Author Topic: Recent Builds  (Read 11034 times)

Offline ScranJ51

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Recent Builds
« on: April 02, 2018, 08:30:15 AM »
A couple more finished:

WILLIAMS FW14
The Williams FW14 was a Formula One car designed by Adrian Newey, used by the Williams team during the 1991 and 1992 Formula One seasons.  The car was born out of necessity, as the 1989 and 1990 seasons had proven competitive for Williams, but they had underachieved in their own and Renault's eyes. Newey started work on the new car soon after joining the team from March in mid-1990. He had designed a series of aerodynamically efficient and very effective cars for March on a limited budget, so with Williams's greater resources and money he was able to fully develop his ideas. The design showed enough promise to tempt Nigel Mansell to shelve his plans to retire from the sport and re-join Williams from Ferrari.

Powered by a 3.5 litre V10 Renault engine, the car was the most technically sophisticated on the grid. By 1992 the FW14B featured semi-automatic transmission, active suspension, traction control and for a brief period anti-lock brakes. Add to that the superb aerodynamics by Newey that was far ahead of the McLaren MP4/7A, Ferrari F92A or Lotus 107, and it made for a potent mix, although at the beginning the unbelievers said the car was too technical for its own good. The FW14B was so successful that its successor (the FW15), which was already available mid-season in 1992, was never used.

The FW14 made its debut at the 1991 United States Grand Prix. The car was clearly the most technically advanced on the grid, but teething troubles during the season stymied the team's early progress. Nigel Mansell and Riccardo Patrese recorded 7 victories between them, but the Drivers' Championship was wrapped up by Ayrton Senna in the McLaren, who had better reliability.

Williams had the faster car throughout the balance of the season and it provided a run of good form in the mid-season for both Mansell and Patrese. Mansell however had several retirements due to the then new-for-Williams semi-automatic transmission, with most of these retirements occurring while in a position to win races. Patrese was impressive on several occasions, and retired while leading twice. McLaren's superior reliability told in the Constructors' Championship as well, as they narrowly took the title from Williams.


fw14-01 by David Freeman, on Flickr

fw14-02 by David Freeman, on Flickr

fw14-03 by David Freeman, on Flickr

Notice the front wing has yet to be attached - alignment issues  :o   :icon_sueno: 

You may contrast this with the recent McLaren MP4-4.  On the McLaren, all the orange (colour) is decals.  Here the car has been hand-painted (all three colours - blue, yellow and white) over blue moldings - then some decals added.

The next car (which will finish this week) is also hand-painted.
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Offline Brian da Basher

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Re: Recent Builds
« Reply #1 on: April 02, 2018, 04:57:23 PM »
You have some enviable talent with those colorful racing schemes!

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #2 on: April 02, 2018, 08:05:24 PM »
The other - Tyrrell 021

TYRRELL 021
The Tyrrell 021 was a Formula One racing car designed by Mike Coughlan for Tyrrell Racing and raced during the 1993 season. The car was powered by a Yamaha V10 engine and was driven by Ukyo Katayama and Andrea de Cesaris. The car was unsuccessful with no points scored during the season. The 021 was replaced by the Harvey Postlethwaite designed 022 for the 1994 season.

Tyrrell-21-1 by David Freeman, on Flickr

Tyrrell-21-2 by David Freeman, on Flickr

Tyrrell-21-3 by David Freeman, on Flickr
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Offline ScranJ51

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Re: Recent Builds
« Reply #3 on: May 21, 2018, 04:36:17 PM »
Another finished - this is a second hand kit that had been started - a few bits missing/damaged.

Got it together ok - but not my best effort.

Box says a Honda F1 - it is essentially the Williams Honda of 1985

Honda-1 by David Freeman, on Flickr

Honda-2 by David Freeman, on Flickr

Honda-3 by David Freeman, on Flickr

 :smiley:
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Offline Brian da Basher

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Re: Recent Builds
« Reply #4 on: May 22, 2018, 02:32:55 AM »
I always enjoy your colorful racers, Scran!

You've got some enviable talent for those exacting schemes!

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #5 on: July 16, 2018, 09:57:43 AM »
Another finished - a Spyker MF1 in a promotional livery for Dremel

Spyker01 by David Freeman, on Flickr

Spyker02 by David Freeman, on Flickr

Spyker03 by David Freeman, on Flickr

SPYKER MF1
Midland F1 Racing (also known as MF1 Racing) was a Formula One constructor and racing team. It competed in the 2006 Formula One season with drivers Christijan Albers and Tiago Monteiro. The team was created by the renaming of Jordan Grand Prix after its purchase by Canadian businessman, and owner of the Midland Group, Alex Shnaider. The team was registered as the first Russian Formula One team, reflecting Shnaider's roots, although it continued to be based in the United Kingdom, at Jordan's Silverstone factory. Towards the end of the 2006 season, the team was sold to Spyker Cars N.V.; the team raced in its last three Grands Prix under the official name "Spyker MF1 Racing". In 2007, the team competed as Spyker F1, and in 2008 was sold to Indian businessman Vijay Mallya and was renamed Force India F1.
« Last Edit: August 13, 2018, 09:31:30 PM by ScranJ51 »
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Offline Old Wombat

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Re: Recent Builds
« Reply #6 on: July 16, 2018, 10:04:54 AM »
 :smiley:
"This is the Captain. We have a little problem with our engine sequence, so we may experience some slight turbulence and, ah, explode."

Offline Brian da Basher

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Re: Recent Builds
« Reply #7 on: July 17, 2018, 06:07:29 AM »
I really like this one. It has the added bonus of if they needed to save weight they could just dremel out some holes.

I'll get me coat.

Great model!

