Ferrari: Race to Immortality Faces Danger & Tragedy With Style & Grace

I have a theory that 99.9 percent of all car movies are terrible; barely watchable dreck that only offers brief glimpses of something cool and car-related, let alone offering true insight into the automotive world, let alone the human condition. This movie, however, Ferrari: Race to Immortality, is most definitely not one of those movies.

Studios & Garages

I should preface this with the fact that I worked in movie and TV production for decades. Seeing a movie with me (and any of my production team friends) is usually bogged down with post-viewing conversations about bad edits, bad directing decisions, commenting on lens choices and stuff like that before we get into the meat of the movie; i.e. the plot, the narrative, and the acting.

On top of that, there’s the gearhead side of me that has to be seen to. We, the gearhead movie-goers, all seem to have this nagging trait. We know cars intimately, and when something is technically wrong, it grates on us, and usually to a disproportional level. Tire squeals on gravel, seven upshifts in a five-speed car, driving off a cliff = explosion. It bugs us, I get it. Shoot, it bugs me all the time.

That said, I can unequivocally say that Ferrari: Race to Immortality is one of the best documentaries I’ve seen. Not racing documentaries, mind you; one of the best documentaries period.

At The Limit & Over The Edge

Essentially, Ferrari: Race to Immortality is a film version of Mon Ami Mate by author Chris Nixon. The movie revolves around the lives, racing and otherwise, of Mike Hawthorn and Peter Collins, two British racers from the 1950s. The 1950s were a particularly violent and reckless time for auto racing. Spread across the decade, top line drivers from all disciplines (Grand Prix, Indy, sports cars etc.) were dying at the rate of one every other week.

Around 28 per year, every year, for a decade.

The movie starts with the infamous Le Mans crash of 1955 that saw the Mercedes 300 SLR of Pierre Levegh catapult into the main grandstands, on fire, and take more than 80 people with him. That, more or less, sets the tone for the entire movie to follow. “I keep death in my hip pocket,” Enzo Ferrari once said, and this movie shows you the meaning of those words.

Mike Hawthorn. Photo: The Cahier Archive.

Human Conditions

Hawthorn was involved in that crash (some alleged was the cause of the crash) but won Le Mans that year. Indeed, he became the first Englishman to win the World Driving Championship. In a lot of ways, Hawthorn was right out of central casting: tall, good looking, butter-colored wavy hair, always raced wearing a bow tie, just the sort of thing the British fans and press would eat up.

Peter Collins, on the other hand, was more ruggedly featured, and say what you want about the two of them, looks-wise, but they sure had a string of girlfriends. The movie just doesn’t point this out, it actually has interviews with the various ladies involved with these racers.

All of the interviews and sound bites, with fellow racers, the aforementioned lady-friends, journalists, Enzo himself, and historians are all delivered via voice over and it works fantastically. No talking heads to distract with boring visuals. And what is said is just dynamite stuff. Not just from a gearhead perspective, but, very importantly, from a human perspective.

Hawthorn was interviewed extensively back in the day, and his stuff is rather “right off the rack” in what is said, and some of it I had heard before. Collins is friendly, joking; seems like a real good bloke. Enzo is Enzo: political, cunning, measured, Machiavellian. The real meat here is what is said by the girlfriends and the historians. There’s none of this “I’m just the steady backing on the home-front” BS that we have sadly come to expect.

At one point, Louise King, Collins’ wife said, in response to a question about the danger involved, “One time, Peter did try to bring it up, and I stopped him. ‘Don’t’, I said, ‘Just don’t.’ And we never spoke of it again.”

Sweet Jesus.

Visual Treasures

All the interviews come across like a rich vein of gold willingly mined. There are extensive interviews with Alfonso de Portago, the brilliantly talented yet doomed Spaniard. Until last night, I had never heard him speak. Other drivers, writers, girlfriends, and such all chime in, but none of the interviews are fluff, none of it is filler. Every word adds to and enriches what is being shown on screen.

And oh what they show on screen.

The visual end of things is nearly flawless. All of the archive materials used are flat out fantastic. Yes, I had seen much of this footage before, but a remarkable amount of it was unknown to me. All of the older footage was re-graded and level-matched, most of the grain and such taken out. None of it was colorized.

