Wallace Wyss is a fine artist on the Left Coast who specializes in depicting European sports cars of the ‘50s and ‘60s. He actually has no degree in art, but says he is “primitive” and self-taught, and thus is not using what he calls the “high falutin’ vernacular” of the art world. He talked to Brian Winer , a co-author on two books by Wyss, about how his art has developed and why he chooses to depict the cars he does.

Artist: Wallace Wyss

BW: Why Ferraris?

Wyss: I think Ferraris are, by and large, the most interesting sports cars in terms of continually pushing the envelope on both engineering and styling. They have taken many roads that led to nowhere but when they have a winner, it is memorable forever, such as the Lusso or the 250GTO.

BW: What era of Ferrari do you like to depict most?

Wyss: I think Sixties, maybe it’s because I became familiar with Ferraris in the Sixties though , living in Detroit, I hardly ever saw one. It wasn’t until I moved to California that I saw them on the street, and there it was a real eye opener, seeing cars like 250GTOs, P3/4s and 250Ps being driven on the street!

BW: What media do you use?

Wyss: I prefer acrylic oils because if you use them from the tube, they are opacque but if you add water they act like watercolors. Sometimes I add other types of paint or even pastel crayons or regular watercolors—I just have an old box full of art tools and whatever I need, I reach in there, so I guess you could say “mixed media.”

BW: What form is your work sold in?

Wyss: I prefer paper prints on heavy watercolor stock or the heaviest white stock I can find, 100# weight preferably. Those are for the 11” x 17” or 12” x 18” prints. Then there’s giclee prints on canvas which I embellish with oils so that each print is an individual work. Those start at 16” x 20” in size, gallery wrapped (canvas wrapping around wooden support).

BW: Do you prefer cars at speed or cars at rest?

Wyss: I would do more of them at speed but I work from my own photos a lot and just can’t get those telephoto shots like I used to when I shot film with a long lens so now that I shoot digital it’s close-in work.

BW: Do you do the engtines as well?

Wyss: I only have done a painting of one Ferrari engine, a V12 with six two barrel Webers. But I will be doing more if there’s interest in that.

BW: Do you do the one off cars or the mass produced ones?

Wyss: I have the Breadvan, the Bertone 250GT by Giugiaro, quite a few one-offs but also some that there are several of like the 365 California spyder. I just go to a lot of events and when I see a picture that I took that I like I make a painting.

BW: How would you describe your style? Super-realistic? Abstract?

Wyss: I vary. For a running shot, it might be abstract, with the blue of speed but most of the time it’s slightly impressionistic to dead-on super-realistic.

BW: Who are your favorite car artists?

Wyss; Ken Dallison is the favorite. I actually collaborated with him once on a Corvette brochure I wrote back in the Sixties when I was a copywriter on the Chevrolet account.

BW: Have you traveled to get your inspiration?

Wyss: In the ‘80s I went to Europe almost every month, it’s called “marry-me-fly-free,” and took a lot of pictures. But now that I have gone digital. I will be taking many more,

BW: Do you research the cars you do much?

Wyss: As much as I can, I have huge stacks of CAVALLINO magazines around the house and a whole shelf of Ferrari books.

BW: I saw your novel FERRARI HUNTERS. Did you do the cover?

Wyss: That’s my painting of the 250GTO from a photo I shot at Monterey. I hope if the novel gets picked up by a mass market publisher I can have my work on the cover (NOTE: Wyss is negotiating for representation right now).

BW: Have you ever owned a Ferrari?

Wyss: I bought a 308GTS new but then decided to go retro and bought a beat up GTC/4 from a Hollywood film producer who had bought it on a whim. I enjoyed that much more as a classic experience that I’m doubtful I will have again because I had bargain mechanics in Hollywood at the time, and could keep it running on a shoestring.

BW: We will look forward to your work. Where can be buy it?

WYSS: Albaco.com is one source on the net. Plus I will have a booth at Concorso Italiano this summer as well as a booth at Automoblia Monterey during Monterey Car Week.

BW: Thank you.

