So as you may have read; the decal business is gonna grind to a halt for around two 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.
Setbacks
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.
Brexit
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’.
For 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.
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, 
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.
So that’s precisely what I did with this VW Caddy model I bought from 
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.
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.
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.
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 
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.
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.
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.
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).
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.
In the article for the 
By 1975 the Mustang II was slowly growing back into its old self(despite its most successful sales coming from the bare bones Mustangs), getting the 302 V8 back, albeit at an absolutely anemic horsepower output. And in 1976, the first of the so called “Decal GT” cars began appearing. Being largely unchanged from the normal Mustang bar for some appearance stuff, the Cobra II was literally the least sporty “sports” car out there. It was basically the car equivalent of a overweight fellow in a velour jumpsuit. Don’t get me wrong though, I’d argue its the prettiest of that generation Mustangs, cause holy shit they went all in with the 1978 Mustang II King Cobra and it became a hideous amalgamation of body kit, stripes and stencils, shopping cart wheels and the amount of cobra bite equal of what you’d find in a plush toy. That being said though, I find it amazing nonetheless and am doing a decal sheet for it as we speak, but I digress!
But enough lamenting on the Mustang II’s existence. Back to the comparison, the AMT and MPC bodies are different. Very different. First of all, the AMT one is definitely the one pulling the short stick, it has deep sinks on several parts of the body, the assembly is nowhere near MPC’s and in the end, the whole interior was a silly afterthought to them, being flat and un-detailed to say the least. The shape is also… worse? I dunno, it’s in the eye of the beholder but I’d argue at least on the tail end and the grille especially the AMT one is far less accurate than MPC’s offering. The biggest sinner remains to be the wheel size on the AMT kit, which is hilarious to say the least. Engine-wise again it goes to AMT for having the worse of the two, though but no means a lot – the V6 engines offered in either kit are actually really neat, and it’s the V6 offerings that usually go completely unloved so its nice to see two nicer castings out there.
So, the biggest issue I had with this kit was the tires. They, much like everything back then, were just tossed in the box. Even though they were sort of rubberized and really, really nice for the time, they also had a horrible habit of melting into the plastic over the many years they’d lie untouched. Mine decided to mate with the windshield, rear glass and part of one of the seats and took some digging to get loose from those parts, so unfortunately I had no tires for this model. I did however have access to a nice little Ford Pinto kit with the mag wheels that were actually on a proper ’76 Cobra II! So I stole those tires and wheels and slapped ’em on there no problemo and of course, they were one-size-fits-all so they went on with hardly a bit of hassle. Put on the set of Firestone Firehawk SS decals I had prepared for ’em and done!
Third time’s the charm, right? I’ve done the 
And y’know what, despite the fact that Don Johnson and the Nash Bridges show as well are now just a blip on TV history(lets be fair here, despite the sweet-ass car and decent cast, Johnson will forever be Sonny Crockett in every role) – the ’71 Cuda itself remains a star and then some. As I said earlier, the ’71 HEMI convertibles catch literal millions and they increase in value literally every single day, and the still ungodly quick and gorgeous ’71 Cudas with 340s, 383s and 440s convertible or hard top are well over 100K more expensive than the average house price in the United States(189K) – so you could have a ‘Cuda 440, or you could have a whole house and a hundred grand left over. They were and still are American muscle in absolute perfection; it’s ungodly pretty, it’s ungodly fast, it’s ungodly thirsty and it’s ungodly unwieldy. It nailed every point of being a peak muscle car era vehicle, besides the at the time sale price – one of the reasons why the ‘Cuda was always a more rare sight out there regardless of the shape it came in was because at the time is was one of the most expensive of the bunch. It’s sister car of the same year with the same engine was 400$ cheaper(the ‘Cuda HEMI was 3433$ + 1228$ HEMI upgrade, the Challenger R/T was 3273$ + 892$ for the HEMI), the 1969 Camaro Z/28 grand totaled a person 3185$(2726$ + 458$ for the Z/28 package) and for reference, a 1970 Mustang Boss 302 ran a person 3720$(all the previous prices were 1969-1971 dollar value) – so in reality, the ‘Cuda was of course the premium quality car but it also cost a person a premium to get a hold of.
