May - Eastern Suburbs Scale Modelling Club

14,
4
May 2005
BUMPER CAR ISSUE!
Slated for release in June, Polar Lights promise this Pontiac GTO (Monaro) “Drift Car”.
What’s “Drifting”? See page 6.
PRESITORIAL
FUNTASTIC PLASTIC
A
significant event of considerable benefit to our club
happened last month; we have established a
relationship at last with FUNTASTIC, the new distributors of
REVELL-MONOGRAM and ITALERI products, and very
friendly and pleasant they are to deal with too.
When TOY & HOBBY AGENCIES were sold to
FUNTASTIC, it seemed that they had no real interest in the
modelling scene at all; they failed to contact us last year to
build models for the toy fair, something we have done now
for around the last six years or so; it seemed that we had lost
contact with this important link to the hobby. However a
request to them for a donation of kits for the Moe show was
granted by the new divisional manager of toys and hobbies
Terry Danks. At least we were fortunate enough for this
bl essing we thought, even if they no longer wanted us to
build for them. Then about three weeks out from this year’s
toy fair they rang me asking if we could build around 25
models for it, an impossible task and I told them so, and felt
bad doing it knowing that we could not return a favour.
All's well that ends well though because, as most of you
know, we were able to put together a nice display of models
from our own collections for them, that coincided with items
available in their current catalogue.
When Brian and I delivered these models to them at the toy
fair they really could not be more appreciative of our efforts
to help them out, as they confessed to not knowing what
was involved time-wise in building decent models for
display and being caught out. I guess we got them out of
rather an embarrassing position there.
Continued on Page 3.
EVENTS & INFORMATION
Editorial
Calendar
MAY 14/15 Saturday/Sunday
West Gippsland Hobbies & Model
Train & Craft Expo.
Cardinia Cultural Centre
Lakeside Boulevarde
PAKENHAM M215/H5
MAY 22 Sunday
Ballarat N.N.L. Model Show,
Competition & SwapMeet
Buninyong Golf Club
Learmonth St.
BUNINYONG
JUNE 11-12-13 Saturday - Monday
IPMS Model Expo 2005
Sandown Racecourse
Princes Highway
SPRINGVALE M80/C10
Open hours vary day-to-day - see flye
r(Swap & Sell - Monday 13th - 10am-3pm
Enquiries; Lawrence, 9546-9571
WANTED.
Any old 1/48 WW2 figures, e.g. pilots,
ground crew, machinery or accessories. If
any body in the club have them and don't
won't them I'd be happy to purchase them.
Adrian Gower
9739.1087
<[email protected]>.
Brian Absolom is looking for the;
ESCI 1:48 Dassault Mirage V kit.
ITALERI 1:35 No.241 Bedford Truck
Instructions.
Colour scheme & markings for PR Grumman
Tigercat F7F-3P, Korean War operations.
Brian can be contacted on 9435-5102.
I
n the March issue of SeamLines Peter postulated that car modelling
is dead. There were some vociferous objections to that statement
from the car-modelling minority(!) and it's good to see that Simon has
responded in this issue. Speaking as a non-affiliated member with no
ties to any particular faction of the party….sorry, genre of the hobby...,
I have to say that I largely agree with Peter.
Car modelling can only follow where the automobile industry leads
and, to be frank, mainstream modern cars are booorrring. Let's face
it, the modern car has about the same standing as the washing
machine or the toaster - a modern appliance you have to have, but not
one you show off to your neighbours and friends. Indeed in our
household we've been using the same washing machine and toaster
for over ten years, yet a total of four cars have come (and mostly gone)
in that time.
Is it any wonder kit manufacturers go back to the 60-70's "muscle"
cars? They had character, they had style, and you could pick the
difference between them without getting close enough to read the
badges! True, they weren't always the most reliable or user-friendly,
their ergonomics were dreadful and their fuel consumption
astronomical, but they were challenging, and to drive one quickly and
well was an achievement of which one could be proud. They rightly
became icons of an era.