There is tons of footage from back in the day of these guys hanging out, waiting to drive, smoking cigarettes, goofing off at hotel pools, getting out of cars covered in grease and dirt and grime, levering themselves out looking as physically spent as a human can, but beaming; beaming bright satisfied smiles.

Time Machines

And mixed in with all this are drop-dead-gorgeous shots of various vintage Ferraris (246s, 555 Squalos and such) shot in the present day. It would seem the producers got ahold of some far too lucky rich guys that own these old beasts, dressed them up, and turned them lose on old race tracks to get more footage. And the new stuff is seamlessly integrated with the old stuff. And I do mean seamlessly.

A lot of the work I did was as an editor, and more than once I was caught off guard, only noticing two or three cuts later that they had dropped in modern footage with the old. The last time I failed to notice editing like that was watching Schindler’s List.

Yeah, this movie is that well done.

Ferrari: Race to Immortality at Brands Hatch.

Ideal Balance

Ferrari: Race to Immortality seemingly covers it all, but never gets bogged down in technical details or soap opera subplots, neither becoming too maudlin over the constant drum-beat of fatalities nor exulting in the sacrifice. The rivalry between Eugenio Castellotti and Luigi Musso. Collins’ ultimate sporting gesture with Juan Manuel Fangio. Enzo’s belief that more pressure equaled more wins. Meditations on the nature of danger and mortality by Stirling Moss. The sublime joy of sliding your race car just so through and out an entire turn.

But more than anything else, what is made abundantly clear, moment after moment, frame after frame, is that everyone involved loved this life.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz

Ferrari: Race to Immortality

Synopsis: The 1950s saw the rise of Scuderia Ferrari in the Formula One World Championship in the deadliest decade in motor racing history. Ferrari: Race to Immortality tells the story of the loves and losses, triumphs and tragedy of Ferrari‘s most decorated drivers in an era where it was la dolce vita during the week and a coin toss of whether they lived or died on the weekend.

Director: Daryl Goodrich 

Starring: Peter Collins, Mike Hawthorn, Enzo Ferrari 

Run Time: 1hr 31m

Availability: Via Amazon Prime, official trailer here.

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Not Forgotten: The Sportster ‘XX Tracker’ from Gasoline

Harley-Davidson owned the internet yesterday. Unless you live under a solid aggregate of minerals, you’ll know that the Motor Co. teased its upcoming model range—including the productionized Livewire, a streetfighter, and an adventure tourer called the ‘Pan America.’

But did you notice there was no mention of the Sportster? Could this finally be the end of the road for the venerable roadster? Fear not. There will always be killer Sportster builds to keep the massive second-hand market alive—like this rowdy flat tracker from Australia’s Gasoline Motor Co.

The Gasoline crew developed a taste for flat track racing after blasting round their local track at Appin, an hour’s drive out of Sydney. At first they used a KTM 450 shod with Dunlop DT3s, but founder Jason Leppa realized it was soon time to move on to more appropriate machinery.

“Learning the ropes of sliding at high speed on the dirt soon turned into a need to practice on a heavier Harley XR1200X,” he tells us.

At first glance, this V-twin street tracker looks like a no-fuss hooligan racer. But it’s primed to tear up asphalt as well as the dirt—and has enough of the right bits to make it street legal.

A 2000-model Harley-Davidson Sportster was the starting point for what became the ‘XX Tracker.’ Gasoline stripped it down, then threw away anything they could to save as much weight as possible.

A monochrome palette was on the cards from the word go, so the engine was removed and painted black, while the frame was refinished in white.

Gasoline kept the Sporty’s stock oil tank, but tossed the fuel tank, seat and fenders. In their place are a fiberglass tank and tail, hand made by Phil Little Racing in the classic American flat track style. The livery is simple and tasteful: gloss black, with a few custom decals.

As per normal flat track spec, the XX Tracker rolls on a pair of 19” hoops—in this case, lifted from an early model Sportster and powder coated black before being wrapped in Maxxis dirt track rubber. Roger at Retroline added a super-subtle touch: white pinstripes on each rim.

Custom-machined triple clamps were installed to get the front wheel to fit, and spacers ensure the sprockets line up at the rear.

