A prestigious and long history of hosting proxy races at the World Famous Autodrome in Cornwall continued . Yet again a cast of little people made the event most enjoyable.
After a series of technical difficulties that started the previous night, seemed to resolve themselves the next day, in the sober bright sunlight and then again a complete discumbooberation, a quick switch to TrakMate and an hour and a half later we were running the final round.
Sir Nige care to comment?
"YASS..indeed…I remember WWII when we had some issues with the Enigma decoding machine and switched to German Google translate…brilliant…wot?..oh the race…well a track length covered the top three cars…hrrumph…much as the Grand Prix of Gibraltar in'48…wot…have to stay on task then…the next three bl**dy close wot..a tie..good show for fifth….and close on down the line…steady then…wait for the comments from the podium…"
Thank you Nige…I can hardly hear you as the Royal Princess Fridgidaires of her Majesties Colonial Canadian Guard continue to march past us behind the bejewelled turtle, their mascot, whom they must stay behind at all times and have been marching in place since last years proxy, as the turtle has stopped to pass gas….the contingent from Down Under is ecstatic with their upset win…Billy Boil, a comment please.
Thank you for you erudite expression of your deepest thoughts.
..and so as the sun slowly sinks on Calgary's oil patch, teams here in Cornwall pack up. The Gilby is loaded on the transporter transmission shot, duck bill nose intact.
But what of the final season results. My goodness! Stubo piped Geno, but oh so close…Chris' charge carries the day with a lovely car to drive.
Some of the other racers got a bit "tanked" so to speak with Billy and headed over to take a closer look at the winner. No hard feelings, fine sporting gentlemen.
The winner's low profile allowed the BRM to pass beneath the revellers unscratched.
A lot of hand gestures with mysterious meanings and shouting at the Ferrari camp regarding a mediocre season.
RIR's car was literally taken to the cleaners as it suffered with a "washed up" motor
Sir Nige what is the commotion by the pits?
" Good Lord man wot do you think you are doing, sir?"
"VEE are taken ze computer tecky for sum training. Ya! NO MORE TIMING ISSUES! Das iz enuf! Und no pictures pleeze…you have relatives in za pits purr haps?"
"This is outrageous. Billy old chap say something!"
BURRRRRRP! Beauty eh?
And so another fabulous season winds down with a great finale at the World Famous Autodrome at the wall in the corn. What would our report be without a final comment by Jack E. Stewart about the cars,
"If they'rrre no Scottish…they'rrrre crrrap!"
A word to the boys. THANK YOU for your patience as we solved the timing issue. Art….great to see you, thanks for the box of brilliant prize merchandise from D'Art Hobbies and delivering the cars in person. Any time dude. Stew your work with Excel excels, PeterA, Peter McG, Big Bri genius proxy supporters …Glen..in time for pizza and beers….thank you gentlemen. To the others in WIMC who couldn't make it…Ken, hope your narcolypsy clears…MIke sell his house while he sleeps…and Sparky…really…relax no one in Montreal blames you for the latest blackout.
Never thought I'd miss my blog so much as when things were down here for some time. New management has struck quickly and fixed things up. I am again a satisfied customer. Its a shame while things were changing here at SlotForum the previous masters gave not a sh*t. Welcome to the new kids in town (I say Canadian, eh?)…hope springs eternal as we are known to punch well above our weight and work hard with noses to grind stone, toques on head, clad in plaid and clutching a beer…..now on to further blogs this year.
This feels good, like an old pair of driving shoes.
Having spent some considerable amount of money on recent Scalextric releases of classic F1 cars of the late sixties and early seventies I was struck by the fact that Ferrari (due to licensing issues) was not represented. So off to epay and the procurement of Scalextric c.025. Not one to leave things alone I updated the car with rather good results.
That's the real car and the Scalex original.
According to the Ferrari web page I quote.
