1/18 Scale Model Cars
F1
McLaren
The McLaren MP4/6 is a Formula One car that was designed by Neil Oatley for the 1991 F1 season. It was the first McLaren to be powered by a Honda V12 engine. The 3.5L engine produced 720 bhp and recorded a top speed of 391 km/h. The car was initially tested by Gerhard Berger in the off-season, but he was unimpressed with the new engine, feeling it was underpowered, especially compared to Honda's V10 engine in the previous year's car. When Ayrton Senna returned for pre-season testing, he knuckled down to try to solve the engine's problems. Senna insisted that Honda step up their engine development programme and demanded further improvements to the car. Honda responded with an updated version of the V12 engine, while Oatley redesigned various features of the car, especially the sidepods and wings. McLaren dominated in the early part of the year. The MP4/6 raced throughout 1991 with a manual "H" pattern gearbox. Ferrari and Williams team were using semi-automatic gearboxes during 1991. This makes the MP4/6 the last Formula One car to win a World Championship, either drivers or constructors, using a manual transmission or a V12 engine. Senna won the first four races of the season, in the USA, an emotional victory in Brazil, San Marino and Monaco, allowing McLaren to take their fourth straight constructors' championship and Senna his third and last drivers' championship.
Williams
The Williams FW11B is a Formula One car designed by Patrick Head and Frank Dernie for the 1987 F1 season. The FW11B's most notable feature was Honda's 1.5 Litre V6 turbo engine, one of the most powerful in F1 at the time producing 800 bhp at 12,000rpm and well over 1,000 bhp in qualifying. Added to the engine's power were the aerodynamics, which were ahead of their competitors. That and its excellent driving pairing of Nelson Piquet and Nigel Mansell made it a force to be reckoned with. The car was an instantly recognisable product of the turbo era of F1. In 1987, the team made no mistakes in wrapping up both constructors' and drivers' championships. Piquet finished in the points (mostly on the podium) in every race other than San Marino, Belgium, and Australia, and he was champion that year. The team, specifically through Piquet, tested and developed its own reactive suspension for the first time with the FW11B and after much testing Piquet found the car to be superior to the conventionally suspended FW11B. In a race simulation test at the Imola circuit, driving a reactive suspension FW11B, Piquet completed 59 laps some 3 minutes faster than Mansell had done to win the Grand Prix at the circuit earlier in the year. The FW11B was not a technical showcase by any means, but solid engineering, the engine's outright power, superior fuel economy, and Piquet and Mansell helped the car take 18 wins, 16 pole positions and 278 points over two seasons of racing. The FW11B was the last Williams to race with a Honda engine.
Ferrari
Tour de France Automobile was launched in 1899 and held almost annually till 1986. Its first post-WWII race in 1951 marked the beginning of a “golden era” that would come to a conclusion in 1966. In the course of time, Ferrari provided a benchmark with its sophisticated GT cars. Between 1951 and 1962, the Scuderia won eight times in the overall standing. Tour de France Automobile 1964 took place from September 11 through 20 in France and Italy. Manning the 3-liters, 12-cylinder 300hp V-engine Ferrari GTO chassis #4153, the Belgian driver pair Lucien Bianchi/Georges Berger joined with other 116 competitors to start off in the city of Lille. During the next nine days, competition unfolded in six stages, covering a total distance of 6,060 kilometers that ended in Nice. Only 36 teams made it to the finish in southern France. Altogether the long drive consisted of circuit races on the racetracks of Reims, Rouen, Le Mans and Monza in addition to mountain races at famous Col du Tourmalet, Mont Ventoux and Col de Turini. The 1st appearance of an American racing team had caused some sensation. It was none other than Carroll Shelby himself who signed up three Shelby Daytona’s for the starting grid. At first, these 380hp coupés dominated the race, but they all retired in the third stage because of some serious accidents. Eventually, a 250 GTO took over the lead like so many times before: Piloting their GTO with starting number 172, Lucien Bianchi and Georges Berger became the overall winner in the GT class. Once more the GTO turned out to be the standard-bearer.
1987 Ferrari F40. 1/18 Scale. Resin. GT Spirit
The Ferrari F40 is the ultimate masterpiece of Commendatore Enzo Ferrari. Developed from the 288 GTO, it inherited the turbocharged V8 engine with the added bonus of 2 turbos and a 3L tank. With a power of 478hp and a total weight of 1100kg, the performance of the car is impressive, with a maximum speed of 324 km / h surprising everyone when it came out. The F40 is more than a Supercar, it’s a race car for the road. With its Spartan interior, carbon, and omnipresent noise, every bolt has been fine-tuned. This F40 represents the holy Grail of modern Ferraris.
1989 Ferrari F40 LM. 1/18 Scale. Resin. GT Spirit
The race-spec variant the F40 LM, packs more power, better aerodynamics and less weight than the car it is based on. The LM, which stands for Le Mans, was specced to IMSA regulations to compete on the world’s highest level racing categories. Only 19 Ferrari F40 LM were produced by the joint partnership between Ferrari and Michelotto. For the engine, Michelotto retained the original 'Tipo F120 A' 2.9L displacement and upgraded with a set of new IHI turbos which were engineered to produce 2.6 bar of boost in the LM as compared with the F40 boost of 1.1 bar. In order to accommodate the radical changes to the forced induction system, massive Behr intercoolers, new cams, an updated ECU and larger fuel injectors were added. Compression was also increased to 8.0:1 from 7.8:1. The amalgamation of these updates amounted to 720hp @ 7,500rpm with the 0 - 100km/h sprint in only 3.1s. This is said to be a ‘restricted’ figure, with rumors suggesting that as much as 900hp. In the process altering it so much that it needed a new callsign - the ‘Tipo F120 B’. For the handling & chassis, every improvement is done purely for performance, with larger Brembo brakes, firmer Koni suspension and wider wheels amongst the complements to the competition-spec F40 LM. Amongst the most noticeable bodywork modifications would be the deeper front air dam, as well as the larger adjustable rear spoiler. Under all of the aerodynamic fittings, carbon fiber was used extensively to provide the chassis reinforcements which included stiffer anti-roll bars. All these shaved the weight down to 1050kg.
1995 Ferrari F50. 1/18 Scale. Resin. GT Spirit
Heir to the legendary F40, the Ferrari F50 arrived on the market in 1995. This Formula I car in the guise of a regular car was also the last model to be marketed during Enzo Ferrari’s lifetime, giving a particular flavor to this F50. The propulsion engine has, thanks to its V12, no less than 520hp! A real asphalt chewer for the 90s! With its Roadster look, the F50 also pays homage to the Ferrari 125 S released in 1947.
Honda
1992 Honda NSX Type R. 1/18 Scale. Resin. Ottomobile
When Honda presented the NSX, the goal was to rival the best sports cars in the world. The NSX was one of the first in the world to have a monohull chassis made entirely of aluminium. Ayrton Senna, then a pilot for McLaren Honda would be put in charge of road-testing it. In 1992, Honda decided to produce a track focus version, thus, the NSX Type R was born. Honda engineers started with a base NSX and embarked on an aggressive weight reduction program. Sound deadening, audio system, spare tire, air conditioning, traction control and some electrical equipments were removed. Lightweight carbon-kevlar Recaro race seats, a titanium shift knob and light forged aluminium Enkei wheels replaced the stock ones. Overall, Honda removed 120 kg of weight, giving the NSX-R a final weight of 1,230kg. The standard NSX, due to its mid-engine layout and rear-end link travel, was susceptible to sudden oversteer. To address the problem and improve the NSX-R's cornering stability, Honda added aluminum brackets to add more chassis rigidity, then replaced the suspensions with stiffer set-ups. Honda reversed the spring bias, placing stiffer springs on the front suspension along with stiffer front sway bar. This shifts the load transfer stiffness balance forward, resulting in more rear grip; decreasing the oversteer tendency of the car, making it stable in high speed corners. Honda also increased the final drive ratio to 4.235:1 ring and pinion gear, which moved the NSX-R's shift point speeds closer together. This change improved acceleration, and a higher locking limited-slip differential was installed. Also, the 276hp 3 liter DOHC VTEC V-6 engine had a blueprinted and balanced crankshaft assembly which is the same high precision process done for their racing cars. Beginning in Nov 1992, Honda produced a limited number of 483 NSX-R for the Japanese domestic market. Optional items as air conditioning, Bose stereo system, Carbon fiber trim center console & door trim and Championship White painted wheels were available for a premium. Production ended in Sep 1995.
1995 Honda Integra Type R. 1/18 Scale. Resin. Ottomobile
In 1995, Honda introduced their first Integra Type R to the Japanese Domestic Market (JDM). The Type R would have numerous differences vs. other Integra models that added to the overall performance of the vehicle. The engine, transmission, body, suspension, brakes and interior were all revised. The Type R was equipped with a 1.8-liter DOHC VTEC in-line 4-cylinder (B18C) engine. The JDM Type R engine produced 200 PS at 8,000 rpm. The increased power in the Type R was primarily due to the higher 11:1 compression, larger throttle body, high lift camshafts and high-volume exhaust manifold. The Type R came with a close-ratio 5-speed manual transmission. In addition, the Type R came equipped with a Helical limited-slip differential. The focus of the Type R was to minimize weight while enhancing rigidity. The Type R has larger strut tower bars, rear performance rods on the rear frame and numerous body reinforcements. The Type R had revised springs and dampers as well as larger sway bars. The Type R has 5 lug 15 x 6 aluminum wheels wrapped in Bridgestone Potenza RE010 195/55R15 tires. Larger rotors and calipers were included and the ABS system was revised as well. Other features such as a moonroof, vanity mirrors, cruise control and a rear wiper were eliminated to save weight. Air conditioning was an option. The interior was revised as well to include a 10,000 rpm tachometer with an 8,400 redline along with revised sport cloth seats and an aluminum shift knob.
