{"title":"1970s","description":"\u003cspan\u003eAmalgam are recognised worldwide as makers of the finest hand-made large scale models. Our work is unique in its attention to detail together with a focus on creating models that truly capture the style and spirit of each car. We have dedicated our energy and passion to achieving a level of accuracy, precision and excellence that raises the finished replica far above anything previously created. \u003c\/span\u003e","products":[{"product_id":"ferrari-312t2","title":"Ferrari 312 T2 (1976) - Niki Lauda","description":"\u003cp\u003eThe second iteration of the hugely successful 312 T chassis, the 312 T2 was Scuderia Ferrari’s entry for the majority of the 1976 FIA Formula 1 World Championship season. Piloted by reigning World Champion Niki Lauda, Swiss racer Clay Regazzoni and for a single race at the Italian Grand Prix, Argentine Carlos Reutemann, the 312 T2 played a large role in one of the most legendary duels in Formula 1 history: Lauda versus James Hunt.\u003c\/p\u003e\n\u003cp\u003eDue to changes to the aerodynamic rules for the 1976 season, the T2 was practically a brand-new car. Periscope air intakes were banned, limiting the overall height of the car. This meant that new ducts had to be designed, running from the front part of the cockpit to channel air to the two rows of carburettors over the cylinder heads. Other lower ducts sent cooling air to the radiators. The previous year’s suspension was recycled, but the car was now lighter thanks to a new chassis structure, despite a 42mm longer wheelbase.\u003c\/p\u003e\n\u003cp\u003eThe 312 T2 replaced its predecessor after three races of the season, all of which Ferrari had won, at the 1976 Spanish Grand Prix. Its debut race saw Lauda beaten by title rival James Hunt, though Hunt was then disqualified in post-race scrutineering. Order was restored two weeks later in Belgium, as a Lauda and Regazzoni took a dominant 1-2 success after qualifying the fastest. Lauda continued his form in Monaco, scoring another pole position and taking victory, whilst Regazzoni crashed out from third after hitting a patch of oil laid down by Hunt’s retired McLaren-Ford. Going into the next race in Sweden, Lauda had already scored more than three times the points of his teammate, who sat second in the Championships standings. Lauda would go on to claim third in Anderstorp, whilst Regazzoni took the final points place in sixth. Ferrari’s worst performance of the season came at race eight in France, both cars retiring due to faults with the usually reliable power units. The team bounced back into contention at the British Grand Prix, after a chaotic start. Regazzoni was quick off the line and, in his attempt to take the race lead from Lauda, made contact with his teammate, breaking the rear wheel on the Austrian’s car and causing damage to Hunt and Jacques Laffite behind. The race was red flagged with debris all over the track. After the restart, Hunt would eventually overtake Lauda for the win after the Ferrari driver suffered gearbox issues halfway through the race. The most infamous event of the season, race ten came at the Nürburgring. After a poor start and an early pit stop for slick tyres in the drying conditions, Lauda was pushing hard to make up for lost time. Just after the fast left kink before the Bergwerk right hand curve, his car snapped to the right and spun through the fencing into an earth bank, bouncing back onto the track enveloped in flames. The three drivers immediately following Lauda, Guy Edwards, Harald Ertl and Brett Lunger (the latter two also crashed into Lauda’s stricken car), stopped to help free the Austrian from the blazing wreck. Lauda had suffered serious burns and was rushed by helicopter to the Bundeswehr hospital in Koblenz before being flown to Germany’s most sophisticated burn ward, where he fought for his life for the next few days.\u003c\/p\u003e\n\u003cp\u003eRemarkably, just six weeks later, Lauda returned at the Italian Grand Prix. In the meantime, Hunt had gained ground in the Drivers’ Championship, reducing Lauda’s lead to two, thanks to a points finish in Austria and victory in the Netherlands. Hunt was also reinstated as the Spanish Grand Prix winner on McLaren’s appeal, with Ferrari boycotting the Austrian Grand Prix in response to this. Regazzoni had scored a second place behind Hunt in the Netherlands, his six points being the difference between Ferrari and McLaren-Ford in the Constructors’ Championship. Lauda’s reappearance was such a surprise that Ferrari would race three cars at Monza, as Lauda’s now redundant replacement Carlos Reutemann also entered. Lauda would score points in fourth position, with Regazzoni second again, whilst Hunt would fail to finish, spinning into the gravel trap on lap 12. Hunt proved the victor in the next race in Canada, though gained no points overall after eventually being disqualified from the British Grand Prix for illegal assistance by his pit crew; the FIA overturning the original decision and giving the victory to Lauda after an appeal by Ferrari. Lauda failed to score in Canada and yet left Ontario with an extended advantage of eight points. Regazzoni finished sixth gaining the team another point, extending the Scuderia’s advantage in the Constructors’ title to sixteen points. The penultimate race, the United States Grand Prix East, saw Hunt take victory after an intense battle with Tyrrell-Ford’s Jody Scheckter. Lauda struggled, suffering with oversteer on hard tires in the cold, but still claimed the final podium position after starting fifth. Lauda’s points secured the Manufacturer’s Championship for Ferrari with one race to go.\u003c\/p\u003e\n\u003cp\u003eThat concluding race was at the Fuji Speedway in Japan. Lauda had a three-point advantage heading into the final weekend. In qualifying, Hunt took second, missing pole by 0.03 seconds, but Lauda was right behind in third. Race day came, and the rain was torrential, the track full of water as a result, with fog hanging in the air. The organisers decided the race would still run, despite vocal disagreement from a number of drivers. Hunt started well, taking the lead into the first corner. At the end of the second lap came the first twist, Lauda pulling into the pits to withdraw, saying that the conditions were too dangerous. This left his title hopes firmly in the hands of Hunt, who seemed set for an easy win. However, with the track drying, he began losing positions due to the worn tyres on his McLaren. A front left tyre blow-out late in the race looked as if it had handed the advantage back to Lauda, as Hunt limped back to the pits. He returned to the track in fifth, with two laps left but on fresh rubber, requiring fourth place to secure his maiden title. He passed the Surtees of Alan Jones and Regazzoni to finish in third position, taking the title away from Lauda at the very last by just a single point. Undeterred, Lauda would go on to win the 1977 Drivers Championship in the Ferrari 312 T2B, an up-rated version of the 312 T2.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari 312 T2 earned three wins, six further podiums, three pole positions and five fastest laps in twelve races, helping Ferrari win the International Cup for Formula 1 Manufacturers in 1976.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Ferrari 312 T2 has been handcrafted and finished in our workshops with the co-operation and assistance of Ferrari regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:8 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless steel plaques mounted at the front end of the base.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Ferrari 312 T2 is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp data-mce-fragment=\"1\"\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp data-mce-fragment=\"1\"\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths. \u003c\/p\u003e\n\u003cp data-mce-fragment=\"1\"\u003e\u003cspan data-mce-fragment=\"1\" style=\"color: #ff2a00;\"\u003e\u003ca data-mce-fragment=\"1\" style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/collections\/display-cabinets\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong data-mce-fragment=\"1\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249557647442,"sku":"M5715","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF7808.jpg?v=1706008804"},{"product_id":"ferrari-512s-spider","title":"Ferrari 512 S Spider - 1970 Sebring","description":"\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eComplete with openable doors and engine cover\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 58 cms\/22 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original CAD designs based on scans of a real car\u003c\/li\u003e\n\u003cli\u003eOriginal paint codes and material specifications supplied by Ferrari\u003c\/li\u003e\n\u003cp\u003eDesigned and built in just three months by a team headed by Mauro Forghieri, the Ferrari 512 S was to be Ferrari’s entry in the new 5-litre class sports-prototype for the 1970 and 1971 World Sports Car Championship seasons. To obtain type-approval for the model, 25 units had to be built, and Enzo Ferrari sold 50% of his company to Fiat to finance the project.\u003c\/p\u003e\n\u003cp\u003eThe car was built around a tubular light-alloy semi-monocoque frame, derived from the P4 and the 612 CAN AM, with a mid-mounted 4993 cc V12 engine, with four valves per cylinder, capable of delivering 550 hp initially, with a maximum speed of 340 km\/h. The bodywork, designed by engineer Giacomo Caliri, was constructed from fibreglass and designed to be as light as possible. The 512 S was built both with a closed cockpit and in an open top, and a special long-tail aerodynamic body was created for its races at Le Mans.\u003c\/p\u003e\n\u003cp\u003eThe 512 S made its debut in the 1970 Daytona race, taking third place with Mario Andretti, Arturo Merzario and Jacky Ickx behind the wheel. The car scored its first win at the following race, the 12 Hours of Sebring, with Ignazio Giunti, Nino Vaccarella and Andretti driving the closed version of the 512 S, defeating the Porsche 908 of Peter Revson and Steve McQueen. Throughout the rest of the season, the duel continued between Ferrari and the Porsche, who raced primarily with their 917K prototype, with Porsche usually emerging the victor. Chris Amon and Merzario finished fifth in the 1000km of Brands Hatch, while in the 1000 km of Monza, 512 S cars claimed second, third and fourth places. Vaccarella and Giunti fought their way onto the third step of the podium in the Targa Florio and claimed fourth at the 1000 km of Spa. Ickx and John Surtees also claimed second position at Spa, before succeeding in another podium at the 1000km Nürburgring. Andretti and Giunti took third place with Ickx and Peter Schetty fifth at the 6 Hours of Watkins Glen. Throughout the year, several private teams did score several successes in other competitions, such as Georg Loos and Helmut Kelleners at the 500 km of Zolder in Belgium and Gianpiero Moretti at the 200 Miles of Fuji in Japan.\u003c\/p\u003e\n\u003cp\u003eA modified version of the 512 S, called the 512 M, made its debut in the wake of Ferrari’s poor showing at Le Mans, where cars could only claim fourth and fifth. This car, with greater power and more advanced aerodynamics than the 512 S gave Ickx\/Giunti a win in the 9 Hours of Kyalami. However, Enzo Ferrari did not have the patience to continue developing this model and relegated the 512 M for use by private teams only.\u003c\/p\u003e\n\u003cp\u003eFor the 1971 season, Ferrari switched their attentions back to three litre sports models and would soon dedicate itself to Formula 1 racing for the next two decades. Both the 512 S and the 512 M continued to achieve good results in the hands of the privateers, with the NART team’s 512 S and the Penske team’s blue 512 M finishing in second and third place in Daytona. Merzario won the 300 km of Imola in the only official works appearance of the 512 M in 1971.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Ferrari 512 Spider as raced in the 12 Hours of Sebring by Mario Andretti and Arturo Merzario at Sebring International Raceway on the 21st of March 1970. Considered by many to be the most memorable 12 Hours of Sebring ever held, this 12th edition of 1970 proved to be drama-filled to the last. Porsche had emerged victorious at Daytona just seven weeks prior, but Andretti qualified the #19 car on pole position, giving Ferrari a small but early advantage. Two other works Ferraris entered, #21 of Ignazio Giunti and Nino Vaccarella and the #20 of Jacky Ickx and Peter Schetty.\u003c\/p\u003e\n\u003cp\u003eAfter a rolling start, a first for Sebring, Andretti held onto the position until the first round of pits stops and drive changes. Porsche’s four 917K entries started to experience problems, one with electrical issues, another with a puncture. Another entry retired with irreparable suspension damage, leaving all three works Ferraris with the lead as the sun set. Fortunes changed switched during the night, the #20 Ferrari suffered from a blown head gasket, retiring after 151 laps, and problems were plaguing the #21 car which necessitated a long pit stop. Then, Andretti brought the leading #19 car into the pits with gearbox issues. Though Merzario returned the car to the track in the lead, the #15 Porsche 917K of Pedro Rodriguez and Jo Siffert was gaining rapidly. The strain on the mechanics started to show, and the #19 quickly returning to the pits again, this time not to return. Porsche was on course for another 1-2 victory, with the 917K leading the way and the Solar Productions\/Gulf sponsored #48 Porsche 908\/02 of movie star and racer Steve McQueen, who was racing with his leg in a cast, and Peter Revson in second.