Akrapovič Magazine vol. 10

Mechanic’s Heaven

AT THE YAMAHA FACTORY RACING MOTOGP TEAM Rally Dakar

WHERE QUALITY IS BORN Racing Icon

24 HOURS OF LE MANS China

IN THE YEAR OF THE DRAGON Akrapovič Sound

Light Tracer

Audi Sport & Akrapovič

A Winning Partnership PLUS

Columns From Alan Cathcart & John Barker

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Contents

Contents

05 letter

06 akrapovic news

10 WORLD CHAMPS

12 ON THE TRACK

16 REVOLUTION

22 adventure

23 moto action

26 6th GEAR

28 RIDE WITH US

36 RACE DAY

44 GO WILD

54 10 reasons why

58 original

62 HIGH GEAR 04

// Si NOTE All the longer articles in the Akrapovič magazine will 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.

Printed in Slovenia in April 2012 in 15.000 copies.

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 articles contained herein do not necessarily correspond with the opinions of Akrapovič d.d., the publishers or the editors.

Not for sale.

AKRAPOVIČ Akrapovič Lifestyle Magazine Issue 10, April 2012 Akrapovič d.d.

Malo Hudo 8 a SI-1295 Ivančna Gorica Slovenia www.akrapovic.com -

Publisher: Korpmedia d.o.o.

Tomšičeva 1 1000 Ljubljana, Slovenia www.korpmedia.si ID No.: 2272237000 VAT No.: SI14601737 President: Miran Ališič

Marketing and advertising manager: Mateja Kos Pregelj Printing: Florjančič Tisk d.o.o.

Nad izviri 28 2204 Miklavž, Slovenia -

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Letter

RACE TIME Spring. Race time again for us here at Akrapovič although the real behind the scenes hard work is done in the close season as the nights draw in. The 2012 season should prove as eventful as ever in the bike world as we continue to support and provide our race systems to the top teams in all forms of motorcycle racing from offroad disciplines to MotoGP Racing. Bikes are of course in our blood and have been from the beginning and when the rubber finally hits road (or the dirt) our race team partners know there are over 500 Akrapovič staff and fans right with them all the way. The big news is however in the four wheel world of racing. It’s not new to us – we have supported and provided exhaust systems for top racing cars for a while and can count endurance wins at the Nurburgring circuit and with Porsche in the Porsche Cup already. But did you know Akrapovič has been a winner with Audi Sport in 2010 and 2011 at the famous 24 Hours of Le Mans race? Well finally we are able to tell you this and we are especially pleased to announce that in 2012 we will be an Official Partner of Audi Sport in the inaugural FIA World Endurance Championship.

And at the time of writing, further car racing announcements are just around the corner.

Away from the pit lanes we continue to build our presence in all parts of the world. In this edition we put some focus on China to recognize the role this important market plays for us and most automotive companies. We have produced a version of this edition of the Magazine in the local language. We have also looked at our business in China and at China itself, which is now a must see destination for all travelers.

Editor-in-chief: Gregor Šket Photo editor: Bor Dobrin Photo Assistant: Jernej Prelac Art directors: Neja Engelsberger, Saša Kerkoš -

Cover design: Zdenko Bračevac Contributors: John Barker, David Carradale, Alan Cathcart, Jasmina Dvoršek, Boris Gorupič, Matevž Hribar, Primož Jurman, Gaber Keržišnik, Andrej Krbavčič, Neil Morley, Mitja Reven, Gregor Šket

So this year will be another busy one. You can check out our event plan in the news section and also get behind the scenes of MotoGP with Jorge and Ben. There’s also a wealth of new Akrapovič products now being released from supercar exhausts systems to an expansion of our adventure bike systems. We preview some of these and we are confident you’ll hear their unmistakable sounds when you are out and about this year.

Our sharp-eyed readers will have noticed the recent change in our Magazine name, to simply, Akrapovič, as we felt this name for our Magazine needed no explanation. For the 2011 editions we played a visual trick with its name as part of our 20 year celebration to reflect back on the origins of our Magazine.

Now we look forward with confidence and we unveil our all new front cover with a bold new look. We hope you like it.

Finally, we’d like to welcome John Barker as a new contributor and car columnist. John has impeccable credentials following stints at Autocar, Car and Evo magazine and is a well known journalist with his ear to the ground in the automotive world.

Enjoy the race season ahead and enjoy the Magazine.

Neil Morley Marketing Director

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Contributing Photographers: Ray Archer, Aleš Bravničar, Branko Cvetkovič, Bor Dobrin, Gregor Gulin, Matevž Hribar, Maindru, Maragni M., George Rye, Črt Slavec, Aleksander Štokelj Project Manager: Jerneja Jamnikar -

Client Editor: Neil Morley Translation: Matjaž Horvat On the cover: Nissan GT-R exhaust Photo by: Bor Dobrin -

World of Akrapovicč 2012 threatens to top the 2011 show and events program from Akrapovič! These are the highlights and we hope to see you at one or more of these fantastic events.

Paris Motor Show, September 29 to October 14 This year’s premier car show in Europe.

Akrapovič will be there with our own exhibition including our latest products, our iPad wall featuring the latest updates to our reknowned app and our video collection.

SEMA Show, October 30 to November 2 Ok, it’s a trade only show but it’s often where trends in the car aftermarket start. Akrapovič will be there for the third year running but will the 2012 display manage to top last years?

EICMA November 13 to 18 The Milan bike show remains the most important in the world based in the heart of bike crazy Italy but serving the needs of the motorcycle press and rider community world-wide.

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Goodwood Festival of Speed June 29 to July 1 This weekend of adrenaline grows its reputation and reach every year. Where else can you so easily watch crazy races, see amazing automotive exhibits and rub shoulders with todays and yesterdays Formula 1 and MotoGP stars?

Custom Events All Year 2012 sees The Morsus states-side with a long running tour of custom events across the US from December 2011 through to mid- June.

Here in Europe we also attend many of the top custom events with our distributors and of course European Bike Week at Faak am See in September.

Keep up with our events and of course our race news by checking out www.akrapovic. com or visit our Facebook site.

Akrapovic and Yamaha Factory Racing - a MotoGP dream pairing

Akrapovič has confirmed its continued support to Yamaha Factory Racing as Official Sponsor in its bid to secure the 2012 MotoGP title. This will be the second successive year of this partnership and was formally announced at the official unveiling of the 2012 Yamaha Factory Racing Team in Jerez, Spain, 22 March 2012.

The Akrapovič exhaust used on the YZR-M1 is created by Akrapovič engineers working in close conjunction with the technical gurus of Yamaha Racing.

Akrapovič created the front sections of the exhaust in accordance with a supplied and extremely complex CAD model. But the exhaust muffler design is entirely Akrapovič and unique – as is the exhaust’s anti-oxidation coating.

Let battle commence…

Photo: Yamaha Motor Racing

As in 2011, a bespoke Akrapovič exhaust will be used by Yamaha Factory Racing to ensure the full potential of its all-new 999cc YZR-M1 is realised throughout the 18-race date calendar. With riders Jorge Lorenzo and Ben Spies in the saddles of the new 1000cc class machines, the pairing of Akrapovič technology and the 2012 YZR-M1 is sure to be a formidable one.

06 / 09

Akrapovi] News

Scooters large to small, Akrapovic caters for all 07 BMW has recognised the growing demand for maxi-scooters and introduced the high-tech C 600 Sport and C650 GT scooters to its 2012 two-wheeled line up.

Akrapovič, of course, was only a short step behind these two model releases and has secured another first with production of Slip-on Line mufflers available to suit. Manufactured with the same technical prowess as all Akrapovič products, the two new silencers (SB6S01-H2SS & S-B6S02-H2SS) feature stainless steel construction throughout and the famed heatproof carbon end cap. Less weight with performance enhancement and EC Type approval with the use of the optional catalytic converter means happy fuss-free fit, and riding with style…

Yamaha was the first Japanese motorcycle manufacturing company to reap success in the Maxi Scooter segment with its 2001 XP 500 TMAX. By combining motorcycle performance with scooter practicality, the TMAX was an instant hit. Of course, TMAX owners wanted to realise more of the motorcycle performance gene and quickly turned to Akrapovič and its Racing Line exhausts. Now in its third incarnation, the all-new for 2012 TMAX and its owners will once again benefit with a new Akrapovič Racing Line exhaust system available in both EC Type approval (S-Y5R2-HCRT) and pure Race form (S-Y5R2-RT). On road or track, owners can be assured the stainless steel and carbon-tipped systems will increase machine performance while emitting that unmistakable Akrapovič sound.

Affordable urban transport in the shape of twist and go scooters has always lived in the shadow of large capacity motorcycles.

But with the demand for efficient, rider-friendly, commuting transport coming to the fore, the ‘scooter’ world is growing impetus – as is the demand for Vespa scooters. Demand for this famous Italian marque is paralleled by the enormous demand for Akrapovič Slip-on Line mufflers to suit the GTS 125 i.e. Super/250/300 and GTV200. Definitely a case of success breeds success.

Ivančna Gorica. Slovenia. It’s becoming quite the destination for some of the world’s top journalists and photographers. We have always welcomed visits from journalists but the last few months have seen some really interesting visits.

Perhaps the oddest was from Motorcycle News in the UK who sent their top test rider over to try out The Morsus custom show bike. A very brave Trevor Franklin in sub zero temperatures

completed an hour in the saddle and loved every minute. A few weeks before we welcomed GQ from France, the top lifestyle magazine and shortly after Carros, the very upscale Car Magazine from Holland. And we managed to help many publications with their stories in 2011 including a nice front cover story on The Morsus in the Australian Magazine Road Rider Cruiser.

Akrapovič in the news – get used to it!

Photo: MCN / Ian Jubb

Akrapovic in the media

Updated Akrapovic Application 2012 brings an updated version of the Akrapovič Car Exhaust Systems app for Apple’s iPads and iPhones. The unique app now allows you to listen to the amazing sound of Akrapovič products, such as the exhaust systems for BMW 1 Series M Coupé, Lamborghini Gallardo and Audi R8 5.2 FSI. We also improved the search function, to help you locate your closest Akrapovič distributor faster, and eliminated some technical issues, making the experience of entering Akrapovič’s world even more exciting. The completely free Akrapovič Car Exhaust Systems app allows you to listen to the most exciting sounds, see videos of superb cars and get informed about the benefits of Akrapovič exhaust systems.

Flying champions The Slovenian ski jumping team, with Robert Kranjec, Jernej Damjan, Jurij Tepeš and Jure Šinkovec, won a bronze medal at the Ski Jumping World Cup in Norway.

Even more: Robert Kranjec left all his competitors behind in the individual ski jumping competition to become world champion! Akrapovič is very proud to contribute to the amazing success of Robert Kranjec and his teammates, who train on a dynamometer from Akrapovič, which is also used to test exhaust systems for cars. Congratulations!

06 / 09

Akrapovi] News

New ALPINA Models with Akrapovic Exhausts ALPINA, a renowned German maker of exclusive automobiles, presented the coupe version of the B6 BiTurbo, sporting a V8 engine producing 397 kW and a massive 700 Nm of torque. Akrapovič chipped in and developed a special exhaust system for this luxury coupe, using light and robust titanium. While weighing 45 % less than the standard exhaust made from stainless steel, the Akrapovič system brings more power, exclusive sound and design and elegantly rounds up the cars visuals. It also stands out because Akrapovič’s engineers managed to use a 70-mm diameter pipe for the entire length of the system. Another Akrapovič-equipped exclusive from the stables of Germany’s prime BMW tuning outfit is the B3 GT3, a model that ALPINA will only make 99 of. This car celebrates ALPINA’s success in touring car championship and is powered by a twin-supercharged inline six-cylinder engine from the BMW ALPINA B3 S BiTurbo.

Simply by adding the Akrapovič exhaust, ALPINA managed to get 8 more HP and reduce the weight by 11 kg. Another specific feature of B3 GT3 are carbon fibre tailpipes and an even more unique sound.

Akrapovic is Best Brand again The famous German magazine, Motorrad, has again honoured Akrapovič with “Best Brand” in the exhaust system category. For the seventh time in a row, readers of the magazine chose Akrapovič as the top brand of exhaust systems. At Akrapovič we are very proud of every Best Brand title, because they are further proof that our customers appreciate the results of our hard work.

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2011 Champions

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1. Chaz Davies (Yamaha): pion 2011 World Supersport Cham

Photo: Yamaha-Racing

rsport in the 2009 Davies made a switch to World Supe inGO Yamaha, season and in 2011 he signed for Park ut the year. He ugho thro where he has dominated for the gh for the title of won 6 races in 2011 and that was enou World Supersport Champion.

2. Tony Cairoli (KTM): MX1 2011 World Champion in Class Photo: Archer R. / KTM Images

Prix career in 2002 and he Cairoli began his motocross Grand World Champion. From is a five-time Grand Prix Motocross World MX Championship 2009 to 2011 he won three titles of in Class MX1.

3. Ken Roczen (KTM): MX2 2011 World Champion in Class

Photo: Archer R. / KTM Images

Grand Prix MotoIn 2009 Roczen became the youngest g second in 2010, he cross winner in Germany. After bein became a World has won most of the races in 2011 and Champion in Class MX2.

4. Stephanie Laier (KTM): pion 2011 FIM Women’s World Cham

Photo: Archer R. / KTM Images

le riders of the world Laier is one of the most succesfull fema , 6 European titles (in MX and in history. She has 7 World titles . In 2011 she has won and Enduro) and a lot of German titles FIM Women’s World Champion.

(KTM): 5. Tadeusz (Taddy) Blazusiak ampion 2011 Indoor Enduro World Ch career. ross events in his Blazusiak has won 13 AMA EnduroC Indoor Enduro World His newest achievment – he is 2011 n and X-games gold Champion, Erzberg Rodeo Champio

Photo: KTM

medalist.

06 / 09

Akrapovi] News

TEN REASONS WHY AKRAPOVIČ IS THE BEST EXHAUST SYSTEM FOR YOUR CAR AND MOTORCYCLE 1. INNOVATIVE DESIgN. Akrapovič is recognized as a leader in exhaust system design. Akrapovič’s patented hexagonal shaped mufflers created a storm in the motorcycle aftermarket industry, and their shape transformed the concept of exhaust systems, replacing the standard oval. Our car exhaust systems set the standard for design right down to the exquisite tailpipes. Akrapovič: there are no better-looking exhaust systems.

