ANCIENT ART OF THE JAPANESE TEBORI TATTOO MASTERS | INK IN HARMONY

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Taking off from JFK today for a two week trip that will take me on a quick stop at Tokyo, then on to Korea, China, and finally Hong Kong.  The zen and artistry of Japanese tattoo has long fascinated me, and with this trip, this post seemed only fitting.

“Oguri, known in Japan as Horihide, his tattooing name, is a famous artist and highly regarded as the pioneer that brought Japanese tattooing to American tattooists, like Sailor Jerry, and subsequently Ed Hardy, after World War II. Thus setting the stage for large Asian body suit tattoo design to change the face of western tattooing in the last half of the twenty first century. Here in his own words is his story~

“In old days, Japanese tattooists worked at their own houses and ran business quietly. They didn’t put up a sign and list telephone numbers on the book. The practice of tattooing was forbidden in Japan (until the end of World War II). The customers used to find the tattoo shops by word of mouth.

When I was an apprentice, feudal customs still existed in Japan. The apprenticeship was one of the feudal customs called uchideshi in Japanese. Normally, pupils lived with their masters, and were trained for 5 years. After 5-year training, the pupils worked independently, and gave the masters money that he earned for one year. The one-year service was called oreiboko in Japanese, the service to express the gratitude towards the masters. The masters usually told new pupils about this system, 5-year-training and 1-year service, when they began the apprenticeship.”

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Mid 20th century, Japan ~ A group of traditionally tattooed gamblers. Umezu (c), the chief of gambling, sits among them. ~ Image by © Hulton-Deutsch Collection

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“I slept at the master’s workplace when I was a pupil. I wanted to be a great tattoo artist as soon as possible. In the middle of the night, I picked up the needles from the master’s tool box, sat cross-legged and practiced tattooing on my thigh without the ink, remembering how my master performed. I continued to practice tattooing without using the ink. I used a thick bamboo stick for sujibori (outlining), which was about 20 cm long. The edge of the stick was sharpened, and 6-7 needles were put in order and tied up by silk thread. The length of the tip of needles was 3-4 mm. I wanted to workas a tattooist soon, and practiced incising both my thighs with the bamboo stick every night after work.I did not know how to use the tattooing tools and how to adjust the angles. Sometimes I penetrated the skin very deeply with the needles, and the skin bled and swelled. I could not tattoo by using the bamboo stick as I wanted.During the daytime I did chores. If I had no work during the day, I would sit down on the left side of my master and watch his work from the distance.

Every customer came to the master by appointment and got hitoppori. Hitoppori in Japanese means to get tattooed for 2 hours each day. If a big tattoo was to be done, the customer came by every third day. I used to keep sitting straight for 2 hours and just watching my master’s hands learn his tattooing skills. The master would say to me, ‘I’m not going to lecture you. You steal my techniques by watching me work.’ Watching is the fastest way to learn, rather than listening to the lecture, if people really want to learn something. Even though I was full of enthusiasm, my skills were not improved easily. I couldn’t see any progress at all.”

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1946, Tokyo, Japan ~ A Japanese tattoo artist works on the shoulder of a Yakuza gang member. ~ Image by © Horace Bristol

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“One day, the master’s wife asked me to split wood. (Pupils normally call the master’s wife ane-san or okami-san. The master’s wife looked so happy when I called her ane-san. So I called her ane-san during the apprenticeship.) One day while I was splitting wood in the back yard, I got hotter and hotter. I was in a sweat, and took off my shirt and trousers. Ane-san came and asked me to take a rest. She brought a cup of tea for me. Then, Ane-san happened to see my traces of the needles on the thighs.

She was surprised and said to me, ‘How did you get scars on the thighs? Do you practice tattooing by yourself?’

‘Yes,’ I answered, ‘but I cannot tattoo well like the master does.’

‘Have you ever seen my husband’s legs and ankles?’ she asked again.

‘No.’ I said.

She continued, ‘His whole legs are covered with tattoos. You know what I mean? He told me that he practiced tattooing on his legs with the ink when he was a pupil. That’s why his legs are all black. He also told me that a tattooist needs to learn by tattooing his own body to become a professional tattooist. There is nothing to replace human skin. So you have to learn tattooing by using (tattooing) your body.'”

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EARL COOPER | AUTO RACING LEGENDS AT THE DAWN OF THE GOLDEN AGE

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Earl Cooper, auto racer, taken at the auto races at Salem, New Hampshire. Cooper’s last major victory was here at the Rockingham board track speedway. He won that 200-miler with a front-drive Miller in 1926.  — Image by © Bettmann/CORBIS— Image by © Bettmann/CORBIS

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Nebraska-born in 1886, Earl Cooper became a star just as the Golden Age of auto racing was dawning. Cooper’s illustrious racing career, in which he racked-up three National Championships (1913, 1915 & 1917) and 11 top 10 points finishes, all started in 1904– in an ironic and bittersweet twist.

