1970 Chevrolet Camaro SS Baldwin Motion 454 Stage III – AMT Ertl

1970BMotionCamaro (6)And now for another Camaro, why yes indeed! The better of the two Camaro kits(for now), with a crisper mold and arguably a better overall image in the model car kit community. I was holding this one up against the Camaro Z/28 the whole way through that particular article and knowing that I’ve had this kit for a year plus now and it just… sat there, it really could do with being built. The whole reason I initially bought it was to do the decal sheet for it and do it properly. As well as of course do the split-stripe Baldwin Motion 454 Camaro for the 1971 year. And uh… many more.

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Regardless, it sat collecting dust under a table after I scanned in and photographed the body plenty enough. Then, long after I stowed it away, Round 2 proudly announced the re-tooling of the Camaro kit and finally give us a damn full bumper, single headlight Camaro. The first one since 1973, can you believe that? In an age of re-releases where every odd month a tool from 1967 is dug up to be used up after so long, it’s truly peculiar to see one of the best selling muscle cars of all time fall by the way side.

1970BMotionCamaro (2)But, I hear you say, but Mr. Writer Man, that is because they took the tool for the full bumper kit behind the shed and let it closely examine the rifling of the Remington rifle that got shoved in its eyes – and you’re right! They executed the full bumper tool  and re purposed its empty chest cavity for the double headlight split bumper in the eighties, combining this amalgamation of half-MPC guts, half-AMT guts into one gargantuan misshapen, ugly, terrible mess. Also side note, I know the term should be “twin headlight” and “quad headlight” rather than single and twin, but I’m a fool so bear with me.

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Either way, it’s finally happening and in celebration thereof I’m revisiting my, what, third and fourth models respectively? I never did write an article about the Baldwin Motion and the Z/28 article was uh, a thing. So I thought its time to use my tricks that I learned over the years and put them to use with a little elbow grease and actually try to make something nice out of them for once. For the Z/28 350, I went with the dark gray I at first wanted to do this one in but then it occurred to me, all of the Baldwin Motion cars are abrasively out there; they don’t do subtle. The green is honestly the darkest shade you could get the damn thing in, so I swapped the colors out – popping metallic blue under the black rear, why yes, yes indeed.

1970BMotionCamaro (12)Baldwin Motion is one of those four or five big names from the 1960s-going-on-1970s that really latched onto GM’s “COPO” program. They’re all dealers from across the United States, all dealt in GM products and they all fell in love with the Camaro, Chevelle, Corvette and Nova the most. Dana Chevrolet out of Long Beach, CA was the first to transplant the 427ci V8 out of the ‘Vette into the Camaro and that’s where the whole idea of dealers making subtle sleepers came from; the Dana hood for instance is just a simple twin-snorkel hood that on the outside doesn’t really scream “437HP car”. Then you had Nickey Chevrolet out in Chicago, IL where it became quite literally a customization shop to the customer’s taste. But you also had the now ever so famous Yenko, ran by Don Yenko out of Cannonsburg, PA and just like Nickey, just like Dana, Yenko too was a racing car driver with a dealership that just didn’t get enough power out of the supposed ‘powerful’ cars, so he just like the rest, began to offer suped-up versions; namely the Yenko S/C or sYc; the Yenko Super Car. And honestly, I can go on all day and not even remotely do those people’s backgrounds justice, they’re all enigmatic and engineering masterminds who turned the muscle car, into a beefcake car.

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I didn’t even mention the elephant in the room in that little background wade there; Baldwin Motion. Joel Rosen, a racing car driver and engine builder out of Brooklyn joined Baldwin Chevrolet out of well, Baldwin in New York and even before the Baldwin days, Rosen was known for making supremely, over the top, outrageously fast engines that would set a dyno on fire. In 1966 when he joined Baldwin, they began to offer specialty tuned packages on just about any Chevrolet on the lot if the customer so desired. And from these, we get the wide-as-hell selection of everything. The whole point was to create a car that was fast as balls on the road and could be not-at-all compromised on the track still. It had road-going comforts and for the most part it was the customer who chose if the luxury had to go for more speed(weight v.s. power back then was… well, with 3500 pound cars, no-one gave a shit if you had the top of the line luxury added atop of the minivan sized engine), and Rosen made it so that even fully equipped, that car could dominate. Even going as far as to call his cars “super cars”. And you know what, they were. And in 1967, when the all-new Camaro came to the public, those dealers had a damn field day.