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #8 on: July 31, 2018, 05:04:56 PM »
Some fun - all 1/32nd

McLaren M6B, Porsche Carrera 6, Ferrari P330, Chapparal 2E, Chapparall 2F, Lotus 33

32-01 by David Freeman, on Flickr

32-02 by David Freeman, on Flickr

32-03 by David Freeman, on Flickr

32-04 by David Freeman, on Flickr

32-05 by David Freeman, on Flickr

32-06 by David Freeman, on Flickr


Will eventually go back to the Lotus and scratchbuild some rear suspension  :o
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Offline Brian da Basher

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Re: Recent Builds
« Reply #9 on: August 01, 2018, 01:03:27 AM »
Well if anyone can scratch-build rear suspensions, you seem to be the man for the job!

These are all little gems. I like the brightness and simplified schemes on the top ones. I think the last one is my favorite. I always seem to appreciate older models of cars. At least I end up driving so many (currently up to 1995)...

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #10 on: August 13, 2018, 03:55:26 PM »
Another finished:

LOLA T90-50
After their limited success in the 1960s with Formula One, Lola turned its attentions primarily to sports cars but also to Formula Two, where Lola became the works team for BMW. As the years went on, Lola had somewhat more success in Formula Two than it ever had in Formula One, although as March and later Ralt established themselves, Lola's involvement in the category became intermittent and less successful. The final Lola F2 was in fact derived from a Ralt design – the Ralt RT2 became the Toleman TG280, which Toleman licensed to Lola who productionised it as the T850. When Formula Two became Formula 3000 in 1986, Lola made a "false start" with a car based on their significantly larger Indycar chassis; from 1986 they returned with a bespoke F3000 design and the cars enjoyed significant success for the next few years, competing with Ralt and Reynard, although Reynard effectively wiped the others out of the market.

This Lola T90-50 raced in the All Japan F3000 Championship.

LolaT90-50-1 by David Freeman, on Flickr

LolaT90-50-2 by David Freeman, on Flickr

LolaT90-50-3 by David Freeman, on Flickr

LolaT90-50-4 by David Freeman, on Flickr
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Offline Brian da Basher

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Re: Recent Builds
« Reply #11 on: August 14, 2018, 07:22:22 AM »
I really like this racing scheme and it's gotta take a heap of talent & skill and then some to pull it off!

Most excellent!

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #12 on: August 28, 2018, 05:19:36 PM »
NISSAN R390 GT1
In 1997 the Nissan Motor Co Ltd entered their latest Nissan R390 GT1 in the 24 Hours of Le Mans.  This R390 GT1 took its name from a car, R380, that excited Japanese motor sports enthusiast over thirty years ago.  Three R390 GT1’s were entered to the 1997 Le Man’s event and, among them, car 21 achieved a pole position in the pre-qualifying race.  Although the overall result was rather discouraging, the R390’s outstanding performance, displayed during the early stage of the race, was something to behold and promising for the years to come.

Nissan R390GT1-1 by David Freeman, on Flickr

Nissan R390GT1-2 by David Freeman, on Flickr

Nissan R390GT1-3 by David Freeman, on Flickr
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Offline Brian da Basher

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Re: Recent Builds
« Reply #13 on: August 29, 2018, 05:23:28 AM »
Yet another beauty!

Your work on the decals is stunning. I imagine it takes a very steady hand to get them placed so well.

Brian da Basher

Offline GTX_Admin

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Re: Recent Builds
« Reply #14 on: September 02, 2018, 03:14:28 AM »
 :smiley:
All hail the God of Frustration!!!

You can't outrun Death forever.
But you can make the Bastard work for it.

Offline ScranJ51

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Re: Recent Builds
« Reply #15 on: December 20, 2018, 07:04:02 AM »
RENAULT R5 Turbo

The R5 turbo was conceived with dual intent, promoting the sales of the common R5 and being homologated in the FIA group 3 and 4 categories of the rally championship (today WRC). All the motorsport derivatives were based on the Turbo 1. At first the competition cars existed in 3 versions: the version “usine” (French for “factory”) officially run by the Renault Sport division, the lesser spec “competition client” that were sold to private teams (20 built each year), and as a kit, that could be used to gradually convert a street legal version towards the competition client version. Over the years, the performances and cost increased, and lesser cars were run. The kit was dropped, the client version caught up with the factory specs, and finally the 20 client couldn’t be sold anymore. They were built for homologation as group B, and immediately scavenged for spare parts.

The factory pushed the engine output up to 180 PS (132 kW; 178 hp) for the Critérium des Cévennes, 210 PS (154 kW; 207 hp) for the Tour de Corse, and by 1984 as much as 350 PS (257 kW; 345 hp) in the R5 Maxi Turbo.  Driven by Jean Ragnotti in 1981, the 5 Turbo won the Monte Carlo Rally on its first outing in the World Rally Championship. The 2WD R5 turbo soon faced the competition of new Group B four-wheel drive cars that proved faster on dirt.

Renault R5-1 by David Freeman, on Flickr

Renault R5-2 by David Freeman, on Flickr

Renault R5-3 by David Freeman, on Flickr

Shown here in Tour de Corse configuration
« Last Edit: December 20, 2018, 07:08:26 AM by ScranJ51 »
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Offline ScranJ51

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Re: Recent Builds
« Reply #16 on: December 31, 2018, 09:26:00 AM »
Ford Capri - 1/25th scale

Capri-1 by David Freeman, on Flickr

Capri-2 by David Freeman, on Flickr

Capri-3 by David Freeman, on Flickr
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Offline elmayerle

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Re: Recent Builds
« Reply #17 on: January 01, 2019, 03:57:01 AM »
Beautiful!!  Brings to mind the 1st generation Capri 1600 I used to drive.  A beautiful car and a pleasure to drive, but, dear ghod, some aspects drove me closer to insanity (the electrical switches were none too sturdy, went through several of the more used ones).  There's a few stories I could tell.