The forks were fitted with new 11-1130 springs from Progressive Suspension, and shaved of any unused mount tabs. And a set of custom-tuned Nitron shocks was installed out back, dialed in to the rider’s weight.

Gasoline have also added a chain conversion kit, with an oversized 60-tooth rear sprocket for maximum pull-away out on the track.

As for the motor, it’s stock inside. On the outside there’s an S&S Cycles Super E carburetor, and a high flow Slant air filter from Roland Sands Design. And, of course, a massive, in-your-face twin exhaust system that provides max airflow and sounds magnificent.

It’s the work of Niko at Hi-Tech Mufflers, who built it up piece by piece from stainless steel. The Gasoline crew then whipped up a big ol’ heat shield in-house, to cap it off.

Those are the obvious changes—but there’s a ton of subtle tweaks on the XX Tracker that tie everything together. The stock mid-mount foot controls were converted to ‘low-mount’ controls, and upgraded with a grippier set of pegs.

Up top, the guys added a set of high-and-wide 1” bars, but trimmed off the cross brace that came with them. The levers are standard, but the throttle and grips are new—along with the mini switches and internal wiring.

The stock handlebar clamp was milled out to accept a tiny LED dash from Motogadget, plus a set of LED warning lights. The entire electronics package is discreet, with a trimmed harness running through Motogadget‘s popular m.unit control box, and activated by their keyless RFID ignition.

The ‘headlight’ is actually two powerful LEDs, mounted down low on a pair of custom-made engine crashbars. Out back is a floating license plate bracket, which also carries a thin LED taillight. Turn signals are present at both ends; small pin units flanking the tail, and wraparound LEDs on the forks.

Gasoline’s XX Tracker nails the Sportster tracker vibe flawlessly, tweaking the timeless recipe just enough to make it the perfect Harley for both road and track.

It’s uncomplicated, beastly, and a loud reminder that the Sportster’s going to be around for a long, long time.

Gasoline | Facebook | Instagram | Images by Rob Hamilton

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Dodge Challenger R/T Scat Pack 1320: Because Drag Racing

Yes, that’s the actual full name of the car: Challenger R/T Scat Pack 1320. Dodge says this latest Challenger variant is a “drag-oriented, street-legal muscle car designed with the grassroots drag racer in mind.” To which I can only say: Duh! Gee, why am I supposed to think it’s a drag-oriented, street-legal muscle car designed with the grassroots drag racer in mind?

Is it the Dodge part, the Challenger part, the R/T part, the Scat Pack part or the 1320 part?

Stripped Down

Guess what (and I’m not kidding here) it’s the 1320 part. No really. Dodge mentions “1320” and what it means seemingly 147 times in their press materials about this car. For those of you that, unlike me, did not spend an inordinate amount of time hanging out at drag strips with guys with named “Big” Ed and “Smitty” and “Slo-Poke” Ron and other grease-fingered, knuckle-banging speed-freak reprobates, you will be happy to know that a drag strip is (drum roll please) 1,320 feet long.

Now, it is important to note that the Scat Pack 1320 is not like a COPO Camaro or a Drag Pack Mustang. The Scat Pack 1320 is, unlike those very fine rides, completely street legal. This, of course, warms my heart. Selling race cars to any 18-year-old kid with a big enough wallet? Why, that’s as American as apple pie and phony wars, that’s what that is. Brings a tear to my eye, it truly does.

Anyhoo, what does this R/T 1320 get you? As with all bat-guano-crazy Mopar stuff, it gets you a lot. To the base Dodge SRT, you add a bunch of drag specific components and tech to seemingly shorten that asphalt quarter by ten feet or so. Dodge calls it a “street-to-strip value package,” which is easily my favorite marketing term of the week.

Dodge Challenger R/T Scat Pack 1320. Photo: FCA US LLC.

Old School Tech Tools

For starters, you get the TorqueFlite 8HP70 eight-speed automatic transmission. No ifs, ands or buts, this is the tranny you get with the Scat Pack 1320 package. The Dodge TransBrake is in there too to lock the output shaft before a standing start, like a modern version of an old school line lock. This gizmo called Torque Reserve works in combination with the TransBrake, managing fuel flow to cylinders and advancing or retracting the spark to balance engine rpm and torque for max power delivery and launch performance.

