dad about the fear, danger and financial risks involved in racing. “We had been around him throughout his career and around the shop our entire life. You learn quickly how to manage money, budget things and make sacrifices in order to pursue your dream and for my brother and me, that was racing motorcycles. My dad always talked openly about the costs and when he passed away in 2010 we learned how much in debt we really were. We were pretty much at rock bottom – we lost dang near everything we had except our motorcycles and our house. So, we lost a lot and we learned how much stress my dad was under.” Nevertheless, that experience has left some positive effects. “But honestly, it was the sport that teaches you to grow up quick. I was 19 when my dad died. Compared to other sports where you hope to go to college and get a scholarship, there was no free ride until you sign that first contract. You are spending, spending and spending. I had gone to an online college to have a backup career, but there were no scholarships for motorcycle racing.

It really didn’t start to pay off until 2014 when I signed my first factory contract when I could say there was something coming

51

back from the sport that my dad had so heavily invested in,” Shayna recalls.

First win The night after her first win in 2011 she drove away and stopped at a truck stop somewhere in Iowa, put her head on the steering wheel and slept in the front seat of their van. Not exactly a glorious aftermath of the first female victory in flat track racing.

She asked herself if that was what she really wanted, but on the other hand it was all she ever knew. “When I won that first race in 2011, I said that I wanted to do every interview and everything possible to grow the sport of flat track. I wanted to use the female card if I had to do that. I’ve never been one to say to a sponsor that I wanted to be the next Danica Patrick. I just wanted to be known as a motorcycle racer. For me, to ever use the female card, I wanted to use it to grow the sport to help my friends, my brother, everyone who was also struggling.”

Racing against boyfriend Right now her thoughts are with her motorcycle, the race track and the next season. Her boyfriend Briar races in the same series in the Twin Class, which has its pros and cons, as she is the first to admit. It is a double workload during the week to get everything ready for two racers. One day Shayna has a good day while Briar is not on top and vice versa. On the other hand, they can share experience and advice, though during the race weekend there is no time to share anything. Everyone does their stuff and they often can’t share their victories and emotions until late at night. Their life is racing, even most of their conversation is about racing… “Now you see why we want and need to live here in the woods. We both are avid bow hunters and into archery, because we need an escape. We enjoy wildlife, spotting deer, such little things… Otherwise you would just get burned out.”

“It’s focus and determination. I want to cross that finish line first and I’m not going to stop until the checkered flag is out. It is trusting your instincts and pushing and giving it all you got. At the end of the day, whether I win or lose the race, I know that I’ve given it everything I had.”

by Alenka Birk photography Jan Čermelj, PR, visitsweden.com

BET HIGH If you like to gamble and bet high, then try your luck on SlotZilla, a unique slot machine which takes adventure-seekers to new heights in downtown Las Vegas.

The 11-storey slot machine-inspired zip line attraction is the world’s largest slot machine and features Las Vegas icons such as over-sized dice, a martini glass, pink flamingo, coins, video reels, a giant arm and two showgirls. The multi-million-dollar zip line offers two ways to fly over Fremont Street, the lower Zipline and upper Zoomline. See downtown Las Vegas as you’ve never seen it before. vegasexperience.com/slotzilla-zip-line/

DIY MICHELIN STAR DINER Imagine about 100 million acres of fine do-it-yourself dining. Take your time, we can wait. Finished? Right, all you have to do now is book a special table in the Swedish forests and get ready for a gourmet do-it-yourself experience that includes dining and cooking Michelin food for free with ingredients that you can find in Swedish nature (okay, you need to bring some salt, butter and honey). The Swedish menu consists of nine dishes made from healthy and delicious ingredients that you can find, cook and enjoy in the great woods of this Nordic country. Just put on some boots, a warm jacket and dig in.

With 97 percent of Sweden being uninhabited, you will always be close to a natural pantry full of healthy ingredients. The only thing they ask for in return is that you treat their nature with care. visitsweden.com/edible-country/#tables.com

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Crazy Stuff

SAIL LIKE THE ‘30s Now you have the chance to charter a glamorous clipper-bow yacht in the eastern Mediterranean. It’s a rare opportunity to sail back to the ‘30s with a boat built in the early years of the 20th century, which has been meticulously restored and updated and can accommodate up to 12 guests in supreme comfort. Her name is Haida 1929, a fully retrofitted, 70 m clipper-bow yacht awash in the glamour from the days gone by. From its gleaming teak floors and brass fittings to its vintage rattan dining suites and marble baths. She will take you to select destinations around the eastern Mediterranean. Price per week on request. edmiston.com

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ROMAN RELAXATION Hidden in a centennial pine forest overlooking the majestic Slovenian Vipava Valley, forest village Theodosius is the place for those who seek the perfect combination of both worlds: truly authentic nature and modern comfort. The meticulous placement of wooden cabins and their contemporary design blend and combine perfectly with the rocky terrain below. Some cabins offer a sauna and an outdoor hot tub, but nothing’s stopping you from simply relaxing on the terrace by the vineyard and enjoying the wonderful smells of pine trees and everything else nature can offer. Let yourself be embraced by special forest therapy where you can recharge your batteries, while the Vipava Valley itself offers numerous activities to help strengthen your body and soul. theodosius.si/en/

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Pikes Peak and Bentley Continental GT V8