2. PURE POWER. Our exhaust systems are designed to provide you with higher levels of performance. We call it Pure Power. Reduced weight from the combination of the right materials and the best design to ensure optimum exhaust flow. More horsepower. More torque. More performance. Pure Power.

3. THE UNMISTAKABLE SOUND OF AKRAPOVIČ.

Our exhaust systems sound like no others. Just the right notes at the right times.

Deep, resonant sound. The sound of Pure Power. With our car Wireless Kit and on our custom motorcycle range, the sound is adjustable. Make your own sound with Akrapovič.

4. RACE PROVEN. Racing is in our blood. Akrapovič has successfully supported racing teams since it was founded. Over sixty world champions have relied on Akrapovič when it really matters. It’s the choice of champions whether racing on two wheels or four, whether on road or offroad. For factory racers or privateers. There’s no better proving ground for your exhaust system than the world’s most demanding racetracks.

5. RESEARCH, DEVELOPMENT & TESTINg. We invest heavily in research and development. The best people, new materials, new technology, and new processes ensure we develop innovative new products. We back this up with rigorous measurement, testing, and quality control to ensure our exhaust systems meet the most stringent EC type-approval standards where required.

6. THE BEST MATERIALS. We only use the best materials. Titanium heat-resistant alloys for all the key parts of our titanium exhausts, not just the outer sleeves like many of our competitors. Austenitic stainless steel and carbon fibre which is pre-impregnated and ultralight for high tensile strength and temperature resistance.

7. ADVANCED TECHNOLOgY. We are pioneers in developing and using technology to bring real benefits to the rider. Technology and its applications are developed in-house. Hydroforming is one such process, where header tubes are molded by applying pressurized water. The material forms the ideal shape for optimum exhaust flow, with no loss in strength. We are recognized as pioneers in the plastic deformation of titanium alloys and also in precision welding.

8. STATE-OF-THE-ART FACTORY. All Akrapovič facilities are state-of-the-art, where quality control is maintained by designing and manufacturing all exhaust systems in-house. This enables the creation of exhaust tubes to our own demanding specifications for maximum performance and quality. In-house laboratories ensure that the most exacting standards are met for type approval and certification.

9. PASSION & EXPERIENCE. It’s the passion, experience, and dedication of the Akrapovič team that few can match. Twenty years of devotion to developing the best exhaust systems and a desire for perfection in the design, performance, and sound of all our products. All Akrapovič employees work with a passion for our products, for racing, and for satisfying our customers.

10. ATTENTION TO DETAIL. It’s all in the detail. From the design right through to the packaging. The right looks, the right sounds, and the right power delivery combined with perfect fit and durability. These are the details that matter.

www.akrapovic.com

12 / 15

On The Track

On The Track

A Winning Partnership Audi Sport and AkrapoviË

by David Carradale photography Audi

Did you know that 2012 could be the year that AkrapoviË wins its third 24 Hours of Le Mans race? Well neither did I, or the world for that matter. It was of course Audi Sport who won the race and continue to dominate endurance racing but it’s nice to know that if you are considering buying an AkrapoviË exhaust system for your car or motorcycle,

that a system from the Slovene company helped power those Audi race cars over the line.

24 hours of continuous very high speed racing at very high temperatures in cars with monstrous amounts of power are a pretty stern test of an exhaust, and

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clearly those AkrapoviË pipes went the distance. You could call it the ultimate test drive.

The truth then, as they say, is finally out there. AkrapoviË has been the official supplier to Audi Sport for exhaust systems since 2009, supplying an exhaust for

the Audi Sport R15 that year and again in 2010.

Last year, AkrapoviË supplied a system for the Audi Sport R18, so it is fair to say the partnership is an enduring one with an AkrapoviË exhaust system fitted to the Audi Sport race cars which won the 24 hours of Le Mans in both 2010 and 2011.

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On The Track

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It is fitting then that this season Akrapovič has become an

and Audi TTS. But the 24 Hours of Le Mans – that race is a

Official Partner to Audi Sport. For 2012, the inaugural year

whole different dimension.

of the newly-formed FIA World Endurance Championship,

So why did Audi Sport chose Akrapovič? Arguably it is

Akrapovič and Audi Sport will be going full out to secure

their expertise in materials which keeps them at the fore-

the championship title – and net a hat trick of wins at the

front of the race exhaust business – the titanium foundry

prestigious Le Mans race along the way.

sits at the heart of the Ivančna Gorica factory and their

The Akrapovič name is, of course, famous throughout the

expertise with this precious material enables wonders to be

motorcycling world where the Company has helped over

delivered in terms of reduced weight, power delivery and

sixty world champions win their titles in pretty much every

durability especially at the very high temperatures achieved

format of two wheel racing. Akrapovič also support and

by endurance race cars. Visit this facility and the modern

partner Yamaha at the highest level of motorcycle racing –

carbon fibre facility in nearby Podpeč and you will marvel

MotoGP. Then in 2008 Akrapovič entered the specialist car

at the technology employed and the passion shown by each

after market with a range of performance exhausts made in

of the 500 employees. This is no metal bashing place, its

stainless steel, titanium and with exquisite titanium carbon

more like a NASA facility.

fibre tail pipes for many of the world’s top perfomance cars

So there are undoubted technical reasons for Audi Sport’s

– including the Audi R8 Spyder and Coupe, the Audi S5

trust. But there’s more to it than that, something intangible

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but you feel it when you see it. It’s an intuitive sense that

Audi has chosen Akrapovič once again reflects the perfor-

the company and its employees understand racing. They

mance levels of our products and manufacturing skills of

just get it. No doubt born out of over twenty years of

the entire Akrapovič team.“

developing and supporting racing systems for the major

“We’re proud to be working with Audi again and are confi-

motorcycle teams, the whole operation is geared to design-

dent this dynamic duo will make be a force to be reckoned

ing, producing and testing top quality exhaust systems and

with during the FIA World Endurance Championship.”

frankly, there is very little time wasted at the heart of the

The World Endurance Championship is the FIA’s grand

Akrapovič factory. They understand race teams can’t wait

plan to really put endurance racing on a world platform.

and won’t wait. There’s a start line to get to and a finishing

Of course all racing is a game of high stakes, but for both

line to cross. Don’t compromise. Just win.

Audi Sport and Akrapovič it’s an interesting proposition.

The exhaust systems for the Audi World Endurance Series

For Akrapovič it puts its name, in the form of four nicely

race cars are unique and are specifically designed with

designed and placed logo stickers, onto all four Audi race

Audi Sport’s own engineers from the design phase right

cars and its nice for the company to take a little credit for

through to production, testing and the races themselves.

those prior wins in France.

I asked Uroš Rosa, Akrapovič’s Technical Director about

But, as ever in racing, its about the next race not the last

the development program with Audi Sport.

one. The WEC series kicks off in March in the US and then

“After two successive victories in the 24 Hour Le Mans

the whole circus travels the globe and stops off in most con-

with Audi Sport, we’re aiming to build on our success in

tinents with races in Belgium, Great Britain, Germany and

2012. Our exhaust has been crafted to meet and surpass in-

Brazil – all natural homes of great motorsport plus some

credibly high demands of endurance racing. We’ve worked

newly emerging places like China and Bahrain.

with Audi every step of the way to develop a system which

The high point of course will always be Le Mans and both

is perfectly suited to the car’s performance.’’

teams back at the Audi and Akrapovič factories will be up

“A wealth of engineering experience and the very latest

all night watching to see if success again in rural France

technology goes into every exhaust we make. The fact

beckons. Let’s hope so.

FIA WEC Car Racing Calendar 2012 Race

Date

12 Hours of Sebring - USA

17.03.2012

6 Hours of Spa-Francorchamps - BEL

05.05.2012

24 Heures du Mans - FRA

16.-17.06.2012

6 Hours of Silverstone - GBR

26.08.2012

6 Hours of Sao Paulo - BRA

15.09.2012

6 Hours of Bahrain - BHR

29.09.2012

6 Hours of Fuji - JPN

14.10.2012

6 Hours of Shanghai - CHN

27.10.2012

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Revolution

Revolution

Visiting the Yamaha Factory Racing MotoGP Team

MECHANIC’S HEAVEN

by Primož Jurman photography Bor Dobrin

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Yamaha marked 50 years of World Championship GP racing in 2011. In the five decades since May 1961, when the Japanese company entered the top tier of motorcycle racing, until the 2012 season, its riders won a total of 36 World Champion titles and recorded over 450 individual race victories. Yamaha was the bike of choice for such legends of the top flight of motorcycle road racing as Agostini, Roberts, Lawson, Rainey, Rossi (a few years back) and last but not least Jorge Lorenzo and his teammate Ben Spies.

Racing can be found in Yamaha’s genes and its vision. It walks hand in hand with the passion and a continuous desire to prove oneself and win. There can be no compromises – only the winning counts. Akrapovič has been a part of this story for the past two seasons.

As a global corporation with headquarters in Iwata, Japan, Yamaha does business all around the world. Its organisational structure is complex and spread out. Part of its special operations is the Yamaha Factory Racing MotoGP Team, whose strategic arm (development, strategy creation, search and implementation of technical solutions, setting the budget) is located in Japan, while its logistics part and the workshop can be found in Italy. We decided to visit the MotoGP factory team next door to Slovenia which has been using Akrapovič exhausts for the past two years. Not everybody can enter the hallowed territory where strategies are devised and moves by the opposing teams in the top tier of motorcycle racing analysed. This is what makes it so interesting to be inside the high-security complex and even more intriguing to have a look into the background of the team’s activities.

The three Slovenians present were me, our photographer Bor and Jurij, a mechanic for Ben Spies, who has been part of the team since 2009 when the American won the World Superbike Championship (WSBK) title in 2009. “I always wanted to be a part of MotoGP and here I am – MotoGP really is my entire world”, he excitingly tells us, but then immediately returns to realism “Mistakes are simply not allowed here!”

The small Italian town of Gerno di Lesmo, a stone’s throw away from the legendary Monza circuit, is where one can find the part of Yamaha’s racing team in charge of administration and logistics. The modernist cubes housing the facility were until just recently home to two teams – the MotoGP and the WSBK – but the latter ceased operations at the end of the last season.

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Revolution

In the Centre of Heaven We are greeted at the entrance, next to Lorenzo’s motorcycle, by Marco Riva, Yamaha Motor Racing General Manager, Massimo Meregalli Maio, Yamaha Factory Racing Team Director and William Favero, the company’s communications officer. Maio takes us on a tour of the facility, which is separated into the 1064 m2 part for offices and show room and an equally large garage, a humongous hall, which includes an extra secure zone – the engine room, where the motors are prepared.

The facility employs 48 people, with 26 serving in the management and administration and 22 in the racing team. Maio, Marco and William, are all friendly and communicative, like true Italians, but business-like and refined when conversation turns to work. Maio tells us about the team’s background, history, activities and organisation as he takes us through the areas. All three also continuously stress their love and passion for motorcycles and racing. The building is clean and bright.

Managed as a lab at a hospital. There is no noise or other distractions. In a word, professional. And surprisingly calm. At the end of the enormous garage where four articulated lorries are meticulously parked, I spy a dozen racing Yamahas, carefully covered with sheets – look, the two-stroke 500 cc

bikes of Abe and McCoy, and, oh, there are Biaggi and Checa’s machines. Welcome to motorcycle heaven!

And the heaven gets another dimension as we step into the workshop, full of hidden motorcycles – could they be for the 2012 season – other motorcycles on display (including the 800 cc ones), tools and carefully packed motorcycle plastics. One of the bikes being taken apart, Ben’s I think, is being skilfully and taciturnly attended by two mechanics, one of whom is Jurij. Maio explains that during the season motorcycles are not prepared for the races here, but in the factory in Japan, which delivers the bikes to the team prior to every race. The one exception is the Italian GP in Mugello. We then enter the engine room, which is subject to even more stringent protocols. Four mechanics are there, each working on his own engine, preparing them for one of Yamaha’s sponsored teams. Orderly, clean, notices in Japanese everywhere – one almost feels as if being in a watchmaker’s shop.

Surprise! Upon our exit, we bump into Aldo Drudi, widely acclaimed as the guru of motorcycle helmet design and entrusted with the paintwork by all the top stars. Aldo is also the culprit for Yamaha’s bike design as well as a huge Akrapovič fan! They say that heavens are eternal, but our visit to the motorcycle paradise sure ended way too soon…

Yamaha factory MotoGP team in numbers: 1064 m2: offices and show room 1736 m2: workshop and trailer parking area 22: number of employees in the Yamaha Factory Racing MotoGP team 22,000 km: lorry trips during racing season 300-350: litres of fuel used by racing bikes for each GP 8 front tires and 10 rear tires are used for each GP weekend (in line with FIM regulations) 23/24: weekends in 2012 season the team was not at home 1.5 days: it takes to build a hospitality unit at the track 1.5 hrs: it takes to remove the engine out of the frame 12 tons: the weight of parts & equipment the team brings to European races with 8 lorries (4 hospitality + 2 team + 1 engine department + 1 engineering office) 52: flight cargo cases for races overseas

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16 / 21

Revolution

Massimo Meregalli, Yamaha Factory Racing Team Director

What happened between our visit in 2007 when you managed the WSBK team and the 2011 MotogGP season?

In 2009 we won the Word Superbike title with Ben and Akrapovič. That was definitely the best thing.

I guess that was of the major reasons that Yamaha asked me in 2010 to move from WSBK to my current position at MotoGP. That really made me proud.

Why did Yamaha choose Gerno, what made it beneficial for Yamaha?

All of us Italians get racing DNA with mother’s milk. Yamaha already managed some teams in other categories: Superbike, Supersport, motocross, so they had decided to set the base for racing activities here. In the past the MotoGP offices – 500 cc category at that time – were based in Holland at Yamaha Motor Europe.

What is the main difference between WSBK and MotoGP? First of all there is much more pressure at MotoGP, there are more people involved… in the beginning this was not so easy for me, since I lacked the confidence. I also needed to see how these things are managed and as soon as I understood the environment, the job got much easier. It took me 6 months to adapt. There is also much more media pressure and a bit more of pressure from Japan at my current post.

If you used a scale from 1 to 10 with MotoGP ranked as 10, where would WSBK be?

I’d say 5. The 2011 season convinced me that the gap between the categories is bigger than I previously thought. The structure, the environment, the whole philosophy is on much a higher level than in WSBK – of course I’m talking about Yamaha only.

Are you satisfied with the 2011 season?

