1965 - Student - Chouinard Art Institute – Downtown Los Angeles
– In the process of fulfilling a homework assignment of obtaining
the so-called ‘junk’, that would transform our classroom into
an “environment” that would eventually creep out into the hallways,
we found the “supreme ultimate junkyard of all time”. It was out
on south Peck road. in Monrovia. They had a huge multi acre spread
of salvage that spanned decades with an assortment of goodies
that ran the gamut from entire period sheet metal gas stations
and lamppost standards via early Pasadena to surplus giant cranes
and Fire trucks. That’s where I first saw her.
We kept going back to that junk yard years after that class was
over, a great abstract environment for a photo shoot or, need
an oak desk,,” yep, but we only got about three or four hundred
left, there over the other side of that stack of gas stations
in those railroad box cars”, or,,Hey,,,, how about an antique
gas pump or a dozen or so. Well each time I visited Tony Ortiz
and his parallel universe I would check her out and one visit
I threw out a feeler, ‘whatchew want for that Seagraves hook n’
ladder tractor’ Tony???,,,,,,,,,, (I had a strange obsession with
that truck - and years later it was revealed that I had been imprinted
at a tender early age) . For $250. she was mine all mine (fiendish
cackling while rubbing hands together) I was permitted to work
in the junk yard. All I had to do was locate and replace the salvaged
axels and get her running (she had sat for perhaps 20 years) and
drive her to her new home in the mountains of Santa Cruz. Ca.
where I had settled and co-founded the Bonny Doon Art Glass co.
with my old L.A. friend John Forbesowitz .
John accompanied me as we headed up the coast with a 75-gallon
fuel tank strapped to the frame behind the fifth wheel (3 miles
to the gallon was all she would yield with the fire engine gearing).
Grinding Up old 101, “El Camino Real”, past the old missions
and army bases and power plants she powered away humming that
old V-12 hummm . We were exhausted but satisfied returning back
to the clan with our bagged game.
It was not hard to imagine all kinds of possibilities with the
absence of a body on the back of the fire truck tractor. I sold
the truck with a package deal to transform her into a boatail
roadster.
The original fire-truck fenders were retained and on the rears
a fender extension/splash apron that connected the two rear fenders
across the back was fabricated. A hood from a 49 Studebaker pick
up truck turned around backwards became the top section of the
boatail. The stock windshield went away (way too tall) and a British
style sports car cowl was fashioned. The 120 Jag windshield posts
were made to fit the new cowl contour and the side posts shortened
with new tops to create an ‘aviation’ look to the ‘Duval’ style
windshield. The stock doors were cut down to go along with the
new cowl and (in keeping with the ‘factory’ specs) 16 ga. cold
rolled sheet metal continued back to form the bottom of the boatail.
The framework inside the new body was .125 wall 1”x1” square steel
tubing. We weren’t afraid of the weight, the tractor was originally
made to pull an 85’ ariel ladder rig.
The suspension and driveline were left pretty-much stock at this
time, but the air brake system needed upgrading to current standards
and the final drive ratio definitely had to go. With a little
research I located a rear end with a 2:44 gear set, the highest
ratio I’ve ever heard of for a 10-ton semi truck. The pitiful
$5000. ( parts+labor ) budget for the first pass evaporated quickly
( I wanted to do the job !) and the vehicle was handed
over to its new owner.
With a funny twist of fate I re-acquired the truck, which was
stored in the 1847 historic ‘Enterprise Iron Works’ building which
I purchased from the man I had sold the truck to (they made picks
and shovels for the California gold rush in this building). She
had been stripped down to the frame by a fellow who left town
right after he had successfully pitched the idea to convert her
to all independent 4 - wheel drive ten ton chassis. ( I really
wanted to see that ! ). And there she sat,
taking up ‘valuable space’ - actually broke through the floor
where she was being stored. I sold her to a fireman in Portola
Valley where the stack of parts sat on the trailer she was picked
up on for thirteen years - untouched. Every few years I’d get
a call informing me that ‘she was-a-goin’ an if I wants ‘er better
speak up’. Well,, $100 dollars per year storage fee + the $800
he paid me for it and she was ‘mine all mine’ (again). I had been
around some by this time and I realized that even though it was
completely disassembled it still had the most awesome potential
of any project that I could think of. The fenders had been scrapped
when Mr. 4-wheel drive did his stuff so the plan was to get her
on the road as an open wheel car. All the spring mounts had been
torched off the frame as well as the rear section of the frame
itself, so there was an opportunity to lengthen the wheelbase
at this point. The stock springs were reduced to just a few leafs
but the ride was still stiff, if you jumped up and down on the
rear suspension, it was like jumping on the sidewalk - totally
solid man!. I enlisted the help of veteran British sports car
mechanic Andrew Rowland . We built a new rear frame section, re-mounted
the axels, installed an Air-o-matic (air actuated) power steering
system, some wiring and ‘viola’ Bertha was ‘on the road again’.
