SlotForum banner

Hatching an Eagle

11523 Views 68 Replies 21 Participants Last post by  David Lawson
After five years of wandering around before the inevitable '60s 1/32 F 1 race at Las Vegas, I vowed (in public) that I would have my own car this year. Despite having a drawer full of Ferrari, Cooper and BRM bodies, most of which would accomodate a more-or-less conventional motor/chassis set-up, I decided to tackle the Eagle body that I obtained several years ago (a Fitzpatrick glass body)

When I first metioned my concerns about the space inside on a DL some time back, Russell, ever helpful and generous as he is, sent me one of the rare K's motors advising that it was about the only thing that would fit.

Take motor in one hand, body in the other and push them together - hmmmm - not going! - and add some side plates to the motor to form a chassis and it gets worse!

Opened the motor drawer and here is what came out:


Left to right: a version of the currently popular Bear Dog mini-motor, the TMM (Taiwan mystery motor), K's, an (MRRC?) eBay find, and, for contrast, a standard Mabuchi can. Although the K's is 0.002" narrower than the TMM, by the time side plates of any reasonable thickness, say 0.032" are added, you are at 0.66" - a non-starter for this chassis. The MRRC is about as bad, even without the screw heads. The mini-motor and the TMM are the same cross section, the only difference being length. Since my friend Jim Butt has a wickedly fast Indy Turbine powered by one of the latter and since, like the mini-motor, an end-of-the-can mount can be done, it got the nod. Like the mini-motor, the shaft needs to be sleeved to accomdate a 2 mm bore pinion (more about gears later).

Looking at photos of the Eagle Weslake, I decided that, in addition to the distinctive body shape and paint scheme, several other things defined the "look" - the solid polished (titanium?) upswept front A-arms, the long rear suspension trailing arms and the very distinctive polished exhaust system. The model would need to incorporate these.

Next consideration - the guide: The front overhang on the Eagle is long but narrow. Both the Sakatsu (trailing) guide and the TSRF guide can be accomodated without extending past the tip of the nose. The TSRF guide is more easily adjusted for height and has the wires extending from the back of the braid mount rather than the front (in the case of the Sakatsu), an advantage with the narrow nose so the nod went to the TSRF.

Thanks to wheel and tire size info from Mr. P and wheelbase and track data ( 96.5", 61" F/R) from Prof. Fate, I was ready to start cutting metal. I decided on a wire sprung pivoting chassis ( and am not at all certain that my version of this type will have any handling advantage over, for example, an out-of-the-box MRRC brass Clubman). Working on this scale has its pitfalls - most of what you will see is second and third tries (but I keep telling myslef that I am learning with each mistake)

On the jig:


and right side up:


The rear assembly is machined from brass stock. The front section is 0.062" brass and the front axle carrier and origami-like upper A arms is 0.032" brass sheet. the pivot is 1/16" drill rod and the torsion springs are 0.047" music wire.

Here is the first trial assembly:


The wheels and tires are temporary but they are of the right diameter - 0.80" front, 0.85" rear.

Now, about gears - notice the little green crown gear above - it is the smallest (24T) Slot-It gear. I would have loved to have fitted a 64 DP crown with an internal (same side as the teeth) hub but to the best of my knowledge, no such animal exists and the width does not allow for the fitting of an external hub. I know that the Scaly etc. crowns are a bit smaller but I am not about to spend the time to build a scratch chassis and then fit a P.O.S. gear set! Here are the consequences of my choice:

Dr Jekyll:


Mr. Hyde:


And that amount of cutting does not allow for any body movement! I believe that I can accomdate a little body shake by skimming 1-2 mm off the diameter of the gear (they appear to survive much more powerful motors) and chamfering the outer edge. Beyond that, I plan to add a little built up detail of some lines, add rear suspension detail including the coil-over spring units, paint the gear silver or black and hope that those measures, along with the extension of the exhaust pipes, will mask the surgery.

An Eagle or an omlet? - we shall see.

