1970 Chevrolet Camaro Z/28 350 – AMT Ertl

1970CamaroZ28_2019 (31)Ahh yes, one of my first model kits that I built when I jumped back into this particular hobby. Heck, in fact, this particular kit might also be one of the first posts I did on this website, copying it like the ham fisted oaf that I am from a crappy Amazon.co.uk review. Well, we’re now a rigorous 300 or so models further into the future, it’s time to give this ol’ boy a re-do. Why? Honestly, there’s no big ‘true‘ reason, part of me was inspired by the anouncement of AMT’s semi-new tool 1970 Camaro with the full bumper and single headlights. Holy shit right? It only took them 30 years to finally do something with this kit. Though one shouldn’t bite the cramped, over-reaching hand that feeds him, this is a truth, it’s not AMT’s fault, it’s… well, it’s Round 2’s fault. A company that quite literally just invests in shoving more liquid plastic through old molds so they can make more AutoWorld 1/18th scale cars and be hugged by Coca-Cola Company for being good boys.

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Any-rant-over-who, while no more than one real new tool kits will come and have come from Round 2 every decade, I’m genuinely excited about the prospect of finally seeing them go for the other Camaro from 1970 through 1973, which AMT back in the seventies actually did do a kit of though I’m uh, I’m informed that it was a total pile of ass. Having the problem of well, looking absolutely nothing like the real deal in an extremely distracting manner. But I digress, back to business. The 1970 Camaro kit I built three years ago, I definitely didn’t do it justice and I’ll be honest, having grown and learned techniques and also having gotten a bad case of not-dumb-anymore-ness, I can’t stand the look of the thing.

1970CamaroZ28_2019 (15)Yet part of that is to blame on the kit itself, but I’ll go further into that in a moment. First, some well deserved history on the car and the kit; you see, this is like one of those cars that you really gotta give credit. Think of the Mustang, back in 1965 when they put out the Fastback alongside the convertible and coupe, that right there was serious concern for magnum opus. How the in the ever living fuck were they gonna triumph that? They essentially had designed the greatest hits album right there and then, and of course Caroll Shelby came along and for ’67 he essentially made the sexiest automobile in the history of mankind, better known as the 1967 Shelby GT500, not even the Eleanor version that added too much square to an all around slab of perfect. What the hell are you gonna do next? 1968 was largely unchanged and 1969 came along and it just went straight into Elvis territory from there, getting fatter and heavier until Ford had to damn near scrap it in 1973.

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The Camaro faced a similar prospect in 1969, they in 1967 had essentially created one of the de-facto muscle machines and they didn’t even know it yet, but it would very rapidly become the most popular muscle car of all time sharing the first place with the Mustang. Every man, woman, child, dog, cat, you name it knows the Mustang and every damn one knows the Camaro just as much, hell to such a degree that specific models became pop culture slang(like Wheatus’ Teenage Dirtbag with “drives an IROC”). And back then in US car culture, it was the norm of the day to swap out your entire car’s design every three to five years. Like ground up in most cases, even. For the Mustang, this first radical redesign came about in 1971, and for the Camaro it came a wee bit earlier, halfway through 1970. Just like the Mustang, kind of a victim of its own success though nowhere near as bad; it got wider, it got far heavier and it got far less options.

1970CamaroZ28_2019 (6)However, it was fortunately also a car to which GM for once in their lifetime actually listened to the consumers. The Camaro was popular in all configurations, as a two door family car all the way to Trans-Am racer. One of the biggest complaints from the first generation was the ride quality, it was lumpy, it was bumpy and generally it was a blast to drive as long as you went straight on a smooth road. They really took to the mantra of “the driver’s car”; they put on far better suspension, revamped the brakes, soundproofed the car and also did little comforts like longer doors for easier rear bench entry, more powerful steering, you name it. Essentially, while it was chunkier, it was also better. And it was still fast as all hell being a true to itself muscle car, until the 1973 oil crisis you had the base 290ci V6 but most customers chose the revamped 350ci V8 LT-1 engine sourced from the Corvette that would become a staple for the Camaro until deep into the eighties. The power monster 396ci V8 would be available until 1973 before it would get chopped in favor of… well, less.

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Like, in all specs the 1970 Camaro was generally just a good car. It weighed only around a hundred pounds more than the 1969 Camaro Z/28(the ’71 Mustang 429CJ weighed well over two hundred more than the ’70 Camaro RS Z/28), it retained most of the engine choices even while interior luxury would go down but the biggest hurdle the Camaro back then had to deal with was GM itself. The plant workers responsible for the second generation Camaro’s first three years striked for 240 days in total, 67 day company wide in 1971 and another 173 in 1972 and on top of that, literally before the oil market collapsed in the US, the Camaro had to be rapidly redesigned and well over a thousand of ’em had to be tossed into the crusher because of the new government mandated bumper safety standards. So when you think about it, they actually managed to pull of the near impossible and came up with a great successor to what essentially was the best Camaro, and they fell from grace through strikes, company mismanagement, idiotic bumper rules and the Middle-East yanking the carpet out from underneath everyone.

1970CamaroZ28_2019 (8)And the AMT kit also had its fair share of troubles, yes nice segue I know. From the seventies, AMT did the 1970, 1971 and 1972 all in the single headlight SS specs with the 396ci V8 engine. These were uh, well, they weren’t great. But ’twas 1970 and choice was rather limited and so was technology so lets forgive them for that. Then, in 1989 they did the impossible – they somehow fudged together the AMT and MPC kits from 1970 into one ugly abomination of ill-fitting shit that honestly didn’t deserve to see the light of day. It truly was every way a terrible kit, screwballed into a kit and you know it was a crapfest of a kit when not even the re-release kings Ertl, Racing Champions and Round 2 gave this one a second run. Instead, during the Racing Champions era of AMT Ertl, they invested in a ground up new tool of the 1970 Camaro in 1999, specifically the Baldwin Motion 454 Camaro in all new-tool glory. Even at the time specifically designed with the future in mind, the RS Z/28 Camaro hit the shelves in 2001.

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It was a beautiful kit and generally you can’t say many bad things about it, other than the usual mid-90s kits and early-2000s kits problems. However, the big fat however leaps out the bushes to pounce this sucker something fierce. It was clearly a quickly repurposed kit and it shows, the chassis  still has all the colossal holes for the big chunky Baldwin Motion side exhaust, it still has the raised suspension to accommodate the huge rear tires of that car and on top of it all, they really did dick up the injection molding on this thing. You see, while the Baldwin Motion kit is molded cleanly and in a crisp manner with the mold injection leading in from parts you can easily hide after painting, on the Z/28 it’s a whole different story.

1970CamaroZ28_2019 (33)The hood is molded onto the sprue from the left side all the way down and cause the plastic is so thin and flimsy it curves upwards horribly. The entire detail of the suspension and small pieces like the springs and shocks are just blobs. Hell the only thing to look somewhat decent are the A-arms, the rest is chunky and just decked with flash. Like an ungodly amount. And the worst part, I’d argue, is the front end of the body. The headlights are just ruined by flash, you need some surgical skills to reduce it to a reasonable amount and even then the thin, crappy plastic has shown its mark once again. The headlights are arguably the worst casualty of the plastic quality. For the rest however, it isn’t too bad. One can say though that this kit desperately could use more chrome pieces. They only chromed the two bumperettes, the grille, the rear bumper and the stick shift. Thats it. The wheels, for one, really could’ve used the chrome treatment, heck it could’ve used a rear-view mirror too. Maybe some headlight buckets instead of the molded on ones. Here’s hoping the full bumper Z/28 does see some separate headlight buckets. And some wheel support as there, well, isn’t any. They just loosely hang from the axles and eventually they go crooked… again. I kinda gave up on resetting the stance so the rear tires no cave in a tiny bit, I’m thinking “what the hell ever” by this point.

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Now one last paragraph of bitching, then I’ll shut the hell up as requested and get onto the good stuff. The decals in this kit, they’re quite decent however I very rapidly discovered a issue. None of the Z/28 decals have a white backing making them opaque, they’re entirely translucent! Unless you got a bright and vibrant color, they’re gonna vanish the moment you place ’em on the body. Which is a real damn shame. I compensated for this by printing my own decals, though instead of just placing them – I tried a little trick I read done by Maindrian Pace(no, not the Gone in 60 Seconds guy sadly) and cut ’em out from the paper and blackened it out around. Kinda looks halfway decent, I’d say!

1970CamaroZ28_2019 (2)So while I’m at it, I’m giving this decal sheet a do-over purely became it needs one and it lacks a bunch of stuff so, keep an eye out for that one to join the Baldwin Motion decal set I’ve made a while before. And here I am now, approaching the end of this article with one hell of a muscle car to show for it even with all the troubles and problems that plague the kit. Cause that’s really where it stands, despite everything crap, terrible and horrible about this kit, it still is quite… grand. The mold must’ve gone to hell over the years and frankly the build quality isn’t terrible. It’s nowhere near the ’69 Camaro from Revell in terms of how nice it all goes together and the crispness of the detail, but it’s damn well up there.

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And that gives me hope! The full bumper kit will likely have this one as its origin, as it’s alleged that the Round 2 boys are cloning it instead of falling in pits of kit molding past where they irreversibly chop up the original, which likely means they also have taken care of the now legendarily flashy, blubbery mold quality. The next model on the list is the ’70 Baldwin Motion Camaro re-do, another one I did terrible justice back in the day and paired with my decal sheet enhancements, it’ll likely be a neat little re-do. I gave this one all sorts of extra love, even though I didn’t bother plumbing the engine bay, I gave it some seatbelts, my own dash gauges and license plates, some high quality Tamiya paints on and in the model, you name it! And the Baldwin Motion Camaro looks to receive the same attention from me down the line, if only to make a nice pair for when the full bumper Camaro kit gets released.

