World Surf Spot 2 : Baja (Mexico)

Baja Norte

When Surfing Baja you can leave your problems at the border. Just imagine Surfing in Baja you and your friends Surfing almost perfect waves with No Crowds! Surfing Baja California has everything you could want relaxed environment, cool people, cheap tasty tacos and cold Cervezas, just make sure you get MEXICAN INSURANCE. In "Baja Norte" or to us gringos Northern Baja the Baja surfing is amazing. Northern Baja California has some of the best Baja Surfing, particularly on a south or southwest swell. When Surfing In Baja the conditions are somewhat similar to Southern California. When Surfing in Baja during the months of October to April the water temperature ranges between 50 and 60 degrees, so it is always best to wear a full suit and booties when Surfing Baja California. Swells during the winter period typically come from the West to Northwest and are fairly consistent. During the winter months with the exception of Hawaii, the waves at Islas Todos Santos off the coast of Ensenada are said to be the biggest waves in the Pacific. Summer months offer the best of Baja Surfing with spring suit to trunk conditions with temperatures ranging from high 60's to mid 70's. Swells during this time period typically range from south to southwest. Bajasurfbreaks.com has put together a comprehensive guide to Surfing in Baja California.

Baja Sur

In “Baja Sur” or to us gringos Southern Baja the surfing is amazing. Southern Baja California has some of the best Baja Surf, particularly on a South or Southwest swell. When Surfing In Baja the conditions are somewhat similar to Southern California. When Surfing In Baja during the months of October to April the water temperature is warmer than it is in Northern Baja, but you still might want to wear a full suit. Swells during the winter period typically come from the West to Northwest and are fairly consistent. Summer months offer the best of Surfing in Baja with trunk conditions. Swells during this time period typically range from South to Southwest.


A Norton International History

# Engine - 490cc, single ovh-cam single-cylinder four-stroke
# Bore x Stroke - 79 x 100mm
# Power - 29bhp
# Top Speed - 93 mph
# Carburettor - 1 5/32 in Amal TT
# Wheelbase - 54.75in
# Launched - 1931-1939

The Norton Inter story started as far back as 1927, when Walter Moore (formerly the Douglas chief designer) created the first Norton overhead camshaft engine with bore and stroke dimensions of 79x100 mm, giving 490 cc capacity. Straight from the drawing board it provided Alec Bennett with a TT victory in 1927. Known as the CS 1 (Camshaft Senior one) it was listed as a production machine for the 1928 season. The smaller 348 cc version ( 71x85 mm) was known as the CJ (Camshaft Junior). By 1930 Moore had left to work for NSU in Germany and for the TT that year Arthur Carroll , his successor at Bracebridge Street, redesigned the camshaft engine. With this design Norton started its incredible run of success in road racing. For the 1932 season a sort of road going race replica was listed as the International and was equipped with TT Amal carburettor, racing magneto and close ratio four speed gearbox. Later in the thirties the Inter got hairpin valve springs and after the war Roadholder telescopics and plunger rear suspension were added.
Thanks to the Motorbike search engine

The Internationals, the larger Model 30 and the smaller Model 40 are a story in themselves. From the early machines were developed some road bikes and more famously the racers, culminating later in the Manx.

Thanks to : George Cohen

The second generation Norton OHC engine was designed by Arthur Carroll in 1929/30 and made its first appearance at the end of the latter year in the existing Models CS1 and CJ. Quickly adopted for competition use, the new engine soon proved its potential when Bill Lacey improved the world hour record to 110.80 m.p.h. at Montlhéry in France.

The International itself was listed for 1932 in both 490cc and 350cc engine sizes. The specification was a mixture of racing and road features, with racing cams and options on the gearbox internals along with quickly detachable wheels and optional lights for use on the road. Engine tune was usually one step behind the works racers and cycle parts were regularly updated. A Norton manufactured clutch was used from 1934 onwards, and the Norton/Burman gearbox from the following year. As the Manx took over from the Inter for racing purposes, the engine of the latter sadly received virtually no development beyond 1936. Nothing was done to improve its poor reputation for oil leaks either; owners had to seek their own remedy. The 29 b.h.p. output would move it along at just about 100 m.p.h. under favourable conditions. The plunger rear end frame was an optional extra for 1938, having been previously used only on the works racers from 1936. The handling qualities of the plunger and girder Norton were reckoned to be good for the type. The 1938 works bikes went over from the long stroke engine to a short stroke one with a bigger bore; typically, the works bikes design was kept a couple of years ahead of the production models.