Text & Illustration: Wallace Wyss

Most people know the GT40 as a coupe but I’m here to tell you that there were in fact factory-built Ford GT40 roadsters. We haven’t been able to confirm how many, most say five 108; 109; 111 and 112 – all small block 289-powered versions. Actually there was a big block version, SN110; the aluminum-chassied version that won the Sebring 12-hour in ’66 with a GT40 Mk II nose and rear body section with a fastback roof, not the “targa” roof that was used on the small blocks.

That same car had earlier been a Can Am car, the GTX-1, nicknamed “Big Ed.” It was singularly unsuccessful in Can Am, even with the likes of Bruce McLaren working as development engineer and as part time driver (along with Chris Amon) .

This car in fact won the biggest victory for the open GT40 genre, being a winner at Sebring in ’66, only to be rewarded with a trip to a landfill later. (We know the town it was reportedly interred in, but finding it would be an exercise to tax present-day treasure-hunting technology.)

There were actually two aluminum-chassied GT40 chassis made for big blocks but the second one was either built into a coupe or is still floating around depending on which hoary old rumor you want to believe.

Apparently Ford built some GT40s in roadster form just out of curiosity. The coupes were beastly inside on a hot day, and at the time Ford thought perhaps an open version would be easier for the drivers because of that. Or maybe it was just because. Ferrari had open cars like the 250P, so Ford figured “If we’re gonna copy Ferrari, let’s copy everything.” Ford then built four with the small block 289, but they weren’t any faster, and you had to admit, during those 24 hour races at LeMans there was always rain and a wet driver was distracted compared to a dry one. One would think the coupe version would be more rigid, with less flex to the body and hence able to hold the line better through a corner. There was no temporary top you could put in place in the GT40 roadsters, though sometimes coupe owners ran their cars without the top half of the doors (which were part of the roof as well), so they were in effect T-top coupes.

The story of what happened to the roadsters is still occupying historians today. One of the roadsters (the one that Bondurant flipped on its side in the Targa Florio in ’65) was discovered cut in half in a breaker’s yard in England a few years back. Bought as-is, the two halves were welded back together and rebodied with a new body cast from a real original body found in storage in South Africa. It has since raced in the Goodwood events, where it’s every appearance causes embarrassment for those GT40 historians who had published books firmly listing it as “destroyed” or “written off.” It was put up for auction in 2011 but was a no-sale.

Another is in the estate of Dean Jeffries, a Hollywood stuntman who died May 5th at the age of 80. He was given the car for free by Ford because they mistakenly thought he could get it in a movie. He was a stuntman as well as customizer, but never quite got the car done, spending some three decades and more installing a four cam Ford V8 to prove Ford should have run that engine instead of the pushrod.

The GT40 roadster inspired the GTX-1 version of the ’05-’06 Ford GT, a conversion done by a private firm in Wisconsin on privately-owned GT40s, but done to a Ford engineer’s design.

If Ford does another take-off on the GT40, let’s hope this time they make an open version as well as a coupe so they can be assured the program will be completed. (The aftermarket firm that was making the GTX versions seem to have lost interest in the conversions.)

I spotted this car with my wife on the way down the mountain from Arapahoe Basin in Colorado. These 918s are so rogue looking that I almost forgot about it. I thought it was a Lotus on first glance; and am more than happy I pulled over to take a photo. My only regret was not stopping to speak to these drivers.

Driving the 887hp Porsche 918 Spyder – CHRIS HARRIS ON CARS

Photo taken on Hwy 9 in Colorado. This 918 was wrapped in Martini Racing Livery.

A glance of de-badged cars prompted a U-turn into a lot full of 2014 Chevy Impala factory cars. Bare wires, crude exhausts, and busy test-drivers… I am not one to intrude on the work of these drivers, but had to snap a few photos with my phone. My timer was up after I got a thumbs down and the hoods started to close.

Hopefully Dan or another TMJ member will have a chance to drive this car soon. It looks great!

A few big steps for the 1963 Sting Ray:

-First Time Corvette used wind-tunnel testing.

-Faux Hood Vents and Spilt-Rear-Window discontinued after 1963 design.

-No trunk lid… Cargo crammed behind seats.

