EL ÁLBUM CLÁSICO - Muestra cosas que te parezcan míticas

Esto si es un objeto clásico, y hasta de culto: la Fender Stratocaster, diseñada por el gran Leo Fender creador de la compañía. Es un diseño de 1954 que aún hoy sigue siendo un estandarte de la cultura contemporánea. Con esta guitarra se revolucionó el mundo de la guitarra eléctrica, es el diseño mas copiado de la historia y todo guitarrista que se precie, toque el estilo que toque ha tocado y/o poseido una alguna vez. Disfrutad de sus sensuales curvas, que cosa mas bonita!!!!

 

Y aquí mi menda regocijándose es un solo stratosférico con su strato querida del alma. Se llama Gilda, ¿a que es bonita?

 

Ahhhhhhhhhhhhhhhhhhhhhhhh

 

Niños dejemos jugar a los mayores


http://es.youtube.com/watch?v=_HjXXUyQhPE

 

:shock: :shock: :shock: :shock: :shock: :shock: :shock:

¿Habeis visto que Sinfonia de pies.........?

:comor :comor :comor :comor

:fumao :fumao :fumao :fumao

 

Parece Chiquito

 

Y ahora las DAMAS

http://es.youtube.com/watch?v=WaRoyP4DEi8&feature=related

 

[YOUTUBE]http://www.youtube.com/watch?v=mdd0PJqslfE[/YOUTUBE]
[YOUTUBE]http://www.youtube.com/watch?v=vOgOdJ4_0wQ[/YOUTUBE]

 

Alabado sea el señor!!!! hace un tempo busqué videos suyos pero no me acordaba de su nombre y no tenía revistas para consultar...Movia el Clio como una peonza!

Y este...futurible presidente de la FIA:[YOUTUBE]http://es.youtube.com/watch?v=TKgeCQGu_ug[/YOUTUBE]

 

El momento en el que me machaqué la uñita del dedito haciendo macramé en el Laboratorio.

 

Ahhhhh Espinete que tiempos

 

Ja,ja,ja,ja,ja,ja, seguro que se metió a chapero cuando Don Pimpón le dejó, se les rompió el amor.

 

Unos auténticos clásicos de los 70...Phil siempre en el recuerdo...

[YOUTUBE]http://www.youtube.com/watch?v=Unnh0T2Ftro[/YOUTUBE]

 

*****, los Lizzy. Marinito, te amo.

 

http://www.youtube.com/watch?v=UuAsIv-SFXg

 

El jefe

 

Marinito tu si que vales, ahí le has dado con los Lizzy. Yo ayer me vi por tercera vez en mi vida a la mejor voz del hard rock de todos los tiempos, Mr. David Coverdale... vaya castaña de concierto debo decir, que pena. Pero que grande ha sido este tio desde que empezó con los Purple hasta hoy, lástima que ayer no estuviese acertado que si no...

 

¿Gargantas poderosas?

 

MTB History 1947-1987
"I think its obvious that there was a time when the surface of the roads changed from dirt to asphalt or pavement. that is the time when bicycling changed forever leaving many grey or foggy areas of bicycle history." Quote by Ken McGinn. . Below is The French claim to Mountain Biking.VTT Magazine March 1998 (translation by Pryor Dodge)

L'officiel du vélo tout-terrain (The mountain bike journal)

Scoop: Le VTT est né en France (The mountain bike was born in France)

All aficionados of mountain bikes will tell you that their sport was born in the 1970's in Marin County, California. This solid fact is well imbedded in people's minds. However, considering what we know today, we can now say that if it received recognition on the other side of the Atlantic, the mountain bikes' roots are in the north-east suburbs of Paris, near the Porte des Lilas.

We find ourselves at the beginning of the 1950's. Bobet had not yet won his first Tour de France and the great Fausto Coppi had not yet become world champion. Rather, during this period, the sport craze in working class suburbs was moto-cross. Competitions attracting thousands of spectators were organized at the outskirts of the capital (Paris) on the old escarpment fortifications.

As a related aspect of this sport, a group of 18 teenagers, most of whom long-time schoolmates, lacking motorcycles but dreaming to follow in the steps of their elders, chose bicycles for their sport and, for "amusement", created the association VCCP (Vélo Cross Club Parisien).