"The 312 B2 was unveiled in January 1971, but didn’t debut until the Monaco GP at Monte Carlo. Rather than a further development of the 312 B, this was a practically new car with an engine with shorter stroke which allowed it to increase its power at higher revs. The nose cone was low and squareish, the flanks straight, and the rear wing attached to an appendage of the roll-bar. The rear suspension was also innovative with twin struts and spring/dampner groups mounted above the gearbox and connected to the hub with thrust arms. The car was interesting enough but its performance was affected by other factors.
In the year before Jackie Stewart’s World title, Ferrari scored two wins in the first part of the season (one in South Africa with Andretti and the other in Holland with Ickx), but couldn’t keep up the performance in the second half. In the end, the Scuderia managed 33 points, to take fourth position in the Constructors’ classification. Fourth was also as good as the Prancing Horse drivers could manage in the Driver’s, thanks to Ickx. 1972 was an in-between season for Ferrari with the same performances in the Drivers’ and Constructors’ Championships. Its only success came in Germany where Ickx beat his team mate Regazzoni. The Belgian was the best driver that season, but still ended up way behind World Champion Emerson Fittipaldi in the rankings. The car was an update of the 312 used in 1971."
Started with some paint to detail the trans and engine, wheels,etc.
The motor assembly was removed to be replaced by a modern Scalex FF can.
Made a pan to fit the engine bay from .010 brass glued in place.
Couple of drops of crazy glue to place the new motor correctly and then siliconed in position.
View of the bottom with new NSR guide in place. Shaved some tabs off the body and removed a plastic strip attached to front of guide holder. The car sits lower and front wheels touch now. Made for a very stable platform.
Car looks good after I narrowed the track at both ends by cuting axles with dremel and glued new urethane tires on rear which I cast from Scalex newest classics on Lotus.
Car runs very well and looks acceptable with the others of the era.
According to Wiki:
The Ferrari 312B was a series of Formula One racing car models, designed and built by Scuderia Ferrari. It was the successor to the Ferrari 312 and was used from 1970 until early 1975. Several versions were made: the 312B, 312B2 and 312B3.
The early 1970s saw the return of success to the Scuderia; the unlucky Chris Amon left, while Jacky Ickx returned and was joined by Clay Regazzoni. A Flat-12 engine, colloquially referred to as a "boxer" (although not a real boxer engine), was developed for use in the new Ferrari 312B, giving a lower center of gravity.
During the design's first season, in 1970, Ickx battled with Lotus's Jochen Rindt and won 3 Grands Prix, while the emotional Italian Grand Prix was won by Clay Regazzoni, following the death of Rindt in the week preceding the race. In the remaining races, Ickx could not pass Rindt's point score for the drivers title, and Lotus won the Constructors Championship ahead of Ferrari.
1971 started with a win by new signing Mario Andretti, followed by another GP win for Ickx, in the Dutch Grand Prix. Ferrari ultimately came second in the Constructors Championship, as Jackie Stewart and Tyrrell dominated the season.
In 1972, Ferrari could not keep up with the progress of the competition, dropping to 4th at the end of the year. Ickx won the 1972 German Grand Prix at his favorite track, the Nürburgring, but this was to be his last GP win. The sports cars season was a success for Ferrari though, with the Ferrari 312PB based on the F1 car.
In 1973 the Ferrari 312B2 was no longer competitive, and Ickx only managed one 4th place, at the opening GP of the season. In addition to the sports cars, which were beaten by the French Matra, the F1 program of the Italian team was outclassed, and they even skipped some F1 races, notably the Nürburgring. This was not acceptable to Ickx, because the Nürburgring where the German Grand Prix was being held that year was his favorite race track. As a result, he left the team halfway through the season in order to contest the 1973 German Grand Prix at the Nürburgring in a McLaren, where he took 3rd place behind the Tyrrells of Stewart and François Cevert.
Ferrari signed BRM drivers Niki Lauda and Clay Regazzoni to rebuild the team in 1974. A new model, the 312 B3, based on a prototype called the "spazzaneve" (snow plow) was introduced.
