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Enzo's Garage Featuring Sal's Sonoma Valley Raceway, California

2011-01-24T17:26:00.000-08:00

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Sal's Sonoma Valley Raceway, Sonoma, California

Evolution of a 57 foot track

Mario's Slot.It Ferrari 312 PB

This is our Friday night track, thanks to Sal's donation of space. Built from 3 1/2 sheets of 4X8 ply on 2X6 X10 rails underneath supported by saw horses, Scalextric track and Scalextrics lap counters, and guard rails. Sal built the skid pads from foamcore which gave an extra area for the car's tails to slide out. Sal also came up with the best system of protection for the valuable model racers.

Normally at any tracks curves from a fast straight, (and The Sonoma Valley Raceway, straigtaway is FAST), your car is off the track if you're unable to maintain discipline, ego and testosterone.

Your cars are off to concrete destruction, no longer destined to the Royalty of the Shelf Queen. Fuggetaboutit! Al's clean system was to hang sheets from the ceiling hugging the curves total area radius and it acts like a gentle net that catches errant and off guard wannabe Zen masters who get distracted in a race.

Sal's ingenious model car racer saviour device - '2 sheets to the wind'

The track is about 57 feet with a challenging 'S' track that tears cars up if not set up right. The straight track is about 23 feet long and is a satisfying experience gunning the gas. The track record is 3.5 seconds held by Mario's Slot.It Ferrari 312PB in the photo above.

Scale Miles Per Hour, SMPH = over 300mph!


Lola T70's barreling down Riverside Raceway

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Revell 1967 Mustang # 36 with Swing Arms For Braids and Guide / SOLD!

2011-01-01T17:08:00.000-08:00

Introduction: The date was April 17, 1964. Intermediate sized muscle cars, with big block engines were gradually replacing the fullsized muscle car. Lee Iacocca, Ford's General Manager, had always invisioned a small sports car to be the next hot item in the street wars. Ford decided that instead of improving their lackluster intermediate, they would do the competition one better and introduce a whole new breed of automobile, the pony car. Originally designed as a two seater in the European tradition, Iacocca realized that true success depended on volume sales. Therefore the Ford Mustang was introduced as a 1965 model that was based on the compact Falcon to lower production costs. It came with an obligatory back seat and a multitude of options that would give the buyer an opportunity to customize their purchase, and generate extra profits for Ford. Plymouth faithful stress that their Baracuda beat the Ford Mustang to market by two weeks. But it was the Mustang, which racked up over 22,000 sales its first day and one million sales in its first two years, that turned the market and people's attention to the pony car. The pony car class that the Ford Mustang helped create is the only class of muscle car that still exists today.

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In the early 1950s none of the three large American manufacturers had a sportscar in their line-up. This segment was dominated by the British Jaguars and MGs. In 1953 General Motors made a bold move with the introduction of the Corvette, which can be considered America's first sportscar. Ford kept a close eye on the sales figures of the two-seater Chevrolet and launched their answer, the Thunderbird, in 1955. Although the two were similar, the Ford T-Bird was more luxurious.

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After three years, the two-seater Thunderbird was no more and replaced by a four-seater version. Chevrolet continued the production of the Corvette, which was gradually growing out to be a big hit. It was another Chevrolet's sales success that would spark the development of a second two-seater Ford. Launched in 1962, the Chevrolet Corvair Monza proved that there was a big market for affordable sports cars in North America.

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In 1960 Lee Iacocca was appointed Ford Division General Manager at age 35. He set out to give Ford a more sportive image, starting with re-entering NASCAR, and creating the Futura Sprint by adding a V8 to the Falcon line-up. This big project was a relatively affordable sports-car, at nearly half the price of the Corvette. The first exposure of this new two-seater came in the form of the Mustang I concept first shown at the 1962 US Grand Prix.

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Equipped with a mid-mounted V4 engine and all-round independent suspension, the Mustang I was a revolutionary vehicle for Ford, however it proved to be too much of an exotic to fit Iacocca's new product vision. In 1963 the Mustang II concept was introduced, again at the US Grand Prix. To maintain a manageable price, many Falcon parts and a more conventional front engine, live axle were incorporated.

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On April 17, 1964, the production version of the Mustang was introduced. Many of the Mustang II concept's styling cues found their way on the production car, most notably the triple row rear taillights. A six cylinder and two eight cylinder engines were available at the launch, which could be combined with various equipment packages. Coupe, convertible and 2+2 fastback were the three available body-types.

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A fully 'specced' Mustang retailed at less than $3,000, compared to over $4,000 for a Corvette. The Mustang proved to be an immediate hit, selling over 500,000 examples in the first year. In the following years various revisions were made to the engines, options and body styles, but it wasn't until 1974 when a second Mustang series was introduced. Today the first series Mustang is considered an icon and one of America's most treasured classics.

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Californian racing-legend Carroll Shelby had already had incredible success with Ford's V8 engines in his Cobras when he offered the company to modify their Mustang to beat the then unbeatable Corvettes. Ford happily accepted and the result was the Shelby Mustang GT350, which used the same engine as found in the Cobra 289. Livered in the American racing colours of white with two blue stripes, they were raced with a lot of success in both American and European events.

