Every frame has been redrawn from the original line drawings and table of offsets to reproduce the Flyer into an easily assembled boat. There are some 15 frames, 2 keels, twin hatch assembly, vertical cleats, gas tank fixing, drivers bench seat, breast hook, front and rear stems with knees etc.
This iconic racing boat was originally designed by George Crouch in 1924 and went on to win the 1924 and 1925 APBA Gold Cup.
It has been said that the 16 foot Gar Wood speedster is, pound for pound, the most valuable classic production speed boat in the world.
These drawbacks were avoided in Slo-Mo-Shun by providing an inverted pyramidal step under the bow, to serve as a fourth point of suspension. Sir Malcolm Campbell's world mark of 141.740, established in England in 1939 with BLUEBIRD K4. Slo-Mo-Shun rides so high that only one of the blades of its special $500 two-bladed propeller is in the water at a time. Stan Sayres' amazing hydroplane, Seattle designed and Seattle built, Monday established a new world speed mark when it averaged 160.3235 miles per hour in two dashes over a measured mile off U. Stan Sayres bought the first rig to be named SLO-MO-SHUN in 1938 from Jack "Pop" Cooper of St. Sayres and Jones discovered that the "III" was capable of speeds almost 10 miles per hour faster than others in its class at the time.
The Allison V-1710-C first flew on 14 December 1936, the result of sporadic US Navy and Army funding. Slo-Mo-Shun’s 1500-horsepower Allison aircraft engine drives the propeller, through gears, at about 10,000 revolutions per minute.
Construction of SLO-MO commenced at the Jensen Motor Boat Company in the fall of 1948, following the basic design that Jones had envisioned ten years earlier.
Anchor Jensen, who had never before built a race boat, was in charge of construction and did much of the work himself. A public subscription drive in the Seattle area enabled SLO-MO-SHUN IV's entry in the Gold Cup race on the Detroit River. This notion vanished quickly when pilot Jones made several high-speed test laps around the 3-mile Detroit River race course and demonstrated that cornering was not a problem. In those days, the Gold Cup race site was determined by the yacht club of the winning boat rather than by the present method of the city with the highest financial bid.
Not once in the 46-year history of the event had the Gold Cup winner hailed from any other locale farther west than Minneapolis (in 1916). Before concluding her maiden year of competition, SLO-MO-SHUN IV also claimed first-place in the Harmsworth International Trophy race in Detroit. Owner Sayres recognized that he would need a second hull in order to compete with the Detroit contingent's numerical superiority.
Sayres entered SLO-MO-SHUN IV in another straightaway trial in 1952--this time on Lake Washington's East Channel near Mercer Island. In comparing the two boats, Mike Welsch felt that SLO-MO-SHUN V was quicker out of the corners.
Dollar had won the 1949 Harmsworth Trophy with his Lake Tahoe, California-based SKIP-A-LONG; Taggart, from Canton, Ohio, was a champion 225 Class pilot and had debuted as an Unlimited driver in 1952 with Albin Fallon's MISS GREAT LAKES II. SLO-MO-SHUN V experienced mechanical problems at both of the hometown races in 1952 and 1953, but took in the Eastern circuit in 1953.
The move to Merlin power was a gamble because several prominent teams had experimented with them in the 1940s and found them too temperamental to their liking. Merlin engine used in SLO-MO-SHUN V to win the 1954 Gold Cup was the same power plant used in the ill-fated QUICKSILVER, which crashed to the bottom of Lake Washington in 1951 with fatal consequences. While attempting qualification at the Gold Cup in Seattle, SLO-MO-SHUN V turned a complete 360-degree backward somersault at a frightening 160 to 165 miles per hour. For years, the Sayres team had yielded to civic pressure to remain active in Gold Cup competition. Although "retired," Stan Sayres and his crew continued to test SLO-MO IV the following winter as they had in the past. One week before the 1956 Seafair Trophy Regatta on Lake Washington, Sayres announced that he would return for at least one more event.