1997 Honda Civic Type R. 1/18 Scale. Resin. One Model
The first Civic to receive the Type R name was based on the 6th-generation EK Civic. The contributing base model was the JDM Civic 3-door hatchback called SiR, code named EK4. Like its big brother the Integra Type R DC2, the Civic SiR's transformation into a Type R was achieved by working on the base model and improving it to Honda's idea of a car capable of high performance on the circuit. The Civic Type R was introduced in Aug 1997, as the EK9. The EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox. The B16B engine boasted one of the highest power output per litre of all time for a naturally-aspirated engine with 182 hp from 1.6L of engine displacement. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red seats, red door cards, red Type R floor mats, a titanium shift knob, and a Momo leather-wrapped steering wheel.
2002 Honda NSX R. 1/18 Scale. Composite. Autoart
A second version of the NSX-R was released in 2002. It was limited to 150 units. As with the first NSX Type R, weight reduction was the main focus for performance enhancement. Carbon fiber was used to a large extent throughout the body components to reduce weight, including a larger, more aggressive rear spoiler, vented hood and deck lid. Additionally, the original NSX-R weight reduction techniques were repeated, including deletion of the audio system, sound insulation and air conditioning. Furthermore, the power steering was removed. A single-pane rear divider was again used, as were Recaro carbon-kevlar race seats and larger yet lighter wheels resulted in a total weight reduction of almost 100 kg to 1,270 kg. The 3.2L DOHC V6 engine received special attention as well. Each NSX-R engine was hand assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy ten times that of a typical NSX engine. This balancing and blueprinting process significantly reduced loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with excellent throttle response. Officially, Honda maintains that the power output of the Second-Gen NSX-R engine is 290 bhp, which is identical to the stock NSX. The result of Honda's second NSX-R effort was a car that could challenge the latest sports cars on the track, despite having a base design that was more than 15 years old. Japanese race and test driver Motoharu Kurosawa piloted a 2002 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R accomplished this feat despite being out-powered by the Ferrari by over 100 bhp.
2007 Honda Civic Mugen RR. 1/18 Scale. Resin. One Model
A very special edition of the FD2 Civic Type-R was available exclusively through Mugen and comes in Milano Red, named the Mugen RR. It was a limited edition of only 300 units for the Japan domestic market and sold out immediately during the launch in Sep 2007. The K20A in this chassis pushes out 243 hp at 8,000 rpm with 22.2kgm at 7,000 rpm. Mugen was able to extract more power out of the K20 by giving it new camshafts, stiffer valve springs, a ram air intake that comes straight from the front grille and into a larger capacity intake box, a 4-2-1 exhaust manifold, higher flowing catalytic converter and a dual exhaust system. Mugen also replaced the front bumper and grille with carbon composite, a lighter aluminum hood, side skirts, a carbon rear wing and rear under spoiler with a diffuser. The Mugen RR also has a five-way adjustable suspension, 18-inch Mugen wheels with stickier Bridgestone tires, slotted rotors, stainless brake lines and carbon cooling ducts to help cool down the front brakes. All the other factory Civic Type-R components, like Brembo brakes and limited slip differential, remain untouched. Inside, the Mugen RR comes with carbon Recaro reclining seats, a new shifter and shift knob, as well as a Mugen instrument panel and meter gauges. All these resulted in the Mugen RR going two seconds quicker over the standard Civic Type-R around the Tsukuba circuit with a lap time of 1:00.600.
Lancia
1977 Lancia Stratos. Monte Carlo Rally. S. Munari/ S. Maiga. 1/18 Scale. Diecast. Kyosho
The Lancia Rally 037 (Tipo 151) was a mid-engine, rear-wheel drive rally car built by Lancia in the early 1980s purely for the legendary FIA Group B Rally Championship. The Group B car produces 320hp, up to 350hp on the later versions. Driven by Markku Alén, Walter Röhrl, and the late Attilio Bettega, the car won Lancia the manufacturers' world championship in the 1983 season. It is the last rear-wheel drive car to win the World Rally.
1985 Lancia Delta S4. RAC Rally. H. Toivonen/ N. Wilson. 1/18 Scale. Diecast. Autoart
The Lancia Delta S4 is a Group B rally car that competed in the World Rally Championship in 1985 and 1986, until Group B cars were banned from competition by the FIA. The car was an evolution of the Lancia 037. The S4 took full advantage of the Group B regulations, featured a 1.8L midship-mounted engine with both a supercharger as well as a turbocharger, and all-wheel drive for superior traction on loose surfaces. The Group B car produced 560hp and was capable of up to 1000hp. The late Henri Toivonen brought the Delta S4 to its first victory in the 1985 RAC Rally.
For the 1992 rally season, Lancia developed the Evoluzione version of the Delta, sometimes nicknamed the Super Delta which would debut in Monte Carlo. This final evolution, with its stiffer body, wider wheel arches, bigger wheels and brakes, improved suspension and aerodynamics and more powerful engine at 365hp with torque 331.9Ib-ft at 3500rpm, was 5 to 6% faster under most circumstances than the 16V car. However, it represented the most that could be extracted from a design that was fundamentally outdated and, with no successor planned, Lancia officially withdrew from rallying after this car. Juha Kankkunen and co-pilot Juha Pironen drove the car to podium placing in each of the nine WRC events that they participated in, and was 3rd placing during the Monte Carlo Rally in 1992. The Lancia Delta took the manufacturer's title for the 6th consecutive time.
When Honda presented the NSX, the goal was to rival the best sports cars in the world. The NSX was one of the first in the world to have a monohull chassis made entirely of aluminium. Ayrton Senna, then a pilot for McLaren Honda would be put in charge of road-testing it. In 1992, Honda decided to produce a track focus version, thus, the NSX Type R was born. Honda engineers started with a base NSX and embarked on an aggressive weight reduction program. Sound deadening, audio system, spare tire, air conditioning, traction control and some electrical equipments were removed. Lightweight carbon-kevlar Recaro race seats, a titanium shift knob and light forged aluminium Enkei wheels replaced the stock ones. Overall, Honda removed 120 kg of weight, giving the NSX-R a final weight of 1,230kg. The standard NSX, due to its mid-engine layout and rear-end link travel, was susceptible to sudden oversteer. To address the problem and improve the NSX-R's cornering stability, Honda added aluminum brackets to add more chassis rigidity, then replaced the suspensions with stiffer set-ups. Honda reversed the spring bias, placing stiffer springs on the front suspension along with stiffer front sway bar. This shifts the load transfer stiffness balance forward, resulting in more rear grip; decreasing the oversteer tendency of the car, making it stable in high speed corners. Honda also increased the final drive ratio to 4.235:1 ring and pinion gear, which moved the NSX-R's shift point speeds closer together. This change improved acceleration, and a higher locking limited-slip differential was installed. Also, the 276hp 3 liter DOHC VTEC V-6 engine had a blueprinted and balanced crankshaft assembly which is the same high precision process done for their racing cars. Beginning in Nov 1992, Honda produced a limited number of 483 NSX-R for the Japanese domestic market. Optional items as air conditioning, Bose stereo system, Carbon fiber trim center console & door trim and Championship White painted wheels were available for a premium. Production ended in Sep 1995.
In 1995, Honda introduced their first Integra Type R to the Japanese Domestic Market (JDM). The Type R would have numerous differences vs. other Integra models that added to the overall performance of the vehicle. The engine, transmission, body, suspension, brakes and interior were all revised. The Type R was equipped with a 1.8-liter DOHC VTEC in-line 4-cylinder (B18C) engine. The JDM Type R engine produced 200 PS at 8,000 rpm. The increased power in the Type R was primarily due to the higher 11:1 compression, larger throttle body, high lift camshafts and high-volume exhaust manifold. The Type R came with a close-ratio 5-speed manual transmission. In addition, the Type R came equipped with a Helical limited-slip differential. The focus of the Type R was to minimize weight while enhancing rigidity. The Type R has larger strut tower bars, rear performance rods on the rear frame and numerous body reinforcements. The Type R had revised springs and dampers as well as larger sway bars. The Type R has 5 lug 15 x 6 aluminum wheels wrapped in Bridgestone Potenza RE010 195/55R15 tires. Larger rotors and calipers were included and the ABS system was revised as well. Other features such as a moonroof, vanity mirrors, cruise control and a rear wiper were eliminated to save weight. Air conditioning was an option. The interior was revised as well to include a 10,000 rpm tachometer with an 8,400 redline along with revised sport cloth seats and an aluminum shift knob.
The first Civic to receive the Type R name was based on the 6th-generation EK Civic. The contributing base model was the JDM Civic 3-door hatchback called SiR, code named EK4. Like its big brother the Integra Type R DC2, the Civic SiR's transformation into a Type R was achieved by working on the base model and improving it to Honda's idea of a car capable of high performance on the circuit. The Civic Type R was introduced in Aug 1997, as the EK9. The EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox. The B16B engine boasted one of the highest power output per litre of all time for a naturally-aspirated engine with 182 hp from 1.6L of engine displacement. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red seats, red door cards, red Type R floor mats, a titanium shift knob, and a Momo leather-wrapped steering wheel.