For 1967 the Mustang bodystyle was altered and Shelby added a new model to his line-up; the GT500. It featured a 428 cid engine, pumping out well over 350 bhp. Where the early Shelby Mustangs were very competition oriented, the 1967 and 1968 cars were more of a combination between performance and luxury. At the end of 1968 a more powerful GT500 KR (King of the Road) was launched, which featured the 428 Cobra Jet engine. Production of the Shelby Mustangs ceased at the end of 1969, when Ford's own high performance had mostly taken over.

Vintage Revell 1967 Camaro #74 NASCAR - SOLD!

2011-01-01T12:12:00.000-08:00

I purchased this rare vintage Revell Camaro recently, which I believe came from a Revell racing set that came with a 1967 or '68 Mustang Fastback. This car features a swing-arm for the guide blade and braids assembly. Beautiful color and paint finish on the Camaro for a car over 45 years old, no? I have before pictures of the partial cosmetic restoration done on this car. (I used cotton swabs, and microfibre cleaning cloth soaked in de-ionized water, followed with lemon oil from a pressurized can, to give it's final lustre). The body is complete, runs nicely, but exhibits fine scratches from use and wear, however the window posts are intact. The striping is worn and I debated restoring them. If you have a current collection of NASCARs, I believe this would make a fine addition, and round out anyone's collection.
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1967 Camaro SS

The debut Camaro shared some mechanicals with the 1968 Chevy II Nova. Almost 80 factory and 40 dealer options, including three main packages, were available.
The RS was an appearance package that included hidden headlights, revised taillights, RS badging wings, and exterior rocker trim.

The SS included a 350 cu in (5.7 L) V8 engine and the L35 and L78 396 cu in (6.5 L) big-block V8's were also available. The SS featured non-functional air inlets on the hood, special striping and SS badging on the grille, front fenders, gas cap, and horn button. It was possible to order both the SS and RS to receive a Camaro RS/SS. In 1967, a Camaro RS/SS convertible with a 396 engine paced the Indianapolis 500.

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The Z/28 option code was introduced in December 1966 for the 1967 model year. It was the brainchild of Vince Piggins, who conceived offering "virtually race-ready" Camaros for sale from any Chevrolet dealer.[1] This option package was not mentioned in any sales literature, so it was unknown to most buyers.[2] The Z/28 option required power front disc brakes and a Muncie 4-speed manual transmission.

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It featured a 302 cu in (4.9 L) small-block V-8 engine, 3" crankshaft with 4" bore, an aluminum intake manifold, and a 4-barrel vacuum secondary Holley carburetor of 780 cfm. The engine was designed specifically to race in the Trans Am series (which required engines smaller than 305 cu in (5 L) and public availability of the car. Advertised power of this engine was listed at 290 hp (216 kW). This is an under-rated figure.[2] Chevrolet wanted to keep the horsepower rating at less than 1 hp per cubic inch, for various reasons (e.g. insurance and racing classes).

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The factory rating of 290 hp occurred at 5300 rpm, while actual peak for the high-revving 302 was closer to 360 hp (268 kW) (with the single four barrel carb) and 400 hp (298 kW) (with optional dual-four barrel carbs) at 6800-7000 rpm. The Z/28 also came with upgraded suspension, racing stripes on the hood and trunk lid, '302' front fender emblems on the early cars, and 'Z/28' emblems in late 68 & 69. It was also possible to combine the Z/28 package with the RS package.

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Only 602 Z/28s were sold in 1967, along with approximately 100 Indianapolis Pace Car replicas.[3] The 1967 and 1968 Z/28s did not have the cowl induction hood, optional on the 1969 Z/28s. The 1967 Z28 received air from an open element air cleaner or from an optional cowl plenum duct attached to the side of the air cleaner that ran to the firewall and got air from the cowl vents. 15-inch rally wheels, were included with Z/28s had while all other 1967-9 Camaros had 14-inch wheels.

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The origin of the Z/28 nameplate came from the RPO codes - RPO Z27 was for the Super Sport package, and RPO Z28, at the time, was the code for a Special Performance Package.

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The Camaro's standard drivetrain was a 230 cu in (3.8 L) straight-6 engine rated at 140 hp (104 kW) and backed by a Saginaw three-speed manual transmission. A four-speed manual was also available. The two-speed "Powerglide" automatic transmission was a popular option in 1967 and 1968 until the three-speed "Turbo Hydra-Matic 350" replaced it starting in 1969. The larger Turbo 400 three-speed was an option on L35 SS396 cars.

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Slot-It Alfa Romeo "Botched Job" My Attempts At Painting a "white" Model Racer

2010-12-30T12:41:00.000-08:00

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Here are beautiful samples of the Alfa Romeo Brands Hatch described below.

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Alfa Romeo 33/3

#54 1st 1000 Km Brands Hatch 1971

Drivers: H.Pescarolo - A.De Adamich

The Alfa Romeo Tipo 33 Sports Prototype was designed in the mid-1960s to race in the World Sports Car Championship. It succeeded and won the Manufacturers' Championship in 1975, and again in 1977. Designed by Carlo Chiti, a famous Italian engineer, the several variants of the car were raced by the Alfa factory and by many privateers as well. In 1971 it won three World Championship races: Brands Hatch, Watkins Glen, and Targa Florio.

The T33/3 cars featured a monocoque chassis, panelled in aluminium and magnesium, a V8 2994 cc. engine, and a 6 or 5 speed sequential gearbox. Top speed reached 330 km/h.

Car n.54 is the winner of the 1000 Km of Brands Hatch in 1971.