\u003c\/p\u003e\n\u003cp\u003eWith half an hour remaining, one car still running and desperate for an overall victory, Ferrari team manager gambled, calling in Giunti in the #21 car and replacing him with the faster and more experienced Andretti. Starting a lap down, Andretti was fantastic, unlapping himself quickly and piling the pressure on the Porsches ahead. Suddenly, the leading Porsche came into the pits with a front hub failure, ultimately retiring just four laps from the end of the race, promoting McQueen and Revson’s 908 into first position. Andretti promptly overtook Revson, but returned to the pits once more, this time for a fuel stop, giving the lead back to the Porsche. With just one lap to go, Andretti stormed back onto the track and chased down his rival, finishing the 248\u003csup\u003eth\u003c\/sup\u003e and final lap just 22 seconds ahead after twelve hours of competitive racing.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Ferrari 512 S is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249558892626,"sku":"M5635","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/Ferrari_512S_-_M5635-00001.jpg?v=1601651180"},{"product_id":"ferrari-dino-246-gts","title":"Ferrari Dino 246 GTS (1972) - European Specification","description":"\u003cp\u003eConsidered to be one of the most beautiful road-going Ferraris ever created, the Dino 246 GTS was the targa-topped cousin of the 246 GT, itself the more powerful successor to the 206 GT. It was a delight from all angles and its combination of beauty, handling, V6 engine note, mid-engined layout, unusually good all-round visibility and comparative affordability made it irresistible. Enzo envisaged the Dino to be a rival to Porsche’s new 911 and it was a real statement from the Italian marque in terms of concept and design, after only building front-engined V12 sports cars previously.\u003c\/p\u003e\n\u003cp\u003eThe original Dino 206 GT was introduced in 1967 with a two litre V6 engine, before being replaced in 1969 with a more powerful version bearing a 2.4 litre V6 in the Dino 246. With 195 hp, the 246 was sprightly and its rear mid-engine configuration provided it with light steering and terrific balance. Visually the 246 GT was almost identical to the 206 GT that it succeeded, though the engine block material was changed from aluminium to cast iron and the wheelbase was extended by 60mm. By 1972, with the sales of the Dino 246 GT stable, Ferrari looked to increase its popularity still further by introducing an open version. The styling retained the individual, attractive lines of the 264 GT, with the added advantage of a practical targa top for open-air driving.\u003c\/p\u003e\n\u003cp\u003eThe voluptuous bodywork of the Dino was designed by Pininfarina and built by Scaglietti and covered a tubular chassis which carried wishbone independent suspension at each corner. The engine, with four overhead camshafts, was mounted transversely behind the driver and in front of the rear axle. Power to the wheels was transmitted via drop gears to the transverse 5-speed gearbox, in unit with the differential and engine sump. With rack and pinion steering and a mid-engined configuration, it was a revelation in terms of road holding and stability, nothing had been made like this before and it left its larger V12-engined siblings in its wake.\u003c\/p\u003e\n\u003cp\u003eThe Dino has the distinction of being one of the few Ferraris not to carry a Prancing Horse badge: the sub-brand was created to offer relatively low-cost sports car with engines smaller than 12 cylinders. It was named in honour of Enzo’s late son Alfredo ‘Dino’ Ferrari, who was credited with design for the original V6 engine used in the Formula 2 cars. Alfredino’s signature forms the basis of the Dino badge. More than 3,700 were produced in both GT berlinetta and GTS spider configurations, a testament to its widespread appeal.\u003c\/p\u003e\n\u003cp\u003eThese fine 1:8 scale models have been handcrafted utilising our own CAD data created by scanning an original car in every detail. The resulting prototype has undergone strict scrutiny by Ferrari to ensure complete accuracy. The European specification model edition is as unveiled by Ferrari at the Geneva Motor Show in March 1972, whilst the US specification edition incorporates all the additional elements of the cars sold specifically in the United States. Bespoke models can be commissioned for owners of the real car.\u003c\/p\u003e\n\u003ch3\u003e\u003c\/h3\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249559482450,"sku":"M5751-SPI-ERO","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5751-SPI-ERO-BES-SN12websitephotos_1.jpg?v=1656085486"},{"product_id":"lotus-type-79-andretti","title":"Lotus 79 - 1978 Dutch Grand Prix Winner - Andretti","description":"\u003cp\u003eHeaded by founder Colin Chapman, the 79 was designed by the team at Lotus for the 1978 season. It was the first car to take full advantage of the ‘ground effects’ aerodynamics as pioneered in its immediate predecessor, the Lotus 78. The 79 is thought to have been the first F1 car designed using computer aids and the first to be analysed by pit computers on race weekends. It is also credited with pushing Formula 1 into the aerodynamics era, an influence still clearly seen today. Powered by a Ford Cosworth DFV engine that was housed at the rear of the car, the 79, also known as the John Player Special Mark IV or ‘Black Beauty’, was hailed for its stunning good looks.\u003c\/p\u003e\n\u003cp\u003eFive chassis were built during its two-season lifespan, though 1978 remains the 78’s critical year, as it, driven by Mario Andretti and Ronnie Peterson, powered to a Drivers’ and Constructors’ Championship double. The Lotus 79 claimed six race wins, eight more podiums, ten pole positions and five fastest laps during its 26-race existence.\u003c\/p\u003e\n\u003cp\u003eThis is a 1:8 scale recreation of the Lotus 79 as raced to victory by Mario Andretti at the 1978 Dutch Grand Prix. Andretti qualified on pole, just ahead of his teammate Peterson. A relatively uneventful race belied stunning drives from the Lotus teammates and Andretti headed the podium by a tiny margin of 0.32 seconds. Andretti would go on to the win Drivers’ Championship after a dominant year in which the competition could not keep up.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Lotus regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both Lotus's engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lotus 79 is limited to only 199 pieces.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/p\u003e\n\u003cp\u003eThe Lotus 79 is also available as driven by teammate and runner-up Ronnie Peterson.\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/products\/lotus-79-1978-dutch-gp-peterson\" title=\"Link to Ronnie Peterson's Lotus 79\"\u003e\u003cstrong\u003eDiscover Ronnie Peterson's Lotus 79 \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249564725330,"sku":"M5233","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSC1940_19613410-68c1-4b7b-beb6-e621a8ec89de.jpg?v=1762269328"},{"product_id":"mclaren-m23d","title":"McLaren M23D - 1976 Japanese Grand Prix - James Hunt - Third Place","description":"\u003cp\u003eA development of the McLaren M16 Indianapolis 500 car, the McLaren M23 was introduced in its first form as a Formula One contender in 1973 and would remain competitive until McLaren replaced it in 1977. Housing a Ford Cosworth DFV engine, which was prepared by specialist tuning company Nicholson-McLaren Engines, the M23 was capable of around 490 brake horsepower. The 1975 season saw further development for the M23, including the edition of a six-speed gearbox, which was a real novelty in this era of Formula One. Other developments included various bodywork updates, including aerodynamic kick-ups in front of the rear wheels, refreshed nose profiles and extended bodywork in front of the rear wheels that housed the oil coolers.\u003c\/p\u003e\n\u003cp\u003eThis model is based on the fourth and final iteration of the M23 used in 1973, the M23D. The car was to be driven by 1974 World Champion Emerson Fittipaldi and German driver Jochen Mass, until Fittipaldi left McLaren and joined his brother's Copersucar-Fittipaldi outfit. The team management signed British racer James Hunt, who had performed well for Hesketh Racing but some doubted whether he could sustain his performances long enough to challenge 1975 champions Ferrari and Niki Lauda. It transpired to be one of the most extraordinarily dramatic and political seasons in Formula One history.\u003c\/p\u003e\n\u003cp\u003eLauda continued his Championship winning form in the early races of 1976 and by mid-season was favourite for a second title. James Hunt, however, remained a constant thorn in Ferrari’s side. Suffering with poor reliability, Hunt retired from four of the first six races of the season, though his return from the other two was hugely impressive: a win in Spain and a second place in South Africa. The first controversy of the season came in Spain, where, after ending Ferrari’s run of five straight wins, Hunt was disqualified from first place after his M23D’s tyres were found to be too wide, giving the race to Lauda. McLaren appealed, saying this was due to the expansion of the tyres during the race, and two months later, the decision was overturned and Hunt reinstated. This injustice would only spur Hunt and McLaren on and intensify the media scrutiny of his developing rivalry with Lauda. Reliability improved and Hunt claimed two points in Sweden before claiming victory in the French GP. Further victory would seemingly follow at his home Grand Prix at Brands Hatch, but Hunt was disqualified after driving on an access road whilst returning to the pits following a first lap pile-up. Contentiously, the appeal had come from Ferrari. In the next race at the Nürburgring, Lauda crashed heavily at Bergwerk and his car burst into flames. Severely injured and badly burned, he was given the last rites in hospital. But Lauda staged a miraculous recovery, and although badly scarred, he was racing again within five weeks at the Italian GP. Hunt had closed the gap by the time of Lauda’s return with victories in Germany and the Netherlands. Despite retiring at Monza, Hunt would win in Canada and the USA to set up a grandstand finale to the season, being just three points behind before the last round in Japan. In appallingly wet and dangerous conditions Lauda withdrew, whilst Hunt would claim the final podium place, earning four points and claiming the World Championship of Drivers title at the very last.\u003c\/p\u003e\n\u003cp\u003eOverall, the M23D earned McLaren six race wins and four further podiums, scoring 74 points and earning a Drivers’ Championship title.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the McLaren M23D is based on the car that James Hunt raced to third position at the final race of the 1976 season at the Fuji Speedway in Japan, securing the Drivers’ Championship title. This was no mean feat, particularly given the fact that by this time the M23 was a three-year-old car, up against the might of reigning champions Niki Lauda and Ferrari.\u003c\/p\u003e\n\u003cp\u003eHunt qualified in second, but Lauda was right behind in third, setting up the race perfectly. On race day, in torrential conditions and with the whole world watching, Hunt started well and took the lead. At the end of the second lap, Lauda came into the pits and withdrew, saying that the conditions were too dangerous. At the front, Hunt was leading but was soon challenged by the March of Vittorio Brambilla until the Italian spun out of contention. Hunt began to suffer from tyre wear and was passed by Mario Andretti’s Lotus and Patrick Depailler in a Tyrrell with 11 laps left. Hunt was still in a strong position as this was enough to secure the title but then misfortune struck, as a front-left tyre puncture forced him into the pits. Hunt returned in fifth, with two laps left, requiring fourth place to secure his maiden title. He passed the Surtees of Alan Jones and Lauda’s Ferrari teammate Clay Regazzoni to finish in third position. Even then, Hunt thought he has lost the title in the confusing final laps, only to learn that he had finished third – enough to become the 1976 World Champion.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and assembled in our workshops using detailed colour and material specifications supplied directly from the McLaren Automotive, and our own CAD data created through digital scanning of an original car. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe McLaren M23D is limited to 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\u003cstrong\u003ePlease note that the images do not contain tobacco sponsor graphics due to licensing restrictions agreed with the manufacturer. These logos can be featured on the physical model. Please\u003cspan\u003e \u003c\/span\u003e\u003c\/strong\u003e\u003cstrong\u003e\u003cspan\u003e\u003c\/span\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"mailto:sales@amalgam.com\"\u003econtact our sales team\u003c\/a\u003e\u003c\/span\u003e\u003cspan\u003e \u003c\/span\u003eto see fully detailed photos of the McLaren M23D.\u003c\/strong\u003e\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets?ref=JEC\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249565544530,"sku":"M5713","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF4467.jpg?v=1732712174"},{"product_id":"mclaren-m8d","title":"McLaren M8D - 1970 Can-Am Season - Denny Hulme","description":"\u003cp\u003eDeveloped by McLaren for use in the 1970 Canadian-American Challenge Cup, the M8D was built for the 1970 season. It was the fourth iteration of the M8A and part of a succession of cars that dominated Can-Am for four seasons from 1968-1971. The M8D gave McLaren team one of its best years in Can-Am and one of its toughest moments. At Goodwood during the pre-season, Bruce McLaren was tragically killed testing the M8D on the Lavant Straight. Part of the tail section had lifted, causing the car to spin at 170mph, leaving the track and hitting a bunker used as a flag station. The man who felt life was measured in achievements, not years alone, left behind a strong legacy.