See less See more
1 - 12 of 69 Posts
That chassis is seriously excellent craftsmanship, EM!

I think that the K's motor which I sent you was a Mk.II. I am able to fit a Mk.I -- which has the brush-gear mounted on top of the motor -- easily into a MRRC Eagle body, along with with a 'girder' type chassis:-

As I recall, Mark Manion entered a superbly detailed MRRC Eagle in the 2001 Marconi Proxy race. Unfortunately, this is the only photo I could find of it -- but it gives a glimpse of the standard that needs to be achieved!:-

Regarding gears, you may wish to consider using Wizzard silicone-bronze HO gears. They are made for 'HO-size' axles, so need to be centre-bored to 3/32". The Wizzard gears are 64DP. Although the boss is on the outside, the gear is very narrow, as shown in this picture of my Marconi 1/32nd scale Mini chassis:-

Please keep us updated EM, especially on the solution for wheel inserts!

With kind regards,

See less See more
The Taylor gears are 72DP steel and mesh very nicely when properly set-up, but I think that they are only made for 1/8" axles.

One-O-One products had similar gears, but with a 3/32" bore and Betta may have some of these as well (I don't have their catalogue). In fact, despite the weight, many people still use these steel gears in F1 Eurosport cars -- powered by "strap" cobalt motors -- for which SCD sells a specially hardened 36T contrate gear, as well hardened pinions 8/9/10/11T (72 pitch).

Wizzard slicone-bronze 64DP gears are available from NCP Hobbies and come in 22/23/24/25/26/27T. The 22T is tiny in diameter, being a full 1/4" smaller in diameter than scale Mini tyres, but has a 1/16" bore:-

Yes Phil, you HAVE to get your Lotus 49 finished!

Kind regards

See less See more
EM, I'm sure that you have loads of reference material (including your own sketches -- I know how much research you put into these projects!) but in case you haven't got everything you need, here are links to reference photo's that you may find useful:

Eagle-Weslake 1
Eagle-Weslake 2

These were the race car numbers used during the 1967 GP season:

Dan Gurney - #23 Eagle-Weslake T1G - AAR 102 Richie Ginther - #21 Eagle-Weslake T1G - AAR 103

Dan Gurney - #15 Eagle-Weslake T1G - AAR 104

Dan Gurney - #36 Eagle-Weslake T1G - AAR 104

Le Mans:
Dan Gurney - #9 Eagle-Weslake T1G - AAR 104 Bruce McLaren - #8 Eagle-Weslake T1G - AAR 102

Dan Gurney - #9 Eagle-Weslake T1G - AAR 104 Bruce McLaren - #10 Eagle-Weslake T1G - AAR 102

Dan Gurney - #9 Eagle-Weslake T1G - AAR 104 Bruce McLaren - #10 Eagle-Weslake T1G - AAR 102

Dan Gurney - #10 Eagle-Weslake T1G - AAR 103 Alan Pease - #11 (private) Eagle-Climax T1G - AAR 101

Dan Gurney - #8 Eagle-Weslake T1G - AAR 104 Ludovico Scarfiotti - #10 Eagle-Weslake T1G - AAR 102

Watkins Glen:
Dan Gurney - #11 Eagle-Weslake T1G - AAR 104

Mexico City:
Dan Gurney - #11 Eagle-Weslake T1G - AAR 104

Race of Champions Brands Hatch:
Dan Gurney - #5 Eagle-Weslake T1G - AAR 102 Richie Ginther - #6 Eagle-Weslake T1G - AAR 103

Notes on drivers:

AAR was intended as a two-car / two-driver team, though problems with engine supply prevented this on some occasions, and two cars were available for Zandvoort, but only one driver following Ginther's retirement. Ginther was only entered in the Monte-Carlo GP but failed to qualify.

Scarfiotti was given a one-off drive for his home GP.

Alan Pease bought the old Eagle-Climax and was a private entry in the Canadian GP.