A second version of the NSX-R was released in 2002. It was limited to 150 units. As with the first NSX Type R, weight reduction was the main focus for performance enhancement. Carbon fiber was used to a large extent throughout the body components to reduce weight, including a larger, more aggressive rear spoiler, vented hood and deck lid. Additionally, the original NSX-R weight reduction techniques were repeated, including deletion of the audio system, sound insulation and air conditioning. Furthermore, the power steering was removed. A single-pane rear divider was again used, as were Recaro carbon-kevlar race seats and larger yet lighter wheels resulted in a total weight reduction of almost 100 kg to 1,270 kg. The 3.2L DOHC V6 engine received special attention as well. Each NSX-R engine was hand assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy ten times that of a typical NSX engine. This balancing and blueprinting process significantly reduced loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with excellent throttle response. Officially, Honda maintains that the power output of the Second-Gen NSX-R engine is 290 bhp, which is identical to the stock NSX. The result of Honda's second NSX-R effort was a car that could challenge the latest sports cars on the track, despite having a base design that was more than 15 years old. Japanese race and test driver Motoharu Kurosawa piloted a 2002 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R accomplished this feat despite being out-powered by the Ferrari by over 100 bhp.
1977 Lancia Stratos. Monte Carlo Rally. S. Munari/ S. Maiga. 1/18 Scale. Diecast. Kyosho
The Lancia Stratos HF (Tipo 829), widely and more simply known as Lancia Stratos, is a mid-engine, turbo-charged, real-wheel drive car made by Italian car manufacturer Lancia. It uses a Ferrari Dino V6 engine, with the turbo produces 280hp, and was capable of up to 560hp. It was a very successful rally car, winning the World Rally Championship in 1974, 1975 and 1976. In 1977, Sandro Munari drove it to win the FIA Cup for Rally Driver's Title.
1983 Lancia 037. Sanremo Rally. M. Alén/ I. Kivimaki. 1/18 Scale. Diecast. Kyosho
1985 Lancia Delta S4. RAC Rally. H. Toivonen/ N. Wilson. 1/18 Scale. Diecast. Autoart
1991 Lancia Delta Intergrale 16V. Safari Rally. J. Recalde/ M. Christie. 1/18 Scale. Diecast. Sunstar/ Custom weathered
The Lancia Delta Intergrale 16V was a 2L, inline-4, Turbo-charged 4WD compact hatch being produced between 1979 and 1994. The 250hp rally version is best known for its World Rally Championship career in the late 1980s and early 1990s, when it was untouchable and dominated rallying. As they were obliged to by the regulations, Lancia offered road-going versions of these competition cars - the Lancia Delta HF 4WD and Integrale. 5000 of each variant having to be produced before the car could enter competition. Jorge Recalde drove this Lancia Delta Intergrale 16V to podium 3rd placing during the Safari Rally in 1991.
1992 Lancia Delta HF Intergrale Evoluzione. Monte Carlo Rally. J. Kankkunen/ J. Pironen. 1/18 Scale. Diecast. Kyosho
Maserati
1956 Maserati 300s. 1/18 Scale. Diecast. CMC
The Maserati 300 S, which incorporated many features of the Maserati 250 F, a successful Formula 1 precursor, quickly achieved the reputation of being a very competitive sports car. In addition, it was decked out in beautiful bodywork by Carrozzeria Fantuzzi. Numerous private racing teams and famous drivers of the time celebrated impressive successes with the 300 S on its immensely powerful 260 hp 3 litre six-cylinder in-line-engine.
Our original car was a right-hand drive, just like all 300 S became designed with this steering-system. Built in 1956 with a semi long nose body, and closed air inlets below the head lights. The sidewise installed air vent grids are unique features of that original car. Some other special features are the 5-gear drive and the beautiful wavelike designed windshield frame. Both of those features became only installed two times during the complete production time of the 26 (27) 300 S units ever produced. Also the two leather straps, meant for the fastening of the engine hood, became installed in an extraordinary angel to the fenders.
The Mazda 787 and its derivative 787B are Group C sports prototype racing cars that were built by Mazda for use in the World Sportscar Championship, All Japan Sports Prototype Championship, and the 24 Hours of Le Mans from 1990 to 1991. Designed to combine a mixture of the Fédération Internationale du Sport Automobile (FISA) Group C regulations with the International Motor Sports Association (IMSA) GTP regulations, the 787s were the last Wankel rotary-powered racing cars to compete in the World and Japanese championships. The Mazda RB26B engine used is kept at 700hp at 9000rpm & 608N.m at 6500rpm and can be capable to 900hp. Although the 787 and 787B lacked the single lap pace of World Championship competitors, they had reliability that allowed them to contend for their respective championships. The reliability of the car eventually paid off in 1991 where the Renown 787B driven by Johnny Herbert, Volker Weidler, and Bertrand Gachot went on to victory in the 1991 24 Hours of Le Mans. Todate, Mazda is the only Japanese auto maker to ever win at Le Mans. A total of two 787s were constructed in 1990, while three newer specification 787Bs were built in 1991.
McLaren
It was perhaps inevitable, given not just McLaren’s raison d’être but also Gordon Murray’s professional background and expertise, that the McLaren F1 road car would eventually take to the racetrack. He merely dreamed of building what was quickly and widely to become recognised as the 20th century’s most exotic road car, and at the conclusion of a three-year design-and-build process he had achieved exactly that.
Before long, customers were asking for a race version, and as the 1995 GT season drew nearer the number of requests began to climb. After much persuasion, Murray agreed to produce nine chassis, some in time for the 1995 edition of Le Mans. As the F1 was based directly on McLaren’s racing experience, little in the way of track modifications needed to be carried out. The F1 GTR was, in fact, slightly less powerful than the road going variant due to regulations limiting cars to 600bhp. The F1 GTRs also had to be fitted with steel roll-cages, steering rack ratios were quicker, and the rubber bushing in the suspension was removed. Development of downforce was limited to a single day in the wind-tunnel under Murray’s direction, while the OZ Racing wheels concealed even larger discs and callipers.
The F1 GTR quickly wrote its name into the record books, with victory at the 1995 24 Hours of Le Mans against faster, purpose-built prototypes. As if that wasn’t enough, the F1 GTR also went on to win the 1995 Global GT Championship. The cars were not only fast, but consistent. The greatest supercar of its generation had been transformed into the most successful British sports racing car of modern times.
The #51 Harrods sponsored car of the Mach One Racing team took the final podium place at the 24 Hours of Le Mans in 1995. Chassis 06R was sold new to Moody Fayed, the nephew of British-domiciled Egyptian billionaire Mohamed Al-Fayed. Sponsorship came from the world-famous Harrods store that Al-Fayed owned and the car was painted in a distinctive yellow and green livery. Chassis 06R had already been racing in the 1995 BPR Series when it was entered into Le Mans in the capable hands of Andy Wallace, Derek Bell and his son Justin Bell. By any standards, the 1995 race was an epic. Despite the appalling weather and transmission issues, which struck the car with only two hours to go, the trio finished in an incredible 3rd position. This fantastic result spurred on some more success, as Andy Wallace would proceed to win three races in a row in the BPR Series behind the wheel of 06R before the year was out.
Nissan
Racing
Nissan Skyline RS Turbo Super Silhouette appeared in 1982 in the Super Silhouette Series which boasted one of the most popular in the history of domestic racing was a lightweight car body of only 1005 kg assembled in a pipe frame, with a maximum output of 570 ps or more. The LZ20B type 4 DOHC turbo engine has a displacement of 2082 cc. It is a monster machine equipped with a huge front spoiler, rear wing, etc. with just the silhouette of the Skyline R30 RS Turbo. With a dynamic full-impact styling, phenomenal straight speed, and after-fire that is blown up greatly during deceleration due to the characteristics of the mechanical injection system. Sponsored by Tomica and driven by Masahiro Hasemi, the car went on to win 2 races that year and 5 more in '83.
The Skyline earned the nickname 'Godzilla' in 1989 with the introduction of the GT-R R32. The 8th generation Skyline, built until 1994 codenamed the RNR32, symbolized the technology and exuberance pervading Japan's bubble economy of the late 1980s. Offered only as a coupe with a special aluminium hood and blistered fenders plus an enormous intercooler scoop and a rear spoiler, the GT-R R32 featured Nissan's electronically controlled all-wheel-drive system called ATTESA-ETS (Advanced Total Traction Engineering System for All - Electronic Torque Split). It also used Nissan's Super-HICAS (Hight Capacity Active Steering) four-wheel steering system and huge four piston disc brakes. The engine was the famed RB26DETT, a 2568cc dual-cam 24-valve inline-six with twin GArrett T28 turbo chargers. In street production models it made 280 bhp per Japanese regulations and blasted the 0 to 100km/hr in 4.8 seconds. Tuned to 600 bhp, the racing GT-R R32s debuted in 1990 and gave Nissan 29 consecutive victories in Group A Japan's Touring Car Championship. By 1992, the Class 1 was entirely made up of Skyline GT-Rs. The R32 also achieved international success, winning the British and Spanish touring car cups and Australia's famous 1000km Bathurst enduro in 1991 by 1 full lap. In 1993, at the final Group A race at Japan's Fuji Speedway, 94,600 fans turned up to see Godzilla in its finest hour. Worried that the public and competing manufacturers would loose interest in the face of the unbeatable GT-R, racing sanctioning bodies changed the homologation rules, saddled the Skyline with weight penalties, or banned it outright. The R32 reigned supreme to the end of its racking life and has become one of Japan's most internationally respected car.