You know that our goal is always to win. We didn’t win the championship, but considering all the circumstances, I’m quite pleased. Ben won his first MotoGP race, Jorge won 3 races, we had many podium finishes so I’m happy with what we achieved. We had some problems and accidents, so we unfortunately missed some races. We were in the position to fight for the title, but at the end we finished 2nd and 5th.

The 2012 season will bring the 1000 cc engines and CRT teams to MotoGP. What will be the biggest challenge for you?

There is only one challenge – to win the title. My personal opinion is that MotoGP and CRT are two completely different worlds: MotoGP is a championship for prototypes, it is the pinnacle of the sport. At CRT some parts, like the engine, come from production bikes, which I personally don’t like. There is WSBK and there is MotoGP and those two things should be run separately.

Do you think CRT is the result of the economic situation we are facing?

Yes, for sure, but this should have been solved in a different way, maybe by making more factory bikes available, different rules within MotoGP etc. This is of course much easier to say than to do, but this is the direction we should be taking MotoGP in. What we’re going to see next season will be more riders on the grid, which is nice and good, but there will be a big gap between factory bikes and CRT: around 3 seconds per lap, I’d say.

Moto2 is reality, Moto3 is coming in 2012?

Watching Moto2 from the outside is fun, seeing so many riders on the grid, but I cannot see how riders can learn to find the proper bike setup while also using a sealed production engine. The gap between Moto2 and MotoGP has widened and it might be too much for such riders. The same goes for technicians and mechanics – they cannot learn overnight, the gap is just too wide, for instance in electronics. Regarding Moto3, I was surprised that our bike won the final race last year at the Spanish national championship – the two-stroke era is obviously finished, there are practically no more twostroke road bikes around.

Marco Riva, Yamaha Motor Racing General Manager 20

21 You have been cooperating with Akrapovič for two years in MotoGP now?

We discussed ways to develop the partnership at the beginning, because we were aiming for a real partnership with Akrapovič and not just sponsorship. For the first year we were in the initial phase, with Akrapovič developing some parts of the system. Having said that, I do want to stress that we achieved all of our targets quickly. The second season now over, we are drafting plans for cooperation for the coming two years, so it will be a huge step forward. In short, it means Akrapovič will be more involved in our development.

How would you assess the relationship so far?

We have known each other for a long time, since the start of cooperation in WSBK. Of course if you want to start with more complex and detailed joint activities, you have to understand how Yamaha operates and consider the fact that our development is in Japan and not here in Europe where we only perform engine maintenance. We will work

on a way to connect our engineers in Japan with those at Akrapovič – we are a kind of a meeting place here, we could meet for discussions and also work on some issues.

So far in terms of delivery time, specification and quality of the product we are more than satisfied.

Those are likely what prevailed in favour of Akrapovič, but why did you approach the company in the first place?

The quality of their final product and their development potential. We have an analytical approach to exhausts at Yamaha, but Akrapovič has more practical experience.

What is the goal for the 2012 season?

To maintain the excellent atmosphere within the company but to also be more aggressive in terms of performance. In Japan aggression is the key word in the coming years. I’m sure our riders will do well, and I expect a better general performance.

V mehaničnih nebesih Japonska Yamaha je v letu 2011 praznovala 50-letnico sodelovanja v svetovnem prvenstvu motociklističnega dirkanja. V petih desetletjih, od maja 1961, ko je vstopila v svet motorističnega športa najvišjega ranga, pa do sezone 2012, so njeni dirkači osvojili 36 naslovov svetovnih prvakov in zabeležili več kot 450 zmag na posamičnih dirkah.

Z Yamaho so bili v kraljevskem razredu cestnega motorističnega športa svetovni prvaki takšni asi kot Agostini, Roberts, Lawson, Rainey, nekaj let nazaj Rossi, zadnji v vrsti pa Jorge Lorenzo. Drugi voznik v ekipi je Ben Spies.

Dirkanje je del genske zasnove Yamahine filozofije, ki hodi z roko v roki s strastjo in z nenehno željo po dokazovanju in zmagovanju. Ni kompromisov - šteje le zmaga. In v zadnjih dveh sezonah je del te zgodbe tudi Akrapovič.

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Adventure

Life is an Adventure Akrapovič exhausts help power your adventures too. So whether you are planning your next trans continental trip like Željan Rakela or just your next weekend ride it’s always nice to know that you can rely on Akrapovič. More power, less weight and that unmistakable sound of course but also perfect fit and real world durability.

So says the new Akrapovič 2012 Road/Adventure bike catalogue.

Or you could just ask Rakela who features in it. 120,000 kms, 5 continents but only 1 exhaust. Not your typical rider but one of

But in a world where race and street bikes are seeing a down turn in sales, these every day adventure bikes with their sit up riding positioning and multitude of capabilities just keep on selling. It seems everyone is planning their next long trip. The manufacturers have been busy too as Triumph, Ducati and Kawasaki in particular bring in their own adventure models. Akrapovič has reacted too and now has systems for all the main adventure models including for 2012 the new Triumph Tiger 800/XC, the stylish and practical Ducati Multistrada 1200, the Honda Crossrunner, the Yamaha XT1200Z and the Kawasaki Versys, not to mention its many KTM offerings.

the growing number who yearn for the big trip or in his case trips. These adventures are arguably the best tests of an exhaust system, certainly different to a MotoGP race, for these trips magnify everyday use and then some.

Its’s more than just the exhaust of course and for most adventure riders it’s the BMW R 1200 GS which is the bike of choice, or one of its many siblings. BMW created and dominate the market and there are Akrapovič systems for these models.

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Moto Action / 5 minutes before the race

Moto Action

Text und Foto Primož Jurman

DJ Marco After impressing in Italian and European championship in 1997, Melan-

250cc world champion at the age of 20 years and 74 days until Dani Pedrosa

dri got his chance to compete in 1998 125cc world championship as a

broke his record. After securing the 250cc world title in 2002, Melandri moved

regular. He won Dutch TT GP race at the age of 15 years and 324 days,

up to MotoGP class to Yamaha Factory Team alongside Carlos Checa in 2003.

which made him the youngest ever Grand Prix winner at the time. Overall,

He joined Yamaha satellite team Tech 3 in 2004, but his moment came in 2005

he won two Grand Prix in his debut season and he finished the season

when he was remarkably successful with Movistar Honda, taking his first two

at 3rd position. In 1999 he won 5 Grand Prixes, but he failed to win the

wins in the final two races. He clinched second place in the championship that

championship, finishing second. Next year he moved to 250 class, where

year. After seasons spent with Ducati and later in 2009 with Hayate, Marco

he signed for Aprilia to replace Valentino Rossi. He finished the season at

came back to Honda and Gresini Team in 2010. He moved to the Superbike

5th position overall. In 2001 he managed to win his first 250cc Grand Prix

World Championship for 2011 joining factory Yamaha World Superbike Team.

at Sachsenring and he finished the season in 3rd position. 2002 proved to

He achieved 2nd position at the Championship, which gave him boost for 2012,

be the strongest contender for the championship title. He dominated the

where he will be riding for the BMW factory World Superbike Team with high

season by collecting 9 wins and 3 podiums and he became the youngest

hopes to win the title.

≥ Marco, how did you find in MotoGP and WSBK (four stroke) as former 250 cc (two stroke) World Champion? You miss two stroke bikes?

Yes I miss two stroke bikes. They were actually the best school for the riders on a way to WSBK and MotoGP four stroke bikes.

≥ If you had a chance who would you choose as your team-mate?

I had good time with Eugene Laverty in the 2011 season. He is a good rider and a good guy. I´ve found nice relationship also with my new teammate at BMW Haslam already at the first test and I think we can push each other to be faster and faster.

≥ As enthusiastic DJ, dealing with music, did you find some similarities between music and sound of AkrapoviË exhausts?

Ha, ha, yes I do DJ for fun, but actually I’m not really very good at it. By my opinion Akrapovič sound is very clean and smooth, should be nice to use in electronic music somehow.

≥ This season you are competing on BMW. What are your plans for this season?

≥ Who is your childhood hero?

It will be tough challenge, but I´m highly motivated, so I hope the season will end at best possible way.

Just remember me in a Spiderman outfit in Mugello race on 250 Aprilia in 2002.

At this moment I have in front of me big challenge with BMW, so I’m very focused on it.

≥ If you would compare Superbike class and MotoGP, what would be the biggest difference, when it comes to your feeling on the bike?

≥ What would be your favorite place in the world?

≥ What would be your advice to all motorcyclists around the world?

The whole package is different – regarding bikes brakes are completely different, as well as tires, electronics and bike weight. Also media exposure is different, so it is difficult to say exactly what makes the biggest difference between the bikes and both championships. ≥ What would you do in your life if you weren´t racing?

That is a very hard question. I really don´t know. If you ask me, racing is all my life and I hope I will race for a long time.

I love Italy, my country, and I don’t like fog in winter time…

≥ What would be the next step in your career?

Just to enjoy riding the bike on a safe way, with all the proper gear. They should go on track if they really want to hear proper Akrapovič sound.

≥ You are using AkrapoviË exhaust this season on your bike. What is your opinion of them, since you were using them in 2009 on Hayate MotoGP bike and then last season on Yamaha SBK?

It is too easy to say they are the best exhaust; for me, their design and sound are simply awesome!

To work together with them to develop bike to be better that is something which is quite special and unique experience.

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Hot stuff

Hot Stuff from AkrapoviÄ?

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AkrapoviÄ? 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 of course amazing sound and appearance. The change is Honda Crossrunner also visual, as our mufflers + 4 HP/9,430 rpm perfectly fit the exte- 4 kg rior line of modern motorcycles and add a clean racing image.

Kawasaki Versys 1000 + 4 HP/9,470 rpm - 3 kg

Yamaha TMAX + 2 HP/6,250 rpm - 5 kg

Triumph Speed Triple 1050 More power Less weight

Kawasaki KX450F + 2 HP/8,050 rpm - 1 kg

Honda CBR125R/150R + 1 HP/9,170 rpm - 2 kg

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Car Stuff

Car stuff

Welcome to our range of aftermarket exhaust systems for cars. We offer complete, partial, open or street legal products that significantly improve performance. We use only the best and exclusive titanium and stainless steel. We combine these two materials with high technologies and craftsmanship of our welders that divide this exhausts systems from anything else on the market.

Mercedes-Benz SLS AMG + 12 HP + 13 Nm - 12 kg Titanium Wireless kit for sound control

Porsche Panamera/S/4/4S/ GTS/Turbo/Turbo S (970) More power More torque Less weight Titanium Wireless kit for sound control

Nissan GT-R + 17 HP/6,260 rpm* + 56 Nm/2,600 rpm* - 17 kg* Titanium * 2009 model year

Coming soon BMW M5, Porsche Cayenne Diesel/S/Turbo, Porsche 911 Carrera/S (991)‌

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6th Gear

6th Gear / John Barker

ΠFINE TUNING

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by John Barker illustration NatanEsku

GIVEN THE LENGTHS THAT CAR MAKERS ARE GOING TO IN ORDER TO REDUCE THE CO2 EMISSIONS OF THEIR NEW CARS, YOU WOULD IMAGINE THAT THERE WAS NO MARGIN TO BE EXPLOITED BY THE TUNER. IT APPEARS THAT NOTHING IS SACRED IN THE PURSUIT OF THE EFFICIENCY THAT LOWERS CO2. FOR INSTANCE, AFTER FOUR GLORIOUS, SEGMENT-DEFINING GENERATIONS OF M5 SALOON, BMW HAS DROPPED THE NATURALLY ASPIRATED ENGINE AND EQUIPPED THE FIFTH M5 WITH A TWIN-TURBO V8. POWER AND TORQUE OUTPUTS CARRY ON THE UPWARD TRAJECTORY BUT FOR THE FIRST TIME THE CUBIC CAPACITY OF THE ENGINE IS DOWN. SO TOO ARE ITS CO2 EMISSIONS. AND THE ISSUE FOR ENTHUSIASTS? THROTTLE RESPONSE. ONE OF THE TENETS OF THE M5 EXPERIENCE HAS BEEN THE DIRECT CONNECTION BETWEEN ITS THROTTLE AND THE REAR WHEELS, AND THAT’S BEEN DOWN TO THE INSTANT RESPONSE OF NATURALLY ASPIRATED ENGINES. Then there’s the new Porsche 911. For decades the rear-engined Porsche has beguiled drivers, challenged and rewarded them in equal measure, and a cornerstone of its appeal has been its exceptionally feelsome steering. Few drivers enjoy their first taste

of a 911, especially if it’s an older model, because it feels so different and apparently compromised; the tail heavy and laden with potential, the light nose bobbing and distracted, and all the while the steering relaying a stream of detailed feedback. Now, after many years of honing its hydraulically assisted power steering, Porsche has replaced it on the new 991 with all-new electro-mechanical assistance. It’s calmer because some unwanted kickback can be filtered out, and it knocks off five or six grams of CO2 per kilometre, but no-one has yet made a system as talkative, as lucid as the best hydraulic systems.

Both BMW and Porsche have worked extraordinarily hard to overcome the potential downsides of these new, efficiency-driven solutions, and their success rate is very high. It’s a safe bet, then, that every other component in their cars has been examined and considered with the same thoroughness in pursuit of efficiency, so where is the margin that a specialist might exploit in, say, the exhaust?

Compromise might be one area. For series production, the architecture of an exhaust system may be the same across two or more versions of a model so that it can be manufactured on the same jigs.

As a consequence it might be optimised for only one, or neither. There will also be strict drive-by noise regulations to satisfy, and there is quality of sound to consider; the manufacturer will set out to please a range of customers with the sound the car makes, which might mean suppressing or eliminating elements that would be too sporty or intrusive

for some. However, the customer who buys a high performance sports exhaust has a different order priorities and most likely would expect audible confirmation of their investment.

Characteristics such as rasp and boom might be reduced by the car maker during development by adding more silencers, more silencer material or increasing tube wall thickness, while refinement might be improved by a mass damper, all of which add weight, particularly the latter! There is also, inevitably, a target cost that the manufacturer is working to, which most likely rules out certain lowvolume manufacturing techniques and, of course, more exotic materials.

However, the more exotic and expensive the car, the less compromise there will be that can be exploited and so the harder the specialist has to work to deliver results. There’s no doubt that Akrapovič puts in the effort and uses its vast experience to good effect. The figures speak for themselves. Take the system it has fashioned for the current BMW M3: it teases another 22hp from the high-revving, naturally aspirated V8, usefully beefs up the mid-range delivery and, as it is created entirely from titanium, there’s a huge 24kg weight saving, too.

