69NovaYenko

A candid discussion (not an attack) with someone in the kit industry might be in order. The dialog could shed some light on the parameters they have to work within. I'm fairly certain that there has to be limitations in the manufacturing process. The comment "some things are more difficult to scale down" is a valid consideration and could be part of the equation.

Very interesting thoughts so far on the issue. I think everyone have valid points and observations. If the 1 to 1 '69 Nova used as the guide for the kit had inaccurate aftermarket quarter panels on it, so the kit is made to match that, rather than what the O.E.M. quarter panels; couldn't the kit manufacturer consulted with someone like O.P.G. (The Original Parts Group) or Classic Industries. Both of these parts suppliers are revered for having authentic re-pops for all G.M car and truck parts. Certainly, these type of highly respected parts vendors could earnestly be another research resource...just saying... If there's anyone out there that's involved in the kit manufacturing or resin business that's willing to share their thoughts please feel free to comment, your input would be greatly valued.

I am asking this question not start a bit*hing or manufacturer bashing session!!!! In fact, I am VERY pleased to see so many new and some well done revised subject matter ( '67 Camaro -'70 Cuda etc.) being released by all the modeling companies. Additionally, the level of detail that manufacturers are incorporating into kits now a days (chassis, interiors etc) is a far leap ahead of the 60ties thru 80ties kits. However, over the last several years I have read a number of post expressing disappointments and sometimes outright rants about inaccuracies of the kits that are being released now a days. Truthfully, some of grievances are a tad bit nit picking while others are out and out legitimate concerns. So, my question is: With all the restored 1 to 1 subject matter that manufacturers can use as a guide to base their tooling on. With all the reference materials and specs that are readily out there. With all the advantages current technology affords manufacturers (3-D modeling, digital scanning etc). Why are companies kitting inaccurate representations of the 1:1 subject matter. With all the aforementioned capabilities at kit companies disposal what causes these discrepancies? I'm hard pressed to believe it occurs due to them rushing to meet a release deadline hence details fell through the cracks or are over looked....because they miss projected release dates constantly. Is it a lack of earnest interest in releasing a "TRULY" accurate replica? Is it about the bottom line and the accounting department is reining in the research and tooling guys base on per-projected budget allocations to do the replica? Are the people that green lighting the design or tooling not "TRUE CAR GUYS" and as far as they are concerned close enough is good enough? Could it be that the projects are outsourced overseas or to the lowest bidder? Is there a lack of good communication between the research team and the tool/die makers? Or is a combination of some of the above, if not all the above? If anyone has any knowledgeable insights or best guess to the answer I'd like to hear them. Remember no bit*hing, ranting or manufacturer bashing...please.

I have ordered from their web-site back in 2013 or so. It did take a while to get the items I purchased;about 6 to 9 weeks before the parts were delivered. But, I must say when the items did arrive they were OUTSTANDING!!!

Your reply is insightful and I fully understand your logic. Certainly the '70 GTO is one of the modeling communities missing links in the Pontiac muscle car lineup however; since 1969 was the introduction year of the Pontiac GTO "The Judge" model it would be a highly desirable subject for a number of car modelers. And yes, I concur that it would be cool to see Moebius extend from their present 1965 model year limit to 1970. Maybe they would take a run at releasing a '69 The Judge Pontiac GTO..I do believe this particular model year of the GTO will be financially profitable...in my very humble option.

Is there an likely-hood of a TRUE 1/25 scale '69 Pontiac GTO "Judge" in stock configuration being released. The only true 1/25 scale replica of this subjects was MPC's Arnie Beswisk's The Super Judge funny car kit. Revell-Monogram did a 1/24 scale "Judge" decades ago; then they reissued it as a 2-n-1kit for the "Revell Muscle Series" a while back. For the sake of all Pontiac lovers a fresh tooling of this iconic automotive subject in TRUE 1/25 scale is long over due.

When the announcement that Revell would release a '700 Cuda. There was chatter that after they issued a Sox and Martin version of the kit an "AAR Cuda" would be in the works. Hence, the stock Cuda was released then the Sox and Martin drag car was released. So, I was wondering if anyone had heard any buzz about a 1/25 scale Revell '70 AAR Cuda for 2015???