Road
1997 Nissan NISMO R33 GT-R 400R. 1/18 Scale. Resin. Ignition Model
Developed by Nismo, the 400R was created for customers who wanted a GT-R on steroids. Only 40 were ever made. At its heart was a new engine that had been enlarged by over 200cc.
This tricked out 2.8-litre engine had originally appeared in the GT1-class Skylines that raced at the Le Mans 24 Hours in 1996. The pistons, crankshaft and connecting rods were all forged, the ports were polished, high-lift camshafts were installed and the cylinder heads were optimised.
Intake manifolds were revised and the exhaust manifolds were titanium to match the rest of the exhaust system.
Turbochargers from the N1 racing GT-R were fitted. Peak power was now 400bhp at 6800rpm and the torque rating surged to 346lb-ft at 4400rpm. Other special equipment included a new engine management system and high flow air filter. The oil cooler and intercooler were also upgraded.
The five-speed transmission was reinforced with a carbonfibre driveshaft and a twin-plate clutch. The R33 unibody chassis was enhanced with titanium strut braces and reinforced bushes. The independent multi-link suspension now came with special Bilstein dampers and more aggressive Nismo Type D springs.
Ride height was 30mm lower than the standard car. Nismo further uprated the 400R with their own Type 2 brake pads and a brake master cylinder stopper designed to reduce any fore/aft play. 3 piece Nismo LM GT1 forged alloy wheels were shod with Bridgestone RE 710 tyres. These white-centred wheels had an 18" diameter and 10" width. Track was 50mm wider at either end as a result.
Bodywork
To reflect the 400R’s comprehensive list of mechanical upgrades, it was given an aggressive new body kit. The 400R had no speed limiter and topped out at 186mph. The 0-100km/h time dropped to 4 secs dead. Aside from the unique GT-R LM built to homologate a GT1 class racer, the 400R went down as the ultimate R33.
2005 Nissan NISMO R34 GT-R Z-Tune. 1/18 Scale. Diecast. Motorhelix
Built in 2005, after production of the standard car had actually been wound up.
It marked 20 years of Nismo’s tuning, and as such, the stops were well and truly pulled out. Only 20 were built. The twin-turbocharged 2.8-litre six-cylinder engine from Nismo’s GT500 race car, produced a whopping 500bhp at 6800rpm with 398lb ft of torque, the rev counter go all the way to 11,000 rpm.
Each engine was entirely handbuilt, Nismo claims that neither cost nor production time were ever considerations. Further ambivalence to value for money came via copious use of carbon, years before it was as liberally and fashionably applied across the performance car landscape.
The front panels, including a GT500-spec bonnet were all carbon-crafted, including parts of the floor pan and the driveshaft. Nismo deploying much carbon to counteract an air of luxury inside, some leather and Alcantara seats, and a host of extra cooling equipment to keep that monstrous engine from grenading itself.
Given it was nearly twice as powerful as the standard R34 GT-R, you’d expect the Z-Tune to be an unholy animal to drive.
Racing
1971 Porsche 917K. Daytona. V. Elford/ G. van Lennep. 1/18 Scale. Diecast. Autoart
The Porsche 917 is a race car that gave Porsche its first overall wins at the 24 Hours of Le Mans in 1970 and 1971. Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5 litres, the 917/30 Can Am variant was capable of a 0-100 km/h time of 2.3 seconds, 0–200 km/h in 5.3 seconds, and a top speed of up to 390 km/h. This is not, however, representative of the majority of 917s. The highest official speed ever clocked for a 917 at Le Mans is 362 km/h. There are at least eleven variants of the 917. The original version had a removable long tail/medium tail with active rear wing flaps, but had considerable handling problems at high speed because of significant rear lift. The handling problems were investigated and a shorter, more upswept tail was found to give the car more aerodynamic stability at speed. The changes were quickly adopted into a new version of the 917, called the Kurzheck, or short-tail, with the new version being called the 917K. The 917K, and the special Le Mans long-tail version, called the 917 Langheck, or 917L, dominated the 1970 and 1971 World Sportscar Championships. There is also the "Pink Pig" aerodynamic research version (917/20), and the turbocharged 917/10 and 917/30 CanAm Spyders. In the 1973 Can-Am series, the turbocharged version Porsche 917/30 developed 1,100 bhp. The 917 is one of the most iconic sports racing cars of all time, largely for its high speeds and high power outputs, and was made into a movie star by Steve McQueen in his 1971 film Le Mans.
The F.I.A. group 5 was "special production cars", open to cars of the group 1 to 4 to which it could be modified within certain limits. For this group, Porsche developed the more extreme versions of the 930. Just as the 934 had great sememes, not just aesthetic, with the 930 model, the Porsche 935 was a completely different car. Despite being based on the model 930, the changes were huge. From the 2808 c.c. engine to which was attached a KKK turbo blowing to 1.42 bar delivered 590 hp at 7800 rpm., which increased to 630 C.V. if the pressure of the turbo rise to 1.56 bar. The Dunlop tyres were specially made for the model, mounted on 17" front and 19" rear rims. The body had major changes, a large rear wheel arches, large rear spoiler where was integrated the intercooler. In the pre-season tests at Paul Ricard the car was faster than the 6-wheel Tyrrell F1. During the 1976 season were built two different versions of the 935, due to the problems of regulation that had the rear spoiler Porsche among others, so that the car that raced the end of the season was very different from car who started it. This is the first version which won the Vallelunga 6 Hours 1000km race.
Jacky Ickx and Jochen Mass were hired by Porsche in 1976 as the primary drivers in both the 935 and 936. This led to a very demanding schedule, but one which the duo was ready to face. Ickx and Mass scored victories in the 6-Hour season opener at Mugello and the subsequent Vallelunga 6 Hours. The 935 didn't just win these races -- it dominated! The organizing body soon declared the Porsche air-air intercooler to be illegal in its placement and so Porsche was forced to relocate it. In doing so, they had no choice but to adopt a heavier and more complicated water-air intercooler. The Championship battle still came down to the final 6-Hour race at Dijon where Ickx and Mass scored a decisive victory in car #1.
The 936 was a racing car introduced in 1976 by Porsche as a delayed successor to the 917 and the 908, both of which were retired by the factory after 1971. Its name came from using a variant of the Porsche 930's turbocharged engine, as well as competing in Group 6 racing. It was built to compete in the World Sportscar Championship as well as at 1976 24 Hours of Le Mans under the Group 6 formula, which it won both. It shared these victories with its production-based sibling, the Porsche 935 which won in Group 5. The open top, two seater spyder was powered by an air-cooled, two-valve 540 hp single-turbocharger flat-6 engine with 2140 cc, or the equivalent of 3000 cc including the 1.4 handicap factor. The spaceframe chassis was based on the 917, with many of the parts also coming from the car. In the first outings, the Martini Racing car was matte black, infamously known as the 'Black Widow'.
1977 Porsche 936/77. Le Mans. J. Barth/H. Haywood/J. Ickx. 1/18 Scale. Diecast. TSM
The 911 SC was a 250hp, 3L Flat-Six Porsche car which took part and also the only team that have both cars completed the toughest rally of all time, the East African Safari Rallye. The rally took 94hrs to complete and with 3000 miles long of insane heat, driving across loose sand in turns, crossing rivers with a ground clearance of 28 centimeters, crawling through red sloughs, flying over jumps, blindly crossing walls of dust and traversing unpaved roads. After the rally, the SC was sent to Porsche's museum, where it remain to capture and save it for all time.
1993 Porsche 911 (964) Carrera RSR. Le Mans. R. Dumas/ M. Lieb/ R. Lietz. 1/18 Scale. Resin. GT Spirit
At the Le Mans 24 Hours, Porsche has further extended its record with class wins number 99 and 100 and opened a new chapter in the history of the world’s most famous long distance race. On the Circuit des 24 Heures, the new Porsche 911 RSR fielded by Porsche AG Team Manthey with Porsche works drivers Romain Dumas (France), Marc Lieb (Germany) and Richard Lietz (Austria) won the fiercely competitive GTE-Pro class against strong oppositions. Derived from the RS 3.8 street model, the 375 bhp RSR 3.8 Martini is a version designed exclusively for racing. With production limited to 51 copies, this car proved successful in many championships, winning the 24 Hours of Le Mans (GT2) in 1993 and 1994.
The Porsche Carrera 2.7 RS is heralded as the greatest 911 of all time, the RS was a special model used to homologate the 911 in Group 4 racing. Developed from the 911S, the 2.7 was more potent in almost every area. Compared to the standard Carrera, the 2.7 RS featured a larger engine, wider flares to accommodate the Fuchs alloy wheels, stiffened suspension, larger brakes and a ducktail rear spoiler. With the use of a Nikasil coating on the cylinder walls, the 2.4 unit could be bored out to a capacity of 2687 cc, but the standard valve train was retained. At the time, this became the largest engine available on a Porsche and was good for 210bhp at 6300rpm. And with a taller 4th and 5th gear, the top speed was increased to 245 km/h. Initial production for the 2.7 was only 500 cars and it sold out almost immediately. Three versions were available, including a lightweight Sports trim, Race Trim or more opulent Touring trim for the road. The lightweight version was substantially lighter with thin-gauge body panels, lighter windows and a stripped out interior. Production began in April of 1972 and finished in July of the same year with 1580 total cars. Only around 240 examples of these lightweight RS versions were made.