It was 1904, and Cooper was on the West Coast working as a mechanic at a Maxwell auto dealership. Cooper was bitten by the racing bug, but when he appealed to the Maxwell dealership for sponsorship in a San Francisco race, he was refused.  Turns-out his own boss was competing in the same race and did not welcome the friendly competition.  So Cooper scoffed at the dealership’s snub, and somehow was able to convince a kind old woman to let him enter  her brand new Maxwell in the race.  Cooper soundly beat his boss– and just as quick, found himself unemployed.  With nothing left to lose, he went on a racing tear, up and down the West Coast, where he was at times unstoppable.

Cooper joined the Stutz racing team in 1912, and just one year later went on to win the National Championship– racking up 2,610 points.  Cooper dominated the scene that year, winning five of the eight major road races, along with one 2nd place finish.

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Earl Cooper and his riding mechanic in the Stutz car. Picture taken at Indianapolis 500 qualifying in 1919. (Indianapolis Motor Speedway photo. Noel Allard collection)

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In 1913, Cooper’s Hell-bent rival, Barney Oldfield, was driving for the Mercer team.  The two battled fast and furiously, matching their skill and will on the racetrack–

Cooper and Oldfield would run head-to-head at the Santa Monica Road Race, held on an eight-mile macadam course near the ocean. Oldfield blasted away from the starter’s flag and held a sizeable lead, but Cooper passed Tetzlaff for second and began running Oldfield down. With a 4-minute lead over Oldfield, one of Cooper’s tires blew out and he had to coast into the pits. As his riding mechanic struggled to get the wheel off, Oldfield roared past. Cooper jumped out of the driver’s seat and wrenched the wheel off, the tire was changed and the car back on the track to begin running down Oldfield once more. In his exuberance to stay ahead, this time Oldfield blew a tire and bumped into the pits as Cooper whisked past and on to the checkered flag as the winner.

On September 9, 1913, Cooper and Oldfield again met head-to-head on a 3-mile paved track that circled the town of Corona, California. Cooper, after experiencing the tire problem at Santa Monica, had cannily practiced on the course to find what maximum speed he could drive in order to not make any tire stops at all. He determined that if he drove 75 mph. for the entire race, he could do just that. Oldfield, hell-bent-for-leather, predicted that the race average would go to 90 mph. Oldfield set the pace from the start, over Cooper, Tetzlaff, DePalma and Spencer Wishart. He clocked an awesome 98 mph on one lap, but the track had started to break up from the pounding it was taking from the heavy cars. Oldfield burst a tire and Cooper inherited the lead. Oldfield was back on the track and again at speed when again, a young spectator ran onto the track in front of him. Oldfield swerved to avoid the lad and crashed heavily, injuring several people and himself. Cooper won again and would go on to take his first AAA National Championship.

–Noel Allard

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Earl Cooper in action at the start of a race in 1925, Laurel, Maryland.

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THE GREAT BABE RUTH | THE BIGGER THEY ARE, THE HARDER THEY FALL

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“Some 20 years ago, I stopped talking about the Babe for the simple reason that I realized that those who had never seen him didn’t believe me.”

— sportswriter Tommy Holmes

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Simply put, Baseball’s biggest legend.  Ever.  Not just a great baseball player– the great Bambino was also an all-around avid sportsman, outdoorsman, notorious _______, drinker, and most of all, one helluva natty dresser.  Some great candid shots of the Babe after the jump.

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Babe Ruth clutching his bat, and ready for action -- June 4th, 1920.

Babe Ruth clutching his bat, and ready for action -- June 4th, 1920.

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It was not uncommon for Ruth to knock the cover off of the ball at Griffith Stadium, what was uncommon was the day Griffith Stadium knocked out the great Babe Ruth. On July 5, 1924 the Washington Senators first baseman Joe Judge hit a fly ball to right field, Ruth ran as hard as he could after the ball that was slicing foul, before Ruth got to the ball he got knocked out when he ran into the concrete wall. There he was the Great Bambino knocked out cold for five minutes. The Babe recovers after Yankees’ trainer Doc Woods pours some cold water on his face. The next day in the top of 8th inning Ruth gets his revenge when he hits his 22nd home run of the season off of Senators’ pitcher Joe Martina.

–Mark Hornbaker

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(Babe) Ruth Knocked Out

(Babe) "Ruth Knocked Out" in a game against the Washington Senators -- July 5th, 1924.