The car was succeeded by the 312T which was introduced for the 1975 Formula One season.
And so it was again this year we sought out the Joly Old Elf to read us a Christmas story. Alas we were a bit early and he was caught a tad unprepared with his pants down so to speak.
"HO! HO! HO! isn't this a fix, why not get the cast of lttle characters around the Autodrome to tell you a story? They are always here for proxy races and racing events of all kinds." and so we set about seeking out the most famous of these.
Indeed, before long I was waving over the camera crew ( after using the the shrinkolater ray ) to speak with Sir Nigel, Cindy Lou Who and the dog.
"Sir Nige is good at telling tales '" squeaked Cindy Lou.
"Arf'" barked the dog.
"Well yas indeed, hhhrrrummph. I say wot, why not recount what the real people do around the home of the Autodrome this Christmas time of cheer," asked Sir Nige?
A brilliant idea Sir Nige, almost as bright as the season and so we begin. The local group of racers called WIMC (West Island Montreal and Cornwall pronounced whim see) continue a tradition started long ago in Oakville with other great and jovial racers, before the Autodrome moved, and now in its fifth season continues here, on the banks of the St. Lawrence in Eastern Ontario…Canada eh! We see PeterA, rolling something scrumptious to eat, he insists, not to smoke. We took his word for it and enjoyed his king roll delicacy at the repast prior to the races.
A magnificent boars head was prepared by Peter McG, for those of the WIMC racing and supper club, to feast upon…..mmmm….brains and marichino cherries! (Relax animal lovers, it's a sculpted ham)
Peter of the boar's head, BigBri and PeterA trade slot car tips and recipes while your humble scribe is a couple of wobbly pops out of focus.
Old23, Stewee, listens intently to the Debster, wife of humble scribe, recount tales of past feasts. Glen, the rookie and designated tail ender for the night of racing, looks on.
BigBry dwarfs the stove stiring his world famous Jumbobria ( a cross polinated Ukranian delicacy from New Orleans.) All the dishes, Stewee's Bigos culled from Polish cook books to my pierogy to Glen's Tim Horton's donuts ( a Canadian must have), were consumed with gusto and with much burping and farting to follow…except for Debby because ladies do not burp or toot.
Santa was ready to race as were the well fed men of speed.
BigBry is intent on practice while Glen asks Peter if he can take a boar's tooth home wrapped in a tissue and show his wife and put under his pillow for the tooth fairy…………………………….not a good idea.
One of the newest Scalextric surfin' VWs makes its way past the Autodrome umpahpah band playing Christmas carols prior to the running of the multiple heats of races.
Sir Nige and company watch Stewee take laps from the comfort of the cable car overlooking the track.
And the races were off in IROC style, drivers rotate while cars remain in designated lanes. Carrrera Cobras and a Cheetah kicked things off, followed by Fly Evo Porsches, Carrera CanAm McLarens,Scalex Minis (tippy buggers) Daytona Prototypes and TransAm Camaros. Your humble scribe and Stewart shared equal victories and Glen assured that none else would finish last, with some heats won by a matter of mere thousndths of a second. Laughter filled the air, good food and beers filled the tummies. Smiles all around and a fantastic celebration of the true slot racing and Christmas spirit. Thank you kind sirs.
And so as the club members wished each other well and all the best, departing for the night, the little cast of characters at the 'drome gathered quietly as they do each year in wonder.
To Sparky get well, Mikey D sell a house or two and Kenny G, enjoy a long winters nap. We miised ya at the feast and races.
All the best and Merry Christmas to all my fellow slot racers everywhere!
So my friend Stewart, now in charge of the VRAA proxy asked if I had another car to run this year as there was room for second entries. Not wanting to go with prior entrants I went to the shelf and pulled one of my very old MRRC cars and went to work quickly to coble something up. The result is no beauty and I don't have time for a repaint but #3 BRM joins #69 Ferrari....get it 3, 69 all multiples...forget it....
Added some components to resemble suspension members, cleaned some of the old grunge off....no time to improve on Mr. G Hill...never win a concours anyway!