1974 Porsche 911 Carrera 3.0 RS. 1/18 Scale. Resin. Spark
In 1974, Porsche built 56 numbers of the Carrera 3.0 RS with mechanical fuel injection 3.0 litre engine producing 230 bhp with a top speed in excess of 245 km/h. Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR with wide fenders and a whale tail spoiler. The brake system was from the Porsche 917. The use of thinner metal plate panels and a Spartan interior enabled its weight to be reduced to around 900 kg. The 3.0 RS has extensively competed & won many races and is widely regarded as the ultimate dual-purpose 911.
1976 Porsche 934 Turbo RSR. 1/18 Scale. Diecast. Schuco
Using the 930 Turbo as a basis, Porsche built 31 numbers of the 934 Turbo RSR FIA GR/4. The 934 were the last road legal homologated race cars. Porsche built them from standard 930 bodyshells and rear spoilers, with nothing else left alone. The suspension was converted to solid mounts and nylon bushings with adjustable anti-roll bars. Brakes from the 917 were fitted along with stronger hubs and BBS center-lock wheels which at 16 inches, were larger than the outgoing the RSR and required drastic wheel arches. Interior all stripped and included an aluminum roll-cage as well as new gauges for fuel and turbo boost levels. A 120 liter fuel tank filled the front trunk along with a oil tank and battery. The oil tank fed a front mounted oil cooler which was fed from a huge cut-out in the spoiler. Beside these were ducts that led to the rear intercoolers. Porsche took the standard 930/75 engine and fitted new pistons while the block, crankshaft and connecting rods were all production parts. With a large KKK turbocharger, around 485 bhp was possible at 1.4 bar of boost. The first 934 prototype appeared in September of 1975 and it was instantly faster than the outgoing Group 5 Carrera RSR 3.0. This meant almost every race team upgraded to the 934. As a result the car was very sucessful in the European GT Championship. Later in production Porsche released a 934½ specification which included a larger rear wing and updated 930/73 engine which could produce 600 bhp. They dominated the Group 5 in the 1976 and 1977 season. By 1977 the 934 was finally accepted by IMSA and many of those cars were updated to Group 5 spec. At Le Mans, the 934 was a regular fixture and competed against the Ferrari 512 BB LM. They took class honors in 1977, 1979 and 1981.
1987 Porsche 959. 1/18 Scale. Diecast. Autoart
The Porsche 959 is a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring at least 200 street legal units be built. Total 337 units were built. When it was introduced, the twin-turbocharged 959 was the world's fastest street-legal production car, with 444 bhp, it was boosting a top speed of 317 km/h and a 0-100km/h time of 3.7 seconds. During its production run it was hailed as the most technologically advanced road-going sports car ever built, and forerunner of all future super cars. It was one of the first high-performance vehicles with all-wheel drive, providing the basis for Porsche's first all-wheel drive Carrera 4 model. Its performance convinced Porsche executives to make all-wheel drive standard on all 911 Turbos starting with the 993.
In 1992, Porsche produced a super-lightweight, rear-wheel-drive only 911 dubbed the 964 Carrera RS. It was based on Porsche's 911 "Carrera Cup" race car and harked back to the 2.7 and 3.0 RS and RSR models. It featured a revised version of the standard engine, titled M64/03 internally, with an increased power output of 260 bhp and lightweight flywheel coupled to the G50/10 transmission with closer ratios, asymmetrical Limited Slip Differential and steel syncromesh. A track-oriented suspension system with 40 mm lower ride height, stiffer springs, shocks and adjustable stabilizer bars without power steering. A stripped-out interior devoid of power windows or seats, rear seats, air conditioning, cruise control, sound deadening or a stereo system and new racing-bucket front seats were part of the package. The trunk hood was made of aluminum, the chassis was seam welded and sound deadening was deleted. Wheels were made of magnesium and the glass was thinner in the doors and rear window. The Carrera RS is approximately 155 kg lighter than the standard Carrera 2 model, and only 290 of these RS models were built.
1993 Porsche 911 (964) Carrera 3.8 RS. 1/18 Scale. Resin. GT Spirit
In spring 1993 the Porsche press office announced a new,extreme sport interpretation of the 911. With the wide body (M 491) and sport suspensions based on the 3.6 turbo, a modified front spoiler and a striking, six-way adjustable rear wing, the three-part 18-inch Speedline wheels, raised the RS 3.8 significantly from conventional 964 RS. The 3.8 RS produces 300 bhp and has a top speed of 271 km/h. Only 55 examples of these were built.
1994 Porsche Dauer 962. 1/18 Scale. Resin. Spark
Dauer Racing produced the 962 Le Mans from Porsche 962 chassis stripped down for modification. Components of the bodywork were replaced with slightly revised carbon fibre and kevlar panels. The under tray was replaced with a flat version for better stability at high speeds. A second seat and leather upholstery were installed in the cramped cockpit, as well as a video screen for DVD playback in later years. A small compartment was added to the front of the car to carry luggage. A hydraulic suspension system was also added to meet German ride height requirements for street cars. The 962 Le Mans uses nearly the same engine as the racing 962: Porsche's water-cooled Type-935 2994 cc Flat-6 with two KKK turbochargers. The Dauer 962 goes from 0 - 100 km/h in 3.6 sec. with 389 km/h max.speed. Since the road car did not have to meet racing regulations, the air restrictor was removed allowing for an output of approximately 730 bhp. The 5-speed racing gearbox was also retained. The first production car debuted at the 1993 Frankfurt Auto Show. While orders for the cars were taken, Dauer worked with Porsche to develop the two racing cars for the following year's 24 Hours of Le Mans. After Dauer's victory, attention returned to the road cars with 12 more examples built over the years.
1995 Porsche 911 (993) Carrera RS Clubsport. 1/18 Scale. Resin. GT Spirit
The Carrera RS Clubsport also referred to as the RSR in some countries, is a lightweight track-oriented variant of the 993 Carrera RS. There were only 113 of these Clubsport made. It features a naturally aspirated 3.8 liter engine with 300 bhp. On the outside it is easily distinguishable by a special large rear wing, deep chin spoiler and 3-piece 18-inch aluminum wheels. The headlight washers were deleted for weight saving reasons. Inside the rear seats were removed, and special racing seats and spartan door cards were installed. Sound proofing was also reduced to a minimum. The Clubsport also came equipped with a welded roll cage and certain comfort features such as carpets, power windows, air conditioning and radio were deleted.
The 993-generation GT2 was initially built in order to meet homologation requirements for motorsports. Because the cars were built to meet the GT2 class regulations, the road cars were named accordingly. The Porsche GT2 comes from a long line of 911 Porsche Turbo racing cars in international motorsports. Starting with the 1974 911 Carrera turbo for Group5 racing, followed by the 934 for Group4 racing, then the famous Porsche 935 which dominated Group5 and IMSA racing. The 993 GT2 race car featured a stripped interior, integrated rollcage for safety, minor adjustments to the bodywork and wings in order to decrease weight as well as increase downforce, and wider fenders to handle racing slicks. The suspension was modified to improve racing performance, while the engine was slightly tweaked for endurance. Twin KKK turbochargers, fitted with required air restrictors, allowed for 450 bhp. At the same time, Porsche also developed the GT2 Evo, able to race in the GT1 category. The Evo saw an increase in power to 600 hp through the use of larger turbochargers. Other modifications included a new, higher-mounted rear wing, larger fenders to house the wider tires allowed in the GT1 class, and a decrease in weight to 1,100 kg. The GT2 Evo however was short-lived, with only 5 examples ever built, as Porsche decided to replace it with the 911 GT1 in 1996.
RAUH-Welt BEGRIFF
RWB Porsche 911 (993). 1/18 Scale. Resin. GT Spirit
RWB/ RAUH-Welt BEGRIFF is a Porsche tuner located in Japan. RWB has combined Japanese and Euro tuning elements, creating the distinct RWB style for Porsche chassis. Starting off as a small countryside body-shop in Chiba-Ken, RAUH-Welt 911’s are now a common sight on both the streets and racing circuits of Japan.
Toyota
Legendary Drift King and Pro Racer Keiichi Tsuchiya's personal iconic Trueno AE86. During the years he raced for Toyota, Tsuchiya worked side by side with Tadao Sakurai from TRD, tuning the car for perfect balance between power and drivability, which made it capable to race against more powerful cars. When Sakurai passed on, Tsuchiya went with TEC-ART as his new mechs for his AE86. The car was further tuned and developed swopping out the 1600cc engine for the 1800cc 7A-FE engine with the Corolla AE111 cylinder head, paired with a set of individual throttle bodies made by Toda. TEC-ART also replaced the exhausts and suspension system which they have designed and developed specifically for the car. This set-up produces 217hp with 225Nm torque. As for the exterior, the car is equipped with a set of Work CR-01 15inches wheels, TRD front bumper and rear ducktail spoiler, and Tsuchiya's trademark green tinted carbon fiber bonnet. Further current development of the car includes lightening the car, replacing more body panels for carbon fiber panels. In a recent time trial at Gunsai Touge, the AE86 lap timing was able to beat the almighty R35 GTR!