Below is the Enzo's Garage painted Slot.It 1971 Alfa Romeo "Botched Job" painted from the 'white-kit', in August 2010!

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Notice the fine detail and elegantly executed edge lines of the Botch Job....

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The view from the front is exhibits the exceptional detailed painted front end.

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The decision to use acrylics was a smart decision, as is plain to see!

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I will never, ever paint another model racer, again! This should be left to PRO'S or those who are patient and extremely talented.

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I believe these 'un-painted kits' offered by industry is a well executed marketing ploy, since, in my case, (and in my brother's case), we bought the kits to race and the original model racers to find their royal place on the royal shelf, as Queens.

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Save $10.00? Not a chance, since you spend $25.00 or so on painting material........ Stick to the originals, by 2, one for her Majesties collection!

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The Alfa on the Left was the original 'Botched Job', the Mazda on the right was a more successful attempt since I used an airbrush.

FLY A-801 88127 ALFA ROMEO GIULIA GTV COSTA BRAVA

2010-12-30T01:08:00.000-08:00

This is my first and trashed Fly Alfa. (It's too bad because they are rising in value since Fly no longer produces this model), I did a magnificent job of crashing the model. All bumpers, mirrors and other accessories are missing or re-glued.
With modification, they are fast and handle well in a moderate course. At the Al's Riverside Drive Raceway, (formerly, AL the Wop's Raceway), the car does pretty well considering that track's tortuous 4 "S" curves. Below is a synopsis of the original Alfa GTV's.......

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The history of the Alfa Romeo GTV

The Alfa Romeo Alfetta is an Italian rear-wheel drive executive saloon car and fastback coupé produced from 1972 until 1987 by Alfa Romeo. It was popular due to its combination of a modest design with powerful engines, selling over 400,000 units until the end of its production run, but in the final years its sales were down due to Alfa Romeo's reliability problems that plagued the company through the late 1970s and early 1980s.

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The Sedan had a body designed by Centro Stile Alfa Romeo, and the Alfetta GTV coupe (not to be confused with the more recent 1995 Alfa Romeo GTV, or the classic Giulia GTV), was designed by Giorgetto Giugiaro. The Alfetta introduced a new drivetrain layout to the marque. Clutch and transmission were housed at the rear of the car, together with the differential for a more balanced weight distribution, as used on the Alfetta 158/159 Grand Prix cars. The suspension relied on double wishbones and torsion bars at the front and a de Dion beam at the rear. The Alfetta was renewed in 1979 with a revised frontend, new wheel rims and new lights, as well as a diesel version.

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It was available with two four-cylinder DOHC engines with two valves per cylinder and a turbodiesel engine supplied by VM Motori.[4] The 1.6 and 1.8 L base models had two double-barrel carburettors, while the 2.0 DOHC received fuel injection in 1979. The diesel initially had 2.0 L, but was increased to 2.4 L in 1982.

The Alfetta was the base for the GTV, a fastback coupé version of the saloon, introduced in 1974 as Alfetta GT, initially available only with the 1.8 litre (1779 cc) version of the Alfa DOHC four. For 1976, with the final phasing out of the earlier 105 Series 1.3 and 1.6 litre coupes (GT 1300 Junior and GT 1600 Junior) and the 2.0 litre 105 series 2000 GTV, the Alfetta GT became a range, also available with the 1.6 litre (1570 cc) and 2.0 litre (1962 cc) versions of the same engine as the Alfetta GT 1.6, Alfetta GT 1.8 and Alfetta GTV 2000. The GTV designation was initially reserved for the 2.0 litre top version.

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In 1979, some minor revisions, including a revised engine with new camshaft profiles and a change to mechanical-and-vacuum ignition advance, saw the 2.0 litre redesignated the Alfetta GTV 2000L. Autodelta also produced a limited edition turbocharged model, named Turbodelta, for FIA Group 4 homologation. This version used a KKK turbo which pushed power up to 175 PS (129 kW). The car also received a modified suspension layout. This was the first Italian production car with a turbocharger.

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The styling of the GTV, while distinctive, can be seen to share many design features derived from the Montreal supercar, as translated down to a simpler and thus more marketable vehicle. Examples of this are the bonnet line, which while briefer, still has 'scallops' for the headlights, and the tail light clusters which resemble those of the Montreal. The door shape is similar, and in a sharing of parts, both vehicles employ the same door handles.

In 1981, the GTV received a restyling, with grey plastic bumpers and all matt-black trim replacing bright stainless steel, the 1.6 litre and 1.8 litre versions were discontinued and the Alfetta 2000 GTV became the base coupé model as the Alfa GTV 2.0. The Alfetta name was dropped, but the two-litre coupé retained its type designation of 11636 for left hand drive and 11637 for right hand drive. 15 inch alloy wheels were now standard, as opposed to the earlier cars' 14 inch pressed steel or optional 14 inch alloy.

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Later in the same year, the GTV-6, a version of the GTV with the SOHC V6 2.5 L engine from the Alfa 6 luxury sedan, was released. As a result the hood received a bulge to clear the top of the intake and became its most pronounced feature. With Bosch fuel injection instead of the six downdraught Dell'Orto carburettors in the early Alfa 6 installation, the V6 was much easier to start and retained its state of tune much better. The V6 received rave reviews from the motoring press, which had previously lambasted the same engine in the Alfa 6 because of the carburettor problems. It found its true home in the GTV-6 where it could stretch its legs better than in the less sporting Alfa 6 sedan, including winning the European Touring Car Championship an unprecedented four years in succession (1982�85), the British Touring Car Championship in 1983 at the hands of Andy Rouse, as well as many other racing and rallying competitions. The fuel injection installation eventually made it into the second series of the Alfa 6 as well. The GTV went through a number of revisions, including a new gear ratios and an updated interior in 1984.