She was driven as an open wheel car for a few years when the
‘modify’ urge took control once again. I was never really happy
with the ’49 Studebaker boatail so I reached for the sawzall,,,,,,,,.
‘remove the negative - accentuate the positive’.
I had been to Harrah’s automobile collection in Reno in the mid-70’s
to photograph and study a Mercedes SSK100 for a series of mammoth
stained glass panels for Sly McFly’s re-fueling station on Cannery
Row Ca. and saw a dual cowl SJ Dusenberg roadster and, I believe,
the Blougne-Hispano, the tulip wood bodied Hispano Suiesa that
won the Targa Florio race in 1921. These vehicles approached
the scale of my project and fueled my vision. Forbes was working
on a scale-model automotive sculpture project at that time that
inspired me most of all. It didn’t have to work, it was ART!!
Without the constraints of practicality it could be as wild as
one wanted. Forbes’ sculpture embodied the essence of the 30’s
deco style. An image of elegance, moving so fast that it became
distorted and stretched beyond belief – but in reality, it was
static, it was standing still. My vehicle did run, but it was
also ART. ‘Think outside of the box’. How radical can we make
this and still have it function. O.K. , lets make the front fenders
as stretched out and distorted as possible, yeah, all the way
back to the rear fenders, ‘whoa’, it’s going 100, no, 200
miles per hour ( it’s really standing still).
The front fenders evolved from following the bottom radius on
the fantastic cast aluminum grill shell with the idea to stretch
it out as far as possible to compliment the art deco styling and
create the feeling of movement, they ended up measuring over 11
ft. long. I brought some of the industrial design components of
the original truck design into play by incorporating mostly single
plane curves into the design reserving the mysterious ‘compound’
curves for only a small percentage of the fenders acreage. The
wooden fender bucks were built right on the car so that everything
would connect and align to existing components. The wheel well
radius’ were especially critical and by building on the car it
was possible to achieve perfect concentricity with the wheel and
tire. Fender bucks were loaded into ‘Liza’, my ‘29 model ‘A’ work
truck I’ve been driving for 28 years and drive’m down to Donny
Houseman of Mercury metal Fabricating in Watsonville Ca.. Donny
is an automotive enthusiast with a penchant for fire-trucks and
vintage race cars. Donny’s daughter even helped while on her
summer break. He’d come in extra early each day and get a few
licks in, I’d show up when I could and under his direction help
move things along, even so the front fenders took 1½ years to
complete.
O.K., so,,, what about the boat-tail and rear fenders ? About
this time I was introduced to glass artist Randy Grubb through
our mutual friend and representative Lawrence Selman of the L.H.Selman
glass gallery in Santa Cruz. Randy is one of the top ‘encased
lampwork’ artists in the country. It also happens that he is a
out-of-control-over-the-top-friggin’ hot rod freak. I had
been mocking-up the boat-tail and rear fenders in an attempt to
come up with a pleasing design that could be easily executed.
“My god, Randy” I said “I’ve waited one and one-half years to
get the blinkin’ front fenders, I want to drive the thing”. Randy
calmly explained that I must strive for the highest ground, the
final execution cannot be compromised, I must come up with the
best design possible and if that meant setting out upon the path
of learning the arcane art of automotive coachwork building, then,
that’s what must be. With these words of wisdom ringing in my
head I fired up the big band saw and with randy helping started
building the wooden forms. It took almost a complete year just
to build the bucks, but I was happy. I had conceived the design
without compromise and was finally ready to get my hands on the
metal. Randy, it so happens, had been apprenticing with legendary
coachwork builder Al Trumbly in both thier home town of Grants
pass Or. Al was an old codger who recently had knee operated surgery
and Randy was steppin’ an’ fetchin’ for the guy while he got back
on his feet. An introduction was set up and before long I was
on my way up to Grants Pass in Liza loaded down with the bucks.