Post-war production of the International started again in 1947, but fitted with an iron head and barrel as on the pre-war CS1 and CJ machines.

Although the frame was the regular 'garden gate', with plunger rear springing, the front end was adorned with Roadholder telescopic forks instead of girders. The late '40s was perhaps the last great era of clubmans' racing and many Inters were stripped of silencers and lights for racing use.

Some notable successes were recorded, but the BSA Gold Stars had a distinct performance advantage so it all had to be hard won.

Close ratios were used in the gearbox from 1947, but that was the last significant change before the all alloy engine was restored in 1953, along with the adoption of the Featherbed frame, an 8" front brake and the laid down gearbox. Frames used for singles can be identified easily because the right hand side top tube of the frame was flattened to clear the large nut on the end of the cam box. Quantity production ceased in 1955 and the International was no longer featured in the Norton catalogue, but small numbers were built to special order for two or three years after.

Many thanks to the norton owners club


Birth of a "Master" Builder (part 3)


...To realize my new project, I spoke about it to Guy Coulon who encouraged me immediately. He already had an idea and proposed me a modern engine
Apart of crankcases of which I could use to avoid the foundry expenses . Then I began to built a 3 cylinder and to make a complete motorcycle, in mind of the Agostini MV3 that had brought him so often to the supreme title.
A magnificent music and a unique look (although...).
I placed from this day a MV3 poster in my workshop, to glance an eye on it from time to time.

I took this engine, and then with a grinder, I cut all which I did not need. Guy Coulon had a drawing software and supplies me the crankshaft plans to make its manufacture.

By waiting for its realization, I began building the frame then the seat, tank and front fairing, without plans and everything only with the "feeling".

In the spirit but without making a replica, by looking well, everything is different from the MV3.
I had then to make a timing case, by gears set which goes back up of the crankshaft towards camshafts. I bought a milling machine, set to work and machined for the first time a timing case successfully !

The fork, brakes and wheels are Ceriani found in swap meets.
The ignition is made by one of my knowledge, the same that on my Honda.
Pistons have been specially made in the U.S.
I realized the drawing and the sketches of camshafts, very stressful moment because the precision due to the fast steel is extreme and without right to any mistakes.
The timing sprockets set was made by a friend.

I made the wiring harness and the exhausts system , the paint job (outside) to take advantage of the sun and the dusts!

with the new cranckshaft, I was able to finish the engine , which is thrown on the dyno to make a pre-grinding. First starting up: big emotion!, then first tuning and finally very positive power tests.
The dry clutch is now effective, the motorcycle works well.

It's time for me to start another project. It will be a "long breath" project, because the engine will be completely built by my own care. Today the rebuilding doesn't interest me anymore ,
I prefer building.

many thanks to all those who closely or by far participated in my adventures. Today my pleasure is to pilot these two motorcycles and also to meet a multitude of people who come towards me to know:
How and why?

action and sound for the"JlSP503"

Want to see more? here is the GALLERY

A "Masterpiece" isn't it? thanks a lot to Jean-Luc and we are all waiting for the next bike

Extreme Surf ... its Wild

By Benjamin Marcus
Offering a history of extreme surf's evolution, this book takes readers to the most remote, most popular, and most dangerous surfing spots. It features images of the longest, fastest, coldest and warmest waves.

Ranking of the World's biggest Wave :

1) Jaws, Maui, Hawaii
2) Todos Santos, Mexico
3) Mavericks, California
4) Cortes Bank, Mexico/California
5) Puerto Escondido, Mexico
6) Dungeons, South Africa
7) Waimea Bay, Oahu, Hawaii
8) Punta Lobos, Chile
9) Ghost Trees, California
10) Belharra, Euzkadi/France
11) Teahupoo, Tahiti
12) Outer Bommie, Western Australia
13) Playa Gris, Spain
14) El Buey, Chile

Extreme Surf illustrates the most extreme surfing behaviour. It explores the candidates for the world's gnarliest wave and the fastest. It journeys up the Amazone to reveal the fearsome pororoca and travels to England for a surf ride that can last over an hour and where the major hazards are dead sheep, trees and old refrigerators...


