The 60s was truly the greatest decade for automobile design, racing, and car enthusiasts. The decade opened with the Stingray Racer and Ferrari 156 Shark Nose and closed with the Lancia Stratos Zero and Porsche 917.
The decidedly open racing regulations of the era encouraged exploration and risk taking. Brilliant characters like Jim Hall, Jack Brabham, Bruce McLaren, the Granatelli Brothers, Dan Gurney, and so many others had the gumption and wherewithal to build their wildest visions and then drive or trailer them to the track and win.
These luminaries (and others) evolved the black art of aerodynamics into an engineering science through trial and error. Some used aluminum engine blocks as stressed members on mid-engined composite chassis, and others strapped jet turbine engines alongside the cockpit. The great kustomizers like Bill Cushenbery, Dave Puhl, and Gene Winfield thoroughly challenged our imaginations. It was an exciting time to be a car nut.
Like most child car enthusiasts, I spent the school days drawing cars and my “free time” building plastic models. In November of 1965, my parents took us to the 50th Annual Detroit Auto Show—where my mind was blown open by the Mako Shark II and Toronado.
Also on display was the Chevrolet Monza Junior go-kart, which Bill Mitchel had built for his stepson. The kart was an identical scaled down copy of the beautiful Monza SS Show Car from 1963.
A watered down copy of Mitchel’s kart could be won in a raffle at the show, so my family and I filled out dozens of raffle tickets and I spent the years to come waiting for Chevrolet to call and make arrangements for delivery. At that age, I was unable to fabricate my own go kart—let alone a real car—but the dream of doing so was firmly embedded in my psyche.
Inspiration Strikes to Design the JM Special Can-Am
Throughout the years, I would draw up designs for various dream cars. While in college, the idea came to me to build a fiberglass body of my own design on the chassis of my ’69 MG Midget.
Some years later, I got serious and visited Caterham Cars in Surrey, England, with the hopes of putting my body on a Super Seven chassis. While working as an Architectural Model Builder in Yanbu, Saudi Arabia, during the early 80’s, I locked down the plan to base my car on an ERA GT 40 chassis.
Things did not work out well with the ERA, but with so many GT40 kit car builders around, I went forward with this idea. I drew the car up on velum in 1:10 scale and built a jelutong speed form, followed by a fiberglass model in that scale.
The essence of my design credo arose from the realization that I would never be able to own any of my favorite automobiles, most of which were one off creations or destroyed for various reasons. So I decided to take individual elements from my favorites and build a collage of (as well as an homage to) them.
n Unexpected Career in Sculpting & Fabricating
The first major hurdle was to sculpt the body in full scale. I originally thought to do it in plaster a la Ed Big Daddy Roth. I even considered learning to beat aluminum—but thankfully, the use of Chavant modelling clay prevailed. I got some clay and a few tools from an instructor at ArtCenter and aimlessly played around, until one day at work, a friend of mine showed me an article about the California Camaro done by John Schinella and the GM Advanced Concept Center. ACC was just a few miles from my house!
I got an interview with John and Richard Dakins, the Chief Sculptor, who promptly offered me a job. As luck would have it, they were starting work on the Stingray III show car. My plan was to stick around for a couple of years to learn how show cars are sculpted and fabricated, then move on to another career. Well, 27 years later, I retired from GM Design as a clay/digital sculptor.
Starting the JM Special Can-Am
The sculpting of the body burned up several years of weekends, holidays and occasional evenings. Initial projects included building the rail, angle, and bridge system for measuring and balancing, followed by the armature and foam buck.
The clay was recycled from the Stingray III and the Impact show car models, compliments of ACC. I began by sculpting the windshield, then made a
By: Jerry Shuck
Title: The JM Special Can-Am Build Process Explained
Sourced From: sportscardigest.com/jm-special-can-am-build-process/
Published Date: Mon, 07 Feb 2022 16:20:30 +0000
Here comes trouble: A Triumph TR6 with a Matchless frame
Kids are impressionable, especially when motorcycles are involved. That magical combination of sound, smell and danger has a way of imprinting itself on young minds. But Kyle Harvey didn’t just dream of bikes as a child—he practically grew up with them.
Kyle’s trade is tool and die making, but his passion is building bikes. His father, Garth Harvey, got Kyle and his brother into bikes at a young age; as soon as they could start their old man’s vintage motorcycles, they were riding them. Living in Edenvale in South Africa’s Gauteng province, the boys also had direct access to the local Classic Motorcycle Club.
The folks at the CMC made quite an impression on young Kyle—and taught him everything he knows about vintage bikes. After helping numerous friends work on their bikes, he went on to open his own shop, named simply ‘The Workshop.’ Kyle has been building and restoring classic motorcycles for over a decade now.
