13 best automotive pictorial books

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REAR ASPECT

Body shells by the dozen: Americans always had a special soft spot for the Porsche 356, and they left the remains with Rudi Klein when they finished.

FORCE OF NATURE

Plants aren’t fussy about whether it is plain sheet metal or something more special; the grass will grow wherever there’s a gap in the ground.

SWAN SONG

This 1950s Packard’s elegant hood mascot seems to be giving one final bow to its audience of assembled scrap.

CROWN OF STARS

This Mercedes looks as if it has expired of old age; someone has ripped out its innards and put them on the roof to form a weatherbeaten crown.

THE ITALIAN AMERICAN

The Iso Grifo is one of Giugiaro’s earliest masterpieces. Under their hoods, the cars concealed potent Chevrolet or Ford V-8s with capacities ranging from 5.4 to 7 liters.

CHROME—NOT JUNK

When Rolls-Royce chromed its components, they were designed to last forever. This grille proves the British held good on that promise.

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THE ROAD TO C8

The story of the midengine prototypes and the role they played in creating the eighth-generation Corvette.

The road to C8 takes us back more than 60 years, to the late 1950s. Even though Chevrolet had pulled out of factory racing programs in 1957, Zora Arkus-Duntov and the Chevrolet engineering team still wanted to build the most daring Corvettes they could and didn’t hesitate to use racing technology to make it possible. They also wanted to prove to the world GM still had the right stuff to go racing if it so chose. This resulted in a series of prototypes. Some were engineering-based like CERV I (Chevrolet Engineering Research Vehicle) while others were design exercises meant to test public reaction to a potential new production Corvette down the road. These cars created a speculative frenzy in the press and often appeared on magazine covers.

CLOCKWISE FROM TOP LEFT: An early scale model of CERV I; John Fitch, left, with Zora-Arkus Duntov; the Aerovette concept car.

THE MIDENGINE CHAMPION

Corvette engineer Zora Arkus-Duntov made it his life’s goal to give the world a production midengine Corvette. He finally got his wish.

Corvette engineer Zora Arkus-Duntov, the man considered the principal champion of a midengine Corvette, had a simple philosophy regarding production cars. It boiled down to this: Make the best race car you can, then let the chips fall where they may. Racing was always his real love, his center. He firmly believed a great race car, particularly a midengine race car, would make the best sports car, despite some daunting challenges in terms of cooling, passenger comfort and practicality.

Corvette engineer Zora Arkus-Duntov made it his life’s goal to give the world a production midengine Corvette.

NO COMPROMISE

The new car thus had to embody all these preordained truths and fit into the model’s long history, while undergoing perhaps the most radical design transformation in the nameplate’s nearly 70-year life. This was a profound task, in part because of Corvette’s extensive and consistent history. Corvettes have been manufactured pretty much continuously since 1953, and since 1955, they have always been available with the most potent V8 GM could muster, lodged up front under its shapely hood.

THE INTERIOR

Though its midengine architecture required a wholesale reimagining of the car’s overall forms, the eighth-generation Corvette was not only being redesigned from the outside in—it was being completely reenvisioned from the inside out. “It was not lost on any of us, or anybody on the design team throughout the process, the monumental task that was set before us,” says 36-year-old Tristan Murphy, interior design manager on the Corvette and a 13-year GM veteran.

THE EXTERIOR

“The shape, the form, the sculpture has to be the brand,” says Peters, the retired director of exterior design at GM’s performance studio and a 30-year veteran of General Motors. This was the first point in the exterior design brief Peters gave his team for the midengine 2020 Corvette, a program he led. Peters knows of what he speaks. He has lived and breathed Corvette for decades.

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IN THE BEGINNING THERE WAS MORRIS

After World War II, MG was at the forefront of the export boom with model after model gaining the title of “world’s bestselling sports car.” Its inexpensive T-Type Midgets, MGA, MGB, and Midgets entranced buyers the world over. It was by no means plain sailing, as multiple ownership changes saw it endure lean years and sometimes struggle for survival. Always, though, it continued to try to produce cars that adhered to its core values. After the privations of the British Leyland years, MG endured to be revitalized in the 1990s with its innovative mid-engine MGF—once again, the octagon had a car worthy of the badge. It all come crashing down in the new millennium, with the arrival and subsequent conduct of the Phoenix Group. Yet the purpose of this book isn’t to focus on tales of corporate mismanagement, but instead to celebrate the vintage, classic, and modern classic output of one of Britain’s, and indeed the world’s, finest sports car manufacturers.