\u003c\/p\u003e\n\u003cp\u003eRallying superbly after the tragedy, which came only two weeks before the season began, McLaren proceeded to take nine wins from 10 rounds. Drivers Dan Gurney and Denny Hulme, both behind the wheels of M8Ds, took eight of those victories, whilst Peter Gethin emerged victorious in the other still racing a M8B. Hulme’s six race wins saw him to his second title, despite driving with his hands still bandaged after a fire in the M15 at Indianapolis 500.\u003c\/p\u003e\n\u003cp\u003eThe M8D differed visually from the M8B, despite being its direct successor. With new rules banning the strut-mounted wings that had flourished in 1969, the solution at McLaren comprised a pair of tail fins which acted as fences to channel airflow over a wide, low-mounted wing located eight inches above the rear bodywork. The distinctive appearance earned the car the nickname 'the Batmobile'. It was less efficient aerodynamically without the M8B's high wing, so to maintain performance the team sought even greater horsepower. A new deal with Reynolds Aluminium gave it access to that company’s new silicon-aluminium Chevrolet blocks, 8-litre versions of which were said to be capable of producing 700bhp. In the interest of reliability, a slightly smaller 7.6-litre was chosen, giving 670bhp.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the McLaren M8D has been handcrafted and finished in our workshops with the co-operation and assistance of McLaren regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:8 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless-steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249565577298,"sku":"M5448","price":12495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5448-13-McLarenM8D1.8Scale-Front3.4.jpg?v=1609958915"},{"product_id":"porsche-917k-1970-daytona","title":"Porsche 917 KH - 1970 Daytona Winner - Rodríguez \u0026 Kinnunen","description":"\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans'.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917K is based on the #2 car driven to victory by Pedro Rodríguez and Leo Kinnunen, with a single stint provided by Brian Redman, at the 24 Hours of Daytona in 1970. On the awesome 31-degree high bankings of the Daytona Speedway, ex-Aston Martin race team manager John Wyer's Gulf-sponsored team finished 1-2 in the race, with Jo Siffert and Redman (in his actual car) taking the second podium place. The #2 lead car annihilated its rivals, breaking the distance record by 190 miles, 48 laps ahead of the #28 works Ferrari in third. It was the first race in which the iconic Porsche 917K appeared, and this victory was effectively the start of 917K's domination of the WSC for the next two seasons.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Porsche 917K Daytona 1970 is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" style=\"color: #ff2a00;\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" title=\"Link to Porsche 917K Collection\" target=\"_blank\"\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249566888018,"sku":"M5288-D70","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5288-D70-62_-_Porsche_917K_Gulf_Daytona_1970_1.8_Scale_-_Front_3.4.jpg?v=1601654701"},{"product_id":"porsche-917k-1970-le-mans","title":"Porsche 917 KH - 1970 Le Mans Winner - Herrman \u0026 Attwood","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 199 pieces\u003c\/li\u003e\n\u003cli\u003eBased on the #23 car as raced to victory by Hans Herrman and Richard Attwood in the 24 Hours of Le Mans on the 13th and 14th of June 1970\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 59 cms\/23 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eComplete with opening door and engine cover\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using extraordinarily precise digital data, after from scanning an original car\u003c\/li\u003e\n\u003cli\u003ePaint codes, material specifications and archive imagery provided by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917K is based on the #23 car driven to victory by German veteran driver Hans Herrman and British racer Richard Attwood at the 24 Hours of Le Mans in 1970. Heavy rain produced a race of attrition in which only seven cars were classified as finishers, out of the 57 who began the race. Porsche's dominance was all encompassing, with a car on each step of the podium as well as taking every class win. Victory was intensely sweet for Herrman on his thirteenth attempt, particularly after missing out on victory in the previous year by just 120 metres.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Porsche 917K Le Mans 1970 is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca title=\"Link to Porsche 917K Collection\" href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\"\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249566920786,"sku":"M5288-L70","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5288-L70-26_-_Porsche_917_1970_Le_Mans_Winner_Red_1.8_Scale_-_Front_3.4.jpg?v=1601654740"},{"product_id":"porsche-917kh-1971-le-mans","title":"Porsche 917 KH - 1971 Le Mans Winner - Van Lennep \u0026 Marko","description":"\u003cli\u003eLimited to just 199 pieces\u003c\/li\u003e\n\u003cli\u003eExactly as raced by Gijs van Lennep and Helmut Marko at the 24 Hours of Le Mans on the 12\u003csup\u003eth\u003c\/sup\u003e and 13\u003csup\u003eth\u003c\/sup\u003e of June 1971\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 59 cms\/23 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of an original 917 and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917 KH is based on the #22 car driven to victory by Dutch driver Gijs van Lennep and Austrian racer Helmut Marko at the 24 Hours of Le Mans in 1971. With the ban for over 3.0 litre engine displacements imminent, the race turned into quite the swansong; a long, fast track and extended good weather produced the fastest race in the event's history to date. There were not many accidents this year, but many cars were delayed or forced to retire due to mechanical problems so only twelve cars were classified as finishers. The Team Martini Porsche at the front of these finished two laps ahead of its rival John Wyer Porsche and an incredible 29 laps (386km) ahead of the third place Ferrari. The two Porsches were the first cars to cover over 5000km at Le Mans, a record that would stand for 39 years, cementing the 917K’s dominance over this era of motorsport.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Porsche 917 KH Le Mans 1971 is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" data-mce-style=\"color: #ff2a00;\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca title=\"Link to Porsche 917K Collection\" href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249566953554,"sku":"M5288-L71","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5288-L71-4-Porsche917LeMansMartini1.8Scale-Front3.4EDITED.jpg?v=1601654796"},{"product_id":"ferrari-246-gts-dino-usa","title":"Ferrari Dino 246 GTS (1972) - US Specification","description":"\u003cp\u003eConsidered to be one of the most beautiful road-going Ferraris ever created, the Dino 246 GTS was the targa-topped cousin of the 246 GT, itself the more powerful successor to the 206 GT. It was a delight from all angles and its combination of beauty, handling, V6 engine note, mid-engined layout, unusually good all-round visibility and comparative affordability made it irresistible. Enzo envisaged the Dino to be a rival to Porsche’s new 911 and it was a real statement from the Italian marque in terms of concept and design, after only building front-engined V12 sports cars previously.\u003c\/p\u003e\n\u003cp\u003eThe original Dino 206 GT was introduced in 1967 with a two litre V6 engine, before being replaced in 1969 with a more powerful version bearing a 2.4 litre V6 in the Dino 246. With 195 hp, the 246 was sprightly and its rear mid-engine configuration provided it with light steering and terrific balance. Visually the 246 GT was almost identical to the 206 GT that it succeeded, though the engine block material was changed from aluminium to cast iron and the wheelbase was extended by 60mm. By 1972, with the sales of the Dino 246 GT stable, Ferrari looked to increase its popularity still further by introducing an open version. The styling retained the individual, attractive lines of the 264 GT, with the added advantage of a practical targa top for open-air driving.\u003c\/p\u003e\n\u003cp\u003eThe voluptuous bodywork of the Dino was designed by Pininfarina and built by Scaglietti and covered a tubular chassis which carried wishbone independent suspension at each corner. The engine, with four overhead camshafts, was mounted transversely behind the driver and in front of the rear axle. Power to the wheels was transmitted via drop gears to the transverse 5-speed gearbox, in unit with the differential and engine sump. With rack and pinion steering and a mid-engined configuration, it was a revelation in terms of road holding and stability, nothing had been made like this before and it left its larger V12-engined siblings in its wake.\u003c\/p\u003e\n\u003cp\u003eThe Dino has the distinction of being one of the few Ferraris not to carry a Prancing Horse badge: the sub-brand was created to offer relatively low-cost sports car with engines smaller than 12 cylinders. It was named in honour of Enzo’s late son Alfredo ‘Dino’ Ferrari, who was credited with design for the original V6 engine used in the Formula 2 cars. Alfredino’s signature forms the basis of the Dino badge. More than 3,700 were produced in both GT berlinetta and GTS spider configurations, a testament to its widespread appeal.\u003c\/p\u003e\n\u003ch3\u003e\u003c\/h3\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Ferrari Dino 246 GTS in the US specification designed purely for the American market. It has been handcrafted utilising our own CAD data created by scanning an original car in every detail. The resulting prototype has undergone strict scrutiny by Ferrari to ensure complete accuracy.\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249568624722,"sku":"M5751-SPI-USA","price":0.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/Amalgam_Dino_246_GTS_1-8_-_7_copy_Resized_727d4ef2-5ae8-499b-8de8-724eb04707df.jpg?v=1601656055"},{"product_id":"ferrari-bb-lm-1979-le-mans","title":"Ferrari 512 BB LM  - 1979 Le Mans","description":"\u003cp\u003eThis fine scale model has been handcrafted and finished in our workshops with the co-operation and assistance of the manufacturer regarding original finishes, materials, archive imagery and drawings.\u003c\/p\u003e\n\u003cp\u003eThe use of original CAD and supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale.\u003c\/p\u003e\n\u003cp\u003eFurthermore, the prototype model has undergone detailed scrutiny by the manufacturer’s engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" target=\"_blank\" rel=\"noopener noreferrer\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Limited Edition","offer_id":40249569542226,"sku":"M5877-L79","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/5_res_c4b38a93-d1f0-4eb5-a2c7-cebe9030fe54.jpg?v=1601656331"},{"product_id":"ferrari-bb-lm-1979-daytona","title":"Ferrari 512 BB LM - 1979 Daytona","description":"\u003cp\u003eIn 1978 Ferrari had begun to develop a racing variant of the 512 BB, a car which had a lot of competitive potential. Ferrari extensively modified four 512s in 1978, termed BB LM by Ferrari. Following a disappointing first attempt at the 1978 Le Mans, the bodywork of the BB LMs was replaced by a new design developed by Pininfarina which was 16 in (41 cm) longer and carried over none of the original styling cues. The pop-up headlights were now replaced by fixed units integrated into the fascia, while the tail was lengthened to the maximum allowed by regulations. The 512 BB LM became a powerful blend of refined Italian engineering and American muscle body styling. Nine of these revised BB LMs were built by Ferrari in 1979.\u003c\/p\u003e\n\u003cp\u003eThis 1:8 scale Ferrari 512 BB LM model is of the NART #68 car as raced at the 24 Hours of Daytona in 1979 and displays an incredible depth of engineering detail under the opening rear engine cover with an exact replica of the 4.9 litre V12 Ferrari engine. The spartan racing interior is visible through opening doors and displays all the fine details, including the interior wiring and the emergency fire extinguisher.\u003c\/p\u003e\n\u003cp\u003eThis fine scale model has been handcrafted and finished in our workshops with the co-operation and assistance of the manufacturer regarding original finishes, materials, archive imagery and drawings. The use of original CAD and supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, the prototype model has undergone detailed scrutiny by the manufacturer’s engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" target=\"_blank\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Limited Edition","offer_id":40249569607762,"sku":"M5877-D79","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/6_res_4741128d-4dca-4486-b758-749633e80022.jpg?v=1601656359"},{"product_id":"lotus-79-1978-dutch-gp-peterson","title":"Lotus 79 - 1978 Dutch Grand Prix - Peterson - Second Place","description":"\u003cp\u003eHeaded by founder Colin Chapman, the 79 was designed by the team at Lotus for the 1978 season. It was the first car to take full advantage of the ‘ground effects’ aerodynamics as pioneered in its immediate predecessor, the Lotus 78. The 79 is thought to have been the first F1 car designed using computer aids and the first to be analysed by pit computers on race weekends. It is also credited with pushing Formula 1 into the aerodynamics era, an influence still clearly seen today. Powered by a Ford Cosworth DFV engine that was housed at the rear of the car, the 79, also known as the John Player Special Mark IV or ‘Black Beauty’, was hailed for its stunning good looks.