In an effort to emulate his elders, Jean Duda decided to create a specific kind of bicycle; he was the first to equip his bicycle with a suspension fork from a motorcycle. His friends quickly followed suit. They took these forks from broken 100 cm3 cycles. Finding this arrangement impractical- different diameters of the pivoting sections and problematic steering, some in the group began incorporating "Soupless" parallelogram motorcycle forks. After much tinkering and improve-ments, the astonishing results produced suspension forks, handlebar gear changing, reinforced frames, and a heightened frame curve (?) (the first mountain bikes by Tom Ritchey and Joe Breeze, around 1975, didn't offer all of this!). Out of concern for solidity, wheel rims and spokes were also taken from small motorbikes. The rear wheel, having a drum brake, was oversized in relation to the front wheel.

Taking advantage of the milieu in which they evolved, these suburban kids succeeded in convincing the organizers of the moto-cross races to allow them to ride the course during intermission. At their debut in Ivry in 1951, few spectators could believe their ears when they heard the announcement that bicyclists would ride the course. Nevertheless, the riders quickly wound their way around the course with great success. From 1951 to 1956, they presented themselves in the surrounding Paris suburbs of Lilas, Pantin, Bobigny, Montreuil and Montmorency. Equipment improved during their string of competitions (3 or 4 per year). Frames were strengthened, often in a handicraft manner. Following a break in the frame, several riders, like Gérard Gartner (having had a boxing career, winning the French championship, now a sculptor), did not hesitate to insert another tube inside the frame before re-brazing the whole thing....a sort of ancestor of the double-butted frame! The other little revolution happened when Claude Serre (who later became the French champion of speed motorcycling at the beginning of the 1960's, then an engineer) created his own fork. The VCCP had reached its climax. The group trained every day, just after school. Wheelie (the 'record' of 52 meters - 56 yards - was held by Henri Albisson!) and bunny-up (hop) competitions sprung up.

The most ambitious person in this group, Georges Leskovak (who later created the French Federation of Karting - gokarts), recognizing the sport's potential, approached the motorcycle and bicycle federations. The former could not accept this 'non-motorized' activity while the latter imposed conditions (helmets, insurance, permits...) such that an affiliation never formed.

With the passage of time, the group began to fall apart. The older members were called to military service while the others, now of age and having the means, purchased motorcycles.

Furthermore, the "crossmen" (motorcyclists), sensing that these kids in the VCCP were taking attention away from them, were not accommodating, and the federations did not recognize them, which lead the VCCP to slowly die out during 1956. Only 30 years later would these innovators realize that they had come close to becoming legends.

One cannot bring to light the adventure of the VCCP without mentioning all the participants. We offer a friendly salute to: Henri Albisson, Claude Biraud, Serge Douvil, Jacques Bouquetal, François Dechorniat, Jean Duda, Guy Hermand, Georges Leskowak, Alain Lyver, Lucien Picou, "little Prousky", "big Prousky", Guy Sentucq, Jean-Claude Serre and Georges Voutsas.

Many thanks to "VCCPists" Gérard Gartner and Jacques Michel, without whom this epic period would have been forgotten. And above all, let us remember Clément Guilbert, recently deceased, to whom his friends wanted to dedicate this article.

Finally, all our thanks to Laurent Dibos of "Canal, the magazine of Pantin".
VTT Magazine March 1998 (translation by Pryor Dodge)

L'officiel du vélo tout-terrain (The mountain bike journal)

Scoop: Le VTT est né en France (The mountain bike was born in France)

All aficionados of mountain bikes will tell you that their sport was born in the 1970's in Marin County, California. This solid fact is well imbedded in people's minds. However, considering what we know today, we can now say that if it received recognition on the other side of the Atlantic, the mountain bikes' roots are in the north-east suburbs of Paris, near the Porte des Lilas.

We find ourselves at the beginning of the 1950's. Bobet had not yet won his first Tour de France and the great Fausto Coppi had not yet become world champion. Rather, during this period, the sport craze in working class suburbs was moto-cross. Competitions attracting thousands of spectators were organized at the outskirts of the capital (Paris) on the old escarpment fortifications.