1/43 Scale Model Cars
Honda
During the 2000 racing season of the Japan Grand Touring Car Championship, the flamboyant No. 8 ARTA NSX was a crowd favorite. It was piloted by a couple of racing superstars. The team consisted of former Formula 1 driver Aguri Suzuki and "Drift King" Keiichi Tsuchiya. For the first half of the season the duo drove the somewhat outdated 1999 race NSX, but starting with the 4th race at Fuji Speedway, they switched to the 2000 model, which underwent significant changes to improve handling. Honda engineers placed and idler gear between the output shaft and transmission, as well as incorporating thinner and more compact gears, like that of Formula cars, in the gearbox. As a result, the exhaust pipes that once ran under the engine were moved around the sides, allowing the engine to be lowered for improved center-of-gravity. Suzuki and Tsuchiya praised the new, revived NSX, saying "not only does it just corner better, it feels improved in every aspect, from lowered air resistance to better brakes. It grips more in the front and much more in the rear, which allows it to stick to the surface like glue. It feels just like a Formula car." Their appreciation translated to a win right away. After that, things went downhill as the team experienced mechanical difficulties throughout the rest of the season. When it was over, the ARTA NSX placed 13th overall.
The first Takata Dome NSX of the millennium! The 2000 season marked the third year of operation for the Mugen x Dome Project, a joint programme between Mugen and Dome that increased Honda's involvement in JGTC. The two car team hosted the #16 Castrol Mugen NSX, and the #18 Takata Dome NSX for the 2000 season. The drivers for the #18 Takata Dome NSX was Katsutomo Kaneishi and Juichi Wakisaka. Kaneishi and Wakisaka was proven to be a successful pairing, as the duo had won a race on their way to fourth place in the championship in 1999 with the Mugen X Dome Project. 2000 marked the second season the duo had worked together in hopes of capturing a championship, however it wasn't meant to be despite Kaneishi and Wakisaka winning the second race of the year, the All Japan Fuji GT Race at Fuji Speedway. The team's only other podium came in the 8th round at the Mine Circuit where the pair finished 2nd. Elsewhere 7th and 10th were their best result. The team settled in 6th place in the championship which made them the third best placed Honda in 2000.
Mitsubishi
1998 Mitsubishi Evolution V WRC. Sanremo Diorama. T. Makinen/ R. Mannisenmaki. 1/43 Scale. Diecast. Vitesse
The Lancer Evolution aka EVO is a 2L, DOHC, Turbo-charged 4WD sports sedan produced by Japanese automaker Mitsubishi from 1992 to present. The Evo in the World Rally Championship is a homologated Group A car and produces/ restricts to 300hp. They were successful in the WRC Rallies from 1996–1999,thanks to the Finn Tommi Mäkinen, for clinching the driver's titles from 1996–1999, and the help of teammate Richard Burns for clinching the constructors' championship for the first, and thus far only time in 1998. Mitsubishi pulled out of the World Rally Championship after the 2005 season with the Lancer WRC05 still being driven by privateers including Italian former works driver Gigi Galli and the Swede, Daniel Carlsson, in the years following. The Lancer Evolution however still competes in the Group N category.Subaru
2001 Subaru Impreza WRC. Network Q Rally of Great Britain Cardiff Diorama. R. Burns/ R. Reid. 1/43 Scale. Diecast. IXO
When Richard Burns earned his first Drivers' Championship Title in the 2001 World Rally Championship season it would mark the first time that an English man became champion in WRC history. The car Richard Burns drove in this brilliant season was the Impreza WRC 2001. The 2001 Impreza adopted a four-door sedan body and was highlighted by compound headlights, spoiler attached to the extreme rear and blister-style fenders. Based on race feedback from previous Imprezas, various modifications were made to improve reliability. The well-balanced horizontally opposed 4-cylinder 300bhp turbo engine underwent extensive tuning to boost responsiveness, and major progress was made with electronic control of the semi-automatic transmission and front, center, and rear differential gearing.
1/64 Scale Model Cars
Honda
1988 Honda Civic EF3 Gr.A Motul Mugen. JTC. O. Nakako/ H. Okada. 1/64 Scale. Diecast. Inno64
The Team Mugen Civic EF3 was one of Honda's winning race cars during the 1987 and 1988 Japan Touring Championships. The ZC type engine was tuned to produce 180ps at 7500rpm. Under Gr.A's regulations no aero mods were allowed. However, the EF3 with its powerful, lightweight and compact engine, together with the car's aerodynamics made it a weapon and won several times in the 1600cc Gr.A category.
1992 Honda Civic EG6 BRIDE. Suzuka Clubman Race FF Challenge 2018. 1/64 Scale. Diecast. Tarmac
1994 Honda Civic Ferio EG9 Gr.A JACCS. JTCC. N. Hattori. 1/64 Scale. Diecast. Inno64
In 1992, Honda replaced the EF Civics with the EG series for the Japan Touring Car Championships (JTCC), The EG cars with the new VTEC B16A race engine produces 230ps at 8500rpm and 191N.m at 8000rpm. By 1993, the class was dominated by the EG Civic. Instead of a rivalry with another manufacturer, a rivalry developed between Mooncraft and Mugen, two constructors that were developing the EG chassis. Ultimately, it was the Mooncraft JACCS driven by Naoki Hattori and Katsushi Kanishi in its unforgettable mutlicolor livery that took home the championship.
1997 Honda Civic Type R. 1/64 Scale. Diecast. Tomica Limited Vintage Neo
The first Civic to receive the Type R name was based on the 6th-generation EK Civic. The contributing base model was the JDM Civic 3-door hatchback called SiR, code named EK4. Like its big brother the Integra Type R DC2, the Civic SiR's transformation into a Type R was achieved by working on the base model and improving it to Honda's idea of a car capable of high performance on the circuit. The Civic Type R was introduced in Aug 1997, as the EK9. The EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox. The B16B engine boasted one of the highest power output per litre of all time for a naturally-aspirated engine with 182 hp from 1.6L of engine displacement. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red seats, red door cards, red Type R floor mats, a titanium shift knob, and a Momo leather-wrapped steering wheel.
2002 Honda NSX R. 1/64 Scale. Diecast. Inno64
A second version of the NSX-R was released in 2002. It was limited to 150 units. As with the first NSX Type R, weight reduction was the main focus for performance enhancement. Carbon fiber was used to a large extent throughout the body components to reduce weight, including a larger, more aggressive rear spoiler, vented hood and deck lid. Additionally, the original NSX-R weight reduction techniques were repeated, including deletion of the audio system, sound insulation and air conditioning. Furthermore, the power steering was removed. A single-pane rear divider was again used, as were Recaro carbon-kevlar race seats and larger yet lighter wheels resulted in a total weight reduction of almost 100 kg to 1,270 kg. The 3.2L DOHC V6 engine received special attention as well. Each NSX-R engine was hand assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy ten times that of a typical NSX engine. This balancing and blueprinting process significantly reduced loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with excellent throttle response. Officially, Honda maintains that the power output of the Second-Gen NSX-R engine is 290 bhp, which is identical to the stock NSX. The result of Honda's second NSX-R effort was a car that could challenge the latest sports cars on the track, despite having a base design that was more than 15 years old. Japanese race and test driver Motoharu Kurosawa piloted a 2002 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R accomplished this feat despite being out-powered by the Ferrari by over 100 bhp.
2007 Honda Spoon NSX R GT. 1/64 Scale. Diecast. Inno64
This 2007 car has been tuned by the legendary Honda specialists Spoon and sports the company's striking yellow and blue livery. The car has been engined swapped, switching to a heavily turbocharged unit producing 550PS. Based off of the lightened NSX-R, the GT was only different aesthetically, using carbon fibre reinforced bumpers and aerodynamic modifications like the roof scoop. It also features strengthened pistons and conrods, leading to the scope for serious horsepower gains. The compression ratio was lowered in place of higher boost pressure, resulting in the 500bhp+ power output.
A very special edition of the FD2 Civic Type-R was available exclusively through Mugen and comes in Milano Red, named the Mugen RR. It was a limited edition of only 300 units for the Japan domestic market and sold out immediately during the launch in Sep 2007. The K20A in this chassis pushes out 243 hp at 8,000 rpm with 22.2kgm at 7,000 rpm. Mugen was able to extract more power out of the K20 by giving it new camshafts, stiffer valve springs, a ram air intake that comes straight from the front grille and into a larger capacity intake box, a 4-2-1 exhaust manifold, higher flowing catalytic converter and a dual exhaust system. Mugen also replaced the front bumper and grille with carbon composite, a lighter aluminum hood, side skirts, a carbon rear wing and rear under spoiler with a diffuser. The Mugen RR also has a five-way adjustable suspension, 18-inch Mugen wheels with stickier Bridgestone tires, slotted rotors, stainless brake lines and carbon cooling ducts to help cool down the front brakes. All the other factory Civic Type-R components, like Brembo brakes and limited slip differential, remain untouched. Inside, the Mugen RR comes with carbon Recaro reclining seats, a new shifter and shift knob, as well as a Mugen instrument panel and meter gauges. All these resulted in the Mugen RR going two seconds quicker over the standard Civic Type-R around the Tsukuba circuit with a lap time of 1:00.600.
2007 Honda Civic Type R One Make Race Ver. 1/64 Scale. Diecast. Inno64
In 2007, Honda made and offered up for sale a race Civic FD2 Type R version for the tracks in Japan. The race going version sports the standard Type R's 225PS K20 motor and six speed gearbox, and to lighten the car it does not have helical LSD, aircon, interior trim, underseal, HID lights and seats! Racing bucket seats and roll cage were sold as optionals.
