Latest news with #enthusiasts
Times
4 days ago
- Sport
- Times
Meet the hotshots hoping to clean up in the litter-picking world cup
Litter pickers can often be found in the park of a Sunday morning. But those gathered on east London's Hackney Marshes this weekened were more energetic than most. Around 60 enthusiasts armed with gloves, pickers and bin bags are competing to represent the UK in the world cup of SpoGomi, a Japanese-inspired litter-picking sport. Despite Japan's reputation for pristine streets, the British are the reigning champions. Defence of their title and plane tickets to the final in Tokyo were at stake. After the whistle was blown at 11.40am, the teams of three rushed off to rummage in the nearest hedges. Their task was seemingly simple: collect as much rubbish as they could within an hour. But as Sarah Parry, the UK's reigning champion, explained, it is far from straightforward.
CBC
5 days ago
- Sport
- CBC
Hear Ye! Hear Ye! Jousters show what it takes to compete in the medieval sport
Knights, thundering hooves and clashing lances. Jousters from around the world gathered to compete in the Pigeon Lake Medieval Madness tournament. Our Emily Fitzpatrick spoke with some enthusiasts of the historic sport.
Motor Trend
11-07-2025
- Automotive
- Motor Trend
Road Racer: 1988 Porsche 911 Carrera Club Sport
[This story first appeared in the Winter 2011 issue of MotorTrend Classic] Five simple gauges, black with red needles, are the focal point of the classic Porsche 911 interior. In this particular 911, the central tachometer lets you in on a little secret: The redline doesn't start at 6300 rpm as it does in a standard 3.2 Carrera. Instead, you'll find the bold red indicator streaking from 6600 rpm up to the 7000 marking (the true limit lies somewhere in between). The 1988 Porsche 911 Carrera Club Sport, a minimalist, performance-focused version of the 911, offers a pure driving experience with weight-saving features and a heightened rev limit. Only 28 were imported to the U.S., making it a rare, collectible model among enthusiasts. This summary was generated by AI using content from this MotorTrend article Read Next Scanning the cabin, other changes come to light. The covers for the door-mounted armrests are missing, along with the passenger-side sunvisor, clothes hooks, and trunk-release lock. The surface of the special manually adjustable seats with standard bottoms and side-bolstered sport backs are covered in 'Porsche' logo cloth, and the rear seats are missing altogether—in their place is a simple carpeted parcel shelf with storage underneath. There's no radio, no air-conditioning, no extra heating fan or automatic heat control, no speakers under the grilles in the doors, and manual window winders in place of electronic switches. A sunroof and cruise control are out of the question. Simply put, there's nothing to distract the driver from the sole task of driving. Quickly. This is a 911 Club Sport, one of just 28 officially imported to the United States between 1988 and '89, and one of 340 ever produced in a three-year span worldwide. This particular example is one familiar to MotorTrend. It's the same press demonstrator we fell in love with in our August 1988 issue. Twenty-three years ago, we were somewhat leery of the 'pay more, get less' philosophy that was integral to the Club Sport, but we were wise enough to note that the car was something special. It made us nostalgic for the 'good old days' of the venerable 2.7 Carrera RS and other stripped-down sports cars that could be raced on Sunday and driven to the office on Monday. We appreciated the extra focus, the extra verve our tester displayed, even if questionable testing conditions gave it a slightly slower acceleration run than we'd achieved with a garden-variety Carrera 3.2. There was no question the Club Sport would be marginally quicker than the standard car in identical conditions, but that wasn't even the point. This Porsche offered one of the purest driving experiences that could be had outside of a race car. Like a race car, many of the Club Sport's distinguishing features are a result of weight savings, though some are more visible than others. It might be difficult to see that there's no PVC coating on the top of the fuel tank, that the spare wheel is made from aluminum instead of steel, and that sound deadening and other insulation is greatly reduced in this U.S. version (and eliminated altogether in many European versions). Easier to spot are the unique front spoiler, sans foglamps, and the missing rear windshield wiper. Porsche eliminated the smallest details, including engine compartment lighting and locking wheel nuts. Even the black 'Carrera' script on the rear decklid has been ditched for a 'CS Club Sport' sticker on the left front fender. A few grams here, a few grams there; in the end, the weight savings are significant, with 155 pounds removed. The heightened rev limit of just over 6800 rpm comes as a result of a couple engine changes, all in the name of performance. Hollow intake valves are fitted for mechanical efficiency, and the DME engine control unit is specially tuned to allow for increased revs before fuel cutoff. A close look at the crankcase and cylinder heads reveals 'SP' markings that signify the revisions. Power remains the same for U.S. cars at 214 hp and 195 lb-ft of torque at 5900 rpm and 4800 rpm, respectively. Suspension modifications included thicker anti-roll bars front and rear and special Bilstein sport shock absorbers. When we last visited the 911 Club Sport in 1988, we remarked that it 'is a car that's meant to be driven, not sealed in plastic as a future collector's item.' If that's the case, this particular car has had a privileged life, showing just over 50,000 miles on the odometer. It originally was purchased from the Porsche Cars North America press pool at the end of its service duty, and first owner and San Diego, California, resident Stephen Miller used