Offline ScranJ51

  • Fast Jet, Fast Prop, Fast Racing Cars - thats me!!
Re: Recent Builds
« Reply #18 on: June 11, 2019, 12:59:03 PM »
Some more work done:

Lotus 97T (1/20th)

97t-1 by David Freeman, on Flickr

97t-2 by David Freeman, on Flickr

97t-3 by David Freeman, on Flickr


LOTUS 97T
The Lotus 97T was a Formula One racing car designed by Gérard Ducarouge and built by Team Lotus. A development of the Lotus 95T of 1984, it was designed for the 1985 Formula One season by French engineer Gérard Ducarouge. The 97T was powered by the turbocharged 1.5L Renault engine which produced up to approximately 800 bhp. The 97T was of a generally simple design, it used elements from the defunct Lotus 96T Indycar project in the aerodynamics with another piece of Lotus design: an early form of bargeboards. These were placed between the front wheels and the side pods improving airflow around the side of the car. Ducarouge also got around the ban on the 'winglets' seen on the rear wings of the 1984 cars by placing them instead on the rear edges of the side pods.

Lotus' major coup for 1985 was signing rising star Ayrton Senna from the Toleman team to replace long time team driver Nigel Mansell who had signed with Williams. Senna, the first driver signed to the team since the death of Colin Chapman, partnered Italian Elio De Angelis who had finished third in the previous season's drivers' championship and had had many promising results with the 95T.

The 97T proved competitive during the season, taking 8 poles, 7 with Senna and 1 with De Angelis, and 3 wins. Senna's first was a brilliant performance in the Portuguese Grand Prix where he won by over a minute in monsoon conditions. His second came in the Belgian Grand Prix at Spa, held in wet/dry conditions. De Angelis added a third win (his 2nd and last win in F1, both for Lotus) at the San Marino Grand Prix after original winner Alain Prost (McLaren) was disqualified an hour after the race finished due to his out of fuel McLaren-TAG being 2 kg underweight.

The 97T while fast, was mechanically unreliable. The car had the best chassis of any car that competed during that season; it had the best braking and turning capabilities and it also had the best designed suspension of that year; although its aerodynamics were inferior to that of McLaren's car that year. As a result of having the best chassis, it performed best on slow and tight circuits like Monaco, Montreal, Detroit and Adelaide, although the Renault engine had reliability issues and was down on power compared to the competitors of BMW and Honda engines, but about on par with the Ferrari and Porsche units. Senna in particular had a run of bad luck mid-season, including a huge crash in the French Grand Prix at Paul Ricard, where he went off at almost 200 mph (322 km/h) going into the Courbe de Signes at the end of the 1.8 km long Mistral Straight; and he retired many times while leading which cost him a possible chance at the world championship. Eventually, Lotus finished fourth in the Constructors' Championship, albeit tied on points with Williams who finished in third place owing to their greater number of race victories.

In total the Lotus 97T scored three victories, two second places and four third places. The car also achieved eight pole positions and three fastest laps.


Toyota Celica Rally Car (1/24th)

celica-1 by David Freeman, on Flickr

celica-2 by David Freeman, on Flickr

celica-3 by David Freeman, on Flickr

CASTROL CELICA GT-FOUR
The Toyota Celica GT-Four is a high performance model of the Celica Liftback, with a turbocharged 3S-GTE engine, and full-time AWD. It was created to compete in the World Rally Championship, whose regulations dictate that a manufacturer must build road-going versions of the vehicle in sufficient numbers. These vehicles are referred to as "homologation special vehicles".

In 1993 Auriol switched from Lancia to Toyota, and won his first event for the team, the Monte Carlo Rally and finished 3rd in the Driver’s Championship in the car shown here. Juha Kankkunen, also in a Toyota, won the Driver’s Championship with Toyota claiming the Manufacturer’s title.


Corolla Rally Car (1/24th)

corolla-1 by David Freeman, on Flickr

corolla-2 by David Freeman, on Flickr

corolla-3 by David Freeman, on Flickr

TOYOTA COROLLA WRC 1999
The Corolla E110 was the eighth generation of cars sold by Toyota under the Corolla nameplate.
Introduced in May 1995, the eighth generation shared its platform (and doors, on some models) with its predecessor. Due to a recession, Toyota ordered Corolla development chief Takayasu Honda to cut costs, hence the carry-over engineering.  For the general market, the Corolla was offered in Base, XLi, GLi, and SE-G trim levels.

The Toyota Corolla WRC (World Rally Car) is special purpose rally car based on the European Corolla 3 door Hatchback, and powered by a modified 3S-GTE engine and 4WD system from the Toyota Celica GT-Four ST205.
 
It was launched in July 1997, and made its debut in the 1997 Rally of Finland with 1994 World Rally Champion, Didier Auriol, and Marcus Grönholm behind the wheel.  For 1998 WRC season, double World Rally Champions Carlos Sainz joined the Toyota Team Europe, and won the 1998 Monte Carlo Rally. It was the first victory for the Corolla WRC. Didier Auriol won the 1999 China Rally, and Toyota won the 1999 manufacturer's title while the company stopped participating in rallying, in order to prepare for a switch to Formula One in 2002.


Lancer Rally Car (1/24th)

lancer-1 by David Freeman, on Flickr

lancer-2 by David Freeman, on Flickr

lancer-3 by David Freeman, on Flickr

MITSUBISHI LANCER EVOLUTION V WRC
The name “Mitsubishi Lancer Evolution” made its first appearance at the 1973 World Rally Championships.  After that, the Lancer participated on and off in rally activity until its return to the WRC in 1993.  The reborn Lancer Evolution adopted a 4WD system, and was equipped with a 2L DOHC turbo engine, called the 4G63.  Achieving a 2nd place finish in both the Indonesia Rally and the RAC Rally, the Lancer showed the world a glimpse of its speed.  From Evolution II in 1994, to the Evolution III in 1995, the Lancer was under continual development. In 1996, The Evolution III, driven by Tommi Makinen, won 5 races earning him the Driver’s Title. Driving Evolution IV in the following year, Tommi Makinen became a repeat champion.  In 1998, the Evolution V made its debut.


