Looking Back at the Jensen FF

Story by Budd Stanley

There seems to be a strange connection between farm tractors and high-performance cars from the 1960s. Many know the famous rivalry between tractor builder Ferruccio Lamborghini and Enzo Ferrari. The resulting dispute led Lamborghini to build his own supercar company, resulting in his first car, the 350GT, being released in 1963. Likewise, Porsche has a fond kinship with its initial manufacturing arm, which built tractors from 1934 to the mid ’60s. Well, there is another tractor company out there, one more familiar to we Canadians than Porsche or Lamborghini, that is responsible for one of the most forward-thinking GT cars to come out of the ’60s, and you may be surprised to know that company’s name is Ferguson.

Ferguson Tractors was founded by Irishman Harry Ferguson, who, at the turn of the century, jumped into the booming agricultural tractor industry early, making a name for himself with several forward-thinking patents. Ferguson’s love of all things mechanical had him own several automotive and motorcycle garages, and his love of the automobile would show itself once again in the late ’50s, as he desired to build a safe four-wheel drive family car. Creating a new engineering firm, Ferguson hired on race car drivers Freddie Dixon and Tony Rolt as company Directors along with Aston Martin engineer Claude Hill, to begin work on a new prototype.

Many prototypes were created and scrapped, but various advanced safety features were produced in the process, including a hydraulic torque converter mated to a normal gearbox, allowing a semi-automatic transmission, along with the Ferguson-Maxaret anti-lock braking system developed with Dunlop. Plus, of course, a 4WD system that could handle the speed of a proper GT.

These prototypes had excited the Jensen brothers, whose company had just begun building its own cars. Jensen Motors had several coachwork contracts with Austin, Healey, Volvo and Sunbeam that helped bring in the finances to fund its own prototypes. The 541, the world’s first four-seat fibreglass-bodied car, began production in 1955, but the brothers still wanted to utilize Ferguson’s technologies in an upcoming concept. With a working contract in hand, Jensen developed its CV8 coupe to accept the Ferguson drivetrain, to produce a CV8 FF prototype in 1965. However, at the time, work was being finished up on the CV8’s replacement, the Interceptor.

To the chagrin of the Jensen brothers, Kevin Beattie, the Deputy Chief Engineer and Brian Owen, Managing Director, felt that an Italian coachbuilder should be used for the new car. Touring Superleggera came up with the winning design and Jensen had Vignale build the stylish new bodies for the new car. There would be two versions however, one with the standard rear-wheel drive, while the Ferguson technology-equipped car would use the same frame and body, but would be called the Jensen FF, the letters standing for Ferguson Formula, with a slightly stretched body. Both cars were shown at the 1966 Motor Show. Jensen Motors would end up with a full order book for the beautiful-looking Jensen Interceptor, while the 4WD Jensen FF was to receive much praise and publicity from the motoring press

Like the prototypes, the FF used Ferguson’s full-time all-wheel drive system for the first time on a production sports car. The car also featured the Dunlop Maxaret anti-lock braking system, another first in a production car. By this time, Jensen had switched over to Chrysler power, utilizing the 6.2L (383 cu.in.) 325-horsepower Chrysler V8 with a three-speed TorqueFlite A727 automatic transmission in the standard Interceptor. This was the same equipment used in the FF as well, only with a transfer case interrupting the propeller shaft’s journey to the conventional Salisbury rear axle with a limited-slip differential. In 1971, when the Interceptor received the 440 V8, one experimental version of the FF was also produced with Hemi power before its cancellation.

Production of the FF began in 1966, and despite all the technological innovations of the car, not many were sold. Whether it was the rather steep price tag, due to all the development, or that people couldn’t think of a 4WD system being anything other than that found on a tractor, Jensen could only push 320 units out its doors. As America became Jensen’s largest market, an issue with the drivetrain meant they would have to put a massive amount of re-engineering into the car to make it suitable to LHD markets. The driveshafts and transfer case sat on the left-hand side of the car, which meant moving steering, brake servos and throttle linkage to that side was all but impossible, and so the FF was canceled in 1971.

While the Jensen FF lived a short and rather unpopular life, its innovations, unique design and forward thinking made it one of the great icons of British engineering. It wouldn’t be for another ten years after the FF’s death that 4WD performance would return to the production car market, to the tune of the Audi Quattro. While the Audi is the father of modern AWD technology, just remember, it was the Jensen that pioneered it.

Review by Russell Purcell

Recently, I came across an article about how lottery winners tend to spend their newfound wealth. When the journalist conducting the interview asked the winners about their immediate plans for the money, more than 95 percent of the respondents mentioned that they planned to buy a new car. While this may seem like a typical response to that question, I did find myself somewhat surprised by the fact that of that number, almost half of the lucky winners mentioned the Porsche nameplate when it came down to specifics.

Porsche is unique in that until recently, with the arrival of the Cayenne SUV and Panamera sedan models, the company’s efforts have always been focussed on producing sports cars and sporty roadsters. Porsches have always been fun to drive, but the cars produced by the German firm have also proven durable, reliable, and relatively resistant to rust. Most Porsches are so prized by their owners that they are lovingly cared for and maintained, so there are lots of quality vehicles out there in the second-hand marketplace.

Luckily, there are some bargains to be had if you know what to look for and what to avoid. Author Iain Ayre’s new book, The Affordable Porsche, will equip the budding Porsche-phile with the knowledge needed to begin their quest for the perfect car, and also help them to avoid some of the pitfalls that often pop up to derail the dream of owning a special automobile.

Each chapter focuses on an individual model or, in the case of the 911, generation, and the author points out strengths and weaknesses, the expected costs (time and money) and ease of maintaining, repairing or modifying these cars, as well as suggests which cars (in his opinion) represent the best buys.  The thoroughness of his research is obvious, and the book provides such a vast collection of specifics and details that it should prove invaluable should you be looking for a Porsche to park in the garage or driveway.

Production numbers, brief model histories, and the expert opinions of owners, drivers, and technical experts are also included to help you narrow your search parameters and decide which Porsche model best suits your individual needs or lifestyle.

The venerable 911 is one of the longest running automotive models in history, and this iconic car, with its teardrop shape, represents the foundation upon which the Porsche company continues to build its formidable reputation in the automotive world. As a result, there are four chapters devoted to early 911 models, as well as one featuring the 912 – the short-lived four-cylinder cousin that shared its good looks with the 911.

Some purists abhor the front-engine models like the 924 (Audi GT), 944 and 968 and often refer to them as wannabe Porsches, but in reality, these models are great fun to drive, and due to their entry-level pricing, are in relevant abundance should you be looking for an inexpensive entry into the Porsche fold. The latter two were also produced in cabriolet form, so the wind-in-the-hair experience sought by many sports car buyers is available at a bargain price.