The message is unequivocal: if you are determined enough, skilled enough, and willing to commit the resources, there is always room for improvement.

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SLOVENIA

Green. Active. Healthy.

Bled. SoÄ?a River. Piran. Logarska Valley.

www.slovenia.info

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Ride With Us

Ride With Us

Where

quality is born

By MatevĹž Hribar Photos Maragni M. / KTM Images, Maindru, MatevĹž Hribar

Dakar does not allow a wuss on a beat-up motorcycle to finish it. It does not forgive half-baked efforts and weak links. Everything, from the tyres to the exhaust, must be perfect. This is the race that makes heroes out of riders and continuously gives birth to quality offroad motorcycling.

Just have a word or two with a winner or take a spin on his motorcycle and you will see what I am on about.

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28 I assume that the Akrapovič magazine caters to many motorcycle riders. Good. Now I would like to ask you to remember your longest trip. Five, six hundred kilometres in one go?

Maybe a thousand? Well done! But you likely did them on roads with a comfortable touring motorcycle and more than enough time for a smoke and cup of coffee. I further assume that your trip did not take longer than a day or two and that your only opponents were potentially ill-tempered customs officials and insects splattered on your helmet’s visor.

Dakar, including a day of rest, lasts for 15 days and covers up to 10,000 kilometres, averaging out at about 700 kilometres a day. But not on roads, there is only a sprinkling of them in the majority of stages, even though unforeseen circumstances sometimes cause a planned nature stage to be changed into a longish road trip. Such as what happened on day 6 of this year’s Dakar, when snowdrifts at a 4,700 metre-high mountain pass forced the organiser to schedule a convoy for the participants between Fiambala, Argentina, and Copiapo, Chile. 40 °C in the dunes yesterday, minus 8 in the Andes today. Without heated handlebars.

Dakar in the Andes? Yes, the legendary endurance rally has been taking place in South America for over four years. It happened after four French tourists were killed in Mauretania on Christmas Eve in 2007, forcing the organiser Amaury Sport Organisation (A.S.O.) to cancel the event at the eleventh hour due to safety concerns. The pack of some 2,700 riders, mechanics, photographers, masseurs and cooks grumpily disbanded and merely guessed what will happen to the rally in the future. The racing circles speculated about several possible locations: from the more peaceful and tourist-friendly North Africa (Tunisia, Libya, Egypt), the Arab Peninsula and even Asia. However, in the second month of 2008 A.S.O. president Patrice Clerc and Dakar director Etienne Lavigne announced that the rally will be moving across the Atlantic to South America. It is not a secret that talks have been going on with Argentina and Chile, economically much more interesting countries than the poor African ones, for several years.

This year the continent hosted the race for the fourth time, finishing in Peru’s capital Lima for the first time. And how did swapping the continent please the riders? Three-time winner and this year’s second placed Spaniard Marc Coma said: “After racing in South America for four years, I can say that the race is interesting there as well. We explored a new continent, new deserts, met new people and I actually do like to race there. But I’d love to return to Africa, because that would also mean that the situation in that part of the world has improved, that countries there have no more problems.

But it’s not looking too good at the moment. I think it’ll be a long while before we return to Africa.”

Geographically speaking, the race in South America could be an excellent copy of the African original, because the continent lying between the Atlantic and Pacific offers all the

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Ride With Us

conditions for a proper Dakar rally raid as the event is called now. Atacama on the continent’s west coast covers over 100,000 square kilometres and is considered the world’s driest desert. And it is exactly such vast deserts that make the rider feel about the size of a grain of sand that are the characteristic terrain for Dakar and, according to competitors coming from the old school, its essence. But the race has nevertheless undergone substantial changes in the past 16 years, especially after the move across the ocean. Said Miran Stanovnik, the former commander of the Slovenian military sport unit: “The spirit of Dakar is in Africa, definitely. Here we have a pervading smell of business, however, that does not mean that the rally is worse or at a lower level, quite the contrary! The racing has stepped up a gear and technology has made huge leaps, but Dakar has also become a big show.

Five million people watch it in South America, the crowd at the start is 600,000 strong. There was almost nobody in Africa, but Dakar was born there and that makes us long to

go back. When I started racing 16 years ago there was more desert. Not a soul in sight but us doing 200 kilometres an hour for 200 kilometres straight across the sand. Conditions were different there.”

The reason for the change lies with organiser, who wanted to entice more factory teams to the event, as since Fabrizio Meoni won the race for KTM in 2001, the brand continued its winning streak for the past 13 years. KTM was the only manufacturer that had a suitable engine in serial production, which, after modified, made for a solid basis for a racing motorcycle. Combine that with excellent riders and you get more than a decade of invincibility. It was also probably this invincibility that got the A.S.O. to limit engine volume to 450 cc, boosting the competitiveness of the brands with onecylinder 450 cc motocross and enduro bikes. The changes to the rules at first caused a bout of complaining from the Austrian factory which announced the withdrawal of its factory team, before reversing course 180°, designing a 450 cc racing bike and – winning. For the second time in a row with the new engine. Said KTM’s rally team head Stefan Huber: “It has been a big challenge for KTM to show the world that we can win the Dakar even with a smaller engine. Some people maybe thought that we can only win with the big engine but we proved that the technology and the experience of the company are the same, it doesn’t matter what engine displacement is. Another big advantage was our close cooperation with the best producer of exhaust systems, who did an excellent job finding the perfect compromise between power delivery and noise limits. Akrapovič was hooked from the first moment and was very enthusiastic to cooperate with the Rally Team.”

To win such a demanding race is worth its weight in gold for any manufacturer of motorcycles or individual components. It serves as a confirmation for the development team and clearly tells the end buyer that he or she will not return home with a machine that will conk out in the middle of the forest or a baking desert. As a motorcycle journalist, I was given the opportunity to ride both the 690 cc and the 450 cc rally replicas and I can vouch that an experience this far out of this world does not happen every day. The bike solidly and effectively deals with the bumps of the rough tank training ground, while the 160 km speed limit (introduced in 2006 but lifted only a year later) on the long macadam stretch feels like trying to cage a wild beast. Yes, that’s how fast it is. Off road, not on the highway.

But even the most avid “racers” behind the TV and computer screens are unaware that Dakar is far more than just a romantic chase across the soft dunes and spraying champagne at the finish. Coming behind the best is a multitude of those whose aim is not to win but simply to make to the list of those who finished. They finish individual stages far behind the top riders, spend their night fixing the motorcycle and take off before the dawn after a few hours or no sleep at all.

Seeing this year’s winner Cyril Despres navigate the dunes might look magical, but if you are not as knowledgeable or skilled as him it becomes something completely different: to dig the bike out of the soft sand requires full throttle, something that is quite difficult to do with aching limbs and a tired head.

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That is why riders fall, push, dig, cry... only about half make it to the finish.

The point? “Dakar is a crazy life experience, not just a sporting one,” says Miran with sparks in his eyes. “Of course, it brings many pleasures, but also some disappointments in a sporting sense. It teaches you patience. The problems that emerge can truly be called problems and once you return home to normality, you won’t really see any troubles as real issues,” the 15-time participant likened the race to a school for life.

What does not kill you, makes you stronger. Do you dare?

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H i s tory 1979–1980 Paris - Dakar 1981–1988 Paris - Algiers - Dakar 1989 Paris - Tunis - Dakar 1990–1991 Paris - Tripoli - Dakar 1992 Paris - Cape Town 1993 Paris - Dakar 1994 Paris - Dakar - Paris 1995–1996 Granada - Dakar 1997 Dakar - Agadez - Dakar 1998 Paris - Granada - Dakar 1999 Granada - Dakar 2000 Paris - Dakar - Cairo 2001 Paris - Dakar 2002 Arras - Madrid - Dakar 2003 Marseille - Sharm el-Sheikh 2004 Clermont-Ferrand - Dakar 2005 Barcelona - Dakar 2006-2007 Lisbon - Dakar 2008 cancelled 2009 Buenos Aires - Valparaiso - Buenos Aires 2010 Buenos Aires - Antofagasta - Buenos Aires 2011 Buenos Aires - Arica - Buenos Aires 2012 Mar del Plata - Lima

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Gregor Zupan / Offroad Exhaust Systems Development

Akrapovič vs. Dakar, 1:0 An exhaust must allow the engine to breathe but also reduce the emitted noise. It must be robust enough for close encounters with rocks and as light as possible. It must survive the burning

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heat of sand and instant cooling in a torrential stream. It is not an easy hill to climb.

The change or rules forced KTM to develop a new motorcycle in 2011. What role did the exhaust system play in that?

We began work on the Rally 450 project in June 2010, which didn’t give us a lot of time to develop and test the new version of this very specific exhaust system, not to mention that KTM was still developing its new 450 cc engine. Apart from engine displacement, the organiser also put limits on the loudness for the first time, capping it at 94 dB at 6,400 revolutions. Until then Dakar was the only offroad event without any such restrictions. Our first test measured a whopping 111.2 dB and we knew we had a lot of work to do. We needed to entice as much power as possible while reducing noise for two different engines, the factory racing team’s 450 Rally and the serially produced 450 Rally Replica.

And what’s the difference between the two?

While the serially built engine accepted the additional noise dampening insert with relative grace, the torque curve for the slightly stronger factory engine completely disintegrated upon testing on our torque test bed.

Do you only test in the factory or in the field as well?

One of the things that we could not measure on our test bed during three weeks and 1,598 tests was responsiveness to acceleration. We were aided by experience and predictions, but we still needed to

go to Tunisia’s El Chott salt lake with the KTM factory team for live trials. We took two of the best configurations out of the approximately 189 tested in the factory, compared them and then ran an endurance test. After the first 1,000 km test ride with full power, all of the muffling wool in the exhaust was burnt to a crisp. The engine has enormous specific power and its surges are during operation that we had to design a unique muffler with several layers of steel fibre and stainless steel meshes to protect the wool from the heat and surges.

Is the Dakar exhaust different in any other way from the one for normal offroad motorcycles?

Of course. You can see at a glance that the Dakar muffler has a classical oval shape, perfect for optimal distribution of muffling wool. Its metal sheet is 0.9 mm thick instead of 0,65 mm, so we cannot shape it into demanding forms, such as hexagonal. The pipe from the cylinder to the muffler is also thicker: 1.2 instead of 0.9 millimetres, the first time that a pipe of such thickness was used for a motorcycle.

All contacts are longer due to larger contact surface and are treated to reduce wear and tear and to allow taking the exhaust apart more quickly. They are also equipped with stronger hooks boasting dual springs, while the contact between the front and back curve is hidden above the engine guard. We also tested a special anti-oxidation nano coating at the rally for the first time. And there are some other titbits …

But that must make the exhaust quite heavy, right?

The thicker metal sheet added some 10 to 15 percent to the weight but Dakar prioritizes endurance and resilience to bumps over weight. However, our new exhaust is still much lighter than previous ones, because we made it from titanium.

And how many exhausts had to be changed in the course of the two-week rally?

The 2011 winning bike of Marc Coma had its exhaust replaced on the final day for looks alone, otherwise he used the same one throughout the rally. As did Miran Stanovnik. I think we are the only exhaust system manufacturer that produces such a durable exhaust system from titanium for such a demanding race.

Rally Dakar - tovarna kvalitete Predvidevam, da vas je med bralci Akrapovičeve revije dosti motoristov. No, spomnite se vašega najdaljšega izleta. Petsto, šeststo kilometrov v kosu? Morda tisoč?

Bravo! A verjetno ste jih prevozili po cesti, z udobnim potovalnim motociklom in z več kot dovolj časa za čik in kavico. Ugibam dalje: verjetno ta vaš izlet v takem tempu ni trajal več kot dan ali dva, edini nasprotniki pa so bili kvečjemu slabo razpoložen carinik na mejnem prehodu in na vizirju čelade razpacan mrčes ...

Dakar skupaj z dnevom premora traja petnajst dni in to na razdalji do 10.000 kilo-

metrov, kar v povprečju pomeni približno sedemsto kilometrov na dan. Ampak ne ceste, te je na večini etap le za vzorec, čeprav se zaradi takšnih in drugačnih razlogov dirkaška etapa po prostranstvih nepredvideno spremeni v večstokilometrski izlet po čisto navadni cesti. Tako kot na šesti dan letošnjega Dakarja, ko je bil organizator zaradi snežnih zametov na 4.700 metrov visokem prelazu primoran karavano iz argentinske Fiambale do Copiapa v Čilu usmeriti po cesti v nedirkaškem tempu. Včeraj 40 stopinj Celzija v sipinah, danes minus 8 stopinj Celzija v Andih. Brez ogrevanih ročic na krmilu.

Magazines with passion!

Korpmedia d.o.o., Tomšičeva 1, 1000 Ljubljana, Slovenia, tel: +386 1 620 96 00, fax: +386 1 426 96 01, www.korpmedia.si

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Race Day

Race Day

by Gaber Keržišnik photography Archives ACO

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Dirkaški kult v Le Mansu Dirka za 24 ur Le Mansa ni samo dirka z najdaljšo zgodovino med vztrajnostnimi avtomobilističnimi dirkami, temveč ne tvegamo prav veliko, če zapišemo, da je najbolj znana avtomobilistična dirka na svetu. No, seveda mnenja so tu deljena. Francozi se bodo s to trditvijo strinjali takoj, Angleži bodo izpostavili tradicijo dirke formule 1 v Silverstonu, Nemci so prepričani v stari krog na Nürburgringu imenovan Nord-

schleife in Američani bodo dejali, da se nič ne more primerjati z zgodovine dirke 500 milj Indianapolisa ali Daytone.

A navsezadnje sploh ni pomembno. Dejstvo je, da o nobeni drugi dirki ni bilo posnetih toliko filmov, dokumentarcev in TV oddaj ali spisanih toliko knjig in časopisnih člankov, kot ravno o 24 urni dirki v Le Mansu.