the car often as both a commuter and a weekend toy over the course of two decades. Several years ago, Miller decided to pass the Club Sport along, and a deal was struck with second and current owner Alan Benjamin, a confirmed 911 enthusiast. The car shows all the cosmetic signs of a well-loved, regularly exercised car. The paint is still showroom shiny, and the interior meticulously clean, but the slight wear to the gearshift knob and steering wheel show that this car has been enjoyed as much as it's been preserved. Turn the key in the familiar left-of-the-steering-column position, and the Club Sport huffs and chuffs into life, settling into a slightly high-speed idle with that distinctive air-cooled, mechanical rasp all good 911s are known for. From the first turn of the large, thin, four-spoke steering wheel, it's clear the 911 is a true driver's car. Steering feel is simply uncanny, the wheel writhing and alive, delivering instant feedback from the optional 16-inch black Fuchs wheels and allowing a connection to the road that is sadly lacking in even the most extreme of the current 911 crop—GT3 RS included. At first, the car's immediate reaction to the smallest steering input is almost unnerving, causing me to question each action and reaction. It's been a while since my last classic 911 drive, and the floor-hinged pedals take a bit of reacquainting, but they soon become familiar, with the firm clutch and brake pedals delivering a sensation of mechanical robustness. The gearshift may be shorter in the Club Sport than in standard period 911s (another factory modification specific to this variant), but the throws are still typically long and deliberate, yet solid and engaging. After a few miles, I'm feeling more comfortable with the 911's intricacies and marveling at the car's brakes. The pedal is firm, and it takes a bit of effort to use the Club Sport's binders to the fullest, but the feel is amazing—stopping faster doesn't require more travel, just more effort, as it should be. Soon, I get the nod from Alan in the passenger seat to explore the depths of the 3.2-liter flat-six engine slung low over the rear axle. Right foot held to the floor, I watch the tach needle begin its lofty climb toward 7000 rpm, and a mechanical symphony finds its way into the cabin without much resistance from the minimal layers of insulation, sheetmetal, and glass. Each component plays a crucial part, from valvetrain to timing chain to intake plenum to exhaust, and each of the players sounds like a first-chair musician. Winding around the well-maintained, forest-lined Central Colorado mountain roads, snow-capped glaciers visible in the rearview mirrors, the 911 feels light and nimble. It is, of course, weighing in at just 2601 pounds, a paltry sum by today's ever-increasing standards. It's impossible to forget where most of this car's weight lies and that I'm driving without modern, electronic safety nets, but for its part, the 911 seems to understand that driving is a team effort between driver and car. Visceral only begins to describe it. Perhaps Porsche should have added a sixth gauge to monitor the driver's adrenaline level. Back at the garage, one last walk around is in order while listening to the car tick softly as it cools, and I breathe in the faint smell of oil and exhaust. The Club Sport may have paved the path for future Porsche greats, from RS America to GT3 RS 4.0, but this particular 911 set a certain high-water mark of sorts, blending old-world charm and involvement with new-age driveability and robustness. The Club Sport is a bridge from the past to the future. It's reassuring to know that bridge still stands, ready to be crossed with the turn of a key and the nudge of a throttle pedal. Alan Benjamin was gifted his first car magazine subscription by his mom when he was 7 years old. 911s have always been a favorite, and he has 27,000 race miles on a 1973 911 T. Why I Like It: 'I'm a lightweight 911 fan and the CS is the best of the U.S.-spec street-legal cars from 1978-'89, with its bulletproof 3.2-liter engine. Nothing made today is this 'analog' of an experience.' Why It's Collectible: Low production figures aside, the Club Sport is perhaps the ultimate driver's version of one of the best 911s ever produced. Just try to find one for sale in the U.S. Restoring/Maintaining: While Club Sport-specific trim items such as the CS decal are hard to come by, 3.2 Carreras are generally bulletproof and most mechanical parts are easily sourced. Beware: Valve adjustments are due every 15,000 miles and major engine services are due at 30,000-mile intervals. Missing scheduled service can severely reduce longevity, so check for records. Expect To Pay: Concours-ready, $80,000; solid driver, $65,000; tired runner, $45,000 Join The Club: Porsche Club of America ( Porsche Owner's Club Our Take Then: 'We'd prefer to see the Club Sport as a throwback to those happy days in the '50s when club racers drove to the track in their chosen machines, taped up the headlights, stuck numbers on the sides, and went at it.' —Jack R. Nerad, MotorTrend, August 1988 Now: Lesser known than many of the cars it helped spawn, the Club Sport is a true original.
Wall Street Journal
09-07-2025
- Entertainment
- Wall Street Journal
Matcha Lovers Are Turning Against Each Other Over Global Shortage
MatchaTok is green with envy these days. The online community for matcha lovers, which helped propel the bright green powdered tea's worldwide popularity, is usually a place where enthusiasts share their golden matcha-to-milk ratio for concocting lattes at home, review different brands and detail their drink-making process, which involves special tools like a mixing bowl, sifter and bamboo whisk.
ABC News
29-06-2025
- Business
- ABC News
Why stablecoin cryptocurrencies have central banks concerned
The passing of the first US federal law to regulate 'stablecoin' cryptocurrencies has enthusiasts excited, and central banks concerned.