Up to this time metal forming had been somewhat of a mystery to
me. Al was grouchy and persnikkity, procedures had to be done
just so. Randy spent the time with me in the shop interceding
and gently finessing the situation. Things moved along slowly
owing to Al’s temperament and recovery. But alas, I had some sections
of the fenders in my hand and I returned home with confidence,
I had gotten my feet upon the path and ‘get-out-of-the-way-cause-here-we-go’.
The incubation period must have run its course and symptoms of
the mutant roadster desease surfaced in my friend. He had to have
one. He first tried to buy or trade me his 6-71 blown Willys for
my project, but that wasn’t an option. So we headed down to southern
California searching for a large displacement V12 powered fire
truck chassis for Randy. We ended up out near Palm Springs at,
what we like to call, ‘the fire truck planet’. This guy Huey (
he and his wife are both fire fighters ) has a fire truck collection
to beat the band. It was bizarre walking over the acres of dunes
strune with antique fire fighting apparatus lying helter skelter
in varrying degrees of decomposition. Skunked ! No luck. Randy
wanted a runner, none to be found. We returned home empty handed
but still determined !. The following week I received a phone
call, it was Randy, “guess what I got ?” came this smug voice
over the line, “ AN M47 PATTON TANK ENGINE” he screamed-talking
so fast I could barely understand him, “1800 cu.in. all aluminum
air cooled overhead camshaft with individual finned aluminum cylinders
1200 horsepower with 1500 ft.lbs. of torque-o-my-god it’s so bitchin
your not going to believe it”! Actually it was two engines
procured from an ex-marine military vehicle collector in Coos
Bay who shortly after this transaction ran himself over with a
half-track or something-or-other and kilt hisself. These were
extra engines that went to a tank that he had sold and the new
owner did not want. Shortly thereafter I was up at Randys priming
the 2 huge four barrel carburetors. STAND BACK ! the magnetos
were out of time and we over primed the motor. A gut shaking roar
and Thirty foot flames shot into the cool calm of a Grants Pass
twilight. The motor ran, neighbors from a mile radius showed
up cringing and holding their ears, Randy stood there with the
biggest ear-to-ear shit eating grin I think I ever saw. We sat
around Randys garage late into the night brainstorming and sketching
ideas of what his car might look like. It was fun building en
massive scale. We were building hot rods, but out of ten ton semi
truck parts. It was as if we were in un-chartered territory, we
felt like we were creating a whole new category of street rods.
It was on this night that the Blastolene Brotherhood was born.
The idea was of a brotherhood of autonomous individual artists
and craftsmen who encourage each others creativity. Our projects,
it seemed, embodied an essence and sprit of free creative exchange
and helping each other along their paths.
We were ‘stoked’; we agreed that we would show our ART at the
Goodguys West Coast Nationals in Pleasonton 2002. I had been given
essentially a 29-year handicap. Was it conceivable that Randy
could build his project in slightly less than one year ???
Back in my shop I had gathered some of the essential tools necessary
to continue, an English wheel, a portable air plannishing hammer,
an edge shrinker, assorted hammers and dollies and a giant roll
of paper that would be used for patterns as well as ‘getting down’
on the shop floor to put the initial rolls into the panels. Al
likes to use 19 or 20 gauge cold rolled steel to form his panels.
He don’t like that aluma-kilned stuff, “bubble gum” he snorts,
“too soft-no tension-no good). I used18-gauge cold rolled steel
“good ‘nuf’ says Al. I made each half of the boatail out of one
piece of metal. The panels were taller than I was. My thought
was to eliminate as much of the welding as possible by initially
making the panels as big as possible. Clamping the sheet to the
bucks and cutting darts where the compound curves would be, I
folded the metal and tech-screwed it together. Then cutting through
both layers at the same time with the sawzall gave me the perfect
‘kerf’ or spacing between the metal edges. I’d cut about six
inches then tig tack @ 1” intervals then cut s’more and so on.