\u003c\/p\u003e\n\u003cp\u003eFive chassis were built during its two-season lifespan, though 1978 remains the 78’s critical year, as it, driven by Mario Andretti and Ronnie Peterson, powered to a Drivers’ and Constructors’ Championship double. The Lotus 79 claimed six race wins, eight more podiums, ten pole positions and five fastest laps during its 26-race existence.\u003c\/p\u003e\n\u003cp\u003eThis is a 1:8 scale recreation of the Lotus 79 as raced by Ronnie Peterson at the 1978 Dutch Grand Prix. Peterson qualified on the front row, just behind his teammate Andretti. A relatively uneventful race belied stunning drives from the Lotus teammates and Peterson finished second by a tiny margin of 0.32 seconds. Sadly, this would be the last time Peterson would see the chequered flag, as he would be killed after an accident at the next race in Italy. Despite this, he would finish second in the Drivers’ Championship after a dominant year for Lotus.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Lotus regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both Lotus's engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lotus 79 is limited to only 199\u003cspan\u003e pieces\u003c\/span\u003e.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #f3f3f3;\"\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" style=\"color: #f3f3f3;\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThe Lotus 79 is also available as driven by 1978 World Champion Mario Andretti.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #f3f3f3;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/lotus\/products\/lotus-type-79-mario-andretti\" title=\"Link to Mario Andretti's Lotus 79\" style=\"color: #f3f3f3;\"\u003eDiscover Mario Andretti's Lotus 79 \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249569673298,"sku":"M5233","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/Amalgam_Lotus_79_RonniePeterson_1-8_HR_1.jpg?v=1601656379"},{"product_id":"porsche-917k-1970-daytona-1-18","title":"Porsche 917 KH - 1970 Daytona Winner - Rodríguez \u0026 Kinnunen","description":"\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Porsche 917K is based on the #2 car driven to victory by Pedro Rodríguez, Leo Kinnunen and Brian Redman at the 24 Hours of Daytona in 1970. On the awesome 31-degree high bankings of the Daytona Speedway, ex-Aston Martin race team manager John Wyer's Gulf-sponsored team finished 1-2 in the race, with Jo Siffert and Brian Redman taking the second podium place. The #2 lead car annihilated its rivals, breaking the distance record by 190 miles, 48 laps ahead of the #28 works Ferrari in third. It was the first race in which the iconic Porsche 917K appeared, and this victory was effectively the start of the 917K's domination of the WSC for the next two seasons.\u003c\/p\u003e\n\u003cp\u003eEvery Amalgam 1:18 scale model is supplied in a luxury black box with a protective outer carrying sleeve. Each model is mounted on a polished black acrylic base protected by a clear acrylic dust cover. The base holds a booklet containing the certificate of authenticity along with information and collateral material about the car. The model title and original branding is displayed on a polished stainless steel plaque mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca title=\"Link to Porsche 917K Collection\" href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249572425810,"sku":"M6012","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M6012-075-Porsche917GulfNo2WinnerDaytona19701.18Scale-Front3.4.jpg?v=1624279502"},{"product_id":"tyrrell-001","title":"Elf Team Tyrrell 001 - 1970 Canadian Grand Prix","description":"\u003cli\u003eLimited to just 99 pieces\u003c\/li\u003e\n\u003cli\u003eAs raced by Jackie Stewart in the X Player's Grand Prix Canada at Circuit Mont-Tremblant on the 20th of September 1970\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt from CAD data developed after scanning the original chassis 001\u003c\/li\u003e\n\u003cli\u003eOfficially licensed and endorsed by Team Tyrrell Racing\u003c\/li\u003e\n\u003cp\u003eDuring the 1970 Formula One season, after he became disenchanted with the poor performance of the March Engineering chassis, and under pressure from Matra demanding he cease using Ford engines, Ken Tyrrell decided to build his own racing car. Employing ex-Ferguson designer Derek Gardner, who had worked on the Matra MS84 in 1969, the Tyrrell 001 car was designed and built in complete secrecy firstly at Gardner’s home, then at Tyrrell’s lumberyard in Surrey, as the team continued racing with the March chassis in the meantime.\u003c\/p\u003e\n\u003cp\u003eThe 001 followed the basic outline of Tyrrell’s car the previous year, the 1969 double Championship-winning Matra International MS80. Powered by a 2993cc Ford-Cosworth DFV engine and a Hewland FG400 5-speed gearbox, the car was entirely conventional, except for a wide, blade-like nose above the front radiator’s air intake. The 001 made its debut at a non-Championship race, the Gold Cup meeting at Oulton Park, significantly surprising the attending crowd and particularly Tyrrell’s competitors. Jackie Stewart comfortably set the fastest lap in the first heat, but the car failed to get a good result, suffering from many fuel system problems. The 001 would go on to appear in three Grand Prix before the end of the season. At the Canadian GP, Stewart qualified on pole and led the race comfortably before a stub axle failed, ending what was nearly the perfect debut. A similar story followed at the next races in the United States and Mexico. Stewart led in the US, sensationally lapping all but his second-place counterpart before an oil leak ended the race prematurely. In Mexico, Stewart was jostling for the lead with the Ferrari’s of Jacky Ickx and Clay Regazzoni when a dog escaped onto the track. Stewart hit the dog, damaging his suspension and forcing his retirement.\u003c\/p\u003e\n\u003cp\u003eWhilst the 001 had proved to be unreliable, the sheer pace of the chassis was apparent as Stewart had led each race at some stage before retiring. After the season had finished, Gardner redesigned some sections of the car, altering the airbox, remodelling the nose section, lengthening the wheelbase and slightly narrowing the monocoque. In addition, Gardner had revised the front suspension, using a one-piece wishbone. Tyrrell continued to use the well-established Cosworth DFV V8 engine with 3.0 litre displacement; the power transmission was a five-speed Hewland FG40 gearbox. The team also switched tyre supplier to Goodyear after Dunlop withdrew from Formula 1.\u003c\/p\u003e\n\u003cp\u003eThe redesigned car ultimately birthed three different chassis known as 002, 003 and 004. For the 1971 season, François Cevert would pilot 002 and Jackie Stewart would race the 003, whilst 004 was not completed until later in the year. Cevert’s car was actually the first of the two new Tyrrells built for the 1971 season. Very much a development of the original car, 002 and 003 featured a thinner gauge aluminium for the monocoque skin but also additional safety features like sturdier roll-over bars. The 002 also had a slightly longer wheelbase to accommodate for Cevert’s taller frame. Initially, the two new Tyrrells looked similar to the 001 but the shape was developed during the season. A third car, 004, was built later in the year but only served as a spare.\u003c\/p\u003e\n\u003cp\u003eStewart’s new 003 chassis wasn’t complete in time for the first race of the 1971 season, so the Scotsman raced the 001 prototype again in the opening race in South Africa, where it gained its first and only finish, a second-place podium. Stewart put the car on pole again but, after suffering a poor start, had to fight back in a competitive field in stiflingly hot conditions. He ultimately finished second to the Ferrari of Mario Andretti. 001 made one final appearance at the season finale in the United States, with American racer Peter Revson behind the wheel for his first Grand Prix in seven years. It was a brief cameo though, after the car was retired after just one lap due to an oil leak affecting the clutch.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of Tyrrell 001 replicates the car raced by Jackie Stewart in the X Player's Grand Prix Canada at Circuit Mont-Tremblant on the 20th of September 1970. Mixed practice sessions saw Stewart setting similar times in the 001 to his March chassis, but consistent mechanical issues, including a complete engine failure, general unease with the feel of the throttle pedal and loose wheel nuts, plagued 001. The Scotsman set a competitive time in March in qualifying, before parking the car by the roadside: a broken rear-wheel bearing had stopped his progress. He sprinted back to the pits to leap into the 001, on which the team had been working for the entire session, did a spectacular standing start in the pit area and roared away. On the very last lap of the day, Stewart set a lap of 1:31.5 to snatch pole position from Ferrari’s Jacky Ickx. After three days of practice Stewart held fastest lap with the Tyrrell and equal third fastest with the March, the difference in time between his two cars being four tenths of a second. For the race, he would need to decide which chassis to use, and he opted for the 001 and pole position. At the race start, Stewart shot into the lead and simply sped away from the opposition, increasing his lead at roughly a second a lap. However, on lap 32, Stewart’s impressive progress came to an uninspiring halt as the left front stub axle on the 001 chassis broke off, ending what had been a dominating performance to that point. This model has been handcrafted utilising our own CAD data created by scanning the original 001 chassis in every detail, with the assistance of the Tyrrell family. The resulting prototype has undergone strict scrutiny to ensure complete accuracy.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Tyrrell 001 is limited to 99 pieces at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249576357970,"sku":"M5640-001","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5640-001-8_-_Tyrrell_001_1.8_Scale_-_Front_3.4_Higher.jpg?v=1601659566"},{"product_id":"tyrrell-006","title":"Elf Team Tyrrell 006 - 1973 German Grand Prix","description":"\u003cli\u003eLimited to just 99 pieces\u003c\/li\u003e\n\u003cli\u003eChassis 006\/2 as raced to victory by Jackie Stewart in the XXXV Großer Preis von Deutschland at the Nürburgring on the 5th of August 1973\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 60 cms\/24 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt after scanning the original chassis of chassis 006\/2\u003c\/li\u003e\n\u003cli\u003eOfficially licensed and endorsed by Team Tyrrell Racing\u003c\/li\u003e\n\u003cp\u003eElf Team Tyrrell’s competitor for the 1973 FIA Formula 1 World Championship season, the 006 quickly became one of Tyrrell Racing’s most successful race cars across its thirty-year history. Raced by two-time World Champion Jackie Stewart and the immensely talented François Cevert, the 006 very much epitomised the highs and lows of Formula 1 in the 1970s, its success story tainted by tragedy.\u003c\/p\u003e\n\u003cp\u003eThe 006 was the first Tyrrell-built model to be replicated exactly, with the ‘006’ becoming a model number rather than just a chassis specification. Three chassis were built in total: Stewart would race chassis 006\/2, while Cevert would drive chassis 006 and, later, the ill-fated 006\/3. Derek Gardner's 005 \u0026amp; 006 designs were intended to be small, light and manoeuvrable, and built concurrently. The aluminium monocoque was lower and wider; a slab-sided and flat-topped bathtub monocoque, inspired by the hugely influential and competitive Lotus 72 that ultimately pipped them to the title in 1972, which sloped down to the same bluff nose as the previous 002-004 range. The water radiator was again in the nose, with side-mounted oil radiators tightly cowled in at the back of the monocoque. Outboard coil\/spring units were used front and rear, and the in-board front brakes were also inspired by the Lotus. As in previous years, the team relied on the readily available and very potent Cosworth DFV V8 engine, mated to a Hewland FG400 5-speed manual ZF differential gearbox.\u003c\/p\u003e\n\u003cp\u003eThe 005 made its first appearance in the middle of the 1972 season, at the French Grand Prix, but Cevert crashed the car early into practice. It was repaired in time for the next race at Brands Hatch, however, this time Stewart bizarrely went off track in practice. Closer investigation revealed that front brake vibrations were causing failures in various components and the car was consequently redesigned to use outboard front brakes. Stewart then proceeded to race 005 for the rest of the season, winning races in Canada and the United States. Cevert's Tyrrell 006 was built in time for the North American rounds, though its debut was spoiled by a gearbox issue that forced his retirement. Cevert bounced back in the United States though, following Stewart home to seal a 1-2 victory for the team.\u003c\/p\u003e\n\u003cp\u003eThe drivers would start the 1973 season in the same cars, Cevert starting the year with a second place in the Argentine Grand Prix, whilst Stewart finished third and took a further podium in Brazil. The Scottish racer was then given the newest car, 006\/2, with which he immediately won the South African Grand Prix from sixteenth position on the grid. 006\/2 proceeded to power Stewart to further victories in Belgium, Monaco, the Netherlands, and Germany before claiming his third World Drivers’ Championship in Italy with three races left. The race for Manufacturers’ title was too close to call, with just three points separating Tyrrell and Lotus with two races remaining. The advantage slipped to Lotus after Cevert crashed heavily during the Canadian Grand Prix, wrecking the 006 chassis. The team rushed to build 006\/3 using a spare chassis in the Watkins Glen technical building ahead of the pivotal United States Grand Prix.