Morris Garages to MG

Thanks to a special MG bracket, a key feature of the new model was a steering column with a new low rake, set at 25 degrees off the horizontal as compared to the 45 degrees off the horizontal “sit-up-and-beg” unit of the Bullnose Morris car. This allowed the car to be fitted with lower, sportier coachwork. The MG from Morris Garages was gaining a reputation as a blooming’ quick and capable performer, and one that looked good to boot. For a general public used to sports cars being the sole preserve of the well-to-do, they were absolute manna from heaven, and production was quickly ramped up to meet demand.

In Its Own Right

With the line between Morris and MG vehicles widening, the latter finally became a company in its own right and moved to new premises. However, the launch of its new 18/80 came at exactly the wrong time, as the New York stock market crashed in 1929. Luckily a second new car, the M-Type Midget, saved the day. The rest of the decade was a whirlwind of motorsport success, before it all came to an abrupt halt.

A New Owner

When Morris Motors Ltd purchased the company, the continued development of road-going and race models that had so characterized the early 1930s at Abingdon ceased. Morris closed the MG Design Office and abruptly cancelled the whole race program. With all decision making, and thus company emphasis, shifting to Cowley, it was time for the development, construction, and sale of a new breed of MG: from the SA and TA, to the VA, WA, and TB.

Postwar Midgets

With World War II at an end and, with it, armament production, what now? Car manufacturing at Abingdon resumed with the TC, an all important new product based on the TB. Yes, in essence, it still harked back to prewar days, but it was a roaring sales success. The later TD proved a pleasant combination of that earlier styling and improved mechanical specification. The last-of-the-line TF1250 and TF1500 kept the Midget fires burning, but the efforts of a privateer gentleman racer spurred the next generation

Y-Type: A Car of Firsts

If the hugely successful Midgets took time to truly arrive in the postwar world, then the Y-Type sedans were “modern” from the start. In order for them to be so, MG went back to the future by raiding the Morris parts bin. World War II had intervened in the original development of these vehicles, putting the all steel bodied 1 1/4-liter MG on hold. In a new era, this popular little sedan charmed the buying public and spawned an open four-seater, as well as a number of coach built varieties.

Postwar Magnettes: Revolution, Not Evolution

1953 unleashed broad changes, as MG incorporated monocoque construction for the first time. Its new four door sedan was born into the institutional instability of the Austin Company’s merger with the Nuffield Organization and formation of the British Motor Company. To stir buyers’ emotions, MG invoked the Magnette name of yesteryear for this car that was quite unlike its famous forebears

MGA: A Beautiful Performer

If the USA had fallen in love with MG via its prewar sporting cars, then the MGA cemented the country’s postwar love affair with the marque. From drawing board to production, and on the racetrack, it excelled from the start and sold in the tens of thousands. However, it wasn’t all smooth, as inherent design flaws adversely affected the ill-fated Twin Cam.

A New Small Car: Say Hello to the “Spridget”

Knowing the MGA was too pricey for some, Abingdon turned to stablemate Austin Healey to create a “new” budget sports car. The Austin Healey Sprite and MG Midget, with their collective nickname “Spridget,” sprang from the often begrudging collaboration. Competition, though, is a powerful force and, with the release of rival Triumph’s Spitfire, the sub brands discovered their team spirit.

MGB: The King is Dead, Long Live the King!

Having struck gold with the MGA, MG found a new vein with its replacement. Utilizing contemporary production methods, they created a modern take on the MGA. Not only did this new automobile outsell its predecessor, but in chrome and ‘rubber’ bumper forms it lasted an incredible eighteen years in production, all with the most minimal of mechanical and styling revisions.

C Follows B

The concept behind a larger engined MGB was sound, but its execution proved troublesome. Despite a somewhat convoluted design process that included a lack of development time and money, and a somewhat underwhelming press reaction, the MGC was a decent GT car. And via their racing exploits, the wild purpose-built GTS variants would achieve legendary status. The “new” six-cylinder engine was, in fact, a rushed, cost-restricted development of the Austin Healey 3000’s existing 3-liter unit.