As a related aspect of this sport, a group of 18 teenagers, most of whom long-time schoolmates, lacking motorcycles but dreaming to follow in the steps of their elders, chose bicycles for their sport and, for "amusement", created the association VCCP (Vélo Cross Club Parisien).

In an effort to emulate his elders, Jean Duda decided to create a specific kind of bicycle; he was the first to equip his bicycle with a suspension fork from a motorcycle. His friends quickly followed suit. They took these forks from broken 100 cm3 cycles. Finding this arrangement impractical- different diameters of the pivoting sections and problematic steering, some in the group began incorporating "Soupless" parallelogram motorcycle forks. After much tinkering and improve-ments, the astonishing results produced suspension forks, handlebar gear changing, reinforced frames, and a heightened frame curve (?) (the first mountain bikes by Tom Ritchey and Joe Breeze, around 1975, didn't offer all of this!). Out of concern for solidity, wheel rims and spokes were also taken from small motorbikes. The rear wheel, having a drum brake, was oversized in relation to the front wheel.

Taking advantage of the milieu in which they evolved, these suburban kids succeeded in convincing the organizers of the moto-cross races to allow them to ride the course during intermission. At their debut in Ivry in 1951, few spectators could believe their ears when they heard the announcement that bicyclists would ride the course. Nevertheless, the riders quickly wound their way around the course with great success. From 1951 to 1956, they presented themselves in the surrounding Paris suburbs of Lilas, Pantin, Bobigny, Montreuil and Montmorency. Equipment improved during their string of competitions (3 or 4 per year). Frames were strengthened, often in a handicraft manner. Following a break in the frame, several riders, like Gérard Gartner (having had a boxing career, winning the French championship, now a sculptor), did not hesitate to insert another tube inside the frame before re-brazing the whole thing....a sort of ancestor of the double-butted frame! The other little revolution happened when Claude Serre (who later became the French champion of speed motorcycling at the beginning of the 1960's, then an engineer) created his own fork. The VCCP had reached its climax. The group trained every day, just after school. Wheelie (the 'record' of 52 meters - 56 yards - was held by Henri Albisson!) and bunny-up (hop) competitions sprung up.

The most ambitious person in this group, Georges Leskovak (who later created the French Federation of Karting - gokarts), recognizing the sport's potential, approached the motorcycle and bicycle federations. The former could not accept this 'non-motorized' activity while the latter imposed conditions (helmets, insurance, permits...) such that an affiliation never formed.

With the passage of time, the group began to fall apart. The older members were called to military service while the others, now of age and having the means, purchased motorcycles.

Furthermore, the "crossmen" (motorcyclists), sensing that these kids in the VCCP were taking attention away from them, were not accommodating, and the federations did not recognize them, which lead the VCCP to slowly die out during 1956. Only 30 years later would these innovators realize that they had come close to becoming legends.

One cannot bring to light the adventure of the VCCP without mentioning all the participants. We offer a friendly salute to: Henri Albisson, Claude Biraud, Serge Douvil, Jacques Bouquetal, François Dechorniat, Jean Duda, Guy Hermand, Georges Leskowak, Alain Lyver, Lucien Picou, "little Prousky", "big Prousky", Guy Sentucq, Jean-Claude Serre and Georges Voutsas.

Many thanks to "VCCPists" Gérard Gartner and Jacques Michel, without whom this epic period would have been forgotten. And above all, let us remember Clément Guilbert, recently deceased, to whom his friends wanted to dedicate this article.

Finally, all our thanks to Laurent Dibos of "Canal, the magazine of Pantin".

To invent, is it what to make?

To invent something, it is, for certain, to have the idea of it. For some, it is to have an idea which goes. For others still, it is to see its patented invention.

Let us take the helicopter. Everyone says that it is Leonard de Vinci who invented it. Léonard de Vinci had well the idea of a machine on vertical takeoff with revolving aerofoil (like Icare had the idea of the ornythoptère). Its concept cannot go. Its Archimedes' screw does not have any effectiveness in the air. Nothing to cancel the effect of couple. No matter what one does and with the most modern technologies, its “helicopter” cannot go. Did he invent the helicopter? For us, not.
It is said that Victor Flemming invented penicillin. It is exact that it rediscovered by serendipity (a stroke of luck following an unhappy handling) the antibiotic effect of Penicillium. It did not invent penicillin.