At Bathurst the mighty Munro's and the legendary HO's battled it out in
a configuration not too far removed from the cars that would line up at
the local traffic lights, but now the so-called V8 Supercars have little
more than a passing resemblance to their show-room namesakes
(Superficialcars?), and if you swapped the colours and sponsors
decorations from the Ford to the Holden few would notice. The same
applies across the motorsport board, be it F1, WRC, NASCAR or
whatever. All Shoemaker and Co. have to do is to feed in direction
and velocity data and the computers - traction-control, ABS, engine
management, telemetry etc etc. - do the rest! Motorsport,
particularly F1, has become a hi-tech, elitist and ultimately pointless
circus, so where's the inspiration to build kits or even manufacture
them. Just pump out die-casts assembled in the sweatshops of China
for the morons to buy in the souvenir stalls.
Like the real thing maybe the future of kits is the “hybrid”. In this issue
there are featured two new kits which utilize the technology of the diecast - one is supplied with a metal chassis pan and the other with a
pre-decorated, tampo-printed body!
Perhaps car model kits have reached saturation point - the past has all
been done and there's nothing new worth doing - the die-casts are
taking over. Armour and aircraft modellers shouldn't feel too smug,
you may not be too far behind!
Michael
Committee Meetings
President:
Peter McKinnon
9725 5480
Secretary:
Tim Brimelow
9884 4455
Treasurer:
Brian Davis
9878 6136
Newsletter:
Michael Howe
9874 5702
[email protected]
January 25
February 22
March 29
April 26
May 31
June 28
July 26
August 30
Club Meetings
September 27 February 1
October 4
October 25
March 1
October 31
November 29 April 5
December 6
May 3
June 7
July 5
August 2
September 6
Presitorial
Continued from Page 1.
Anyhow both Terry Danks and his sales manager Melissa Egan
thanked us profusely and said that anything we need in the
future just ask.
We are delighted that our relationship with the importers has
been restored to its former status.
Our club’s relationship with the various importers of model kits
over the years has not always been mutually beneficial, and to
be fair it has not always been a one way street either; there
have been occasions when we haven't delivered on promises
or built to an acceptable standard in the past, albeit fairly the
WEST GIPPSLAND HOBBIES, MODEL
TRAINS & CRAFT EXPO
We have mentioned this show on several occasions and it is nearly
upon us (May 14 & 15). It is a new venture and ambitious in it's
format; it's intention is to appeal to all tastes and types of modelling
from radio control aircraft, trains, and boats as well as live steam
models, plastic modelling, model sculpting, blacksmithing
demonstrations, and various live handcraft displays. According to
their flyer there was to be a modelling competition but management
have pulled the pin on this saying it was getting too messy to
organize, I can relate to that.
Because this is a two day
show held halfway
across the state Kenny
has suggested that
anyone attending on the
Saturday and Sunday
might like to stay
overnight at his house on
the Saturday to save the
long trek home and back
again, Thanks for the
offer Ken and I will take
you up on that.
Card-modelling guru, Zibby, addressing the April club meeting.
We met Zibby at Moe in January displaying his card models
and superb wooden ship models.
distant past. However we can be justifiably proud of the
standard we have achieved in the models we produce for the
importers now and have done for many years.
This is a vital relationship we have with Funtastic, as it was with
Toy & Hobby Agencies and Binney & Smith in earlier years;
they had always been very supportive of our club and
understood what our priorities were with promoting the hobby
to the general public rather than just for modellers; they had
never knocked us back on a request for sponsorship in the past
and I have a very good feeling about this new relationship with
Funtastic that it may even get better than that.
An indication of what we might expect from Funtastic became
evident when Brian and I delivered the display models to the
toy fair for them, we had about thirty odd models or so for them
but it became evident that we would not be able to fit all of them
in the space allotted, after wording everyone up about the
benefit of supplying one of their models for display and getting
credits for it I felt disappointed for those who would miss out on
the goodies, one of them being Nick's Flower Class Corvette,
an expensive kit and a very worthwhile credit to receive back.
