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Kenny Brown, the "Wild Man" of motorcycle trick-riding is seen here tearing it up on a Triumph.
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Or rebellious riders, I should say. Thanks to the The Jockey Journal for these amazing pics of the “Wild Man” in action. Seen above and below, “Wild Man” Kenny Brown toured the country in the ’60s putting on one man shows at Drag Strips with his incredible stunts– always on his trusty Triumph.
The British built bikes, like Triumphs, were coveted by American riders for their lighter weight– and for what some considered better handling than the American built bikes at the time. By the 1950s, more Triumphs were sold here in the U.S. than any other country hands down. Triumph had their own version of the badass big bike, and it’s the stuff of legends– the Triumph Thunderbird.
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Kenny Brown favored performing his unique brand of motorcycle trickery on a trusty triumph.
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How unlikely would it seem today, if someone were to tell you that they were planning to build one of the world’s sexiest and most recognizable brands– with a logo based on a bunny? Well, that’s exactly what Hugh Heffner did. Seriously, doesn’t it sound kind of nuts? Looking back on the vintage images of the bunnies in their heyday, there is an undeniable naivete and corniness, mixed with an overtly demeaning attitude towards women– and wow, did it work.
Heffner was gifted with an ironic stroke of fate when the original “Stag Club” name that was going to grace his new men’s magazine was legally blocked by Stag magazine. He needed a new handle, and the stag was soon converted to the now iconic bunny, in a historic and innuendo-laden rename. Playboy later ran a pictorial article on Chicago’s Gaslight Club, and was overwhelmed by thousands of readers requesting to join this exclusive key members club. Playboy execs smelled a golden opportunity, and soon plans were laid to open their own private key holder’s club. All that was needed now was the vision.
After many go-rounds, the decided-upon bunny custom was nipped and fluffed until it met Heffner’s critical approval. They say he was particularly smitten with the tail– go figure. In 1960, when the very first Playboy Club opened– the so-called icon of the sexual revolution was off and hopping. Seems almost more like a misogynist’s ___ dream than a liberating sexual revolution if you asked me.
Liberating for whom, exactly?
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Unwilling to lose time in litigation for the "Stag Party" name, Hugh Hefner renamed his magazine "PLAYBOY" and chose a new symbol. Arv Miller transformed his original stag mascot to a rabbit. Founding Art Director Arthur (Art) Paul then created the world-famous Rabbit Head logo.
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Hugh Hefner and Playboy Bunnies at the Chicago Playboy Club --1960.
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The 1966 Dodge Charger-- 426 Street Hemi engine option available that produced well over 425 bhp.
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I bought my ‘66 off a guy up the road for $750 when I was 18. She’d sat there a good long time, but this was Arizona– dry as a bone, so body rot. Came home hitched to a tow truck– and I know my mom wasn’t too excited about the new lawn ornament. The old 383 V-8 needed a rebuild, and body was a little dinged– but she was unmolested and all original. So what if it didn’t run yet– she was mine. If only I had held on to her– but I ran outta time, money and energy. More than that– I had a girlfriend with plans to move us down to Tucson to attend the U of A. Never should’ve let her go– the Charger that is. It still pains me, but what’s done is done… Guys, listen to your gut and hold on to a good thing. Like your dream car.
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The 1966 Dodge Charger-- the fastback that's full-sized and fully loaded.
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The 1966 Dodge Charger was introduced on New Years Day– a late but lethal answer to the Mustang and Baracuda fastback frenzy. Based on the Coronet, the Charger came packed with serious muscle that few street cars could compete with. The ‘66 Charger debuted one of the most legendary and talked-about engines ever– the 426 Street Hemi. The Hemi engine had been available in prior years, but the 426 Street option was designed for exactly that– performance on the street. Rated at 425 bhp, some say it actually produced closer to 500 bhp. That dog will hunt, son.
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Arnold Schwarzenegger in his prime with a wig-wearin' female friend, circa 1970s.