-Independent Rear suspension

-1965- four wheel disc brakes

-1967- handbrake from dash to between seats

Year    Production     Base Price

1963        21,513             $ 4,037

1964       22,229              $ 4,037

1965       23,562              $ 4,106

1966       27,720              $ 4,084

1967       22,940              $ 4,240

Total      117,964

(Photo: Skosa.com)

Click this link or the photo above for detailed specs.

2014 Corvette Sting Ray

Present technology being used in the newest version of the Sting Ray. Please take a moment to watch the video below in HD.

Indian Adventure
Written By: Claus Mueller
Photos: Property of Claus Mueller

The trip to India started in pebble beach where I met the Maharana fo Udaipur who showed his 1924 Rolls Royce Tourer 20 HP in the Maharaja class. Our conversation ended with the promise that I will come to India and visit His Highness to see the royal collection of classic cars.

Just 7 months later I was on a flight to Dheli. The trip was on such short notice that I had just two weeks to try to arrange some other classic car highlights. Luck would have it that I just came in contact with the right persons.

Diljeet Titus of New Delhi, a lawyer and a famous collector of classic cars responded to my email and so he became the first on my list of this Indian Classic Car Adventure. Just 3 hrs after touch down at Indira Ghandi Airport I rang the bell of his office. With my being slightly late and he being short on time, he was gracious enough to show me his cars and he gave me a lot of good contacts to other collectors on my route to Udaipur. As Mr. Titus is the general secretary of the Heritage Motoring Club of India and well known by his fellow club members. Right from his desk he called a few of them, introduced me and announced my visit fort he next few days.

Titus’ collection of cars, all assembled in a building which in about one or two years will become the Titus Museum of Transportation and Collectibles. I saw not only a Rolly Royce or other British makes but also a lot of American cars as well: Buick’s, Chevrolet’s, a 1959 Cadillac and an Auburn.

Besides all the automobiles I recollect my first mode of transportation, a 1977 BMW motorcycle which was a modified period cafe racer which I still own. I’ve been looking for some time for another bike to fit my “Iron Age Garage.” The Royal Enfield (pictured below) would be a great match. I was surprised to meet two guys in India who are also Royal Enfield enthusiasts. It should be only a matter of time before I receive a special bike from India.

My path touched the Taj Mahal and the ancient palace of Fetehpur Sikri bevor I reached Jaipur where I met some members of the Rajputana Automotive Sports Car Club who is organizing the annual Jaipur Classic Car Rallye and Exhibition which attracted 114 cars last month. At the lawn of hotel Jay Mahal Palace. I just missed the meeting by two weeks – but I was promised to get an invitation for next year. Thanks to Avijit Singh Badnore’s (he runs a hotel in Bundi, just 130 mils south) help I saw a lot of cars and met some really nice and interesting people in the pink city of Jaipur. Again, a lot of American cars here: 1931 Studebaker, 1933 Dodge, 1941 Packard, 1942 Jeep, 1956 Cadillac or 1947 Hudson Super Six, just to name a few. Oh, by the way, there is also the famous Palace of the Winds and the Amber Fort – two very important sights you should not miss if you will be here some day.

Next stop was Jodhpur where I could see all the cars of the collection at the Ajit Bhawan Hotel, India’s first Heritage Hotel. I remember vividly a very art deco Packard Clipper, a nice Ford Model A and a very unusual 1936 Pontiac „Phaeton“ of which I did not even know that it exists.

The royal family used to live in what is now mostly a museum – the very impressive Merangarh Fort. They moved to Umaid Bhawan Palace in the late 1930s. This art deco palace is now also home of the royal car collection of Maharaja Gaj Singh II of Marwar (Marwar means „land of death“). The most impressive car is a Rolls Royce with polished aluminum body. – a wonderful car with just 9000 original miles on the odometer.

The last city on my round trip through Rajasthan was Udaipur with the world famous Lake Palace in the middle of Lake Pichola. Maybe you know the location if you watched the James Bond movie „Octopussy“. Now the incredible City Palace became my home for a week and it turned out to be one of the most spectacular weeks in my life. A rich program of traditional music and dance, a lot of interesting sights, full of religion and heritage and – not to forget – the most wonderful host you can imagine – the Maharana of Mewar. He is the 76th custodian of the Mewar Dynasty which serves unbroken since 734 AD. This makes it the oldest serving dynasty in the world.