Chassis was another story. Drilled brass plate to lighten...still over weight....new spec BWA can siliconed in place, plastic sheet shim under can to raise it a bit for better mesh...10/23 gearing...slot.it crown BWA/DART's pinion...reamed out original MRRC bracket to fit bushings.....old BWA wheels and inserts..my own tires....front end modified over a decade ago....the whole rig is sort of a sledge...front wheels are MRRC press ons with my Ninco type tire....TSRF guide with spacers and shims for stability....wing and a prayer...fills out a solid field.
The look is "weathered"...will be delivered in person as I'm only and hour away from Montreal....go Graham!
Sometime past spring my last order from my good friend Art at darthobbies.com came with a surprise. As of now, still a one off for me of a lovely Ferrari 312P for which I am grateful. I just puttered around with what I had in the parts bin and created this lovely runner. It strikes me as based on an old and rare Aurora 1/32 shell but I'm guessing here. Driver, transmission housing, wheels and inserts all from darts/BWA...wheels long out of stock. Tires are my own urethane "cupcakes". Guide is slot.it as is the white can motor. The gearing is TSRF 64 pitch and so smooth.
Chassis is obviously the Penelope Pitlane sidewinder.
The shell is slightly out of scale compared to my previous TKP versions but very nicely done considering the origins from the early 70's
A great historical write up thanks to ultimatecarpage.com. The site is well worth a peek.
Throughout the 1950s and well into the 1960s Ferrari was extremely successful with evolutionary sports racing cars. The V12 for example in the 330 P4 Le Mans racer of 1967 was still closely related to very first Ferrari engine designed some two decades earlier. The gradual development had resulted in bullet-proof machines that dominated sports car racing for many seasons. In 1966 the small manufacturer finally lost their Le Mans stronghold to the might of the Ford Motor Company. Despite valiant efforts, the 1967 edition again was a prey for the American manufacturer. Shortly after the race the sport's governing body, the Commissione Sportiva Internazionale (CSI), announced drastic rule changes that rendered Ferrari's cars obsolete for the following season. Enzo Ferrari was furious at the sudden changes and announced that his cars would not compete in the 1968 World Championship. Building a brand new car would take up considerable resources and Ferrari felt it was better spent on the ailing Formula 1 effort. So the team sat out the championship in 1968 for the first time in many, many years.
Following the new CSI regulations, the championship was open for Group 4 and Group 6 racers. Group 4 was open to sports cars with a maximum displacement of five litres and a production minimum of 50 examples. The Group 6 prototype racers that Ferrari and Ford had fielded the previous seasons now had their engines restricted to three litre. Using a much enlarged version of the P4 engine, Ferrari did build a new sports racer in 1968 to campaign in the popular and lucrative Canadian-American Challenge (Can-Am), which was run under the very lenient Group 7 regulations. Dubbed the 612 P, the new Ferrari was not ready until the very last race of the season and the little tested machine failed to make an impression. To attract more teams and manufacturers back into sports car races, the rules were changed once more for 1969, although in detail only. The homologation limit for Group 4 cars was lowered to 25 cars, while the limitations on Group 6 cars like windscreen width and a mandatory spare tire and luggage compartment were all lifted. This opened new opportunities for Ferrari as they could use the 612 P type chassis in combination with the V12 engine and gearbox from the Formula 1 car to create a brand new Group 6 prototype racer.
In good Ferrari tradition, the three litre V12 engine was based on the highly successful sports car engine. Although with its cutting edge twin-cam, four-valves-per-cylinder heads, it was easy to mistake it for a brand new engine. Its sports car roots made the sturdy V12 a bit too heavy for Formula 1, but an ideal unit for endurance racing. Ferrari quoted a figure of 420 bhp for the fuel-injected engine in endurance trim. Mated to a five speed gearbox the engine was bolted to a downsized version of the 612 P semi-monocoque chassis. Used for both the company's sports racers and Formula 1 cars, the so called semi-monocoque used a spaceframe reinforced with aluminium sheets, while a full monocoque was constructed from sheets alone. Completed late in 1968 the first '312 P' was fitted with a cut down, high downforce Spyder bodywork. Although the off-set driving position gave the truth away, Ferrari's new sports racer could easily be mistaken for a Formula 1 car fitted with an all enveloping body. The first 312 P (chassis 0868) was shown to the public in December of 1968 at a press launch at Hotel Fini in Modena.