One of my favourites, the futuristic 928, also carried its engine up front, but the difference was the car offered supercar performance and luxury wrapped in one of the sexiest automotive designs ever penned, not to mention the throaty growl of a Porsche-engineered V8! The author seems to share a fondness for these futuristic looking missiles and dedicates plenty of ink to the model to help the reader understand the many variants that exist of this special machine.

The Porsche 356 and its various iterations are dream cars for most, so I was pleased to see that Intermeccanica, the Vancouver-based boutique car manufacturer, was recognized in this book. The replica machines produced by this storied company are in many ways superior to the original Speedster and Roadsters that they are modelled after, and are much easier to acquire and maintain.

The author refers to the first-generation 911 models (1963-1970) as the “Porsche Porkers,” and favours them as they are relatively inexpensive, and are often “the most rewarding to drive.” These cars look uncluttered and clean, but a new trend sees many being snapped up by builders looking to hot-rod them up or update their bodywork to look more like later 911 models. As a result, you may want to hasten your search efforts if the goal is to acquire an unmolested version of one of these classics.

Don’t fret, as the mid-engine 914 gets its own chapter, as does its modern equivalent the 986/987 Boxster. While these cars can often be scooped up on the cheap, they are typically very expensive to maintain and restore due to their drivetrain layout. Should one of these handling dynamos still be on your wish list, following the author’s advice may help you find a good one and save you some money and headaches.

Two sections of the book that will prove the most influential to prospective Porsche buyers will be the chapter dedicated to decoding Porsche’s VIN numbers, as well as the thorough appendix focussed on technical specifications for all models and years covered in the book.

The author’s careful research is supported by facts and real-world data culled from interviews he conducted with Porsche owners and brand specialists. The content includes excellent tips for buying, repairing, restoring and servicing Porsche cars, as well as an in-depth look at the process of importing cars that proved very informative. The author’s easy style makes the book easy to read, and most readers will find his tips relevant to any used car purchase.

The Affordable Porsche: The Complete Guide to Buying and Running a Low-Cost Porsche

Author: Iain Ayre

ISBN-13: 978-1-84425-099-8

Suggested retail price: CAN$38.99

www.motorbooks.com

Review by Russell Purcell

HOT ROD Magazine is one of the longest-running specialty publications on the news rack at your local book seller, and as such, is no doubt responsible for introducing many people to the car hobby in one way or another. In many cases, all it took was a flashy cover image or catchy title to hook a reader and reel them into a lifelong relationship with automobiles. I was one of those smitten by the lure of a carefully conceived cover layout, that being the March 1978 issue which featured three different truck build-ups all sporting the same bold white and red flame-themed paint scheme, setting it apart from the other car magazines available that month. I was far too young to own a car at the time, or even apply for a driver’s license for that matter, but magazines such as HOT ROD portrayed cars in such a way that I hoped to one day own a car that would give me a similar lifestyle and the freedom to live my own adventures behind the wheel.

Motorbooks has just released HOT ROD Magazine: All the Covers, a new book that has been carefully compiled by the editorial team at HOT ROD and edited by the very knowledgeable Drew Hardin. While aimed at the automotive enthusiast, I can see this book having a much broader audience, as it will appeal to anyone who likes to study American culture – a culture that has largely been shaped by the mobility and sense of individual freedom that has been afforded the average man and woman due to the relative accessibility of the automobile. In effect, this book is a time capsule for the period 1948-2009.

There are a total of 850 covers presented in full colour, ordered chronologically and divided into chapters based on decades. Each chapter begins with an insightful synopsis to summarize the key events that took place in “the car world and pop culture during that time.” Each individual year is examined in detail, and concise write-ups and captions help flesh out the happenings at HOT ROD, on the track, and in the garage.

I found this book very enlightening as its format makes it easy to track the evolution of the automobile over the past six decades, allowing you to quickly spot the emergence of trends, advancements in technology and increased interest in customization and motorsport activities.

The early covers focus on the roots of the hot-rodding culture, that is, the Model T bucket roadsters and streamliner speed record cars. In the 1950s, the magazine expanded its content by adding tests of new cars as well as product evaluations. We also see the first signs of consumer interest in modifying their vehicles to improve its performance parameters. Magazines like HOT ROD were educating gear-heads to such an extent that they sought speed equipment like free-flowing exhaust systems, bigger brakes, and anything else that could be bolted on in short order to add power to their rides.

The 1960s heralded the birth of the muscle car and the feeding frenzy that followed, and drag racing icons like Don “The Snake” Prudhomme, Tom “Mongoose” McEwen and Tommy Ivo pushed the limits in a straight line, while Mickey Thompson sought to revolutionize oval track racing at Indianapolis. This decade also saw the auto manufacturers embrace HOT ROD Magazine, as the medium gave Chrysler, General Motors, and Ford the means to showcase their engineering prowess to the increasingly car hungry consumer.

Rising insurance costs and a fuel crisis presented a double-barrelled dilemma throughout the 1970s and relegated the muscle cars to the shadows, but huge advances in V6 engine design and a move to race-inspired body flares, spoilers and paint schemes was heralded in. “Big Daddy” Don Garlits tore up the drag strips with his innovative, rear-engined Swamp Rat dragster, and the custom van craze hit high gear as these living rooms on wheels became parking lot staples.

Bold graphics and “Pro-Street” designs kicked off the 1980s, and the late Boyd Coddington starts to make a name for himself during this period when his cutting-edge hot rods start to capture show titles nationwide. Tighter emission regulations strangled the life out of most of the cars produced during this decade, but advances in the use of both turbo- and super-chargers helped some builders generate massive firepower under the hood.

The 1990s saw hot-rodding reinvigorated by the inclusion of cars such as CadZZilla in elements of popular culture like music videos (Texan rockers ZZ Top embraced this in a big way), and the emergence of design stars like Chip Foose. Even the car manufacturers began to embrace styling like never before, as developing cutting-edge concept vehicles became a priority as they sought to outdo each other and draw traffic to the showroom floor.

As the 20^th century came to a close, the covers of the magazine reveal the state of the economy at the time as the trend was to showcase “budget” solutions for the average builder, as well as examine what the future would hold for the automotive hobby.

As the book comes to a close, we learn that print magazines have become an endangered species as we enter the “dawn of the new millennium.” The potent duo of the Internet and the 200-channel universe now offered enthusiasts flashy content virtually “on demand,” and a downturn in the global economy has made it difficult to track down and secure advertising revenue. But Hot Rod Magazine has weathered difficult times before, and with its outstanding photography, relevant story lines, and unwavering focus on the car hobby should be well-equipped to soldier on into the future.