“Launch performance” is further boosted by the Nexen SUR4G Drag Spec 275/40R20 street-legal drag radials. The boss meats are all-new and were developed to deliver exceptional grip on the drag strip. Supposedly these Nexen tires give super-consistent run times with minimal burnout preparations, but what’s the fun in less burnouts guys?

The SRT three-mode Adaptive Damping Suspension has been electronically re-tuned for the Scat Pack 1320, and now includes a Drag Mode that optimizes weight transfer to the rear for optimal launch traction. The diff is a performance-tuned unit with an asymmetrical limited-slip set up and a 3.09 final drive. Thankfully, the rear axle half shafts are the extreme-duty, 41-spline pieces from the Challenger SRT Demon.

In drag strip testing compared with a Dodge Challenger R/T Scat Pack, the Challenger R/T Scat Pack 1320 shaves .3 seconds off the quarter-mile time to 11.7 seconds at 115 mph, and cuts .3 seconds off the 0 to 60 mph acceleration time to 3.8 seconds. Photo: FCA US LLC.

Launching & Braking

A Line Lock is there in addition to the TransBrake, locking the front brakes while the rear wheels are free for a burnout to heat up and clean the rear tires and look totally wicked. The Launch Assist uses wheel speed sensors to watch for any driveline damaging wheel hop when you let off all the binders. Launch Assist can, in milliseconds, modify the engine torque and regain full grip before you look like a total grommet.

Launch Control does even more of the same, controlling tire slip during that straight-line burst of acceleration.

The Brembo High-Performance Brake Package with four-piston calipers will be there for you at the end of the run, and the Low Gloss Black 20 x 9.5-inch aluminum-forged wheels with knurled bead seats minimize tire slip on the wheel and look boss while doing it.

Photo: FCA US LLC.

Single Shot

And my absolute favorite option: The standard interior has just the driver’s seat only. Goodbye 114 lbs., hello lower reaction times and ETs. Okay, okay, okay, if your honey and the rugrats got to come along, front passenger and rear seats are available, individually, as $1 options.

1320. Remember that number.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz

Dodge Challenger R/T Scat Pack 1320 Gallery

Photos & Source: FCA US LLC.

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2019 Chevy Silverado 1500: I Like Big Beds & I Cannot Lie

Chevy is showcasing a new metric in the ongoing truck wars: bed space. According to the automaker, the 2019 Chevy Silverado has best-in-class cargo volume, box depth, and box length at floor. Chevy also says the Silverado’s 12 fixed tie-downs and power up/down tailgate make it the most functional bed of any pickup.

“The bed is the heart and soul of any pickup, so we made several improvements to the bed of the all-new Silverado to give our customers an even better hauling experience,” explained Tim Herrick, Executive Chief Engineer, Full-Size Trucks, General Motors. “We’ve added so many features and benefits that it deserves its own name – Durabed.”

Bed Science

Although different than the average suburban four poster at the furniture mart, Chevy’s Durabed does share some of that space-age magic often touted by mattresses of the late-night shopping network variety. For example, Durabed uses higher grades of steel, and the overall quality of the bed floor materials has improved from 340 megapascals to 500 megapascals. Chevy points out the strength difference here, noting that Ram’s bed is still 340 megapascals while the F-150 is made from aluminum.

Earlier this year, one of Silverado’s lead engineers explained Chevy’s “mixed material strategy” at length with us.

The 12 aforementioned fixed tie-downs have doubled in strength: from 250 lbs. to 500 lbs. of force before bending. An additional nine moveable tie-down points are available, along with in-bed LED lighting and a 110/120-volt power outlet.

Photo: Chevrolet.

Tailgate Tech

In order to access the bed, the 2019 Chevy Silverado comes with one of four tailgates: a standard, manual gate, a lockable “Lift Assist” gate, an automatic release/power lockable gate, and the power up/down tailgate. The latter, available on the LTZ and standard on High Country, raises or lowers using the key fob, gate touchpad, or button in the cabin.