\u003c\/p\u003e\n\u003cp\u003eWith just a few minutes left in the Saturday morning qualifying session, the track suddenly fell quiet. Cevert had crashed violently in the uphill Esses heading onto the back of the circuit, between Turns three and four, fatally injuring him. Close friend Stewart and Tyrrell withdrew from what was to have been the 100th and final Grand Prix, handing the Manufacturers' title to Lotus. At the end of the season Stewart made public his decision to retire, a decision he made before the tragic final race of the year. The remaining chassis 006\/2 did see racing action in the early stages of the 1974 season in the hands of new teammates Jody Scheckter and Patrick Depailler, before being phased out for the succeeding Tyrrell 007, though it did not score a point. After its retirement from active competition, English entrepreneur Tom Wheatcroft bought 006\/2 and displayed it in his Donington Grand Prix Exhibition for many years. Stewart subsequently bought 006\/2 from the Wheatcroft estate, and he has driven it on a number of occasions, particularly at the Bahrain Grand Prix weekend and Goodwood Festival of Speed, both times in 2010.\u003c\/p\u003e\n\u003cp\u003eOverall, the Tyrrell 006 earned five victories, nine podiums, three pole positions and two fastest laps, scoring 82 points and winning the 1973 FIA Formula 1 World Driver’s Championship for Jackie Stewart.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of Tyrrell chassis 006\/2 has been replicated precisely as raced to victory by Jackie Stewart in the XXXV Großer Preis von Deutschland at the Nürburgring on the 5th of August 1973. A smooth and uninterrupted practice session for the Scotsman turned into the perfect qualifying on pole position, half a second ahead of Ronnie Peterson’s Lotus and a full second and a half ahead of his teammate François Cevert in third. A quick start by Cevert saw him alongside Stewart heading into the South Corner, allowing both Tyrrells to cut ahead of Peterson and push him back into third. By the end of the first lap, Peterson had retired with a major electrical fault, and Stewart and Cevert were already far ahead of the nearest competition of the McLaren of Jacky Ickx. The duo continued to cruise around in team formation, the two cars acting as perfect models of reliability and performance. After fourteen laps of the 14.19 miles (22.835 km) circuit, the Tyrrell racers reached the chequered flag and sealed the team’s third 1-2 finish of the season. It was Stewart's 27th and final Grand Prix victory, a record that would stand until it was surpassed by Alain Prost in 1987.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Tyrrell 006 is limited to 99 pieces at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/display-cabinets\" style=\"color: #ff2a00;\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/display-cabinets\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249580421202,"sku":"M5297-GER","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5297-GER-13-Tyrrell0061.8Scale-Front3.4.jpg?v=1612376488"},{"product_id":"porsche-917kh-1971-le-mans-1-18","title":"Porsche 917 KH - 1971 Le Mans Winner - Van Lennep \u0026 Marko","description":"\u003cul\u003e\n\u003cli\u003eExactly as raced by Gijs van Lennep and Helmut Marko at the 24 Hours of Le Mans on the 12\u003csup\u003eth\u003c\/sup\u003e and 13\u003csup\u003eth\u003c\/sup\u003e of June 1971\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 22 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the base model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of the original 917 chassis and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp data-mce-fragment=\"1\"\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Porsche 917 KH is based on the #22 car driven to victory by Dutch driver Gijs van Lennep and Austrian racer Helmut Marko at the 24 Hours of Le Mans in 1971. With the ban for over 3.0 litre engine displacements imminent, the race turned into quite the swansong; a long, fast track and extended good weather produced the fastest race in the event's history to date. There were not many accidents this year, but many cars were delayed or forced to retire due to mechanical problems so only twelve cars were classified as finishers. The Team Martini Porsche at the front of these finished two laps ahead of its rival John Wyer Porsche and an incredible 29 laps (386km) ahead of the third place Ferrari. The two Porsches were the first cars to cover over 5000km at Le Mans, a record that would stand for 39 years, cementing the 917K’s dominance over this era of motorsport.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" title=\"Link to Porsche 917K Collection\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249582026834,"sku":"M6015","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF9360_1fe0d8a7-a37c-4326-b800-bbc47572158e.jpg?v=1705942084"},{"product_id":"porsche-917kh-1971-le-mans-weathered","title":"Porsche 917 KH - 1971 Le Mans Winner - Van Lennep \u0026 Marko - Race Weathered","description":"\u003cli\u003eLimited to just 22 pieces\u003c\/li\u003e\n\u003cli\u003eExactly as raced by Gijs van Lennep and Helmut Marko at the 24 Hours of Le Mans on the 12\u003csup\u003eth\u003c\/sup\u003e and 13\u003csup\u003eth\u003c\/sup\u003e of June 1971\u003c\/li\u003e\n\u003cli\u003eWeathering details precisely applied by artisans in Bristol using archival imagery\u003c\/li\u003e\n\u003cli\u003eModel accompanied by an archive quality Rainer Schlegelmilch Giclée print of the car mid-race\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 59 cms\/23 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build and weather each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of an original 917 and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003cp\u003e\u003cstrong\u003eWe are thrilled to offer a special edition of 22 race weathered Porsche 917s, as raced to victory at the 24 Hours of Le Mans in 1971. This unique edition of only 22 models has been meticulously hand-painted and detailed by our master model makers to show every detail of the race dirt and damage as the car drove to victory. Each of the 22 models will be accompanied by an archive quality Rainer Schlegelmilch Giclée print of the car in the latter stages of the race, selected by Amalgam from the Motorsport Images collection.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917 KH is based on the #22 car driven to victory by Dutch driver Gijs van Lennep and Austrian racer Helmut Marko at the 24 Hours of Le Mans in 1971. With the ban for over 3.0 litre engine displacements imminent, the race turned into quite the swansong; a long, fast track and extended good weather produced the fastest race in the event's history to date. There were not many accidents this year, but many cars were delayed or forced to retire due to mechanical problems so only twelve cars were classified as finishers. The Team Martini Porsche at the front of these finished two laps ahead of its rival John Wyer Porsche and an incredible 29 laps (386km) ahead of the third place Ferrari. The two Porsches were the first cars to cover over 5000km at Le Mans, a record that would stand for 39 years, cementing the 917’s dominance over this era of motorsport.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Race Weathered Porsche 917 KH Le Mans 1971 is limited to just 22 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003ch3\u003eHandling Race Weathered Models\u003c\/h3\u003e\n\u003cp\u003ePlease note that Amalgam’s weathered models are incredibly fragile and require careful handling. We recommend you keep handling to a minimum to avoid removing the weathered effects from the model. When handling the model, please adhere to the instructions included with the product when purchased. The brush featured in the gallery is included purely for demonstrating the scale of the model. We do not advise any cleaning of our weathered models as this may remove some of the weathering applications.\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" title=\"Link to Porsche 917K Collection\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249583468626,"sku":"M5288-L71-RWV","price":20995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/Porsche917K-Martini-Weathered-Front3.4.jpg?v=1629401023"},{"product_id":"porsche-917kh-1971-le-mans-weathered-1-18","title":"Porsche 917 KH - 1971 Le Mans Winner - Van Lennep \u0026 Marko - Race Weathered","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 100 pieces\u003c\/li\u003e\n\u003cli\u003eExactly as raced by Gijs van Lennep and Helmut Marko at the 24 Hours of Le Mans on the 12\u003csup\u003eth\u003c\/sup\u003e and 13\u003csup\u003eth\u003c\/sup\u003e of June 1971\u003c\/li\u003e\n\u003cli\u003eWeathering details precisely applied by artisans in Bristol using archival imagery\u003c\/li\u003e\n\u003cli\u003eModel accompanied by an archive quality Rainer Schlegelmilch Giclée print of the car mid-race\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 22 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the base model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of the original 917 chassis and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eWe are thrilled to offer a special edition of race weathered Porsche 917Ks, as raced to victory at the 24 Hours of Le Mans in 1971. This unique edition of only 100 models will be meticulously hand-painted and detailed by our master model makers to show every detail of the race dirt and damage as the car drove to victory. Each of the 100 models will be accompanied by an archive quality Rainer Schlegelmilch Giclée print of the car mid-race, selected by Amalgam from the Motorsport Images collection.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\u003c\/em\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Porsche 917K is based on the #22 car driven to victory by Dutch driver Gijs van Lennep and Austrian racer Helmut Marko at the 24 Hours of Le Mans in 1971. With the ban for over 3.0 litre engine displacements imminent, the race turned into quite the swansong; a long, fast track and extended good weather produced the fastest race in the event's history to date. There were not many accidents this year, but many cars were delayed or forced to retire due to mechanical problems so only twelve cars were classified as finishers. The Team Martini Porsche at the front of these finished two laps ahead of its rival John Wyer Porsche and an incredible 29 laps (386km) ahead of the third place Ferrari. The two Porsches were the first cars to cover over 5000km at Le Mans, a record that would stand for 39 years, cementing the 917K’s dominance over this era of motorsport.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Race Weathered Porsche 917 KH 1971 Le Mans Winner is limited to just 100 pieces at 1:18 scale.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003ch3\u003eHandling Race Weathered Models\u003c\/h3\u003e\n\u003cp\u003ePlease note that Amalgam’s weathered models are incredibly fragile and require careful handling. We recommend you keep handling to a minimum to avoid removing the weathered effects from the model. When handling the model, please adhere to the instructions included with the product when purchased. The brush featured in the gallery is included purely for demonstrating the scale of the model. We do not advise any cleaning of our weathered models as this may remove some of the weathering applications.\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" title=\"Link to Porsche 917K Collection\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\"\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249584681042,"sku":"M6015-RWV","price":1715.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSC_1743_9397dd60-5d67-4826-8d58-5203fad97e63.jpg?v=1705940661"},{"product_id":"lotus-72-print-fittipaldi-signed","title":"Lotus 72D - Emerson Fittipaldi Signed Gold Leaf Edition - 150cm Art Screen Print - Side View","description":"\u003cp\u003e\u003cstrong\u003e50 years on from Emerson Fittipaldi's 1972 World Championship victory with Team Lotus, we were honoured and tremendously excited to be invited by Emerson Fittipaldi and Clive Chapman of Classic Team Lotus, to celebrate the car and the man, in a remarkable and beautiful collaboration with artist and photographer Alan Thornton. Alan has taken Classic Team Lotus's 72D into the studio and shot it beautifully at very high resolution on a large format camera. With his London based team using hand pulled screen printing, he has rendered the image onto St. Cuthbert’s Somerset archival paper, made in England, at a very large size: 1.5 metres wide and 1 metre high. Alan has used spot colours to maximise the intensity of the image and has rendered the gold parts of the livery in genuine 23.75 Carat Gold Leaf. The result is an imposing and incredibly beautiful handmade print, that delivers in equal and generous measure, the technical and engineering virtuosity of this revolutionary car, and the glamour of a truly golden age in F1.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eEmerson took time out ahead of a shoot with Sky at Brands Hatch to sign the prints, and we enjoyed his warmth, wit and engaging modesty for a couple of hours, exploring amongst other things his close relationship with Colin Chapman and his views on F1 today. Each print has been meticulously signed by him in archive quality ink.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eHand-signed by 1972 and 1974 Formula 1 World Drivers’ Champion Emerson Fittipaldi\u003c\/li\u003e\n\u003cli\u003eA special edition limited to just 50 prints\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMeasures 1.5m (59 inches) wide by 1m (39 inches) tall\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003eBased on photographs taken of the real 1972-Championship winning car as it is today\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eHand-finished in 23.75ct gold leaf\u003c\/li\u003e\n\u003cli\u003eFine art screen prints created in London and personally directed by Alan Thornton\u003c\/li\u003e\n\u003cli\u003eUtilises water-based inks, printed onto 400 gsm St. Cuthbert’s Somerset archival paper, made in England\u003c\/li\u003e\n\u003cli\u003eCreated by \u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/pages\/alan-thornton\" title=\"Alan Thornton - Artist and Photographer\" style=\"color: #ff2a00;\"\u003eartist and photographer Alan Thornton\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cem\u003eThis print will be delivered from the UK. Local duties and taxes may be applicable on import to regions outside the UK. By purchasing this title, you agree and consent to your information being shared with Alan Thornton for use in the fulfilment of your order.