From the outset Ferrari planned only limited racing activities in 1969 with chief engineer Mauro Forghieri and considerable resources dedicated to the design and development of a new flat-12 Formula 1 engine. The first and at that point single 312 P was damaged during testing so Ferrari could not compete in the opening round of the championship at Daytona. Fully repaired, the 312 P was entered in the Sebring 12 Hours for Chris Amon and Mario Andretti. Facing a contingent of lighter, but less powerful Porsche 908s, the new Ferrari impressed with a pole position just ahead of a Group 4 Lola T70. Mechanical problems hindered the 312 P during the opening stages of the race, but once sorted the blisteringly quick Ferrari sped to the head of the race. A collision with another car damaged the nose and despite repairs the car suffered from overheating for the remainder of the race. Nevertheless the 312 P managed to reach the finish in second overall and first in class. A second chassis (0870) was built and sent to the next championship round at Brands Hatch. Fitted with highly effective wings and spoilers, the Ferrari again claimed pole and eventually missed out on the victory because of a puncture in the opening stages and a lengthened throttle cable towards the end.
While the new 312 P was competing at Brands Hatch, the first example was at Le Mans for the official test weekend. Designed for high downforce tracks, the Spyder body proved to be a big handicap on the long Mulsanne straight. That, however, was the least of Ferrari's concerns as Porsche rolled out the all new 917, which was built to the Group 4 regulations. In a creative interpretation of the regulations the German manufacturer opted to build 25 examples of their new prototype racing car. Powered by a 550 bhp flat 12 engine, it looked set to eclipse all that had come before. Despite the poor performance at Le Mans, both 312 Ps excelled at the high speed Monza track during the next round of the World Championship. The two cars qualified on the front row due to their superior speed through the high speed corners. Unfortunately the track's banking was particularly rough on the Ferraris' Firestone tires and both cars had to make unscheduled stops from the lead for fresh tires. Both Ferraris failed to reach the finish with the new car dropping an engine and the original 312 P crashing dramatic fashion after its tail came off at high speed due to accident damage incurred earlier.
With just one 312 P left, Ferrari opted to skip the Targa Florio and reappeared at the Spa 1000 km round of the World Championship. Here the 312 P Spyder first encountered the Porsche 917 in racing conditions. Now fully homologated as a Group 4, the slippery Porsche easily clinched the pole. The 917 was no force during the race and despite another unscheduled pit stop to repair damage from an accident early in the race, the 312 P finished a credible second. Next on the agenda was the Nürburgring 1000 km, which saw an even slippier version of the Porsche 908 Spyder. Compared to the Ferrari, the eight cylinder engined Porsche had about 60 bhp less, but made most of that up with its lighter weight and better fuel efficiency. With six Porsches on the grid, the sole Ferrari was also outnumbered. The 312 P again qualified on the front row and during the race formed the only opposition for the fleet of Porsches. Unfortunately the V12 engined machine ground to a halt just halfway through the race, just after Amon had broken the lap record. The mount of the ignition box had failed. Porsche won the race and the Championship.
