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If you’re not trained in lofting, find a collaborator who is or study books on naval architecture at the library.
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Drawing is the best way to develop those good lines you want.
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Sure, many fiberglass bodies have been made without them – but they look it. Perhaps you don’t care now, so we can be frank about the whole exhausting business. Otherwise, the magnitude of the project will overwhelm you before you finish and you’ll have joined the ever-growing throng of enthusiasts who have started to build a fiberglass body and have never finished it.Īre you discouraged? Good. Whatever your reason, it had better be unshakable. The latter is the key to most special-building: some people wouldn’t be happy with a Ferrari, simply because someone else built it. There are only two valid reasons for building your own body of fiberglass: to obtain unique style and for sake of your pride. Want To Build A Fiberglass Body For Fun And Profit? From Left to Right: Robert Cumberford, Stan Mott, Geoff Hacker, & Rick D’Louhy. Let’s have a look at the article and return to 1962…some 51 years ago today.Īt The Amelia Island Concours d’Elegance (2012). So it’s our first analysis article of what happened with fiberglass – and why – in the 1950s. This article was not based on research alone for Robert had toiled in ‘glass more than once, so his thoughts and feelings – and humor – came from his shared experience.Īnd….what makes this article even more important is that it’s a retrospective completed about 10 years after fiberglass bodied sports cars first appeared at the November, 1951 Petersen Motorama.
CLAY CAR BODY DESIGN DRIVER
Back to 1962 where a then 26 or so year old Robert Cumberford shared with the readers of Car and Driver his thoughts on building his own fiberglass bodied sports car. (Click here for a profile of Robert that appeared in Automobile Magazine in April, 2011). Last year, I had a chance to meet Robert along with his friend Stan Mott at the 2012 Amelia Island Concours d’Elegance, and I’m honored to still be in touch with both of them via e-mail today. In the past several years, Robert has been kind enough to share with us his perspective on fiberglass and design – and his memories of some great folks and cars too (click here to review Robert’s memories of the Dyna-Panhard fiberglass car designed by Darrin and the cover of Road & Track that featured the car). Robert Cumberford is one of those folks that I’ve met on this path, and am honored to call “friend.” And… non-withstanding the topic for today’s story – perhaps “friend of fiberglass” too. I’ve always been fascinated with corners of the world that are “less traveled.” This has taken me on some of the most amazing journeys where I’ve met some fascinating and creative people. Late last year it became allied with Unity.As I’ve mentioned before, I feel like one of the luckiest “car guys” around. The mergers, fusions, and combinations in the rapidly evolving computer business led to that early CAD company becoming part of Autodesk, originally aimed at architecture, then at car design.
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CLAY CAR BODY DESIGN SOFTWARE
Cadaret was one of the finest rendering artists, and Hill, who also drew beautifully, was instrumental at GM in turning the computer-aided special-effects software used in filmmaking into a CAD (computer-aided design) car-design tool, initially with Alias-Wavefront in Canada. Both used their $4,000 college scholarships (equivalent to about $42,000 today) to attend The Art Center School, perfect their skills, and then join General Motors Styling. That year, both the junior and senior national winners of the Fisher Body Craftsman's Guild were fellow students junior winner Ron Hill was in my 10th grade English class, and senior winner Bob Cadaret was in my gym class. I moved back to my native Los Angeles in 1950 and finished my secondary education at Benjamin Franklin High School there. I have had a close look at the development of rendering techniques by an accident of circumstances.