Title: HOT ROD Magazine: All the Covers

Author: Drew Hardin with the editors of HOT ROD

ISBN-13: 978-0-7603-3817-9

Suggested retail price: CAN$39.00

www.motorbooks.com

Review by Russell Purcell

The term “legendary” carries the same kind of punch as a 12-gauge shotgun. It’s not an adjective that you casually throw around, as earning the status of being a legend is a pretty special accomplishment. Basically, it means that something (or someone) is extremely well-known, famous (or perhaps infamous), or renowned. In Legendary Corvettes, author Randy Leffingwell and capable lensman Dave Wendt reflect on a collection of 18 Corvettes which they have deemed to be some of the most special examples of the car ever produced. Considering the fact that the Chevrolet Corvette has been in production for almost 60 years and as such, has held a rather prominent place in American culture, the process of selecting a mere 18 cars for this book would have been a task peppered with arguments and moments of indecision.

Wisely, the two men centred their attention on a much smaller population of Corvettes – those cars that had become known for their achievements on the track, appearance in a film or television show, or had unique attributes that made them the desire of Corvette enthusiasts and collectors.

The book begins as it should, with a concise history lesson explaining how the 1953 Corvette came to fruition, the people involved, the reasons why its body is made of fibreglass, and a photographic record of car #003, the oldest Corvette still in existence.

The first race car is the focus of Chapter 2. The 1956 Corvette SR Sebring Racer in Polo White with bold blue racing stripes was blessed with a V8, and through success at Sebring, allowed Zora Arkus-Duntov to prove that success at the track does in fact help sell cars in the showroom. The following chapter looks at the 1957 XP-64 Corvette Super Sport that Harley Earl and Duntov created to challenge “single-purpose racers” on the track. Interestingly, this concept borrowed heavily from both the Jaguar D-Type and the Mercedes-Benz 300SL.

One of the most interesting cars I have ever seen is the 1959 Chevrolet Experimental Research Vehicle I, which reveals how early Chevrolet designers started to evaluate mid- and rear-engine placement. The car looks more like a late 1960s-era formula car than a Corvette. Very forward thinking.

The first Corvette to become a television star was a 1960 Corvette Convertible in sparkling Tasco Turquoise. It was the mode of transportation for the pair of do-gooder road warriors featured in Route 66.

The big screen brought us Corvette Summer, which put Mark Hamill behind the wheel of an overly-customized 1973 Corvette that was converted to right-hand drive to allow the driver to be closer to the curb so that he could talk to the girls while cruising. The story line involves the car being stolen, and we learn that near the end of production the car was, in fact, stolen by some crew personnel.

The 1963 Corvette Sting Ray Z06 represented Chevrolet’s desire to offer a “customer racing package,” and now-legendary hot-shoes like Bob Bondurant and the late Mickey Thompson spent time behind the wheel of these beasts. We also learn that Carroll Shelby had been turned away by Chevrolet when he came looking for a Corvette chassis to be the basis for a road racing dream of his own.

John Greenwood’s wide-body 1976 race car was named the Spirit of Le Mans, but based on its swoopy bodywork, it could easily be mistaken for the Batmobile if it was painted black. Dave Wendt did an incredible job shooting the photos of this legendary car, which would prove a challenge as its mostly white paint scheme masks many of the lines of its crazy flares and styling cues.

Other special cars include:
1960 Cunningham No. 3 – Le Mans racer
1961 BM/SP – drag racer
1963 Lightweight Grand Sport Coupe – Duntov killed the split-window with these cars
1964 CERV II – experimental racer
1966 L88 Coupe – Roger Penske’s dominant steed driven by Dick Guldstrand
1978 Indianapolis 500 Pace Car
1981 Corvette Coupe #31611 – The last car produced in St. Louis.
1988 Callaway Sledgehammer – Tuner Reeves Callaway takes turbocharging to new heights
2001 C5-R-003 Le Mans Class Winner
2009 ZR1 #5900001 “Blue Devil” – The latest and greatest

While you may not agree with some of the selections contained within, I have no doubt you will still find this book an enjoyable read as it gives us a look at some of the most notable and significant Corvettes in existence. As an added bonus, the cover dust jacket features a removable glossy poster of the 1956 Corvette SR Sebring Racer on its reverse side. If there is a Chevrolet or Corvette fan on your holiday shopping list, this title is well worth consideration.

www.motorbooks.com
ISBN-13: 978-0-7603-3774-5
CAN $39.00

The Story of the Prancing Bull

Review by Russell Purcell

Tucked away in a small industrial area located just off Vancouver’s False Creek is a non-descript, two story building that houses Intermeccanica International Inc., a boutique manufacturer of specialty automobiles whose very existence is surprising given the company’s tumultuous history.

Author Andrew McCredie is well known for his impeccable writing, and his latest book, Intermeccanica – The Story of the Prancing Bull, is truly a gem. It’s obvious that the North Vancouver native took the time to carefully research the intriguing story of company founder Frank Reisner, one of the most imaginative, creative, and resilient men to ever pursue the dream of building an automotive empire.

Unfortunately Frank passed away in 2001, but with the assistance of Reisner’s wife Paula, as well as that of their three children, the author was able to delve deep into the company’s history, tracing its beginnings back a half-century when Frank landed in Turin, Italy, and “discovered the art and science of making automobiles.”

A New Life
The story begins with the Reisner family leaving war-torn Hungary for a new start in Canada in an effort to escape the oppressive control of the Hungarian Communist Party. As a young man of 16, Frank found himself in Montreal, where after completing his high school studies he would work a variety of jobs to help finance his post-secondary education as well as his burgeoning interest in automobiles.

Italian Holiday
An extended holiday in Europe with his new bride in tow ended up becoming an 18 year adventure during which Frank would be bitten by the industrialist bug and follow his passion for all things automotive. What began as a small, Turin-based venture producing speed accessories (“speed kits”) for European motor cars soon evolved into much more.

In 1960 Frank designed and constructed the IM Formula Junior, a Peugeot powered race car that represented the first car he built from the ground up. Frank’s “precise sketches and endless mathematical calculations” proved fruitful, as the car worked so well that it won the Formula Junior Canadian Championship in the following year (1961). This achievement was significant as it helped Intermeccanica establish its name in North America and beyond.

We learn that during his time in Europe Frank liked to wander the garages and paddocks at racing events to learn how competition cars were constructed. This acquired knowledge would prove beneficial in many of Frank’s future designs where strength, safety and performance had to meld with lightweight materials.

Reisner wanted Intermeccanica Automobili to build stylish performance cars that people could afford. His dream was to blend the beauty of Italian designs with the robust and proven mechanicals of American cars.