Notes on cars:

Although the Gurney-Weslake V-12 engined Eagle T1G first appeared at Monza in 1966, the team started the 1967 season in South Africa with the earlier Climax engined Eagle (AAR 101). The Gurney-Weslake V-12 was back at Monaco for both cars (AAR 102 and 103). A lighter Eagle (AAR 104) appeared at Zandvoort and was used exclusively by Gurney for the rest of the season (except at Mosport where 103 was used fitted with the titanium parts from 104).

With kind regards,

See less See more
Hi David

The link doesn't work for me. Are you referring to these wheels?

Could work!

Kind regards,

See less See more
Over on the Honda thread, David Lawson wrote:-

"EM - I plan doing the Monaco 1968 Eagle rather than the 67 Spa winner for no reason other than I like the sponsors logos and drivers name logo Dan had in that race - it also had the mesh intake cover for a bit of super detailing. Your body shell making process sounds excellent but a bit beyond me."

How about this one, David?

Kind regards

See less See more
The chassis looks tremendous EM, superb workmanship!

Larry did a very nice job on the Sonic gear. For future projects, BSlotcar Performance has 80DP inside boss 38t contrate gears, about 13mm in diameter, and only 5mm wide from the face of the boss to the back of the gear. Sonic make 1.5mm bore 80DP pinions, as does Ilpe.

In terms of the detail differences between the cars, bear in mind that Eagle-Weslake's first Grand Prix was the Italian GP at Monza in September 1966 (DNF, Dan Gurney, AAR-102), and it ended its career where it started, at Monza in September 1968 (DNF, Dan Gurney AAR-104). I've no doubt that a lot of modifications were carried out over the two year period. If you scroll up to the pictures of the car that I'm building, you may notice that I used 'ferrules' from paintbrushes to simulate the 'megaphone' exhaust pipes.

Probably the most photographed is AAR-104, the #36 1967 Belgian GP winner, followed by the same car wearing #9 (Gurney at Le Mans, Silverstone and the Nurburgring in 1967).

Kind regards

See less See more
These plans are from Model Cars magazine. I'm guessing that it's the 1968 version that David referred to:-

Kind regards

See less See more
EM, please could we see a picture of the finished car before you leave for 'Vegas? It would be a tremendous disappointment if the car were to get damaged before we saw it.

With kind regards

Thanks, Jim! We'd like to see some pictures of your entries too!

Kind regards

Beautiful! Do let us know how it performed, EM!

Kind regards

Sorry to hear about the damage, EM. Without wishing to offend anyone, I'm of the opinion that running a 1/32nd scale 1960s Grand Prix car on a King 155 track is, quite frankly, sheer lunacy!

Photo courtesy of Slot Car Illustrated.

I see from the excellent photos posted on Slot Car Illustrated that a couple of my previous years Marconi Foundation Charity proxy race entries were there too --- I hope they survived!

With kind regards

See less See more
Hi Howmet,

The beautiful 1964 Mickey Thompson Sears All State Special is the work of Jim Cunningham.

Photos courtesy of Nomad Slot Car Racing.

Jim originally built the car for last year's Rad Trax Convention and Philippe de Lespinay borrowed it for the vintage race in Bordeaux, where it finished 5th out of 45 top-notch entries.

The real car unfortunately took the lives of both Dave MacDonald and Eddie Sachs. MacDonald drove one of two Thompson's that qualified for the 1964 Indianapolis 500, starting from row 5, directly in front of the Hallibrand of Eddie Sachs. The second car was driven by Eddie Johnson, who qualified it in 24th place on the grid.

Tragically, on the second lap, MacDonald's car veered into the inside wall, a fuel tank exploded on impact, sending a huge plume of black smoke into the air and causing more cars to crash. Sachs hit the Thompson and his car too exploded. Sadly, both drivers died in the crash. The race marked the last time a front-engine car won the Indy 500 and prompted a crusade by George Moore to ban gasoline and require the use of alcohol-based fuel.

Kind regards

See less See more
1 - 12 of 69 Posts
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.