To be fair, it has been re-released nine times since… 1982 it came out, in 1985 it was put out again as a street machine(pretty much the same but with the twin snorkel intake hood), then again in 1991 and another time in 1998 both as the stock versions again, then in 2000 it saw the return of the street machine, then in 2002 it got re-released again, in 2003 they changed the tool up again for the first time in 18 years by releasing this particular Nash Bridges edition, which saw another re-release in 2007, then another one in 2009 and one last one in 2012. But still, it’s the best 1971 kit out there, even with its flaws. Granted, Revell’s 2013’s new tool of the 1970 ‘Cuda is now the best ‘Cuda kit in general, but for ’71 – ain’t no better than the Monogram release from thirty six Goddamn years ago.
For the rest, I used pretty plain slightly off-white satin and matte enamel paints for the interior which is the true star of this kit, for a somewhat one-off release, they really did an excellent job with the interior. The detailing, the thickness and the look of it all is absolutely spot on and I will say, no convertible kit had the door panels meet the interior door panels so supremely on the dot as it does here. The kit does pack a lot more decals than any of the other releases, like side marker lights, full dash and arm rest decals, so forth, which weren’t included on any of the other ’71 Cuda releases. Hell, one of the Nash Bridges Cuda releases has Goodyear GT Radial white letter tire decals as a bonus too, go figure, a utter rarity to find in kit decal sheets due to licensing. I didn’t need any though given I used my own created decals but it’s actually really, really nice to see the extra effort put into basically a little distraction kit that was apparently only gonna get released twice.
I say this every time and will likely say it every time from here on out, ’til the day I die – Japanese kits make for a pleasant, excellent time. Aoshima’s kits are the perfect balance in the middle between Fujimi and Hasegawa and Tamiya, which for me, still stands right at the top. When I got the kit in my hands, I spotted a little box of text on the side that says and I quote: “
As the seventies pulled on, the Celica underwent some cosmetic changes but it stayed the same for the most part, until 1973 where it received a very… familiar looking version added to the trim choices. Called the Liftback, it added well, a lifted rear, with some louvers on the sides and effectively, it made it a gorgeous, little Asian cousin/brother to the Ford Mustang. And to be honest, it ‘borrowed’ a lot of design cues from the Mustang, nevermind the basic shape. The vertical stripe tail lights, the short but raised lip on the tail, the little louvers, it kind of goes on – which is fine. Cause ironically, this particular 1977 Celica LB-2000GT was more Mustang than the real, original 1977 Mustang ever would be. The problem with the Mustang, which I described in full on the ’77 Mustang II article, is that it became too much car for the changing landscape, it had to shrink and it had to do it right there and then, no second chances were given – many choices were pondered, but the design teams went with the… Ford Pinto, as a starting platform to build upon.
Aoshima’s got just about all the Celica’s, well at least the older generations. They’ve got the normal Celica 1600GT, this LB 2000GT, a shitload of tuner and weirdly stanced versions of those two, the second gen from the early eighties, Beemax did a few rally versions of the ’84 and ’85 TA64’s and also one from 1990, and it kinda goes on. Tamiya has the more recent Celicas, on the other hand but Aoshima’s the company with the majority of the earlier generations covered. And this one in particular is the most recent re-release of the LB 2000GT kit, with from what I can tell some incredible additions like photo etched parts and optional deep dish wheels.
Y’know, this kit is one of those kits that make me even more confused about the state of the model kit business as a whole. You read, particularly among the English speaking community, that there’s a stupendous amount of salt. The dominant mentalities of “I’ve got 600 kits, therefore I couldn’t care less if any company goes down” and “I pay premiums for what comes down to re-hashed shit from 1978” – and it’s kind of sad. I honestly don’t know if companies like Revell-Monogram(and their parent company Hobbico) and MPC/AMT Ertl under Round 2 kind of barely scrape by or go utterly bankrupt due to our picky-as-shit buying or that the market is just that different stateside, or if its just that the whole idea of “keeping American, American” just raises the price to a point where it’s just not possible. I’m not a saint, I scolded MPC for giving me kits they’ve re-released 9 times before unchanged, I’ve scolded Round 2 for cherry-picking their new releases whether its a re-release or not, I’ve also never been a stickler for price given as a European I automatically get charged 20 to 25 bucks on top of the buy price just to have it come my way. Obviously, there’s many people who know it either better or actually know it for a fact how it all works, it just fascinates me to watch companies fall apart and rise to new heights simultaneously in such a similar field.