As Frank established himself in Italy he carefully nurtured relationships with other auto manufacturers, parts suppliers, and designers in an effort to create the cars of his dreams. Some of the most notable include the Puch 500-inspired IMP, the Buick V8-powered Apollo 3.5 GT Coupe and Convertible, and the stylish Griffith, Italia, and Omegas.

McCredie works his way chronologically through the long list of projects tackled by Reisner and his talented crew over the near two decade period spent in Italy, and has thoughtfully included an appendix at the end of the book that lists all of the cars produced by Intermeccanica in Italy between 1959-1975.

California Dreaming
Stymied by a lack of capital and a string of failed or floundering business agreements Intermeccanica was closed by late December1974. Without any prospects in Europe, Reisner would relocate his family and what remained of the business to sunny Southern California where he planned to revive one of his most acclaimed designs, the Indra, but this time built using Ford-mechanicals and specifically for the U.S. market.

Intermeccanica hit another speed-bump in San Bernadino, California, when federal funding to help “reinvigorate the ailing manufacturing sector” was actually redirected by the city to develop some new industrial subdivisions instead of helping operations like Intermeccanica establish and grow in the community.

A chance visit to a used car lot sparked what would become the basis for what Intermeccanica is today, when Frank stopped to enquire about a trio of used Porsche Speedsters that were on the lot. The salesman had informed Frank that they would be “gone by the weekend” and that “he wished he could get more.” This sparked Frank’s interest and he soon began planning his next venture.

Frank believed that when you build something you should “try and build it the best way possible with the budget you have.” He envisioned a replica Speedster with a simple fibreglass body bolted to a VW chassis. The project would be low cost but would offer potential big gains to allow him to support his family.

After sourcing a loaner Porsche from which he could make a body mold (in his driveway), Reisner enlisted hot-rodding legend and old friend Dean Moon to help Frank re-establish Intermeccanica as a viable business. Using Moon’s shop he engineered a shortened VW chassis to fit the new Speedster body. The two men were able to find local suppliers to recreate the windshield frames and glass, seats, interior bits and convertible top, while Frank carefully rebuilt the prototype’s VW engine in his bathroom.

Automobili Intermeccanica began producing Speedster kits as well as complete cars in Santa Ana, California, in 1976. The car became regarded by many as the “dune buggy of the seventies” due to its simplicity and use of VW underpinnings.

In a modern world where copyright infringement cases keep lawyers well-fed and prosperous, I found it intriguing that Porsche was satisfied with the quality of the replicas produced by Intermeccanica so left them alone. In reality, McCredie points out that the German sports car giant had never copyrighted the design of the Speedster body!

Homecoming Hiccups
A host of old legal issues, a struggling economy, and the spectre of having his son forced to serve in the U.S. military found the Reisner family on the move again, but this time back to Canada. An old business acquaintance extolled the virtues of Vancouver, British Columbia, and in January, 1982, the Reisners arrived in the stunning port city that would become home.

The Speedster replicas created during the short stay in California served as the inspiration for the cars that the company would eventually produce in Vancouver. Despite finding a comfortable home base in Vancouver, Intermeccanica still faced several major hurdles that would hamper its growth including the inability to sell running cars to American customers due to stringent US Customs regulations (so cars were imported minus running gear), an inadequate workforce, and a weak Canadian dollar.

Improved Quality
Strong interest from Japan in the mid-1980s led to vast improvements in the construction of the Speedster and Roadster models as the overseas customers demanded a more rigid, lighter and stronger design. In response, the company soon had its own ladder-style frame design to accommodate larger engines. I should point out that it was also a Japanese customer who ignited Frank’s desire to produce the German military staff car, known as the Kubelwagen (also a Porsche product), albeit a much improved re-creation that is both robust and reliable.

As it has become very difficult to source air-cooled VW engines, the company now employs flat six-cylinder units sourced from the venerable Porsche 911, as well as water-cooled four-cylinders from VW and Audi. Use of these more modern power plants has led to increased mechanical reliability, consistent performance and improved fuel efficiency- all factors that make Intermeccanica buyers a happy lot.

While the Intermeccanica Roadster RS initially evolved from a simple “kit” build, one look at the stunning photographs near the end of the book reveals that the cars currently produced by the firm are handcrafted gems precision built to the specifications of the customer.

The Future
Paula Reisner and her son Henry keep Intermeccanica in operation, and although founder Frank is no longer with us, we learn that the company is exploring production of one of the visionary’s final concept designs – a modern version of the Italia. The Italia was arguably Intermeccanica’s most stunning design, so it would be fitting that a new Italia emerge (complete with Corvette engine and running gear) in honour of Frank Reisner’s many accomplishments.

Ultimately, the story of Intermeccanica is a compelling one as we learn that perseverance, hard work, and having faith in one’s own abilities can make dreams come true.

Intermeccanica – The Story of the Prancing Bull
by Andrew McCredie as told by Paula Reisner
ISBN-978-1-845842-49-9
US $79.95 – www.velocebooks.com

Review by Russell Purcell

“If I hadn’t been an actor, or a director of film, I guess I would have liked to become a racing driver more than anything else.” – Paul Leonard Newman

A book about Paul Newman seems like an odd choice for author Matt Stone to tackle, as the acclaimed writer usually scribbles about four-wheeled subject matter. This book stands apart from the others dedicated to the life of the Academy Award-winning actor and unparalleled philanthropist, as it explains his “gasoline-fueled passion” for automobiles and racing cars, so putting a gear-head like Stone at the wheel of such a project is an obvious choice.

Winning

The book derives its title from the 1968 movie of the same name in which Paul portrayed Frank Capua, a struggling racing driver looking for victory at the Indianapolis 500. It was Paul’s involvement with this film that supercharged his interest in motorsport, as during production, he learned how to race and got to sample three different disciplines of the sport: road racing behind the wheel of a Can-Am monster, stock car racing in a cumbersome NASCAR sedan, and of course, Indy Cars at Indianapolis.

The book’s forward was written by his friend of over 40 years and business partner, American racing legend Mario Andretti. Mario was the man responsible for putting Paul and Chicago-based businessman Carl Haas together to form what would become one of the best run and most successful top-tier Indy Car operations to ever grace a paddock.

We gain great insight into the “real” Paul Newman through Mario’s heartfelt writing. “He was a really colourful character. Bigger than life but also trying to be extraordinarily ordinary. Wanting to be just one of the guys.” Mario proclaims that Paul “took to racing like cream cheese on a bagel,” and that he “was always impressed by his depth of technical comprehension.”

“He had a love affair with race cars.”