Well to their credit Funtastic thought it only right that they give
us a credit for every model that we delivered, not only that but
they also compensated Brian and I for petrol and parking, we
have never been treated so well!
We look forward to dealing with them in future.
The club has negotiated
the use of one table to
sell models on, both built
and kits; while it is a table
we intend to sell club stuff
on there may be some
room for personal items
but only for those
members attending the
show, sorry if that sounds
like a bribe but it is only
fair as room is very
limited.
SHOPPING TRIP
The club is planning a shopping trip to HYLANDS bookshop in the
city and maybe as well some of the hobby shops, sans Hobby Place,
they are still black banned by me but you can please yourselves on
that score.
We have asked Neil from Hylands if it would be possible to stay open
beyond the normal Saturday closing time of 12:30 and he did agree
to this request. Now please this is a shopping trip and Neil is good
enough to stay open for us so please don't use the shop as a library
without buying anything.
Hylands bookshop is without doubt on of the very best of it's type in
the world, if you have never been there and love books you are in for
a real treat believe me. As soon as we can finalise a date it will be on.
N.K.R MODEL TRIP
The date for this much anticipated trip is being negotiated as I type
by Garry Zimmer, which saves me the hassle. It will of course
include a B.B.Q lunch but we are yet to decide were we will have it,
but it must be before the weather gets too nasty, maybe next month .
Peter
Postcard From Ballarat
AUTO ENGINES
A
s every trilogy needs its
third part, here is my
third piece on engines, in
this case the humble car
engine. Let's start with a bit
of a quiz. True or false:
!
!
!
!
A Mercedes engine is more efficient than a Hyundai because
a Mercedes is better engineered.
Lead was taken out of petrol because it is nasty stuff and bad
for the environment.
Fuel injection was introduced to give you better economy
and more power.
Advertising is never lies.
When oil was first pumped out of the ground petrol was a waste
product. It was usually burnt off at the wellhead. Then someone
discovered it had all sorts of uses, and now we pay bucketloads of
tax on it. Early petrol engines had a very low compression ratio
(CR), something around 4:1. It had to be, for a number of
reasons. Firstly it kept the stress on engine parts low. Secondly
the petrol of the day was low octane and if used in an engine with
anything resembling moderate compression it would knock, that
is ignite due to the cylinder's temperature and pressure instead of
when the ignition system tells it to, and do all sorts of damage.
The final reason was that before electric starter motors engines
were started by hand cranking.
Compression ratio is also the expansion ratio. The more the
combustion gas is allowed to expand before the exhaust valve
opens and that energy is discarded, the more use we get from it.
The main consequence of low compression engines is they were
terribly inefficient. Efficiency is not fuel consumption, as the
adverts would have you believe, it is the amount of heat converted
to useful work. Your gasoline engine on the road today might be
20% efficient on a good day. In other words, four fifths of the
money you spend on petrol goes to heating the atmosphere via
your cooling system and exhaust pipe. A large truck diesel can
have an efficiency of 30-35%, a really huge diesel in a ship may
be around 50% efficient. (And no, it is utterly impossible to
construct an engine that is anywhere near 100% efficient.). Myth
No.1 busted, the laws of physics work the same in Germany as
they do in Korea (and due to industrial espionage, there is nothing
one car manufacturer would know that its competition would not.).
Total loss lubrication
systems were not
uncommon when
cars appeared. The
engine oil went from
a tank through the
engine once, and
then onto the road. It
wasn't collected in a
sump and pumped
back through the
engine endlessly. In
Cadillac 1915 V8
those days roads
were unsealed and liberally sprinkled with horse poop, a few
drops of oil wasn't going to make much difference. If anything it
might keep the dust down. The engine oil used was mineral oil,
and apart from being cheap, was not exactly a wonderful lubricant
and having this unfiltered oil repeatedly run through the engine
was not ideal.