’70 Chevrolet Camaro Z/28 350 specifications:
Kit: AMT635
Skill Level: 2
Parts: 148
Molded in: Orange

Scale: 1/25


2006 Mercedes Benz SLR McLaren 722 Edition – Tamiya

mclaren_slr_06 (2)More Tamiya! And more Tamiya to come! Hooray! So to give myself a royal break from the normal, typical kits I tend to build and enjoy, I fully immersed myself into one of those more expensive Tamiya kits, and there’s plenty to choose from. I was torn between the Lexus LFA, the Honda NSX, the Ford GT and this one, well initially its older brother – the SLR McLaren. The regular, plain Jane one. Yeah bet no-one’s ever been able to say “plain Jane” to a damn SLR McLaren, but what did you expect given this little website’s history. This kit in particular is the last of the SLR McLaren that Tamiya put out, starting with the regular SLR McLaren in 2006, this kit based on the penultimate SLR; the 722 in 2010 and then a re-release of the original SLR with a fully transparent body in 2013. Though don’t be fooled, the original SLR apparently is still cheaper despite it all and the clear version is… well, the same, besides being clear.

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That being said, it’s a wholly new subject for me. I tried to build the Aoshima Lamborghini Murciélago SV LP670-4 a while ago and ran into a brick wall with it despite really, really enjoying it as a whole. Eventually while building it I got stupendously frustrated when I hit a spot while having to attach the little air intakes and the panels behind the doors and… just gave up, they didn’t fit, they didn’t match and I downright felt like I was smashing a four inch square peg through a needle hole even attempting to make ’em fit, so I gave up, royally shelved it. But that itch stuck with me, I wanted to build something stupidly complex yet from the time period I’ve actually lived in. And cue the SLR McLaren 722; effectively the final iteration of it as a coupe, with the looks being… well the best they could get.

mclaren_slr_06 (5)It got formally announced in 2003 in the shape we know it today, but it got its first conceptual unveiling in 1999 as the Vision SLR Concept; which to me always looked like the hairdressers favorite Mercedes SLK with the front end yanked outwards but I can’t deny it had something going on, like a big ol’ smooch right on the forehead of days of yore; the time of the grand tourer. What the uppety fuck is a grand tourer, I hear you ask? Well, turns out in the old days of barely sixty years ago, people with copious amounts of dosh and the desire to take the ol’ girl for a cruise would stuff their Louis Vuitton suitcases in the tiny trunk, hop in the massive luxuriously decorated cabin and stare over the long hood for many hours as they drive their iteration of the grand tourer which could be a Mercedes 300SL, a Jaguar E-Type or a Maserati 3500GT or anything with a luxurious mix of speed and interior opulence, on well, a grand tour. I mean, what the hell else would you do while stupidly wealthy? Those types of cars were made specifically for those situations, they could handle running for several thousand miles with not much of a stop in between, they were exciting rides for exciting drives to exciting places.

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Which y’know, ain’t much of a thing anymore in the economical climate of now. Or 1990. Or 1980. Or 1970. I mean they always will hold a place but no-one has time to drive to Turin nowadays, they fly there silly! That of course being said, no-one ever said they had no place to exist either, as grand tourers were still being made well into the 1980s, also known as the automotive dark ages, more commonly known as the Malaise Era, and they saw a massive resurgence in popularity through the 2000s as well, effectively coming back to the highly revered status of what they once were in the 1940s, 50s and 60s. And one can’t really argue that there’s so many great GT cars from the 2000, from Bentley’s to Astons, to Alfas to even Cadillacs. But in my humble albeit utterly rotten opinion, the SLR McLaren still stands taller than any of the others for the simple reason that it’s a goddamn beast.

mclaren_slr_06 (23)Every single angle of the SLR is intimidating, especially know how soft and smooth it was in its concept stage. Plus, it has the added benefit of having the ever sexy name “McLaren” in its official title. You see, this came to be out of two reasons: One is that Mercedes, or rather “Daimler-Chrysler” at the time was very much into adding more nameplates to their flag line up outside their HQ in Stuttgart, they bought a 40% share into McLaren Automotive. Heck, before I go on about that – anyone remember the Daimler-Chrysler times? Those were… a thing, weren’t they. The Chrysler Crossfire, unofficial Quasimodo brother of the SLK, oh hell yes! Anyway, so they owned a whole lot of McLaren and basically formally invited them to become part of the creation that would become the road going version of our beloved Vision SLR, now called the SLR McLaren.

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The whole thing is a collaboration that is nothing short of legendary, this in my view is the Ford-Cosworth connection from the 1980s and 1990s that gave us the Escort and Sierra Cozzies, brought to Mercedes via McLaren, a bunch of hyper intelligent tech guys engine, tuning and working with scientific accuracy paired with the elegance and old German workmanship of Mercedes Benz. It was a raw, unadulterated beast with a massive forward opening hood and a tail so short you’d swear your butt cheeks would be touching tail light if it weren’t for the panels. The engine is this gargantuan 5.4L SOHC V8 that just crapped out torque like nobody’s business, it went like a bat out of hell and it did so in luxury and style. Though, big ol’ though – even then I thought, man those wheels are the dullest thing I have ever seen. Maybe it was befitting of the heritage, with the clear nod to the Silver Arrows of the olden times, and the bright red absolutely massive tail lights kind of took away from the supremely soft-angled borderline beautiful curves of the car.

mclaren_slr_06 (6)But lo and behold, I probably wasn’t the only one who felt this way cause three years after the first production car rolled out of the factory in 2003, it got a formal new edition called the “722 Edition” in 2006 – so called after the #722 300SLR that took the number 1 place in Italy at the 1955 Mille Miglia, driven by none other than Stirling Moss. This 722 was pretty much the prettiest version I’d say, they capitalized on the supremely sinister sharp yet rounded angles of the car by further going in the dark with it; darkened tail lights, carbon fiber colored wheels, darker shade of gray for the paint, blacked out head lights, carbon fiber grilles on the hood, and of course a wholly black interior opposed to the popping red ones of before. And holy shit did this work!

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I’m super happy with Tamiya actually giving this one another whirl cause they’re very much known for their “we make a model, that’s it” approach to model kits. Which, y’know, is fine! Do what you want as long as the variety stays this way, but I can’t help but feeling thankful that they were willing to tool up the new bits and such for the 722 Edition. Cause in all honesty, they didn’t have to, it’s barely any different of the original aside from the blacked out stuff, other than the wheels. Though that being said, even with the small difference and the few extras on the decal sheet, it’s arguably the better of the two kits if anything cause it’s the more limited edition of the two. Given the 2005 SLR now has two releases, albeit one in a clear body – this one’s… meaner looking and more rare to boot!

mclaren_slr_06 (13)I figured since this is kind of my first “I’mma see this one finished” automotive kit since God knows how long, I thought lets go all the way like I did with the Kawasaki Ninja H2R. I bought the TS-42 “Light Gun Metal” spray by Tamiya, all the prerequisite bottles of matte, gloss and in between by Tamiya, panel line ink also by Tamiya and just to fuck with the sequence; the ever so lovely yet amazingly great Vallejo Metal color line which honestly makes for as close to the true thing shades of metal that one can achieve. They’re best worked with an air brush but they have no issue setting just as nicely with a regular soft brush, provided you go over it a time or two. So the paint is close to the real deal and the panel lines are nicely accentuated and I have to admit; it does look good. That shade of gray really looks like the stuff Mercedes would put on themselves. Not to mention the panel line ink does its job supremely well, dries in seconds too!

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But it ain’t all rainbows and sunshine with this sucker, there’s in fact three things that will likely come to count as a bit of a hurdle. One is, and this is the biggest by a long shot if you’ve ever googled some finished SLR’s: the hood does not sit flush, hell it sits massively open. There’s a panel gap so big it almost looks like a third of those air intakes. I actually managed to reduce this a fair amount by cutting off roughly a fifth of the little blocks that connect the hood to the little arm that moves it accordingly, cause I had the foresight of having seen those Google images where people could damn near stick a pinky through it. I still have some of a gap on the drivers side but it tends to sit well enough that it appears flush, though I will say that this hood opening system is so damn good looking and so accurate to the real deal that I’d almost argue it being worth having that massive gap.

mclaren_slr_06 (18)Number two is that opening doors, no matter how intelligent, no matter how clever always results in the same two things. You’ll always lose the little rods that are meant to prop the doors open, and you’ll always have the doors not fit in the Goddamn body when you want ’em shut. Fine, I guess though – it is a really intelligent system where the door hinges are two metal Z-pieces and the actual plastic connector bit being part of the body, forced snug between the windshield and the roofline. Though it still looks jarring when you want ’em to be closed, you can’t not have that. Also I was a idiot and skipped the step with the little Z-rods and can’t actually prop them open easily either – whoops!

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The third is a small complaint but its worth mentioning nonetheless, there are a couple of points where you just wonder what in the hell is the idea behind some things. 98% of this kit is beautifully thought out, complex and goes together like something out of a dream but then you hit that 2% and you get just extra infuriated by the at times utterly indecipherable instructions or parts that have little to no context or plan for fitting. The biggest offender in this particular complain would be the headlight assembly, which just like the rest is clever in its own right but then it just… stops being clever. It has two connecting bits, one on the glass, one on the chrome bezel, and they’re meant to slot in the front fascia; easy-peasy, right? Well, then it gets… odd. It’s just meant to halfway float on nothing, no idea on the angle, how high, how low, it just quasi floats on those two bits.

mclaren_slr_06 (7)Luckily, you get an answer when you assemble the hood and realize the sheer force of the smooshing the hood shut so it doesn’t have the panel gap, that it sort of corrects the angle perfectly. However, those are just a handful of complaints and I will admit that the only reason I sit here pointing them out is because of the sheet quality the kit offers. It’s all praise, all the time, so it’s a bit extra glaring when you hit those niggles. Seriously, it’s such a great kit – right up there with damn near anything Tamiya offers. The hood assembly, how the tail lights are set up, the simplicity of some of the parts that somehow still ends up looking incredibly complex. And there’s some kit exclusive things that far as I know only the SLR McLaren kits have had; a thick, heavy realistically molded chassis plate, a die-cast one even!

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Genuinely staggered by how complex the kit is and yet so nice and in some senses simple to put together, it’s just like any Tamiya kit of the last decade, and especially as I’ve recently been on a binge of Japanese model kits, it’s so friggin’ nice to have a superb kit that is cast well, designed well, goes together well and looks amazing with little effort on top of it. I won’t deny that this kit has definitely made me want to get any of the more 40-50 dollar range Tamiya car kits.