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Say what you will about Arnold– he’s always spoken his mind, whether people can handle it or not. Remember the 1977 interview with Oui magazine? I can’t print it here, man. Crazy, crazy stuff. The guy’s an animal. Schwarzenegger learned early on that if you’re beautiful, charismatic and powerful– you can say or do just about anything, with a big cheesy smile on your face. All that aside, he’s an icon who put bodybuilding on mainstream America’s map. Yes, there were definitely others before him– but Arnold took it beyond just sport & physical fitness. He made it sexy and entertaining like no one else.
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Arnold Schwarzenegger, 1977 --by Andy Warhol
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Pumping Iron is an absolute pop culture classic (video after the jump). You get to witness the world of bodybuilding arguably at it’s peak– with all the twisted and intense– competitiveness, silliness and drama that sums up our human nature. At times these brutes are fierce, and other times they’re like primping girls at a beauty pageant vainly craving recognition– only much bigger. And don’t forget, this is a sport that comes with a lot of pain & sacrifice. You have to credit them for the years of dedication and intense training– whether it’s your thing or not.
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The bike that got American motocross off the ground-- the 1963 Husqvarna (Husky) Racer. This unrestored bike is No. 59 of just 100 250cc race machines Husqvarna built in ’63.
With its signature red and chrome glistening gas tank, the Husqvarna (or “Husky” as it’s affectionately known) was a stunning beauty of a bike, and a mud-slinging beast on the American motocross circuit. Back in the 1960s, the increasingly popular sport of American motocross was bogged down by clumsily modified (not to mention heavy) Harley-Davidson, Triumph & BSA road bikes. It was lumbering in antiquity and in dire need of innovation. Enter Edison Dye.
While on a motorcycle tour of Europe, Dye took particular note of European motocross and the lighter-weight, nimble, two-stroke bikes that were in stark contrast to the American scene. Swedish maker Husqvarna particulary stood out with their alloy engine components, and distinctive exhaust. He asked motorcycling legend Malcolm Smith (Steve McQueen’s riding chum in “On Any Sunday”) to take a Husky and put it through its paces for him. Upon Smith’s glowing review, Edison Dye decided to sign on as Husqvarna’s U.S. importer. The Screamin’ Swede was about to take American motocross by storm.
Heikki Mikkola, the “Flyin’ Finn” was one of the most popular and feared motocross racers of the 1970s. During his illustrious career, Mikkola collected four World Grand Prix Motocross Championship titles. In 1974 he won the World Grand Prix 500cc Championship on a Husqvarna.
My heart wanted Andy Roddick to win Wimbledon so bad– but my head knew that Roger Federer would pull it out– through cool, consistent, calculated play. The better player definitely won, even though Federer’s acknowledgement of Roddick’e impressive play after the trophy ceremony felt a little snide and condescending. I think the guy just can’t help it– he loves himself. See him playing with his pretty hair nonstop? Please. And his cute little comment to Pete Sampras, who he trumped with a record 15 Grand Slam singles titles– “Thanks for coming out” seemed more than a little ungracious. Federer has a great game, but he’s not my cup of tea. For me, it doesn’t get any better than back in the wooden racket days of Jimmy Connors, John McEnroe, and the first rockstar of tennis– Bjorn Borg.
Bjorn Borg relishing his fifth straight Wimbledon singles victory in 1980.
Bjorn Borg won an unprecedented five consecutive Wimbledon titles– from 1976-1980. The 1980 Wimbledon final between Borg and McEnroe is easily considered the best and most memorable matchup of all time. McEnroe seemed to have victory in hand early on, but the Swede proved once again to have more stamina and tenacity– breaking McEnroe down for the win. Borg was widely considered nearly invincible at the time– his physical conditioning was legendary.
During his reign he also claimed six French Open titles, and even won Wimbledon and the French Open in the same year three times– the only player ever to do so more than once. Winning both in the same year was even more remarkable because in those days there was only a week of preparation for the grass between the two events. All these accomplishments came during a time when men’s tennis was brimming with truly great champions– the competition was crushing.