Bigger Is Better

Every Silverado bed size has increased significantly in volume for the 2019. The short-box’s volume is up to 20 percent more than any competitor’s short-box, according to Chevy. Most of that increase was achieved by widening the maximum width of the bed floor nearly ten percent (seven inches), which is implemented across all three bed sizes. Below are charts provided to us by Chevy that show their dimensions versus the competition.

The 2019 Chevy Silverado goes on sale this fall.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

By Comparison	Silverado Short Box	Silverado Standard Box	Silverado Long Box
2018 cargo box space	53 cubic feet	62 cubic feet	75 cubic feet
2019 cargo box space	63 cubic feet	72 cubic feet	89 cubic feet

 

Cargo Box Space	2019 Chevrolet Silverado	2019 Ford F-Series	2019 Ram 1500
Short box	63 cubic feet	53 cubic feet	54 cubic feet
Standard box	72 cubic feet	62 cubic feet	62 cubic feet
Long box	89 cubic feet	77 cubic feet	–

 

Cargo Box Depth	2019 Chevrolet Silverado	2019 Ford F-Series	2019 Ram 1500
Short box	22 in.	21 in.	21 in.
Standard box	22 in.	21 in.	22 in.
Long box	22 in.	21 in.	–

 

Cargo Box Length At Floor	2019 Chevrolet Silverado	2019 Ford F-Series	2019 Ram 1500
Short box	70 in.	67 in.	67 in.
Standard box	79 in.	79 in.	76 in.
Long box	98 in.	98 in.	–

Photos & Source: Chevrolet.

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2019 Lexus ES: A Brief Walk Around

The 2019 Lexus ES enters its seventh generation with a number of improvements. Lexus says the ES resides in one of the industry’s most competitive segments and, as a result, the 2019 model gets a bump in luxury, performance, and fuel efficiency. An F SPORT variant is available for those who want a little extra spice.

Here is a brief walk around the 2019 Lexus ES.

Essential Foundations

The new ES rides on the Lexus Global Architecture – K (GA-K) platform, a rigid front-wheel drive chassis. The platform employs various grades of high-strength steel to reduce weight while a new multi-link rear suspension facilitates better handling. The rack-mounted electric power steering and a V-brace mounted behind the rear seat provided engineers the flexibility to further tune the 2019 ES.

Photo: Toyota Motor Sales, U.S.A., Inc.

Power & Performance

The 2019 Lexus ES 350 is powered by a 3.5-liter V6 that includes an updated D-4S fuel injection system. The engine, which creates 302 horsepower and 267 lb-ft. of torque, is paired to a new eight-speed Direct Shift automatic. Lexus says the transmission was configured with a wider spread of ratios for an optimum combination of low-end acceleration and high-end efficiency.

EPA fuel mileage estimates are 22/33 city/highway with a combined of 26 mpg. Lexus says this is a two mile-per-gallon improvement in combined driving, despite an extra 34 horsepower and 19 lb-ft. of torque for the new model year.

The new ES 300h runs Lexus’ fourth-generation Hybrid Drive System, paired with an Atkinson cycle, 2.5-liter four-cylinder gas engine. With lighter, more compact designs for the electric motor and self-charging hybrid system, the new ES 300h returns an EPA rating of 43/45 city/highway and 44 combined mpg.

Total system output is 215 horsepower.

Photo: Toyota Motor Sales, U.S.A., Inc.

Safety & Technology

The Lexus Safety System+ 2.0 is now standard equipment, which includes daytime bicyclist detection and low light pedestrian detection. The tech treatments are numerous, from Apple CarPlay compatibility and Siri Eyes Free voice control, to Amazon Alexa functionality.

Interior Layout

Designers wanted the driver to have a more focused view of the road. For example, the layout of the center display screen, instrument panel, and available heads-up display are meant to keep the driver engaged. On the other hand, designers wanted to give passengers a feeling of openness, spaciousness, and comfort.

The F SPORT model includes a new metallic theme inspired by Japanese swords. The Hadori aluminum trim contains fluctuating wave patterns for a three-dimensional appearance that varies depending on the viewing angle.

Lexus ES 350 F SPORT interior layout with Hadori aluminum trim. Photo: Toyota Motor Sales, U.S.A., Inc.