’06 Mercedes Benz SLR McLaren 722 specifications:
Kit: “The Sports Car” #317
Skill Level: N/A
Parts: 148
Molded in: Silver, Gray, Black & White

Scale: 1/24

2015 Kawasaki Ninja H2R – Tamiya

2015kawasakih2r (18)Oh boy, he’s back! Kind of! And oh boy has he got a hell of a thing to return with! Something he doesn’t know a damn thing about but is very keen on learning! So, lately I’ve been either stupidly busy trying to keep this decal business alive and not so much afloat as just keeping her… buoyant, or doing literally anything else. And I’ve been having the itch to not only build something but actually finish something for close to half a year now, I’m basically sitting here doing the Requiem for a Dream monkey claw scratching down to my very bone, aching to get my lazy ass to finish a thing.

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And how else, than a motorcycle kit? Well… I’m not exactly a wizard or a man of high intelligence, but I could argue it’s like a very well balanced half car, right? Fair, in some ways, a car is a safe space(if Gary Numan has to believed for it) in which you can go balls to the wall and go apeshit listening to your engine roar and your wheels scream for dear life as rubber gets turned to particles and to some extend you’d be safe after hitting something as the engine block comes plowing through the firewall and mating itself permanently with your legs, unless your car wasn’t made in pre-1990s America, then you’d stand a solid chance at coming out unscathed. And y’know, a bike’s a safe space as long as you don’t hit anything above speeds of give or take 8MPH.

2015kawasakih2r (17)But safety, pish-posh, safety shouldn’t kill your fun, it only shouldn’t kill you. And while I know the square root of jack shit about motorcycles, I know enough to kind of get them. The appeal, the reasons, the whole thought of sitting Major Kong style on top of a well balanced V2 rocket and the only line between you and death being some cow skin cured into a road-rash preventing system. It’s the adrenaline, the sheer mindfuckery of watching the world go into strings of light like you’ve hit the Hyperspace button. It’s the same reason why people fling themselves off bridges with the only thing between being a fleshy lawn dart and safely bouncing along being a elastic rope hopefully attached properly by a underpaid Point Break reject with a van. It’s raw, it’s basic and deadly, the holy trinity that essentially made muscle cars great as well. Yeah they crumpled like a can and had the impact resistance of a wet paper boat, and sitting on a bicycle that has a engine the size of a Nissan Micra, it quickly becomes apparent that sitting in or on deadly things is a good bit of joy.

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See, I know enough about motorcycles to be familiar with a handful of names that are considered either legendary or up there. The Kawasaki Ninja is one of ’em, the re-inventor of the recipe, the O.G. “rice rocket” as some would call ’em(hell of a racist angle, but fair), the Suzuki Hayabusa which was this giant almost bees-mated-with-wasps looking thing that proved that you could have comfort, some reasonable ride and disturbingly high speeds all in the same bike, the MV Agusta F4 which was designed by the Pininfarina of motorcycles, Massimo Tamburini, and speaking of that name, the Ducati 916 was also designed by him and lets be fair here, any Ducati with any number is legendary by itself. And there’s a thousand more, there’s more unique sport bikes worth mentioning than there’s cars and there’s no point in arguing that one cause there really, really are.

2015kawasakih2r (2)And I always knew that Tamiya and Aoshima(and a hell of a lot more companies) had been producing really, really good motorcycle kits and I’ll be honest, they’ve always caught my eye but it was always a case of “I’d rather have X” and it slipped back again. Until now that is, I love the type of motorcycle that is somewhere halfways between a naked bike and a hyperbike and the Ninja H2R is as close as one can get for a reasonable amount of money(for the kit, the actual bike runs 52,000$, for 4 grand more you can have a brand new 4-door 2015 BMW M3). It’s one imposing, scary ass looking bike all around. It’s decked from top to bottom in carbon panels, it has actual goddamn wings, no headlights to speak of, no indicators, just a tail light assembly, no mirrors, no driver comforts, just some foam with leather over it to plant your butt on. It’s a track bike, through and through. The Ninja H2 for on the road(legally at least) has a much bigger muffler on the exhaust, the necessary bits to make it road legal, no carbon panels and a slightly de-tuned engine to make it, y’know, capable of driving well.

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But on the outside, it’s still the H2R. It still has the mean as hell looking sharp angles, the metallic lime green frame sticking out, the black wheels with minimum silver accents, it’s just menacing as heck in truth. And while the H2R is as of writing the fastest road going bike, proven to hit 400km/h(248mp/h) in 25 seconds, the H2 is not a whole lot slower to be honest. It still pumps out a solid 300km/h(186mp/h) and it only needs less than ten seconds to go past 200km/h(120mp/h), hell less than 2.6 to hit the 100(60mp/h) mark. This is one stupidly quick and spine destroyingly fast bike and I wouldn’t dare touch it with a ten foot pole attached to a twenty foot pole cause I’d be more terrified than I’d care to admit.

2015kawasakih2r (8)Luckily for me, there’s the Ninja H2R kit. And it’s a spectacularly good kit at that. And I’m by no means biased based on the fact that it’s my first and only built up motorcycle kit, no not at all. Yeah take all of what I say with your standard grain of salt, grab a shaker while you’re at it cause it’s about to get worse and/or better. The kit was put out on the market in December 2016 by Tamiya, their woof, like 130th or so bike kit and based on what I can tell from other kits’ contents and holding onto the Yamaha YZF-R1M kit as we speak, it’s nothing short of a excellent line-up with full detail, hyper accurate and over the top gorgeous motorcycles in damn near every shape and form. You see though, and I’m gonna be saying this a lot, it’s my first motorcycle kit and having built like 250 car kits, it’s a whole damn different world even though my intelligent man brain earlier proudly proclaimed motorcycles are like well balanced half cars.

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The kit packs everything to build the bike from start to finish, every piece is accounted for, which is necessary given the scale is 1/12th. But it also comes with all the extras, like every hose you could spot on the bike is there, all the brake lines, the decals and hell yes to these: metal transfers. And as you can tell, I royally ballsed those up by at some point picking up the bike to attach some decals on the lower end and myseriously losing the K in Kawasaki on one end and the ‘ja H2R’ on the other side, leaving me with this Igor and Frankenstein like Awasaki Nin. Oh well, one learns by ruining his first and not ruining his second.

2015kawasakih2r (15)It’s a hideously complex build, which is exactly what I longed for. Not a frustrating type of build, mind you, no no, quite the opposite. It’s complex in the sense that every single step has to be done right and accurately or you’ll know 17 steps down the line you’ve royally fucked up and thanks to Tamiya’s excellent quality stuff, that never happens. Every step is carefully planned out and every piece is crafted perfectly and it all fits together absolutely as it should. None of that Round 2 or even in some cases Revell like attitude of “just force everything in and pray nothing breaks”, just surgical precision. None of the “this whole assembly hangs by two small I-beams, lets hope gravity won’t dick up your progress today” that you’d see in so many older car kits, all excellent, tight, screw based strength build quality. And it’s really, truly a case of you feel like you built this one yourself from the engine up.

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Granted, that’s easy to say with a 1/12th scale bike. But I’ve built the 1/12th scale Shelby Mustang GT500 by Revell a few years ago and I have to admit, that was a really great kit and made a superb result but nowhere along the line did I feel like I was actually making something out of nothing, hell at best I felt like I was slotting objects A, B and C into object D. The much larger size should allow for a much more complex and detailed build and Tamiya seems to have nailed it down with these motorcycle kits and it’s with this that I lament the 1/16th scale kits from MPC(especially the Firebirds) and think to myself “Great, they made a bigger version of their 1/25th scale kits and forgot to add the damn detail“. It’s also nice to buck my own trend as of late for a bit, which is to include my own decals or make it a supremely niche version that only existed for like 3 months and just make a old fashioned, stock as the box it came in shelf model.

2015kawasakih2r (9)That being said, I have learned a few things. And boy did it impact this model a bit. One being, spray paint the pre-existing painted bits. Yeah the metallic dark green looks great but, uh-oh, it turns out that was a Tamiya choice on account of not wanting to plan out and print a bunch of carbon decals. It made me wonder right away, “why not make the plastic metallic dark silver or something?” and y’know, why didn’t they? I guess in the right light it looks just like carbon or something, I dunno. Though I have to say, it does look uh… more unique, in the forest green color. But hey, I did actually go through the trouble of buying some actual Tamiya brand paints for everything else, hooray! So everything but the actual color of the damn bike is accurate, it’s something.

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The neat thing of this kit is that on the outside, when you get the box in your hands, it looks… almost simple. You get three large plastic sprues, give or take 130 pieces, a baggie with hoses, screws and a wee little cute screw driver, decals, metal transfers and the clear plastic and chrome sprues, so it kind of looks like any other car kit I’ve peered into. But the genuine joy and amazement of starting with the four cylinder engine and only just wrapping up this hyper detailed hunk of plastic-imitating metal by Step 13 of 32 before even having to think about attaching the wheels to what by this point is a engine block with a frame around it… you’ve got hours into the thing by this point and you’ve only really just begun. It feels like a proper project out of the box and not one you arbitrarily give yourself for the sake of “authentic detail” the manufacturers of the kit couldn’t be bothered to give with the total package.

2015kawasakih2r (14)That being said though, it did come with a few moments of pure “uhhh”. Sometimes the instructions show… a thing. There’s no other way of saying it, I can say that you’ll spend minutes at a time trying to work out what in the hell you’re looking at, from which angle, from what microscopic piece a hose needs to go and where it needs to end up, how to coil ’em through the frame, etc. Though even while that’s a uh, complaint in some sense, it’s not impossible to figure out, eventually like a 15000 piece puzzle you hit that magical moment where you can see through the Matrix and figure it all out in a single whiff.

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Other than that, the foibles of the kit are largely due to me. I spent a stupid amount of time trying to get that look of titanium that has been hotter than the fires of hell(titanium discolors, or well, colors up in epic ways depending on heat), or as it’s professionally known “heat anodized” metal and I kind of nailed it with a mix of three transparent Humbrol tints(blue, red and indicator orange respectively) and then afterwards I slowly but surely ruined it on account of having grabbed the exhausts and held onto them for stability while working on the whole thing in general. Which eventually caused it to flake off bit by bit. Oh well… That and I ripped off the entire front brake system on both discs twice and ruined those, so they look, well, kind of odd now.