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THE FORD MUSTANG GT350 | CARROLL SHELBY & THE AMERICAN PONY WAR

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Carroll Shelby, whose Ford powered cars have been a constant contender in International racing, plays a toy flute to charm a toy Cobra out of its basket on the hood of his latest offering to the automotive world, the Mustang GT 350, at the first showing of the car- January 27th, 1965 in Riverside, CA.  The Shelby is a modified Ford Mustang Fastback, with a 289 Ford Cobra engine, front disc brakes, and improved suspension for road racing or high speed driving. -- Image by © Bettmann/CORBIS

Carroll Shelby, whose Ford powered cars have been a constant contender in International racing, plays a toy flute to charm a toy Cobra out of its basket on the hood of his latest offering to the automotive world, the Mustang GT 350, at the first showing of the car- January 27th, 1965 in Riverside, CA. The Shelby is a modified Ford Mustang Fastback, with a 289 Ford Cobra engine, front disc brakes, and improved suspension for road racing or high speed driving. -- Image by © Bettmann/CORBIS

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Carroll Shelby was undoubtedly the greatest single force behind American auto racing over the last 60+ years.  From his legendary racing career, to reinventing the image of American road-racers in European competitive racing and beyond.  In 1962, and with no official engineering background, Carroll Shelby created the legendary, stallion-slaying Cobra, which soon ended Ferrari’s all-out domination of the World’s Manufacturing Championship.  For him, the recipe was simple and oft repeated– put a massive engine in a lightweight, nimble car.

In 1965, the Shelby Mustang GT350 made its production debut setting off  a legendary battle for power and prestige between rival Detroit automakers– which would from that day on be known as  the “Pony War”.

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The legendary Shelby Mustang GT350

The legendary Shelby Mustang GT350

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The New Crocker Big Tank Parallel Valve | American Motorcycle Heritage at it’s Baddest

 

Crocker MC's Big Tank Parallel Valve V-Twin

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.

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THE KRETZ RACING LEGACY | FATHER & SON AMA HALL OF FAMERS

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.

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Ed Kretz Jr. (on the left) and Ed Kretz Sr. (on the right)

Ed Kretz Jr. (on the left) and Ed Kretz Sr. (on the right) on their trusty Triumphs.

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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.

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Ed Kretz AKA “Ironman” racing #88 for Triumph 

Motorcycle racing great "Iron Man" Ed Kretz Sr. on his trusty Triumph.

Motorcycle racing great Ed Kretz on the legendary Indian.

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Iconic Auto Design | The Porsche 911

 

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 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.

The 911 was Porsche's design successor to their 356-- a classic beauty in it's own right.

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SLIM AARONS | THE STILL UNDISPUTED KING OF HOLLYWOOD PHOTOGRAPHY

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the kings of hollywood slim aarons

Slim Aaron’s most celebrated image was shot on New Year’s Eve of 1957 in the Crown Room at Romanoff’s restaurant in Hollywood.  Called ”The Kings of Hollywood,” it shows Clark Gable, Van Heflin, Gary Cooper and Jimmy Stewart — what Smithsonian magazine called ”a Mount Rushmore of stardom” and the novelist Louis Auchincloss ”the very image of American he-men.”  Why are the men in the picture all laughing?  Mr. Aarons sometimes said he did not know why.  In all truth, those chortling stars in ”The Kings of Hollywood,” Mr. Aarons sometimes admitted, were really laughing at him.  Mr. Gable had said how bad he thought Mr. Aarons’s acting was in a small movie part.

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BILL BLASS CLASS

The beauty of being able to draw, or paint, from an early age is that you never feel trapped, least of all by your immediate circumstances.”

–Bill Blass

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From The New York Times

In early December 1999, the mood in the Bill Blass showroom at 550 Seventh Avenue was as gray as the film of dust on a potted plant that sat in the corner and always seemed to be dying.

Blass, arguably the most famous of all the American designers, had shown his farewell collection that September and sold the company a few weeks later.  He had been ill for some time, living with throat cancer for years — he was then 77 — and he didn’t seem much inclined to argue with the new owners about who would fill his oversize shoes.  They wanted a name.  So the future of Blass’s longtime assistants was far from certain.  Laura Montalban, one of two top designers, left to work for Oscar de la Renta; Blass called the other, Craig Natiello, who had been with him for a decade, into his office.

“You’re not going to like the people who bought the company,” Blass said.  He made a phone call, then told Mr. Natiello, who recalled the conversation in a recent interview, that there was a job waiting for him at Halston.  “Here is your out. Do you want it?”

That, Ladies and Gentlemen, is class.  Keep a stiff upper lip, tell it straight, and repay loyalty with loyalty. This kind of character is an increasing rarity, unfortunately. Kudos, Mr. Blass.

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