THE LAST GOLD MINE IN COLORADO

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Drive With Us

We are all quite familiar with Monza, Monte Carlo, Indianapolis, Le Mans... Most of us can also accurately imagine what these racetracks look like. Pikes Peak belongs into same category, many people know the name, but not everybody can imagine it. So we decided to learn more. As this year’s race saw a Bentley Continental GT W12 with a lightweight Akrapovič titanium exhaust system set a new record for production cars, we chose a Bentley for our trip as well. The newest addition to their range to be more precise, a Bentley Continental GT V8 Convertible. With the roof, naturally, lowered, even though the top of this holy Colorado peak only reaches a few degrees above freezing at the close of summer.

by Miran Ališič photography Jaka Vinšek, Bentley Motors, PPIHC Archive

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But our trip begins lower down, on the plains surrounding Colorado Springs. Nowadays, the former mining town is a centre for tourism and digital technology. A majestic hundred-year-old palace in the middle of the town now serves as a hotel, but was once used as a stock exchange and gold and silver storage. The Mining Exchange was indeed a material precursor that gave lovers of fast cars a reason to discuss constructing a road to the top of Pikes Peak even before WWI. Spencer Penrose, a visionary and a mining millionaire who owned goldmines in Colorado and copper mines in Utah, used some of his wealth to construct the mighty road to the top of the 14,115-foot (4,302-metre) mountain in 1916.

The dirt road got its name after the mountain which was itself named after American Brigadier General Zebulon Pike, whose expedition made the first, though unsuccessful, attempt to ascend the challenging peak in 1806. Just over a hundred years later, in 1916, the first race took place on the new road, making it America’s second oldest road race, only preceded by a few years by the 500 miles of Indianapolis. The prize money for the winner was 1,000 US dollars, coming straight from Penrose, an amount that compared favourably to the then annual salary of a Colorado worker of around 700 US dollars. The race later hit a rough patch as its expenses always exceeded the income, with organisers having to battle their way through decades of financial drought by voluntary work and renting used or decommissioned equipment from other racetracks. Despite that, none of the world’s top drivers wanted to scratch Pikes Peak off their portfolio, perhaps also because this mountain race was staged on a dirt road. That was the case all the way up to 2002, when paving of the road began, half of it by 2010 and the rest by 2012, thus completely changing its image and character.

26 overall victories by the Unser family The winners of Pikes Peak include Mario Andretti, Walter Röhrl, Sébastien Loeb, Ari Vatanen and Romain Dumas, but the outstanding heroes of the race must surely be the Colorado racing family Unser.

Louis Unser won the 1934 race and his shoes were later filled by Bobby, then Jerry Unser Jr., Louis J. Unser, Al Unser and Robby Unser, Al Unser Jr. and finally Jeri Unser. In total this family notched up an astounding 26 overall victories. The now 85-yearold Bobby Unser, who was the fastest at 13 races, still remembers the race vividly: “Pikes Peak was a motivation for all we did, not just at the race, but also in life. I’m not a poor man anymore, but I used to be poorer than a church mouse. Sometime around 1959, after the race, my wife and I emptied my pockets and her purse. We counted less than a dollar between us and that was before we had even paid the rent.

But we had a race car. And we won the race that day. The payout was good. I had no idea whether I’d win every single time I took part in Pikes Peak, but I trained harder than anybody else. I obviously wanted that victory more than others.” His desire and will

Spencer Penrose, a visionary and a mining millionaire who owned gold mines in Colorado and copper mines in Utah, constructed the mighty road to the top of the 4,302-metre peak in 1916.

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Drive With Us

were so resolute that he even asked a local sheriff in Bernalillo, New Mexico, for help: “We discovered a good road for testing there so I went to see whether we could use it. He said we could do with it whatever we wanted. But suddenly a group of angry boys from the Bureau of Land Management showed up, pointed a pistol at me through the car’s window and things got really heated. The standoff lasted until we spoke to the sheriff, who said he’d send someone over in a few minutes and that if the boys from the Bureau were still there, he would throw them all in jail. They hightailed it out of there immediately, we were allowed to continue testing and the Bureau boys even sent me an apology the next day,” is how Unser was given the all clear to practice for the race. Later on, when he was reselling Jaguars that he had modified, he had to prove to many a customer that they were capable of exceeding 135 mph (217 km/h) on the Pikes Peak road, causing him constant issues with state and local law enforcement.

Road with countless turns Visitors to the road are not immune to potential dealings with the law and the road’s ranger caretakers either. You have to pay 25 dollars to use the road, are warned that you must not exceed 35 mph (56 km/h) and never overtake – even if someone in front of you might be doing less than 10 mph. Should you still want to play by your own rules, you will be met by a ranger at the next checkpoint. If lucky, you will only have to leave the mountain before really experiencing it, but your bravery could also cost you a few thousand US dollars in fines. And do not put your faith in the sheriff from Bernalillo. After all, you are not Bobby

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Unser and you do not have 13 Pikes Peak victories

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under your belt. Do not try to improve on Bentley’s recent record, set by New Zealander Rhys Millen in his Continental GT W12, either. I doubt you would be able to complete the 12.42 mile (19.99 km) of this mountain road in under 10'18''488.

“This is an amazing finish to a wet, snowy 2019 run at Pikes Peak! We came here with one goal in mind, and that was to be the fastest production car up the mountain and set a new record. It was an incredible week,” Millen enthused after setting the June record.