2015kawasakih2r (16)But the underlying point here is, and it’s a pretty important one – do yourself a favor, if you’re anything like me and your purest interests lie with vehicles, old and new, and have considered branching out; before you take on big rig truck kits, try a motorcycle kit. It’s… for what it’s all worth, truly and massively reinvigorated my love for this hobby, made me figure out what the fuss was about Tamiya paints and fallen in love with them fiercely and it’s just… it’s great. It’s a great, great kit and I’m writing this particular paragraphs having built the Yamaha YZF-R1M kit and I can once again affirm: they’re all like this, and they’re all great. Do yourself the favor though, get the right tools for the job, get the right paints and if you have the dosh to spare, get that front fork detail up set by Tamiya themselves and the carbon fiber decal set from Studio20, they really enhance the results massively.

’15 Kawasaki Ninja H2R specifications:
Kit: “Motorcycle Series” #131
Skill Level: N/A
Parts: 104
Molded in: Metallic D. Green, Gray, Black & White

Scale: 1/12

Blog Update #010 – New New-er Stuff

New Stuff Again

So as I type this, I’m on some downtime due to some financial woes(ain’t it always the case), so I locked up the ordering for a short while. I’m also desperately late on answering emails as I’ve been so ungodly busy the last few weeks, but such is life and all! I bought a few new kits over the last couple of months and I’mma be doing old fashioned posts soon again, like the new Revell ’70 Cuda AAR based on the new tool and the Revell ’69 Mustang Boss 302, both of which I’ll be building considerably stock just to have some content out again other than the same-old-same-old about decals. Hell I even got a hold of a Tamiya 1/12th scale motorbike just to change it all up. Again, it’s all a temporary gig, this whole shutting down for like the fourth time, I’ll be up and running again very soon.

But in the meantime, there’s some new stuff I’ve whipped up since the last time. I’m still looking for that fuckin’ Dodge D-100 kit but I may have a direct line to one after what, four months of searching? Either way, one set I’ve tried to give a significant amount of love was the Subaru BRAT kit. I never even knew it existed until Adam Rehorn of the Sprue Lagoon made several posts of the kit in its original 1979 glorious form; and literally two months after I found out it existed, Round 2 popped out its re-release. And two things were immediately noticed about it, one – the stripes aren’t correct for the year of BRAT and two; even if they were, they could do with some extras. So what I did was whip up the wrap-around stripes in both the early 1978 and late 1979 styles(the font got changed in ’79 and very quickly replaced with the stripe that ends at the rear quarter) as well as the ’79 type that doesn’t wrap the body. Then I fully rendered the dashboard instruments up, cause while AMT’s aren’t even all that bad, they’re also not quite correct – try compare ’em if you have the kit, you’ll see what I mean.

Then, some white letter tires, badges, center caps emblems and most importantly: that thing that defines a decade by itself; plaid interiors. Jesus Christ it’s like everything back then had to have the appearance as if someone flensed a lumberjack, but alas – it’s period appropriate and deserved an addition. Especially knowing how much people seem to love seat upholstery decals.

’78 BRAT GL 4×4, ’79 BRAT GL 4×4 and the shortened ’79 BRAT GL 4×4

Then aside from that, I got really lucky and found a cheap as chips genuine MPC 1977 Ford Pinto kit, one I wanted a hell of a lot more than the freshly re-released AMT Pinto for two reasons. One is that the MPC casting has the full glass trunk and has the proportions nailed down a heck of a lot tighter, two is that the AMT re-release while not a half bad kit, is the same stocky and squared off chunk from the 1970s that even back then just couldn’t hold a candle to the MPC version. But one day I’ll get one, just to compare the two. But for that particular model I’ve made the 1977 Ford Pinto “Accent Stripe Group” set, which was basically Ford’s marketing team going “Well folks sure seem to love those Starsky and Hutch fellows’ car, lets put it on everything“. And they did, ho boy they did. LTD II’s, Pintos, Mustangs, nothing escaped that damn package.

But it’s apparently rare as all sin on the Pinto, the triple-striped version especially. You can hit this link to see interior and exterior shots, but it’s for real and it’s gaudy. The second set I did was the “Special Value Package” stripe set, which isn’t a half bad looking Pinto but… man, ain’t that name depressingly economical. It’s like the car version of buying a value 12 pack of toilet paper. Either way, the decal sheet for the Pinto includes every single stripe for the exterior and for the Accent Stripe the triple stripe seat decals as well, and while I was at it; spent 5 hours making the whole dashboard and gauges for every damn version you can think of. And as a bonus, badges for the Pinto Pony MPG, cause why not! There will be a hell of a lot more Pinto stuffs coming soon, among which finally, at last, the Pinto Wagon with wood panels.

’77 Ford Pinto “Accent Stripe Package” and the ’77 Ford Pinto “Special Value Package”

Other than that, there’s some more new stuffsies. A little project that went kind of out of hand was the Buick Skylark sets, which started off as just me wanting to make a big sheet of all GM air cleaner and valve cover decals, which of course includes those early seventies GS decals. It kinda grew out to me making two full sets with interior, exterior, the whole damn nine yards of the ’70 GSX and ’70 GS Stage 1. I still got three other Buick sets in the works, the ’87 Regal GNX and the ’81 Regal Turbo Indy Pace Car as well as the Parnelli Jones sponsor-stickered version of the ’76 Century Free Spirit.

’70 Buick Skylark GSX and the ’70 Buick Skylark GS Stage 1

Now, there’s more to see when it comes to Mustangs, as two more sets in that line-up are finished. The ’85 SVO with the bumper trim and engine bay goodies and the ’85 Predator GT302-H and R(both stripes in the same set!) which leaves just five sets to do for now for the Fox bodies, which are the ’79 Pace Car, ’83 GT, ’89 LX CFD-25, ’92 Shelby AAC Mk1 and last but not least, the ’93 SVT Cobra R. Also I recently did the 1978 Road Runner set for which I’m still doing the interior tri-colors but as it stands, the set is available as is for now, and while I was at it I also re-did the ’77 Road Runner to include the updated goodies like the engine bay decals, dashboard cluster and the likes.

’85 Ford Mustang Predator GT302-H/GT302-R, ’85 Ford Mustang SVO, ’78 Plymouth Roadrunner and the ’77 Plymouth Roadrunner

I’ve also gotten my hands on a vintage Jo-Han ’72 Ford Gran Torino and a ’77 International Harvester Scout SS II, so expect every damn thing regarding those models like the Gran Torino Sport, SS II decal set, Rallye set, so forth. I also finally got around to making a dedicated page for the white letter tire decals as it was kind of getting out hand, there’s over a hundred unique choices now and as we speak I’m trying to get every single possible variant of the Polyglas GT tire since I’ve managed to do every type of BF Goodrich Radial T/A. So hit up this particular page if you wanna see all of ’em.

But to nail down the exact sets which are coming up in the following weeks, among y’know, the ability to once again order:

International Harvester:
1977 International Scout II Rallye(1/25), 1977 International Scout SS II(1/25), 1978 International Scout II Rallye(1/25), 1978 International Scout II Traveler(1/25), 1977 International Scout II Traveler/Rallye(1/25), 1979 International Scout Midas SS II(1/25), 1980 International Scout “Shawnee Scout” Hurst SS II(1/25) and 1976 International Scout II “Spirit of ’76”(1/25).

1996 Ford Crown Victoria LX(1/25), 1972 Ford Ranchero GT(1/25), 1972 Ford Gran Torino Sport and 1970 Ford Torino King Cobra(1/25), 1971 Ford Torino Cobra(1/25), 1984 Ford Mustang GT(1/25), 1989 Ford Mustang LX CFD-25(1/24), 1992 Ford Mustang Shelby AAC Mk.I(1/24), 1993 Ford Mustang SVT Cobra R(1/24) and 1977 Ford Thunderbird.

1968 Meyers Manx(1/25).

In the meantime, as I said, it’ll just go on. I’ll update this post when the ordering gets back online, and that in itself shouldn’t be too long from now. I should apologize for shutting it down again, but financially speaking I just couldn’t risk it.


Blog Update #009 – New Stuff

What’s Happenin’

As I’m sitting here, contemplating writing this, it kinda occurred to me – I suppose it’d be neat to have some insight or at the very least some heads up of what has been finished for decal designs as of late, wouldn’t it be? Despite the long down time and having literally a dead computer stalling the whole ordeal out even longer, I didn’t sit idle.

So far, the outlook is by the end of June, business is back to normal. Orders can be taken, commissions will finally get printed and the designing will continue forever. I mean, I know every time I say “yes by then it’s back on!”, life lifts its foot to deliver the swift disabling kick to the nether region of progress, but generally that’s the current outlook. Brexit still sits on the horizon, albeit in October and the pound vs euro is slowly stabilizing a tiny bit so printing isn’t quite as expensive as it grew to be around March but… it’s still up there.

One of the things I had to do in the mean time was raise the prices some, now it’s somewhere around 17.50$ on average per set(though of course they differ on so many things, but that’s for most of them), and I hate to say it will get more expensive as the company I use, well, gets more expensive to use. Regardless, I’m trying to kick up whatever the hell I can to meet the higher prices quality-wise; for instance one tiny bit of a little extra will now be default: license plates and dashboard dials printed on high quality photo paper(as well as on the waterslide decal paper, so you get both). Like, when I say high quality, I mean four out of five star tier Canon photo paper. The 20 bucks per damn pack type. I think this is worthwhile down the line for two reasons, one is that I can print on a far higher resolution than the decal printers so whatever isn’t waterslide, I can crank out prints at 1200DPI which is… plenty sharp. The photo paper is also thin enough to allow the dash decals to be fitted easily, akin to those of Best Model Car Parts. Yet they’re thick enough to mimic license plates well enough. That’s effectively step 1 of 2 to justify the price raise, step 2 is a bit further down the line but it’s one I really wanna do.

Step 2 is metal transfers. Effectively little chrome foil stickers that are pre-cut in any shape, say emblem backings, scripts, so forth. I’m trying to save up for a Silhouette Cameo to do so, which I was fairly on top of ’til my PC decided to die and needed replacing. It’s one of those things one can combine really well with decals, as emblems get both the embossed photo etch look as well as the smallest details on top, not to mention I’m told many modelers love these things. They’re fairly easy to make, fairly easy to cut and even easier to finance, so it’s something I can definitely do when the payment hurdle is overcome.