Norton back in England

Norton motorbikes back in UK hands

A famous motorcycle brand is back in British hands after nearly 15 years of US ownership.
UK-based businessman Stuart Garner said he bought back all trademarks and development work relating to Norton bikes in a multimillion-pound deal.
The owner of Norton Racing Ltd said the company was already developing a new rotary-engined race bike and it planned to launch a new road bike next year.

"This has been a challenging and exciting period for us," he said. "We are proud to have brought the brands back home and we now intend to focus on re-establishing Norton as a premier motorcycling brand across the world."
The brands were bought in the early 1990s by Norton Motorcycles Inc in the United States.
Mr Garner said his company was planning to build a 15,000 sq ft factory and office complex at the Donington Park motor sports venue, in Leicestershire.

A DERBYSHIRE businessman who is resurrecting the Norton motorcycle brand says that his new factory at Donington Park could eventually create up to 100 jobs.
Yesterday Stuart Garner, who lives near Repton, announced he was bringing Norton production back to Britain after buying all the trademarks and development work from American-based Norton Motorcycles Inc in a multi-million-pound deal.
On October 30, his company, Norton Racing Ltd, will start producing bikes in an existing building at the Castle Donington circuit.
And the company already has planning permission to build a second unit.
Mr Garner said that if sales went well, within 18 months the firm could employ between 50 and 100 people.

He said: "This is a really exciting project. Norton is one of the most famous names in the industry and I'm thrilled that we've been able to bring it back to Britain.
"Norton remains a very strong brand and our aim is to put it back on the map again as a British product that stands for quality."
Mr Garner said Donington Park was his first choice for locating the new factory.
"Donington Park is the natural home for this company," he said.
"Not only is it next to the circuit, which will be ideal for testing, but it also provides a great shop window for us as the track already hosts the Moto GP and will be the home of the British Grand Prix."
Mr Garner already runs a number of companies, including pyrotechnics firm, Fireworks International.
He became involved in motorbikes when he became a partner in Spondon Engineering, a bike engineering specialist in Nottingham Road.
Mr Garner joined forces with long-time friend Stuart Tiller, who was already joint owner of the engineering firm.
He became interested in buying Norton after seeing Mr Tiller develop his own prototype Norton bike.
Mr Tiller, a director of Norton Racing Ltd, who will be responsible for producing the bikes, said: "Stuart saw potential in the bike and started looking into the possibility of bringing Norton back to the UK. Amazingly, he went to America and came back with all the rights.
"I'm incredibly proud that we have brought it back. Norton holds a special place in the heart of anyone who likes motorbikes."
Mr Garner said that during its first year, production numbers would be in hundreds rather than thousands.
As well as producing racing bikes, the company will also make a new road bike – the Norton Commando 961.
Before being sold to Norton Motorcycles Inc in 1993, Norton was based in Shenstone, Staffordshire.
Former racing ace Ron Haslam, who rode Nortons in the early 1990s, welcomed the news that the bikes would again be built in Britain.
The Smalley ex-racer, whose race school is based at Donington Park, said: "It's marvellous that they've come back.
"Racing fans love to see British riders on British bikes. I remember racing in a Grand Prix at Donington on a Norton.
"The bike wasn't competitive but every time I came round, the crowd roared more than usual because I was on a British bike."
The fact that Nortons will be made in Britain again has also been welcomed by enthusiasts.

Bryan Harwood, chairman of the Nottinghamshire branch of the Norton Owners' Club, who has been riding Nortons for more than 30 years, said: "It's great news for us and for Britain."


Mr GrandPaul... A Bike rebuilder

Born Again Bikes was born out of Paul's hobby of riding and working on
motorcycles since 1970. What started as a need to fix broken shifters,
levers and lights from dirt bike crashes, progressed to replacing pistons
and rings on simple 2-strokes, then to overhauling and performance
modifications on 4-stroke multis.