In the same way: who invented the board with veil?

Who invented the VTT?

The American version of the invention of the VTT

1973. For the Americans, it is Joe Breeze and Gary Fisher of San Francisco who invent the “mountain-bike”, in the beginning an old bicycle of deliveryman, and modifying it to make it more robust. They descend the slopes of the mount Tamalpais (784 m) located in the national park which is in the north of the Golden delicious Gate Bridge.

It arrange of Schwinn Excelsior and to include/understand the technological delay of America as regards bicycle, they see their first shifting track only in 1974 whereas, invented in 1911 and after being prohibited, it was authorized in the Turn of France since 1937.
1976. Organization of Repack Downhill Race, race of descent which drew its name owing to the fact that it was necessary to recondition the brake linings (in the hubs) after each descent!

Joe Breeze carrying out a controlled skid in 1974. Today in the streets of Mill Valley (20 km in the north of San Francisco, the foot of the Tamalpais mount) with Gary Fisher. And in its shop of sale of cycles (it is 55 years old today).

The invention starts again quite simply a market dying man and the world industry of the bicycle.

A French version

1948. The Belgians invent the moto-cross (with FN and of Saroléa manufactured in Herstal) in the ditches of the citadel of Namur.
1948. Organization of races of moto-cross on the waste grounds of the fortications of Paris and on the careers of the Parisian suburbs (careers with open sky whose Chaumont are one of the last vestiges): Montreuil-under-wood (the “Hillocks with Morel” with the subway Cross-of-Chavaux, today the Park of Guilands in which some tried to practise the RTT (cross-country roller), the “Russian Mountains” of the door of the Lilacs, the “Valley of hell” of the fort and the career of Romainville, Argenteuil, Pantin, Creteil, etc

The invention of the VTT to the doors of Paris of 1951 to 1956

1950. For the French it is Jean Duda (who lived then with the Lilacs in a street which bore the name of his/her father shot by the Germans) and George Leskovac

1951. First race with Ivry in 1951 during the interval of the races of moto-cross.
Wheeling record of 52 meters per Henri Albisson.

In the n° 112 of February 1999 of VTT Magazine: Jacques Michel, Henri Albisson, Jacques Bouquetal and Guy Sentucq in front of the bicycles which they rebuilt. On the left, a model of 1951. On the right, a model of 1956.

Conclusion: they are French who invented the VTT well before American and VTT Magazine had told besides of it the history in its number 102 of March 1998, article which one finds translated into English (users.aol.com/pryordodge/mountainbikes.html)

James Dyson poses the problem of anteriority. Who invented the board with veil? That which had the first of it the idea? Celyi which in solved the basic technical problem? That which allowed the diffusion of its practice?

Three young French, Jack Berthier, Pierre Gady and Jean-Louis Swiners had had the idea of the VTT before the band of the VCCP (Bicycle Cross-country race Parisian Club)Terms of dissemination of an innovation (2):
the “invention” of the VTT by Jean-Louis Swiners


<< the invention of the VTT, the American version and the French version
Another version

1946. The English practise the trial and the scramble.
1948. JLS spends the holidays in Angletrre and discovers The Motor Cycle to which his/her father subscribes it when it returns to France 1948.

The young person Swiners, 13 years (the age to which, 20 years later the Breithaupt young person, the BMX will invent), which lives Saint-Mandé, starts with two friends, Pierre Gady (of Vincennes) and Berthier Jack, to make bicycle any ground in the wood of Vincennes with an old Motobécane bicycle of pre-war period arranged, in particular on the descents a height of a building from two to three floors bordering the Lake Saint-Mandé on his southern part. This by copying the races of motor bike which it saw practising in England (scramble, trial and dirt-track). Singeant the Sports association of postal and telecommunications authorities (ASPTT), the trio is claimed, to make serious, of the ASVTT, the Sports association of the Bicycle Any Ground. It calls it &#8220;bicycle-cross-country race&#8221;, to distinguish it from the cyclo-cross.