1970BMotionCamaro (9)The funny thing is, a 1967 ad for the ’67 Phase III Motion Camaro called out exactly what I just described. Quite literally saying it’s not a sports car, drag car or a family car, yet somehow, still being exactly all of them. Considering they threaded the line of being called a jack of all trades and a master of none, they kind of pulled it off – being exactly a jack of all trades and a master of all nonetheless. It wasn’t until 1968 when the crazy sticker packages started to take off, with the 1968 Phase III having a quite lively stripe set that got further expanded on in 1969(Rosen gone on record saying there’s no Phase I or II, “Phase III” just sounds cool). But lets be fair, it got… it got conkers in 1970. Fresh of the line in mid-1970, the Camaro got a kick up something fierce; a freshly developed 1970 LS6 454 cubic inch V8 sourced once again from the Corvette which was now also offered into the other models by default would make it into the Camaro which at the time didn’t actually get a block bigger than the 396ci V8 and torque-monster 400ci V8 by default.

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And those 454’s… they were huge. They really packed a considerable punch and they were really popular among the dealership cars, right up there with the Yenkos. Though unfortunately, Baldwin Motion was also kind of responsible along with Yenko for bringing the custom dealership car to a painful halt in 1973. Yenko abruptly backed out the EPA testing of his ’72 Vega Stinger with the 4 cylinder cranked up to max via turbocharger cause they required 50000 miles to be driven in one before it was allowed to pass. He did eventually push out the already tested Stinger Vegas without the turbo, but this was quite literally the last Yenko Super Car model that left their shop. And Baldwin Motion ran into a totally different issue, albeit with the same agency and the same damn model: The Motion Super Vega.

1970BMotionCamaro (28)A 454 powered modified(pretty much only in the suspension, tire and engine housing compartment) that got Joel Rosen a cease-and-desist letter from the EPA in 1974 after being featured in Car Craft magazine, and they quite literally demanded that if they didn’t stop putting non-factory options onto any car, they would be given a 10,000$ fine per removed emission device. This was 1974 money, in 2019 money this is 51,000$ per Vega. That’s a staggering, ungodly high penalty. So… he ceased doing exactly that by settling a 500$ fine in 1975 and promising to no longer continue it for on the road vehicles, from then on he marked every car as ‘export only’ and ‘for off-road use only’. From there on out, Motion kind of faded into the background, though it still exists today, go figure!

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And that right there was a six paragraph history lesson on dealer-tuned cars and how… they all went away. Besides Yenko. And technically Hurst. And kind of Motion Performance. Oh fuck it. Anyway! One more thing of interest about Joel Rosen is that in the nineties, he was by this point a massive, avid model enthusiast. Like, of any type: prop planes, tanks, military planes, boats, military ships, it goes on and one thing of considerable import to us car model kit folks: he joined Ertl and Racing Champions back then to help put out the Baldwin Motion Camaro, ensuring its high grade quality with the Motion Performance name. It’s claimed(though I myself can’t verify it) he was also part of Revell’s undertaking of the 1969 Baldwin Motion Camaro around the same time.

1970BMotionCamaro (13)Like I kept rambling on about in the Z/28 350 article, this kit’s… the better one. In terms of mold quality, it’s leaps and bounds ahead, even though they come from the same damn source. The hood isn’t warped and torn to shreds due to crappy plastic quality and stupendously idiotic injector point placement, where you can actually hide the injection part, it’s got clearer details on most the parts cause they’re not soft blobs in the same of car related parts, the front end is… less crappy, which on the Z/28 kit is damn near flat due to the quality of the plastic but on the Baldwin Motion kit is actually kind of reasonable. That being said though, this kit desperately, like to a disturbing degree, separate headlight buckets. It’s awful. There’s no adequate way of describing how much better it would be if they could’ve been separate. Now you have to squeeze 4 transparent headlight pieces into the body and because of the way the body is molded, they don’t fit. They awkwardly get forced in there and they don’t really ever seem to look… right.