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For the U.S. market two limited production GTV-6 models stand out. The Balocco (named after the famous Balocco test track in Italy) in 1982 with a production run of only 350 cars. The Balocco was available only in red with sunroof and black interior, leather wrapped steering wheel and red piping on the seats. There were also two green Quadrifoglio badges fixed on the rear quarter trim pieces above a badge with the "Balocco SE" designation. A plaque inset in the glove box door designated the number of the car out of the series of 350 (XXX of 350) And the GTV-6 2.5 Maratona, of which only 150 were built. The Maratona model included a more aggressive aerodynamic trim package, lightweight Speedline wheels, clear engine view port, sunroof, wood steering wheel and shift knob, rear louvers and Carello fog lamps. All 150 cars were available only painted Silver and with a black leather interior; and came with "Maratona" badging on the rear decklid, front fenders and glove box door. (The most notable feature of the Maratona, its aerodynamic kit, was also available as a dealer-installed option on other GTV-6 models.)

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Callaway Cars, famous for their modified Camaro, Impala SS and Corvette offerings modified between thirty and thirty-six (depending on whether one "counts" those cars with Callaway components which were not assembled by Callaway but, instead, had those components fitted by Alfa Romeo dealers) twin-turbocharged GTV-6s between 1983 and 1986, of which the first five (the cars produced between 1983 and 1985; these were sold and titled as 1985 model year cars, save for the first prototype which was sold and titled as a 1984) were prototypes. Callaway "production models" were otherwise listed as from the 1986 model year. In addition to numerous small component upgrades, the Callaway GTV-6s included a somewhat revised suspension (most notably eschewing the metric Michelin TRX wheel/tire combination then standard on the GTV-6 in favor of Pirelli or Goodyear tires on conventionally-sized BBS, Speedline or OZ lightweight alloys), improved brakes and, most importantly, a twin-turbocharger system, boosting performance to exotic levels. A different twin turbo GTV was also built briefly for the Australian market.

Racing versions of the Alfetta GT and GTV were built by Autodelta, initially with the normally aspirated engine from the earlier GTAm racer based on the 105 series coupe, for homologation under FIA Group 2. In this form they were rallied with moderate success in 1975, winning the Elba and Costa Brava rallies overall, as well as winning the Group 2 category in the World Rally Championship's Corsican event. The next year Autodelta shifted its focus to circuit racing the Alfettas, which won the under 2.5-litre Group 2 division of the European Touring Car Championship, scoring a remarkable second place overall at the 24 hour race at Spa-Francorchamps, as well as an overall win in the ETC race at Vallelunga. Despite such results, Autodelta's efforts with the Group 2 Alfetta were desultory, and ended prematurely. At a single rally at the end of the 1975 season, Autodelta also rallied an Alfetta GTV with a 3.0 litre V8 engine, derived from the 2.6 litre V8 of the Alfa Romeo Montreal coupé and sharing the same mechanical fuel injection by SPICA. It had been suggested to produce 400 roadgoing versions of this model for homologation but this plan was abandoned as well.

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Scalextric Eagle Gurney-Weslake #5

2010-10-08T15:10:00.000-07:00

Scalextric Eagle Gurney Weslake F1 driven by Dan Gurney in 1968. Gurney's Eagle Gurney Weslake Scalextric model F1 slot car is super fast with 18K Inline FF motor, adjustable magnatraction, self centering easy change guide, displayed in a clear crystal case with inner sleeve complete and spare guides for your collection.

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Scalextric 1/32 slot cars are superbly detailed and manufactured to a very high quality, they can be easily converted to digital with a conversion chip from dealer's digital sections. However this Eagle Gurney Weslake is not suitable for digital conversion but don't forget your tune up accessories from the sports + range.

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Scalextric slot cars offer great track performance all with different performance characteristics giving unlimited usage and are highly collectable. Scalextric 1/32 slot cars, Scalextric Start & Super-Slot slot cars as Scalextric is branded in Spain are compatible with all other 1/32 manufacturers analogue slot car track systems as well as their Digital tracks where limitations permit such as Ninco, SCX and Carrera much like Slot.It, Spirit, Cartrix, Avant Slot, NSR, Sloter, MB Slot, MRRC, Fly-Slot, Racer and Revell slot cars are, enabling you to enjoy all of the slot cars on one slot car track system of your choice. Scalextrics C3102, Eagle Gurney Weslake- Dan Gurney.

Boxed Set
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Vintage Scalextric Tri-Ang

2010-10-08T15:04:00.000-07:00

Tri-ang - Made in England - COOPER MM/C.66
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The 60's

In the beginning of 1960 the metal cars were replaced by plastic models. In 1963 the track type was changed from rubber to plastic. The plastic track with a new attachment system is still in use today.
Scalextric offered a wide range of models, such as Maserati 250F GP, Ferrari GP, Bentley 4.5 and Aston Martin GT. Not only cars were available in 1963, but also motor bikes with sidecars and Go-karts.
Slot car racing became very popular during the sixties. Tri-ang Toys opened factories in France, Spain, Australia and New Zealand. Scalextric was not the only company that offered 1/32 scale models. About six other slot car companies were active at that time.