Whats New

As for what’s new, I figure I might as well do this from now on to give a little insight, and y’know, so people don’t have to guess when visiting this website. Before my PC was tired of being functional, I’d been hard at work doing just about every single Mustang from the early seventies through the modern ones and I’ll be honest, I’ve made some fairly good progress on that.

I had started on the ’79 Mustang Pace Car before the PC died on me, but prior to that I did do most of the Fox bodies with only give or take seven planned sets to go. The ones still left on the list are the ’79 Mustang Pace Car, obviously, the ’83 Mustang GT, the ’85 Mustang Predator GT302H & GT302R, the ’89 Mustang LX CFD-25, the ’92 Mustang Shelby AAC Mk1 and the ’93 Mustang SVT Cobra R. Which will all get done when the laptop is set and ready for my work.

1979 Mustang Cobra, 1980 Mustang Cobra, 1984 Mustang GT350 20th Anniversary, 1985 Mustang Dominator GT, 1985 Mustang GT, 1985 Mustang GT Twister II and the 1985 Mustang Predator GT302.

I did struggle like a crazy person on the ’79 and ’80 Cobras, I can tell you that for free. I literally, no joke, made the entire hood cobra from scratch using some warped ass photographs. There’s hardly, if not any clear pictures of them both, hell for the ’80 I used three different angled shots of the front and overlaid them with one really low resolution one and sweated for like 7 hours while my damn PC kept crashing, forcing me to go back to this snapshot file that had me losing like 15 min of work every single time. But I got there in the end. Those Mustang sets are mostly designed for the MPC kits, with exception of the 1989 onwards ones, which are for the ’90 Mustang LX and ’93 Mustang Cobra kits respectfully, but even then I can re-shape them to match any kit if needed, just holler at me. I do quite enjoy doing those hyper rare and supremely specific dealership specials, they’re fun to do and you learn a fair bit of niche automotive history while you’re at it!

Other than that I finally managed to get my grip onto a revered 1970 Cutlass kit by Jo-Han, the genuine oroginal release and not the Testors re-release which has the wrong interior. What this meant was that at last I could do the proper 1970 Cutlass 442 stripes, redesign the ’70 Cutlass Rallye 350 set to be up to my newer standards and lay down the foundation work for the ’70 Cutlass 442 W-29 stripe set that I’m inevitably going to do.

1970 Cutlass 442 and the 1970 Cutlass Rallye 350.

As for some other miscellaneous sets I did lately, one of ’em is the AMC Spirit AMX from 1980, a pal of mine inspired me to do just about every AMC set through the seventies just to give our old fallen rival of the Big Three some love, not to mention there are some extremely rare kits out there like the Hornet and whatnot that could still use a decal set. I’ve got the ’71 Hornet SC/360, ’74 Hornet X, ’78 Hornet AMX, so forth. Aside from that, the 1970 Ford Torino and 1970 Mercury Cyclone are getting love as well, the ’70 through ’74 Torinos and the ’70 and ’71 Cyclones will have all of their respective sets like the Torino King Cobra, Cyclone Spoiler II, Torino Sport, and such.

1970 Ford Torino Cobra “Twister”, 1970 Ford Torino Cobra(Laser Stripes), 1970 Ford Torino Type N/W and the 1980 AMC Spirit AMX

Oh and one last thing, I’m desperately looking for that damn MPC Dodge D100 kit which is about as rare as can be these days either cause of hoarders or underproduction, either way I just cannot for the life of me get one – however I did do some work based on the Lil’ Red Express kit to eventually fit to the D100, this aughta get some folks excited.

And that’s about it for this update, like I said I’ll be doing this more frequently to have some info on whats new!



1978 Chevrolet El Camino Royal Knight – Revell

1978ElCaminoRoyalKnight (9)The El Camino is downright one of my favorite cars to ever touch the planet, it’s such a wicked car all around. Or coupe utility vehicle, if you’re one of those people. I’d rather go with car, or ute. You see, I’ll defend the merits of a ‘Cuda until the sun goes down, or the value of Ford stumbling through the seventies keeping the Mustang alive, or how something like the El Camino should and needs to exist. Today, there’s no worldwide version of what is the quintessential muscle car with a pick-up for an ass.

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Holden, the last one to do ute’s with big-ass engines stopped producing new cars entirely as of October 2017, and as of writing Holden is still merely a importer of elsewhere built cars, predominantly Opels from German and Canadian plants. So even though the Australians have been the inventors and now the last to have enjoyed the rough and tumble big-block car-truck/pickup/coupe ute, they still could effectively buy a new ’17 HSV Maloo GTSR R8 with the Chevrolet 6.8L LS3 V8 that would churn out 570HP from a dealership today.

1978ElCaminoRoyalKnight (3)As for the rest of the world, we gotta make due with effectively the last of the El Caminos that date back to the 1980s, 1987 to exact or the equally extinct Ford Ranchero, which got ol’ Yeller’d in 1979. Since then, for the Americans and Europeans it was to either import a sweet chunk of Mad Max-ian deliciousness or take in a… well shit, might as well get it out of the way; through-out the decades it would’ve come down to a Ford Courier, Dodge Rampage, Plymouth Scamp, VW Rabbit/Caddy Pick Up, Fiat Strada, Subaru BRAT or something to that extend. And all of those are small, compact little pickups with the front end of one of their more popular cars, small engine and sustainable(unless it’s the Dodge or Plymouth, those rusted away in a few months time), but not anything that would make you wanna go “Fuck yeah, I’d take that over a Camaro!“.

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There’s no more of them unfortunately, and granted, it was always a niche market. Who in their right mind shears off the ass end of a car, hollows it out like a deranged coroner and puts in a solid floorboard, add a foot or so to the back of it and there you go; car-pickup hybrid. Though while the concept sounds odd in marketing terms, it actually had a very solid market base for most of the sixties. They might’ve been aimed at the reed chewing farmer of the middle of the 20th century(fun fact, the origin of this type of car lies with an Australian farmer who wanted a car that could both handle farmyard work and be used as a car to go to church with on sunday), with ads showing dudes in Levis shoving hay bales or those old milk churns in the back of what would translate to Chevrolet “The Roads” or Ford “Ranchers”, but in reality the farmer of those days had the Chevy C-series or the Ford F-series parked dutifully on base, while the El Camino and Ranchero found more love on the paved roads.

1978ElCaminoRoyalKnight (7)Why? Well in the United States especially at least, it just was timed incredibly poorly. The El Camino and Ranchero were briefly very popular in the mid to late 50s, but then it just kind of collapsed in on itself. They had three massive hurdles to overcome, one was that it was meant to do work all the while looking like a gorgeous car and it had trouble doing so. Two was a simple problem that other cars had to deal with too, take the Camaro – it had to co-exist with a more convenient, more powerful and in some ways more attractive Corvette, the El Camino and Ranchero had to exist alongside the very cars they were based off from 1960 onwards. The third? Well, they were appalling for the exact task they were designed, they were meant to be half pick-up, half car and in most cases it wasn’t even close to being a fifth as useful. Why spend 3800$ of your fresh 1970 dollars on a El Camino if you could get a fully equipped C/K 2500 for the same money that did everything the El Camino could, but better. Well, that’s kind of where these type of cars grew into their own; they gained a following for what they were. A utility built Chevelle with the same insurance quote destroying 454SS in the front? Hell to the yes, man!

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I mean, that right there is glossing over the point so thickly it should win an award for doing so, but in general that’s just about the gist of it. It worked though, the type of car grew into its own being and they lasted in the States for a reasonable while for the kind of fad they were, with like I said the El Camino lasting through 1987, it’s GMC counterpart, the much rarer and less liked GMC Sprint/Caballero and the Ranchero going on ’til 1979. Then there have been smaller editions as mentioned before, the ’82 Dodge Rampage/Plymouth Scamp took the throne as nippy pick-up and eventually even they died off to. At that point, it was just back to old fashioned pick up truck or car, nothing in between in the States and Europe. That being said, through-out its thirty year endeavor, there have been plenty of those weird editions that make you wonder what the hell the idea was.

1978ElCaminoRoyalKnight (10)You got the very much pretty Chevelle based stripes on the El Camino throughout the sixties, the Torino GT stripes on the Ranchero, the twin-stripe SS get-up on the seventies El Caminos, the Scamp GT and Rampage both having just overblown either totally black or super colorful stripe packages, the VW Caddy/Rabbit “Sportstruck”, whatever the hell that might’ve been and so forth on the US side of the story. And that right there was eight paragraphs of me rambling on about a car with a pick up for a booty and how it’s no longer part of our world as we know it and ho-boy does it suck.

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Luckily, there’s Revell, Monogram, MPC and AMT to keep us happy campers with the offerings of the aforementioned pick-up-car-things in kit form to keep some semblance of them in the world. Wait, what’s that? There’s only like nine kits as a whole in 1/25th and 1/24th scale? Well, Goddammit. Okay quick gander through the list; there’s Revell’s 1966 El Camino, Revell-Monogram’s 1978 El Camino, the ’57 Ranchero by them as well. AMT offers the ’59 through ’61 Rancheros and the ’59, ’63, ’64, ’65 and ’68 El Caminos respectively, while MPC dove deeper into the El Camino through the seventies offering the ’78 through ’86 El Camino’s as well as a one time why-the-hell-not run of the GMC Caballero. There have been plenty of cases where evidence got presented that any of the previously mentioned big two/three/four(depending on what decade you’re discussing) kit makers were planning on doing all sorts of these, the mid-seventies Ranchero, the ’73 El Camino, hell the ’70 El Camino was announced in print on multiple occasions and just… never happened.

1978ElCaminoRoyalKnight (15)Fortunately, there’s resin casters: Motor City Resin Casters has both the ’72 Ranchero GT and the ’73 El Camino in their repertoire. Jimmy Flintstone with the ’70 and ’72 El Camino bodies(although they’re entirely unchanged ’68 El Caminos with Chevelle front ends). There’s been plenty of coming-and-goers that offered transkit parts for anything from ’57 through ’86 and it looks like we’re never gonna truly run out of ways to whip up a mid sixties or seventies of either El Camino or Ranchero. On top of that, you got C1 Models’ excellent Golf-to-Caddy conversion kit so there’s some cross-continental love too. And I’m sure I’m leaving out a million more, it’s just to give some examples that while kit makers seem to have just forgotten about the American and even the Australian utility coupe, resin casters do their damnest to fill the gap.