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Another problem that is unique to this kit is, and you might’ve spotted in the pictures, is the damn knuckle-dragger stance. There’s no way, no real way of knowing how low your exhausts will be. They should never have made it so the exhaust headers are one piece down to the chassis and have the rest of the exhaust pipes be a separate piece. Instead, a fix would’ve been quite simple: have the exhaust pipes with the headers, you know, the visible piece outside the car, be met halfway in the engine, where they’re covered by the engine block and engine bay, so even if you dicked it up, it’ll be hidden from view. The way they have it now is that the engine, with the headers, will be glued and stuck, incapable to be adjusted, days ahead of placing the exhausts. I mean for Gods sake… it’s pretty, pretty damn bad.

1970BMotionCamaro (16)On the flip side, however! This is the better version, it’s got a far more detailed engine bay, the quality is leaps ahead of the oddly enough exact same version just with different sprues, it has better tires and it has a better decal sheet. So, what did I do to it to make it more unique? Well for starters, only the stripes are used from the kit and I painted them gloss black with Tamiya blacks. The rest are my own decals, even though I screwed up the placement of the tail ones: the left one should’ve been a SS emblem and the Baldwin Motion badge above it, with the 454 emblem on the right, but instead I just put more Motion decals. The engine bay is fully wired, plumbed and decal’d up the wazoo – and holy shit does the air cleaner look good with the decal, I’m so pleasantly surprised by it.

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The body is painted with Tamiya’s TS-54 “Light Metallic Blue” with their clear over it and it’s the first time I’ve used their simple glossy clear and it’s actually supremely nice to use. It dries in a instant, it’s no wet look but it’s precisely what it says on the cap: glossy. Plus, it’s a decal’s best pal. It’s not gonna curl ’em, cause them to rip on the body, so forth, it actually seals them in perfectly. Another little home-addition I did, first time for anything – hood latches. I used some stray wire strands I yanked from the wires I’m using in the engine bay and painted ’em silver, leaving them to dry. Then I forced them in with the grille piece which forced them stuck perfectly and drilled holes in the hood latches. In the end, I gotta say, it’s quite a nice little finishing touch.

Like, all in all – definitely one of my better efforts I’d say. It joins the other Camaro, the Z/28 on the shelf and a little vacant spot’s gonna stay until the full bumper Camaro sees itself being shoved onto hobby store shelves. Until then, it’s gonna be finishing up the 1977 Firebird T/A S.E. and 1977 Pinto Special Accent Group – good time for ’77!

’70 Chevrolet Camaro SS Baldwin Motion 454 Phase III specifications:
Kit: AMT855
Skill Level: 2
Parts: 159
Molded in: Dark Green

Scale: 1/25

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

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).

Ford:
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.

Meyers:
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

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

Blog Update #007 – Decals, Decals and 3D Printing

Lets kick off by stating the obvious, this is an article about the wonderful side venture I got going – making decals for model kits and having them printed by a company nowhere near where I am located. Oh yes, if I’m gonna do it wrong, lets at least do it on a international level. But on a serious note, this simply wouldn’t have been possible without the lovely folks at Rothko & Frost. But as I’ve said before, the way I handle this with the limited resources I have, I’m utterly reliant on them printing my files for me.

Regardless, consider this one a bit of a look at how the whole ordeal is currently going. For starters, I’m currently at give or take 370 planned unique creations, of which around the 200 are currently either finished or in a state of being as good as done. On top of that, give or take 30 are custom works for folks, be it a set of Pro-Stock decals for a ’81 Dodge Omni, a refurbished sheet for old monster trucks, helicopters and Jeeps or simply just air cleaner decals for a AMC AMX. And this is a 10 month adventure so far, I started at the ass-end of November to send files over to the UK and seeing what they looked like on print and… well, at that point I realized, I don’t have to chalk off 1200 bucks for a fuckin’ ALPS printer from nowhere USA that has no guarantee of working, not to mention 200 bucks worth of shipping and imports charges crippling my already feeble income, I can do this at my own pace and earn a little bit of pocket change right from the start instead of paying off a damn printer myself.

So in under a year I’ve made a fair amount of sheets and I’ve grown nowadays to doing maybe one sheet a day, sometimes every two days, just to keep the creative flow going and to keep the growth somewhat constant. It’s 90% pure joyous fun on my part and 10% commissions from people which I do enjoy making, they just come at a slower pace as I’ve forced myself to shape up a sort of “list”, as I call it. Effectively, once I reached the point of having give or take a hundred ideas just bouncing around, I thought I’d write ’em down sequentially and just… go by that. Not exactly the most sexy way of going about it, but it’s just this one guy with a full time job that does this on the side, so it… it kinda keeps all the shit in order, somewhat.