The City Palace Complex is the address of two first class hotels of the HRH Group of Hotels, the Shiv Niwas Palace and the Fateh Prakash Palace. Our room faces lake Pichola and the view was just unbelievable.

Now heading to the Vintage & Classic Car Collection of His Highness: The semi-circular dream garage with its forecourt is housed within a greater courtyard, creating a pleasant hideaway from the bustle of the streets. One of the original Burmah Shell petrol pumps is not only still standing, but also in a usable condition. The garage itself was built at a time when the only cars in town belonged to the Royal Family.

The collection is housed in the original Palace Garage, a glorious setting for such a unique and remarkable collection of classic cars. The bougainvillea-coated Garden Hotel and Restaurant, another member of HRH Group of Hotels, is also housed within the elegant complex. This part of the complex used to serve as the quarters of the drivers and mechanics of the royal cars.

This is where I meet again with the bright blue 1924 Rolls Royce 20 HP Tourer which i already know from Pebble Beach. This wonderful car is the centerpiece of the collection but only one of a total of 3 Rolls Royce built in this fashion. All cars are in driving condition and most of them are unrestored and proud of the real patina which seems to tell stories of tiger hunting and carrying around Queen Elizabeth II or Jacqueline Kennedy. Again, mostly European cars (British and German) and a hand full of American iron: nice Cadillac, Buick and a very nice red Ford Model A Phaeton.

The last highlight after all these cars was the Holika Dahan Festival. Three days of traditional Indian music and dance, culminating in the Holi festival of colors. Just incredible!

Two weeks went by too fast and I was more than impressed of the cars and sights I saw and the wonderful people I met. This trip was such an experience that we spontaneously came up with the idea of organizing a very – I mean very! – exclusive classic car „rallye“ through „the Rajasthan of the Maharajas“. This experience of a lifetime will take place in March 2014 (or maybe 2015 if the time is too short for organizing everything). If there are interested parties, please do get in contact with me (Claus) at info@classicmedia.de soon because this event is strictly limited to 15 pre war cars only.

All Photo’s Copyright: Claus Mueller

Find out more about Claus at www.Classicmedia.de

“With mass production taking over most of the metal working operations in the United States, custom body shells are relatively rare, and are usually reserved for those with fat purses. The great American custom body designers of the Twenties and Thirties, such as Bohman and Schwartz, Dietrich, Darrin, Le Baron, and Brunn, have faded from the picture; replaced by Detroit’s parade of look0a0likes. In an attempt to wipe off chrome grins and round the edges on shoebox bodies, customizing shops have sprung up, particularly on the West Coast. Most of this work has been done with power hammers, a mechanized version of Italy’s “panel beating.” However, with the influx of imported cars with aluminum shells, English metal-shaping machines (English Wheel) have been rapidly replacing hammers.

One of the leaders of this evolution is Jack Sutton of Hollywood, who has been tagged as “America’s Scaglietti.” Backed by 20 years of metal working experience in England, Jack’s background includes metal work for British Aircraft factories, custom bodies for Rolls Royce, and a hand in the building of the huge streamlined shell for Sir Malcolm Campbells Bluebird.

Jack arrived in the States with a partner and a “Wheeling” machine. They set up shop in an outlying section of Los Angeles under the name “Autocraft,” where they turned out bodies for specials, panels for custom cars, and aircraft and boat components. Due to separate interests, the firm was dissolved and Jack moved to North Hollywood, where he set up shop on Oxnard Street under the name Sutton Engineering Company. In his new location, Jack’s workload has tripled , and his fine hand can be seen in cars on the starting grid of every West Coast race.

Turning out custom all-aluminum body shells for less than $3000 is quite a trick in these days of Union-bound mass productions method. Secret of these prices is Jack’s silent machinery. The metal panels are rolled into shape between large polished steel rollers held in a huge cast “C” clamp. As the metal is rolled back and forth, tension is applied with a hand lever, causing the free-wheeling rollers to squeeze and stretch the panel as it is curved up or down by the operator. In contrast to a power hammer shop, Jack’s building seems like a TV studio, with very little noise. Overhead is kept to a minimum by the silent hand operated machine which operates without electricity and rolls the metal to a high polish, saving time and money in the finishing process with only panel welds to dress and finish.