Paul quickly rose from the ranks of amateur sports car competition to establish an impressive professional racing resume which includes everything from top-speed runs at Bonneville and play-dates in sprint cars, to glory on the world stage at Le Mans and Daytona. After reading this book, you will no doubt be amazed at the breadth of Newman’s racing experience and surprised at how many victories he amassed during his secondary career.

Racing and tinkering with automobiles allowed the esteemed actor “to keep his feet on the ground,” and Paul once said that “racing is the best way I know to get away from the rubbish of Hollywood.”

Legendary race instructor Bob Bondurant says that Paul had “not only the desire, but also the talent.” Unfortunately Paul had to put off serious involvement due to “studio disappointment” and a respect for the fact that he started honing his skills rather late in life (45).

A lot of rich guys race, but most carry their talent in their wallets. Paul Newman, on the other hand, was the real deal behind the wheel, and was a much more accomplished racing driver than people give him credit for. In fact, Paul competed in the 24 Hours of Daytona (1979 – Porsche 935), 12 Hours of Sebring, and even the 24 Hours of Le Mans (1979). In the latter event, the Dick Barbour-run 935 took an unexpected second place at the storied French classic, which represented a class win, but the team’s phenomenal success was not enough to entice Newman to return for another attempt, due to the excessive pressure put upon him by both fans and media.

Paul found most of his success behind the wheel of Nissan-based (Datsun) race cars as part of the Bob Sharp Racing stable. In 1978, he stood atop the podium in 12 of 15 races (behind the wheel of a 280Z and a 200SX) and started from the pole position at eight of those events. The following year he won 14 of 16 events!

Advertisements for sponsors like Budweiser, Pioneer Car Stereo and Maxwell House Coffee would reveal Paul’s racing sideline to consumers all over the world.

It is said that Newman was more than willing to race anything with wheels. Racing driver and motorsport commentator Sam Posey put it best when he said that Paul “acted his way into being a racing driver. He used his powers of concentration and his image of himself succeeding, and he played it like a role.”
Other Racing Efforts

• 1983-1986: Paul competed in the fabled Trans-Am road racing series.
• 1987: While filming The Color of Money, he became close friends with co-star Tom Cruise. Tom got his SCCA license and teamed with Paul at Newman-Sharp Racing for a limited SCCA schedule. Interestingly, we learn that “Cruise was crash prone and lacked the ultimate commitment of his teammate.”
• 1990s: Paul slowed down to focus on his Indy Car team, but campaigned occasional cars in Trans-Am, IMSA Supercar, and SCCA World Challenge competition.
• 1995: Paul won the 24 Hours of Daytona in a GTS-1 Ford Mustang. Paramount Studios financed the effort as a present for his 70th birthday, so the car’s livery promoted his latest film, Nobody’s Fool.
• 1999: Paul piloted a F355 Ferrari Challenge car at Lime Rock
• Not afraid to get a little dirt under his nails, Paul occasionally liked to try his hand at Sprint cars.
• 2000: Paul competes in the 24 Hours of Daytona in a Porsche 911 sponsored by another film project – Where the Money Is.
• 2001: Paul returned to Daytona equipped with a potent Porsche GT1, but the car retired before his driving stint.
• 2002: He returned to the SCCA Run-offs in a Jaguar XKR under the banner of Newman Racing.
• 2004: One last visit to Daytona saw Paul partnered with the likes of Kyle Petty, but this time in a Porsche-powered Fabcar Daytona Prototype sporting graphics for the Pixar movie Cars.
• 2007: Paul’s last victory came in a GT-1 race at Lime Rock in his ex-Tom Gloy Corvette.

100 Victories and Counting

This chapter chronicles Paul’s many successes as a team owner. He and his partners campaigned cars in Can-Am for the likes of Danny Sullivan, Keke Rosberg, and Al Unser Sr., and his long-running partnership with Carl Haas in the Indy Car realm (as Newman-Haas Racing) was dynamic. I recall being present for the team’s 100th victory in the Champ Car World Series which was quite the accomplishment for a venture that started as a hobby.

Stone has littered this chapter with a wonderful blend of rousing tales, memorable moments, and significant revelations (all delivered with heartfelt emotion) from a catalogue of world-class drivers and associates who worked with Paul during his time as a team principal. Some of these include international shoes like Nigel Mansell, Sebastien Bourdais, and Cristiano da Matta, but American talents who benefited from Paul’s patronage include Bobby Rahal, Michael Andretti and his father Mario.

The Last Role

A short chapter on Paul’s involvement with the Disney Pixar film Cars is of interest, as his voiceover work as Doc Hudson, the 1951 Hudson Hornet Coupe, stands as his final big-screen role. Of course, the big appeal to Paul was the “car aspect” of the project.

The Ultimate Sleeper AKA the Atomic Furnace

We learn of an odd infatuation for hot-rodded VW Beetles that Paul carried throughout a large portion of his adult life, as well as his personal quest to make the ultimate sleeper Volvo station wagon. The first effort in that quest saw a turbocharged 3.8-litre V6 from the awesome Buick Grand National land under the hood of a 1988 Volvo 740 GLE. A Volvo 960 housed a supercharged Ford Racing V8 (a similar one was gifted to David Letterman, who reveals his gear-headed self with his flame-filled story of the Volvo “atomic furnace.”) The last one was referred to as the Volvette, as this mild-mannered 960 featured the 6.0-litre LS2 V8 from a 2005 C6 Corvette. Due to his illness, Paul never got to drive the Volvette, but a family friend did take him for some fast laps as a passenger in the car at his home track of Lime Rock in Connecticut.

CODA

Paul Newman was a man of many talents. His successes on the big screen are cherished by millions, but personally, he was more proud of his victories on the race track. Trans-Am legend Tommy Kendall surmises that “Paul felt that a big part of his career in acting was dumb-ass luck.” He knows that he appreciated the craft and was committed to it, but believes that he felt that his good looks played a big part for his success in that arena. Racing on the other hand, “gives nothing to anyone,” and “your only measure is your achievement.”

On another note, if an accurate accounting of Paul’s many charitable endeavours is ever tabulated, I think it would be safe to reserve the top step of the philanthropy podium for Mr. Newman, as few will ever match his competitive nature when it came to helping the less fortunate. Now that is the true mark of a winner!

ISBN-13: 978-0-7603-3706-6
MSRP: CAN$37.50
www.motorbooks.com

They say you can’t judge a book by its cover, but one look at Basem Wasef’s latest offering – Legendary Race Cars – will quickly change your mind about that statement. The book’s cover features a stunning studio shot of the 1968 Lotus Type 56 Turbine Indy car cloaked in the bold red of team sponsor STP. The off-centre photograph provides a menacing frontal view of this innovative machine that quickly captures your interest, and in a clever marketing move, the publishers have wrapped the book in a matching jacket-poster that they claim is suitable for framing. This is a clever idea that I wish more publishers would embrace as many automotive titles feature stunning cover art.