Oil filters were unheard of, even as late as 1955 Chevrolet's then
new V8 was not designed with an oil filter. Chrysler's slant 6
appeared in 1960, and the oil filter on that is a definite afterthought
Gary Zimmer
with its external plumbing. The engines of the early 20th Century
were smokers, they burnt their oil, even when new. Oil
consumption was accepted. Cadillac's first V8 appeared in
1915. Like most multi cylinder jobs it was a built-up engine. To
the crankcase were attached separate barrels, the water jackets
were made from copper sheet and screwed into place, water
plumbing was a maze of soldered pipes. This contributed to the
cost, in 1915 a Cadillac cost more than a house. In 1932 Ford
produced the first V8 block cast in one piece.
Fred Flintstone would fill his car up from one of two mammoths at
the gas station, one of whom was called Ethyl. (Was the other
called Reg?) What was Ethyl? In years gone by we would call it
Super. in 1932 Charles Kettering (who also developed CFCs)
invented a substance called tetra-ethyl lead, or TEL, and this was
an anti-knock. With TEL higher compression ratios could be
used, with improved efficiency. At the start of the second world
war aviation fuel had an octane rating as low as 70, and by war's
end the allies were using avgas of 150 octane, thanks to TEL.
Higher octane meant you could have high compression or lots of
supercharger boost, and the engine would be less likely to do
anything horrible like burn holes in pistons.
After the war
Oldsmobile were
working on a project
to take advantage of
anticipated higheroctane fuels. They
found that their
existing straight eight
could not stand an
increase the
compression ratio, as
Olds 1949 303ci “Rocket”
the long crankshaft
would twist, and that the sidevalve configuration would not permit
the small combustion chambers that the higher CR required.
This led to their "Rocket" overhead valve V8, and most of the rest
of the industry eventually followed. (The shape of the V8 engine
compared to a straight 8 was also a factor in the evolution of body
styles, I might add.) The Olds Rocket was designed for CR of up
to 12.5:1, but fuel of that quality never appeared at the pumps.
Another thing TEL did was lubricate valves and prevent the seats
wearing away, which unleaded doesn't help. A 70s or earlier
engine will run on unleaded, but expect to replace the head(s) in
a few years.
Melbourne has smoggy days, but a change in the wind usually
fixes that. Los Angeles is different. Surrounded by hills, the
smog just accumulates. (Having the world's busiest airport
doesn't help, and aircraft don't have emission controls.) The
three principal nasties are unburnt hydrocarbons (HC), carbon
monoxide (CO) and oxides of nitrogen (NOx). Don't confuse the
latter with nitrous oxide, not the same. The first two form when an
engine runs even slightly rich, and NOx forms when the
combustion temperature gets hot enough to burn the nitrogen in
the air. In the late 1960s the politicians in California passed the
Clean Air Act which ultimately turned the entire auto industry on
its ear.
The industry's first solution was tuning, carburettors became
preset at the factory so owners couldn't tinker with them, chokes
all became automatic so that said owner couldn't forget and drive
all day with the choke on. As emission standards tightened, the
first thing to go was the high compression performance engines
of the 1960s. This reduction in efficiency led to an increase fuel
consumption while making less power. By the 1970s you had
"smog motors", typically 400 cubic inches and less than 200hp
and lousy mileage. When a car is sitting in the Californian sun,
fuel evaporating from the tank and carburettor also found its way
into the atmosphere. This lead to evaporative emission controls,
such as the charcoal canister, a technology borrowed from WW1
gasmasks.
Postcard Cont.
Continued from Page 4.