To conquer the holy mountain, best start your trip in the morning when there is a higher chance of sunny weather, lower your roof and cruise leisurely through the 156 turns of the legendary road. Yes, you read that correctly, there are 156 of them! Mario Andretti told the following tale about what used to happen at the top: “Bobby Unser would offer a glass of whiskey to all the rookies who somehow made it to the finish 4,302 metres above sea level. Otherwise the altitude will get you, said Unser. I always thought that this was a fun gesture.”

The final third is the toughest

To conquer the holy mountain it is best to start your trip in the morning, when sunny weather is more likely, lower your roof and cruise leisurely through the 156 turns of the legendary road.

The new Continental GT V8, which can produce 404 kW (550 HP) from its twin-turbo engine and a torque similar to that of a V12, needs no whiskey and less than 2,000 rpm to cruise to the top. The first part of the road is open. This area of the Rocky Mountains still contains a lot of greenery and coniferous woods

Bentley Continental GT W12

Mario Andretti, J.C. Agajanian and Bobby Unser

Bobby Unser (1968)

As this year’s race saw a Bentley Continental GT W12 with a lightweight Akrapovič titanium exhaust system set a new record for production cars, we opted for the newest addition to Bentley’s range – a Bentley Continental GT V8 Convertible.

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under 3,000 metres though the treacherous parts already appear in the guise of hairpin bends. The road straightens out again along the tree line and flows in rhythmic fast turns until its final and most breathtaking part. The final third is the toughest to race on. The turns are sharp, the overhangs have no railings, your concentration is dropping and the air is becoming increasingly thin at 4,000 metres above the sea.

Once you are standing at the top, which now hosts a construction site for a new modern building scheduled to be completed in 2021, you have an unrestricted view. As if you were standing on top of the world – well you are, but “only” on top of Colorado. The quicker breathing you experience due to the altitude immediately reminds you of all the races and videos

Once you are standing on the summit you have an unrestricted view to all sides. As if you were standing on top of the world. The quicker breathing due to the altitude immediately sends your mind back to all the races and videos that you’ve seen on YouTube.

you’ve seen on YouTube. Videos of those drivers who raced uphill to reach this very spot while driving on dirt up until 2002. The world certainly still has space for madness and one of its manifestations must have been the race up the unpaved Pikes Peak road. Also unique is the drivers’ return to the valley, driving bumper to bumper back to the start. A sort of parade of heroes, who at this event are not just those that set records but rather all who make it to the top – and back down again. But Pikes Peak is more than just a race. It is one of Colorado’s most visited tourist attractions and the legendary road to its summit hosts over half a million visitors every year, which would undoubtedly have pleased the money and opportunity hunter Spencer Penrose. He would probably have sat in your place in the Bentley Continental GT V8 Convertible, leisurely cruising up the hill while contemplating that a century after its construction his road has become the last successful gold mine in Colorado.

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// Si Pikes Peak in Bentley Continental GT V8 Vsi zelo dobro poznamo Monzo, Monte Carlo, Indianapolis, Le Mans... Mnogi si tudi dobro predstavljamo kakšna so ta dirkališča. Večina nas je slišala tudi za Pikes Peak. Toda le redki znajo o tej nenavadni cesti in še bolj nenavadni dirki povedati kaj več. Odpravili smo se raziskati Pikes Peak. Ker so na letošnji dirki z avtomobilom Bentley Continental GT W12 z Akrapovičevim izpuhom dosegli nov rekord med serijskimi avtomobili, smo za potovanje izbrali kar najnovejšega Bentleyja iz njihove ponudbe – Bentleyja Continentala GT V8 Convertible. Peljali smo se s spuščeno streho, čeprav je na vrhu te svete gore v Koloradu ob koncu poletja temperatura le nekaj stopinj nad lediščem.

Advent ure

Indian Motorcycle, Randy Mamola and Glemseck 101

Just Like A mad roaring MAN

by Volker Hirth photography Jure Makovec

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Adventure

The formidable machine is parked on the meadow. A monster. Long, filigree and yet somehow menacing. A heavily modified Indian Scout Bobber, powered by a huge V-twin. It’s called Appaloosa and it is competing in the Sultans of Sprint drag racing series. This unique specimen, with its beautifully integrated lightweight titanium AkrapovicĚŒ exhaust system artfully snaking its way alongside the huge engine block, took more than 700 hours to design and build. The rider is a living legend: Randy Mamola, a 500 cc superstar from the eighties.

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Randy is friendly, a typical American. But he

bikes against machines built by the famous

doesn’t want to talk. Not now. He is in the

workshops and sometimes, when no brand can

middle of preparing for the start. The Sultans

be identified, Fantasy versus Utopia.

of Sprint is the centrepiece of the event and the works bikes from Harley-Davidson, BMW

Randy Mamola

Motorrad and Royal Enfield are the opponents.

Then there is Randy Mamola. One of the

A 200 metres straight. With a standing start.

sprint sultans. The pinnacle of the show. His

Clutch, shift the weight to the front, pull back on

IndianxWorkhorse Appaloosa can be heard

the throttle and off we go. The engines roar, tires

loud and clear above the din. It is pushed to

smoulder, the low tones of rock music boom.

the start in no-load. The mechanic is always

The long grandstand on the left is full. People

pulling at the throttle. The sound is coming out

jeer, wonder, whistle, cry. The point of it all?

of its Akrapovič exhaust with a roaring thunder

There is none! It’s pure vitality. One more hour

as if the last living T-Rex had just walked out of

till the start... Time to see, touch, listen to the

the Leonberg forest. Later on Randy says that

atmosphere. From the start the road continues in

it sounds as if “a very mad man was roaring at

a straight line. Leather, tattoos, loud rock music.

you”. The short story of his race, though. Randy

Beer in the right hand, cigarette in the left.

didn’t make it to the finals.