Yeah you knew it was gonna degenerate into this. Seriously, the bottom line is that the non-fuckery-weird-low-dropped-semi-drifter factory stock Aoshima kits are absolutely superb. There, my one paragraph summary. Also apologies for the supremely slow rate of articles as of late, I’m going into more depth about that soon-ish – it’s as you may have guessed if you’re a frequent flyer overhere, it’s the damn decals.
Lemme start this one off right away by saying, yes you’re right – it isn’t a ’96. But Goddammit I want it to be. Besides its easier to sort in the total list where a ’94 Impala SS already sits, albeit something I now have the opportunity to overwrite and imagine I never built it, cause I… well, I didn’t do a very good job on it. The Revell kit has been re-released many times since the mid nineties(1996 to be exact), its roots originated as a SnapTite, though really it was one of those Basic Builder-ish scenarios where it was more complicated than a SnapTite just didn’t require glue. The whole thing is still very, very much that – just without the clicks and snaps of a SnapTite.
Is that a super gross simplification of how the Bel Air, Biscayne, Impala and Caprice came to separate into their own line of models through the seventies? Why yes, yes it is. And I am aware that grueling, horrible, maybe even inaccurate look at how they came to be but believe me when I say this… Chevrolet’s 1955 through 1969 model encyclopedia is nothing short of a M.C. Escher-esque maze to figure out accurately. What did happen is that in the mid seventies it became its own separate entity as a model, and even then you’d need a literal chart to play “spot the difference” on a Caprice Classic versus the Impala, it would have subtle but sometimes yet obvious changes to one-another like for instance, one having the indicators under the headlights and the other in the bumper, or a mesh grille opposed to a horizontal bar grille, interior would be bare plastic in one and splattered with wood grain in the other… The gist here is that in the end, the Caprice and the Impala were basically twins, the ones that are nearly identical but you learn to spot the clues to tell ’em apart.
You see, much like the Ford Crown Victoria/LTD, the Caprice too was basically “America’s Car”. What I mean with that is, name a picture, name a movie, name a scenic shot of a city and you’re likely to spot a series of Crown Vic or Caprice taxi cabs, police cars, fire department marshall’s, so on. Essentially, they were continuing the legacy of, well, the States’ cop car and cab. And when it got displayed to the populace, they fucking well laughed it off the stage. The new styling got a fairly harsh coat of insults plastered on it, like “beached whale”, “upside down bathtub”, “Orca-body” and “obesity on tires”. The Caprice 9C1 police package did do rather well, as we all know, it became literally the most popular police cruiser out there along with the Ford Crown Vic so, it did succeed, sorta. But on the regular average Joe front, changes needed to be made and they tried to do so at least. They ditched the skirted rear wheel wells(though kept ’em on the station wagons), which helped alleviate the fat look of the thing, introduced some Camaro parts to the interior and ended up also offering a de-tuned LT1 V8 from a Corvette.