Let me be clear on the fact that I had a lot more enthusiasium
than so-called knowledge at this time. (this is not
the way Al would do it !) and besides, you might just come up
with something new tryin’ it out your own way. Tig welding is
the prescribed way to join the panels together. I used the oxy-acetelene
torch simply because I’m a devil with it. “Go with whatchew know”.
After tacking I welded first the outside and then the inside of
all the panels. Sure they warped, but a few minutes (OK, a few
hours) with a hammer and dollie and they were right there. All
the welds needed to be hammered anyway to take the temper out,
so there you go. I’m not about to go into all I learned about
panel forming now, otherwise I wouldn’t be able to finish this
article, however, I will say this,‘control your edges’, otherwise
you’re ‘lost in space, dude’.
During this period I was somehow able to arrange my life so I
could spend all my available time working on Bertha, which meant
about sixty to eighty hours per week. I was pumped, the upcoming
event and Randys project added fuel to the fire, and my task demanded
it. Automotive coachwork building is an arcane, endless, thankless
task, especially when you are learning it for the first time.
Overall it took over seven years to build the fenders and new
boat-tail. Every part of each component seemingly (and actually)
takes forever. I was resigned to be present in the moment, to
be content to perform each task in its turn, over and over sometimes,
until each part in the process was complete. It was a meditation
of sorts. My shop became a refuge, a rarified space where I felt
I was where I was supposed to be in the universe, despite the
demands upon my endurance and concentration. I’d complete a fender
and fit it to the boat-tail, wrong! O.K., move the fender
edge flange which might take another week, and it still might
not fit, so, try it again, and so it went. It seemed like I was
floating in a raft out somewhere in the pacific between two continents,
happy to be there just bobbing over the waves. My philosophy’s
been; to be content being involved in the process, if it weren’t
for my friend Randy I’d probably still be considering different
options for the boat-tail and as it is I’m still apprehensive
about getting the project into final paint, because, my relationship
will change at that point, I will then become a maintenance person
and not a creator and besides my shop and lifestyle aren’t set
up to keep an object (especially of this size) out of harms way.
Well, there was this new diametrical influence in my life now,
Randy, and the deadline for the car show.
Randy, concurrently, was kickin’ some booty up in Grants Pass.
After hand building the frame out of 2”x8” rectangular steel tubing,
He obtained an Allison automatic transmission out of a Greyhound
bus that could take the massive 1500 ft. pounds of torque that
the tank engine generated. The bell-housing was machined from
way large diameter steel tubing on a friends milling machine and
engine and transmission were solid mounted onto the frame. We
went to Specialty truck parts in San Jose and prowled around massive
piles of used semi parts. We imagined ourselves back in time,
scrounging relatively cheap components that would be treasures
in the context of our new creations. “just like what they used
to do in the olden golden days of hot-rodding eh?”. The search
yielded a beautiful ‘I’ beam axel with disc brakes for the front
end and an Eaton rear axle with a 3.08 ratio and mechanical locker
with disc brakes for the rear,,, all rebuilt from Specialty at
a cost of under $3000. Randy fabricated the oversized four bar
system (that’s 2” O.D. tubing) each individual radius rod weighs
over 100 pounds. Air bag suspension was used on the rear and quarter
elliptical spring suspension with old-timey friction type shocks
for the front. The rolling chassis was towed over to Al Trumblys
shop and the coachwork began. The wooden buck for the body was
fitted into position on the chassis. The body sections were fabricated
from aluminum which, unlike steel, takes a very light touch, you
can trash a panel in an instant, oops,,well, start over. A floor
pan of 1/8’’was bent up and riveted together. When the body panels
were done they were tig welded together. I made a quick trip up
to Oregon to help Randy fine tune and scale the radiator shell
and help design the louvered top section for the engine bonnet.
Cool air is drawn in from the sides of the motor through the individual
finned aluminum cylinders by two massive gear driven fans atop
the motor that blows the air straight up and out the top of the
engine compartment. (The engine was completely shrouded and set
up so it would run under water in the original application in
the tank). The center windshield post came off an unknown speed-boat
and the side brackets were fabricated from a pair of extra wind
wings from Randy’s Willys pickup truck. Dash – steering wheel
– gauges – upholstery - etc. Talk w/ randy
Back at the ranch I was closing in on getting the fenders and
components fitting together properly. I was considering going
for ‘metal finish’ and asked our mutual friend Ron Covell, “Dr.