Jean-Louis Swiners

If in cyclo-cross one can carry his bicycle, in bicycle-cross-country race one must pass everywhere without getting out of bicycle (this will lead very quickly to the tires mud and double-plates 46-28 authorizing of the phenomenal gear ratios of 28 X 28)

JLS has a garage-workshop (of which the site is intact with the corner of the Faidherbe dead end and the street Grandville, in Saint-Mandé) in the garden of the building and the basic tools (established, vice, etc) 1949. Left Feastday of Jacques Tati (who allows to date with precision the year from the blossoming from the idea, former to the year of exit this this film). The exploits velocyclopedic of François the factor are considered to be puerile by the trio which thinks that one would have made well take them for technical advisers.

The wood of Vincennes is interdict to the bicycles.

JLS and Pierre Gady go entrainer to the hillocks in Morel whose &#8220;Great descent&#8221;, a wall a height of approximately five stages as one sees some in the ski pistes, is the terror of the motorcyclists and makes the difference between those which, in a direction, there launch out without hesitating and the others; and, in the other direction, by taking the circuit with back, between those which manage to go up it and the others. JLS launches out there without (too much) hesitating.




Continuará......................

 

California 1976 The Road Less Traveled - by Scott Rathburn

Looking for new thrills and a change of pace from riding the local roads, these avid cyclists took to the wilderness on single-speed bicycles with balloon tires and coaster brakes &#8211; usually old Schwinns from the 1930s and '40s. They'd ride or push these 45-plus-pound beasts &#8211; affectionately known as clunkers, ballooners, bombers, fatties or fat-tire flyers &#8211; up the hills, then blast down the treacherous slopes at death-defying speeds . . . just for the thrill of it. Despite the seeming madness of this behavior, the clunkers of Marin were not alone in their antics. About 75 miles to the south, another group was doing much the same thing in the hills around Cupertino. Dubbed the Morrow Dirt Club (after the Morrow coaster brakes typically found on their fat-tire bikes) the Cupertino riders took their ballooners a step further by grafting on 10-speed derailleur gearing, thumb-activated shifters, drum brakes, motocross handlebars and motorcycle brake levers. These modifications enabled members of the Morrow Dirt Club to ride up hills, as well as down. Surprisingly, given their geographic proximity, the two groups continued their two-wheeled adventures completely unaware of each other's existence for some time. It wasn't until December 1, 1974, at the West Coast Open Cyclo-Cross Championships in Mill Valley, California, that the clunkers of Marin and the Cupertino riders crossed paths. Cyclo-cross is a European type of off-road circuit racing in which riders must occasionally dismount and carry their bikes to surmount obstacles &#8211; sometimes as much as they ride them. At the time, the cyclo-cross mount of choice was a traditional road bike with narrow tires and drop handlebars, but riders could compete on any bike. For the '74 Mill Valley race, several members of the Morrow Dirt Club, headed by Russ Mahon, brought their modified ballooners to give the race a go. Also at the event were four cyclists from Marin who chose a more traditional form of participation: Gary Fisher and Otis Guy raced their cyclo-cross bikes, and Charlie Kelly and Joe Breeze watched from the sidelines. While these names are no doubt familiar to anyone with more than a passing interest in mountain biking, in 1974 they were just four local riders out for a day of sport.

When the Marin contingent spied the modified clunkers of Russ Mahon and the other Morrow Dirt Club riders, their interest was piqued: These were by far the most advanced balloon-tire bikes they'd seen to date, and they immediately recognized the potential for their own mountain bombers. Unfortunately, the two groups had no opportunity to compare notes. After the race, Russ Mahon and the Morrow Dirt Club returned to Cupertino and essentially disappeared, not to be heard from again until 1994. The same cannot be said of Joe Breeze, Charlie Kelly, Otis Guy and Gary Fisher, who left the race inspired by what they'd seen, and excited to discover that the interest in clunkers extended beyond their area. They began modifying their own clunkers . . . and then kept going. What followed was a regimen of rigorous field-testing (also known as having fun) on the trails and fire roads around Mt. Tamalpais in Marin County. With each new design or modification, the Marin riders would head out for more testing. The Cascade Canyon fire road, just west of Fairfax, proved particularly suited to this activity. Plummeting 1,300 vertical feet in just over 2 miles, the twisting and often precipitous descent provided the ultimate fielHistory of Mtn Biking (page 2)
The Road Less Traveled - by Scott Rathburn (page 2)

Affectionately known as Repack, the road had been popular with local ballooners for years. The nickname arose from the fact that the coaster brake hubs of those early bikes would get so hot during the descent that the grease would vaporize. After a run or two, the hubs would have to be re-packed with new grease. As with any activity involving competitive young men (the predominant group, at the time), claims of being fastest were commonplace. But such claims are worthless without proof. To settle the issue once and for all, Repack, The Race, was established . . . and the sport of downhill mountain bike racing was born. Of course, the term &#8220;mountain bike&#8221; didn't exist at the time. Repack was just a friendly race between local riders on old clunkers, vying for bragging rights.