24 HOURS THE LE MANS RA CE IS A RACING IC ON

IN 1967 THE 24 HOURS OF LE MANS WAS WON BY LEGENDARY RACER DAN GURNEY AND CO-DRIVER A.J. FOYT, EVEN THOUGH THE DUO WAS WIDELY REGARDED AS COMPLETE OUTSIDERS. AND BY EXPERTS TOO. A GROUP OF RESPECTED JOURNALISTS, THE ONES WHO WERE THE TOP CAR RACING SPECIALISTS BACK THEN, DID NOT GIVE THE AMERICAN DUO A CHANCE IN HELL TO EVEN COME CLOSE TO THE FINISH LINE IN THIS DEMANDING RACE. BUT THEY SURE DID. AND MORE. THEY BEAT ALL THE COMPETITORS. AND JUST AS GURNEY WAS STANDING ON THE PODIUM WITH THE PERFECTLY CHILLED BOTTLE OF CHAMPAGNE, HE SPIED THE VERY PESSIMISTIC HACKS WHO HAD PREDICTED DISASTER ALONGSIDE FORD CEO HENRY FORD II AND TEAM OWNER, THE LEGENDARY CAR TUNER CAROL SHELBY. HE AIMED THE BOTTLE AT THE GROUP, SHOOK IT VIGOROUSLY AND SPRAYED THE SWEET LIQUID AT THE ASSEMBLAGE BELOW, NOT KNOWING THAT HIS MISCHIEVOUS REVENGE WILL KICK START A TRADITION THAT IS ONE OF THE MOST FAMOUS GESTURES IN MOTORSPORTS. IT IS IMPOSSIBLE FOR ANYONE TO IMAGINE A WINNER OF A RACE NOT SPRAYING CHAMPAGNE AROUND ANYMORE, REGARDLESS OF THE TYPE OF THE EVENT.

1958

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Race Day

1925

1923

But this is just one of the many events from the rich history of the race which later became a permanent fixture in racing. The 24 Hours of Le Mans does not only have the longest history among endurance car races, it is arguably the most famous car race in the world. Well, not everybody might think so. The French will agree in a heartbeat, the English will point to the Formula 1 tradition at Silverstone, the Germans will bring up the old NĂźrburgring Nordschleife circuit and Americans will swear that nothing can compare to the history of the 500 miles of Daytona and Indianapolis.

But this does not really matter. The fact remains that no other race has been the subject of so many films, documentaries and TV shows or had so many books and newspaper articles written about it as did the 24 Hours of Le Mans.

The first 24 hour race was held on 1923, when the mainly city roads near Le Mans were used to test the endurance of individual cars, drivers and, of course, teams. It must be noted that serial production cars for everyday use participated back then, having undergone only minimal changes, one is almost tempted to say only weight reduction. But as these same mass produced vehicles continued to evolve into proper racing cars, they started to look less and less like their civilian counterparts and the race as we know it today includes two categories.

The fastest and the most exclusive are purpose built two-seater prototypes (only the space for a second seat in the cockpit is required, the seat is not), with Audi and Peugeot providing the fiercest rivalry and most competitive models in recent years. The second group still includes cars which bear much closer resemblance to high performance sports cars on sale to the public, such as Porsche, Ferrari, Aston Martin, Chevrolet Corvette, Lamborghini and others.

As already stated, the main aim of the race was to test endurance, of both man and machine. Such a long race tested everything. Materials, tyres, oil, fuel, driver, team work and everything else. The main purpose and chief interest of car manufactur-

ers has not changed during the years. It was and is to examine the materials and equipment that find their way into serially produced vehicles. But it was not only the cars that have changed. The rules have undergone major revisions as well. Did you know that originally there were no regulations on the number of drivers for a car? While most teams used two drivers, there are some known cases when only one driver was behind the wheel for the entire 24 hours in an attempt to shave off the time needed to change drivers. That did not really work out, obviously. Two drivers have been an unwritten rule until the 1980s, when it became obligatory to have at least three drivers per car. Nowadays drivers cannot drive more than four hours consecutively, and no one driver can stay on the track for more than fourteen hours in total. Yep, Le Mans is tough. It can be hell!

The temperature in the closed two-seaters can rise to 80 °C in the second weekend of June when the race traditionally takes place and the drivers often complete over 5,000 kilometres in extreme circumstances day and night and often in rain. This is the length of 18 average Formula 1 races so there is no wonder that the event presents the ultimate test for drivers and cars. It used to be the rule for example that cars were not allowed to add oil or coolant for the first hour of the race, with those that made it past the one hour mark having basically completed the endurance test, even though the race had barely begun. Yep, completing the Le Mans race was a certificate of endurance and quality and not so long ago all who crossed the finish line were counted as having finished. That is why you could often see completely destroyed or heavily damaged vehicles parked for several hours alongside the track or in the pits. At the start of the final lap the drivers tried to start the engines and make it to the finish line regardless of the state the vehicle to at least complete the race. Well, another rules change later and now only the cars that have been actively racing in the last hour before the end of the race and have completed at least 70 % of the winner’s distance are now considered as having finished.

1954

Apart from the finish, the race start is very interesting as well. The traditional standing start had cars lined up with their engines switched off.

The vehicles stood alongside the pit wall at the finishing straight, with the drivers running across the track, jumping into their vehicles starting them and pulling off. This inspired Porsche to locate the ignition key switch on the left side of the steering wheel (in a left-hand drive car), which it still does today. And I cannot help but wonder how many Porsche owners starting their car with the left hand know why they have to do it. The obvious answer is so that after running across the track and jumping into the car they can use their left hand to start the engine and their right hand to put the transmission into gear and pull away. Porsche has thus gained a couple of thousandths over the competition at the start. But the so called Le Mans Start was dangerous as it led to the drivers jumping into their vehicles and more often than not ignoring the warning to harness up first. They rather tried to fasten the harness in the first few laps of the race or sometimes not even fasten it at all, which led to several accidents also caused by the bunched field at the start. Deadly accidents as well. To protest this type of start, which he felt was very unsafe, racing legend Jacky Ickx walked across the track at the start of the 1969 race while his competitors of course ran. Although he was nearly hit by some of those who had already started their cars, Ickx leisurely sat into the vehicle, fastened his safety belt and pulled away far behind the rest of the pack. Ironically, while racer John Woolfe got killed in the first lap of the race, Ickx went on to win it. >>

Le Mans is indeed full of coincidences. Or maybe not. It was Ickx’s action that led to the change of the type of the start in 1970. While the cars were still parked along the pit wall, the drivers did not run across the track to get into them. They were already in the vehicles, safely strapped up and would turn on their engines and pull away at the drop of the flag. But this type of start only lasted for one year, before being replaced with the still used rolling start.

And this final change to the starting rules brings us back to the finish. Changes to the starting rules also led to amendments of the regulations deciding the winner. Since 1971 until today the winning team is the one whose car has completed the most laps and if this number happens to be the same for two teams, the winner is of course the one who makes it past the chequered flag first. Before 1971 it was different. The winner was the team which covered the greatest distance within 24 hours. And, you guessed it, Le Mans rich history has a quirky tale to tell here as well. The Ford team was in a league of its own in 1966. With a dominant 1–2 lead, front runner Denny Hulme slowed down in the final lap to wait for the second placed Bruce McLaren. The aim of this stunt was to take a PR photo of both Ford cars crossing the finish line in tow or side by side, with Hulme remaining slightly ahead. And that is how it happened. Hulme crossing the line first, McLaren just behind him.

But wouldn’t you know, the jury gave the winning cup to Bruce McLaren and co-driver Chris Amon, despite them crossing the line in second place.

The surprised “winner” Denny Hulme only realised after the race that he gave the victory at the legendary event away after a gruelling 24 hours,

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Photo: Yoann BOULAY / ACO / Nikon

1967 Dan Gurney started the habit of champagne spraying on the victory podium

Photo: Arnaud CORNILLEAU / ACO / Nikon

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because Ford’s second team actually started the race at the back of the pack, while Hulme was at the front. This meant that McLaren’s Ford actually completed a larger distance than Hulme’s and was therefore declared the winner.

Events like these are labelled as curiosities in the race’s history. Unfortunately there are also numerous events with a much sadder tone. The almost 90-year-old race has witnessed many fatalities, both on and off the track. A total of 21 drivers were killed, more than half at the incredibly fast Mulsanne straight. And that is only the toll for drivers. It does not include track marshals, personnel or spectators. A 1955 accident alone resulted in 83 dead and 120 injured people. This is also where Le Mans, regrettably, holds the record title. It is the place of the worst single accident in the entire history of motorsports according to the number of dead and injured.

The sequence of events that led to it was incredible. Frenchman Pierre Levegh won fame in his 1952 Le Mans appearance, when he managed to do drive for over 23 hours. There was another driver waiting to replace him, but Levegh did not want to switch. He wanted all the glory for himself. And he was in the lead. He would have won easily as well if he had not missed the gear 45 minutes before the end of the race due to fatigue. He wrecked the engine and retired. His performance was however

notable enough that Mercedes factory team hired him for the 1955 race. The Mercedes model that year was something else. It used super light-weight bodywork made from the newly manufactured magnesium-alloy called Elektron. The notably lighter alloy from the then pervading materials of course greatly improved the car’s performance.

During the fateful race, Levegh hit the back of Lance Macklin’s Austin Healey, a slower competitor, who braked suddenly, causing his Mercedes to fly high in the air. It flew over the track into a crowd of spectators. The vehicle made from the light alloy was torn into pieces with its heavy parts such as the front and back axes and the engine block hitting the stands with huge force. The rest of the flying debris including the light metal bodywork meanwhile sliced through the numerous spectators sitting at the top of the track barrier. But worse was to come. The alloy bodywork caught fire after the accident ruptured the full fuel tank which dropped its flaming contents on the crowd below. The magnesium content in the alloy burned with a white flame and was initially exacerbated by the fire crew’s lack of knowledge of how to put out the burning metal. As was usual they tried to extinguish the searing flames with water, but this only added to the heat and terror of the burning metal. The flames continued to burn for several hours alongside the track…

Such events exact their toll. Mercedes Benz withdrew from racing in 1956 and did not return until the 1980s. The same decision was taken by Jaguar, which reappeared over 30 years later. That the accident is still not forgotten can be seen by two events from the recent past. The 1955 Mercedes accident in Le Mans caused the Swiss authorities to ban motorsport round track races where two or more vehicles directly compete against each other.

In 2009 the authorities reopened the debate, after a proposal was filled to lift the ban after all these years. The proposal was rejected.

The second case deals with the December 2011 auction sale of that same Austin Healey race car that was driven by Lance Macklin on that fateful day and which de facto caused Levegh’s accident.

The price? An amazing 843,000 British pounds, reached solely because of the vehicle’s past.

All this increases the race’s value and fame. The large worldwide recognition of Le Mans was also helped by the simply titled film “Le Mans”, made

by Steve McQueen, Hollywood superstar and avid racer, while legendary British carmaker Bentley also greatly honoured the event. Despite the traditional quarrelling between the British and the French, Bentley named some of its most successful models such as Mulsanne or Arnage by places near or at the Le Mans racetrack. << Photo: Philippe CHEMIN / ACO / Nikon

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Fantastic

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A peace of grass Did you know Bamboo is actually a grass? Neither did we, but we like the idea, that now you can dress your iPad in it.

American company Vers, specially know for their wooden sound systems, made a Slimcase for iPad 2 from Bamboo or Walnut wood. The Vers company is committed to 3 simple values: thoughtful design, best-in-class sound quality and a continuous pursuit of environmental sustainability. Green and beautiful. Wooden Slimcase is made from two wooden parts with metal foot for landscape or keyboard use. Hand crafted bamboo or walnut case will protect your iPad from everyday wear and tear, but not from all those envy looks, that will admire your new wooden beauty. www.versaudio.com

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16 again Back in high school everybody played guitar. Some because they actually liked it and some because girls liked it. Either way, just like teen years has gone, so did the love for guitar playing.

Now is time to bring back youâ&#x20AC;&#x2122;re guitar playing skills and try them on the new Firebird X guitar from Gibson. The Firebird is made to be comfortable and amazingly easy to play on, allowing you to play for many hours without even noticing. A lightweight body is made from hand-sorted swamp ash, with a rock maple neck and curly maple fingerboard that allows the guitar to achieve exceptional sustain and tonal range. Its engine is user-adaptable, but is rammed full of effects and sounds.

It also continues with a tradition of electronic tuners and the guitar can change tunings even more quickly and accurately. Firebird X look builds on the history of Firebird and Gibson, its historical and beautiful but on the other side totally unique and contemporary. This limited edition consist of 1800 guitars which guarantees that Firebird X will become a collector classic. www2.gibson.com

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Wooden sight This is a story about wood and designer Andreas Licht and their extraordinary collaboration. Together they are creating state of the art optical frames that combine design, craftsmanship and the qualities of the material in a unique way. Herrlicht frames are made entirely from the wood, maple, cherry, walnut or fumed oak and Licht is trying his best to preserve the individual grain of the wood in every frame he makes. The result are beautiful and individual frames, each of them with their own shade and structure, one of a kind.

Design of the glasses is timeless and sophisticated with variety of forms and still easy to handle. The special hinge system, closing the frame with a tiny brace formed like a four-pronged star, makes it even easier to change the lenses. Since Licht is making every frame by hand, there is a restricted number of glasses per year. And that is one more thing that makes them so special. www.herrlicht.de

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For a stylish weekend getaway

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Dunhill is a synonym for luxury leather goods for men, writing implements, lighters, timepieces, fragrances and clothing. When Alfred Dunhill inherited his fathers saddlery business in London it was just a small shop, nowdays they have their stores all over the world. Every Dunhill product is design with thought that it will be passed from father to son and that is a good guaranty that by them you will find just the highest quality. Bladon Tan 48 Hour Bag is made for your perfect weekend getaway. Constructed from sturdy but soft leather, this piece will develop unique characteristic as it is used over time. This 48 hour bag has a zipped pocket with an elastic shirt holder and a shirt envelope on front compartment. The Bladon large leather collection is designed to keep up with the demands and style of the modern, intelligent traveller. Masculine, tanned leather with a natural grained appearance is exquisitely crafted into timelessly elegant but always functional luggage. www.dunhill.com

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Best tool We all know how nerve wrecking can be, when we need to do some household job with inappropriate tools. The same experience had also Peter BuchannanSmith and so he founded a company called Best Made, that is dedicated to equipping customers with quality tools and dependable information that they can use and pass down for generations. Their main product is axe, but one can find among their products many useful and nice looking things. One of them is finely crafted Japanese hatchet, made from the Yasuky white steel and oak and will come in handy in the bush, on the garden, wood shop or even everyday urban life. It is small, so you can easily pack it in your back pack or bag and the most important thing: it is best made, which means you will never again get that nerve wrecking feeling when you will be using this hatchet. www.bestmadeco.com

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On the wall Ever since Banksy is â&#x20AC;&#x153;hangingâ&#x20AC;? on the walls of galleries and museums, the reception of art changed dramatically. Instead of pictures, walls are now decorated with graffiti and stickers, some are real art and some are there mostly for fun of owners and theirs visitors. Stickers are the easiest way to decorate your wall fast and cheap. But sometimes stickers are not just stickers as they have shown us in the young English design company Hu2 Design. They managed to combine finesse, humor and functional design with a fresh touch, creating wall stickers that are not only nice, they are also environmental friendly. They are made of materials that doesnâ&#x20AC;&#x2122;t include chlorine, vinyl tape with adhesives from natural substances. And the most important, some of their stickers teach people to care of nature through the energy savings. They remind you to turn off the lights when you leave the room, to close the water when you have washed your hands or to unplug your laptop once it is fully charged. And some of the stickers are just funny. www.hu2.com

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Go Wild

Go Wild

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CHINA

IN THE YEAR OF THE DRAGON

by Jasmina Dvoršek photography Aleš Bravničar

On January 23rd the world has entered the year of the dragon according to the Chinese calendar. The dragon is considered the happiest sign of the Chinese zodiac and it is also a symbol of China, one of the largest countries in the world and a home to almost 1.4 billion people.