Pricing & Availability

The 2019 Lexus ES will arrive in September with a base price of $39,500, a $550 increase over the outgoing model. The ES 300h starts at $41,310, a $510 decrease compared to its predecessor.

The ES 350 F SPORT, starting at $44,035, includes a re-tuned suspension and 19-inch wheels and tires. F SPORT models also offer the Adaptive Variable Suspension system borrowed from the LC coupe and LS sedan with 650 levels of damping force.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

Photos & Source: Toyota Motor Sales, U.S.A., Inc.

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Pocket Rocket: Sticking a Ducati 250 into a Moto3 chassis

Most customs start out with a frame and motor from the same donor. But sometimes it’s a mix and match affair—and every once in a while, we see a truly exotic pairing.

This pint-sized racer from Analog Motorcycles is the most unique match-up to come our way: a 1968 Ducati 250 ‘narrow case’ motor mounted in a Moto3 prototype frame, and wrapped in a plethora of hand-made bits.

The project kicked off about three-and-a-half years ago, when chassis specialists FrameCrafters reached out to Analog’s Tony Prust. They’d built a frame for an Analog project in the past—and were itching to work with the Chicago-based shop again.

Karsten of FrameCrafters made Tony an enticing offer: He had their first prototype Moto3 chassis sitting in the shop, and would Tony like to do a build with it?

“They would take care of fitting whatever engine I chose and get it to a rolling chassis, and we would take care of the rest. I said: ‘Of course!’”

The chassis was originally developed eight years ago, and has been used by a couple of pro AMA-level racers with the engine it was originally built for: a Yamaha YZ250. It’s a bi-metal design that combines chromoly tubing with billet aluminum junction points, and it’s a thing of beauty.

Joints are either bolted or bonded with space-grade epoxy. The idea, Tony tells us, is to make production easier, and to create the perfect amount of rigidity and flex where needed.

Around the time FrameCrafters pitched the idea, Tony came across three bikes’ worth of bits and pieces from vintage Ducati 250 singles. There was at least one complete engine in the pile, originally built for racing, so he sent that off to FrameCrafters to start mocking up the chassis.

They stretched the Moto3 frame one and a half inches, not only to wedge the motor in, but also to make mundane maintenance tasks easier. “It could have probably fitted without lengthening,” explains Tony, “but then you would need to drop the engine to check or change a spark plug, and that was not going to work for us.”

FrameCrafters whipped up two front engine mounts, and a rear mount to attach the back of the engine to the frame and swing arm. Analog designed the subframe, which FrameCrafters then welded in to the Moto3 chassis.

Bill Bailey, machinist whiz and regular FrameCrafters collaborator, milled all the aluminum junctions by hand. When everything was buttoned up, Analog spent several hours giving the aluminum a brushed finished, then had it powder coated clear to preserve the hard work.

The Ducati rolls on rebuilt Showa suspension from an Aprilia RS125. A set of 17” Sun rims was laced up to a modded Honda CB550 front hub and a custom made Barnes quick-change rear hub.

Braking duties are handled by a full Beringer brake system, with HEL lines. Dunlop rain race tires round out the package: a KR189 up front, and a KR389 at the rear.

While FrameCrafters were fine-tuning the chassis, the leftovers from Tony’s pile of Ducati bits went to TJ at DemonTech. He put together another 250 engine, adding a 12V conversion and electronic ignition from Electrex along the way.

Other upgrades include a NOS Dell’Orto VHB27 carb, and a custom gearshift linkage to convert the bike to a left-side shifter. The kickstart lever had to be modified too, so that it would clear the rearsets and linkages.

As soon as Tony had the rolling chassis back in the shop, he started working on a wooden buck for the new tank and tail. “I had been wanting to make all the body work myself this time. I had a mentor by the name of Devlin Hunt coming in and helping me hone the metal shaping craft a bit more. I was already doing fenders, seat pans, number plates, etcetera—but not a tank yet.”

“I learned so much working with him, and he was an incredible mentor. He was a retired engineer and two-stroke guru, and was a self-taught metal shaper. He would not do any of the work; he showed me and then made me do it, which is exactly how I learn.”

“He unexpectedly passed away in February 2017, and that pulled all the wind out of my sails on the project.”