Porsche Carrera Turbo - Grace Bros Racing Team - early 1970's

Turbo-1 by David Freeman, on Flickr

turbo-2 by David Freeman, on Flickr

turbo-3 by David Freeman, on Flickr
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Offline ScranJ51

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Re: Recent Builds
« Reply #19 on: July 02, 2019, 06:38:30 PM »
The last of the Rally Cars:

Ford Focus RS WRC02

The Ford Focus RS WRC is a car built for the Ford World Rally Team by Ford Europe and M-Sport and based on the Ford Focus Climate 2-litre production hatchback, developed to compete in the World Rally Championship. The RS stands for Rallye Sport and the WRC for World Rally Car, the car's FIA specification. The Focus RS WRC was in competition from 1999 to 2010, winning 44 world rallies and two manufacturers' world titles (2006 and 2007). It was replaced by the Ford Fiesta RS WRC.

Like all contemporary World Rally Cars, the car is heavily modified from the production version, with which it shares only the basic shape and some parts of the bodyshell. The car features four-wheel drive, rather than the front-wheel drive of the road car. The engine used in the 2007 Focus WRC is based on Ford's 2.0 Litre Duratec from other models in the Focus range as rallying rules do not permit the standard 2.5-litre engine of the Focus ST or road going RS. As with most rally cars, the 2.0-litre engine is heavily modified and performance was increased using a turbocharger. The 2009 Ford Focus RS WRC uses a Ford 1998cc Pipo built l4 Duratec WRC engine (four cylinders, 16 valves, bore 85 mm and stroke 88 mm), Pi electronic engine management system, Garrett turbocharger (with required 34 mm inlet restrictor), air intercooler, and a catalytic converter.

The car's transmission is a permanent four-wheel drive with M-Sport designed active centre differential, Pi electronic differential control units, M-Sport/Ricardo five-speed sequential gearbox with electro-hydraulically controlled shift and an M-Sport/Sachs multi-disc carbon clutch.

Focus 01 by David Freeman, on Flickr

Focus 02 by David Freeman, on Flickr

Focus 03 by David Freeman, on Flickr



On the bench - another Aussie Sports Sedan and a Torana from Bathurst
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Offline Brian da Basher

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Re: Recent Builds
« Reply #20 on: July 03, 2019, 05:04:24 AM »
Thatz nice.
 8)
Brian da Basher

Offline ScranJ51

  • Fast Jet, Fast Prop, Fast Racing Cars - thats me!!
Re: Recent Builds
« Reply #21 on: September 22, 2019, 04:46:48 PM »
Another Racing Sedan - Nissan NSX 2005

HONDA NSX
In 1984, Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina eXperimental), which had a mid-mounted C20A 2.0 L V6 configuration. After Honda committed to the project, management informed the engineers that the new car would have to be as fast as anything coming from Italy and Germany . The HP-X concept car evolved into a prototype known as NS-X, which stood for "New", "Sportscar" "eXperimental". The prototype and eventual production model—which was marketed as the NSX— were designed by a team led by Chief Designer, Masahito Nakano, and Executive Chief Engineer, Shigeru Uehara (who subsequently were placed in charge of the S2000 project).


2005 VERSION - EPSON
In 2005, the NSX featured widened fenders and increased front/rear overhang to improve downforce.  Starting with a twin turbo engine, disappointing performance lead all NSX teams to revert to naturally aspirated engines from round 4 of the championship.  The Epson sponsored car shown here finished 9th  in the championship, which was won by a Toyota Supra.


epson NSX1 by David Freeman, on Flickr

Epson NSX2 by David Freeman, on Flickr

Epson NSX3 by David Freeman, on Flickr
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Offline ScranJ51

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Re: Recent Builds
« Reply #22 on: October 07, 2019, 01:41:06 PM »
Long Weekend here so a couple more finished.

LOTUS 88B
The Lotus 88 was an innovative ground effect Formula One car designed by Colin Chapman, Peter Wright, Tony Rudd and Martin Ogilvie of Lotus in an effort to maximise the downforce produced by ground effects cars. By 1981 the ground effects cars were so efficient and so fast that the drivers were suffering from the tremendous g-forces involved in cornering and braking. The FIA banned the moveable skirts fitted to the bottom of the cars' sidepods that were vital for achieving consistent ground effect and regulated a mandatory ground clearance of 6 cm, in the interests of driver safety, and also in some people's view to aid the big manufacturers Ferrari, Alfa Romeo and particularly Renault. The Brabham team were the first to circumvent the rules using hydropneumatic suspension systems which compressed under aerodynamic loading and lowered the Brabham BT49onto the track. This had the side effect of rendering the car without any sort of suspension, causing the driver to be buffeted even more than before. However, the performance gains were such that other teams were soon following suit - although most had difficulty in replicating the Brabham system and used a simple switch to lower the car. Chapman had other ideas.

The earlier Lotus 86 had been designed at the time when skirts were still legal, in the same layout as the 88 but only one prototype had been built. The performance gains were relatively small but significant over conventional ground effects cars. When the skirts were banned, Wright studied the car and its performance without skirts. The loss in performance was largely negligible, so the 88 was quickly designed as a re-engineered 86. The 88 used an ingenious system of having a twin chassis, one inside the other. The inner chassis would hold the cockpit and would be independently sprung from the outer one, which was designed to take the pressures of the ground effects. The outer chassis did not have discernible wings, and was in effect one huge ground effect system, beginning just behind the nose of the car and extending all the way inside the rear wheels, thereby producing massive amounts of downforce. The car was powered by the Ford Cosworth DFV engine. Lotus drivers Nigel Mansell and Elio de Angelis reported the car was pleasing to drive and responsive. To make the aerodynamic loads as manageable as possible, the car was constructed extensively in carbon fibre, making it along with the McLaren MP4/1 the first car to use the material in large quantity.