But there may be a change on the horizon, or rather a expansion of sorts. While I’m not gonna change my methods of doing the decals, as long as I don’t have my own printers, this is gonna be the way I operate until either the money runs out on my part, or the company ceases to print for me. The expansion I’m currently working towards is 3D modelling, it seemed like the logical way to go – especially now Revell’s parent company is in the shitter, it just escalated the idea for me that it may be time to start offering some handy-dandy 3D crafted pieces to improve or change up already existing models. No, no, not resin business, God no. That’s a start-up so messy and gargantuan for one guy, especially with stupidly high demands like mine, that would never work unfortunately, so no proper bodies and whatnot, just pieces.

So how far off am I from going into the 3D printed parts market? Well, literally in it as of today. What happened is, well I got my own 3D printer as a birthday gift of all things. I mentioned it once fleetingly and here we are! The thing is getting 3D CAD nailed down again, similar to how I’ve got Photoshop and Illustrator bolted down firmly. So I ain’t gonna start by making anything stupendously difficult, infact the most basic I can think of shape wise and short term on my resin list is the front bumper and side flares for the ’78 Mustang King Cobra and the ’70 Pontiac GTO Judge rear wing. Like I said, I pretty much only want to do quality of life pieces and parts to replace others with, like a ram air Pontiac Firebird Formula hood or an air cleaner for a Dodge 383 V8 block. so forth. Maybe down the line I’ll go deeper, but who knows – for now this is what it’s gonna be.

Hell, maybe I gotta partner with people to make copies of whatever I end up printing, if it’s any good of course. Anyhow, yes – expansion and all that snazz. Keep an eye out for the ever growing list of decals, that ain’t going anywhere.

1976 Ford Mustang II Cobra II – MPC

1976CobraII (21)In the article for the ’77 Mustang II by AMT I pretty much lamented the whole time that I wish I could compare it to a MPC kit and see how it holds up, cause I stumbled upon the realization that the AMT kits of yore were kinda slightly not entirely great, especially when held up to another similar product. And whaddya know, I got a hold of a similar product to compare it to! From the get-go I really, really just wanted to make a Cobra II model and just couldn’t ever get a hold of the appropriate Cobra II kit so I improvised by buying a Missing Link resin set for the MPC Mustang that mimic the parts from said kit so I wasn’t utterly screwed from the start on my little plan.

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Then around the same time I was designing the series of Mustang II decals among which the Cobra II so I had one printed in nice metallic gold as in my personal belief there’s only two downright beautiful Mustang II’s: one is the simple two-tone Mustang II Ghia and the other is the ’76 Cobra II in either all white with blue stripes or all black with gold. Cause, with all due respect, the Mustang II isn’t ugly. Not ugly per se, it’s a situation of ugly birth riddled with abusive parents, family and it wasn’t until it grew into its proverbial pants that it could shine once more as a fox body after being kneecapped in 1974. Judging it purely by looks, despite it being a Pokemon evolution like ordeal from the Pinto, it’s not half bad. Yes compared to the ones it once rivaled, the Javelin, the Camaro, the Firebird, the Challenger, so forth… Yeah, it looks like a jellybean that was left on a dashboard on a hot summers’ day, but again – it’s not necessarily ugly.

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Ford HQ, 1973.

As I said, in this rigorous defense of the indefensible, man what a hill to fuckin’ die on huh – the Mustang II originated from inside bickering, indecisiveness and of course good old fashioned panic cause of changing times. In the previous Mustang II article I described a scene in James May’s Cars of the People where he takes a few old employees of Ford, GM and Chrysler to drive in basically primo-Malaise era Mustang goodness and get their take on why it all just fell the fuck apart back then and the simple conclusion was lack of change – innovation came about slowly and no-one really cared for the sheer, utter greed these cars symbolized. They drank copious amounts of fuel, had more lengths of sheet metal than most boats and lets not overlook the grandiose idea of putting friggin’ lead into everything. Lee Iacocca, the grandfather of the Mustang way back in 1964 was also poetically the saving grace of the Mustang in general, he greenlit the downsized Mustang project for 1974. They literally were gonna bin the Mustang as it was to turn it into sedan very much how the Mercury Cougar started out and turned into a land yacht of luxury in 1975. So the project had one of two choices; turn it into a smaller, more Maverick-ey powerhouse of joy, or just… kill it. So this is where apparently we should stop drawing parallels between the Mustang and Camaros, Firebirds and whatnot and begin comparing the Mustang’s overall “decent-ness” to and get this; Chevy Monzas, Toyota Celicas, Mazda RX-3s, Ford of Europe’s Capri II and so forth.