This is a follow up to the author’s first title, Legendary Motorcycles, with a similar concept dedicated to iconic racing machines. Assembling this dream list of four-wheeled eye candy was no small feat, but all Wasef’s hard work and research has resulted in a pretty unique book.

This is not just a book about 25 automobiles selected as personal favourites by an author trying to fulfill a publishing commitment. Instead, it is a close look at 25 very special (and varied) automobiles that proved themselves as exceptional examples of the automobile through success on the track. Each of the selected competition vehicles is featured in its own chapter. A nice mix of cars from all disciplines and eras, with everything from lumbering NASCAR stockers to lithe and nimble sports and formula cars represented.

This book kicks off with a foreword penned by no less than Sir Stirling Moss, a legendary racing driver who is known to appreciate race cars for what they truly represent – “works of art.” I found myself anxious to turn the page after reading that the cars chosen to be featured in this book should be seen as individuals, and just like with a beautiful woman, “you have to know and respect her” to make this relationship work. One of Sir Stirling’s own cars, a stunning Mercedes-Benz 300 SLR, is included in the final chapter.

After a series of debates and discussions with his friends and partners, the author managed to select a group of the world’s most historically significant race cars. While his list may differ from yours or mine, his wide cross-section is well-rounded and warranted.

The book reflects the author’s desire to support his selections, as it’s obvious that careful research was conducted to support the inclusion of each car, as well as to ensure accuracy in the details and specifications. This required Wasef to journey across Europe and the United States to get the job done.

The first chapter features Ford’s GT40, which is significant as it was designed as the Ford Motor Company’s weapon of choice to defeat Ferrari at Le Mans after the Italian company backed out of a planned industrial merger. Revenge was sweet, and the car is truly a legend.

The Mercedes-Benz W25 of 1934 helped the company ensure its success on the world stage of Grand Prix racing, but it also spawned the “Silver Arrows” moniker long associated with the German company’s racing cars after the team removed the car’s white paint to shed the one-kilogram of weight needed to meet the formula’s 750-kilogram weight limit. The author suggests this might be a legend, but it makes for a good story.

The Lotus 49 was the brainchild of engineering dynamo Colin Chapman. His inspired design married a lightweight chassis to a stress-bearing engine. This concept dominated open-wheel racing for decades.

The “unsightly” 1937 Delahaye 145 collected a one-million-franc purse when it set a new top-speed record of 146.654 km/h and later defeated a Mercedes-Benz Silver Arrow (a car possessing twice the horsepower) at the 1938 Paris Grand Prix.

The 1907 Thomas Flyer (60-hp and 5,700-lb) managed to circumnavigate the globe in 1908, traveling more than 22,000 miles from New York to Paris. The “Great Race” victor beat five other cars, despite being completely stock spec.

One of my own personal favourites is the MP4/4 McLaren Honda that the late Ayrton Senna and arch rival (and teammate) Alain Prost both used to decimate the competition during the 1988 Formula 1 World Championship season. This is arguably the most dominant racing car of all time, as Senna and Prost combined to win 15 of the 16 races that season and earned 15 pole positions. I was pleased to see it get the recognition it deserves. The text for this chapter focuses on Senna’s tumultuous time at Marlboro McLaren, and is very well written.

Mature readers will relish the tales of the early models and the big personalities that helped design and develop them (as well as hustle them around the track). Younger readers will no doubt be exposed to images of some of these cars for the first time, and Wasef’s casual writing style will both intrigue and educate them as they flip through the book in awe.

As a visual reference, this book is top notch and will delight your eye. There is a nice mix of historical content from the archives of photographic geniuses like Paul-Henri Cahier and Louis Klementaski – as well as a nice portfolio of the author’s own photography.

This book has something for everyone and as a collection of monumental automotive stories it stands alone. Where else can you read about the Audi Sport Quattro S1 that Walter Röhrl used to slay Pikes Peak, followed by the tale of Parnelli Jones’ Baja 500-busting “Big Oly” Ford Bronco? I have no doubt that this very entertaining book will take centre stage on your coffee table.

The List

– Ford GT40
– Mercedes-Benz Silver Arrows
– Ayrton Senna’s McLaren Honda MP4/4
– Lotus 49
– Delahaye 145
– Greer-Black-Prudhomme Top Fuel Dragster
– Maserati 250F of Juan Manuel Fangio
– The Thomas Flyer
– Parnelli Jones’ “Big Oly” Ford Bronco
– Aston Martin DBR1
– Audi Sport Quattro S1
– Ferrari 156 “Shark-nose”
– Auto Union Grand Prix
– Shelby Cobra Daytona Coupe
– 1911 Marmon Wasp
– Porsche 917
– Richard Petty’s Plymouth Super Bird
– Ecurie Ecosse’s Jaguars
– Lotus 79
– Michael Schumacher’s Ferrari F1 cars
– Maserati 8CM
– Colin McRae’s “555” WRC Subaru Impreza
– STP Turbine Indy Car
– Porsche 962C
– Mercedes-Benz 300SLR #722

www.motorbooks.com
ISBN-978-0-7603-3548-2
CAN$ 43.99

Review by Russell Purcell

There are a lot of books written about the Ford Mustang, but it is easy to forget that the car has been around for the better part of five decades. Author Jerry Heasley’s latest release, Mustang Masterpieces, is different, as he has chosen to focus his attention on those Mustangs that have a connection to American automotive legend Carroll Shelby.

The book begins with a short foreword by Shelby, who has been a personal friend of the author for the past 25 years. From this we learn that Carroll has great respect for Heasley, and acknowledges that he would consider him an expert on Shelby products and automobiles. Jerry’s knowledge is firsthand, and is supported by interviews conducted with all the major players, including Shelby himself.

The book begins with a look at how Carroll Shelby came to prominence on the world stage with his stunning Cobra race cars. The success for Ford, which provided the engines for Shelby-American, helped give the blue oval the high-performance image it needed. When the Ford Mustang debuted in the spring of 1964, Ford brass called upon Carroll Shelby to help them promote their new pony car through road racing. In 1965, the Shelby GT 350 dominated SCCA racing, and a partnership that is still going strong today, was formed.

What makes this book compelling is the fact that it is not just a fact-based, chronological history. Instead, the author fills the book with stories of real people and their involvement with significant Shelby automobiles.