Other teams were outraged at this exploitation of the regulations and protests were lodged with the FIA, on the grounds that the twin chassis tub breached the rules in terms of moveable aerodynamic devices. The FIA upheld the protests and consequently banned the car from competing. Chapman was adamant the car was legal and challenged the other teams and the FIA at every turn, but the decision stood. It got to the point where if the Lotus 88 was entered in the British Grand Prix at Silverstone, the team would lose its championship points and the race itself would lose its place as a championship round of the season. Chapman was forced to update two of his Lotus 87 chassis as replacements for his thwarted brainchild. The Lotus 88 therefore remains a curiosity from a bygone age of F1. Some of the 88's aerodynamics and layout were worked into the successful Lotus 91 which followed in 1982.

Lotus 88B-1 by David Freeman, on Flickr

Lotus 88B-2 by David Freeman, on Flickr

Lotus 88B-3 by David Freeman, on Flickr

This car completes the Lotus Gallery at the Humble Motor Museum (see other thread).


HONDA NSX
In 1984, Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina eXperimental), which had a mid-mounted C20A 2.0 L V6 configuration. After Honda committed to the project, management informed the engineers that the new car would have to be as fast as anything coming from Italy and Germany . The HP-X concept car evolved into a prototype known as NS-X, which stood for "New", "Sportscar" "eXperimental". The prototype and eventual production model—which was marketed as the NSX— were designed by a team led by Chief Designer, Masahito Nakano, and Executive Chief Engineer, Shigeru Uehara (who subsequently were placed in charge of the S2000 project).

1998 VERSION - RAYBRIG
At the 1998 All Japan Grand Touring Car Championships, the Honda NSX cars displayed overwhelming speed over their rivals.  Although the Championship mainly featured cars advantaged by powerful turbo engines, the NSX, as the flagship of Honda, used a naturally aspirated engine mounted on the widely marketed NSX base chassis. The NSX, with high traction at the midship as well as a centrally located fuel tank guaranteed continuous, stable control despite changing fuel levels.  The Raybrig sponsored car shown here won round 6 of the Championship at the Mine circuit.


Raybrig NSX 1 by David Freeman, on Flickr

Raybrig NSX 2 by David Freeman, on Flickr

Raybrig NSX 3 by David Freeman, on Flickr
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Offline ScranJ51

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Re: Recent Builds
« Reply #23 on: November 07, 2019, 12:44:17 PM »
Another for the Humble Motor Museum Gallery 5 - Tyrrell 020

Over the years, the Tyrell Racing Team of England has become famous for incorporating innovative ideas in their Formula One racing machines. During the 1990 Grand Prix season, they introduced a very distinctive anhedral shaped front wing, which immediately became popular with other Formula One car builders. For the 1991 season the Tyrell Team improved and continued to use this highly effective design on their type 020 racer. This wing, when combined with the raised front nose cone, allows more air to flow under the chassis, producing a stronger downforce. The sleek and low body shell was aerodynamically sculptured to provide more performance at the track. This excellent chassis is magnificently mated to Honda's potent, normally aspirated, 3498cc, V-10 cylinder, type RA101E powerplant, and the transmission gear casing is transversely mounted in front of the rear axle. The front suspension system uses a double wishbone push-rod type damped by a single shock unit, while the rear end uses a conventional push-rod damped by a single shock unit. This reliable suspension system is fitted with newly developed Pirelli slick racing tyres on all four wheels. Piloted by skilled drivers Satoru Nakajima and Stefano Modena, the Tyrell 020 racer was a prominent contender throughout the 1991 Formula One Grand Prix season. Modena used the car on display to finish 2nd in the Canadian GP.

Tyrrell 020-2 by David Freeman, on Flickr

Tyrrell 020-1 by David Freeman, on Flickr

Tyrell 020-3 by David Freeman, on Flickr


The Humble engineers are hard at work, and expect to unveil a few more cars within the coming weeks  ;)
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Offline ScranJ51

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Re: Recent Builds
« Reply #24 on: November 26, 2019, 01:59:16 PM »
As promised, the Humble Engineers offer two more for the Museum:

Brabham BT-50

BT50-2 by David Freeman, on Flickr

BT50-1 by David Freeman, on Flickr

BT50-3 by David Freeman, on Flickr

Renault had introduced turbocharged engines to Formula One in 1977. Brabham had tested a 4-cylinder BMW M12 turbocharged engine in the summer of 1981. For the
1982 season the team designed a new car, the BT50, around the BMW engine which, like the Repco engine sixteen years previously, was based on a road car engine block, the BMW M10. Brabham continued to run the Cosworth-powered BT49D in the early part of the season while reliability and driveability issues with the BMW units were resolved. The relationship came close to ending, with the German manufacturer insisting that Brabham use their engine. The turbo car on display here took its first win at the 1982 Canadian Grand Prix. In the Constructors Championship, the team finished fifth, the drivers Riccardo Patrese, who scored the last win of the Brabham-Ford combination in the 1982 Monaco Grand Prix, 10th and World Champion Piquet a mere 11th in the Championship for Drivers.


Benetton B192

B192-1 by David Freeman, on Flickr

B192-2 by David Freeman, on Flickr

B192-3 by David Freeman, on Flickr

Exactly one year after his debut at Spa Franchorchamps in 1991, Michael Schumacher won his first on a rain-soaked Spa Franchorchamps in his Benetton B192. This win was not only the first win for a German in over 17 years but it also was the first of a total of now over 50 wins for Schumacher. Schumacher finished third in the championship in his first full season behind the two Williams drivers Patrese and champion Mansell.