The PSF offered a "Stinger" hood at one time for the 'AMT '67-'68 Camaro. Unfortunately, it will not fit the new Revell `67 Camaro..I tried it.

The `68-70 AMC Javelin would be absolutely awesome. Or a the AMC `71 Hornet S/C 360. No one had done these cars in 1/25 scale since Jo-Han. Additionally, a `70 Ford Maverick would also be nice...to my knowledge it has never been done.

I do believe the 427 equipped '69 Biscayne wasn't a factory C.O.P.O. car. If I`m correct, it was another Baldwin Motion Dealership car. This was Motions bargain priced super-car offering the most bang for the buck, plus the element of surprise...a true street sleeper in every respect. See below link: http://www.carguychronicles.com/2011/09/chevy-427-biscayne-street-racers.html With that said a Motion Biscayne would certainly be a kit that I would buy!!!!

Yep, Dimaxion thre really was a 454 cid Chevy Vega but; not from the factory...the `71-72 "Super Vega" was a Baldwin Motion creation. The Baldwin Motion dealership gave you the option of having either a 350, 427 or 454 shoe horned into your Vega. See three attached links and articles on the Baldwin Motion "Super Vega": 1) http://www.yenko.net/ubbthreads/ubbthreads.php?ubb=showflat&Number=444027&page=all 2) Motion "Super Vega" with 454 block burnout: http://youtu.be/g7oQcaIL9xI 3) Tale of a 350cid `71 Baldwin Motion "SUPER VEGA" Specs: Engine-LT1 (350 cid) with 425+ horsepower Carb-Holly 850 double pumper Intake-Edelbrock TM-1 intake Cam-Motion Phase III drind cam Ignition-Mallory distributor/Motion control box Exhaust-Hooker headers w/ chambered exhust Tramsmission-B&M Turbo 400 transmission Rear-End- Narrowed 12 bolt w/ ET finned aluminum cover w/4:56 posi-trac MOTION “Extras”- Green fiberglass flex fan, Motion valve covers,Stellings air cleaner, Gabriel “Hi-Jacker” air shocks and no-hop bars, wood Sport wheel, Sun tach and gauges, Hurst shifter, Cragar SS wheels, Motion”L-88” fiberglass hood w/ hood pins Tires-Front-15x4.5 Moroso Drag tires/ Rear-15x7.5 BFG Drag Radials Graphics-Red w/ White “Motion” strips NOTE: Motion GUARANTEED 10 SECOND 1/4 mile E.T`s with their small block Vega..OR THEY WOULD BUY THE CAR BACK!!!! Driving the car is a thrill…its loud and it rides hard because of the no-hop bars and air shocks in the rear. The motor requires aviation gas or octane booster, it also idles fast and really reminds you of the way it used to be be with solid lifer cars and plenty of horsepower. With the manual valve body B&M transmission and the Hurst ratchet shifter you find yourself shifting constantly. Pull up to a light and everybody looks, in California most people don`t appreciate the “Baldwin” cars. Even some Muscle Car people never knew about the East Coast King O f Horsepower. Most comment with “A nice V-8 Vega!” or “What is that?” I still have never run the car all the way through the gears full throttle, partly the because of living in a populated area and partly because fo fear of hurting my prized Muscle Car. When I have squeezed the throttle, it is a thrill that everyone should experience!! At 10-15 mph you nail the throttle and the rear tires give up a smoky haze until you left up on it. Once I stalled the converter and nailed the gas, the car LURCHED forward with daylight peeking under the front tires (I was told) and the entire time the rear tires were boiling.