One such story is that of Mark Gillette and his quest for SFM5002. This is the serial number of the first competition Shelby Mustang, a 1965 Shelby GT 350R, that can now be seen on display at the Shelby Collection in Boulder, Colorado. The car was found tucked away in Mexico, where it had been hidden for decades after finishing its days on the race track. The author doesn’t divulge the purchase price, but hints that it was a relative bargain, especially when compared to its estimated current value of one million dollars (even in un-restored condition!)

Another iconic name in the automotive world is Vic Edelbrock. The intake manifold king enjoys spending time with his two daughters vintage racing a pair of “user-friendly” 1966 GT 350s. Daughter Christi says the appeal of the car is that “they are forgiving,” and that “they are safe.”

In 1966, Hertz, the car rental company, ordered 1,000 Shelby GT 350s. Shelby American painted most of them in the Hertz corporate colours (black and gold), but the author’s research revealed that 200 of the cars were painted in four other colours: white, red, blue and green. Due to the size of the order, the cars were given a unique model designation – GT 350H. I was intrigued to learn that it was Carroll Shelby’s ingenious idea to approach the car rental company in an effort to boost his own company’s sales. In short order, he doubled his output! I was even more intrigued by the fact that many of these cars could be bought from the company a year later for a song! Makes you wish time travel was a reality.

Alain Bailey of Hood River, Oregon is the subject of another “barn find” story. The original owner had held on to a 1966 GT 350H for 37 years before selling the tired-looking car to Bailey due to a divorce. Evidently he had planned to keep it forever, as he knew that the car was special, but circumstances change. Heasley mentions that a local tavern owner had offered his business in trade for the car at one point.

The Ivy Green Shelby GT 350 featured mid-book is a special car. In 1966, Shelby-America offered the option of fitting a Paxton supercharger. Only eleven cars were ordered this way, but 6S051 is the only one to receive a special stripe package on its rocker panel that designated it as a GT 350S. A little research eventually revealed that this car was the prototype for the supercharged cars, and was, in fact, the first Shelby Mustang to be painted another colour besides white.

The only 1967 Shelby GT 500 convertible in existence is actually a prototype as well, but its story is shrouded in mystery. The meat of the story is that the car was on loan to a Ford Motor Company executive who was visiting California with his girlfriend. Apparently, at some point his girlfriend took off with the car and did not return. To protect the identity of the executive, no stolen car report was filed. The car would turn up years later and would need the detective skills of both Dan Gurney and Carroll Shelby to prove it actually existed!

My favourite tale in this book is called “The Saga of the Shepler Church Road Shelby.” This is the story of a 1967 Shelby GT 350 that sat on the side of a gravel driveway for fifteen years sporting a large sign on its windshield proclaiming, “DON’T STOP. DON’T ASK. NOT FOR SALE.” After polite persistence, the car eventually found a new owner who has restored the car to its original glory. I hope he kept the sign.

There are chapters dedicated to other unique Shelby cars including the one and only 1969 GT 350 BOSS 302, a car that is basically a Boss 302 fitted with Shelby fenders, front grille, hood, and other trim pieces. Also, the 1969 Shelby De Mexico, a line of GT 350 Cobras built from Mustang coupes assembled in Mexico City. A law required that 45 percent of the parts be manufactured in Mexico, so the car featured long rear pillars to mimic the fastback roofline of its American made counterpart, a Mexican 302, and a special hood with three scoops instead of five.

Modern Shelby Mustangs are the focus of the latter chapters of the book and include the 2006 Shelby GT-H program, the supercharged V6 Mustang CS6, 2007 (40th Anniversary) Shelby GT500, 2007 Shelby GT500 Super Snake, and 2008 Shelby GT500 KR, among others. The author also delves deeper into the life of Carroll Shelby, his company today, the enthusiasm of his many fans and Shelby enthusiasts, and the good work done by the Carroll Shelby Children’s Foundation. If you are a fan of Shelby automobiles or the man himself, this book is worth tracking down.

Mustang Masterpieces: Featuring the Cars of Carroll Shelby
Author: Jerry Heasley

http://www.krausebooks.com/

ISBN-13: 978-0-89689-724-3
Price: CAN $38.00

The label “icon” gets thrown around quite liberally when the discussion turns to charismatic politicians, exceptional athletes, celebrities long past their shelf lives, and ground-breaking products like the Yo-yo, Frisbee, Ginsu Knife and the Ronco Pocket Fisherman. As an automotive writer, I tend to use the term for car models that have survived multiple generations like the Porsche 911, VW Beetle, Ford Mustang and of one of the greatest American icons of them all, the Chevrolet Corvette.

Author Mike Mueller has penned numerous books – all focused on automotive subjects – many of which proved to be iconic models themselves. His latest title, The Corvette Factories: Building America’s Sports Car, is unique in that it gives the reader some insight into the six-decade development of America’s favourite two-seater, as well as an in-depth look at the three factories responsible for producing Chevrolet’s remarkable “halo” car.

A picture is worth a thousand words

General Motors provided Mueller with liberal access to the wealth of material housed in the GM Media Archives and it’s obvious that he dug deep into the photo collections for the images that illustrate this very thoroughly researched book.

A surprising amount of information can be gleaned by simply perusing the photographs included in this tidy tome. For example, a photo depicting a group of designers tweaking a clay mockup reveals that the fourth-generation (C4) Corvette was set to debut in 1983 (as there is signage denoting the mud-Vette as a 1983 model), but development delays bumped the launch to the following year.

He also chose to incorporate artist David Kimble’s cutaway illustrations which are sprinkled throughout the book. These elaborate works help drive home how incredibly complex the mechanical and electronic systems are that hide beneath the shiny bodywork of the modern automobile.

Six Decades of Innovation

Zora Arkus-Duntov (Chevrolet’s legendary Director of High-Performance Vehicle Design and Development) is often credited with bringing the Corvette to fruition, but Mueller corrects this by introducing readers to GM styling guru Harley Earl, the man responsible for many of the company’s most memorable concepts.

The drop-top “plastic fantastic” (complete with slip-in Plexiglas side curtains) was revealed in 1953 at General Motors’ “Motorama” auto show at the Waldorf Astoria Hotel in New York, kicking off an almost uninterrupted six decades of production (there was no 1983 model Corvette). The Motorama concept was a huge success for General Motors from 1949-1961. The company used these events to showcase both technical and styling innovations to the consumer, as it toured through several major cities each year, and it could be considered the prototype for the auto shows we flock to today.

The book kicks off with a look at the first engine to provide the “heartbeat” for the Corvette, Chevrolet’s Blue Flame six-cylinder. This was the sole engine choice for the first two years of the car’s production (1953 and 1954). All cars afterwards came equipped with a V8.