Men don’t wear too much either at 33 degrees Celsius, except for a full beard and tattoos, as if both were a requirement to enter.

The two-wheeler as a work of art

Adventure

0 to 200 km/h in five seconds Never mind, the show still delivered in spades.

The 20,000 on the grandstand are howling for the competitors in the final. Philipp Ludwig’s

Glemseck 101 is where we are, the place

BMW is winning. Taking off from the starting

to be for two-wheel freaks with more than

line, it seems as if Baron Münchhausen was

100,000 coming in two days. The road’s

shot out on his cannonball. Acceleration from

short straight stretch is located in a beautiful

0 to 200 km/h in five seconds. It would have

valley, surrounded by forests and meadows.

been a close match for Randy too. Randy is

Small, but still a veritable Mecca for bike

overwhelmed by the mood in Leonberg. It

lovers of a special kind. Hardly anyone dares

is the best event of the three rounds of the

to come here on an unmodified road bike.

Sultans of Sprint. In France he finished third.

Lower, wider, handmade, enlarged, lavishly

“Believe me, it feels as good as any one of

coated. The two-wheeler as a work of art.

my 57 podium finishes during my Grand Prix

And always dust-free, polished to perfection.

time. I’m very impressed with how much the

Pure aesthetics. For this very reason the clear,

motorcycle sport is alive here. Fantastic!”

fine, individual shapes of Akrapovič exhausts

Randy is probably also impressed because

are disproportionally represented here. There

this event seems to be out of tune with modern

is a sprinkling of regular models though. The

sensibilities. Loudness is the main dish here.

manufacturers have long taken note of this

No electric, please! At the Sultans your ears

strip in Leonberg near Stuttgart (Germany) and

receive a beating. And that’s how it should be,

exhibit their latest products, including a strong

Randy says: “Everything in connection with

presence by the established brands like BMW

motorsport needs to sound! Not only to feel, I

Motorrad, Kawasaki, Honda, etc. Brands from

need to hear it. Our Woodstock is the roaring

the US are also here. Several bikes are moving

of a great exhaust system.” A Woodstock

between the strolling customers at walking

near Stuttgart. Just that the stars are not Jimi

speed. But at the track, everybody is permitted

Hendrix, Janis Joplin or Joe Cocker, but Indian

to drag race. Bimota versus Benelli, 6-cylinder

Motorcycle, BMW Motorrad, Royal Enfield,

Kawasaki versus 6-cylinder Honda, homemade

Harley-Davidson and others.

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Appaloosa is a heavily modified Indian Scout Bobber, competing in the Sultans of Sprint drag racing series. This unique specimen, with its beautifully integrated lightweight titanium AkrapovicĚŒ exhaust system artfully snaking its way alongside the huge engine block, took more than 700 hours to design and build. The rider is a living legend: Randy Mamola, a 500 cc star of the ‘80s.

Brice Hennebert (Workhorse Speedshop) with his IndianxWorkhorse Appaloosa

Randy Mamola

A Woodstock near Stuttgart.

Just that the stars are not Jimi Hendrix, Janis Joplin or Joe Cocker, but Indian Motorcycle, BMW Motorrad, Royal Enfield, Harley-Davidson and others.

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Story

1

AS FAST AS FORMULA

OVER 250 KM/H ON SKIS – BROTHERS SIMONE AND IVAN ORIGONE

by Miran Ališič

photography Bor Dobrin, Serger Briand / TamTam Photo

“Only Formula 1 race cars get from 0 to 200 km/h a tad faster than us,” Simone Origone boldly opened our meeting in the alpine village of Champoluc, high above the Aosta Valley and within a stone’s throw of the Swiss-Italian border. The Italian’s tally of crystal globes for winning the Speed Ski World Cup currently stands at eleven, alongside six gold medals from the Speed Ski World Championships and the ownership of three previous world records. But not the current one – that one belongs to his younger brother Ivan Origone. Exactly 254.958 km/h. Reasons enough to visit this interesting family living under Matterhorn.

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Champoluc is crawling with tourists all year

hotel’s lounge area by younger brother Ivan

round, with all the restaurants, squares and

Origone, who takes us to the glass wall with a

terraces packed. But our destination lies just

panoramic view of the Alps. “Back there you can

outside the village, a charming and picture-

see the Monte Rosa glacier, that is where the

perfect midmarket hotel called Villa Anna Maria.

Kilometro Lanciato started,” he informed us of the

The family started dabbling in tourism after World War II, when grandfather Ivan Origone opened two rooms for guests. Grandmother Anna Maria provided the name for the establishment, father Domenico expanded the venue during the European tourism boom and his wife still helps in the kitchen. The hotel is currently managed by another brother, Jean-Noel, but everyone pitches in. “We are all skiers, naturally,” says Simone, “but we remain amateurs.” So where does the passion for speed skiing come from?

We have in the meantime been joined in the

beginnings of speed skiing under the Matterhorn, which were going on for a few decades – up until 1978. The Italians were permitted to carry out the competitions on Swiss territory, but had to return the concession after the Swiss built a cable car to the Klein Matterhorn in the ‘80s.