Car Model News
Early Model Kits Under New Ownership
By the mid 70s even these measures were not enough to meet
California's newer emissions laws, and the rest of the US was
following suit a few years later. The "quick fix" the US auto
makers went for was the catalytic converter. The popular
perception of a catcon is that it is some sort of magic box that
fits in the exhaust system, nasty pollution from the engine goes
in, clean fresh air comes out. Waffle! An emission control
system featuring a catcon is designed to pass a compliance
test, how it gets used in practice is beyond the manufacturers'
control. A catcon cannot be completely effective even when
new, one 10 years old is basically ballast. When testing the
first catcons, it was found that the lead oxide formed from the
combustion of TEL in petrol reacted with the catalyst, rendering
it inoperative in a matter of hours. So their solution was to
introduce petrol without TEL, hence unleaded. Filler nozzles
had to be idiot-proof too, for this reason. Myth No.2 busted.
Carbon monoxide will kill you far quicker than lead oxide. It’s
the effect on the catalyst that spelt the end of leaded gasoline,
not the effect on people. The first catcons were oxidizing
catalysts, these would burn off HC and CO, but did nothing
about NOx. The next step was a 3-way cat, this breaks down
NOx, and the oxygen produced is then used to convert CO to
carbon dioxide and burn off any unburnt HC.
In order to burn a kilogram of
petrol, we need to mix it with
14.7 kg of air. Carburettors
are wonderful devices and
do this well enough.
Typically a carburettored
engine will run a fraction rich
when at full throttle, which is
good for the engine, and
maybe a tad lean when
cruising, which gives you
better mileage. However for
a 3-way catcon to work, this
air/fuel mix must be very
precise, close enough isn't
Cadillac 1915 V8 front.
good enough. Fuel injection
was first developed so that aircraft could fly upside down. It
found its application in contemporary cars for an entirely
different reason. Myth no.3 busted. Fuel injection (and the
black boxes and myriad sensors that run it) is on contemporary
auto engines to keep the catcon happy, regardless of what the
salesmen tell you.
The future? One technology is direct gasoline injection (DGI).
Fuel injection (as on contemporary cars) is a bit of a misnomer,
as the fuel is sprayed into the intake manifold. A DGI engine,
like a diesel, ingests only air, compresses only air, then fuel is
injected into the combustion chamber near TDC. The bottom
line is that you can have your cake and eat it, a high
compression engine that can happily run on rubbish low octane
petrol.
Hybrids are nothing new, they have been in submarines for 100
years. They combine a gasoline (or diesel) engine with an
electric motor/generator, and enough battery capacity for a
half-decent range.
Alternatives to hydrocarbon fuels are
coming. The best is hydrogen. Any spark ignition engine will
run on hydrogen with minimal modification (as for LPG). With
hydrogen there is no pollution - only water vapour. The
problem is handling and storing the hydrogen, and putting
enough of it on the vehicle for a useful range. In the future all
this will create its own problems: will the baseball caps want to
fit 5 inch exhaust pipes to their electric cars?
Gary
F
or the car modellers in the club - particularly those with an
interest in American subjects - Early Model Kits in East Burwood
is now under new ownership. Early Model Kits is now owned by
Anthony Game - whom I met for the first time on Saturday and
seemed a decent bloke. Anthony welcomed me into the shop and
encouraged me to rummage through items of interest. This was
quite a change from the previous owner who could be “interesting”
at times (decidedly odd, in my experience - Ed).
Anthony has plans to improve the shop and has made quite a
difference already. Whilst he will continue to stock the diecast
models that the shop has tended to specialise in over the last few
years he also intends to rebuild the plastic stocks and has a buyer in
America who will be purchasing items that are not imported by our
friends at Funtastic et al. He also will be trading in second hand kits
(he traded at our Swap Meet) - something that in the past always
made the shop worth a visit. One kit that he hopes to have in shortly
is a new Polar Lights Pontiac GTO - the USA version of the Monaro.
And in case your wondering Polar Lights is a kit manufacturer who
specialise in car and movie/TV theme kits.
Upcoming Release Schedule Posted: 04/06/2005
May 2005: 2005 Ford GT
June 2005: 2005 Pontiac GTO "Drift Car" (See front cover)
So, if you are passing by, and are not philosophically opposed to
entering a shop that stocks diecast models or cars from post 1960,
pop in and say hello to Anthony. I will certainly be making a regular
visit and will probably manage to pick up a kit or two that is not found
in the mainstream hobby hangars.