Hammer” to stop by and take a look. Ron allowed that it would
take as long as I had spent so far to then take the project to
metal finish, “what is your ultimate goal?” That I had done ‘an
absolutely amazing job for a first time project’, and his suggestion
was that I should spray on a catalyzed filler/sealer, block-sand
and consider it part of the paint job,,,hmmm,,, seven years?,,,O.K.,
I’ll metal finish the next one.
Our Blastolene brothers Tom Fieber and Tony 'The Man' jumped
in and powered on the priming chores while I tackled the cockpit
edging. I had considered edging the cockpits in walnut as I have
a lot of expertise working in wood, Wood would look great, but
would need to be refinished every 20 years or so and would look
pretty shabby in about a hundred years if let go. The other option
was metal, preferably something soft like brass or copper. Copper
would blend in nicely with the engine trim, low maintenance and
last practically for-ever,,,hmmm,,, nice soft and ductile copper
sheet,,,say,,,copper refrigeration tubing is available in a large
diameter, thick wall, soft, readily available and cheap, BINGO!
I scored a fifty foot roll of 1 ½ “ in a scrap pile at the local
plumbing supply house. 1 ½ “ diameter will yield almost 4 ½ “
when opened up. I first shaped the tube to the contour of the
openings and then split it open with a trashed carbide blade on
the table saw (don’t try this at home!). I tried splitting before
forming and it was unmanageable due to the lack of torsional strength.
I spread it open with a wedge and then hammered it into submission
right onto the cockpit opening. The process went relatively quickly,
when the copper became work hardened in spots, I hit it with the
torch to red and then quenched it and it became soft again. It
was shaped into a few sections that I was able to tig together
using strips of the copper scraps for my filler rod. It welded
beautifully and easily and after grinding it’s almost impossible
to tell where the joins are. Metal finishing the copper is relatively
easy and ‘fun’ compared to working steel. You get a feeling of
getting a lot accomplished in a short period of time.
A set of seat blanks were cut up and sent out for a ‘utility’
set of hides, I consider the upholstery part of Berthas jewelry,
depending on the venue, she might be wearing skirts (all four
wheels ?) while getting ‘down’ (‘pop a cap on your air bags-bitch’)
an cruisin’ wif de bad boyz or standin’ proud at a classic Concours,
with Connelly-hides and ‘Royce style wheel covers or makin’ the
hot rod scene, cruisin’ for burgers while blowin’ minds. Even
fostering a fantasy of some classic shots out on the salt flats
with salt spray speckling, (we do wonder what she’d do
flat out). The ‘Big Cars’ evoke a response quite over and above
anything we had expected. When we take them out on the street
people come unglued. They wave, honk, scream, and literally dance
little jigs on the sidewalk. We partially owe this to their colossal
scale, when standing near it’s kind-of like when you were little
an your folks came home with this ‘big-new car’, I think brings
some of the child to the surface in some folks, and perhaps a
little to the nature of an ‘outrageous’ vision realized, people
have no problem extrapolating some kind of ‘future fantasy’ of
some kind for the ‘Big Cars’, or even a fantasy for themselves.
A lot of times folks will go away muttering about the project
they thought was ‘over the line’ but in the light of what they’ve
just seen are heading back to the shop to get started.
Randy and I were closing in on our objectives, it looked like
we were going to pull it off. Things got intense as we neared
our debut date, we were in constant communication, counseling
and helping each other brainstorm through the myriad of creative
challenges before us. There was a special kind of intimacy born
of these times, the free spirit of exchange of energy and resources.
The morning of the Goodguys Westcoast Nationals ’02, we fired
Bertha up and pulled her out onto the street in her new metamorphosis.
A stop at the fueling depot to fill her two 35 gallon propane
tanks, (that’s right, Bertha is a clean air Vehicle!), and ‘putty-putty’
over Highway 17 through Los Gatos, San Jose, past all the endless
strip malls and condos that used to be some of the most beautiful
orchards in the world, humming that old V12 humm,,, all the way
to the show.
“keep the creative spirit alive”