To cure the drag problems at Le Mans, Ferrari's engineers had developed a very clean Coupe body around a shortened 206 SP Dino windshield. The second car was rebodied and a third chassis (0872) constructed to replace the car that was wrecked at Monza. As Ferrari had officially entered chassis 0868 and 0870 in the race, the new chassis was stamped 0868 to prevent administrative problems. The Porsche 917 again showed its superior speed during qualifying, but few believed they had a real chance in the race. The first retired in dramatic fashion in the opening lap in a hefty crash, taking the live of driver John Woolfe. Aboard one of the 312 Ps, Amon hit debris from the Porsche and also saw his race end during the first lap. The surviving Ferrari proved to be fast and for a change more frugal than the Porsches. Sadly a silly problem again prevented the Ferrari from reaching the finish. This time it was a retaining nut of the gearbox that had vibrated loose, causing an oil leak. The problem was solved twice, but eventually the gearbox failed altogether. At 5:30 a.m. that Sunday morning the 312 P program, as far as Ferrari was concerned, ended.
The arrival of the Porsche 917 had shifted the balance and Ferrari knew that the 312 P could not be a real competitor once the Germans had cured the big beast's problems. Immediately after Le Mans, Ferrari began the development of a Group 4 racing car. Dubbed the 512 S, it was used by the Works team during the 1970 season. Both 312 Ps that had raced at Le Mans were sold to Ferrari's American agent Luigi Chinetti's North American Racing Team (N.A.R.T.). The first chassis was repaired, fitted with an empty 612 P engine and handed to Pininfarina, who turned it into the 512 S Concept shown in Turin late in 1969. In the hands of N.A.R.T. the two 312 Ps were not able to fight for overall victories, but they scored several class victories in major races like the Daytona 24 Hours and the Sebring 12 Hours. They were eventually eclipsed by Ferrari's new flat-12 engined 312 P, more commonly referred to as the 312 PB, which was raced in the Group 4 class with great success from 1971 onwards. In the few months the 312 P was raced by Ferrari, it showed great promise. With a more substantial program, it is not inconceivable that the beautiful Ferrari could have been a race winner.
This will be the fifth year I have entered the VRAA proxy. The Vintage Race across America is under new management this year and I'm sure it will be hugely successful after the rather fractious conclusion to the previous VRAA ( lack of communication, late car returns etc.) after several good years run by another individual. Stewart (old23) is highly efficent and the team he has for support around him is skilled and proficient. The proxy lives and is based on cars representing the 1.5 liter era in F1 with spec BWA FFcan motors and clearly defined rules.
My first entry was a Ferguson on a scratch built chassis and as a rookie effort I learned much and finished poorly.
Penelope Pitlane has provided the entries since that fatefull year. My 1512 was a tad tippy and heavy white metal inserts did not help but again lessons learned.
Then came my little bile green Lotus 18 which ran quite well and indeed went on to almost win last year's Tasman proxy and then have major mechanical iisues in this year's Tasman. And so after a refurbish the car will be retired from proxy racing for now.
Ah, last year's Lotus 24 resplendent in Polish racing colours and making full use of lessons learned. No beauty queen and penalized for not knowing the origins of the guide the car would have won on points alone for racing but a poor concours and penalties robbed it of victory. I was a tad ticked but that is racing. The chassis houses a lowered BWA can with off set gearing and 10/23 ratio. Smooth runner and fast, Ugly yes but so much fun and very stable.
And so this years return makes use of all that I have learned and what has worked best. Took some effort to get the transmission housing in place. Exhaust pipes are ball point pen tubes empty of ink, paper clip struts and my own urethane cast tires on the rear. Its equal to the Polish Lotus performance but is that good enough as development marches on? Other's are master scratch builders, me...not so much but am enjoying 'kit bashing" a great deal. Let the racing begin in a month's time!
oooooowwwweeeAnnie wheez made it to the 'drome all the way from the Calgary Stampede! Now that's over, heard tell there's some good racin' here....and only racin' we know is Chuck Wagon racin'..hhheeehhaaawww!
Bloody hell wot?? Good Lowd wot is all that racket at corner one? And the smell. Some strange brown substance around their boots.
Heh, Nigelo take a de easy. They iz a cough boyce. They not so bad eh! They like a de horse infronta de cart justa lika de engines should be in a my kars...in a da front.
God heavens Enzo old chap I do believe they have my daughters stead.