The "IV" was obviously not yet ready for the bone yard, and the Sayres team elected to send her to Detroit for one last try at the Gold Cup, which had been captured the previous year by the Motor City's GALE V. On an early August morning, a radio report broke the sad news to Seattleites that their boat had crashed during a trial run on the Detroit River. Sorrowful over the misfortune to his boat and driver, Stan Sayres refused to even look at SLO-MO-SHUN IV in her wrecked state. Sayres did, however, leave a final legacy to the sport that he loved, in the form of an offer to HAWAII KAI III owner Edgar Kaiser, who had assisted in transporting SLO-MO to Detroit. Rolls-Royce Merlin engine for use in the KAI, together with his experienced crew to maintain it.

Beginning with the 1956 President's Cup Regatta, the entire team would affiliate with "The Pink Lady" HAWAII KAI III, which, for the next two years, would fill the void as the sympathetic successor to SLO-MO-SHUN IV as far as Seattle fans were concerned. In 1957, the new hydroplane pit area on Lake Washington boulevard was dedicated to the memory of Stan Sayres. The battered hulk of SLO-MO-SHUN IV was eventually restored for display by original builder Anchor Jensen and donated to the Seattle Museum Of History And Industry in 1959. In June 1999, SLO-MO-SHUN IV re-enacted her 1950 mile trial at Sand Point in tribute to the 50th year of the Seafair civic celebration with Dr.
The boat's designer and builder Jones and Jensen were on hand to witness the latest chapter of the ongoing SLO-MO-SHUN saga. Chrysler car dealership at 1001 Broadway in Seattle, and an auto parts store in the University District. He became interested in speedboat racing in 1926 in Oregon, and his interest continued after he moved to King County, Washington. From June 21 to 23, 1950, due to rough water and a broken propeller, Sayres's first attempts at world record runs failed. Upon reaching the dock at the Sand Point Naval Air Station officers' beach, Sayres told reporters that the ride was "Just like sitting in a comfortable chair in your living room" (Seattle P-I, June 27, 1950). Sir Malcolm Campbell in the Bluebird II had set the previous world speed record on water in August 1939 at 141.74 mph on Lake Coniston in England. Donald Campbell had just installed a more powerful engine in the Bluebird II and was about to try to beat his father's record.
Stan Sayres also shattered by 33 miles per hour the United States record established by Dan Arena and Jack Shafer on the Such Crust I in Michigan in August 1949. After winning the world record, Sayres stated, "The boat was not extended" (The Seattle Times, June 10, 1973). These boats are definitely not recommended for first time boaters because of their speed and experience needed to operate them.
Classic wooden boat plans is a growing collection of established plans that are ready to be printed and then laid out for full size building. If you are interested in building your own wooden boat, it is of the utmost importance to begin with a good plan. At high speed they rise out of the water and rest on only three points: the two outboard sponsons and the stern. One sponson of SLO-MO-SHUN II was damaged in transit, as the story goes, and Sayres asked Ted Jones, who had been building and racing boats since 1927, to help true up the new sponson. Jones, a Boeing Company employee, did so initially in the basement of his own home and later at the Jensen Motor Boat Company in 1947. She was not campaigned all that extensively due to a lack of local competition, and because her makers were already planning a larger and more powerful boat. After sizing up the situation there, Jensen recommended to Sayres that they build a boat along the lines of MY SWEETIE, which was a non-propriding two-step hydroplane, designed by John Hacker. The V-1710-C6 successfully completed the US Army 150 hour Type Test on 23 April 1937, at 1,000 hp (750 kW), the first engine of any type to do so. The step-up gearbox is bolted directly to the rear of the engine, permitting the use of a short, straight, drive shaft instead of the customary transfer drive from the bow. In the first heat of the day, Slo-mo lapped the entire field, which included the 1949 Gold Cup winner MY SWEETIE. Immediately, Sayres announced plans to defend the cup on his home waters of Lake Washington. SLO-MO-SHUN V had the same designer, builder, length, and power source as her predecessor, but had a wider beam and a slightly different sponson design that included larger non-trip areas. SLO-MO-SHUN V won both of them with Lou Fageol driving in the Gold Cup and Ted Jones in the Seafair Trophy. SLO-MO-SHUN V was probably the fastest competitive boat in the world on smooth water but was something else on the rough Eastern courses and still needed proper trimming after three years of racing. Fageol mentioned the name of the future Unlimited Class superstar, Bill Muncey, to Stan Sayres as a possible replacement.
Sayres sold the disabled SLO-MO V to a local syndicate, which repaired and renamed her MISS SEATTLE.