To automotive enthusiasts, the entry of fiberglass manufacturers and custom metal shops into the automobile body field is exciting. It may herald a new era in motoring. . . a time when we can seriously compete, both in styling and racing, with Europe’s famous specials.

Written by Bob Rolofson around 1958

Franque Amundsen was born in Milwaukee, WI and was quickly transplanted into Duluth, Minnesota where his parents still reside. Brought up in a large Victorian Home (that had an ever-expanding driveway) with his parents, grandparents, cousins, sisters and his aunt; he was able to experience many different types of vehicles over the years. Franque currently lives in Breckenridge, Colorado where he has worked for the past 5 years. He is attending Colorado Mountain College, where he is soon to finish his Bachelor’s Degree in Business Administration with an Entrepreneurial focus. His passion for the automotive industry will guide him into a career where he can “learn something new every day and just drive.”

An 80’s baby, his first experience in the automotive world (other than Micro Machines, RC cars, and a slot car track that his dad made in the basement) was at an auction when he was 5 with his father Hanque. Franque was sashaying through the packed grandstands of the auction, lifted his arm, and “accidentally” placed a winning bid on a 1980 (1982 maybe?) Stingray Corvette. The engine of the ‘Vette was blown, and has tainted Franque’s image of Corvettes ever since.

His list of favorite vehicles over his budding driving years includes: 1986 Ford Bronco II, 1988 Ford Bronco II, 1987 Jeep Cherokee, 1999 Isuzu Trooper, 1999 Jeep Cherokee Sport, 1987 Audi 90 quattro, 1987 BMW 325i, 1990 Volvo GL Sedan, 1987 BMW 325, 1988 BMW 325i, 1990 Audi 90 quattro 20V, 2010 Subaru Impreza, 2005.5 Audi A4 (B7), 1991 BMWix(drove for a month), and his current “The Motoring Journal” billboard, a 2009 Audi A4 (B8). His passion for cars was accelerated by E30 BMWs, spending tireless hours understanding the mechanics of the machine by taking them apart and putting them back together.

He will be working with TMJ in hopes of bringing us to new heights. His passion and growing knowledge of the industry will help fellow enthusiasts broadcast information. He will become another channel directly into the motoring world; ranging from beautiful, classic restorations, to the latest and most advanced technologies of today. Please keep an eye out for his contributions to come and welcome Franque to The Motoring Journal!

Proof that Audi is continuing to push every market that exists, the A3 debuted in a very powerful fashion in their most recent presentation in New York. Anticipation crawled over onlookers as the audilivestream.com’s suspenseful music played in the background. Finally, the lights raised, and President of Audi of America, Scott Keogh took the stage. His very well spoken and rehearsed presentation of the A3 was filled with passion and knowledge. Has he been test driving this vehicle in the woods of Germany? Is he trying to sell his youngest child out of the idea and responsibility of an “s” branded Audi? Either way, he represented the company better than the cars themselves. Finally the microfiber clothes were unsheathed from an S3 and an A3 TDI. The America Audi enthusiast has been asking for more of the diesel versions, and Audi proved that they are listening by including one in there showing on March 27th.

The brand will not be hesitant to enter this market in a true, luxurious form. Base models will be relatively well equipped, but higher end models will still run around $50,000. I personally think this will hit the “wife” market before anything else. It also will trickle into the “X3″ market of today; representing teenage daughters that need a graduation present. I was most certainly hesitant to squeeze into the current A3 (B8) platform, and had this released happened 2 years ago, I would be a proud owner of the current sedan. The stab into this market was a bit too late to capture the 30 and under crowd. If you can afford to get the well equipped versions of any setup offered in 2014, I’m afraid the leases of about 20,000 (Globally) 2011 and 2012 s4′s will be expiring, with more-than-willing applicants to take on the payment responsibilities.