Welcome back to the World Famous Autodrome for the last of this year's Lost Open Road Proxy. The cars are here, tested, tuned and qualified. We are aiming for a Friday race so stay tuned as Sir Nige, Enzo and the gang wait for the race and excitement to come.
Oh hello...hello...I do believe you have my trusty horse Rose Bud. I say the sadle won't fit...you'll bruise your twig and berries...hello...oh never mind.
Oh carp those crazy crackers from out west are here. Stay calm. We'll sell them lots of tobacco and kill 'em off slowly smokin'...we'll open some casinos and get the rest of their money.
Then we buy the NFL Washington franchise and rename it the Pale Faces. Ha...shhh good idea....get ready to marshall the hair pin turn Clumsy Fingers.
It was a fine night at the 'drome! One of our "cough boyce" is track side with Sir Nige.
HOOOOWEEE!.. these here sporty cars sure is a darn sight faster than chuck wagons Nige!
Hrumph well yas old boy and we Brits produced a fine sweep of both podiums I'd say...save for that Bosch interloper.
Amazing racing and look how close the results were in Class B!
I dunno boss, de motoro she a give a up!
Heh...nut your fault Nunzio..but never..you never a say a bad ting abouta da Ferrari...you fired...I get da boyce to give a you da ride.
Well at least the red cars looked mahvalous dahlink!
The Dixie Trix sing us farewell till next time..."Happy trails to you untill we meet again..."
That wraps the TLOR for another year. Congrats to all the racers here. Petera..ever calm...Stewart the analytical machine and Brian "Sparky" who drove all the way in from camp to race THANK YOU! The WIMCC crew though diminished by holiday commitments did a fine job on the night.
So a while back I was reading up for some info from a previous post and magicaly changed the order of my Eldon post. No idea what I did...frightened I stayed clear of the blog for a while.....seems ok...shhhhhhh!
Years ago when I started this blog I mentioned that my first taste of slot racing as a young lad was with Eldon products. No they were not of the greatest quality nor was the detail anything to write home about. Scale was very roughly 1/32 or somewhat larger and chassis were crude and adjustable to fit many body styles. Still the product holds a bit of a soft spot in my heart and though very toy like I recently purchased two examples cheaply on "epay" and decided to dress them up a tad.
So this is what I started out with,gathering possible donor parts from various bins.
I decided to replace the rear axle with a threaded 1/8' EJ's unit and Revel vintage gear. I threaded the original plastic wheels on and used a nut to hold them in place. One of the wheels was slipping so a dab of "Crazy glue" did the trick.
Hit the bodies with Krylon spray paint I had rattling around the "skunk works" and as you can see cleaned up the chassis.
I kept the original motors as they worked well at ten volts, siliconed the motor in place, siliconed the expandable chassis so it was more rigid, replaced the guide with a Strombecker EJ's repop after I reamed the post holder a bit with a file so things were loose but firmly in place with a collar on the post.
A bit of detail work with Tamiya paints and EJ'S decals out of the "left overs" file. and things where looking good. I failed to mention that I stretched a pair of my own cast urethane tires on the rear but found them disproportionately narrow so took a chance and cast the dry hard original Eldon tires and luckily was able to come up with a couple of decent usable pairs.
The "Indy Lotus" and I use the description with poetic license and...
the Indy roadster came out rather well and are charming to race around, at a surprisingly brisk clip for such old "toys"
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I've been racing slot cars since I was 12. Started with Eldon, routed my own track, raced H.O. and since 1999 back to 1/32. Had built a road course and oval at my school in H.O. four lanes for the kids to race. Now I'm retired since 2007 after 34 years of teaching and administration. Enjoy a variety of 1/32 makes and scratch builts. Tinker with the cars constantly. Have expanded to a 65' three lane routed MDF layout and its great fun adding to the scenery and racing.A bit of a collector (425+ and growing) , club racer and proxy racer. Add stuff costantly! Building and tweaking is as much fun as racing. Enjoy writing my blog. Good day, eh!