The B192 features a distinctive shark nose cone.  Two vertical plates suspend the large front wing, while the rear edge of the diffuser was extensively warped upwards, producing the efficient downforce desired.  The car used the Ford developed, high revving Type HB V-8 engine.  Although competing V-10 and V-12 engines had the advantage of larger power output, Ford’s HB engine’s light weight and compact design provided a superbly balance package.  The team, with Schumacher and Martin Brundle at the wheel earned points in all 16 rounds of the season and finished 3rd in the constructor’s title.  Martin Brundle’s car is on display here.



The engineers expect two more to be finished next week!!   8)

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Offline Brian da Basher

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Re: Recent Builds
« Reply #25 on: November 27, 2019, 05:43:13 AM »
Those are some speedy looking race cars!

I always enjoy the splash of color racers add.

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #26 on: December 02, 2019, 08:00:11 AM »
As promised - two more for the Humble Motor Museum

Jordan 191

Jordan 191-1 by David Freeman, on Flickr

Jordan 191-2 by David Freeman, on Flickr

Jordan 191-3 by David Freeman, on Flickr

The Jordan 191 was the first Formula One car built by Jordan Grand Prix and participated in the 1991 Formula One season. Five drivers took part in the 16 round championship for the team. Andrea de Cesaris was the only one to drive the full season, despite failing to pre-qualify for the opening round of the championship in Phoenix. It was also de Cesaris who scored the team's best finish of the season, with a fourth place at both Montreal and at Mexico City.  Bertrand Gachot secured his best finish of his shortened season, with a fifth place - just over 2 seconds behind de Cesaris at the finish. Gachot's season was curtailed by a two-month prison sentence, for spraying CS gas at a taxi driver in London.

Over the final six races, three drivers filled in for Gachot - Alessandro Zanardi, Roberto Moreno and a 22-year-old German by the name of Michael Schumacher. Schumacher was a revelation in his one and only race weekend for Jordan. At the 1991 Belgian Grand Prix, Schumacher qualified a superb seventh on the grid (Jordan's joint-best ever at that time), out qualifying de Cesaris who was eleventh. However, the high did not last, as the clutch failed within the first mile of the race. There followed a legal wrangle between Benetton and Jordan, with Schumacher signing for Benetton - a team with which he would later win two world championships - sending Moreno packing from Benetton and Jordan signed him up. He did two races before handing another debutant, Zanardi, his debut in the final three races. A pair of ninths was the best results that any of Gachot's replacements achieved.  In their first season, Jordan finished an impressive fifth in the championship, scoring 13 points along the way. The 191 is also considered by many to be one of the most beautiful Formula 1 cars of all time.


Ferrari F310B

Ferrari F310B-1 by David Freeman, on Flickr

Ferrari F310B-2 by David Freeman, on Flickr

Ferrari F310B-3 by David Freeman, on Flickr

(And yes, the right rear wheel has popped out of the suspension  :()

The Ferrari F310, and its evolution, the F310B, was the Formula One racing car with which the Ferrari team competed in the 1996 and 1997 Formula One seasons. It was driven in both years by Michael Schumacher and Eddie Irvine.  The F310 and F310B won a total of eight Grands Prix, 22 podium’s, 7 pole positions and 172 points. The car would set the ground work for the next year car, the Ferrari_F300 which would also take the championship to the final round in 1998 before losing out the Hakkinen in the McLaren.  With the hiring of Rory Byrne and Ross Brawn to replace John Barnard, part of the dream-team that would give Ferrari six straight constructors' championships from 1999 to 2004, they used the F310 as a base for the F310B. The car was slightly more streamlined but still lacked both the engine performance and the aero-package of the ultra successful Williams Renault package of the FW19.

Regardless, double champion Michael Schumacher held truth on his 1995 promise that "in 1996 we will win three grands prix, then in 1997 we will challenge for the championship" by taking the challenge to the last round. He was however unable to hold off a storming drive by title challenger Jacques Villeneuve and a botched attempt at blocking the line ended up with Schumacher in the gravel, retired and eventually to have his second place in the championship stricken.  The car on display is that of Eddie Irvine.


One more car remains on the workbench.  When that is finished, it will be a while before the last two are prepared, as they involve major scratchbuilding - converting a Ligier JS11 to an Arrows A2 and a Lotus 107 to a Minardi!!
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Offline Brian da Basher

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Re: Recent Builds
« Reply #27 on: December 03, 2019, 04:08:42 AM »
Most colorful and a delight to look at!

Impossible to pick a favorite but you have some enviable skill my friend!

Brian da Basher

Offline ScranJ51

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Re: Recent Builds
« Reply #28 on: December 04, 2019, 08:07:41 AM »
Thanks Brian.

Until now, most of the builds have been OOB, with some having minor additions.

The last two cars to go into the "Museum" will be somewhat different.

The easier of the two:

converting this:lotus 107B_0001 by David Freeman, on Flickr

into this:Minardi M193_0001 by David Freeman, on Flickr

Much more challenging will be

converting this:Ligier JS11_0001 by David Freeman, on Flickr

into this:Arrows A2_0001 by David Freeman, on Flickr

Luckily, I have plans that detail how these conversions can be done.

There will be a fair bit of scratchbuilding invovled for the Arrows.   :icon_surprised:
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Offline ScranJ51

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Re: Recent Builds
« Reply #29 on: December 19, 2019, 08:33:17 AM »
The last car (for the near future) to go into the Museum:

Brabham BT18 F2

Brabham BT18-1 by David Freeman, on Flickr

Brabham BT18-2 by David Freeman, on Flickr

Brabham BT18-3 by David Freeman, on Flickr


In the 1960s and early 1970s, drivers who had reached Formula One often continued to compete in Formula Two. In 1966 MRD produced the BT18 for the lower category, with a Honda engine acting as a stressed component. The car was extremely successful, winning 11 consecutive Formula Two races in the hands of the Formula One pairing of Brabham and Hulme. Cars were entered by MRD and not by the Brabham Racing Organisation, avoiding a direct conflict with Repco, their Formula One engine supplier.