Bjorn Borg was also a bit of an enigma, which added to his charm and appeal. He suddenly and surprisingly retired at the age of 25, with many great tennis playing years still ahead, after McEnroe handed him a painful defeat at the Wimbledon finals in 1981. Imagine if Borg he had continued to play? He may very well have become tennis’ greatest champion of all time.
In 1980, Bjorn Borg and John McEnroe put on one of the greatest matches Wimbledon has ever seen.
Crocker MC's Big Tank Parallel Valve V-Twin
I’m a big fan of Crocker Motorcycles, as you can see here. When I heard a while back that Crocker also offers fully built bikes per the original factory specs, I started to cry. First for joy, and secondly because I don’t know how my wife will ever forgive me for blowing the kid’s college fund on one.
I guess I’ll cross that bridge when I get there. Just kidding, honey.
From “A Day at the Races” by S. Clayton Moore–
During the pinnacle of Ed Kretz Jr.’s career in the late 1950s and early 1960s, he raced alongside some of the world’s most famous racers, pushing Indians and Triumphs to the very edge of their capabilities. His racing buddies included screen legends like Steve McQueen and Lee Marvin, television stars like Jay Leno, and world-famous racers like the “Indian Wrecking Crew” of Bobby Hill and Bill Tuman.
Perhaps no one in Kretz’ orbit was more famous than his father, Ed Kretz Sr., who won the very first Daytona road race in 1937. Known as the “Iron Man” for his amazing endurance on a bike, the elder Kretz was the greatest motorcycle racer of his time and one of the sport’s first major stars.
Ed Kretz Jr. (on the left) and Ed Kretz Sr. (on the right) on their trusty Triumphs.
Ed Kretz was born in 1911 in San Diego, and started riding motorcycles out of sheer necessity during the Depression. Another legendary racer, Floyd Clymer, saw his talent and managed to get the young rider to race a new Indian motorcycle. As he progressed through the racing circuit, Kretz quickly became one of the best-known racers in the country. He stood at only 5′8″, but weighed a muscular 185 pounds, and used his sheer physical strength in a style no one had ever seen before.
“My dad was strong like a bull,” his son remembered. “He drove a hay truck and would load and unload the bales by himself. He was shorter than I was, but he was stocky.” That strength served the elder Kretz well during his most famous race, the inaugural Daytona 200 in 1937. The race was already well-known in its first year and went on to become the single most important motorcycle race in America.
Motorcycle racing great Ed Kretz on the legendary Indian.
James Deans "Little Bastard" Silver Porsche 550 Spyder. This shot was taken just hours before Jimmy's tragic death.
James Dean’s love for speed, racing and “living on the edge” are all well documented in many books, documentaries and bios– so I won’t belabor the point here. Check out the video after the jump for a “James Dean legend” primer. What is fascinating is the tremendous staying power, cult status and curse stories that surround not just James Dean, but also the 1955 Porsche 550 Spyder that he tragically lost his life in. The Porsche 550 Spyder is now forever linked with James Dean– it’s nearly impossible to recount one icon without the other.
James Dean and his 1955 Silver Porsche 550 Spyder-- "Little Bastard"
In all honesty, Summertime is not my favorite time of the year for several reasons.
First off, extreme sun is not my friend. I just wasn’t built for it. I’m Irish (read: fair) with skin that burns like nobody’s business. It ain’t pretty.
Secondly, I prefer Winter dressing over Summer slacking– always have. What can I say, I’m just not a shorts and flip-flops kinda guy.
My lust is for layers of patinated denim, old worn-in oilcloth, chunky woolens, beaten & abused leather jackets, belts and boots. So come Summertime, I hold on to wearing my favorite boots, jeans and jackets for as long as I can– before it’s just too darn hot. I usually make it to July, then come back in September. What do I trade ‘em in for? Clarks suede desert Chukkas, what else? Maybe a Chuck or Jack Purcell here and there on the down low. Might even breakdown and get crazy with some sandal action on the side– when my guard is down and it’s just us chickens, that is.