2007 Honda Civic Type R Merdeka Millenium Endurance Race. H. Katoh/ S. Hosokawa/ Eddie Lew. 1/64 Scale. Diecast. Inno64
In 2007, Honda made a race Civic FD2 Type R version to enter the Merdeka Millenium Endurance Race at Sepang circuit. The MME race version Type R has 250PS with 225NM of torque. Drivers Hiroki Katoh, Shinya Hosokawa & Eddie Lew raced the grueling 12hr endurance race and ran a total of 283 laps winning the Grp A Championships with a one lap lead.
2007 Honda Spoon Civic Type R. 1/64 Scale. Diecast. Inno64
With the development of new carbon elements, aerodynamic parts, as well as enlarged throttle valves and ECU for the Civic FD2 Type R model, Spoon used the FD2 Type R and participated in the Super Taikyu series on the Suzuka track and also the 25-hour Thunderhill race which they won 1st place. The following year Spoon also returned to participate in the Macau Grand Prix after a 15 year absence and manage a 3rd placing in the class.
2015 Honda Civic Type R. 1/64 Scale. Diecast. Tarmac
In March 2014, Honda previewed the new Civic Type R at the Geneva Motor Show. It was revealed as the first factory turbocharged Civic Type R. This FK2 Honda Civic Type R is powered by K20C1 Direct Fuel Injection 1,996 cc turbocharged Inline-four engine with Earth Dreams Technology, producing 306bhp at 6500 rpm and maximum torque of 400 N⋅m from 2,500rpm. The engine is mated to a 6-speed manual transmission with a factory equipped plate-style limited-slip differential. Honda states that the Type R reaches 0–100 km/h in 5.7 seconds. The FK2 Type R set a new fastest front wheel drive lap record of 7.50.63 in 2015 at Nurburgring.
2017 Honda Modulo Civic Type R. 1/64 Scale. Diecast. Tarmac
The latest Civic Type R was unveiled at the 2017 Geneva Motor Show. The design is based on the Civic hatchback, with a winged carbon fibre splitter with red accent line, slatted ducts, diamond-mesh air intakes, new intake on the bonnet, smoked lenses for the LED headlights and indicators and side repeaters, carbon fibre side skirts, 20-inch wheels, 245/30 R20 high-performance tyres, enlarged wheel arches, carbon fibre diffuser runs below the wider rear bumper, 3 tailpipes with a pair of directional strakes at each side, central tailpipe in bright metallic red, unique peaks at the roof flanks point backwards. This Modulo version features lighter Championship white wheels, carbon rear wings, yellow LED fog lights, red strip atop grille and headlights, red wing mirrors & red leather gear knob. On 3 April 2017, the pre-production Type R achieved a lap time of 7:43.80 on the Nürburgring Nordschleife, almost 7 seconds faster than its predecessor, setting a new record for FWD cars. The FK8 Civic Type R has won many accolades and awards. It was crowned Top Gear Magazines Hot Hatch of the Year 2017, it was also voted International Editors’ Choice and overall Car of the Year 2017.
Japan Race Track Starting Line Diorama. 1/64 Scale. Rubber.
1/12 Scale Model Bikes
Honda
1980 Honda RS1000. 1/12 Scale. Plastic. Tamiya
From their endurance racing debut in 1976 until 1980, Honda received excellent service from the dominant RCB1000. In 1980, Honda decided to switch to the RS1000. As a base, it used the CB900F, which itself had heritage from the RCB1000. The RS1000 utilized an air-cooled 4-stroke DOHC 4-cylinder powerplant that in its 999cc 1981 spec offered 130hp. In 1980 the bike showed what it was made of, taking a glorious championship, and in 1981 it demonstrated there was still plenty of gas in the tank by taking the 8 Hour race in Suzuka, Japan, and coming in second in the overall rankings on the season.
1984 Honda NS500 . 1/12 Scale. Plastic. Tamiya
The Honda NS500 featured a unique V3 engine with 112 degree angled cylinders and a lightweight body, a setup which would see it take the 1983 500cc Road Racing World Championship Grand Prix Riders' Championship. The NS500 has a max. output of 120hp and a max. torque of 8kgf-m. In 1984, Honda used the NS500 together with the V4-engine NSR500, selecting which bike to race depending upon the circuit. Riders F. Spencer and R. Mamola each achieved 2 victories on the bike, with Mamola achieving second place in the Riders' Championship and the Honda team taking home their second consecutive Constructors' crown.
1984 Honda NSR500 . 1/12 Scale. Plastic. Tamiya
During the 1983 World Grand Prix season, Honda took the championship with the NS500 but it was clear that the power from the 2-stroke V3 engine would be insufficient for the next season. This led Honda to create the NSR500, which was powered by a more powerful V4 engine with a max. output of 150hp. It also featured a unique aluminum frame to house the engine and a radical layout in which the expansion chambers and the fuel tank were positioned above and below the engine respectively. The 1984 season was challenging but the following season saw the NSR500 demonstrate its excellent performance to win the championship.
Honda
The Team Mugen Civic EF3 was one of Honda's winning race cars during the 1987 and 1988 Japan Touring Championships. The ZC type engine was tuned to produce 180ps at 7500rpm. Under Gr.A's regulations no aero mods were allowed. However, the EF3 with its powerful, lightweight and compact engine, together with the car's aerodynamics made it a weapon and won several times in the 1600cc Gr.A category.
The Honda Civic EG6 is still one of the most popular cars to use in races from the 90s til todate. Under the Clubman Race regulations the EG6's lighweight body paired with the stock standard powerful B16A 170ps engine makes it a force to be reckoned with, winning the race several times in the 1600cc FF category.
In 1992, Honda replaced the EF Civics with the EG series for the Japan Touring Car Championships (JTCC), The EG cars with the new VTEC B16A race engine produces 230ps at 8500rpm and 191N.m at 8000rpm. By 1993, the class was dominated by the EG Civic. Instead of a rivalry with another manufacturer, a rivalry developed between Mooncraft and Mugen, two constructors that were developing the EG chassis. Ultimately, it was the Mooncraft JACCS driven by Naoki Hattori and Katsushi Kanishi in its unforgettable mutlicolor livery that took home the championship.
The first Civic to receive the Type R name was based on the 6th-generation EK Civic. The contributing base model was the JDM Civic 3-door hatchback called SiR, code named EK4. Like its big brother the Integra Type R DC2, the Civic SiR's transformation into a Type R was achieved by working on the base model and improving it to Honda's idea of a car capable of high performance on the circuit. The Civic Type R was introduced in Aug 1997, as the EK9. The EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox. The B16B engine boasted one of the highest power output per litre of all time for a naturally-aspirated engine with 182 hp from 1.6L of engine displacement. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red seats, red door cards, red Type R floor mats, a titanium shift knob, and a Momo leather-wrapped steering wheel.
1999 Honda Spoon Civic Type R. 1/64 Scale. Diecast. Tarmac
Honda tuner Spoon development to the EK9 Type R B16B engine. Besides further lightening and strengthening the overall ride with Spoon parts specifically produced for the car, the engine now produces 200hp and revs to 11,000rpm!
A second version of the NSX-R was released in 2002. It was limited to 150 units. As with the first NSX Type R, weight reduction was the main focus for performance enhancement. Carbon fiber was used to a large extent throughout the body components to reduce weight, including a larger, more aggressive rear spoiler, vented hood and deck lid. Additionally, the original NSX-R weight reduction techniques were repeated, including deletion of the audio system, sound insulation and air conditioning. Furthermore, the power steering was removed. A single-pane rear divider was again used, as were Recaro carbon-kevlar race seats and larger yet lighter wheels resulted in a total weight reduction of almost 100 kg to 1,270 kg. The 3.2L DOHC V6 engine received special attention as well. Each NSX-R engine was hand assembled by a skilled technician using techniques normally reserved for racing programs. Components of the rotating assembly were precision weighed and matched so that all components fell within a very small tolerance of weight differential. Then, the entire rotating assembly was balanced to a level of accuracy ten times that of a typical NSX engine. This balancing and blueprinting process significantly reduced loss of power due to inertial imbalance, resulting in a more powerful, free-revving powerplant with excellent throttle response. Officially, Honda maintains that the power output of the Second-Gen NSX-R engine is 290 bhp, which is identical to the stock NSX. The result of Honda's second NSX-R effort was a car that could challenge the latest sports cars on the track, despite having a base design that was more than 15 years old. Japanese race and test driver Motoharu Kurosawa piloted a 2002 NSX-R around the Nurburgring road course in 7:56, a time equal to a Ferrari F360 Challenge Stradale. The NSX-R accomplished this feat despite being out-powered by the Ferrari by over 100 bhp.
This 2007 car has been tuned by the legendary Honda specialists Spoon and sports the company's striking yellow and blue livery. The car has been engined swapped, switching to a heavily turbocharged unit producing 550PS. Based off of the lightened NSX-R, the GT was only different aesthetically, using carbon fibre reinforced bumpers and aerodynamic modifications like the roof scoop. It also features strengthened pistons and conrods, leading to the scope for serious horsepower gains. The compression ratio was lowered in place of higher boost pressure, resulting in the 500bhp+ power output.