V8!: A New High-Performance Model

Despite the demise of the six cylinder MGC, dreams of a high-performance MGB continued at Abingdon. It took the efforts, and outstanding results, of a talented individual to spur MG’s parent company to action. This time the development and production processes were significantly easier, and the performance results markedly more impressive. The new high performance MGB GT V8 was most rapid car ever to leave Abingdon.

Rebirth: RV8, MGF, et al

Lamenting the demise of MG, aficionados’ hopes rose with development of the RV8 using British Motor Heritage bodies and the Buick-sourced V-8. The genesis, design, and construction of the allnew MGF saw a new look for MG take root. Other models, such as the wild Group B homologation special 6R4, returned to the competition front. But a final new owner and line-up spelled the end.

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Introduction

This book is more than just your typical “car of the day” compilation; it truly is an eclectic mix of sports cars that covers the broadest possible spectrum—from two seats to four doors. This is a blend of the familiar and expected—who wouldn’t want to see Ferraris, Lamborghinis, and Porsches—and the unexpected, like Tojeiro, Dual-Ghia and even a Bosley. There is just the right balance of the old and the new, the exotic and affordable, obscure and famous, foreign and domestic, production and concept. If it’s got wheels and any pretense of performance, it’s in here.

Alfa Romeo Disco Volante

How can you not love a car nicknamed the “Flying Saucer”? Alfa Romeo’s legendary Alfetta 158/159 Grand Prix car had become obsolete by 1952, but the Milanese automaker had already moved on to sports car racing with a machine based on the mechanicals in its 1900 models. Carrozzeria Touring, the coachbuilder long associated with Alfa, created the slippery body that allowed the car to reach 140 miles per hour despite its small engine. The author had the pleasure of running the Italian retro Mille Miglia in this car with Phil Hill. Five

Alfa Romeo Spider Duetto

The classic Alfa Spider, based on the Giulia 105 series cars and known affectionately simply as the Duetto, suffered from a troubled introduction to the world. Fiat was struggling financially at the time, which meant there was an unusually large gap between the car being unveiled in 1961 and it rolling down Pinifarina’s production line at the end of 1965. But that didn’t matter, because when the 1,570cc Duetto arrived it was such a charming little car, both to look at and to drive, the politics behind its creation took a back seat.

Aston Martin One-77

First revealed in 2009, the One-77 provided more proof that English automaker Aston Martin lives at the top of the list of exotic carmakers. At the heart of this rare machine is a light, quite rigid carbon fiber monocoque. Around this is dramatic aluminum bodywork with bulging fenders that remind one of German DTM race cars. Inside is a sporting-yet-elegant mix of leather and carbon fiber. Upper and lower A-arm suspension are employed front and rear, matched to what Aston calls Dynamic Suspension Spool Valve technology, which allows the driver to vary the shock absorbers’ characteristics. For motive power, Aston upgraded its V-12 to 7.3 liters and improved handling by adding a dry sump oiling system to lower the engine in the car, dropping the center of gravity. —JL

Austin-Healey Sprite Mk I

For many of us, the Sprite was the perfect first sports car. It was small, but also rugged, cheap, and a blast to drive. By the late 1950s, Donald Healey had already found success with his big sports car (see previous entry) and decided to build a less expensive model based on components from the British Motor Corporation. The engine, for example, was a tiny, slightly upgraded four from the Austin A Series. What really sold the little car, however, was its exterior design. Gerry Coker, who did the big Healey, drew this small rounded box and originally planned on including retracting headlights. When that proved too pricey, they plopped the pair atop the hood and the Sprite was forever known as a Bugeye. They weren’t fast, but it’s tough to drive a Sprite without smiling. —JL

Bentley Continental GT Speed

In 1998, Rolls and Bentley both were absorbed into Volkswagen, which later sold Rolls to BMW but retained and revived Bentley with new models, which for the 2009 model year included the Continental GT Speed, a higher performance version of the Continental GT. With a 600 horsepower W-12 engine, this large, sporty car can accelerate to 60 miles per hour in less than 4 1/2 seconds, to 125 mph in less than 13, and on up to make it the first 200-plus Bentley. Not bad for a car that weighs nearly 5,300 pounds. —LE

Bizzarrini 5300 Spyder S.I.