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Right, to cut to the chase after give or take 1200 words of bullshitting on; this particular article should be about the ’78 El Camino. The Royal Knight El Camino to be specific, which has in fact been kitted before in 1978 by Monogram. It’s such a damn hard to find kit nowadays as while there are three entirely unique kits by Revell/Monogram based on the ’78 El Camino, the hardest one to find is by some definitions stock. In ’78 they released the Royal Knight kit(MPC did both the Royal and Black Knight versions but one could argue that quality wise the MPC kit… drifted behind a tad). Then in ’79 they re-tooled the kit – it now packs a massive turbo-charger and a modified hood to accommodate the gargantuan new air-sucking utensil in the engine bay. Oh also, they for some reason decided to add camper parts. Neat-o! But they did remove the stock engine and hood, bummer.

1978ElCaminoRoyalKnight (17)Then for twenty years, not a Goddamn thing. The first and as of writing last re-release of this kit was in 2000 which was this kit I’m talking about right now, the re-release with newly crafted lowrider parts and decals. Back then, apparently Revell was on a roll bringing back long-dead kits and pumping them full, full of life and doing a stellar and sometimes awkward job of it. The ’81 Chevy Citation is a excellent example; it’s a beautiful re-pop of the old kit, with all the re-release editions crammed into one, a gargantuan new decal sheet that allowed options that weren’t even thought of in the eighties. Same goes for the ’92 Thunderbird, ’96 Impala SS and so on. The El Camino is yet another odd-ball lowrider kit that has all the “optional” parts packed in along with the stock ones and it makes for a much better complete package that despite the weird lowrider addition is quite a nice thing of them to do. Given that these days you’d be lucky to get a kit with extras, having one that is essentially a “greatest hits” of sorts is absolutely nice.

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The kit itself on the other hand has aged quite poorly, despite Monogram being way ahead of the competitors on most areas like the sheer detail on the body, grille and all around crispness of the whole kit, it still has those old Monogram quirks. The engine bay is kind of a slab with droopy details(which essentially means, anything that’s a reservoir or a battery “bleeds” into the arches and goes all the way down), the interior is kind of plain with the inner doors having no detail at all and the seats are hilariously oversized. Though one can just grab the seats and dash from a 1/24th scale Monogram Monte Carlo and make due with those as they should fit just fine. Another thing is while Monogram definitely bucked that garbage ass trend of the ’70s with molded in chrome headlights, but they just swapped it around making the rear lights on the rear bumper chrome and not really recessing them enough. And on top of everything else, there’s some severe panel gaps; the bumpers suffer the most of this as you can clearly look into the model from the front and the back.

1978ElCaminoRoyalKnight (13)So it’s not all rainbows and sunshine, but it’s also miles ahead of the curve for this particular era of El Camino kits. The MPC kits weren’t terrible, by now means – they were just incredibly basic. While it has more interior detail, it lacks severely on the body and engine bay, and while the all around model has more variety with the tool(like the ’82 quad-light grille and the Choo-Choo Customs Monte Carlo SS nosed edition), it still very much on the outside comes across like a toy car with tiny wheels and a sunken stance. That being said, I personally would’ve preferred a middle-ground where Monogram did the body and chassis and MPC handled everything else, we’d have one excellent kit to work with – but alas, the best El Camino offering we have and likely will have for the foreseeable future will likely be a shared number one spot with this kit and the MPC/AMT ’86 El Camino SS.

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That being said though, I did try to make the most out of this kit as it’s still a very, very nice one to work with. Goes together like a charm, like all those Monogram kits of the eighties it’s simple, yet nicely complex in some areas and it all just… works. I re-designed the entire El Camino Royal Knight decal sheet for this endeavor, though looking back at it I totally screwed up on the body stripes as it’s meant to follow the curve over the door, onto the bed, but y’know how I am, a failure is just half a success, keep working with it. While I’m absolutely in love with how it came out to be, I should’ve gone for a darker paint. I wanted this delightfully suave end seventies Bordeaux red that would look bright, lip-stick red in the sunlight and subdued as hell in the shadows. Unfortunately it’s now semi-bright in the shadows and bright as balls in the sunlight, making the decals hard to spot in any reasonably lit environment. On top of that, the tires are pre-lettered with Goodyear Polysteel Radial, which is nice if you haven’t got decals, but I did and had to use the rougher, undetailed inside of the tire to accommodate the decals.

Ohhh well… Also, first non-mostly decal related post in 3 months, hooray!

’78 Chevrolet El Camino Royal Knight specifications:
Kit: #85-2979
Skill Level: 2
Parts: 101
Molded in: White

Scale: 1/24

Blog Update #008 – The State of the Decal Business(Updated April 12th)

So as you may have read; the decal business is gonna grind to a halt for around three months. There’s a variety of reasons for this but the two biggest ones I’ll go into further detail about as to the why’s and hows. What I can definitely assure you and promise you is that both the outstanding orders, the (possibly) lost orders and basically anything up to now will still be handled as if nothing has changed, worry not. Also I’m not gonna stop designing them either, that’s the part I truly love doing to the bitter end so even though the selling stops for a eight to ten weeks, the designing and ever growing catalog will not.



That’s the gist of why I’m calling onto a break for a bit; I don’t earn a lot doing this, in fact I regularly just break even and sometimes earn a little more than breaking even, but never so much that this is a self-funding operation, I always have to dig into my own funds to be able to pay for it(or get just enough orders to be able to pay and print the requested decals), if as much as one thing ends up being lost in the mail or is printed with less than desired quality; I’m losing money. That’s basically it, for the most part I’m a glorified middle man with a good instinct for whipping up decal designs – and I’d love to earn more but at the same time, I don’t wanna be peddling the most overpriced bunch of stuff. The downside is the risk and I got pretty lucky across the board until recently.

Either way, from the last batch of orders it seems a fair few of ’em got lost in the mail. Whether or not they actually are as of writing this is still up in the air(here’s hoping, right!) but it’s pretty much gotten to the contingency stage where it’s printing more or money back, either way I’m gonna end up diving into my own pocket to help folks out. Which I don’t mind, of course, people paying for a product should get the product, that’s Business 101 – but it’s not a thing I can maintain for long.

That’s enough reason for me to take a prolonged break from selling stuff, mostly so I can recuperate my funds enough and save up a bit for these kind of circumstances.


Reason two is the phenomenon known as “Brexit”, it’s, if you’re unaware, the United Kingdom stepping out of the European Union and with that likely the EU free market. Now I won’t delve too deep into the politics(summary is; it’s a utter shitshow for all parties involved and has no reasonable good outcome in sight) but the general point of it is, as a Dutch person using a company from the United Kingdom(England in specific), there’s a solid chance that with any outcome other than no Brexit at all, I’m paying massive import tariffs on the decal sheets and as I said in the previous paragraph, my profits are so low, even the best case scenario on the imports would make me lose around 20 dollar on every 100 invested. So while I’m still pondering the ideas of for instance raising the prices or something, it’s such a unknown at the moment with the Brexit that there’s no guarantee anything will even happen.

So it’s that uncertainty of whatever the hell they’ll do that’s also a pretty solid reason to lay off the selling for a short while, so I can get my act together on potential future plans as how to manage this and see what time brings for Brexit. It’s planned to occur on March 30th, though as of writing they voted in a possible two month delay so… Yeah, there’s a solid example for “no-one knows what the hell is happening”.

Either way, anyway!

So forgive this absolute rambling and shambles of an article that explains the state of it all, I just wanna assure you that I am not going anywhere and whatever’s already outgoing, ongoing or still going to be done still will be taken care of. Those that got lost will get replaced or refunded, those that still ordered will definitely get their turn still – just closing up for anything new coming in on top, just to give me that bit of breathing room.

On top of that, I do wanna thank everyone who’s stuck with me so far – thanks for actually liking my products and wanting ’em! And thanks for the ever lasting patience, I know I can be a bumblefuck at times with the pressing issues but by God I am getting it done one way or another.

Do keep an eye out as the designs will keep on coming, as mentioned before and if you desperately need something, I do have some stuff on hand(albeit not a whole lot) that might fill the need you got; just email ray@rayskits.com and I’ll see what I can do for ya’.

Update – April 12th ’19

Hooray, good news! The Brexit, half of the source of these problems has been delayed ’til the 31st of October. That’s a heckuvalot of breathing time and in itself brings its own issues, one being the price of the printing(which is dependent on how strong/weak the Pound is opposed to the Euro) which is now more expensive than ever but still manageable as it stands so I won’t be adjusting any prices as of yet. But at least this means unless the shitshow remains a shit, uh, show – business as usual ’til November.

I am on the other hand staying on the break, handing the last handful of orders has rolled well into April already and the time is used on expanding the decal library, finding alternatives and extras to the decals I supply as it stands like getting a plotter to cut out the stuff known as “metal transfers”, which given the process is largely the same from my design end of the spectrum; definitely a neat addition and many, many people would really like metal transfer emblems, trim and logos more so than anything. Another idea I’m actively going to be jumping on is producing license plates on high quality photo paper instead of decals as people prefer the “thickness” of the plates over a decal.

So right now if you’d order a decal set, you’d get a full color print and a second print with blacks, whites, metallic silver and golds. In the future, or near future even I’d like to supply decal sheets with to take the ’77 Pontiac LeMans Can Am set as an example, all the stripes, white letter tire decals and optional interior stuffs as waterslide decals, the emblems, locks, door handles and trim as metal transfers(with decals supplementing those that have colors/blacks on them) and the license plates on high quality photo paper.

Future stuff!

1983 Volkswagen Caddy Mk.I – Revell/C1 Models

vwcaddy83 (18).jpgFor me, this whole car or pick-up if you will is one of the strangest amalgamations of the strengths and weaknesses of both the United States and Europe car industries packed into one, small and in some senses even adorable little pick up. The Volkswagen Golf has been and still is one of the world’s most popular cars, it’s the hatchback version of the utterly unstoppable Toyota Hi-Lux – it’s dominated popular culture, it’s dominated the world and in some ways it’s even dominated history. And it’s because of that, that’s why I’m sitting here thinking “oh boy this Euro-toy is one of the defining cars of the people” and then it struck me; while the Golf Mk.1 is definitely European, hell, extremely German even – the Caddy isn’t.