“I was naturally drawn to the sport by my older brother. I wanted to follow in his footsteps, to beat him,” was Ivan’s reason for going into speed skiing, while Simone began by wanting to break records. “Speed skiing was an event at the 1992 Winter Olympics. It took place at Les Arcs and

“We reach 200 km/h in just over 5 seconds. We are just beaten to that mark by Formula 1 race car s,” explained Simone.

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the record then stood at 179 km/h. I liked it very much, so I began practising. I took part in my first race just two days after my first training session – and won.” It bears mentioning though that Simone was a downhill and alpine skier before deciding to go solely for speed. “I got a call from the national speed skiing team, wondering if I was interested, if I wanted to join them.”

One chance per year It most certainly looks like a very dangerous sport. “We reach 200 km/h in just over 5 seconds. We are just beaten to that mark by Formula 1 race cars,” explained Simone, adding that “it’s actually less dangerous than it looks.”

Ivan rejoined the conversation, “Not only does

After being asked whether it was possible to reach 300 km/h, Simone was the first to break the silence. “It’s more a matter of a suitable track, not the human body.

With the right equipment this limit can be reached.”

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// Si Na smučeh skoraj tako hitra kot Formula 1 Italijan Simone Origone je lastnik enajstih kristalnih globusov za osvojitev svetovnega pokala in šestih zlatih medalj s svetovnih prvenstev v hitrostnem smučanju, ob tem je trikrat zapored postavil svetovni hitrostni rekord. Zadnji rekord, natančno 254,958 km na uro, je uspelo doseči njegovemu mlajšemu bratu Ivanu Origoneju. Simoneja je v to športno panogo pripeljala želja po premagovanju rekordov. »Hitrostno smučanje je bilo na sporedu na olimpijskih igrah leta 1992 v Les Arcsu, takratni rekord je znašal 179 km na uro. Zelo mi je bilo všeč, zato sem začel trenirati. Že dva dni po prvem treningu sem šel na prvo tekmo in na njej kar takoj zmagal,« je dejal Simone, ki je prej seveda že vozil smuk in ostale alpske discipline, preden so ga poklicali iz reprezentance za hitrostno smučanje. Ivana je pritegnilo početje starejšega brata; hotel mu je slediti, ga premagati. »Samo Formula 1 je od 0 do 200 km na uro za odtenek hitrejša od nas,« pravi Simone.

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downhill also feature breakneck speeds, it has many

single one,” Simone said dejectedly. “It’s no

more hazardous elements like turns and jumps, so

longer an Olympic sport, which means that there

the risks there are actually far greater.” Speed skiing

is precious little money in it, another important

equipment has remained unchanged for quite a while.

factor for many young skiers.” So one does not

It includes an air-tight latex ski suit, an aerodynamic

really make money doing it, or…? “You can only

helmet and special aerodynamic boot guards to

make some if you have a private sponsor, but

reduce drag. The skis measure 238 cm, about one

that’s it. We are all amateurs and do other things

cm longer than their downhill counterparts. “Of

for living, as you can see,” Ivan, who helps in the

course their composition is completely different, they

family hotel, offered with a bitter smile, while

are much more rigid, because we don’t need to turn,”

Simone does his part by working as a mountain

Ivan added in the equipment room, where at least

guide and heli-rescuer, spending the entire

20 pairs of skis waited for the winter alongside a

summer doing his job. This fact made agreeing

cornucopia of other gear. Just one factory – Atomic

on a date for our meeting quite a bit more

– makes them. The special boots require an hour

difficult.

to put on and the skiers remain in them for at least 4 to 5 hours before the competition. But there is something else that makes this sport unique, pointed

Anyone for 300 km/h?

out the current world record holder. “When going for the record, we need ideal conditions. These

There are two disciplines in speed skiing;

usually appear towards the end of March and when

one includes the Speed Ski World Cup and

we see that the day will be ideal for an attempt, the

the Speed Ski World Championships, with

temperature of the snow becomes vital. We only

participants reaching speeds of over 220

have a 20-minute window between noon and 1 PM.

km/h and competitions being organized by the

If we fail, we can pack our bags and await the next

International Ski Federation (FIS); and the other

opportunity. Likely in the following year.” What is

is trying for the world speed record, which is

going through the skier’s mind in these few seconds?

not recognized by FIS. For the time being, the

The owner of the largest number of laurels piped in,

Origone brothers are not yet planning to quit.

“One needs immense focus and impeccable legwork.

Simone is convinced that he is capable of

The smallest skid can be fatal. Moreover, it’s extremely

staying in the running until he reaches 45, some

hard to hold your head up while, to put it simply,

five years from now, with Ivan saying he had no

basically freefalling at 250 km/h,” Simone Origone

plans to keep in contention for that long. “If my

detailed the risks. So where are the limits then? “We

brother quits, I lose my main spur.” Both agreed

don’t know that,” grinned Simone, adding that this

that it was impossible to go for a new record

was the most interesting part. Ivan provided a more

in 2019, because Vars did not have enough

realistic assessment. “The problem is that there is

snow in March, but after being asked whether

currently only a single track suitable for attempting

it was possible to reach 300 km/h, they both

a world record run – Vars in France. Up until a few

fell quiet for a short time. Simone was the first

years back we were able to set our records at Les

to break the silence. “It’s more a matter of a

Arcs, but that track has been closed. The track at

suitable track, not the human body. With the

Vars perhaps has a bit more to give, some 2 to 3

right equipment this limit can be reached.” Ivan

km/h, but that’s it in my opinion.” So this is not a very

jumped in, “We don’t really know where the limit

popular sport then? “Not really, also because there

lies.” And that seems to be the central driving

are not enough tracks. In Italy, for example, where

force behind the Origone brothers’ continuing

we nurtured speed skiing the most, there is not a

attempts to improve on their records in Vars.