And, in 1990, the Seattle race course was dedicated to Ted Jones by a grateful Unlimited hydroplane fraternity.
In 1949, Sayres built a 17-room home on the east side of Hunts Point near the point's north end (4450 Hunts Point Road), along with a boathouse for his hydroplanes. With this in mind, he commissioned Ted Jones to design the Slo-mo-shun IV and Jensen Motor Boat Company, at the north end of Seattle's Lake Union, to construct it. But in the early morning hours of June 26, lake conditions, with a light chop on the water, were perfect for speed.
The ride was easy, but the roar of the 1,500-horse-power engine kept Sayres's ears ringing into the evening.

He proved it in 1952 when the Slo-mo-shun IV set a new speed record traveling at 178.497 miles per hour. 2000), builder, managed and owned the Jensen Motor Boat Company at 1417 NE Northlake Way where the Slo-mo-shun IV was built. Slo-Mo-Shun, on the other hand, is suitable for closed-course racing as well as for speed dashes.
Jones, found a way to prevent the hull from rising completely out of water at high speed and becoming unmanageable. The resulting drag holds down the bow and there’s no tendency for the boat to do a backward somersault.
It was at this time that Jones informed Sayres that he had the working design for an extremely fast boat and was seeking a backer. SLO-MO-SHUN III was similar to other boats that Jones had constructed in recent years but was built heavier to withstand rough usage.
But Sayres accepted Jones's suggestion that SLO-MO-SHUN IV should be a three-point proprider. By then all of the other Army engine projects had been cancelled or withdrawn, leaving the V-1710 as the only modern design available.
The deep steel rudder is mounted off center so that it moves in undisturbed water instead of in the frothy wake of the propeller. Unlike her sister, SLO-MO-SHUN V was built for competition rather than for straightaway performance.
On the first lap of the initial race, Fageol demonstrated acceleration never before witnessed in competition and was credited with a 3-mile mark of 108.633, which raised the former standard by better than 22 miles per hour. This eclipsed the former all-time high for the same distance by better than 4 miles per hour. The boat was still fast but experienced handling difficulties and was never quite the same. With Elmer Linenschmidt alongside as riding mechanic, SLO-MO IV did 178.497 over the measured mile. According to Mike Welsch, "We compared the two engines and the thing that convinced us was the blower and the manifold system.
Nothing came of the suggestion as Fageol returned in 1955 for what would prove to be his final appearance as a driver. But on the eve of the 1955 Gold Cup, Stan announced that the next day's race with Taggart and SLO-MO IV would be his last. With two laps remaining, the SLO-MO driver elected to save the boat and himself from fire, which had spread to the hull, and shut off the engine, forever dashing the team's hopes for a sixth consecutive triumph in the race of races. The former "V" raced off and on between 1956 and 1966 but was never again the contender that she had been as SLO-MO-SHUN V. Sayres and Jones were the two men most directly responsible for the SLO-MO legend and for introducing the Pacific Northwest to big-time power boat racing. Jensen Motor Boat Company launched the 28-foot-long, 4,750-pound hydroplane in October 1949. The only parts of the hydroplane not constructed in Seattle were a surplus World War II airplane engine and the boat's propeller.
In rough water, the pyramidal bow plane flattens and spreads the water surface so that the boat is safe at speeds at which the ordinary hydroplane would run wild or pound itself to pieces.
As the only five-time consecutive winning owner of that famous cup, he would give it one last try.
SLO-MO was decisively beaten in the Final Heat showdown, but had managed to defeat SHANTY I in an earlier preliminary skirmish.
For an official speed run, rules required the boat to make a second try within 15 minutes, going in the opposite direction. Too, rudder control is almost completely lost when the boat is literally flying through the air. Some of those who did included Elmer Linenschmidt, Joe Schobert, George McKernan, Wes Kiesling, Pete Bertellotti, Rod Fellers, Jack Harshman, Martin Headman, Fred Hearing, Don Ibsen, Jr., Bob Stubbs, and Jack Watts. At about 6:45 the course was ready and the Slo-mo-shun IV, with Sayres and crewmember Ted Jones, headed out. All of the new contenders for the world championship are being designed along the same general lines of Slo-Mo-Shun’s hull. Of course, though, I was very ambitious and bought a twin-electric motor powered scale hydroplane that went 28 mph.

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