The evolution of the car’s styling, powerplants, and the increasing levels of creature comforts, technology and safety equipment are examined as Mueller looks at the long history of the Corvette.

The author goes into great detail to dissect the unique construction and assembly process that was required to develop each generation of the Corvette. For example, from mahogany body molds, the designers created 62 fibreglass sections to assemble the body of the 1953 Corvette. These totaled 340 pounds when glued together. New processes like vacuum bagging helped give the fibreglass panels the smooth finish expected by car buyers.

The Factories

There have been a mere three factories involved in the production of the venerable Chevrolet Corvette. The first run of three-hundred identical cars (cloaked in Polo White and sporting red interiors) fitted with the 235-cubic-inch six-cylinder and a Powerglide automatic rolled off a makeshift assembly line in Flint, Michigan in 1953.

The following year, a dedicated factory was up and running to produce the 1954 run of cars, located in St. Louis, Missouri, and all Corvettes were made in this facility until 1981.

A need to modernize production methods as well as to solve associated environmental concerns had General Motors’ brass searching for a new factory in the late 1970s. There was also a need for greater capacity so that the company could meet growing demand for its most glamorous automobile. The basis for a new facility was purchased from rival Chrysler in 1978. This soon-to-be state-of-the-art factory was located in Bowling Green, Kentucky, and was ready for action for the 1981 model year. The car is still being made here today, as was the now extinct Cadillac XLR.

Interesting Facts

Interestingly, the 1954 Corvette was Detroit’s first model to have its wheels balanced right on the assembly line.

We learn that the transition from C4 to C5 models resulted in the need for 1,500 fewer overall parts. Fewer parts mean less opportunity for things to go wrong.

Building cars with fibreglass bodies poses many hurdles when it comes to assembly, including paint issues. Through the use of a series of carefully selected images, descriptive text, and concise captions, Mueller helps the reader follow a 1953 model through the production process in Flint, followed by a similar step-by-step journey down the C6 assembly line in Kentucky later in the book.

The National Corvette Museum is showcased in the final chapter of the book, an incredible facility directly across the street from the factory in Bowling Green. Any true Corvette enthusiast will feel drawn to this impressive collection, but the real diehards will choose to take delivery of their cars at the museum, a clever marketing tool that comes with a host of VIP perks.

The Corvette Factories: Building America’s Sports Car would make a nice addition to the library of any fan of Chevrolet automobiles.

www.motorbooks.com
ISBN-13: 978-0-7603-3551-2
Suggested retail price: CAN $49.99

Review by Russell Purcell

When it comes to aftermarket engine components for Harley-Davidson motorcycles, there are few companies, if any, that can compare (or compete) with S&S Cycles. The company derives its name from founders George Smith and Stanley Stankos, two innovative motorcycle enthusiasts who were making names for themselves tuning motorcycles to go fast at the dragstrip and beyond. Initially, the small outfit produced aluminum pushrods, but this would soon be followed by the company’s now legendary carburetors for both racing and street applications. The quality, performance and reliability of its components led to a fruitful collaboration with industrial giant Harley-Davidson, for which S&S began building complete engines.

S&S Cycle turned 50 in 2008, and to commemorate this major corporate milestone, the company’s executive team came up with a unique marketing idea. The concept of the “World’s Biggest Build-Off” was devised to trumpet the horns to the masses and generate a buzz within the motorcycle performance industry. The plan was to invite 50 of the world’s best custom motorcycle builders to each build a bike around the same number of special, commemorative S&S engines. Upon completion, the bikes would assemble at the company’s headquarters in La Crosse, Wisconsin, for an enormous anniversary party. The staff at S&S, members of the media, invited guests, and the 50 builders would cast their votes to determine which of the bikes stood apart as the best-of-the-best and award the builder a $50,000 cash prize.

In an effort to document this tremendous project, the company commissioned noted motorcycle writer Howard Kelly and photographer Michael Lichter to create a book to celebrate the creativity and engineering skills of the selected builders, all of whom choose to use S&S engines and components as a foundation for their incredible custom motorcycles.

The special run of 50 engines utilized by the builders for this project is comprised of a mix of six different types in an effort to represent the company’s offerings over the five-decade period – P-Series (93-cubic inches), SB-Series (100-ci), SH-Series (93-ci), V-Series (145-ci), T-Series (126-ci), and X-Series (117-ci). The author used this differentiation as a way to group the participants and thus, lay out the book in six sections.

There is a chapter devoted to each builder and their respective bike, and Kelly’s concise writing style is such that he grabs your attention with key tidbits of information about both man and machine. He focuses on the meat of the project – the process of building the bike, and of course, what makes each rolling masterpiece special. I found it interesting to see the wide range of designs and how builders use everything from recycled parts to cutting-edge technology and engineering to turn their visions into rolling, high-performance art pieces.

These compilation books are great, as the reader is able to quickly flip to the section they desire, but they also provide an avenue to introduce lesser-known (but equally skilled) builders to a like-minded audience.

Some of the best-known, U.S.-based builders are represented including the likes of Jesse Rooke, Kendall Johnson, Rick Fairless, Orange County Choppers, and three generations of the Ness clan.

International standouts include Chica and Keiji Kawakita (both from Japan), Branko Built (Australia), HogTech (Sweden), Odyssey Motorcycles (France), Stonebridge Motor Company (England), Special Parts Supply (Netherlands), Nicolas Chauvin (France), Walz Hardcore Cycles (Germany), Aldo Querio Gianetto (Italy), Fred Kodlin (Germany), Road Rage Customs (New Zealand), and Canada’s Dan Roche.

The collection of photographs used to decorate the 224 pages of this book are absolutely stunning, and will no doubt leave you daydreaming of climbing into the saddle and hitting the road. Michael Lichter’s skilled lighting and clean studio backdrops allow his tack-sharp images to roar off the page. As a photographer, I found myself truly amazed at how well he could capture the essence of each bike, as well as the passion and enthusiasm of each builder, in only a handful of images.

For the most part, the custom chopper craze seems to have run its course when it comes to its place in popular culture, as the seemingly endless variety of chopper-based reality shows that populated the likes of the Discovery Channel, Speed Channel, TLC and A&E have all but evaporated from the airwaves. For a time, every second guy on the street was wrapped in an OCC T-shirt or wearing a West Coast Choppers’ beanie, but now, these have been replaced by flavour-of-the-week MMA-branded gear. However, there are still the diehard custom bike enthusiasts out there looking for one-of-a-kind dream machines and the sense of individuality and freedom that comes with rolling down the highway on a loud and raucous chopper. Judging from the eye candy displayed on the pages of this book, these individuals better have very deep pockets.

www.motorbooks.com
ISBN: 978-0-7603-3603-8
Price: CAN$49.99