The first official downhill mountain bike race took place down Repack on October 21, 1976. It was a time-trial format, with riders leaving the start line at 2-minute intervals. Charlie Kelly, armed with a Navy chronometer and an alarm clock with a sweep second hand, handled the timing duties. Of the seven riders who started the race, only one finished. Alan Bonds won by virtue of being the only rider to make it to the bottom without crashing or breaking his bike. His time was a respectable 5 minutes, 12 seconds. As the dust cleared and riders gathered to review their performances, strains of &#8220;If only . . .&#8221; and &#8220;I could have . . .&#8221; filled the air. Organizers quickly scheduled another race for the following week . . . and then another. On October 30, 1976, during the third Repack race, Joe Breeze recorded a sub-five-minute time of 4 minutes, 56 seconds to claim victory over 10 other riders &#8211; all of them riding hand-modified fat-tire bikes. Riding Repack required a generous mixture of skill, bravado and fearlessness, but above all, it required a bike that would make it to the bottom without breaking. Equipment failures were common, and riders quickly learned which components and modifications worked and which didn't &#8211; sometimes with painful consequences. The venerable Schwinn Excelsior was arguably the best platform to start with. According to the logbook kept by Charlie Kelly, there were 24 Repack races in all &#8211; 22 between 1976 and 1979, and the final two in 1983 and '84. Gary Fisher recorded the fastest time for the treacherous run on December 5, 1976 &#8211; a blazing 4 minutes, 22 seconds that still stands today. Joe Breeze holds the second-fastest time at 4 minutes, 24 seconds, and placed first in 10 of the 24 races. While Breeze's riding skills and familiarity with the course surely played a significant role in his success at Repack, so did the custom fat-tire bike he designed and built for himself in September 1977.



Much of the impetus for that bike, as well as a handful of cash to get the project started, came from Charlie Kelly. By his own admission, Kelly's downhill riding skills were less than stellar. He persuaded Joe to build a lightweight clunker frame for him that would (he hoped) provide a competitive advantage at Repack. An experienced frame builder and skilled machinist, Breeze designed a frame that emulated the proven geometry of the Schwinn Excelsior, but was lighter and stronger. The prototype, Breezer #1, became Joe's personal bike; the second frame went to Kelly. Word of the frames spread quickly, and Joe soon had orders for 8 more. Those 10 Breezers featured lightweight, 4130 chrome-molybdenum frames, and were outfitted with all new components. They were custom-built fat-tire bikes designed specifically for mountain biking. By all accounts, they were the first modern mountain bikes &#8211; and the term &#8220;clunker&#8221; definitely no longer applied. Before long, other frame builders &#8211; like Tom Ritchey in Redwood City, about 50 miles south of Marin &#8211; were getting into the act. Ritchey provided frames to Gary Fisher and Charlie Kelly, who built them up with components and sold them as complete bicycles. In the summer of '79, Fisher and Kelly formed a company called MountainBikes to sell the new creations. This was the first commercial use of the term mountain bike. The Japanese entered the market in 1982, with mass-produced bikes similar to (if not exact copies of) the Fisher/Kelly MountainBikes. These bikes, the Specialized Stumpjumper and the Univega Alpina Pro, brought the price below $800 and introduced mountain biking to the masses. By 1983, every major bicycle manufacturer in the world had jumped on the mountain bike bandwagon. Today, mountain bikes make up more than 50% of the adult bicycle market. They range from inexpensive department store models with rigid frames, to fully suspended titanium and carbon fiber works of art that sell for as much as $8,000 &#8211; or more.d test for both bicycle and rider.

Production Mountain Bike History in North America

Continuará............................