Story

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PURE SOUND PI EGA, TH E SWI SS MAN U FACTU R E R O F LO U D S PEAK E R S

The story is not unlike Apple’s: just that it did not really start in a garage – but almost. The parallels are unmistakable: the history of Piega, the Swiss manufacturer of loudspeakers, started in the 50-square-metre cellar of a former day nursery in Horgen at Lake Zürich. More than 30 years ago the speaker builders Kurt Scheuch and Leo Greiner came together and founded the brand Piega Switzerland. Scheuch introduced his technical abilities, Greiner his feeling for contemporary design. Two lone wolves had formed a congenial duo, soon to be successful on the international stage. There were no beautiful and at the same time high-quality loudspeakers for home use available yet.

And even today Piega products are still unique.

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by Michael Baumann photography Bor Dobrin, Piega

From the purely technical point of view, Piega boxes operate at the physical limit.

“The centrepiece is always a specially manufactured, folded and processed aluminium foil, serving as a diaphragm and producing sound,” Scheuch explains the secret for success that he invented. That’s where the name of the company originates from, as Piega means a fold in Italian.

Rocky beginnings

Piega loudspeakers, although the deal did

aluminium. “The box has to stand solid as a

To get properly started they needed finances

not go through. Later Piega moved into

rock and be simple, solid, rigid and subdued,”

which were not there – as is often the situation

a former industrial building right by Lake

he adds. For the damping, heavy insulating

in such cases. A customer, a lawyer by

Zürich, where the headquarters and the final

foil is used alongside a technique he had

profession, supported Scheuch and Greiner

assembly as well as quality control are still

copied from the Porsche 959; there the body

in establishing their company and put up the

situated today. An additional production site

was intentionally a little bit too big in the

collateral to get them their first loan. This

can be found not far away in another village

shell construction and was then restressed

original supporter is still a shareholder of the

and also right by the lake.

to increase the rigidity. “I adapted the same

company today. Nevertheless, the beginnings

principle for our boxes,” says the motorcycle

were no walkover for the two jigsaw puzzle

At the physical limit

enthusiasts. Even though they analysed the

From the pure technical point of view, Piega

52 bikes, around half of them with an Akrapovič

market, had connections in the industry from the

boxes operate at the physical limit. “The

exhaust system.

past and knew that sales are key, they came to

centrepiece is always a specially manufactured,

In the meantime the sound quality of Piega

realise that they had misjudged the saturated

folded and processed aluminium foil, serving as

loudspeakers has gained quite a reputation.

market and that nobody had in fact been waiting

a diaphragm and producing sound,” Scheuch

Switzerland is still the most important sales

for their products. “During the first year we

explains the secret for success that he invented.

market, but the boxes also sell well in Germany

made four different versions and only sold

That is also where the company’s name

and China. Over 20 countries are export

around 400 loudspeakers,” Scheuch recollects.

originates from, as Piega means a fold in Italian.

markets. Sooner or later the “Middle Kingdom”

“Persistence was necessary,” Leo Greiner

Production of this foil weighing no more than

will probably become the biggest customer.

says. “Sometimes we called the same dealer

seven milligrams is so complex that it can only

To continue growing, Piega has tapped a new

up to 40 times,” Kurt Scheuch adds, “until he

be done by hand. “Experience and manual skills

line of business; for about two years it has

accepted our products in his line of goods.” It

are necessary,” Scheuch states. Many Piega

been equipping hotels and restaurants with

was only when a big Swiss music retailer bet

employees have been with the company for

loudspeakers. The Dolder Grand in Zürich and

on Piega, that business really picked up pace.

more than 20 years. “There is little fluctuation,”

the Carlton Hotel St. Moritz play music in Piega

“This was definitively the starting shot for the

Greiner says. “Continuity is precious.”

quality, for example. Countless internationally

breakthrough,” explains Greiner. “No dealer

The box is important for a loudspeaker as

well-known politicians and athletes are among

who saw himself as a serious competitor could

well, “but it must never work as a sound box

the customers for the loudspeakers which cost

ignore us anymore.” Even the then market

under any circumstances,” Scheuch explains.

from 400 up to 100,000 Swiss francs each.

leader, Pioneer from Japan, planned to import

At Piega, the boxes are mainly made from

Altogether seven different lines of models are

The young generation also has to face up to digitisation; Piega has to keep up with the times after all. They have developed a wireless loudspeaker line with Bluetooth connection, offering musical pleasure without loss of quality.

enthusiast who has already owned more than

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available and the bestsellers are Piega boxes for between 1,000 and 10,000 Swiss francs.

Tuning like in Formula 1 On the other hand, Piega doesn’t produce loudspeakers for theatres. “Maybe we will take this into consideration at a later date,” Greiner says. But they want to enter the automotive sector soon. “This is a lucrative branch and very interesting for us.” But neither of the founders is actively involved in the daily business anymore.

Their successors have taken over management: two sons of Greiner’s and a longtime employee.

But they are still ready to serve as advisors and developers – as well as guide tours through the factory.

Countless internationally well-known politicians and athletes are among the customers for the loudspeakers which cost from 400 up to 100,000 Swiss francs each.