After refurbishing several Japanese bikes, Paul began to get involved
with Triumph Bonnevilles and other British bikes, and finally doing
complete nut-and-bolt restorations.

In September 2005, Mr. Zuniga made the decision to turn his hobby
and lifelong passion into a professional business catering to others with
the same love for vintage motorcycles.

The list of his accomplishments includes numerous overhauls & "make
runs", fifteen total refurbishing projects, and eleven complete
restorations. Currently, two restorations and six refurb /overhauls are in
progress in the Born Again Bikes workshop. (November 2007)

Paul Zuniga learned basic mechanics
working on lawnmowers as a summer job,
then progressed to dirt bikes and street
bikes as he started building a collection.
As a senior in High School, he completed
an advanced Agricultural Mechanics course
which included engine repair and welding.
Paul then went on to train in Aviation
Ground Support Equipment in the U.S.
Navy, which included training in electricity
and electronics, corrosion control,
hydraulics, and refrigeration, besides
advanced mechanics and welding
techniques. Paul has been heavily involved
in Mechanical and Electrical CAD design
and construction for the last 15 years.


Ted Simon "Jupiter's Travels"

When I was seventeen, my mother, who hated that I ride motorcycles, advised me the reading of entitled Ted Simon's book " the Jupiter's travels ". Ted Simon's story redrew is four years journey around the world, leaving is country of origin, UK, in 1972 and crossing the five continents on a T120 Triumph Bonneville. It was for me a real revelation, and an initiation into travel. A must be read!
unfortunaltly hard to find in french...
to read more about Ted Simon, follow the links:


World Surf Spot 1 : Hawaii

For all of u guys who are surfers, big or small wave riders we are going to make a best spots world trip ...
Of course i'm waiting ' your comments, secret spots ..., etc
As i have to start somewhere out of my beloved Basque country, lets go to Hawaii

Surf enthusiast out there are always looking to catch the perfect wave. During one’s surf career, he or she might experience any combination of a variety of waves and rides while surfing, but some of the best surfing by far takes place in the island state of Hawaii.
The home of surfing. Pipeline, Sunset Beach, Waimea, Jaws. Big big waves. World class surf.


The above pretty much sums up Hawaii. You have not made it as a world class surfer if you have not made it on the North Shore. Look in any international surfing magazine and it will not take you too long to find a picture of a Hawaiian wave. It is a place truly blessed with top quality waves and swell.


Each of the Hawaiian islands gets its share of the huge swells generated from October to March, but undoubtedly the North Shore is the place that receives the most attention. The location of its breaks makes surfing a fantastic spectator sport. Pipeline seems to breaks right off the beach, its almost like you are in the line up.


Hawaii receives numerous swells from October to March, generated from deep lows tracking across the North Pacific. The swells can be anywhere in the region of 10-30ft - now that is big surf. That said, the North Shore is often flat, but when it is going off there are large crowds, huge crowd pressure and localism. Respect has to be earned. A surf trip to Hawaii will be better spent away from the North Shore as there are no shortage of spots and less crowding elsewhere. The other side of the islands see frequent 3-8ft waves so you will not be missing out too badly.

It is a fantastic place for a surf vacation or regular holiday, and although not the place for the novice surfer it is still a great place to visit just for the spectacle of surfing.
A big thanks to : globalsurfers


birth of a "master" builder (part 2)

This week we discover how Jean-Luc began to build is very first bike.
no plans ! only the "feeling"

...My job did not leave me the time to live completely my passion. During the evenings or on Sundays, I was however able to restore motorcycles for my own account.
When I stopped my activity, I was then able to give free court to my passion, my wife and my children always let me make that I loved by top everything: the motorcycle and I thank them for it...
I had some years previously met Guy Coulon, a reference in the race and Grand-Prix world. He had just finished the construction of a 20000tr/mn six cylinders engine , that's what decided on me to realize a new project.

He proposed me a 18000 tr/mn, HONDA 250 CBR R engine returned from Japan

Having seen Grand-Prix motorcycles pics of the 60/70's in a Japanese book, I did not hesitate one second !