2007 Honda Civic Type R. 1/64 Scale. Diecast. Inno64
The Japanese market Civic Type R (FD2) went on sale on 30 March 2007. For the first time, the JDM Civic Type R was sold as a four-door sports sedan rather than a three-door hot hatch. It had a long wheelbase at 2,700 mm, giving the FD2R more stability then previous version in high speed cornering. The Japanese model's engine output is 225 hp being developed at 8000 rpm and 215 N⋅m of torque peaking at 6100 rpm. The base engine itself is borrowed from the Accord Euro R CL7 with its longer intake manifold. Changes have been made to the block in terms of mounting points for ancillary parts making it different from previous K20A. New technology such as drive-by-wire throttle and porting of the intake valve ports using techniques from the NSX are implemented. Drive is fed through a close-ratio six-speed gearbox, and a helical limited slip differential is fitted as standard. The front brake discs are 320 mm diameter and fitted with four pot Brembo calipers. Tire size is 225/40 R18 running on Bridgestone Potenza RE070. The chassis is 50% more rigid than the DC5 Integra Type R, and the new model features an independent rear double wishbone suspension. Only 13,000 units of FD2 Civic Type R were produced until it ceased production in August 2010 making it a sought after model.
2007 Honda Civic Mugen RR. 1/64 Scale. Resin. One Model
In 2007, Honda made and offered up for sale a race Civic FD2 Type R version for the tracks in Japan. The race going version sports the standard Type R's 225PS K20 motor and six speed gearbox, and to lighten the car it does not have helical LSD, aircon, interior trim, underseal, HID lights and seats! Racing bucket seats and roll cage were sold as optionals.
In 2007, Honda made a race Civic FD2 Type R version to enter the Merdeka Millenium Endurance Race at Sepang circuit. The MME race version Type R has 250PS with 225NM of torque. Drivers Hiroki Katoh, Shinya Hosokawa & Eddie Lew raced the grueling 12hr endurance race and ran a total of 283 laps winning the Grp A Championships with a one lap lead.
With the development of new carbon elements, aerodynamic parts, as well as enlarged throttle valves and ECU for the Civic FD2 Type R model, Spoon used the FD2 Type R and participated in the Super Taikyu series on the Suzuka track and also the 25-hour Thunderhill race which they won 1st place. The following year Spoon also returned to participate in the Macau Grand Prix after a 15 year absence and manage a 3rd placing in the class.
In March 2014, Honda previewed the new Civic Type R at the Geneva Motor Show. It was revealed as the first factory turbocharged Civic Type R. This FK2 Honda Civic Type R is powered by K20C1 Direct Fuel Injection 1,996 cc turbocharged Inline-four engine with Earth Dreams Technology, producing 306bhp at 6500 rpm and maximum torque of 400 N⋅m from 2,500rpm. The engine is mated to a 6-speed manual transmission with a factory equipped plate-style limited-slip differential. Honda states that the Type R reaches 0–100 km/h in 5.7 seconds. The FK2 Type R set a new fastest front wheel drive lap record of 7.50.63 in 2015 at Nurburgring.
The latest Civic Type R was unveiled at the 2017 Geneva Motor Show. The design is based on the Civic hatchback, with a winged carbon fibre splitter with red accent line, slatted ducts, diamond-mesh air intakes, new intake on the bonnet, smoked lenses for the LED headlights and indicators and side repeaters, carbon fibre side skirts, 20-inch wheels, 245/30 R20 high-performance tyres, enlarged wheel arches, carbon fibre diffuser runs below the wider rear bumper, 3 tailpipes with a pair of directional strakes at each side, central tailpipe in bright metallic red, unique peaks at the roof flanks point backwards. This Modulo version features lighter Championship white wheels, carbon rear wings, yellow LED fog lights, red strip atop grille and headlights, red wing mirrors & red leather gear knob. On 3 April 2017, the pre-production Type R achieved a lap time of 7:43.80 on the Nürburgring Nordschleife, almost 7 seconds faster than its predecessor, setting a new record for FWD cars. The FK8 Civic Type R has won many accolades and awards. It was crowned Top Gear Magazines Hot Hatch of the Year 2017, it was also voted International Editors’ Choice and overall Car of the Year 2017.
1/12 Scale Model Bikes
Honda
From their endurance racing debut in 1976 until 1980, Honda received excellent service from the dominant RCB1000. In 1980, Honda decided to switch to the RS1000. As a base, it used the CB900F, which itself had heritage from the RCB1000. The RS1000 utilized an air-cooled 4-stroke DOHC 4-cylinder powerplant that in its 999cc 1981 spec offered 130hp. In 1980 the bike showed what it was made of, taking a glorious championship, and in 1981 it demonstrated there was still plenty of gas in the tank by taking the 8 Hour race in Suzuka, Japan, and coming in second in the overall rankings on the season.
The Honda NS500 featured a unique V3 engine with 112 degree angled cylinders and a lightweight body, a setup which would see it take the 1983 500cc Road Racing World Championship Grand Prix Riders' Championship. The NS500 has a max. output of 120hp and a max. torque of 8kgf-m. In 1984, Honda used the NS500 together with the V4-engine NSR500, selecting which bike to race depending upon the circuit. Riders F. Spencer and R. Mamola each achieved 2 victories on the bike, with Mamola achieving second place in the Riders' Championship and the Honda team taking home their second consecutive Constructors' crown.
During the 1983 World Grand Prix season, Honda took the championship with the NS500 but it was clear that the power from the 2-stroke V3 engine would be insufficient for the next season. This led Honda to create the NSR500, which was powered by a more powerful V4 engine with a max. output of 150hp. It also featured a unique aluminum frame to house the engine and a radical layout in which the expansion chambers and the fuel tank were positioned above and below the engine respectively. The 1984 season was challenging but the following season saw the NSR500 demonstrate its excellent performance to win the championship.
Kawasaki
1982 Kawasaki KR500 . 1/12 Scale. Plastic. Tamiya
This KR500 works machine attracted worldwide attention with racing fans due to its unique monocoque frame, square-four water-cooled 498cc engine, and rear unitrack suspension system. The KR500 debuted at a World Grand Prix road race in 1980, with 250cc and 350cc world champion Kork Ballington in the hot seat. Over the following three years up until 1982, the KR500 exhibited outstanding racing performance.
This KR500 works machine attracted worldwide attention with racing fans due to its unique monocoque frame, square-four water-cooled 498cc engine, and rear unitrack suspension system. The KR500 debuted at a World Grand Prix road race in 1980, with 250cc and 350cc world champion Kork Ballington in the hot seat. Over the following three years up until 1982, the KR500 exhibited outstanding racing performance.
Suzuki
1980 Suzuki RGB500 . 1/12 Scale. Plastic. Tamiya
The RGB500 helped Suzuki win 5 consecutive constructors' titles in the 500cc class beginning with the 1980 WGP season. It was powered by a 495cc 2-stroke liquid-cooled engine which had an output of more than 110hp. This bike also featured its own unique mechanisms which included an anti-nose diving system as well as a rear full-floater suspension. The 1980 season saw 3 Suzuki works teams from the UK, Italy, and Belgium enter RGB500s and win the Belgian, Finnish, British, and German GPs.
Yamaha
1983 Yamaha YZR500 (OW70) . 1/12 Scale. Plastic. Tamiya
To challenge the 1983 season, Yamaha brought out the YZR 500(OW70). Starting with a two-cycle, water-cooled, four-cylinder engine, the YZR500 was equipped with an abundance of innovative mechanics. Its four cylinders were divided into an upper and lower group consisting of two cylinders each. Crankshafts were attached to each group, giving a unique V-shaped layout. With the upper group positioned at a 40 degree angle and the lower group set almost horizontally, it boasts a low center of gravity. The compactness of the engine was further enhanced by the neat placement of the carburetor between the two groups of cylinders. The engine was equipped with Yamaha's exclusive power valve system (YPVS) and puts out over 140hp. Parting from the widely used double-cradle style, Yamaha broke new ground in aluminum frame design and paved the way for the later Deltabox frame. The asymmetrical shape of the frame connects the pivot points of the steering head and the rear swing arm to make for a sturdy yet lightweight understructure. Tadahiko Taira and Keiji Kinoshita, both riding YZR motorcycles, challenged the All Japan Road Race and gave Japan a glimpse of their speed. Taira proceeded to take the 1983 Series Title and successfully defend it over the next two years. The pride and joy of Japanese motorcycle racing, Taira later went on the challenge the best in the World Grand Prix Championships.
To challenge the 1983 season, Yamaha brought out the YZR 500(OW70). Starting with a two-cycle, water-cooled, four-cylinder engine, the YZR500 was equipped with an abundance of innovative mechanics. Its four cylinders were divided into an upper and lower group consisting of two cylinders each. Crankshafts were attached to each group, giving a unique V-shaped layout. With the upper group positioned at a 40 degree angle and the lower group set almost horizontally, it boasts a low center of gravity. The compactness of the engine was further enhanced by the neat placement of the carburetor between the two groups of cylinders. The engine was equipped with Yamaha's exclusive power valve system (YPVS) and puts out over 140hp. Parting from the widely used double-cradle style, Yamaha broke new ground in aluminum frame design and paved the way for the later Deltabox frame. The asymmetrical shape of the frame connects the pivot points of the steering head and the rear swing arm to make for a sturdy yet lightweight understructure. Tadahiko Taira and Keiji Kinoshita, both riding YZR motorcycles, challenged the All Japan Road Race and gave Japan a glimpse of their speed. Taira proceeded to take the 1983 Series Title and successfully defend it over the next two years. The pride and joy of Japanese motorcycle racing, Taira later went on the challenge the best in the World Grand Prix Championships.
Love the 935 variations in your collection.
ReplyDelete