Scalextric 2000 Cadillac Northstar LMP

2010-10-08T14:34:00.000-07:00

"The Cadillac Northstar LMP is an all-new car taking advantages of the latest technology available. Using the Riley & Scott MkIII as a baseline, many improvements have been incorporated on this car. The MkIII has a strong history of winning. Taking the checkered flag at three out of the last four 24 hours of Daytona including 1999 is no small accomplishment. The MkIII has also won WSC/CAN AM driver championships for the last 3 years in a row. GM Motorsports group is developing the engine. This group has deep history in 4 cam V-8 engines with numerous wins in road racing. In 1995 and 1996 GM Motorsports 4 cam V-8’s achieved overall wins at the 1996 Daytona 24 hour and 12 hours of Sebring. In 1997 to the present, a GM 4 cam V-8 has won every IRL event including two Indianapolis 500.

(Wing missing on my Caddy)

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Aerodynamics/Body

Extensive work was done using C.F.D. to establish the shape. Extensive model testing was carried out using a 40% rolling road model. Models were rated for not only downforce and drag, but also how the car reacts to a change between high downforce settings and low drag settings. Full size car wind tunnel testing will also be performed. The car will be available with a high downforce wing and a low drag wing. Splitter length and front wheel louvers will also be used for tuning. Side radiators were selected for plumbing length and protection. Intercooler ducts will take air from top of body and use this air to cool the engine compartment. Diffusers are being finalized using the 40% wind tunnel model. The body and wing are carbon fiber with some Kevlar. Nomex honeycomb is used as a core. Splitlines are worked for ease maintenance and fast access to major components.

Scalextric's Commemorative Production Racer of the Cadillac's LMP MODEL CAR RACING #1 car
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Chassis

A carbon monocoque with aluminum honeycomb core is on this car for obvious benefits. All suspension is mounted to the outside of the tub for safety and reparability with suspension loads fed through carbon fiber and aluminum bulkheads. An autoclave is used for all tub construction. The driver position and strength of the cockpit were major criteria used in the design. The electronics are packaged next to the driver. The fuel cell is directly behind the driver and holds 90 liters. An aluminum bulkhead is used between the engine and tub. This bulkhead is removable for fuel cell inspection. The engine is stressed and is coupled to an aluminum bellhousing that holds a separate oil tank for the engine.

Engine

The engine is a 4.0 liter twin-turbocharged aluminum 32-valve V8. GM Motorsports has taken the experience from successful IMSA and IRL efforts and created the new Northstar. Key partnerships with McLaren racing engines and IHI turbos will advance the expertise in turbo package development. Boosted to 1500 mbar (44.3 in. Hg), testing has resulted in very high torque, and a wide flat maximum power range.

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Suspension

The suspension utilizes unequal length wishbones with pushrod-activated shock and spring. The geometry is derived from the MkIII, but improvements have been made for turn-in and power applications. The separated shock and spring has been retained and refined. Front uprights are flow through. The suspension is designed for strength but also a lot of detail has been incorporated for ease of maintenance and quick repair/replacements. The wheel hubs utilize automatic locking pins.

Steering Power assisted rack and pinion steering is being used. A Saginaw unit has been selected with an electrical over hydraulic pump. The power steering is necessary with the large caster angles and ultra high downforce. Attention to a strong “on center” feel is also being incorporated.

Exteme Details - Drilled Holes on disc rotor - P Zero Pirelli tires
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Brakes

The brake system will accept carbon or iron materials. Alcon 6 piston monoblock calipers have been selected. The package can accept 380mm x 40mm rotors and 30mm pads both front and rear. AP Master cylinders will also be used with driver adjustable brake bias.

Gearbox

Driver Details
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The gearbox is a six speed, longitudinal, gears forward, sequential unit. Built by Emco, a gear-change can be performed through the top of the box with no suspension removal necessary. An 11-34 ring pinion is used with drop gears. No lift-shift is intended.

Cockpit Details

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Electrical

The Cadillac Northstar LMP will come with a Pi dashboard. Engine functions will be delivered to the dash by a data link. The Pi system used can be completely upgraded through Riley & Scott. The car will come with endurance headlights and electric fuel pumps are used. Two submersed transfer pumps feed fuel along with F.I. Return to the two-gallon reserve tank. Overflow from that tank feed the main pickup. Both main and reserve pumps are submerged Bosch units.

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Wheels

One piece forged Cadillac Northstar LMP wheels made by BBS are the only wheels available. Wheels will be exclusively available through Riley & Scott. Front wheels measure 13.0” x 18” rear 14.5” x 18.0”. The wheels will also utilize pin drive.

Rules

The Cadillac Northstar LMP is designed to comply with all sanctioning bodies’ regulations with minor revisions (brakes, diffuser, etc.)

From The Development and Sales Team

Development Team/Customer Support

"A development team will start testing the first two cars mid summer 1999. All data from testing (set-ups, gearing, etc.) will be passed directly to the customers. Engine support and parts support will be at all major races and tests. A supply of parts will also be available in Europe.

The Finished Product

The Cadillac Northstar LMP is only available as a complete car. The car will be painted, leak checked, and aligned. The car will be ready to leave the factory and go to its shakedown test.