EARLY MODEL KITS
15 Royton Street
East Burwood
Anthony Game 0432 693 069
03 9802 1190
Recent and upcoming Issues on the Auto Front
News of new or soon expected scale auto releases, these include reissues thanks to Scale Automobilia
http://www.scaleautomobilia.com.au
CARS;
Revell 65 Mustang 2+2,
Revell 70 Boss 302 Mustang
Revell Chaparral 2D (re-issue of an interesting subject that has long
been out of production)
Revell 1964 Chev Pickup and 1967 Chevelle SS 396
Revell 2004 Ferrari 612 Scaglietti, (Blue! What are they doing!)
Revell 1989 BMW Z1 Roadster
Revell 2003 Focus & 1999 Eclipse (Tuner kits, lots of extra parts)
Revell 35th Anniversary Camaro,
Revell 1999 Mitsubishi Eclipse Tuner
Revell (ex Matchbox) 1/32 Porsche 935
Revell (ex Matchbox) 1/32 Auto Union Type D
Tamiya 2004 Subaru Japan Rally WRC
Tamiya 2004 Nismo Xanavi 350Z JGTC (Diecast chassis!)
Tamiya 2004 Porsche Carrera GT
Hasegawa Mitsubishi Lancer Evo 6 road car
Hasegawa 1997 Subaru WRX 4dr,
Hasegawa 71 Lamborghini Muira,
Hasegawa 67 VW Kombi Pickup & Van
AMT Open Road Camper and Racers Wedge 2004 Ltd (reissue)
Polar Lights 1965 Dodge Coronet
Polar Lights 1964 Pontiac GTO
CerParts 1972 VH Valiant 4dr Sedan Resin conversion kit by (see Aust.
Resin Bodies Page for pics)
BIKES;
Tamiya 2004 Rossi Yamaha YZR-MI
AMT 1980 Monte Carlo/Honda Chopper kits
Simon
Drifting
DO YOU
A
relatively new motor 'sport' phenomenom is the Drifting
Scene originating from Japan. Combined with the "Tuner"
scene this is providing Kit manufacturers with the opportunity
to release a number of NEW car kits. Whilst not of interest to
the more nostalgic members of the club you may find a drift kit a
colourful diversion from camo schemes and rivets. The
evolution of the drifting scene is quite an interesting story.
What is Drifting? Drifting is a high-skill level motor-sport in
which drivers control a car while it slides from side to side at
high speed (approx. 80 to 100mph) through a fixed course. It is
done on a tarmac (paved course) and judged on speed, angle
of attack, execution and style rather than just who finishes the
fastest. Drift cars are typically compact to mid-sized, rearwheel-drive sport cars. The goal is to apply enough power to
the rear wheels to break the tires' traction and initiate a slide
while accelerating the vehicle forward, or to "drift". Once a drift
is initiated, it must be maintained through the turn using nearly
full power, a tap of braking and precise counter steering.
But as popular as drifting had become, it was relegated to
underground status by the risks and image associated with illegal
street contests. Eventually, the popularity of drifting propelled the
sport into the mainstream and competitors started to organise and
take their home-grown trials to the track. The gatherings were
originally just for fun until the cars and driving skills became so
refined that things started to get competitive. From the initial
organized trials, regional drift contest open to the public and
professionally judged, known as ikaten (pronounced ee-kah-ten)
created by Video-OPTION, were began in all major cities of Japan.
Drivers Search events let local drivers of all backgrounds show off
their skills and compete with each other. For a while, Drivers
Search events satisfied the thirst of drifting fans and drivers but as
skills and techniques improved, and manufacturers started
producing drifting-specific components, it was clearly time to raise
the bar.