Snake 45 thanks for the feedback. I found the below listing with Yenko Stinger production numbers. Of course everything you find on the web isn't always correct...lol. With that said, I think any year (`66 thru `69) Yenko Stinger would be totally cool! http://stevemckelvie.wordpress.com/2011/06/30/yenko-stinger-the-corvair-that-got-respect/ The Yenko Stingers are relatively rare cars. The production quantities were as follows: 1966 – 100 cars 1967 – 23 cars 1968 – 2 cars 1969 – 3 cars

My top picks from your proposed list are the '68 Mercury Cougar GT-E and `69 Plymouth Belvedere 2dr. Other 1/25 replicas I hope you would consider: '69 Pontiac GTO Judge `68 Olds 442 (2dr) '69 Corvair Yenko "Stinger" `69-`70 Chevy El Camino `70 Buick G.S. '70 Dodge Duster 340 '71 Vega (Baldwin Motion "Super Vega"` 454)

Sounds nice...wish you had pictures of it.

While at my LHS I ran across the newly issued AMT Engine Pack Chevy 283 & Pontiac 421. Even though I have several of the original Revell Engine Part Packs in my stash I couldn’t resist snatching up one of these kits. Overall, the chrome is well done and the detail is clean. Oddly, I have always been intrigued by all the internal engine detail that the AMT and Revell engine packs come with i.e.. cranks, cams, magnetos, holes in engine block for the pistons, B&M Hydro trannies, bell housings, clutch/flywheels etc. In addition to the old school drag car intake options i.e. front mounted Potvin blowers, Root style blowers as well as single,and dual carb setups. However, I equate using the internal engine parts to the armor , ship and airplane guys who spend endless hours to replicate nan-no second detail on the interior of their subjects only to button them up upon completion and the detail is hidden from view. Ooohhh well every man should march to the beat of his own drum. I was just wondering has anyone made use of any of the AMT/Revell engine parts packs .And, if so how did you use it …in a diorama where the engine was being built/assembled etc. I`m just look for some inspirational ideas on possible scenarios for the engine parts packs…if you have pixs please share.

Here is a shot of the Revell `69 Camaro Z/28 hood on the newly tooled Revell `67 Camaro SS. The center crease that runs down the center of the and top of nose clip line up "fairly" well. The width is on the money. However, the hood is to short front and back. Body cowl vents and hood vents need some messaging.

Thankss that's the AAR Registry article i read...now I'm trying to recall where I saw the video clip...hummmm.

Ok..Ok..Ok.. so its a bit off...but there is finally a fresh tooling of this subject with far greater detail than the 30 + year old AMT`s '67 Camaro that has been re-poped again and again and again..and again..... The proof shots of the `67 look promising, after all the new tooling includes a highly detailed chassis, separate interior panels etc. I only hope Revell will complete the 1st generation Camaro family and release a `68 Camaro based on the new tooling! Revell you should have no concerns about AMT reissuing the `68 Camaro this year because it`s the same old 30 + year old kit that they have reissuing again and again and again..and again..... Revell I'm fairly certain if hobbyist had a chose between an old low detailed AMT `68 Camaro kit v.s. a highly detailed Revell `68 Camaro kit it would be a no brainier which one their hobby dollars would be spent IMHO.

I vividly recall see a short video clip about four years ago where it mentioned the proper way to open the AAR Cuda hood so it would not bow or gap. Unlike traditional metal hoods the AAR`'s fiberglass hood wasn't strong enough to withstand the traditional method of grabbing the front leading edge of the hood and lifting it up. The trick was to released the hood latch and PLACE YOUR HAND INSIDE THE HOOD SCOOP OPENING PALM SIDE UP. With the palm of your hand firmly resting against the underside of the hood lift up with that hand. Closing of the hood should be excuted in the same manner. The moderator said that this method was the only way to keep it from warping/bowing. He went on to say that you could open the hood it the traditional manner but eventually repeated improper opening and closing would cause the fiberglass to bend or warp. I`ll look around to see if I can resurrect that video clip...for some reason I keep thinking I saw it on the AAR Registry site.

Thanks.

Have either of these Buick`s been kitted in 1/25 scale?

Thanks for the feedback.