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/Z2GoP_EqkKY\" title=\"YouTube video player\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\n\u003cp\u003eThis fine art screen print is of the Lotus 72, raced by the Team Lotus in the FIA Formula 1 World Championship from 1970 to 1975, initially in the memorable red, white and gold of sponsor Gold Leaf and later in the iconic black and gold of John Player Special. Conceived by Colin Chapman and Maurice Philippe, the 72 is arguably the most significant and successful car designs in Formula 1 history, rewriting the rules of aerodynamic interpretation and influencing single-seater design to this very day. Mid-mounted radiators allowing Lotus founder Colin Chapman to create a more aerodynamic profile than anything which had come before. Tipping the scales at exactly 530kg, the very minimum allowed within the regulations, it was one of the lightest F1 cars ever. With a career spanning six seasons, the Type 72 made a remarkable one hundred forty-nine Grand Prix starts across 75 races, securing three Constructors’ Championships in 1970, 1972 and 1973, and two Drivers’ Championships in 1970 with Jochen Rindt and 1972 with Emerson Fittipaldi. The 72 earned 20 race wins and 19 further podiums in the hands of some of the finest drivers to have graced motorsport: Rindt, Fittipaldi, Reine Wisell, Ronnie Peterson and Jacky Ickx.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eAmalgam Collection and Alan Thornton\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eAmalgam is delighted to partner with artist Alan Thornton to introduce a collection of silkscreen prints. Precise and technical in nature, these prints isolate the subject, laying the image onto Alan’s signature metallic background, that focuses the viewer’s eye on the sculptural, organic qualities of iconic cars and planes. Alan’s obsession with form, function and beauty, combined with his enduring passion for all things automotive and mechanical, align perfectly with Amalgam’s mission.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eThe Process\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eScreen printing is the process of transferring a stencilled artwork onto a flat surface using a mesh screen, ink and a squeegee. Starting with the photography, the subject matter is composed and lit with the intermediate processes and the final print in mind - each step very much influences the final outcome. In post-production the image is refined and manipulated to create the final tonal variations needed for the separation of colours, which are then half toned which simulates continuous-tone imagery through the use of dots or lines, varying either in size or in spacing, thus generating a gradient-like effect. For each colour, a positive acetate is transferred to a silk screen frame coated in photosensitive emulsion. Following exposure, washing out and drying, the frame is mounted on a to print bed, and the chosen colour ink is then forced through the mesh with a squeegee by hand. This is a highly skilled craft process, sensitive to the touch, feel and technique of the printer, and as a result each print is unique.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHandling Your Print\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eArt screen prints are best handled by professional framers. We would always recommend framing your print with a box frame under UV protected glass or acrylic, which will give maximum protection. When removing your print from the tube, reach in with \u003cstrong\u003eclean hands\u003c\/strong\u003e and gently twist the print to make it smaller, slowly pull the print out from the centre. \u003cstrong\u003eDo not\u003c\/strong\u003e pull quickly at a corner as you may damage the corner. Try to physically handle the print as little as possible and, when you do, always make sure your hands are clean and that you support the print fully, as the paper can pick up dirt or crease. Try to avoid leaving the print rolled for any length of time.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eEmerson Fittipaldi signed prints of the Lotus 72 are limited to just 50 pieces. This beautiful artwork has been created \u003cspan\u003eunder licence and with the assistance from Classic Team Lotus. No frame is included. By \u003ci\u003epurchasing this print, you agree and consent to your information being shared with Alan Thornton for use in the fulfilment of your order.\u003c\/i\u003e\u003c\/span\u003e\u003c\/em\u003e\u003c\/p\u003e","brand":"Alan Thornton","offers":[{"title":"Default Title","offer_id":40249584975954,"sku":"M6230","price":2982.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Gallerydropshadowcollectionimage_79fdb0ab-88f4-4048-9e3f-507f8aa63c7d.jpg?v=1697191678"},{"product_id":"lotus-72-print","title":"Lotus 72D - 100cm Art Screen Print - Front View","description":"\u003cp\u003e\u003cstrong\u003e50 years on from Emerson Fittipaldi's 1972 World Championship victory with Team Lotus, we were honoured and tremendously excited to be invited by Clive Chapman of Classic Team Lotus, to celebrate the car in a remarkable and beautiful collaboration with artist and photographer Alan Thornton. Alan has taken Classic Team Lotus's 72D into the studio and shot it beautifully at very high resolution on a large format camera. With his London based team using hand pulled screen printing, he has rendered the image onto Naturalis paper, made in England, at a large size: 1.0 metres wide and 0.7 metres high. Alan has used spot colours to maximise the intensity of the image and the result is an imposing and incredibly beautiful art print, that delivers in equal and generous measure, the technical and engineering virtuosity of this revolutionary car, and the glamour of a golden age in F1.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLimited to just 200 prints\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eMeasures \u003c\/span\u003e\u003cspan\u003e1.0 metre (39 inches) wide by 0.7 metres (27 inches) tall\u003c\/span\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eBased on photographs taken of the real \u003c\/span\u003e\u003cspan\u003e1972-Championship winning car \u003c\/span\u003e\u003cspan\u003eas it is today\u003c\/span\u003e\n\u003c\/li\u003e\n\u003cli\u003eFine art screen prints created in London and personally directed by Alan Thornton\u003c\/li\u003e\n\u003cli\u003eUtilises water-based inks, printed onto 400 gsm Naturalis paper, made in England\u003c\/li\u003e\n\u003cli\u003eCreated by \u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/pages\/alan-thornton\" title=\"Alan Thornton - Artist and Photographer\" style=\"color: #ff2a00;\"\u003eartist and photographer Alan Thornton\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cem\u003eThis print will be delivered from the UK. Local duties and taxes may be applicable on import to regions outside the UK. By purchasing this title, you agree and consent to your information being shared with Alan Thornton for use in the fulfilment of your order.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/Z2GoP_EqkKY\" title=\"YouTube video player\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\n\u003cp\u003eThis fine art screen print is of the Lotus 72D, the fourth iteration of the 72 raced by the Team Lotus in the FIA Formula 1 World Championship from 1970 to 1975, initially in the memorable red, white and gold of sponsor Gold Leaf and later in the iconic black and gold of John Player Special. Conceived by Colin Chapman and Maurice Philippe, the 72 is arguably the most significant and successful car designs in Formula 1 history, rewriting the rules of aerodynamic interpretation and influencing single-seater design to this very day. Mid-mounted radiators allowing Lotus founder Colin Chapman to create a more aerodynamic profile than anything which had come before. Tipping the scales at exactly 530kg, the very minimum allowed within the regulations, it was one of the lightest F1 cars ever. With a career spanning six seasons, the Type 72 made a remarkable one hundred forty-nine Grand Prix starts across 75 races, securing three Constructors’ Championships in 1970, 1972 and 1973, and two Drivers’ Championships in 1970 with Jochen Rindt and 1972 with Emerson Fittipaldi. The 72 earned 20 race wins and 19 further podiums in the hands of some of the finest drivers to have graced motorsport: Rindt, Fittipaldi, Reine Wisell, Ronnie Peterson and Jacky Ickx.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eAmalgam Collection and Alan Thornton\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eAmalgam is delighted to partner with artist Alan Thornton to introduce a collection of silkscreen prints. Precise and technical in nature, these prints isolate the subject, laying the image onto Alan’s signature metallic background, that focuses the viewer’s eye on the sculptural, organic qualities of iconic cars and planes. Alan’s obsession with form, function and beauty, combined with his enduring passion for all things automotive and mechanical, align perfectly with Amalgam’s mission.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eThe Process\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eScreen printing is the process of transferring a stencilled artwork onto a flat surface using a mesh screen, ink and a squeegee. Starting with the photography, the subject matter is composed and lit with the intermediate processes and the final print in mind - each step very much influences the final outcome. In post-production the image is refined and manipulated to create the final tonal variations needed for the separation of colours, which are then half toned which simulates continuous-tone imagery through the use of dots or lines, varying either in size or in spacing, thus generating a gradient-like effect. For each colour, a positive acetate is transferred to a silk screen frame coated in photosensitive emulsion. Following exposure, washing out and drying, the frame is mounted on a to print bed, and the chosen colour ink is then forced through the mesh with a squeegee by hand. This is a highly skilled craft process, sensitive to the touch, feel and technique of the printer, and as a result each print is unique.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHandling Your Print\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eArt screen prints are best handled by professional framers. We would always recommend framing your print with a box frame under UV protected glass or acrylic, which will give maximum protection. When removing your print from the tube, reach in with \u003cstrong\u003eclean hands\u003c\/strong\u003e and gently twist the print to make it smaller, slowly pull the print out from the centre. \u003cstrong\u003eDo not\u003c\/strong\u003e pull quickly at a corner as you may damage the corner. Try to physically handle the print as little as possible and, when you do, always make sure your hands are clean and that you support the print fully, as the paper can pick up dirt or crease. Try to avoid leaving the print rolled for any length of time.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003ePrints of the Lotus 72 are limited to just 200 pieces. This beautiful artwork has been created \u003cspan\u003eunder licence and with the assistance from Classic Team Lotus. \u003c\/span\u003e\u003c\/em\u003e\u003cem\u003e\u003cspan\u003eNo frame is included. By \u003ci\u003epurchasing this print, you agree and consent to your information being shared with Alan Thornton for use in the fulfilment of your order.\u003c\/i\u003e\u003c\/span\u003e\u003c\/em\u003e\u003c\/p\u003e","brand":"Alan Thornton","offers":[{"title":"Default Title","offer_id":40249585008722,"sku":"M6231","price":750.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Gallerydropshadowcollectionimage_8571289f-9bfb-4844-8860-f4294fc70b27.jpg?v=1697191351"},{"product_id":"tyrrell-003","title":"Elf Team Tyrrell 003 - 1971 British Grand Prix","description":"\u003cli\u003eLimited to just 99 pieces\u003c\/li\u003e\n\u003cli\u003eAs raced to victory by Jackie Stewart in the XXIV The Woolmark British Grand Prix at Silverstone Circuit on the 17th of July 1971\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt from CAD data developed after scanning the original chassis 003\u003c\/li\u003e\n\u003cli\u003eOfficially licensed and endorsed by Team Tyrrell Racing\u003c\/li\u003e\n\u003cp\u003eThe dominant car that claimed Tyrrell Racing’s place in the Formula 1 history, the Elf Team Tyrrell 003 was a development of the very fast but unreliable 001. The 003 claimed the team’s first victory in its debut race, enabled Jackie Stewart to claim his second World Drivers’ Championship, and secured Elf Team Tyrrell their only Constructors’ Championship.