The young generation also has to face up to digitisation; Piega has to keep up with the times after all. They have developed a wireless loudspeaker line with Bluetooth connection, offering musical pleasure without loss of quality. The signal is routed to the box via a hub. Opera-lover Kurt Scheuch explains that the loudspeaker is by far the most important component for the sound of music. That is why it is essential that digitisation does not lead to any reduction. “The sound always has to be balanced and neutral,” he explains. “Therefore tuning, just like in Formula 1, is required.”

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Original

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HELMUT DEIMEL

BRILLIANT CHRONICLER OF RALLY’S GOLDEN AGE 1981. A small hotel room in Portugal. The world’s best rally drivers are packed together in the restricted space, lying in bed or sitting side by side on the carpet. The room is darkened, a projector hums. Helmut Deimel from Vienna, aged 31, is showing his first major film. Never before has anyone seen such elemental forces, the diversity and the fascinating art of rallying so intensely immortalized on film. The men on the floor and the beds feel it.

Rally’s greatest period, the outrageous group B era, is just around the corner. Myths and legends will be born, heroes will die and tales from this time will survive for decades to come. And thanks to Helmut Deimel everyone can relive it as if they were there. He was to become the documentary filmmaker of this epoch and was about to create a historical monument to Walter Röhrl.

by Gerald Enzinger

photography Bor Dobrin, Helmut Deimel Archive

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A few months before this screening, Helmut still had debts amounting to 400,000 Austrian schillings or approximately 70,000 euros in today’s money. Just like his compatriot Niki Lauda risked everything behind the wheel, so Deimel went all out, filming the entire 1980 rally season using expensive equipment and incurring huge expenses. “I was convinced that Walter Röhrl would become world champion that year and that my destiny was tied to his.”

Röhrl took the title and soon new German clients came knocking for Deimel’s exclusive material: “I got my lucky break by taking a huge risk and working hard for it.” Only the fact that he knew the person in charge of Diners Club in Vienna prevented his credit card from being cancelled during the 1980 San Remo Rally, when Röhrl became world champion.

Some weeks later Henri Toivonen won the first world championship event for Talbot and the enthusiastic team manager Des O’Dell asked Deimel to make a film about the season “offering a sum I would have never dared to ask for”.

Spectacular change The Austrian Broadcasting Corporation (ORF) came knocking next, asking for a film featuring the world premiere of the Audi Quattro at the Jänner Rallye 1981. It was so well received that Deimel got hired by Audi. Within three months, and just a decade after sweating as a student at a Swedish paper mill for three summers, his life took a spectacular turn for the better.

During one of those summers he went to the 1000 Lakes Rally and filmed it as an amateur filmmaker with a Super 8 camera. Back home in Austria, film clubs immediately started to invite him over for screenings. At a time when no rallies were shown on TV, there was Deimel filming Markku Alén flying square over a crest.

Deimel’s hat got reasonably full after being passed around following the show – and that included business cards. Many rally drivers who saw his films asked him to record them during their runs.

National champion with Franz Wittmann The connections had another effect too: Franz Wittmann made him his backup co-driver because his regular one, Dr Kurt Nestinger, was a trauma surgeon and too often tied up with work. “I became the Austrian champion. But much more important was that I learned a lot about filming. To see how the steering wheel is operated by professionals was a chance not to be missed. Franz was on top of his game and an absolute madness on gravel.”

Picking the battles Deimel soon decided to return to his camera as well as now possessing a sense of what, when and where something was going to happen during a rally – both outside and inside a car.

Audi was increasingly relying on him from 1981,

76

77

but the company only wanted to be given a

the famous in-car sequences were filmed in

at Le Mans and later became a film icon in the

film about the season at year’s end. During the

Portugal in 1985. Nevertheless, I could still talk

DTM. “But then came the time when it was

season this meant that Deimel had to focus on

to him a few minutes before the start and he

not as nice anymore, because too many last-

the bare essentials while filming.

agreed that I could mount my camera inside.”

minute changes had to be made and because it

The famous filmmaker feels like a chosen one

Röhrl had to trust Deimel, because if the device

became difficult to concentrate on the essential

for having had the opportunity to record those

got loose it could have been potentially fatal.

and unique, though there were still opportunities

times: “We were witnessing a tremendous

Co-driver Christian Geistdörfer also needed the

for great shots, for example in Formula 1 in

change, but at the same time everything was

calmness to switch on the camera at just the

Monte Carlo.” There he found a small bar

easy-going. You could do whatever you wanted,

right moment: “This was because we could only

alongside the uphill part of the track and filmed

there were no caution tapes, apart from perhaps

film up to a hundred seconds, therefore we had

how its door opened and closed during the race

in England or Finland.”

to start recording at exactly the right part of the

when a car roared by just one metre away. It

track.”

was such never before seen gems that offered

The result? A legendary flight through throngs

a new insight into the sport. And Deimel gave

Deimel was soon able to produce even more

of people who only step aside at the very last

his films a fitting sound too: “Because it’s the

daring shots. “You could stand almost anywhere

moment, Röhrl playing with the pedals. Today

sound of a race car giving the whole moment

with the camera, sometimes the car passed

Deimel’s pictures enjoy a cult status with

the decisive sensual meaning.”

just an inch from my stomach.” A smile flickers

Sebastian Vettel, just one of the many declared

Soon he will turn 70 and nowadays every

across his face: “A good thing it was smaller

fans of the Austrian filmmaker.