Anywhoooo, the model. Yeah, right! So I did build one of the Revell Impala SS’s last year and came out slightly disappointing, just a bit. Released in 1996(and re-released like four times since), it was made a slightly more difficult glue-required kit with the origins dating back to a SnapTite kit that came out in the same year and holy crap you could tell it was once a SnapTite, the engine block is three parts, the whole interior snaps together pretty much with the clicky-snappy bits still there. The headlights and the tail lights still have painfully obvious pins you force into the slots and in turn make the headlights and tail lights look stupidly toy-like, but y’know, its a thing. Atleast they don’t flop out the bezel every odd second the model gets touched, so there’s that! It also looks quite gargantuan, like it is bigger than a 1/24th scale GMC pick-up in width so I wouldn’t be surprised if the scaling wasn’t 1/25th but 1/24th, but that’s just a small observation. The rest of the kit was actually kind of nice, the body crisp, the detail quite nice and so on. Oddly enough, there’s a pattern with the wheels going on – the 2002 re-release had the Impala SS on the box with these giant American Racing style rims, but didn’t actually have those. Now I got a 2008 re-release which was hilariously stupid with a lowrider version(something that Revell made a thing back then, including a fucking 
Which… I dunno, this kit feels like a 1/24th scale one, I can’t help but feeling it is. But ah well, anyway – I created a decal sheet specifically for the Impala to make it look a little more like a Grand Sport, including a Impala SS branded hood stripe and the iconic fender stripes. For the rest it was a set of custom badges, license plates, so forth. I’m not gonna lie, I’m really surprised by how they ended up looking. I really, really am for once proud of my friggin’ work! The SnapTite features that are still part of the kit really do take away from the whole thing though, like the very visible placement hole for the radiator, the overtly obvious twin prongs in the headlights as I mentioned before, so on.
Oh boy, oh boy, I finally got one. A second generation Ford Mustang kit, and not just any of them, the friggin’ AMT release. The Mustang II fascinates me to no end, for all the wrong reasons – lemme just get my sins out of the way. I like it for several reasons, one’s obviously the story behind the absolute US automotive disaster the Mustang II became to symbolize, the second is that I, and fuck me for saying this, kind of dig the way it looked, especially the more European styled Mustang II Ghia and third; where it ended up going. Cause the Mustang is basically the Elvis of the automotive industry, it came in and it essentially changed the whole game there and then in 1964. Then as it became to define success, by 1969, it started packing on some… weight.
Obviously, something had to be done and Iacocca definitely nailed it on the head when he noted that the Mustang had to be downsized to ever stand a chance at living on, cause it didn’t just define the muscle car era, it also defined the horrible side of perpetual growth in the muscle car market. James May and his Detroit-oriented interviewees said it best in a episode of 
In a way, the Mustang II might have been the best thing to have happened to the entire Mustang lineage. I know, hot take there Mr. Grumpyfuck, why don’t you go and worship some more European scrap, you cretin. And I’d say, you’d be right, I am that but still – look at the fox body Mustang that followed it in ’79. It was compact-ish, it was quick, it maintained the awesome hatchback design for most of its models, it was a nippy, lightweight… fox! And by some ways I like to imagine that the Mustang II’s downsizing helped that vision be realized, cause while the Camaro, Firebird and other muscle car survivors maintained their livelihoods, they stayed quite… large. Lengthy, at the least.
The body has fitting issues, there’s a sunken part on the tailgate right where the Ford lettering is, the mold lines are obscene, the hood nor the hatch will fit at all, the clear pieces slot in from the bottom, giving the illusion that the damn windows sit deep as hell and looks like someone glued plastic sheets in from the inside to cover the fact that the car came with no windows. The rims inside the stupidly huge wheels are also too damn big, the tail lights are unfortunately just chrome pieces, the whole chassis is just a flat plate and the suspension is absolutely huge and so weirdly shaped compared to the flat chassis, the interior is smooshed flat in a odd manner and just looks… wrong. The engine is a nice one though, goes together smoothly and the underappreciated 250ci/4.0L V6 is nicely detailed and it is one of the few quite well cast V6’s too.
And y’know what, in the end, who the hell cares right, with some effort and part sourcing, something I definitely didn’t get around to, you could quite handily turn this into a much better model than the box initially offers. Smaller tires aren’t otherworldly to come across, some wing mirrors aren’t too difficult to find spares of, the decals I’ve got for sale now so there’s those and you could do some chisel-work to the hood and tailgate to get ’em to shut properly. I love, absolutely love these misery cars from the seventies, for the lessons that were learned, for the slowly-growing appreciation for the Mustang II, for the overall perspective one gains looking into these things, from both the modeler’s side of things as well as the actual car, and how it held up opposed to other competitors at the time, now that we live in a facts-found-in-seconds world… Speaking of competitors, the next build I’m currently actively messing about with is the ’77 Toyota Celica LB-2000GT – Basically its Japanese cousin. Oh yes, oh yes indeed.