\u003c\/p\u003e\n\u003cp\u003eDuring the 1970 Formula One season, after he became disenchanted with the poor performance of the March Engineering chassis, and under pressure from Matra demanding he cease using Ford engines, Ken Tyrrell decided to build his own racing car. Employing ex-Ferguson designer Derek Gardner, who had worked on the Matra MS84 in 1969, the Tyrrell 001 car was designed and built in complete secrecy firstly at Gardner’s home, then at Tyrrell’s lumberyard in Surrey, as the team continued racing with the March chassis in the meantime. The 001 proved to be undependable, with Jackie Stewart failing to reach the chequered flag in any of its races during the latter stages of the 1970 season, though the sheer pace of the chassis was apparent as Stewart had led each race at some stage before retiring. After the season had finished, Gardner redesigned some sections of the car, altering the airbox, remodelling the nose section, lengthening the wheelbase and slightly narrowing the monocoque. In addition, Gardner had revised the front suspension, using a one-piece wishbone. Tyrrell continued to use the well-established Cosworth DFV V8 engine with 3.0 litre displacement; the power transmission was a five-speed Hewland FG40 gearbox. The team also switched tyre supplier to Goodyear after Dunlop withdrew from Formula 1.\u003c\/p\u003e\n\u003cp\u003eThe redesigned car ultimately birthed three different chassis known as 002, 003 and 004. For the 1971 season, François Cevert would pilot 002 and Jackie Stewart would race the 003, whilst 004 was not completed until later in the year. Cevert’s car was actually the first of the two new Tyrrells built for the 1971 season. Very much a development of the original car, 002 and 003 featured a thinner gauge aluminium for the monocoque skin but also additional safety features like sturdier roll-over bars. The 002 also had a slightly longer wheelbase to accommodate for Cevert’s taller frame. Initially, the two new Tyrrells looked similar to the 001 but the shape was developed during the season. A third car, 004, was built later in the year but only served as a spare.\u003c\/p\u003e\n\u003cp\u003eIn the hands of Stewart, the 003 was dominant. Debuting at the second race of the season in Spain, the Scotsman qualified in fourth position and, after a close battle with Jacky Ickx of Scuderia Ferrari, went on to win. A remarkable achievement in only Tyrrell’s fifth race as a constructor. The next race at the Monaco Grand Prix saw Stewart starting in pole position and securing an even more domineering victory, despite the heat in the cockpit giving him nausea by the race’s end. There was a brief reality check in the Dutch Grand Prix at Zandvoort, as Stewart could only manage eleventh in treacherous conditions, but he would bounce back in style. From the Dutch Grand Prix onwards, both cars were fitted with a black air-box, forcing more air into the intakes of the Cosworth DFV engine, improving cooling and giving the team a straight-line speed advantage that no other could match. Stewart took full advantage, taking consecutive victories in France, Britain and Germany. A violent accident took Stewart out of the running in Austria, his left rear driveshaft breaking and tearing the wheel from the 003. Fortunately, both driver and chassis only suffered minor injuries. Such was his lead in the standings that Ickx’s retirement saw Stewart become World Champion without evening needing to finish the race. Three races remained in the season, but the newly crowned champion retired from the following Italian Grand Prix due to an engine failure. He followed this up with a victory in Canada, in what was the first case of a red flag in Formula1: the race was red flagged after 64 laps due to thick fog descending onto the circuit. In the season’s final race at Watkins Glen, Stewart struggled with tyre wear but acted as the ultimate team player, waving through his young teammate Cevert and holding his rivals up for another three laps. Cevert would go on to take his maiden victory, sealing a perfect season for the team. In the team’s first full season, Elf Team Tyrrell finished first in the World Constructors’ Championship, scoring more than twice as many points as their nearest rival.\u003c\/p\u003e\n\u003cp\u003eStewart would go onto to win another two victories in the 003 during the 1972 season but, with Emerson Fittipaldi behind the wheel of the newly designed Team Lotus 72D, these victories only came when the Lotus retired. The 003 was itself withdrawn and replaced by the new generation Tyrrell 005 towards end of the season. It was retained by Tyrrell and used for promotional purposes before it was entrusted to Tom Wheatcroft. He put it on display for many years in his spectacular Donington Grand Prix Collection museum. More recently, it was acquired by Jackie Stewart’s sons, Paul and Mark, who have regularly demonstrated the car at events like the Goodwood Festival of Speed.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003eOverall, the Tyrrell 003 earned eight Grand Prix victories, a further podium, six pole positions and five fastest laps, scoring 78 points across two seasons and winning both the 1971 World Drivers' Championship and the 1971 International Cup for F1 Manufacturers.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of Tyrrell 003 replicates the car raced to victory by Jackie Stewart in the XXIV The Woolmark British Grand Prix at Silverstone Circuit on the 17th of July 1971. Stewart qualified second, behind the Ferrari of Clay Regazzoni and ahead of the BRM of Jo Siffert and the Lotus of Emerson Fittipaldi, the foursome separated by less than two hundredths of a second.\u003c\/p\u003e\n\u003cp\u003eThe start itself was a shambles, with a bungled flag drop causing a collision between Jackie Oliver’s McLaren and the Brabham of Graham Hill, for which Oliver was fined £50. The Ferraris of Regazzoni and Jackie Ickx started the quickest, the Belgian having stolen in behind his team-mate from the third row, but they immediately had Stewart hard on their heels. It took Stewart just a single lap to dispose of Ickx, and two laps to claim the lead from Regazzoni. Whilst the rest of the drivers tussled behind him, Stewart increased his lead to 18 seconds by lap 20 of 68. The Scotsman cruised home and extended his lead in the Championship to 23 points with only five races remaining. Such was Stewart’s domination that only two cars finished on the lead lap, the closest thirty-six seconds behind.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted utilising our own CAD data created by scanning the original 003 chassis in every detail, with the assistance of the Tyrrell family. The resulting prototype has undergone strict scrutiny to ensure complete accuracy.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Tyrrell 003 is limited to 99 pieces at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40379887681618,"sku":"M5640-003","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/DSCF0330.jpg?v=1679584190"},{"product_id":"tyrrell-002","title":"Elf Team Tyrrell 002 - 1971 United States Grand Prix","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 99 pieces\u003c\/li\u003e\n\u003cli\u003eAs raced to victory by François Cevert in the XIV United States Grand Prix at Watkins Glen on the 3rd of October 1971\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt from CAD data developed after scanning the original chassis 002\u003c\/li\u003e\n\u003cli\u003eOfficially licensed and endorsed by Team Tyrrell Racing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eIn the hands of the talented French racer François Cevert, the Elf Team Tyrrell 002 played its part in the Formula 1 fairytale that was Tyrrell Racing’s first full season as an independent constructor. A development of the very fast but unreliable 001, 002 drove every race of the 1971 season, ultimately scoring its and Cevert’s only victory in the United States Grand Prix in the final race of the year.\u003c\/p\u003e\n\u003cp\u003eDuring the 1970 Formula One season, after he became disenchanted with the poor performance of the March Engineering chassis, and under pressure from Matra demanding he cease using Ford engines, Ken Tyrrell decided to build his own racing car. Employing ex-Ferguson designer Derek Gardner, who had worked on the Matra MS84 in 1969, the Tyrrell 001 car was designed and built in complete secrecy firstly at Gardner’s home, then at Tyrrell’s lumberyard in Surrey, as the team continued racing with the March chassis in the meantime. The 001 proved to be undependable, with Jackie Stewart failing to reach the chequered flag in any of its races during the latter stages of the 1970 season, though the sheer pace of the chassis was apparent as Stewart had led each race at some stage before retiring. After the season had finished, Gardner redesigned some sections of the car, altering the airbox, remodelling the nose section, lengthening the wheelbase and slightly narrowing the monocoque. In addition, Gardner had revised the front suspension, using a one-piece wishbone. Tyrrell continued to use the well-established Cosworth DFV V8 engine with 3.0 litre displacement; the power transmission was a five-speed Hewland FG40 gearbox. The team also switched tyre supplier to Goodyear after Dunlop withdrew from Formula 1.\u003c\/p\u003e\n\u003cp\u003eThe redesigned car ultimately birthed three different chassis known as 002, 003 and 004. For the 1971 season, François Cevert would pilot 002 and Jackie Stewart would race the 003, whilst 004 was not completed until later in the year. Cevert’s car was actually the first of the two new Tyrrells built for the 1971 season. Very much a development of the original car, 002 and 003 featured a thinner gauge aluminium for the monocoque skin but also additional safety features like sturdier roll-over bars. The 002 also had a slightly longer wheelbase to accommodate for Cevert’s taller frame. Initially, the two new Tyrrells looked similar to the 001 but the shape was developed during the season. A third car, 004, was built later in the year but only served as a spare.\u003c\/p\u003e\n\u003cp\u003eIn the hands of Cevert, the 002 was fast but inconsistent. At the season opener in South Africa, Cevert retired after skidding off the track at the difficult Leeukop corner. The Frenchman would fail to score points in the following Grand Prix in Spain, coming home in seventh, but only after sacrificing his attempts to take sixth position to allow teammate Stewart past in his battle for the race win with the Ferrari of Jacky Ickx. Crashes in Monaco and at Zandvoort ensured no points in the first four races for Cevert. His home Grand Prix at the new Circuit Paul Ricard was next and, after qualifying seventh, a strong and reliable performance saw him finish second to Stewart for his first podium of the season, also sealing the team’s first ever 1-2 victory. A broken pipe didn’t retire the car in the next race at Silverstone but did cost Cevert any chance of a competitive finish. The German Grand Prix saw the Frenchman again finish second to Stewart in another display emulating his Scottish teammate and mentor. At the subsequent race in Austria, it seemed that the French racer was finally going to achieve his first race win, after being waved through by Stewart, who himself was struggling with his car’s handling. Cevert was chasing down race leader Siffert but, with twelve laps to go, his gearbox exploded, immediately extinguishing any chance of victory. At the Italian Grand Prix, Cevert played his role in the closest ever race Formula 1 finish, crossing the line third behind Peter Gethin and Ronnie Peterson, and ahead of Mike Hailwood and Howden Ganley. The top five racers were separated by just 0.61 seconds, Cevert himself just 0.09 seconds from victory. Cevert’s points at Monza sealed Elf Team Tyrrell their first Constructors’ Championship, and their place in history as the first constructor to manage this at their first attempt. Cevert was then sixth at the penultimate race of the season in Canada, when the race was red flagged due to poor weather conditions. In the year’s final race, Cevert’s luck turned around as he finally clinched victory in the United States. It was a dominant race win, and the racer ultimately finished with a 40‐second lead over the BRM of Jo Siffert in second. Cevert’s maiden victory sealed a perfect season for the team. In the team’s first full season, Elf Team Tyrrell finished first in the World Constructors’ Championship, scoring more than twice as many points as their nearest rival.\u003c\/p\u003e\n\u003cp\u003eCevert would continue to race 002 for the 1972 season, though not with the same levels of success. Gearbox failure in Argentina, ignition failure in Spain and poor finishes in South Africa and Monaco meant again the Frenchman was without points after the first four races. Cevert did bounce back, earning a second position to Emerson Fittipaldi's dominant Lotus 72 at the Belgian Grand Prix, and then a fourth position in France, but only after crashing the new Tyrrell 006 in practice. He then crashed in Britain, finished outside the points in Germany and Austria and retired in the Italian Grand Prix after an engine failure. Italy would prove to be the 002's final race, as it was replaced by the Tyrrell 006 for the Canadian Grand Prix. Tyrrell 002 was later sold to Emerson Fittipaldi for his car collection in Brazil. American vintage racer John Delane would later claim the 2011 FIA Historic Formula 1 Championship behind the wheel of the 002.\u003c\/p\u003e\n\u003cp\u003eOverall, the Tyrrell 002 earned one race victory, four further podiums and one fastest lap, scoring 19 points across two seasons and helping win the 1971 International Cup for F1 Manufacturers. Cevert would finish third in the World Drivers’ Championship.