The motorcycle which I wished to build looked like a HONDA 1962 RC 162 . Having no plan, I made a scale from a 18" wheel on a photography, what has allowed to measure the lengthes of tubes and angles to make the frame.

Then, I made my first one frame, tank, seat and the alloy front fairing . I always go at the end of what I begin, even if sometimes it is necessary to take time to achieve...

Now, I drive this machine since 4 years on tracks and set apart tunings and oil changes, I didn't dismantle nothing since its assembly, I simply changed the Fontana front brake by a Honda replica 4 LS brake .
This motorcycle being finished, I measured a little better my capacities and then wanted to begin the construction of an engine and I had an idea...

Next week the story of a marvel : the "JLSP 503"

watch the sound!!!!!!



A Dominator History

Hi guys after the Manx here is a brief history of another queen of the road :
The Dominator,... the Dommi
Designer : Bert Hopwood

Norton had responded to the success of the Triumph Speed Twin model in 1949 with the release of the Bert Hopwood designed Model 7 twin displacing 500cc. The new model was followed in 1952 by a new twin combining the Model 7's twin cylinder engine and the "featherbed" frame, the marriage offering sporting road riders the performance of the "cammy" models in the range with the ease of use afforded by the twin cylinder engine. Early examples, equipped with a deeply valanced, sprung mudguard, were initially only available for export, however, by 1953 it became available to domestic purchasers. The same year saw the replacement of the unsightly front mudguard with a neater unsprung item.

The Dominator model 7 is a rare model as it was introduced prior the Fetherbead framed Dominator and therefore over shadowed slightly. They also continued this model through to 1955 used as a side car machines as they could not be fitted to the latter fetherbed model.

The Dominator 77 is one of those motorcycles that seems to have been almost forgotten, probably because it is a comparatively rare bike, and also because they are easily confused with the 500cc model 7.

It is more or less a swinging arm, single downtube ES2 chassis with a 600cc Dominator 99 engine, and it was in production at the same time as the Dommi 99, with its acclaimed Featherbed frame.

The Manx was of course busy making the Featherbed frame into a household name on circuits around Europe at the time, so it is not difficult to see why the Model 77 seems to have been forgotten!

Norton had introduced their first parallel twin during 1949 with the introduction of the Model 7 Dominator 500cc. This was joined in 1952 by a "featherbed" framed version typed the Model 88 which utilised the same 500cc twin. Demands for increased performance saw the introduction of 650cc twins from both Triumph and BSA nesscitating a response from Norton which was announced during 1956. The new machine utilised the 88's cycle parts housing a new engine with dimensions of 62 x 82 mm resulting in a swept volume of 596cc.

thanks to the motorbike-search-engine

The Norton Dominator - often referred to by its owners as the Dommie - was Norton's first parallel twin. Conceived as an answer to Triumph's legendary Speed Twin, which had proved the popularity of the type, the Norton engine was designed by Bert Hopwood, who had previously worked on multi-cylinder engines for Triumph and Ariel.

The new bike made its debut late in 1948. What made it really stand out were interesting features such as widely splayed exhaust ports and a suitability for tuning that gave it great future development potential. Later, when equipped with the renowned, race-developed featherbed frame and featherbed telescopic forks, it became a sporting icon.
Thanks to Mick Walker


Chris Woodage

Chris Woodage is a really rad photographer.
His world : Babes, Surf, Skate, Bikes, Motorcycles & Rock
in 1 word; All what we like.
The Hot Rods babes are ... cool, dont 4get to have a look.

This 38 guy is taking pics for 10 years. Professional but only really shoots what floats his boat so that makes him the most uncommercial professional photographer going!... That's what he says... Right now he's shooting old school traditional hot rods, bobbers and pin up stuff with a bit of rock and live band thrown in for good measure. In the past he shots surf, BMX, Skate and a lot of action sports. Sorta over all that now though! Onwards with the V8's Vtwins and semi naked chicks!

Take a look on his website and in particular the amazing pictures he shots of Jeff Decker when he visited him in Salt Lake City.

His website : http://web.mac.com/woodagephoto/iWeb/Site/Welcome.html