Now, there are still two vehicles to go, but as both are major conversions (see above) it will be some time before they are done.

So, the Museum has been placed on full "display" (with perspex cover to stop dust):

Humble 1 by David Freeman, on Flickr

and here is the Museum with the lights on:

Humble 2 by David Freeman, on Flickr

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Offline elmayerle

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Re: Recent Builds
« Reply #30 on: December 19, 2019, 01:10:26 PM »
Brilliant; I love the looks of the completed (almost!) museum.

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Re: Recent Builds
« Reply #31 on: December 20, 2019, 01:55:57 AM »
Nice display
All hail the God of Frustration!!!

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But you can make the Bastard work for it.

Offline ScranJ51

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Re: Recent Builds
« Reply #32 on: January 05, 2020, 05:50:46 PM »
A few more for the Annex (all 1/24th)

Sauber C22

Sauber-1 by David Freeman, on Flickr

Sauber-2 by David Freeman, on Flickr

Sauber-3 by David Freeman, on Flickr


SAUBER C22
The Sauber C22 was the Formula One car that Sauber Petronas used to compete in the 2003 Formula One season and was the third car that Willy Rampf designed for Sauber. Nick Heidfeld and Heinz-Harald Frentzen drove this car with Neel Jani as the test driver. The engine was the Petronas 03A V10. The car's major sponsor was Credit Suisse.

The car's most successful race came in the shape of the United States Grand Prix at Indianapolis where they scored 10 points with Heidfeld finishing in 5th place and Frentzen achieving a podium finish of 3rd. The team finished sixth in the 2003 Constructors' Championship, scoring nineteen points from the sixteen races. This was one place down on the 5th position which the team achieved, when they used the Sauber C21s in the 2002 season.


Toyota TF-102

TF102-1 by David Freeman, on Flickr

Tf102-2 by David Freeman, on Flickr

Tf102-3 by David Freeman, on Flickr

TOYOTA TF102
The Toyota TF102 was the car with which the Toyota team competed in the 2002 Formula One season, the team's inaugural Championship campaign. The car reflected the results of a year's testing in 2001 with theTF101, and was designed primarily by Gustav Brunner and Dago Rohrer. As with the TF101, it was piloted during the season by Mika Salo and Allan McNish. The car had a much more conventional look in the aerodynamic sense than the test car did, something that was commented on by Brunner at its launch in November 2001: "The car tested during 2001 showed the results we wanted. This new model reflects the latest technology, and has a much more conventional setup than the test car."  The car sported a different paint livery than the one seen on the test car, with a more abstract red and white design taking over from the contoured lines of the previous model.

At the opening race of the 2002 season in Melbourne, Salo came home sixth to give the team a point on its Formula One début. The Finn added a second point two races later, in Brazil.  McNish, meanwhile, was on course for a point of his own in Malaysia, but a pit-lane mistake by the team meant he finished seventh. During qualifying for the final race of the season, at Suzuka, he wrote off a chassis completely when he crashed at the super-quick 130R corner, also tearing a hole in the Armco barrier. However, he sustained no serious injury, which paid testament to the safety of the TF102.

The two points put Toyota tenth in the Constructors' Championship, behind Minardi on count-back (Mark Webber had finished fifth in Australia) but ahead of the financially troubled Arrows.

Team principal Ove Andersson had warned at the beginning of the season that it would be very much a "learning year" and overall the car's performance was received with optimism due to its sturdy reliability.


Lotus 49B

49b-2 by David Freeman, on Flickr

49b-3 by David Freeman, on Flickr

49b-4 by David Freeman, on Flickr

LOTUS 49B
The Lotus 49 was a Formula One racing car designed by Colin Chapman and Maurice Philippe for the 1967 F1 season. It was designed around the Cosworth DFV engine that would power most of the Formula One grid through the 1970s and was the first successful Formula One car to feature the engine as a stressed member.
The 49 was an advanced design in Formula 1 because of its chassis configuration. The specially-designed engine became a stress-bearing structural member (seen earlier with the H16 engine in the Lotus 43 and BRM P83, but prior to that in the front-engined Lancia D50 of 1954), bolted to the monocoque at one end and the suspension and gearbox at the other. Since then virtually all Formula 1 cars have been built this way.
The 49 was a testbed for several new pieces of race car technology and presentation. Lotus was the first team to use aerofoil wings, which appeared partway through 1968. Originally these wings were bolted directly to the suspension and were supported by slender struts. The wings were mounted several feet above the chassis of the car for effective use in clean air, however after several breakages which led to near fatal accidents, the high wings were banned and Lotus was forced to mount the wings directly to the bodywork.
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Offline ScranJ51

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Re: Recent Builds
« Reply #33 on: January 05, 2020, 05:54:59 PM »
And another

Ferrari P330-P4

330-2-1 by David Freeman, on Flickr

330-2-2 by David Freeman, on Flickr

330-2-3 by David Freeman, on Flickr


SCUDERIA FERRARI SEFAC 330 P4
1967 was a banner year for the Enzo Ferrari motor company, as it saw the production the mid-engined 330 P4, a renowned V12 endurance car meant to replace the previous year's P3.  Only four Ferrari P4 engined cars were ever made: one P 3/4 and three 330 P4's. Their 3-valve cylinder head was modelled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection system from the P3 for an output of up to 450 hp (335 kW). In comparison with its rivals, the 330 P4 had poor aerodynamics, but its sexy looks continue to grab attention.