Cost

The car is available in two trim levels. Upgrading Pi system is optional.

ALMS/ACO TRIM $650,000.00 (carbon brakes and diffuser)

ISRS/USRRC TRIM $638,000.00 (iron brakes)"

50 Years Scalexrtric

2010-10-08T14:20:00.001-07:00

SCALEXTRIC

NINCO 50196 AC Cobra Greenwood #23 Slot Car 1/32 RARE

2010-10-08T08:48:00.000-07:00

Left in little doubt that the Cobra needed further development, Shelby American decided to bow out of the World Manufacturer's Championship until the FIA circus ventured Stateside again for the Bridgehampton 500km on September 14th 1963. However, this self-imposed exile did not prevent it from helping AC Cars and privateer Ed Hugus with their entries for the 1963 Le Mans 24-hours. The right-hand drive British car 'CSX 2131' (like its left-hand drive American counterpart 'CSX 2142') incorporated a number of lessons learnt from the Works 'Sebring' Cobras. Thus, its specification included a 37-gallon fuel tank, 'FIA' bonnet scoop, flared wheelarches, full-width roll bar, striated front wing side vents and rack and pinion steering. Finished in light metallic green with black leather upholstery, CSX 2131 - or '39 PH' as it would soon be nicknamed - was powered by a Shelby American supplied, 289ci V8 racing engine mated to a four-speed Borg-Warner T10 gearbox.

Revell Monogram '64 Corvette Grand Sport #2 Sebring

2010-10-08T08:07:00.000-07:00

"Americans do not like to be second best, be it in a space race or an auto race. Both are not individual, but rather national contests..."

Zora Arkus Duntov, April 1962

In 1962, Corvette sales of the C2 were nearly 15,000 units a year, Zora Arkus Duntov - GM's Chief engineer for the Corvette, initiated the design and construction of a racing Corvette that would be more potent, faster than, and eventually beat the Shelby Cobras, Ferraris and Ford GT-40s.

The timing was perfect with a new Grand Touring class of production-based cars setup by the Fédération International de l'automobile - the governing body of world motor sport.

The "Light Corvette" known as the Grand Sport was one of the most powerful cars of it's time with 550 hp at 6,400 rpm produced from a 377 cubic-inch small block engine and four 58 mm Weber carburetors.

Revell pack their models well. The boxes are low and clear, protected by a card cover.

They arrive very clean with a flawless paint finish. The tampo graphics are good due to the contrast of the metallic like paint job we know as "Cadillac Blue"

Differences between the #65 Nassau '63 and #2 Sebring '64, is the hood on the #2 car which have extra vents. The '63 car had overheating problems apart from fuel starvation on cornering due to G-forces acting on the Weber carbs.

The tires give off a really strong odor of moulded rubber.

The #2 car is missing the red racing roof light. The side-pipes are more substantial than the Cobra Daytona's. Impressive.

Revell Monogram 1965 Shelby Cobra Daytona Coupe #54 Nurburgring

2010-10-07T18:10:00.000-07:00

The Daytona Coupe proved its greatness at the longest road-racing track on the F.I.A. World Championship calendar.

The Shelby American Racing Team was out to win the Manufacturer Title for the F.I.A. World Championship in 1965. They won their class in the first race at the 24-Hour of Daytona with top speeds over 180 mph.

Scalextric 1960 Cooper Climax T53 No 10

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Bruce McLaren raced the 1960 Copper Climax No 10 T53.

The car was fitted with an in-line four 2462cc capacity engine with double overhead camshafts, a 5 speed gearbox with a dry 2 plate clutch. The chassis was a space-frame construction, with coil springs and cast magnesium alloy wheels. McLaren was teammate to Jack Brabham, the 1959 and 1960 World Champion.

Featuring rear mounted, in line motor. Fine detail wheels. Fine treaded tyres.
Quick change braid plate.

Dimensions & Configuration

Car: Overall length 115 mm, Wheelbase 70mm, Weight 48 gm Rear: Axle width 49 mm, Tyre diameter 22 mm, Width 7 mm Front: Axle width 44mm, Tyre diameter 21 mm, Width 6 mm Magnet: Dot 2.5 mm, Gear ratio 09:27  Motor: In-Line Rear Mounted 2 wheel drive Mabuchi FF, 18k rpm

Strombecker Duckhams 9096 built by Polistil in Italy

2010-10-07T15:12:00.000-07:00

Vintage Slot Car maker Strombecker produced this finely detailed Duckham racer. This was made in Italy by Polistil for Strombecker.

Polistil - made in Italy

The American Company Strombecker from Chicago, Illinois, started as a toy maker. The production of slot cars started in 1962 and ceased in the seventies. The first model of Strombecker was a modified version of the battery-powered Maserati 250F. Strombecker sold its cars in kit form and ready-to-race models. RTR models were also offered in sets. Originally the Company offered two scales, 1/24 and 1/32. The production of the 1/24-scale models was ceased in 1964 and the Company concentrated on the 1/32 home market. The models of Strombecker were the least expensive in the business in the sixties.

Stormbecker, An American Slot Car Company

Revell Monogram Chaparral 2 Road America June Sprints 1965

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Jim Hall's Chaparral 2A race car. This innovative rear-engined design was driven to victory in 7 races in 1964 and 16 more races in 1965 by Jim Hall and Hap Sharp including the '65 12 Hours of Sebring.