None other than the late Phil Hill would have told you of the engineering expertise of Giotto Bizzarrini. The Italian worked first at Alfa Romeo, then Ferrari through 1961 before moving on to ATS, then Lamborghini, and finally Iso Rivolta. There Bizzarrini engineered the Iso Grifo AC3/C, and after Renzo Rivolta’s death, Bizzarrini took over production of the car, renaming it the 5300 GT Strada. Powered by a Chevrolet 327 V-8 with four Weber carburetors, the cars were well regarded for their power and handling, with an independent front suspension and DeDion rear layout. It’s estimated that 115 5300 GT Stradas were built, and there were also competition versions. The little-known Italian design house Stile Italia (hence the S.I.) turned three of the 5300 chassis into targastyle roadsters with a removable center section roof, as shown here. —JL

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Muscle car historian Duncan Brown revisits this glorious automotive era when Nickey 427 Camaros and supercharged Dodge Demons by Grand Spaulding Dodge terrorized the streets. Drag sponsored cars from Reynolds Buick, Yeakel Chrysler-Plymouth, and Mel Burns Ford informed buyers that if you came to their dealership, you too could have a screaming fast muscle car just like the ones you saw at the dragstrip. It was these dealerships that created the lasting muscle car legacy through their innovative advertising and over-the-top performance

Mr. Norm's Grand Spaulding Dodge

The Grand Spaulding Dodge showroom juts out to meet the sidewalk at the intersection of 3300 West Grand Avenue and Spaulding in Chicago, Illinois, in 1969. A customer’s red Super Bee with the appropriate name The Stinger painted on the C-pillar has “Day Two” spring shackles and Moon stickers on the rear of the car. The blue Dodge Charger parked in front of the showroom still has the window sticker and no plates. (Photo Courtesy Mr. Norm Collection)

Fred Gibb Chevrolet

This October 1969 closeup view of the angled support posts of the Gibb sign reveals the cutting-edge architectural style for the era. A red 1970 Monte Carlo sits prominently in the showroom. Located in small town La Harpe, Illinois, Fred Gibb came into prominence by mastering the COPO system, as well as having prominent friends at General Motors. (Photo Courtesy Nancy Gibb)

Royal Pontiac

The two 1966 GeeToTiger GTO drag racers have tow bars attached and are ready to hit the strip. Royal’s midnight street racer John Politzer is wearing the full MysteryTiger suit with head piece on. The tall dealership sign replaces the old art deco–style sign that used “Indian head” logo and didn’t include Ace Wilson’s name. The new signage is cleaner and more in step with the simple 1960s’ style. (Photo Courtesy Dr. Eric M. Schiffer)

The 1965 altered wheelbase Hemi Plymouth Melrose Missile VI sits on its own open-air hauler at the track. Many dealerships of this era towed their race cars behind another car or a pickup truck. Jim Di Bari spared no expense on equipment. Charlie was still doing some of the strip driving but Cecil Yother had replaced driver Tommy Grove. (Photo Courtesy Richard Adair)

Albertson Brothers Oldsmobile

The winning cars appear with the winning team on the Albertson Oldsmobile lot in 1960. Standing left to right are: Lou Albertson, Leonard Harris, and Phil McNabb. Kneeling in front are Gene Adams and Ronnie Scrima. If you look closely at the license frame on the car to the right, you can see the rocket logo Albertson Brothers Oldsmobile used on its dealer plates. (Photo Courtesy Gene Adams)

Yenko Chevrolet

This location of Yenko Chevrolet at 575 West Pike Street, Canonsburg, Pennsylvania, opened in 1949. Don Yenko stands in front of a truck on the lot with his distinctive body posture: Don was always in a hurry to do the next thing! The Camaro SS sandwiched between the trucks perfectly illustrates the dichotomy in approach between Frank Yenko, who sold trucks to small-town customers, and his son Don, who sold excitement all over the country. (Photo Courtesy Bob McClurg)

Reynolds Buick GMC

Jim Bell squats in front with two of the engines he built. Pop Kennedy stands in the middle with the 1970 GS 455 Stage 2 drag racer. Pete Reynolds is at the right with a stock 1970 Riviera behind him. Reynolds Buick GMC was regarded as the Buick version of Ace Wilson's Royal Pontiac dealership. Unlike Pontiac's approach for mass marketing, Buick's approach was all stealth. (Photo Courtesy Don Reynolds)