The P 3/4, one of the P4's, and one 412P electrified the racing world when they crossed the finish line together (in first 0846, second 0856, and third place 0844) in the 1967 24 Hours of Daytona, for a photo finish to counter Ford's photo of the Ford GT 40 MK II's crossing the finish line together First, Second, and Third at Le Mans in 1966.  Chassis 0856 was also driven to second in the 1967 Le Mans 24 hour race, piloted by factory drivers Ludovicio Scarfiotti and Mike Parkes.

Since then, the fate of these four nearly legendary cars has been the subject of much attention. All of the P4's built are accounted for, although P 3/4 0846 is surrounded in controversy.


This is the second 330P4 secured by the Museum

 ;)
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Offline ScranJ51

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Re: Recent Builds
« Reply #34 on: January 14, 2020, 07:06:54 AM »
Two more for the Annex:

Porsche 917K

917k-1 by David Freeman, on Flickr

917k-2 by David Freeman, on Flickr

917k-3 by David Freeman, on Flickr

Capri Sports Sedan

capri 2-1 by David Freeman, on Flickr

capri 2-2 by David Freeman, on Flickr

capri 2-3 by David Freeman, on Flickr

Had a spare resin body shell.  Flared the guards and built a floor on which to attach the axles and bigger tyres.  Fun paint scheme - not representative on any particular car.


And a "new" project - converting a B737-800 to an Aussie Wedgetail....

raaf e7a-2 by David Freeman, on Flickr

 8)

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Offline ScranJ51

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Re: Recent Builds
« Reply #35 on: January 20, 2020, 07:37:43 AM »
Couple more for the Annex - both 1/24th:

Toyota TS020 GT-1

TS020-1 by David Freeman, on Flickr

Ts020-2 by David Freeman, on Flickr

Ts020-3 by David Freeman, on Flickr

Ts020-4 by David Freeman, on Flickr

The 1999 Le Mans race boasted 6 major contenders.  The Toyota GT-One TS020 led the gruelling 24-hour event right up until an hour before the finish, when it was struck with an untimely tire blowout, but still managed to finish second.  Determined to repeat the impressive performance of the previous year (minus the trouble), the Toyota team concentrated on fine tuning their machine.  Subtle refinements to the sleek carbon fibre composite body were conducted in the pursuit of optimal aerodynamics, while the 3600cc V8 twin turbo R36V engine also underwent various modifications, improving power, torque and fuel efficiency.

Alfa 155 V6 TI

alfa 155-1 by David Freeman, on Flickr

alfa 155-2 by David Freeman, on Flickr

alfa 155-3 by David Freeman, on Flickr

The Alfa Romeo 155 V6 TI was a FIA Class 1 touring car that Alfa Corse raced from 1993 to 1996 in the Deutsche Tourenwagen Meisterschaft and the subsequent International Touring Car Championship.

A high-revving 2.5 L 60° V6 engine was coupled to a four wheel drive system, producing 490 PS (360 kW; 480 hp) at 11500 rpm.  Alfa Corse entered two 155 V6 TIs for works drivers Alessandro Nannini and Nicola Larini; the 1993 season was dominated by Larini winning 11 of 22 races.
 
In 1994 the rivals from Mercedes seemed to have the advantage but Alfa did manage to win a further 11 races. A more consistent performance from the Germans gave them the title.  Since the 1995 season the team got new sponsorship livery from Martini Racing.  The 1996 version had a 2.5 L 90° V6 engine based loosely on the PRV engine delivering 490 PS (360 kW; 480 hp) at 11,900 rpm, had a top speed of around 300 kilometres per hour (190 mph) and weighed 1,060 kilograms (2,340 lb).
 
The Alfa 155 V6 TI did a record of 38 wins (plus 3 other non-championship races). The victories were obtained by seven different drivers: 17 (+1) Nicola Larini, 13 (+1) Alessandro Nannini, 2 Stefano Modena, 2 (+1) Christian Danner, 2 Michael Bartels, 1 Kris Nissen and 1 Gabriele Tarquini.
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Offline ScranJ51

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Re: Recent Builds
« Reply #36 on: March 22, 2020, 08:23:52 AM »
Mercedes DTM Car

MERCEDES CLK-GTR
The Mercedes-Benz CLK GTR is a sports car and race car that was built by Mercedes-AMG, performance and motorsports arm of Mercedes-Benz. Intended for racing in the new FIA GT Championship series in 1997, the CLK GTR was designed primarily as a race car, with the road cars necessary in order to meet homologation standards being secondary in the car's design. Thus the limited production road-going cars are considered racing cars for the road.

Upon completion of the first two prototypes a mere 128 days after the initial drawings had been made, the CLK GTRs were entered into the 1997 FIA GT Championship season, debuting at the season-opener at one of Mercedes-Benz's home tracks, the Hockenheimring. Unfortunately the new cars were not able to shine, as brake problems eliminated one car after five laps, and the other finished over 20 laps behind the winning McLaren. However, by the next round at Silverstone, the CLK GTR began to show its pace, finishing less than a second behind the winning McLaren. By the fourth round, returning to Germany for the Nürburgring, a third CLK GTR was added to the team. In this race, Mercedes-Benz successfully outperformed the fleet of McLarens, taking first and second places. The team would finish out the season with five more wins, at A1-Ring, Suzuka, Donington, Sebring, and Laguna Seca, allowing them to secure the team championship as well as the drivers championship for Bernd Schneider.


merc1 by David Freeman, on Flickr

merc2 by David Freeman, on Flickr

merc3 by David Freeman, on Flickr
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Offline Brian da Basher

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Re: Recent Builds
« Reply #37 on: March 22, 2020, 08:47:51 PM »
Colorful in a wonderfully under-stated way and looks fast just sitting there!

Brian da Basher