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But quick history lesson before I drone on about how the Caddy is as American as the M16 rifle and… some other stuff and if you don’t even wanna read this rambling just skip uh, the following six paragraphs, the Golf came to be in 1974 – at the exact moment North America shat itself at the economy bricking, fuel becoming equal to gold in price and rarity, the Vietnam war was still happening despite a withdrawal of US troops, it just really wasn’t a great time for North America, or for Europe and Asia… Or even the Middle-East… Y’know what, it was a pretty terrible fucking time for everyone involved – but! Some good news too, at least on the car world front, a small affordable little fighter was about to be introduced to the world.

vwcaddy83 (2)In May 1974, the Golf was available to be sold around most of western Europe and it may have literally saved an ailing Volkswagen Group from dying out. Volkswagen was barely clinging to life and had been since the early sixties, building over 1.5 million vehicles and only selling a few hundred thousand a year across the decade, competitors like Opel and Ford were killing VW quite effectively by simply playing their own game; building affordable small vehicles. VW held national market shares of nearly half in Germany in 1962, to only 26% in 1972 – hell, the company sat in debt up to the wazoo that would make GM of today piss its pants; in ’74 VW had a 850 million DM loss alone, which is the 1974 dollar equivalent of 314 million, which is a pretty startling amount of money that’s just kind of going away(though plot twist, they’d break this record in 2016 where they’d lose 1.8 billion euro due to the Dieselgate scandal). So it’s pretty damn sufficient to say that Volkswagen could use a spot of good news.

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And it did turn out to be good news, to be fair, it really did; from ’74 ’til ’13, the Golf is the third best selling car in the world. Styled by Giorgetto Giugiaro’s company Italdesign, a company more famously known for drafting up some of the prettiest and downright sexiest cars in the history of man, hell you should gave the list of beauties they’re responsible for a looksee. It’s pretty evident that the Scirocco and Jetta of the same years were designed by them too as it shares most of the body styling and components, but for the Golf one thing was absolutely key; keep it small. Small hatchbacks were already a thing in Europe, with the ever so popular Renault 5 and Fiat 127 to name a couple and the US had also taken its baby steps with the AMC Gremlin and quietly Japan had been stomping out small, affordable vehicles since the fifties but exporting them en masse would take a bit longer still.

vwcaddy83 (4)The Golf very quickly became a top seller across most of Europe in just about every Western European country for every year across multiple decades, and the United States got its first chomp of the Golf cake in 1975 when Volkswagen effectively said; export these, do it. It was essentially the same car, just with mandated side marker lights, higher ride height and those ever so delightful beauty ruiners known as the “5 MPH Bumper”, it also got a MPH dash and of course the most important thing, a proper export name. In the US, for some reason or another, it got the name “Rabbit”. Why? Well, nobody seems to really know – there’s plenty of theories among marketers, one being Rabbit just having a nicer ring to it and summons images of cute little fuzzy roadkills and the other being that you really couldn’t fit a bag of golf clubs in the back, so there’s that. In ’78 Volkswagen allowed the Americans to effectively produce their own Rabbit Golfs and “Americanize” them, which was famously dubbed by then VW CEO Werner Schmidt as “Malibu-ing”, softening the springs, cheapening the plastic and those square headlights cause that was a trend in those days.

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But back to the Golf-being-a-Rabbit thing, someone said you couldn’t fit golf clubs in the back of the thing? Well worry no more! PICK UP TIME! Volkswagen had been testing out a variety of Golf versions for half a decade by 1978, among them were a fully electric Golf, a station wagon version which never made it to life cause of the Passat/Dasher already filling that corner and of course, a wee little pick-up. And guess who was interested in that whole shebang? James McLernon, acting executive over at VW America in ’75 through ’82, known for Malibu-ing the Golf and being hated for it. Greenlighting the Volkswagen Rabbit Pick-up for 1978, it very much was the perfect blend of American ideas(or Australian, even) and European efficiency(to emphasize the American part, it even got a ridiculous decal package in 1981). The whole Caddy nameplate didn’t even exist back then, it only came to be in 1982 when Volkswagen wanted the thing over in Europe and started making them locally and boy did it get a following. I grew up with Caddys everywhere, they were less common than the Golf true but they still had a giant, giant presence – they were effectively perfect for small business owners who were fed up with shoving shit onto their backseats or be forced to buy a more expensive Toyota or Mitsubishi pick-up. It had everything going for it that Europeans were into, it was quite nippy for a small 1.6L powered car cause it hardly pulled any weight(which could be a deal-breaker for people) and one of the really, really popular things to do was to swap parts with a Golf GTI. The GTI seats and grille especially were common swaps, cause it took little to no effort to do so and plenty of spare parts littering most of Europe to work with.

vwcaddy83 (8)So that’s precisely what I did with this VW Caddy model I bought from C1 Models over in the UK. It’s a cheap little conversion kit especially knowing now what you’re gonna get with it, it’s all cast in quite tough solid resin that’s also still a tiny bit flexible instead of the tough hunks of plastic resin that are covered in eight acres worth of dust by the time it makes it your way. It also, awesomely enough, came entirely with the flash removed. Literally found two tiny flakes around the inserts of the headlamps, that was it. The detail is so ungodly crisp and the quality is so immensely good that I honestly can’t even find a single thing to whine about. I’d rag off anything I’d spend up to sixty bucks on normally but in this case, I can’t even begin to argue the value I got for my money.

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The whole set has the crisply cast body, the tail lights, door mounts, rear window, the rear axle and suspension set up and a spare tire, plus a whole set of brass stuff to replicate the spare wheel mount, the tailgate hinge, the axle braces, so forth. Plus a spare tail-gate netting and a smooth bumper for those inclined to use it. Seriously, the thing was 48 British pounds, or the equivalent of 55EUR/61USD and it’s worth it. If you like me, like the VW Caddy, it’s simply worth it. It’s a little hassle, all together crisp piece of work that honestly builds together no less well than the Revell kit you’d have to use as a donor. Speaking of Revell kits, there’s three choices you can work with now to use as a filler-kit; the Revell Golf Mk.1 Cabrio, the Golf GTI and the all new Golf GTI Pirelli kit. The difference in the end kind of comes down to three things, the wheels, if you’d like to use non-GTI interior bits and if you’d wanna use the GTI engine.

vwcaddy83 (11)I opted for the GTI Pirelli cause I kind of prefer the whole get up, not to mention it was the most recently released kit and was cheapest score. Yay me. When I unpacked the Golf kit, I was absolutely flabbergasted by the detail on this puppy, holy shit. I don’t think I have ever seen this much eye to detail in a kit without resorting to P.E. parts, hell even better, I have never ever seen this much detail in a kit that also still goes together damn near flawlessly. It’s just staggering, the whole thing goes together like a LEGO build, I shit you not. The tiniest little details like engine hoses, the seatbelt and hand-holders in the interior, the perfect little puzzle around the slanted 1.8L inline four engine, it’s such a delightful kit. There’s a ton, and I do mean a ton of little decals to accentuate on every little detail they couldn’t do via casting. I imagine it can’t have been easy to construct the resin kit around this much of a well designed kit, cause any step being taken out in the middle can lead to the absolute ruination of this kit as a whole and they damn well pulled it off.

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Granted, you get no instructions. You get to use the five or so pictures on C1 Models’ website and that’s generally it. You’re just supposed to follow the Golf instructions until you hit the awkward moment that you no longer can, at that point your modeler’s intuition will set in – how much do I have to cut away and exactly how much do I have to repeatedly squeeze and fit to try and complete this. The answer is quite easy actually, the bed length ends at roughly the exact part where the interior plate gets raised for the rear bench making a nice easily followed cutting line. The same goes for the chassis underneath and once they’re cut away it’s easy going from there on out, heck you could even simply use the length of the door panels for the Caddy and cut from there on and get just as much a flush fit, no problemo. In fact, the only issue I had with the whole kit(and resin kit) was that I missed the little axle arms and it took me give or take twenty minutes of desperate fitting and hoping to find out which tail light was which. The rest was just kind of going “oh yeah, that’d work” by drilling some holes for the seatbelts roughly where they’d be on the Golf kit, cutting the roof piece in there which wasn’t even required, so forth.

vwcaddy83 (12)I am so most definitely buying the GTI Pirelli kit again to build that one proper cause my Lord is it a fantastic kit that I had to butcher for the most part to build this Caddy with, had I known that this kit was this good, I’d have bought two. It’s rare to see two separate entities doing such great work at the same time, I always wanted to buy a C1 Models kit but unfortunately missed out on the ’10 Camaro ALMS transkit they had, but then when I spotted that Caddy I knew I had to have it, even though I knew literally nothing of their quality other than seeing one of their Ferrari transkits being built, once. Now, I honestly can say as far as transkits go, these guys are pretty much the peak of it all, first and best experience all at once go figure. And the same I can say of Revell of Germany with the Golf Mk.1 kit, holy shit, it’s something special. It’s dramatically detailed yet such a simple, stress free experience to slap together and it’s… one hell of a good looking build by the end of it.

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Feels good to start this year with a build that only went well, for a change. Especially with the decal business being busy and overworked to a extreme level, this was a neat little break to have.


’83 Volkswagen Caddy Mk.1 specifications:
Kit: #80-5694
Skill Level: 4
Parts: 118(+ 24 in the C1 kit)
Molded in: Gray
Scale: 1/25

2017 Ford F-150 Raptor – Revell

2017_F150Raptor (1)So this will be a short one, I reckon – SnapTite kits are a blast. That’s roughly the gist of it! Revell has done a lot of these types of little kits and generally they’ve been rather decent, especially if folks put in a lot of extra work on some of the lesser regions like the headlights/taillights, the interior, so forth. To name a few examples of Revell SnapTite kits that are beautifully done and are actually really, really solid kits even while they pack… only a handful of parts or so at best – the ’77 Monte Carlo, the ’70 Chevelle and what matters to this kit in general; the 2010 Ford F-150 SVT Raptor kit. It’s essentially the forerunner to this one, it was really neatly detailed, contained nice, clear parts, was actually kind of fun to put together and all in all made for one neatly detailed model by the end of it.