Only two decades ago first thing that came to everybody’s mind when China was mentioned were cheap products and a hard core communist regime. The label Made in China was not accepted with much respect and trust and the legacy of Chairman Mao Zedong (the leader of the Chinese Communist Party, responsible for the creation of the People’s Republic of China from its establishment in 1949 until his death in 1976) was still very strong. It was Mao’s successor Deng Xiaoping who started with broad reforms in order to establish ‘Socialsm with Chinese Charateristics’ and triggered fast economic development, the country still enjoys today.

And what a development it is! China has become one of the leading economies in the world and it is a proud member of a BRIC group of countries, together with Brazil, Russia and India representing the next world’s superpowers.

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“Study the past if you would define the future” said the great philosopher Confucius, and China is doing just that. Beijing’s Great Wall and Xi’an’s Terracotta Army provide fascinating glimpses into the history of a country dashing into the 21st-century, with an economy growing faster than bamboo. But for somebody to say he or she knows China it is as unbeliavable as learning the Mandarin Chinese at adult age. A country which boasts a total land area of 9.6 million square kilometers and spans across four time zones is as varied as its 56 nationalities are (the Han people make up 91.02 percent of the total population, leaving 8.98 percent for the other 55 ethnic minorities).

Being at the top is becoming a Chinese obsession. Besides being among the world’s biggest, most popuolous countries, they are establishing themself as one of the greatest and most dearing builders. Biggest dams, highest railways, tallest buildings, just think of an extraordinary achivement in construction and most probaly you will find it in China.

A perfect example of a city, changing its image daily is Shanghai, the largest city in the country with more than 23 million inhabitants. Its financial center, situated on a Pudong peninsula, sorounded by the river Huangpo, ideally represents the Chinese ambition to take their place among the most successful ones. The financial district already boasts the third tallest buliding in the world, the 492 meters high Shanghai World Financial Center, and at its side The Oriental Pearl TV Tower and Jin Mao Tower (an office bulidling and a hotel) compete for attention. Ten of twenty tallest buildings in the world can be found in Shanghai and ambitious Chinese are already building the second tallest building in the world, a 632 meters high Shanghai Tower.

Although the race for being biggest, tallest and best in the world has taken over all of the multimillion Chinese cities, many of them haven’t forgoten about the old world charm.

The rooftops of Shanghai’s Bund, China’s most famous waterfront street of colonial architecture, offer unsurpassed views of old and new Shanghai. Bund’s bars and restaurants have, with the redevelopement of a few formerly stodgy old buildings, became the fanciest addresses in town. Just one hour train ride away lies Suzhou with its gardens and traditional old town. With a nearby Hangzhou, famous for the West Lake with wonderful evening theatrical performances and Dragon Tea, it represents a mixture of modern and ancient.

GROW AND SHOW The capital Beijing has also been going through a facelift, which culminated in the years before the Olympic Games in 2008. But every visitor, impressed by the ultra modern facilities used for the games, still remains breathless walking around the world’s largest public square, the Tiananmen Square. With its huge portrait of Mao Zedong, which is still dwarfed by the 9,999 rooms of the nearby Forbidden City, it is the gateway to Ming and Qing dynasty mysteries. But as much as some try to keep the old world appearence of China’s capital, the new and trandy is too tempting. No other city in the world has anything quite like the hutong, narrow lanes once “as numerous as the hairs on an ox.” Now rapidly vanishing, the best-preserved hutongs are found around a pair of man-made lakes in the city center. This area is almost the last repository of Old Beijing’s charm, dotted with tiny temples, noodle shops, and quiet courtyard houses, now mostly turned into cosy teahouses.

One of the most remarkable buliding achivements in the history is the Great Wall, winding snakelike through the mountains. A magnificent 3 hours hike of the Wall northeast of Beijing, from Jinshanling to Simatai, is among the few sections to retain the original features of the Ming dynasty Great Wall. Although some parts are presently closed and are expected to remain closed for some time, the hike through patches of wilderness and rugged farmland, with over two dozen watchtowers along the way is the best way to fully appreciate the efforts of its builders.

One of the most impressive sights of the magnificant past is the Sea of Terra-Cotta Warriors at the Tomb of the ruler Qin Shi Huang in Xi’an, nestled in the broad Wei River valley, the cradle of Chinese civilization. Qin Shi Huang went to his grave with an army in an attempt to reconstruct his empire for the afterlife, and the troops were not only handpicked but handmade. Potters, using what for their day must have been advanced ceramic techniques, created 6,000 terra cotta soldiers in battle dress. This buried battalion was rediscovered east of Xian in 1974 by commune members digging a well, and a huge building, resembling an airplane hangar, was erected to shelter part of the site, which is best visited early in the morning, before the crowds overflow the museum.

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Go Wild

NATURE AT ITS BEST 46

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Beijing, Shanghai and Hong Kong may be the showcases of Chinese rapid economic growth, but the charm of real China, in many places still very rural and traditional, lies in the nature and areas not so frequently visited. A striking contrast to glittery streets of huge metropolises is a strall through the dusty alleys, colorful residential doorways, and mud-brick walls of Kashgar. Children with henna-dyed feet and fingernails speaking a few words of Chinese and English; men with donkey carts trudge down narrow passages; and bakers arrange round large slabs of nan in coal ovens built into the ground. For at least two millenniums, Kashgar was one of the most prosperous market cities on what eventually became known as the Silk Road. Caravans of camels sometimes stretching for miles and miles made their way through its walls, carrying silk or spices, silver and gold between East and West. Now civilization has finally arrived at the desert’s rim. The province of Xinjiang, long forgotten by the Chinese empire, once again teem with caravans, this time carrying crude oil, jade, soldiers and,

increasingly, tourists. A thousand years ago, the caravans that crisscrossed Xinjiang region in northwestern China, a land of deserts and mountains at the heart of the Silk Road, steered clear of the Taklamakan Desert, but modern explorers are eager to explore the unhospitable terrain and the kindness of its people, a Turkish race of Sunni Muslims known as Uighurs.

Just as serene and mystical, but much more famous, unfortunately mostly because of political decisions, is Tibet. Even preparations to visit Tibet are more demanding than usual, because a special permit is needed to enter the province. And then there is the air. Thin air. But whoever survives the two obstacles is rewarded with an experience of a lifetime, a feast for the eyes and remedy for the soul.

The ‘Roof of the world’ as it is often called is not only the highest plateau in the world, but also a center of serene and devoted buddhism. Every year more and more people visit Tibet, especially its rapidly modernising capital Lhasa.

Despite the development the Barkhor, the older Tibetan

V letu zmaja

skrbno negovati. Zgodovinska mesta v okolici Šanghaja, peščica hutongov, starih mestnih uličic v Pekingu, in seveda neverjetne najdbe, kot na primer odlično ohranjeni glineni vojščaki, ki si jih je v grob odnesel eden od kitajskih vladarjev v bližini današnjega Šiana, so dokazi, da kitajska kulturna zavest ne izginja.

Ena največjih držav na svetu se ponaša tudi s čudovito in raznoliko naravo. Od odmaknjenih predelov, kjer je pred stoletji potekala znamenita Svilena pot, do čarobnega in mističnega Tibeta, prek zelenih riževih polj, lenobno vijoče se reke Yangtze, do igrivih pand v Čengduju, Kitajska se nam odpira, strah pri spoznavanju te izjemne dežele je povsem odveč, saj smo vendar v letu sreče, zmajevem letu.

Letošnje leto je po kitajskem horoskopu leto zmaja. Najbolj srečni znak kitajskega zodiaka in tudi simbol države z več kot 1,4 milijarde prebivalcev, je dobra popotnica uspehom, ki jih država doživlja predvsem na gospodarskem področju.

Mesto, ki je najboljši pokazatelj hitrega razvoja Kitajske, je Šanghaj. Poslovni predel, ki se nahaja na polotoku Pudong z enimi od najvišjih stavb na svetu, jasno izraža, da Kitajska postaja ena od velesil prihodnosti.

V svoji vnemi, da bi dosegli in prehiteli razviti zahodni svet, se kitajska mesta spreminjajo s svetlobno hitrostjo, na srečo pa niso pozabili na svojo izredno preteklost, ki so jo začeli

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section of Lhasa still resembles a medieval city, suffused with the smell of yak butter, juniper and incense. In the Barkhor’s narrow, winding alleyways, flanked by mudbrick homes topped with prayer flags and churning with crowds, monks bless Tibetan children by blowing on their heads and crowds of pilgrims walk in circles around holy sites, murmuring to themselves. In the center of the Barkhor the Jokhang Temple, Tibetan Buddhism’s epicenter, is a must-visit and attracts most visitors, but above the Barkhor stands the most famous building in Tibet, the Potala Palace, traditional residence of the Dalai Lama, spiritual leader of Tibet. The 13-story-high Potala’s size and detail remain impressive. The exterior walls, constructed from mud and wood, are painted such a deep, rich crimson that from a distance they appear covered with plush carpet.

Chinese efforts to show the world they deserve to be among the leading superpowers, reflect also in their effort to beat

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the impossible. After centuries of seclusion, Tibet is now connected to the rest of China with the highest railway on earth. A big part of the railway tracks have been built on permaforst grounds and almost 2000 kilometers long journey reaches the altitude of 5.000 meters.

A journey through China is a never repeating poem of Tibet’s budhist chants and snowcaped mountains, Chengdu’s incense-perfumed temples, tea houses and playful pandas, ancient capital cities of Henan, Inner Mongolia’s unspoiled people, Yangshuo’s amazing scenery of towering karst peaks and rice paddies, romantic cruises on Yangtze river, Hong Kong’s neon-lit Temple Street night market.

And the poem is continuing, its message opening the mysteries to us and giving us the chance to understand that, just like a Chinese dragon we should not be affraid of getting to know the poem, as challenges are not a reason to be affraid, they are tools to pursue our dreams.

Go Wild

Go Wild

CHINA - now the focus of the world’s automotive market

by David Carradale photography Aleš Bravničar

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Go Wild

The auto industry in China roared into life with record sales of cars of 18 million units in 2010, the last published figures available. This represents unprecedented and sustained growth from humble beginnings in the 1990’s when annual sales were around 1.2 million units. The Chinese auto market is now bigger than the US auto market, passing it in volume terms in 2009. Around 180 models are now available in China compared to no more than 40 in 2001.

China will undoubtedly play a major part in shaping the future automotive world not only through the development of its own auto makers but also in how the rest of the world’s marques manage to develop their China marketing and production and the impact this has on their fortunes. China is already the biggest market for VW who themselves plan to be the world’s biggest auto maker by 2018. It is also taking ever higher percentages of the world’s most prestigious marques sales with every top brand from Bentley to Ferrari more than ever reliant on this new market.

It’s a different story when it comes to motorcycles of course, especially those of the large engine varieties which in many Chinese cities are currently outlawed by the authorities.

Good reason then why Akrapovič should be so focused on its car after market business in China. The Company set up its auto product distribution in 2009 and has two approved distributors in the Chinese market. It has seen a quick acceptance of its products and the Akrapovič name from a standing start with no history of representation.

Already the Chinese market for Akrapovič products is on course to be the largest for the Company, and will soon pull ahead of the USA for car after market exhaust system sales, reflecting the interest in the brand and also the Chinese obsession, especially at the top and sports end of the car market, for after market personalization.

At the 2011 SIC Club Challenge held in May at the famous Shanghai Circuit, Akrapovič and one of its partners, Unique Motorsport, were main event sponsors of this extraordinary event alongside Aston Martin, Pirelli and other international brands. Watching hundreds of privately owned and driven Lamborghinis, Bentleys, Porsches, Aston Martins and every conceivable luxury car including numerous Bugattis and Zondas was an amazing experience and testament to the money and dynamism in this car mad market.

In September 2012 Akrapovič’s other importer, Hot Option, will be exhibiting at the Shanghai Tuning Show. Events such as these help establish the brand as in China many of the normal communication channels used every day such as Facebook don’t exist and media advertising is a less proven path in this market for niche brands, much better to rely on good word of mouth and some positive actual experiencing of the quality products.

Michel Neven, Akrapovič Sales Director China is an important market for our products, especially the car products.

It’s an extremely interesting and challenging place to do business in but we are very patient in our approach and we are building for the long term.

We work with local partners and try to establish the brand in the right way, targeting the high end customers with discretionary spend who like to personalize their cars with the best products that money can buy. So far sales have been very good and the reaction to the brand exceptionally strong – the customers are well informed, they do their research and know that Akrapovič equals unrivalled quality and give their cars that extra power and unmistakable sound.

Neil Morley, Akrapovič Marketing Director China is a fascinating market to visit and establish a brand in. Many normal practices and communication channels don’t exist as they might in other markets. But word of mouth is very strong, especially in the super car communities and in certain forums, for example for the younger crowd and the Golf GTI and Mini products. There is no question Akrapovič has the potential to be very successful but you have to be both vigilant with your marketing and also respond to and respect the needs of the local market. Ultimately though we know we have great products and that the discerning Chinese consumer appreciates the best so we approach the future with confidence.

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Crazy Stuff

Baladin – die italienische Handwerks-Brauerei Baladin ist die berühmteste italienische Handwerksbrauerei.