This cheeky bobber is his latest build, and it’s immensely fascinating. The engine’s from a Triumph TR6 Trophy, the frame is from a Matchless, and the quirky handmade details on it are endless.
By: Ben Pilatti
Title: Here comes trouble: A Triumph TR6 with a Matchless frame
Sourced From: www.bikeexif.com/custom-triumph-tr6-matchless-frame
Published Date: Wed, 21 Dec 2022 17:01:12 +0000
Did you miss our previous article…
The Swan Song of the V12
The V12 engine holds a special place in the heart of many automotive and motorsports fans. For some, it’s the sound of Formula 1 through the years, especially during the 1990s. For others, it’s engines like the 6.1 L BMW S70/2 from the McLaren F1 or the 3.9L Lamborghini V12 that powered all their cars from the Miura through to the Diablo. No matter where it lies in your heart, it is the “proper” configuration for many: 6 cylinders per bank, put into a V, and firing in an odd sequence to give it that special roar under power.
Yet, as concerns over fuel efficiency, qualms about environmental impact, and high-powered turbocharged V8 or V6 engines are the norm now, the V12 is slowly, but surely, being put to rest. In fact, the only place that V12s are still hanging on by the last threads of their engine mounting bolts are in supercars, hypercars, and a few ultra-luxury cars. Even then, many exotic brands have announced that their next cars will either be V10s or turbo V8s and V6s.
Since it appears that the swan song of the V12 is reaching a crescendo, we thought it only appropriate to celebrate the few remaining cars out there that carry them. It may be the last time we see some of these brands, many of which are known for their V12s.
The Amazing Last V12 Production Versions from the Big Brands
Ferrari 812 Superfast
Ferrari 812 Superfast. Image via Supercars.
The writing is on the wall for the prancing horse, as the new Ferrari 296 GTB is showing the direction that Maranello is headed. Yet, unless you were invited to snag one of the limited-edition Monza SP1 or SP2 cars, there is still one car you can buy from the legendary marque that has all 12 cylinders fully intact.
The 6.5L F140 GA V12. Image Via: Wikimedia Commons.
The 6.5L F140 GA 65-degree V12 in the front of the 812 is the last road-going version of the V12 that debuted in the Ferrari Enzo. Producing a monstrous 789 HP and 530 lbs-ft of torque, it is no slouch either, as when the 812 Superfast debuted, it was the most powerful naturally aspirated production car engine ever made.
It has the typical low-rev Ferrari roar that rises into a howl as the car revs up to nearly 9,000 RPM, and will catapult the 3,845 (1,744 kg) car to 60 MPH in 2.9 seconds. As far as a curtain call is concerned, that’s a great way to bow out and focus on hybrids and turbocharged engines.
Mercedes-Maybach S680 4MATIC
cedes-Maybach S680 4MATIC. Image via Supercars.
Mercedes-Benz used to be at the very top of the V12 pecking order when it came to luxury performance cars. Such classics as the S 65 AMG from the mid-2000s and the 500 TE AMG W123 Touring from the very end of the 1970s came with big V12s that sound astounding, but the biggest and baddest of the Mercedes V12s left on in a production car is the M279 E60 LA that hauled the S65 AMGs of 2014.
By: Simon Bertram
Title: The Swan Song of the V12
Sourced From: sportscardigest.com/v12-swan-song/
Published Date: Thu, 28 Jul 2022 10:49:26 +0000
Did you miss our previous article…
Road Tested: Gear from Shoei, Akin Moto and Rev’It!
In our continuing quest to source motorcycle gear that combines safety and style, we bring you our thoughts on Shoei’s new ECE 22.06-approved NXR2 helmet. Plus a stealthy riding parka from Akin Moto, and the perfect pair of urban riding gloves from Rev’It!.
Shoei NXR2 helmet It’s no secret that I’m a huge fan of Shoei’s helmets. Every Shoei I’ve owned has fit and felt right from the first wear, with no major deviations in their sizing or shape from model to model. So when I was looking for a do-it-all street helmet to replace my well-used Shoei RYD, the new NXR2 was a no-brainer… and it hasn’t disappointed.
I loved the RYD for its combination of neutral styling, comfort and ventilation. The NXR2 basically feels like a premium version of the RYD; it has the same clean aesthetic, but ramps up the performance. And it’s one of the few helmets that meet with Europe’s new, and more stringent, ECE 22.06 standard.
By: Wesley Reyneke
Title: Road Tested: Gear from Shoei, Akin Moto and Rev’It!
Sourced From: www.bikeexif.com/shoei-akin-moto-revit-review-44
Published Date: Sat, 30 Jul 2022 17:01:31 +0000
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