Chaparral 1963 - 1964

"In 1962, we formed Chaparral Cars and started work on our rear-engine car," said Hall. "As far as I am concerned, the car that Hap and I began work on in the summer of 1962 was the first real Chaparral. When we built that car we wanted to incorporate all of the best principles of the most competitive cars of the time. We visited a number of aerospace companies to see what their methods of construction were. We were lucky to come across Andy Green who, at that time, worked for General Dynamics. He was the one who built the first semi-monocoque fiberglass chassis for us. We started testing in the middle of 1963. After several engine/tranny combinations, we settled on the 327-cid Chevy engine and Colotti gearbox. We debut the car at the October 1963 Times Grand Prix at Riverside. In the mid-60's era, no other race was more prestigious sports car race in the world. Fielding world class cars and drivers, it would afford us a good chance to evaluate where we were with the car."

Scalextric Cadillac Northstar LMP No1

2010-10-07T14:46:00.000-07:00

Cadillac LMP

Scalextric built this commemorative racer based on Slot Cars Racing Magazine, MODEL CAR RACING.

Scalextric goes Fly! Scalextric is operation on the market of Fly with the production of the Cadillac Northstar Le Mans (GM racing No 1 and Dams No 3).

Slot cars are very detailed

These two slot cars are very detailed and realistic executed by Scalextric. The cars, with working headlights, are almost too beautiful to use it on the track, but that would be a waste.

Racing & Performance

The racing performance of these cars is great. If you want to buy a new slot car and you cannot make up your mind, than I suggest buying the Scalextric Cadillac LMP. You won't regret it.

From Home RACING World ---

Scalextric employed the inline drive system with their standard motor coupled with a button magnet for down-force. Also there is another pocket for an additional, or alternately placing the included button magnet in front of the motor. On our Carrera, Artin and most recently Scalextric Sport tracks, we like to include an additional magnet in this front pocket. This really helps pin this car down, and still provides a smooth, quiet drive without too much magnet. A bar magnet was not included in the package.

The Otto Zipper Alfa Romeo

2010-10-07T14:37:00.000-07:00

Slot.It's Alfa Romeo 33/3 - Can-Am Laguna Seca 1972

Slot.It's Alfas

from ConceptCarz article

The Alfa Romeo Tipo 33 name was used from 1967 through 1977 for Alfa Romeo sports racing prototypes and even a few road going cars. Alfa Romeo's history in sports car racing goes back to pre-World War vintage. They legacy continued in 1950 and 1951 as they won the first two Formula 1 World Championships. After this accomplishment, they retired from racing to focus on the production of road-going vehicles. Their absence from racing would be only for a short time, as their Zagato-bodied TZ1 was introduced in 1963. Its light alloy body, tubular frame, disc brakes, and independent suspension gave the vehicle superior handling and performance. The work had been managed by Carlo Chiti of Autodelta, a new competition department formed by Alfa Romeo. The Giula 1600 GTA soon followed and was a dominate force at many of their racing expeditions.

During the early 1960s, Alfa Romeo began designing a new racer which was given the codename '105.33'. The designs were later sent to Autodelta for further development. The '105' was later dropped and the vehicle became known as the '33' when it was introduced for the 1967 season. As the iterations of the Tipo 33 evolved, the names of the original cars became known as the '33/2', with the '2' representing their two-liter engines. Mounted mid-ship was a quad-cam V8 engine that was highly tuned to produce an impressive 270 horsepower. For its inaugural race at the Belgium hillclimb the Tipo 33/2 proved its potential by emerging victorious. The rest of the season was plagued by mechanical issues which made the racer unreliable.

Work and testing to evolve the Tipo 33 continued for the 1968 season. The bodywork and engine were slightly improved in an effort to resolve reliability issues and to improve the vehicles performance. Udo Schütz and Nino Vaccarella were able to navigate the 2-liter Tipo 33 at the 24 Hours of Daytona. A few other impressive victories and podium finishes followed throughout the season, but the Porsche rivals with their bigger engines often outpaced the Alfa Romeos. Alfa Romeo team finished third in the World Championship for 1968.

The Tipo 33/2 were able to secure many class victories but it was not powerful enough to contend for overall victories. Work began on a three-liter unit that would be able to contend with the competition. The V8 3-liter unit was given four valves per cylinder and adapted to an aluminum monocoque type chassis which had shrunk in size by 10 cm. At the 12 Hours of Sebring in 1969, Alfa Romeo debuted the 33/3. The racer had 400 horsepower and in the same class as the Ferrari 312P and the Porsche 908. The Alfa Romeo team would have a dismal season and often started the 33/2 in place of the 33/3.

For 1970 there were two bodystyles created, a long and short version. The long tail spider version was known as the Le Mans Spider. Worked continued to improve the vehicles reliability issues. The car was unable to contend with the dominate Porsche 917 and Ferrari 512.

In 1970 an Alfa Romeo Tipo 33/3 was in Steve McQueen's movie 'Le Mans'.

In 1971 the Tipo 33/3 was given a five-speed gearbox. Many of the issues had been resolved and the 33/3 had a rather successful season, finishing second in the Constructor's World Championship. Rolf Stommelen and Nanni Galli had driven their cars to class wins at the 1000km Buenos Aires. At Sebring, the class win victory was repeated. At the 1000km Brands Hatch, De Adamich and Pescarolo were able to outpace the Porsche 917's and secure an overall victory. Vaccarella and Hezemans won outright victories at the Targa Florio, the vehicles most impressive accomplishment of the season.