amateur racer has his own GoPro on board. “I

Closeness to Walter Röhrl

back then.” This was mainly due to a unique

am happy that during my time one could still

relationship with Walter Röhrl and they clicked

The sound is a decisive factor

in more ways than just filming: “Walter had

Deimel then witnessed how group B got

he admits that there is one reason why he

the unique ability to find the right words, in a

banned after a series of bad accidents. At

would have liked to have today’s modern digital

language very unique to him, how it felt to drive

first he stayed with Audi and followed Walter

equipment back then: “To film what happened

160 km/h through a forest. And he was always

Röhrl on to American race tracks. Later his old

around us, the people, our parties. Filming

ready for a chat. It was the penultimate special

colleague Norbert Haug hired him at Mercedes,

supplies were usually too expensive to film

stage and everything was still up for grabs when

where he filmed the young Michael Schumacher

those. These films only survive in my head.”

stand out from the crowd,” Deimel says, though

H ig h G e ar

78

High Gear

78

Young drivers on both two and four wheels

All the greats have similar stories Although I love the history of motorsport, there is nothing like the here and now of modern motorsport right in front of our eyes. New bikes, cars with exciting riders and teams giving us thrilling races to remember and talk about in twenty years’ time is what keeps us glued to the sport we love.

Alberto Puig. Dani Pedrosa won his ticket into the 125 cc World Championship and soon the title there before winning his first 250 race and then his fourth race in MotoGP. Toni Elias, too, came through the Movistar Junior Cup to win in 125, 250, MotoGP, Moto2 and last year the Moto America title – quite a selection of different bikes.

We all know the top level teams are sponsored by top level manufacturers with budgets to boot, but the riders and drivers have a different path of how they end up in world championships. Some get to the top level because of family connections, some because they are simply outstanding talents, some as late starters and some because of “young driver programmes” on both two and four wheels.

In the UK, there’s the Autosport BRDC Award, which has had the backing of McLaren and now Aston Martin and the list of names who have been chosen through the long and rigorous process is nothing short of stunning. Dario Franchitti, David Coulthard, Jenson Button and Lando Norris are just some who have gone from strength to strength.

The very first young driver programme was instigated

by Dieter Stappert at BMW when he put Manfred Winkelhock, Eddie Cheever and Marc Surer into the BMW 320 Group 5 cars. Dieter made this early programme work so well that all three went on to race in F1, with two of them also having their sons racing in 2019. The thread continued with Dieter moving on to a 250 cc motorcycle GP team with Chaz Davies coming through on his way to the 600 Supersport World Title and works Ducati WorldSBK race wins.

Away from manufacturer programmes, there are also governing bodies such as the FFSA, which got hold of Sébastien Loeb and helped him jump from the Super 1600 rallying to the WRC on San Remo 2000 with a paid for drive in a Toyota. He finished inside the top ten and the rest is history!

Sponsors have found some stunning talents too.

The Movistar Junior Cup in Spain was the first big two wheeled series to find a champion with 4,587 applications being personally whittled down by

Let us not forget that Formula BMW, Red Bull Juniors, Red Bull Rookies and Formula Vauxhall/ Opel Lotus have also each produced champions, but these programmes basically turbo-charge raw talent, boosting them into the upper echelons of motorsport, where some continue to fly high while others drop back down, because there is still a lot to say for the good old fashioned way of learning to walk before learning to run. Casey Stoner went from Australia to the UK racing in the British Aprilia Cup before rocketing into the world championship. His parents made every sacrifice possible, even living in a caravan... He won the MotoGP world championship at just 21 years of age by a five-race margin worth of points but was gone just five seasons later, having tired of the travel, sponsor events and the press.

So, do you have to have a young gun in a team?

Youth will usually be quicker over one lap and have the bravery needed to hustle a bike or car around, as we have recently seen with Marc Márquez or Max Verstappen. Of course they slip up now and again, hell bent on winning at all costs as they lose

The article here does not necessarily correspond with the opinions of Akrapovič d.d., the publishers or the editors.

by Toby Moody illustration Natan Esku

a sure-fire second place while battling for the win, but witnessing it is just brilliant. Many a time they learn the hard way that you need to lead on more than just a single lap and that the championship lasts for 18 races, but they do learn and they do realise that debriefing with the team is more important than getting yet another sponsorship gift elsewhere in the paddock. The Instagram followers, the money, the girls, the fast cars; all are all part of the rite of passage for youngsters in motorsport, but nine times out of ten the strongest ones will mould a team and give it direction, for this is what team managers want.

All of the greats have similar stories. Maverick Viñales won his fourth ever Moto3 race with bravery and guts and that’s carried him forward ever since.

The Scuderia AGV squad with Valentino Rossi in 1996 flew into 1997 as a 125 cc team to go on and dominate the title. Petter Solberg was a talent right from his second ever WRC rally on the Safari in 1999.

Of course there is the foil of having the experienced teammate, but sooner or later that experience just is not quick enough nor hungry enough to fight wheel to wheel, so teams move them on to make way for the next younger rider... And so the wheel comes full circle again. Long may it continue.

“Although I love the history of motorsport, there is nothing like the here and now of modern motorsport right in front of our eyes.”

Toby Moody International motorsport TV broadcaster for both two wheels and four, having commentated on motor sport for 20 years.

Follow @tobymoody / Twitter and Instagram

W O R A N I IF VE p

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