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And that’s exactly where it went wrong and right at the same time, it once was the definition of a pony car, the quintessential muscle car and much like a one hit wonder rock star, it got yanked off stage and given a serious talking-to in order to get the thing to have its shit together. It began playing on a smaller level again, half the weight and size of what it was the year before, all the while its former competitors literally died off or carried on stronger than before, and that’s where the “wrong” comes in from before. The “right” was doing a drastic measure to save the Mustang from becoming a vapid shadow of itself, the “wrong” was not sticking with its guns. You see, the Camaro and Firebird had some changes but largely they stayed heavy-weight big-block powerhouses, all the way through and the Firebird especially. They kept high performance versions all the way through the seventies, largely no different from their pre-1973 offerings, just bottlenecked as all hell horsepower wise, but even from that they recovered by 1978.

1976CobraII (11)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!

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The wrong that the Mustang II committed was simply that they were not changing enough in either direction, they just weren’t accepting that the Mustang had died and needed a rebirth, either as the now ultimately hyper successful basic Mustang II or the power-wagon V8 from days of yore. Cause in the end, the AMC Gremlin was a better compact alternative(even Ford’s very own Maverick was too) and for old fashioned muscle you could just glean over to Chevrolet or Pontiac. They stalled for time for four years and didn’t gain any serious ground whatsoever on reclaiming the old Mustang name and spirit until 1979 when shoving a turbo onto everything and anything had Ford experimenting with smaller engines and maximizing their output via turbos. To be fair, it had some severe teething issues but it did pave the way for the stupidly successful and loved Fox body Mustang.

1976CobraII (10)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.

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Though yeah at the end of the day, the AMT kit loses out on just about every point – the MPC Mustang II kit is just miles ahead of the other, with just basic things being better like the tail lights being translucent and the quality being finer on the grille, steering wheel, so forth. But also in terms of the engine bay and interior, the MPC still lies far, far ahead. The quality is sharper, more accurately shaped scale wise and it just looks… right. It’s got hardly any flat detailing due to “who’s gonna see it anyway”, they put in a good effort. Today though, this is a unfortunate thing as the only thing that was re-released at all in the last decade or two was, you guessed it, AMT’s Mustang II kit. The MPC one, like so many, probably got changed to fit some horrible funny car design or pro-stock AWB tool and was irreversibly changed to accommodate those changes. Could also be that like the ’75 Dodge Dart it just lies in hibernation somewhere until someone’s like “Yeah, give that sucker a whirl, whatever right”.

1976CobraII (5)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!

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Like, this is one of those builds I am actually really proud of. One of those cases where everything kind of just came together really, really well. The decals sit beautifully, the body kit from Missing Link I couldn’t have done without, the perfectly fitting Pinto wheels, so forth.

 

’76 Ford Mustang II Cobra II specifications:
Kit: I-7513
Skill Level: N/A
Parts: 94
Molded in: White
Scale: 1/25

1971 Plymouth ‘Cuda 440 Convertible – Revell

1971CudaConvert (18)Third time’s the charm, right? I’ve done the ’71 ‘Cuda kit by Revell/Monogram twice so far, one as but a wee lad and the second time as a little test between mixing enamel paints and using photo etch parts, in either case royally screwing it up. Like, thoroughly. So when I got my hands on a cheap brand new Nash Bridges ‘Cuda kit by Revell, I figured let’s A) do this right for a change, you utter fool and B) no really, do this kit justice for a friggin’ change. I needed a little, tiny break from working on decals at a lovely rate of one entire sheet per day, so I picked up on doing the ’76 Mustang II turning it into a Cobra II and this ’71 ‘Cuda convertible – using it as a little distraction and as well to prove that this website hasn’t just died for that one page named “Decals“. Also, I wanted to give the ’71 ‘Cuda decals I made a whirl, see how they turned out.