Slot.It's Boxed Set (helmeted head was removed for Baseball Cap Head)

Near the close of the 1971 season, Autodelta introduced a new prototype racer dubbed the 33 TT3. The 'TT' meant Tellaio Tubulare - meaning tubular chassis for the vehicles spaceframe type chassis. Much had been learned from the prior racers and adapted to this new vehicle. The weight distribution was greatly improved by moving the driving position forward and relocating the gearbox ontop of the engine.

In 1973 a Carlo Chiti-designed 12-cylinder box engine was placed in the vehicle. Alfa Romeo's fitted with this engine were known as the 33 TT 12. With the increase in power, the Alfa Romeo team won many of the races in 1974 and by 1975 was dominating the competition. The Alfa Romeo team scored seven victories in eight championship races. They repeated their accomplishments in 1976 with the Tipo 33 SC 12.

The Tipo 33 SC 12 had a 2995cc 12-cylinder boxer engine that produced 520 horsepower. Alfa Romeo secured the Sports Car Championship in 1977. The final race of the season had been raced with a turbocharged version of the 12-cylinder engine which increased horsepower to 640.

Part of the reasons for Alfa Romeo's success with the Tipo 33 models were its continued development, excellent drivers and dwindling competition. Ferrari had left sports car racing in 1974 to compete in Formula One. FIA had added new regulations throughout the early 1970's which made formidable contenders such as the Porsche 917 and Ferrari 512 ineligible to compete.

Auto Art Alfa Romeo Giulia GTAm Jarama 1970 HEZEMANS #1 - $48.00

2010-10-07T14:26:00.000-07:00


This Autoart Alfa is a pre-owned model racer available for sale. It is in excellent condition, nothing broken.

Free Shipping in the lower 48 states. Boxed and sleeved edition, $48.00, Expedited Shipping and Insurance Available. Please e-mail enzos.scuderia@gmail.com for further information - PayPal or cleared checks accepted.

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Alfa Romeo had officially withdrawn from motorsport in the early 1950s to concentrate on the 1900 series road cars. Clothed by Zagato these were frequently turned into race winners in the hands of privateers. At the end of the decade the two companies collaborated and produced a series of Giulietta based road cars that could be turned into racers by simply adding some numbers. Encouraged by further success Autodelta was setup as a separate racing department headed by former Ferrari employee Carlo Chiti.

The first racer assembled by Autodelta was the 1963 TZ (Tubolare Zagato), which as the name suggests featured a tubular chassis and a Zagato body. Powered by a production car derived four cylinder engine these full blood GT racers scored many class victories in the most demanding of races. Autodelta's next project was less exotic, but equally successful. Alfa Romeo felt it was time to end Lotus' domination of the European Touring Car Championship and commissioned the construction of a competition version of the new Bertone designed Giulia 1600 coupe.

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First shown at the 1965 Amsterdam and Geneva's motorshows the Autodelta prepped Giulia sported the soon to be legendary 'GTA' suffix. The 'A' was short for 'Allegerata', or lightweight; an apt description of the Autodelta Giulia. A considerably slimmed down version of the unitary chassis was covered by aluminium body panels, shaving almost 300 kg off the Giulia's weight. The engine was similar as used in the TZ complete with the twin spark injection boosting the power to 170 bhp, well over 50 more than the road going Giulia coupe.

For homologation purposes a minimum of 500 examples had to be produced, postponing the GTA's track debut to 1966. Fielded by Autodelta, which was now absorbed by Alfa Romeo, and privateers the nimble Giulias proved an immediate success; in the opening round of the championship at Monza GTAs filled the first seven places. Andrea de Adamich scored four victories and claimed the title. A total of 200 wins were scored in the racer's maiden season, followed by hundreds more in the following seasons. Two years later the similarly successful 1300 GTA Junior was introduced for the under 1300 cc class.

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In 1969 Alfa Romeo had introduced the larger engined Giulia 1750 GT Veloce road car, which formed a good basis for a second generation GTA. The rules were changed and now stated that a minimum of 1000 cars needed to be produced for homologation, but the derived racer could be modified a lot more. The engined was bored out to displace just under 2 litres and wide wheel arches were riveted on the steel body to accommodate fatter tires. Despite the bigger displacement the cars were officially still referred to as '1750', but the letter 'm' for 'maggiorata' or enlarged was added to the GTA suffix.

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The Giulia 1750 GTAm took over where the 1600 GTA had left off and in the hands of Toine Heezemans Alfa Romeo claimed another Touring Car Championship. Highlights among the GTAm's many victories are back to back wins in the 24 Hours of Spa Francorchamps. From 1971 the competition grew stronger, although the small Giulia's were often able to keep up with the much bigger engined BMWs and Fords. Alfa Romeo turned their focus on sportscar racing and Formula, making the GTAm the last of a highly successful line of racers.

There was no need for a homologation production run so only around forty examples of the wide body Giulias were prepared by Autodelta. Many owners modified their GTAs to resemble the GTAm, so there are many 'replicas' around. Pictured is one of the rare genuine examples competing in the 2005 Tour Auto.

Article by Wouter Melissen, last updated on November 09, 2005
http://www.ultimatecarpage.com/car/2522/Alfa-Romeo-Giulia-1750-GTAm.html

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