The D1 Grand Prix. It was the vision of a car enthusiast and
magazine publisher that brought drifting to mainstream motorsports
in Japan. Daijiro Inada, founder of Option Magazine and the Tokyo
Auto Salon, knew drifting and the Drivers Search events
represented only a fraction of the potential of drifting to the global
motorsport subculture. In 2001, with the help of longtime friend
Keiichi Tsuchiya, a professional Touring Car driver and the person
considered to be the father of modern competitive drifting, Daijiro
created the D1GP. Today, the D1GP is so popular in Japan that D1
drivers are celebrities. True to Mr. Inada's vision, the Grand Prix
represents the highest level of competition in the sport and provides
the best-of-the-best to fans throughout Japan. The D1 Grand Prix
series has now been taken to North America.
Since its humble beginnings only a short time ago, the D1 Grand
Prix events have grown from relatively small contests with 50 or so
teams and 3,000 to 4,000 spectators to today's shows that typically
host over 100 teams and, by the end of the 2003 season, were
attracting upward of 20,000 spectators. Prior to 2001, relatively few
tuners specialised in drifting set-ups. With the incredible success of
the D1 drifting series in Japan, the number of drifting-specific shops
jumped to over 200, revitalising the tuning industry in Japan.
Simon
Cadillac 1915 V8 front.
KITS:
Aoshima have released a number of cars from the D1GP Series:
Brief history of Drifting. The Japanese towns of Rokkosan,
Hakone, Irohazaka, and various hill climbs in Nagano are all
steeped in legends of the origins of drifting. No one can really
pinpoint drifting's actual birthplace but the movement started in
the mid 1960s. Like many forms of professional racing today,
the modern interpretation of drifting evolved from a form of
illegal street racing held on winding mountain roads called
touge (toe-geh). Touge was practiced by extremely dedicated
enthusiasts known as rolling zoku (zoe-koo) whose only goal
was to trim precious milliseconds off their time between two
points. Eventually, some of these rolling zoku began to adopt
driving techniques used by rally drivers, techniques to clear a
corner quickly without sacrificing too much momentum. As
touge drivers started to emulate the rally racers techniques,
they discovered that not only did their driving performance and
times improve, the rush was much more intense. From touge,
drifting was born.
The Drifting Movement evolved about the same time touge
evolved into drifting, some of the rolling zoku came off the
mountains to bring their new sport to the urban jungles of
Japan. The urban drifters added their own flavour to the sport
with their flamboyant driving style and outrageous vehicles.
Eventually, word of the spectacle spread and fans began
showing up to witness drifting's amazing drivers and machines.
1/24 A'pex D1 Project FD3S RX-7
1/24 Pan Speed Asamoto FD3S RX-7 (Pictured below)
1/24 Drift Paradise and Wonder AoyamaA31 Cefilo (Pictured left)
1/24 Kei Office S15 Silvia 2004 Round 5
1/24 BOMEX RX-7 Three Krait
1/24 Nismo Z Tuned R34 Skyline GT-R
1/24 Top Secret R34 Skyline GT-R
1/24 Vertex RX-7 FD3S
1/24 "Cruise" Mitsubishi Lancer Evolution V
1/24 Bozz Speed Mitsubishi Lancer Evolution VII
1/24 Okuyama Mitsubishi Lancer Evolution VII “Circuit spec”
New Automotive Releases
Tamiya’s 1:24 Porsche 911 GT1 LM
with a pre-decorated bodythe future for car models?
Polar
Lights 2004 Pontiac GTO
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This month’s recent releases - Courtesy of all @ Hobbies 4U
Maquette 1:72 Vickers 66 Vimy Commercial
Mini by name - German by nature. Fujimi 1:24 “Flag Roof”
Italeri’s pretty 1:24 Lancia Delta HF Integrale 16V
Revell 1:9 Honda RC 211V (Rossi & Ukawa)
Italeri 1:72 M6 A/T Truck with three crew figures
Italeri 1:24 Volvo VN 780 Prime Mover
Upgraded re-release. Italeri Norton Manx 500cc.
Hasegawa 1:72 RAF B-25 Mitchell MkIII
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