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It’s been a few years since I built it though and lost the model along the way, but not before utterly annihilating it via crushing it under a big ol’ box. But it was honestly a great little kit, it reminds me of a full kit just without the glue. This kit on the other hand, is… not super great. I mean, it’s good but it’s literally half as good as the 2010 F-150 kit, and why? Well it’s simple, actually. The first big sinner is that everything is extremely simplified, the headlights already have a silver backing to it, the tail lights are no longer clear plastic, the whole interior is already assembled and so forth. I mean, it’s obviously a kit for the younger modeler or someone who doesn’t feel like turning their house into a glue sniffing den, but so were the other SnapTite kits.

2017_F150Raptor (13)But then again, we got a goddamn pickup truck kit in 2017. We got one. That’s basically all that matters. Back in the nineties, pick-up truck kits were everywhere, the Ford F-150s and Rangers, the Chevrolet S-10 and C-1500s, GMC Sierras, Syclones and Jimmys and so forth. They were everywhere and AMT as well as Revell were on their game back then, and prior to that MPC and AMT did just about every Ford, Dodge, GMC and Chevy truck for every year. Since the early 2000s, we’ve slowed down to a crawl and across the 2010s we’ve gotten literally around three modern ones, all in all. The wonderful 2010 Ford F-150 SVT Raptor, the MENG ’09 F-350 Super Duty and well, this one. And it’s weird that we’ve gotten so few of them, given the pick-up popularity in the real world has gotten quite insane as of late.

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I’m fairly sure I’m not alone in this one, there’s obvious interest from the consumer to buy those kits up something fierce, as per the MENG kit, there’s some serious desire and love to see a new Dodge Ram kit or a regular F-150 kit, or maybe a Chevy Silverado at last after all this time again. The old kits of the nineties were also supremely detailed, the Chevrolet S-10 kit was absolutely delightful and the GMC Sonoma was just as detailed, full engine, detailed interior, tons of extra parts, nice decals, so forth. The only full detail kit of a 2009-2019 truck is the ’09 F-350 for as far as I know. But here I am lamenting a bunch of paragraphs on how I wish there were more, but more on the kit, here we go.

2017_F150Raptor (15)In contrast to the unfortunately not clear-cast rear lights and not-silver backed headlights, the pre-painted body is absolutely wonderful. It’s reminding me of those AMT ProShop kits where it’s stamped on the body, which shows a slight of a faded edge but it still makes for a very clean painted body. The rest is all single color cast plastic, all in a matte black besides the wheels, which are semi-gloss. The tires are also another giant, giant plus to this kit, nice and thick proper off-road tires that sit on the axles flawlessly. The only thing this kit could’ve used, y’know, other than some more loose parts to make the painting process easier, is decals. The “RAPTOR” decal is stamped onto the side of the body, for the rest there’s no decals at all – no little metal transfers for the mirrors, no dashboard, nothing. Again, it’s made for younger modelers and for those seeking a neat low effort kit.

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So I made a little decal sheet for the kit to at least try and improve the model a bit, at the very least give it some reasonable looking head and tail-lights as those bugged me to no end, it’s still not as close to the real deal as I’d like it to be but it’s as close as I can get. Also, some incredibly basic red metallic paint to cover the body up. I liked the red but it looked somewhat dull, plus the interior color bleeds through the red plastic quite badly so I figured at least this way it’s somewhat less blotchy looking. My taping-off skills are nice and shit as per usual, but still – it looks alright! Now I’ve had this one sitting around for a while I’ve had the desire to purchase one of those 2010 F-150s again and see how it holds up against this bad boy. It’s just a very nice little rut-breaker of a kit, if you can get one on the cheap.


’17 Ford F-150 Raptor specifications:
Kit: #85-1985
Skill Level: 1
Parts: 18
Molded in: Red
Scale: 1/25

1975 Plymouth Road Runner – MPC

1978PlymouthVolareSC (1)God how I’ve tried to find one of those damn MPC kits for years, literally so much that my eBay search auto-fill now forever has “75 roadrunner” engraved in until I decide to delete cookies. And actually, I still haven’t found a proper MPC ’75 or ’76 Road Runner kit – go figure(the ’76 was incorrect as by 1976 the Fury Road Runner had been killed off for the Volare Road Runner). Instead, I came across a may-as-well-be new 1975 promo model that had been kept in damn near new condition by a man who had a significant love for the 1975-1977 Fury and Monacos.

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To be fair, the Road Runner from that particular year wasn’t much of a Road Runner at all. Despite the fact that it could be equipped with a 400ci V8 and it would be okay quick, nothing to brag about but it had some reminiscence to the prior Road Runners, when they could still pack friggin’ HEMIs. Okay, well, not really – the most beefy engine was a heavily neutered 400ci V8 at best with a smog-filter-choked horsepower of up to 225, though nearly half of the Road Runners that left the factories for the ’75 year packed the 318ci V8 that only did about 135hp, keep in mind the car weighed around 3500lbs/1587kg – so 135hp with the weight of two Volvo wagons is pretty much just saying “it’s just a bright colored Plymouth Fury“, no more no less. You could have a 440ci V8 which would be only allotted to police Road Runners, apparently with filling in the right checks on the order form you could have one with that big block equipped, though it’s not a whole lot more powerful than the 400ci V8 with the power to weight ratio in mind.

1975Roadrunner (3)That being said, it did get a bunch of unique touches over the regular Fury. The Road Runner package which came back for this year alone on the Fury platform, it had the unique blacked out grille, the Roadrunners on the doors, a different dashboard gauge set with a optional clock or tach and of course the unique stripe and decal set; one I tried to replicate the best I could for a decal sheet. For the rest? I mean, that was kinda it… It really showed that the 1970s were a dying age for sport/muscle cars, either they were completely past the common public or they were completely neutered to comply exactly to them. The fact that the ads back then basically called out that people were mistaken for thinking muscle cars weren’t fun to own anymore pretty much sums up how this car ended up failing.

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Basically, it’s one of the most unique yet one of the most understated Road Runners. Yeah I know, hot take there dude, but really it may be one of the most uncommon Road Runners out there. It sold pitifully, largely due to the era it was created in, the idea of a heavy weight boxer trying to be quick and just… the disillusioned crowd it was being pandered to. There were lots of sizable yet sporty cars with tons of potential in existence around that period, the Road Runner was one of them, the 1977 Pontiac LeMans Can Am was another solid shot at just adding a trim level for those interested with the added benefit of a giant gas-guzzler in the front. It’s now common practice around the world, especially Europe, for cars to have a balls to the wall powerful car on a 2-door with the wheelbase of a luxury 4 door – what cars are those, you ask? BMW’s M6, Mercedes CL-class, so forth, known as “modern luxury grand tourers”. I can’t help but wonder if the weight issue was curbed, or if a reasonable six cylinder already existed, or maybe a halfway decent turbo was available back then, would the “muscle cars” which were already dead by 1975 still have had a chance? A overcome and adapt sort of situation, form a new breed of American tourers?

1975Roadrunner (15)It’s a shame but many excellent potential died in that era, MPC as well as AMT did keep up with the promotional demand, just about every new addition to the GM, Chrysler and Ford line-up would get either a full detail glue kit or a simple dealership promo, and many of those kits have been built up or collected by now, yet promos still litter any online marketplace like some unkillable scourge. They’ve become a bit of a lucky find for me as of late, as literally any glue kit is just… gone, or like 150$, these promos at least allow some creativity in place of a kit, y’know, the whole idea of “second best option”. With the ’75 Road Runner, it’s a double whammy of rarity – the original two kits, one for 1975 and one albeit incorrectly for 1976, they’re damn near impossible to find. I spotted three over the last year myself and all ran 75$ plus for a opened, sometimes even started kit. I accidentally stumbled over some guy selling off his collection of Fury models(as I mentioned at the beginning, this dude collected Fury and Monaco models and actually had a ’75 Fury for realsies and absolutely adored everything about it) – and I leaped on it like a fucking cougar, for 30$ or so a totally unscathed promo model that was new in all ways other than missing the box(which I later re-discovered on his other eBay listing supporting a series of ’76 Monaco models, so “misplaced” I suppose).

1975Roadrunner (12)

I desperately wanted to make a proper Road Runner model for so long, I don’t know why but I truly enjoy the last of the line Road Runners, the stripes, the look of it with the bright colors, the trunk Road Runner tunnel entrance decal, it’s just… great. Like I mentioned before, the real car itself was anything but great but having a little model of it, hell yes. And it’s stupidly rare to boot! I can’t really say much about the build quality, as it of course is a pre-built promotional model, but they are a testament of how easily they can be modified. Yes, they’re “curbside”, they have no engine and have nearly no chassis detail. Think of them as Snap-Tite kits, but already built up and all the “snap” parts were soldered – all the parts are connected in basic manners and just ‘closed up’ by what I can only describe as using a soldering iron, which on the brittle plastic from 40 plus years back, is easy to remove without snapping off the posts the parts are connected to.

1975Roadrunner (7)Though, the interior is a hassle. The seats and dashboard are properly stuck to each-other, nothing short of breaking, snapping or melting them loose would help. When I drafted up the decal sheet, I figured I’d try compensate for the lack of a engine by going all in on the interior. The Furys of the day had the quite lovely yet distressingly seventies striped pattern fabric all over the interior, the front seats, the rear bench, the doors, even the floor mats would have the patterns. So I basically just made shapes like the seats, re-created the fabric pattern and slapped it on the decal sheet – and it… actually worked out, really, really nicely.

1975Roadrunner (11)

Other than that, it was some wheels and tires from a Revell Dodge Charger kit, some hand made axle work and a set of Grand Am Radial G/T tire decals to wrap up the package. I still wish I had the ’75 Road Runner kit with the engine bay detail and all but… y’know what, I’m still absolutely happy and satisfied with what I ended up getting. Maybe, just maybe, one day. Back to working the decal designs, huzzah!


’75 Plymouth Road Runner specifications:
Kit: A box!
Skill Level: N/A
Parts: 1, or 5, it’s a pre-built promo
Molded in: Burgundy
Scale: 1/25