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But first things first, most car enthusiasts will know about either the weird little gem of a TV show called “Nash Bridges” or at the very least his supposed all-yellow 1971 HEMI ‘Cuda convertible. Which, given how ungodly rare the ’71 Cuda as a convertible is by itself, rarely was an actual ’71 Cuda convertible, nor a HEMI – but that’s TV for ya’, they can’t just buy a 1971 ‘Cuda with a HEMI and be a convertible, hell one of those sold for 3.5 million dollar in 2014(given only 11 HEMI Cuda convertibles were ever built in 1971). I mean, Christ, a 440 equipped 6 barrel ‘Cuda convertible is still valued between 300,000$ and 450,000$. So they substituted the all ‘Curious Yellow’ 1971 ‘Cuda with several 1970s that were front and tail-swapped to look like a ’71 and they added the fender grilles afterwards as well. There was only one 1971 ‘Cuda on the show, the other three were from 1970 and not one had a HEMI block in there. But hey, that’s TV for ya’ – they still all caught over 150K a piece afterwards from Barrett Jackson or eBay so in a way, even the “not real deal” cars that were engine, front and rear swapped were still valuable as sin.

1971CudaConvert (1)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.

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But I mean, if I were alive in 1971, if I had what now is the equivalent of 30,000$ in 1971 money, and I wanted a car that was fun, luxurious and borderline undrivable(as just about any muscle car was), I’d get a ‘Cuda, cause as I said, it was just about peak muscle car, it was aggressively styled, it was stupidly difficult to keep straight on the road and it was staggeringly quick in every respect. So, y’know, that was three paragraphs to basically summarize “the car is good fun“, hooray! Though in the model kit world, the ‘Cudas never really had a lot of attention headed their way – MPC did annuals of the car from 1968 through 1974, AMT did the Barracudas from 1965 through 1969 and Jo-Han also did 1970 and 1971 and those kits just had a bunch of exactly-as-they-were re-releases in the 1980s and 1990s, with Jo-Han’s last blast in 1992, MPC’s in 1980 and AMT Ertl re-released a Snap-Tite 1974 ‘Cuda twice in early 2003 and again in 2010 – but Monogram and Revell remain reigning kings on this, in 1982 Monogram released the 1971 ‘Cuda kit and arguably, to date, it remains to be the best ‘Cuda kit out there for that year.

1971CudaConvert (7)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.

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Though like I said in the beginning, I’ve royally dicked this kit up twice before in the past and I wanted to do it proper for a change, just once. So I used the can of Plum Crazy Purple metallic I had left over from doing the ’74 Gremlin some time ago, which I knew wasn’t the right Plum Crazy, given its from the new generation Challenger, but still looks absolutely lovely on the ‘Cuda. Then I tore the 440 V8 block from a ’70 GTX kit which I knew would fit given Monogram’s simplistic, yet absolutely excellent chassis and engine blocks, though I couldn’t get the carbs to match the location of the Shaker so I just… glued the Shaker to the underside of the hood, which works well enough aesthetically. I also took the five spoke wheels from the same kit, as per usual, the wheels fit the tires perfectly and the adapters were 100% identical.

1971CudaConvert (17)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.

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All I would’ve asked for in this kit would’ve been a option to put the top up, that would be it, really. For the rest, goodness is this still a solid kit after all these years. Despite the simplified nature, which is par for the course with older Monogram kits like pretty blocky engine bay detail and the one issue where getting the chassis to fit deep into the body shell enough for you to slot the rear valance on there with the exhausts sticking correctly out of the ports… those were an annoying twenty minutes. The exhausts are molded onto the chassis, which is fine and all, but the real valance has the exhausts sticking out there and you have to place that absolutely perfectly so you can force the chassis/exhausts through – which either means, it won’t go deep enough and tear the rear off, or it does fit perfectly and you’re done. No middle ground. Despite that… boy, great kit, what a great kit.

’71 Plymouth ‘Cuda 440 Convertible specifications:
Kit: #85-2381
Skill Level: 2
Parts: 72
Molded in: White
Scale: 1/24

1996 Chevrolet Impala SS Grand Sport – Revell

20180509_201358.jpgLemme 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.