Die Geschichte der Firma ist eng verbunden mit der ihres Gründers Teo Musso. Ausgehend von einer Mini-Brauerei in Piozzo, einem ganz kleinen norditalienischen Dorf in den Hügeln von Langhe (ein Ort, der vor allem für seine Weine bekannt ist) hat Teo Erfahrung in Belgien gesammelt und sehr hart daran gearbeitet, in Italien die Kultur des handwerklich hergestellten Biers, ganz besonders des Ale, zu etablieren. Er konzentrierte sich darauf, handwerkliche Biere in Restaurants als Alternative zur Auswahl an Weinen, die mit hochqualitativem Essen serviert werden, anzubieten. Zum Dank dafür wurde er von Carlsberg mit dem „Semper Ardens-Preis für Bier-Kultur“ (die wichtigste Bier-Auszeichnung auf der Welt) ausgezeichnet. Baladin produziert mehr als zwanzig verschiedene Biere, wobei

der Fokus auf der Auswahl der Zutaten aus seinen Hopfenfeldern in Süditalien liegt. Die berühmtesten sind Super, Leön und Elixier, bei denen der Fokus auf der Arbeit mit dem Hopfenmalz liegt, sowie den hopfigsten Super Bitter, Open Rolling Stone und ….Nazionale, dem ersten Bier, das zu 100 % aus italienischen Zutaten besteht. Es werden noch viele andere Arten Bier in Piozzo hergestellt und einige von ihnen sind wirklich speziell und öffnen der Bierwelt neue Horizonte. Beispielsweise das Terre e Lune, zwei Biere, die für Teo die Verbindung mit Wein darstellen, da diese beiden Nektare ein Jahr in von den wichtigsten Winzern gemieteten Fässern aufbewahrt werden. Nicht zu vergessen, Teo hat auch das „TEKU“ erfunden, ein Glas, das extra für den Genuss handwerklichen Biers geschaffen wurde. Baladin ist jedoch mehr als das; entdecken sie es auf www.baladin.it.

Join the Club and stay cool 52

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Motorcycles and fashion have always been interlinked, right from the earliest days when pin-up boys in leather and denim demonstrated a love for speed, a desire to be different and a non-conformist attitude to dressing.

Scooters capture the imagination somewhat differently, especially the new Maxi-Scooters from BMW Motorrad.

With their clean, angular lines and cutting-edge stylish looks, they make a strong design statement that has a mass appeal across the sexes. They can also be specified with Akrapovič exhaust systems.

Captured in a recent fashion shoot by photographer Markus Hofmann, the new C 600 Sport looks too precious to keep on the street, preferring instead to remain on display in the home or office as an object of desire and a talking point among friends and associates.

Clearly though, the message is “don’t’ just look at it – ride it!” so it’s no wonder that a wide range of clothing and accessories have been designed to complement the exciting and imminent arrivals in the Urban Mobility segment – the C 600 Sport and C 650 GT from BMW Motorrad.

Among many of the items expected to appeal to ‘Scooteristi’ everywhere are the Club leather jacket and AirFlow 2 helmet featured in this fashion shoot. Leather has timeless appeal and looks just as good off the bike as on it.

Complementing the Club leather jacket is the new

AirFlow 2 helmet. With this radically new safety helmet, BMW Motorrad designers have focussed on the optimisation of ventilation and air circulation to even higher levels than before.

For photographer Markus Hofmann, this was a rare opportunity to mix and match fashionable and functional rider wear from BMW Motorrad with its exciting new C 600 Sport Maxi-Scooter.

“Having photographed the Concept C scooter several times over the past 12 months, I have to admit that I was apprehensive as to what the series production versions might look like, but I needn’t have worried, as the C 600 Sport featured here is every bit as much as a ‘headturner’ as the Concept C ever was. Choosing clothing and equipment items to accompany the ‘Sport’ was easy too, as the Club leather jacket has a retro, timeless appeal to it, helped by its understated design and quality materials, as well as suiting model Giannina perfectly. As for the AirFlow 2 helmet, it is undoubtedly cool to look at, but thanks to some clever, functional design, it will help keep its wearer cool in the heat of the traffic, ensuring they arrive at their destination in good shape.”

To find out more about the new Maxi-Scooters as well as the latest range of Rider Equipment, simply visit www.bmw-motorrad.com.

10 Reasons Why 54

SOUND

GOOD LOUD MUSIC

by Andrej Krbavčič photography Aleks Štokelj

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10 Reasons Why

SIT DOWN BEHIND THE WHEEL OF A CAPABLE SPORTS CAR AND PRESS THE STARTER BUTTON: “WROOM! GRRMBLRROORRRR …” YOU ARE GUARANTEED A SOLID DOSE OF GOOSE BUMPS, THE SOUNDS ARE THE MOST REMINISCENT OF OLD PISTON AIRCRAFT WITH ENGINES STARTED BY GUNPOWDER CARTRIDGES. YOU WILL WANT TO DO IT AGAIN AND AGAIN, BECAUSE THE SHEER FULLNESS OF THE SOUND, THE FEELING OF INSTANT AWAKENING OF A HUGE AMOUNT OF POWER AND THE VIBRATIONS COMING FROM WITHIN THE CAR’S GUTS AND YOUR BODY ARE INTOXICATING. IT FINALLY HITS YOU: WHAT ON EARTH MIGHT THOSE ON THE WRONG SIDE OF MASERATI’S DOORS THINK, MAYBE THEY ARE A BIT WEIRD AND DO NOT APPRECIATE THE AURAL ORGY, BECAUSE IT MUST BE PAINFULLY LOUD OUTSIDE IF IT’S SO PRIMAL INSIDE THE CAR. BUT IT IS NOT. OUTSIDE IT IS LIKE IN FRONT OF A NIGHT CLUB: YOU CAN HEAR IT, IT IS BOOMING AND INVITING, BUT NOT EVEN A SHADOW OF WHAT YOU CAN EXPERIENCE INSIDE - AFTER ALL, NEIGHBOURS ARE ENTITLED TO RELATIVE PEACE AND QUIET. THAT IS UNTIL YOU OPEN THE DISCO’S DOOR AND REV THE ENGINE TO THE POINT THAT A HATCH OPENS SOMEWHERE IN THE SYSTEM ALLOWING THE LION TO ROAR WITH FULL LUNGS. DO YOU AGREE THAT THE SOUND OF SOME POWERFUL SPORTS CARS IS WORTH A SUBSTANTIAL SLICE OF THEIR PRICE? THAT ENGINE SOUND MUST BE PURE MUSIC? THE QUESTION MIGHT SOUND WELL-WORN, BECAUSE MUSIC LIKE THIS HAS BEEN IN FASHION FOR OVER 100 YEARS, BUT THAT DOES NOT MAKE IT ANY LESS TRUE. WHAT IS MUSIC FOR SOME IS INTOLERABLE NOISE TO OTHERS AND THE PERFORMING ARTIST, EQUIPPED WITH SCIENCE AND RESTRICTED

BY SOCIAL NORMS MUST FIND A WAY TO COEXIST.

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Music makes us feel good, pleasant sounds can improve the mood. Music can heal and even help in curing heavy diseases such as heart problems and epilepsy. Rhythm improves motor skills. Especially beneficial are low-frequency sounds that we actually hear with the entire body, not just the ears. Sounds that energetically massage our internal organs. But as the sound changes to infrasound, as its frequency drops below 7 Hz, the sound energy can injure humans and damage objects. It was supposedly employed to bring down the walls of Jericho and is definitely used to rattle numerous windows.

Acoustics might be a relatively young science as far as these go, but humankind has been since its origins aware of and used the power of sound. We

have forever been afraid of thunder, military music with brass and percussion lifted friendly and terrified enemy troops, exploding grenades caused fear and panic among both sides.

Healers have since times long gone used rhythmic music for relaxation or for improving the healing process.

Sound can influence everybody in a certain way. Even its absence, pause in a song, relative silence in nature or complete silence in solitude can affect people in various ways.

Motorisation is a sound-intensive event which unfortunately has to be regulated. Every combustion requires channelling harmful exhausts away from living beings, while internal combustion engines additionally require the dampening of the explosive expansion of gases after every stroke

to muffle the loudness and nature of sound and prevent potential pains and injuries. Have you ever been near a 2 stroke engine with an open exhaust?

For example, immediately behind a racing DKW motorcycle from the 30s? It feels like you are being rhythmically spiked in the ear with a long needle. It is worse than a jet engine, because the former produces individual sound blasts and the latter a linear howl.

This has since forever put at odds the sound-addicted enthusiasts and their surroundings which to a large extent disliked noise. If nothing else, the noise of early cars frightened the then prevailing transport animals – horses – and accidents did happen. Society and authorities have put mufflers on vehicles in everyday usage. But these

obstruct the flow of exhaust fumes and therefore cause a significant amount of engine power loss. Ever since the first such regulations, the car industry had to meet increasingly stringent rules and sometimes exploit them in order to cater for the aural pleasure of the driver and improve the efficiency of the engines.

Akrapovič takes sound seriously and passionately, whether it comes from an exhaust, a musical instrument or a high-quality reproduction device. Approved exhausts (de facto all exhausts nowadays) do not allow for legally increasing the amount of power over the original exhaust. But it is possible to reduce the weight, achieve better product quality, higher aesthetics and, last but not least – a more likeable, expressive and recognisable sound.

Akrapovič exhaust systems, be it for a motorcycle or a car, typically have a deep full sound without distinct higher frequencies – a sound that feels good, produces good vibrations, clearly signals that something special is driving by.

It is relatively easy for motorcycles.

Engineers are basically done when they get the desired sound at a level which is in accordance with the approval regulations and procedures.

But it is a different story for cars, where sound is measured in different and changeable circumstances. The driver and the authorities must like the sound inside and outside the car, while standing still and while driving.

Engineers always first measure the original exhaust system, its volume and sound spectrum for use as starting points in making a new exhaust. The principal frequency is the one that is directly dependent on engine revs.

Original exhausts are almost always constructed with chambers in the muffler to cancel out most frequencies.

Akrapovič’s exhausts are meanwhile largely absorptive, with the absorption material placed around the support mesh to reduce the volume. Such exhausts are lighter than the ones using chambers and do not hinder the lower frequencies while very effectively silencing the higher ones.

To achieve legal loudness for motorcycles it is then only necessary to narrow the bit at the end of the muffler. But that is often not enough for cars, where the highly undesirable monotonous booming, rattling or buzzing often occur.

Engineers have constructed a measurement device with a white noise generator at one and measurement tools at the other end. Just attach a collector, muffler or a resonator in between and measure the frequencies each element muffles or lets through. This makes adjustments to the exhaust substantially easier, but does not mean the job is done. Numerous practical tests are required with several measurement devices placed inside a car to record the level of noise during various speeds. Sometimes the disrupting monotonous buzzing can be eliminated simply by changing a single exhaust system support, sometimes difficult acoustic improvements are necessary, often compounded by the available space under the car. It is worth noting that the driver of an estate will often not hear the buzzing or booming, but the rear seat passengers definitely will, as it is amplified by the roomy back.

Adjustments and various combinations are also necessary for fine tuning to the desired frequencies. The human ear still remains the most sensitive apparatus here – as is the case for violins or gramophones. We are after all talking about sound aesthetics, a very slippery category which already belongs to the field of art. The tone colour can also be modified by using various tailpipes, because unwanted higher frequencies can easily appear as the fumes hit the sharp edges or obstacles within the exhaust. It is said that it is easier to alter the sound of a naturally aspirated engine. This is because turbines take some of the energy from the exhaust systems, constantly modifying the variables within the exhaust. Such engines are generally quieter than their naturally aspirated counterparts. The Akrapovič team prefers to design exhausts for the latter, because it is easier to increase the available power, especially for V8s. This does not mean that they team cannot improve the functioning of turbo engines, best done by a series of complex procedures before the turbine.

Exhausts for cars are mainly made for the aftermarket buyers, which means that Akrapovič lacks all factory data and is forced to experiment. Cooperating with the vehicle manufacturer on the other side gives Akrapovič all the necessary data, changing the approach to building the exhaust and pointing the development in the right direction.

Sometimes it also happens that Akrapovič makes a quieter exhaust system. An example of this is a smaller sports car that is bought on some markets mainly by women, who found the first exhaust version too aggressive. Oh yeah, women want Akrapovič as well, but a quieter one.

Exhaust systems, even the factory ones, often include valves that direct the fumes to the muffler or around it.

Such a vehicle is approved because electronics recognise the testing circumstances and force the valve to direct the fumes through the muffler.

But in normal circumstances the music booms with unrestricted and illegal volume. Remote control can also be added, allowing the driver to regulate the volume. Similar valves are often used in motorcycles, but these will be prohibited in the near future.

With the constantly lower allowed volume levels and retarding catalytic converters it has become very difficult to reach the characteristically proud, deep and clear sound. Akrapovič of course listens to its clients and can adjust the exhaust to produce a rasping sound, such as can be found on Porsches. Akrapovič exhausts for Porsches include chambers, which do not muffle higher frequencies, merely lower the noise. And the third option are non-approved systems if condoned where allowed, and safety cars at race tracks which have to be as loud as possible. I bet the engineers love that.

No limits, yeah!

Sometimes you have to turn the volume to uncivilised heights, allow the symphonic orchestra to overpower the rock band, let the trumpet cut into your ear and the organ make you burp.

The festival of classical racing cars in Goodwood must be taken as a ballet performance, where dancing is equal to music. And this is the pleasure that can also be provided by an Akrapovič exhaust if allowed to do so.

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10 Reasons Why

10 Reasons Why Dobra, glasna glasba Pri Akrapoviču jemljejo zvok nadvse resno in tudi strastno, naj pride iz izpuha, iz glasbila ali iz vrhunske reprodukcijske naprave. Pri homologiranih izpuhih, in to so danes skoraj vsi, legalno ni več mogoče doseči večje moči, kot jo dovoli originalni izpušni sistem.

Mogoče pa je doseči manjšo maso, boljšo kakovost izdelka in materialov, boljšo estetiko in nikakor ne nazadnje: všečnejši, izrazitejši in prepoznaven zvok.

Za Akrapovičeve izpušne sisteme, naj bo za motorno kolo ali za avtomobil, je tipičen globok, poln zvok brez izrazitih višjih frekvenc, zvok, ki dene dobro, dobre vibracije, ki obenem opozarjajo, da se pelje nekaj posebnega.