And in all seriousness guys– listen up, and never wear flip-flops or sandals on the job. Your co-workers (especially the ladies) should never have to be exposed to the sight of your messed-up cheetoes. Keep ‘em under wraps, bro. Please.
An old worn-in pair of Chippewa Engineer boots and an arsenal of Levi's 501s and RRL denim thrown in for good measure. Had the Chippewa Engineers for about 10 yrs now-- you can't buy what can only come with time.
The Porsche 911 (Targa shown here) is one of the most iconic and recognizable sports car designs for pure form and function-- hands down. Though the world has in large part past it by in terms of innovation, it is and will always be a classic. The term "Targa" came from the Targa Florio road race in Sicily, where Porsche scored many victories in the 1950s and 1960s. Basically a convertible with a stainless steel-clad roll bar and removable roof panel, the Targa was definitely an automotive icon of the time. --Image by © Car Culture/Corbis
By the late 1950s, it was painfully obvious to Porsche that it’s workhorse 356 sports car (released in 1948) was getting it’s doors blown off by the competition in terms of performance and price. An innovative and inspired redesign was badly needed, and in Fall of 1963 after years of development and refining, the 911 was launched. For brand purists, it remains the only true Porsche– the only model that truly harkens back to the heritage of the original 356. And what a heritage it is. The birth of the 911 was largely a family affair– a daring initiative mostly instigated by Ferry Porsche, son of founder Ferdinand, with his own son Butzi Porsche alongside as the body stylist. Porsche could hope, but surely never could have known with certainty that the new 911 would carry the Porsche torch well into the future, and ultimately become a design and engineering legend.
The longevity of Porsche’s 911 is no accident. Porsche-style has labored very thoughtfully over the years to constantly freshen and innovate the 911. They’ve done an incredible job keeping it up to date, all the while staying true to the design and spirit of the original 911– not an easy feat anyway you slice it, and a very commendable one at that. Those of us in the design industry can certainly acknowledge the mastery involved in keeping a classic icon relevant while remaining faithful to it’s essence. The art of timelessness evolving with the times.
The 911 was Porsche's design successor to their 356-- a classic beauty in it's own right.
Flat-Front trousers (on the left) or Pleated Trousers (center)?
There’s been a big debate lately amongst myself and some colleagues concerning pleats. Now, I’ll be honest– I haven’t worn a pleated trouser in who knows how long. And it’s not like I ever did by choice, but that’s how most suits came for a long time. And not just suits either– I remember when Polo sold only one basic khaki (chino, whatever… let’s not go there) and it was called the Pleated Jean– with double forward pleats (the only acceptable pleat treatment in my mind). Once in awhile you’d see the America Pant– their flat front at the time. Anyone else relate, or am I dating myself?
Anyway, the debate is over the relevance of men’s pleated trousers. Again, I could live largely without pleats altogether. But, there are certain specific occasions when a snotty, grey flannel chalk-stripe suit with a peak lapel and deep double forward pleats, with a rise up to your belly button feels, well– proper. I guess it’s more nostalgic than relevant, but it’s badass just the same. Reverse pleats? Not so much. But that’s just how I roll. The forward is more Anglo, the reverse feels more Euro. Now the reverse has been adopted as the “every guy” pleat– meaning it’s the more commercial, and some say more flattering pleat. It lays flatter, blah, blah, blah.
Is the flat front the new absolute? Will we ever see a large return to the pleated trouser again? Are pleats relevant at all? I feel likes it’s easier to get a guy who’s been wearing pleats into flat-fronts, but nearly impossible to get a flat-front guy into pleats. I’d like your feedback. Seriously. And if you want to give a little feedback on your background to back it up, all the better.
James Dean wore both… not that it matters. What is relevant today?