Tony put the Ducati on the back burner and went back to customer projects for almost a year. “I worked on the metal shaping craft a little bit more in the meantime, building the KTM ‘ArchDuke,’” he says.

“So when I got to the Ducati fairing, I was a little more prepared. That was a big undertaking for me, and I am really pleased with how it came out.”

Giving the bodywork a racing theme to match the Moto3 frame was a no-brainer, but Tony also worked in a few nods to Ducati’s back catalog. The paint is a Pantah TL Europe-only color scheme, laid down by Artistimo Custom Design. The stacked headlights reference the 999, and the air vent bump on top of tank the 900SS.

Poking out under the tail is a stainless steel Cone Engineering ‘Big Mouth’ muffler, hooked up to a one-off stainless steel pie-cut header. The tail light—an Analog catalog part—is mounted under the subframe; “similar to that of a GP bike set up for rain,” says Tony.

The smaller details almost outweigh the headline features on this firecracker. There’s a new wiring loom, built around a Motogadget m.unit blue Bluetooth-enabled controller. The speedo and bar-end turn signals are also Motogadget parts, the clip-ons are modified Vortex items, and the grips are from Cole Foster.

There’s a custom-mounted steering damper too, and Free Form Design machined up caliper mounts and rear set brackets. Capping it off is stellar upholstery from Dane Utech of Plz.B.Seated.

“We wanted it to have all the race parts and trim, and look fast sitting still, but using a beautiful old Ducati single engine. Just to make people scratch their heads a little when they look at it—and think to themselves, ‘Why?’”

“To which we respond, unapologetically: Why not?”

Analog Motorcycles | Facebook | Instagram | Photos by Grant Schwingle

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Automoblog Book Garage: Pontiac Trans Am

I have been staying up at night recently, scraping the depths of the interwebs for three vehicles: a 2006-2008 Pontiac Grand Prix GXP, a 2005-2006 GTO, and a 2009 G8 GT GXP. I have a soft spot in my heart for Pontiac, which comes from my time as a Service Advisor at a GM dealership. These slightly older Pontiacs are on my list of dream cars.

If they existed as new models, I would be beside myself. I miss Pontiac.

Grit & Guts

With today’s vehicles, it’s often about connectivity; Bluetooth this, smartphone that. But these Pontiac cars were never about infotainment and internet connections. They were about performance. They were about those sweet engines. They were about grit and guts.

I only gravitate toward the GXP models and the more modern GTO because they are what I would deem the essential Pontiacs of my generation (I’m approaching 37). But the truth is, there is an entirely different Pontiac that represented an entirely different generation. And as the youth would say today, it’s cool “AF.”

Cue the Trans Am.

By 1979, the Pontiac Firebird was the last performance car standing, and 117,108 Trans Ams were sold that year out of 211,454 Firebirds. Americans still wanted an automobile with V8 power and trendsetting style – and the Trans Am delivered. Photo: Tom & Kelly Glatch.

The Eagle & The Horse

Pontiac Trans Am by Tom Glatch is a deep dive into a car that tore up race tracks, thundered down main street, and blazed across Hollywood’s silver screens. On the heels of the GTO, the Firebird had its work cut out when it rolled onto the scene in 1967. Across town, Ford’s Mustang was raking it in, an instant sensation among baby boomers. And so it was: the screaming eagle would clash with the charging horse.

Glatch takes us through the entire history, from 1969 when the mighty Firebird Trans Am arguably ruled the roost, to the quiet years of the 1970s, to a reemergence in the 1980s. When muscle cars became dormant for a generation, it was this classic Pontiac that revived American performance.

If you feel that itch – that one modern cars can’t quite scratch – this book is for you. Pontiac Trans Am: 50 Years is available through Amazon and Motorbooks. 

Author

Since 1983, Glatch has contributed hundreds of stories and photographs to major collector, Corvette, Mustang, muscle car, and Mopar magazines. Glatch grew up during the muscle car era, later owning a 1970 Plymouth Duster 340, described as a “very quick” machine.

He and his wife Kelly have contributed photographs for others in the Motorbooks family. When not pursuing old muscle cars, he works for a Fortune 500 company as a data and systems analyst and developer.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

Pontiac Trans Am: 50 Years Gallery

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