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The Impala SS is one of those cars that kind of always stuck with me, it has such a history to it as well that kind of is staggering. This car, this Impala SS right there, the end-of-the-sporty-line SS model(until the 2006 SS revival), was once the successor to the friggin’ Bel Air. From 1958, the Bel Air had a everything-included-please-but-different version, a “halo” car(basically terminology for ‘top line model that is meant to live on the popularity of what its based on’); the Impala. Something that stayed with the Impala as a whole was that the car itself generally had a direct twin but with subtle improvements and differences on just about every angle of the car. The Bel Air and Impalas had this from the sixties and the Caprice(which was initially a Impala option, called the Impala Caprice) and the Impala from 1977 on out. Though should be said, that’s a hell of a simplification in the grand scheme of things. The history of the Bel Air, Biscayne, Impala and Caprice is… complicated to say the least. Suffice to say, in the mid-seventies, the Impala and the Caprice both got slashed by a third and downsized to meet whatever the hell the eighties were gonna be for General Motors.

1996ImpalaSSGS (5)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.

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By the late eighties, the squarebox was about to get ushered into the era of automotive boredom, the Opel Vectra-fication of the business; cars were going to become bubbly, enthusiastically colored and have wheel styling that can only be described as “functional”. Generally, you can describe every era with one word. Seventies? Colorful, massive, growth. Eighties? Square, tempered, underwhelming. The nineties can be described as ‘sleek’, ‘gray’ and ’rounded’. Though this doesn’t mean they were ugly, by no means, just… neutral. Every car just looked like they were designed by someone who said “enough square shit already” and sanded every edge round. And the Caprice was among those who got a rigorous dose of rounding-off; in 1991 the newly updated Caprice was brought to life. And boy did it do… something.

1996ImpalaSSGS (13)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.

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And basically there you already had the ingredients for the subject at hand here, the Impala SS. Announced as a concept in 1992, it was in essence; a giant, unchained sleeper. The concept had a friggin’ 8.2L V8(500ci) and had a more aggressive styling touch over the Caprice like nearly de-chromed bare(aside from the window trim and emblems), large deep offset 5 spoke wheels, raised Impala SS script on the rear fender, darkened grille, so forth. It was very much a Caprice 9C1 police car underneath in terms of what was standard equipment, like the reinforced shocks and springs, disc brakes, twin exhausts, higher output electronics, so on – the only thing GM did swap in the end was the 8.2L V8, which was replaced by a LT1 Corvette V8, which did do a decent 260 horsepower but still, y’know, meager. All in all, it was a sporty bathtub that looked menacing as hell. It was a reasonably sporty one-off, bit like the Mercury Marauder which was essentially a sexier Ford Crown Vic.

1996ImpalaSSGS (4)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 ’81 Citation as a lowrider) which did come with the Impala SS with the proper wheels on the side of the box but only came with those AR wheels in the kit itself!

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Odd shit, really odd shit. But regardless, I preferred it with the plan I had in mind. I love, absolutely love the Corvette Grand Sport from 1996. I don’t know why but the theme always resonated with me and I thought of making a ’96 Camaro Z/28 Grand Sport, but before I even came across one of those kits, I found a Impala SS kit on the cheap. And I always wanted to do the Impala SS kit a bit more proper, which I did botch a fair bit the last time around… The engine didn’t fit, the hood didn’t shut, I idiotically attempted to do the trim which I jacked up to no end, the wheels hardly fit(and I ended up re-using on the ’91 Syclone Marlboro Edition), it was a shambles really. So! Time for round two, I thought. First order was getting the Admiral Blue, which I quickly did. Secondly was to get a better LT1 engine; which I promptly stole from a 1995 Corvette kit. Surprisingly, the engine fit quite well in the end – all I did was snap off a tiny part on the engine brace and the struts on the driveshaft.

1996ImpalaSSGS (14)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.

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So based on how this one ended up looking with the Grand Sport fantasy theme, I’m definitely gonna make one based on the Camaro as well. Hell to the yes.

’96 Chevrolet Impala SS Grand Sport specifications:
Kit: #85-2175
Skill Level: 2
Parts: 66
Molded in: White
Scale: 1/25