In the words of my old Sgt. Major: "Stand down gentlemen...stand down!" The list is an overview of the displacements that were "FACTORY" installed in 1st Gen Chevy Camaro`s (1967 thru 1969)...not a list of displacements available specifically in 1967 Camaros..sorry for any confusion. Of course we all are aware that the High-Performance Dealerships like Dana, Yenko, Gibb, Nickey, Motion, Berger etc. did in-house dealership modifications after taking delivery of the vehicles. Hopefully the below list will clarify to the matter: First-generation engines 1967–1969 L26 230 cu in (3.8 L) I6 140 hp (104 kW) 1967–1969 L22 250 cu in (4.1 L) I6 155 hp (116 kW) at 4200 rpm, 235 lb·ft (319 N·m) at 1600 rpm 1967–1969 Z28 302 cu in (4.9 L) V8 290 hp (216 kW) (rated) 350 hp (261 kW) actual 1967–1969 LF7 327 cu in (5.4 L) V8 210 hp (157 kW) 1967–1968: L30 327 cu in (5.4 L) V8 275 hp (205 kW) 1969: L14 307 cu in (5.0 L) V8 200 hp (168 kW) 1969: LM1 & L65 350 cu in (5.7 L) V8 255 hp (190 kW) and 250 hp (186 kW) 1967–1969 L48 SS350 350 cu in (5.7 L) V8 295 hp (220 kW) (1969 300 hp (224 kW)) at 4800 rpm, 380 lb·ft (515 N·m) at 3200 rpm 1967–1969 L35 SS396 396 cu in (6.5 L) V8 325 hp (242 kW) at 4800 rpm, 410 lb·ft (556 N·m) at 3200 rpm 1968–1969 L34 SS396 396 cu in (6.5 L) V8 350 hp (261 kW) at 5200 rpm, 415 lb·ft (563 N·m) at 3200 rpm 1967–1969 L78 SS396 396 cu in (6.5 L) V8 375 hp (280 kW) at 5600 rpm, 415 lb·ft (563 N·m) at 3600 rpm 1968–1969 L89 aluminum cylinder head option for the L78 SS396/375 engine—lightened the engine by ~100 lb (45 kg). 1969 COPO 9561/L72 427 cu in (7.0 L) V8 425 hp (317 kW) at 5600 rpm, 460 lb·ft (624 N·m) at 4000 rpm 1969 COPO 9560/ZL1 427 cu in (7.0 L) V8 430 hp (321 kW) at 5200 rpm, 450 lb·ft (610 N·m) at 4400 rpm Reference Footnote: http://en.wikipedia.org/wiki/Chevrolet_Camaro_(first_generation)#First-generation_engines

Sounds like a great idea for an economy minded "main streamer" build. I know of at least three `67 Camaros that ran either the 230 or 250 straight six back in the day. The Camaro's standard drivetrain was a 230 cu in (3.8 L) straight-6 engine rated at 140 hp (104 kW) and backed by a Saginaw three-speed manual transmission. Engine 230 cu in (3.8 L) L26 I6 250 cu in (4.1 L) L22 I6 302 cu in (4.9 L) Z28 V8 (Z/28) 307 cu in (5.0 L) L14 V8 327 cu in (5.4 L) LF7/L30 V8 350 cu in (5.7 L) LM1/L65 V8 350 cu in (5.7 L) L48 V8 (SS350) 396 cu in (6.5 L) L34/L78/L89 V8 (SS396) 427 cu in (7.0 L) L72/ZL1 V8 (COPO) Transmission 3-speed manual 4-speed manual 2-speed automatic 3-speed automatic

Tim your feedback and insight are immensely appropriated and welcomed. Also, we fully understand your silents on confidential conversation. Like you and many others I would like to see them incorporate further fine tuning of the body casting to address some of the minor errors, as part of engineering any additional variants of the kit in the future. That said I was wondering if Revell has a Mopar mill in there existing repertoire that would could stand in for the 340 mill and 6 pack air cleaner or would that have to be a new tooling? I`m aware of several items that would require new tooling for an AAR Cuda would be Rear window louvers and rear deck spoiler Exhaust system Chin spoilers and driving lights AAR Hood Also are the stock wheel cover part of Revell`s existing repertoire or will those have to be newly tooled as well?