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L I G H T

T R A C E R

BRANKO CVETKOVI», PHOTOGRAPHER

by Boris Gorupič photography Branko Cvetkovič

The photography of Branko CvetkoviË has an immediately recognizable and original character. This is why he is considered one of the most interesting contemporary Slovenian photographers. It is worth nothing that he did not take up photography until he was 35, when he worked in the Seychelles as an economist. He actually holds a BA in Economics but has already in his student years developed a fondness for the arts.

When deciding on his studies, he was at first also deliberating about the academy of arts, but opted for economics in the end. Photography came into focus later.

Let us start with an everyday question. Can you describe your photographic beginnings?

The interesting thing is that I did not take up photography until I was 35 and worked for the Seychelles government as an economist. I have a BA in Economics but have already in my student years had an inkling for the arts. When I was deciding on my studies, I had my eye on the academy of arts at the beginning but opted for economics in the end. I was immensely interested in political economy and distribution. I also want to tell you that I have recently come across an interview with Hiroshi Sugimoto, whom I see as one of the most consistent photographers today, who revealed he studied German philosophy and Marxist economics in Japan. Some other renowned artists, such as the great Italian movie director Michelangelo Antonioni and the exceptional Brazilian documentary photographer Sebastião Salgado, are economists. I think that political economy is one of the fundamental branches of philosophy as itvv teaches structural thinking and consistency in system management. But to return to your question, I started with photography very late, and was spurred by the Seychelles and their special light. My relationship with this art form was basically intuitive, especially for the things that interested me the most. Even as a formally untrained photographer, a self-taught man if you will, which is true for most of the world’s greatest photographers, I began creating larger conceptual series, such as taking photos of light above the Silhouette island in the Seychelles. I also systematically documented the country’s colonial architecture, snapped portraits of people doing various tasks, captured numerous plants on film and so on. So I began with a truckload of passion and intuition, I was very intensive and extensive and defined at the very beginning my potential areas of interest, the numerous motives that did and still interest me today. When I look back now, I see that while the concepts for my

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first few series were well founded, I was mainly mapping reality back then. But my path was basically set. And it was this very reality that I soon began to alter and upgrade. I have to stress the Seychelles again as a place that I returned to often and carried out other projects and as a place where I learnt about the basic tools of the trade, especially the characteristics of light as well as pondered on my spiritual artistic spaces.

How would you define your style?

I have to stress that my conceptual approach mainly utilised the concepts of the famous Düsseldorf school of photography. But I reached past their concepts by employing an even more systematic approach in researching issues and defining the typical and specific light both inside and outside of an object. On the other hand, I have employed a more relaxed and philosophical approach in some of my more recent projects.

What I mean is that I respond to specific issues, such as light and space, with my own idea or concept. This serves as a sort of initiation where I construct the required artistic components and at the same time give myself greater freedom, an open space which allows me to keep creating on the fly, surely the biggest single pleasure in an artistic process. Regarding illustration, I have done several projects for the Akrapovič company, which gave me very precise goals. But Akrapovič also allowed me to jump into creative mode during certain shots. I was therefore given the opportunity to, apart from snapping the required items, develop, process, add to or upgrade the images which turned out to be a lot more artistic than usual for such projects. This is how I made the Bauhaus and the Chinese Universe series, which dealt with light inside pipes and were at a first glance miles away from what the client ordered. Well, Akrapovič showed great understanding and

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Original

Original

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o1 Self portrait with the three

frames and Leica, Circulo des

Bellas Artes, Madrid, 2010, series Heaven’s light

02 Series Backstage, 2004

Title: Celling of the stage pit 03 Series Heaven’s Light, 2010 Segovia Cathedral

04 Series Heaven’s Light, 2010 Tolede Cathedral

05 Series Heaven’s Light, 2010

Iglesis de San Marcos, Salamanca

used them as upgrades for the initial order. A similar thing happened with an extensive Backstage project, created for the Cankarjev dom cultural and congress centre. I took a lot of photos of the facility’s interior, where I utilised some of its architectural elements in a very abstract manner, coming close to abstraction ideas developed by painters Jackson Pollock and Kazimir Malevich. So upgrading the client’s initial idea was present here as well – as was upgrading my own concepts.

Architecture photography has specifics of its own. How do you see them?

As mentioned before, I took up photography quite late. And I would also like to emphasize my strong artistic leanings, as I could not have achieved anything without them. Naturally, I also studied the works and techniques of those who tickled my fancy. But to grow artistically, one also needs to go to numerous exhibitions and read a lot of books. Speaking about architectural photography, the Düsseldorf concept (symmetry of compositions, diffuse light) played a huge role for me. I used their concepts already in my 1996 series on the renovated Ljubljana market, despite the then prevailing postmodernism in photography. Some of the

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photos from the series look similar to the motifs selected by Andreas Gursky (Düsseldorf school representative), but were taken before he made his similar shots. I was also attracted by Bauhaus and their artistic heritage, and even more strongly by Russian constructivism and deconstructivism together with suprematism. I have to emphasize that my artistic development currently no longer sees the object as the essence of photography. I have instead moved on to abstraction, more specifically abstract expressionism. The latter is creatively developed in my latest and greatest project titled NON-SPACE/ZeroSPACE, where I deconstruct space and light into abstract mental forms.

But I digress. Architecture photography requires a very exact and systematic approach. It is a type of photography that creates its own conceptual approach.

I once told Ms. Akrapovič that it is similar to mathematics – the surfaces must correspond, the systems must match. Architecture photography paints spaces, but in reality you are using your viewfinder to compose and align the surfaces. Such photography is thus mainly an artistic and not an architectural syntagm. And to architects who consider themselves good photographers just because they are good architects, I would like to say that while it is important what you are shooting, it

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Series NON-SPACE I Zero SPACE

Title: Screen 9610 Purple Crimson, 2010

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Original

is even more important to know how to do it. It is the exactitude of architectural photography that makes it a wonderful tool for jumping into the abstract. However, elementary photographers in architectural photography will only be able to create architectural photography.

One of the main components of photography is understanding how light interacts with the object. But light in your photos seems to hold an even bigger importance than it does for the majority of other photographers.

After completing the Power Plants series, a critic wrote that my photographic descriptions of architecture look like those from the Düsseldorf school of photography, but that I have added an additional element – light. I see myself as having been continuously revolving around light and am most fascinated by the still undetermined issue of human perception of it. In a way photography deals with light in a different manner than other artistic media. While it is technically highly determined, it allows for deconstructing the light, its individual segments.

Manipulating objects through the use of light (photography’s most expressive

phy and represent its technical abilities are now mainly created with computer image manipulation. And image manipulators or such photographers might not have the complete knowledge of artistic systems. Such people create tonnes of visual kitsch that is becoming the new paradigm of the bloated neoliberal capitalist marketing, where everything is sold and bought without restraints. The presence of a camera, which allows a snapshot of every second of our lives results in a mass of photos that bring out human creativity in the most banal way. Of course nothing is ever completely bleak, but I am also very critical to the so called curator art. In my opinion this reduced the creators and artists, especially the younger ones, to the level of a herd following the curator, and made them forget their own artistic power, ideas, social critique and reflexion. Curators are again reappearing simply as a function, or an extension of the client, representing the neo-liberal paradigm.

Who is the artist and who is the creator here? Who is the seller?

Could you elucidate these statements a bit more?

If I look at what I have just said from the viewpoint of a political economist, I see it as the systemic derivative of neoliberal capitalism’s creation of a new product.

Series Chinese Universe, White Tube, 2001

Series Chinese Universe, Red Tube, 2001

quality) can result in a very deep philosophical understanding of this medium.

For example, my City Museum project includes a series entitled Deconstructing light – sequential constructions of space surfaces: the space of spaces, where I deconstructed spaces through light and created new ones. I have already mentioned my then main project NON-SPACE/ZeroSPACE, where I used light to bring forth new mental spaces. My newest series is marked by perceiving light in the paintings by William Turner ‘Shade and Darkness/Evening of the Deluge’ and ‘Light and Colour/Morning After the Deluge’. If I analyse my own work, I would say that my treatment of light and reality arches from constructing an image to deconstructing it and creating a new one.

Curators create a new product, award it the status of “a piece of art” and thus grant it the function of a commodity, while on the other hand they manipulate the supply to create the demand. What we have here is a dichotomy between a product and a work of art. The artist is reduced to the level of a producer, is no longer an autonomous creator with his or her own reflections and will. As I already said, a sort of dichotomy appears between a producer and artist. Many artists can break out of that through deprivation and maintaining their own position. Just look at all the great artists and creators in history. But many others remain just empty shells.

But to answer your question about contemporary photography, I believe that technological limitations and intellectual paradigms that are still in force in photography cause this art form to turn towards the abstract more slowly than other forms, such as painting. The current highest level of photography still applauds technically flawless mapping of an object or a perceived reality. Here is where the post-Düsseldorf school (apart from some exceptions) and numerous renowned photographers are trapped nowadays. Many photographers of various ages see photography as a fashionable mapping of reality. While they do use means or ways to deconstruct or loosen the reality of the image, their efforts result in a type of dream paradigm, such as minimalism, disappearance, erasing, defocusing of object, monochromatic mode. They are doing this consciously and subconsciously and have slowly, though maybe unintentionally, began to delete reality as the basic syntagm in photography. This is becoming the new model, new substitution for reality.

Even though you are mainly a photographer and not a theoretician, I would still like to know how you perceive contemporary photography in its relation to tradition and time in which it is created.

That is a very difficult and complex question, but I will try to at least hint at some of the issues and share my own impressions. Photography has truly become one of the most important mediums in the artistic world. However, like all other artistic genres it remains caught inside its own technical discourse, which indirectly defines its expressiveness, strengths and inabilities. I see these inabilities as pervading all arts, not just photography. On the one hand we are dealing with a technical discourse, which appeared with the advent of digital imaging. We could very well ask ourselves whether this is photography at all, because what were once mighty artistic impressions that justly stand as the foundations of photogra-

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Column / High Gear

Column / High Gear

MÉTISSE COMEBACK 2012

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by Alan Cathcart illustration NatanEsku

Looking in the rearview mirror at all our British biking yesterdays has become increasingly commonplace these days, as retro becomes ever more chic - think Triumph Bonneville or Scrambler, any Royal Enfield Bullet, and especially the Norton Commando 961. Now, after celebrating its 50th birthday in 2011, the historic Métisse marque founded by the Rickman brothers Derek and Don, which was at one time Britain’s largest motorcycle manufacturer, has also joined the comeback trail, with the debut of two new models, the Mark 5 Street Scrambler and CR50 Café Racer. Powered by an all-new 997cc Métisse parallel-twin twincam eight-valve engine, these are now on sale alongside the company’s existing Steve McQueen Replica classic-era dirtbike employing a 650cc Triumph parallel-twin motor, of which more than 90 examples have so far been delivered worldwide. Log on to www.metisse-motorcycles.com

to learn more.

The creation of this good-looking, very compact new motor represents a significant achievement for a company which never before made its own engine, even if in the 1980s the Rickman brothers were actually in the process of developing a parallel-twin eight-valve Métisse engine in conjunction with Weslake, till the UK engine specialist foundered financially. Now, 25 years on, company owner Gerry Lisi, 62, has done the job properly, and intends to sell the new Métisse 8V models for a target price

of £18,000. “We plan to make five bikes a week, all hand-built, so 250 a year,” says Lisi, “These modern classics appeal to our traditional Métisse customer who’s looking for something more up-to-date than the McQueen Triumph replica – but not TOO modern. We want to stay true to our roots.”

The 4,000 ft² Métisse factory in rural Oxfordshire, in its unlikely location as part of the elegant, upmarket Carswell Country Club complete with 18-hole golf course set in verdant English countryside that’s Métisse owner Lisi’s main business, is where production of the new bikes will take place alongside the classic range of offroad chassis which until now has been the Métisse stock in trade, spearheaded by those replicas of movie star Steve McQueen’s favourite bike, his Triumph Métisse desert racer, which the company is constructing with the approval of the actor’s family – and the Rickman brothers.

“We’re really proud of what Gerry’s achieving in terms of keeping the Métisse name alive,” says Don Rickman. “He has our complete support for what he’s doing.”

Each a leading British motocross star in the 1960s, the Rickmans were accomplished engineers as well as riders, who decided to build their own frames to resolve the shortcomings of the offroad bikes available from BSA, Matchless, Triumph, Norton etc.

These models powered by other companies’ engines resulted in a potent cocktail which the brothers endowed with the perfect name - Métisse, the polite French word for a mongrel! They soon gained a worldwide reputation for excellence, the 2,000 Métisse Mark 3 offroad frames built during the 1960s winning countless races and championship titles.

Branching out into road racing and café racer designs, the Rickmans built their first tarmac frame in 1966 - the first of exactly 999 made in total for twins and singles. A certain Giacomo Agostini even bought a 650cc Triumph Bonneville-engined Métisse café racer, to ride on the street back home in Italy. Then the brothers adapted their chassis design to suit four-cylinder Japanese roadbike engines.

“The Japanese produced very good engines, but we

had the advantage that the frames they produced were so poor!” Derek Rickman, 75, explains. “Our bikes handled very well compared to the production models.” The Rickman brothers’ Métisse motorcycles not only represented a key stage in the development of the modern offroad bike, they also laid the basis for today’s Superbikes, as the first to make series-production motorcycles powered by four-cylinder Japanese engines, which handled well in delivering their impressive horsepower to the tarmac. It’s fair to say their bikes changed the face of modern motorcycling – Rickman Métisse was also the first manufacturer to fit disc brakes to both wheels - even if it’s too little appreciated today by exactly how much.

Around 12,000 Rickman Métisse bikes were made for customer sale between 1960 and 1980, and in 1974, the Rickmans were awarded the Queen’s Award to Industry for their export business, in the same year that NVT collapsed – leaving Rickman Métisse as Britain’s largest motorcycle manufacturer. “That was quite amazing for a pair of brothers who just started tinkering around on our dirtbikes back in the 1950s,” says Derek. Finally, in 1985 the brothers retired to the golf course, and Gerry Lisi founded Métisse Motorcycles, first to make replicas of classic-era Métisse dirtbikes, then to develop those two modern bikes powered by the firm’s own engine.

The Rickman Métisse story presents a vivid counterpoint to the demise of the traditional, much larger British manufacturers like BSA, Triumph and Norton. “The British factories were completely uninterested in what we were doing, and would never supply us with anything,” says Derek Rickman. “So we decided to make our own motorcycles, originally just for the offroad market, then later on streetbikes. And then within 20 years, of course, they had all gone, and we were the only ones left in the country. What do you make of that?!”

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