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of Tyrrell 002 replicates the car raced to victory by François Cevert in the XIV United States Grand Prix at Watkins Glen on the 3rd of October 1971. The Grand Prix was run on a new circuit layout, and the weather was unusually warm, to the benefit of the 100,000 strong crowd that had gathered for the event. Cevert qualified fifth, half a second behind polesitter and teammate Jackie Stewart. A strong start off the line lifted the Frenchman up to second, ahead of Stewart and behind the McLaren of Denny Hulme. Stewart regained his composure quickly though, and was back in the lead by end of the first lap. By lap ten, Cevert had passed Hulme and the two Tyrrells were running first and second. Stewart began to struggle with tyre wear but acted as the ultimate team player, waving through his young teammate on lap 14 and doing his utmost to hold off the pursuing rivals up for another three laps. By the time the Ferrari of Jacky Ickx could pass Stewart on lap 17, Cevert's lead was 5.7 seconds. It was a lead Cevert wasn’t to relinquish, despite further challenges. At half distance, Cevert started to struggle with the same understeer issues that had plagued his teammate much earlier. By lap 43, Ickx had just set the fastest lap of the race and reduced the gap to just 2.2 seconds but, just as the pressure on Cevert was increasing, the Ferrari’s alternator fell apart, spilling oil on the track. Ickx had to yield, eventually retiring ten laps later. Denny Hulme in third hit the patch of oil and spun into the barrier bending his front suspension, prematurely ending his own race. Cevert’s lead was now over half a minute, despite a brush with the same guardrail that Hulme had crashed into, but it seemed luck was on young racer’s side and he reached the chequered flag to claim his first Grand Prix victory and the prize of $50,000. Cevert covered the 3,377 mile (5.435km), 59 lap race in 1 hour, 43 minutes and 51.99 seconds in an average speed of 115.092mph (185.227 km\/h). It would be Cevert's first and only Grand Prix victory.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted utilising our own CAD data created by scanning the original 002 chassis in every detail, with the assistance of the Tyrrell family. The resulting prototype has undergone strict scrutiny to ensure complete accuracy.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Tyrrell 002 is limited to 99 pieces at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40408967807058,"sku":"M5640-002","price":0.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M5640-002-sn1_8_-HeroImage.jpg?v=1682500359"},{"product_id":"porsche-911-rsr-brumos-1973-1-18-scale","title":"Porsche 911 RSR 2.8 - 1973 Daytona Winner - Haywood \u0026 Gregg","description":"\u003cul\u003e\n\u003cli\u003eBased on chassis 911.360.0328 as raced to victory by Hurley Haywood and Peter Gregg in the 24 Hours of Daytona at the Daytona International Speedway on February 3rd and 4th 1973\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 22 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original CAD designs developed from a scan of an original car\u003c\/li\u003e\n\u003cli\u003eOriginal archive drawings and material specifications supplied by the Porsche Museum\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eWhile the 911 2.4S had great success in the newly launched European GT Championship of 1972, in the face of increasingly strong competition from Ferrari and DeTomaso, Porsche made the decision to develop a new car for the following year to maintain its dominance in long-distance GT racing. The goal was to race in 2,500-3,000cc Group 4 GT class, necessitating the German marque to develop a new engine with more power to compete. 500 identical 911 specials were required for Group 4 homologation so, to meet this, Porsche produced the 2.7 litre Carrera RS.\u003c\/p\u003e\n\u003cp\u003eWith wide wheel arches, a unique ducktail spoiler, and a highly tuned flat-six engine, the Carrera 2.7 RS was absolutely brilliant to drive. At the time, the 2.7 litre power unit was the largest engine available on a Porsche and was good for 210 bhp at 6300 rpm. But, whilst the 2.7 RS was a great road car, Porsche wanted to go racing, so they used it as a platform to develop an all-out racing model, the 2.8 litre RSR (Renn Sport Rennen). These were not simply converted street cars, they were developed strictly for competition use, and were designed and built from the ground up for serious racing use, incorporating every conceivable improvement allowed by the FIA rule book.\u003c\/p\u003e\n\u003cp\u003eOf the 1,580 RS cars built, 55 became the RSR 2.8 race cars, their body shells taken from the production line even before the engines and transmissions had been fitted and moved them to Porsche’s racing shop ‘Werk 1’ for a complete re-engineering exercise. Massive fender flares, a lower suspension, central oil-cooler air intake, and ultra-wide Fuchs wheels were added, giving the car a much more aggressive look, whilst the brakes were based on components used in the successful 917. Weight-saving was a major focus, to the point that all the rubber was removed from the suspension joints and the cockpit was bare, and Porsche was able to cut almost 80kg (176lbs) from the already light standard RS Lightweight, despite also strengthening the chassis. At the heart of the RSR was its enlarged race engine. Porsche’s goal was to get as close as they could to the three-litre class limit engine size, and the engineers’ efforts generated an increase from the 210 bhp of the RS to over 300 bhp, allowing the RSR to sprint from 0-62mph (0-100km\/h) in just four seconds. These purpose-built race cars were not cheap, however. Porsche listed them at 59,000 Deutschmarks, which was essentially another Porsche more expensive than the standard road-going 2.7 RS. The 55 examples were mostly most sold to private racing teams.\u003c\/p\u003e\n\u003cp\u003eThe RSR stood as the lightest, fastest, most powerful and most agile 911 ever to enter GT racing, and the model immediately proved its worth, winning the first round of the 1973 Work Championship for Makes. It then followed up by capturing wins at the 24 Hours of Daytona, 12 Hours of Sebring and Targa Florio. The RSR claimed three international and seven national championships in 1973 alone, including six of nine rounds in the European GT Championship. The Porsche 911 RSR 2.8’s phenomenal record began a true and enduring legend in GT endurance racing.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model is a perfect recreation of the 1973 Porsche 911 RSR 2.8 chassis 911.360.0328 as raced to victory by Hurley Haywood and Peter Gregg in the 24 Hours of Daytona at the Daytona International Speedway on February 3rd and 4th 1973. The Brumos Racing #59, and its sister car, the Penske Racing #6, were effectively prototypes, the first 911 RS bodies underpinned by an experimental RSR engine, gearbox and suspension being tested by Singer and Porsche before rolling it out to the rest of the teams. The car was not yet homologated by the FIA and so ran in the prototype class, with no expectation to emerge victorious against their dedicated single-seater rivals. In fact, the priority from the management was not to damage the cars, to ensure proper analysis and testing after the race.\u003c\/p\u003e\n\u003cp\u003eDespite this, the car was quick and, more importantly, incredibly reliable. In fact, the #59 spent only 24 minutes in the pits across the entire 24 hours of competition, a sheer testament to its robustness and the hardiness of its driver pairing. As one by one, their rivals fell, including the #6 Penske sister car which retired 405 laps in after a flywheel came undone, the #59 pressed on. A scare occurred when the car hit a seagull down the main straight but, through clever use of the team’s new radio communications, Haywood was instructed to stay out while the engineers sourced a replacement windscreen, one that was eventually found on a 911 in the car park. From there on, it was smoother sailing and Haywood and Gregg clinched their first victory at Daytona, 32 laps ahead of the nearest competition. Gregg would later be the second man to achieve four wins at Daytona, whilst Haywood would become the first taste victory there five times, a record still standing today.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops using archive imagery, detailed colour and material specifications supplied with the assistance of Porsche AG and the Porsche Museum. Furthermore, it has undergone detailed scrutiny by both engineering and design teams at Porsche to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40723662241874,"sku":"M5913","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Edit_0001_DSCF2316.jpg?v=1711622886"},{"product_id":"porsche-917k-1971-daytona-weathered","title":"Porsche 917 KH - 1971 Daytona Winner - Rodríguez \u0026 Oliver - Race Weathered","description":"\u003cli\u003eLimited to just 10 pieces\u003c\/li\u003e\n\u003cli\u003ePrecisely replicated as raced to victory by Pedro Rodríguez and Jackie Oliver at the 24 Hours of Daytona on the 30th and 31st of January 1971\u003c\/li\u003e\n\u003cli\u003eWeathering details precisely applied by artisans in Bristol using archival imagery\u003c\/li\u003e\n\u003cli\u003eModel accompanied by an archive quality print of the car mid-race\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 51 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build and weather each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of an original 917 and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003cp\u003e\u003cstrong\u003eWe are thrilled to offer a special edition of ten race weathered Porsche 917Ks, as raced to victory by Pedro Rodríguez and Jackie Oliver at the 24 Hours of Daytona on the 30th and 31st of January 1971. This unique edition of only ten models has been meticulously hand-painted and detailed by our master model makers to show every detail of the race dirt and damage as the car drove to victory. Each of the ten models will be accompanied by an archive quality Giclée print of the car mid-race, selected by the curator at Motorsport Images.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans'.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917K is based on the #2 car driven to victory by Pedro Rodríguez and Jackie Oliver in the 24 Hours of Daytona at Daytona International Speedway on 31st January 1971. No works teams entered this year, though the four cars entered by the John Wyer and Martini International teams were supported directly by Porsche, meaning a host of privately entered Ferrari 512s lined up to compete against the 1970-dominating 917 for the race. Rodríguez and Oliver lined up second on the grid, behind Mark Donohue and David Hobbs in the Penske-White Ferrari 512M.\u003c\/p\u003e\n\u003cp\u003eThe Donohue\/Hobbs car held their lead for the early stages of the race, before starting to experience mechanical difficulties. In the meantime, the #2 Porsche was running smoothly and, once it had seized the lead, they extended it consistently for the vast majority of the race. With just three hours remaining, the 917 was a phenomenal 213 miles ahead of the second place NART Ferrari 512S of Tony Adamowicz and Ronnie Bucknum. However, disaster struck with the car’s transmission giving up, forcing Oliver to coast off the high banks and down to the Porsche pit with the gearbox stuck in top gear. Under normal circumstances this would be a simple repair since they had plenty of time, however, a rules change by the FIA now prevented this, leaving very little time to rebuild the transmission. The team mechanics performed a feat of miracle engineering, and the car returned to the track just 92 minutes later in the hands of Rodriguez. The Mexican emerged second with under two hours to go, behind the Adamowicz\/Bucknum Ferrari and with the recovering Dononue\/Hobbs Ferrari coming up fast behind. Only 33 minutes later, Rodriguez passed the lead Ferrari to recapture the lead, though a brief rain shower shortly after forced the Porsche into the pits twice, first for wet tyres and then back onto the slicks as the track quickly dried. The Adamowicz\/Bucknum Ferrari stayed out on track as the Porsche pitted, retaking the lead while the #2 was stationary. Once back on the track with new slicks, Rodriguez chased down his rival, beating the Ferrari to the chequered flag by just over a lap, recording the closest ever finish at a Daytona 24 Hours race at that time, after travelling over 2620 miles (4218km) at an average speed of 109.2mph (175.7km\/h). The duo’s victory would contribute to Porsche’s maximum points haul in the season’s World Sportscar Championship, dominantly winning both the International Championship for Makes and International Cup for GT Cars for the third successive year.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Porsche 917K Daytona 1970 Race Weathered Edition is limited to just 10 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003ch3\u003eHandling Race Weathered Models\u003c\/h3\u003e\n\u003cp\u003ePlease note that Amalgam’s weathered models are incredibly fragile and require careful handling. We recommend you keep handling to a minimum to avoid removing the weathered effects from the model. When handling the model, please adhere to the instructions included with the product when purchased.\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" data-mce-style=\"color: #ff2a00;\" data-mce-href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: rgb(255, 42, 0);\" data-mce-style=\"color: rgb(255, 42, 0);\"\u003e\u003ca style=\"color: rgb(255, 42, 0);\" title=\"Link to Porsche 917K Collection\" href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" target=\"_blank\" data-mce-href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" data-mce-style=\"color: rgb(255, 42, 0);\"\u003e\u003cspan data-mce-style=\"color: #ff2a00;\"\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41031960330322,"sku":"M5288-D71-RWV","price":20995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Porsche9171.8ScaleWeathered-Front3.4.jpg?v=1717497036"},{"product_id":"porsche-917k-1971-daytona","title":"Porsche 917 KH - 1971 Daytona Winner - Rodríguez \u0026 Oliver","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 199 pieces\u003c\/li\u003e\n\u003cli\u003ePrecisely replicated as raced to victory by Pedro Rodríguez and Jackie Oliver at the 24 Hours of Daytona on the 30th and 31st of January 1971\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 51 cms\/ 20 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBase model built using a digital scan of an original 917 and paint codes supplied by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans'.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Porsche 917K is based on the #2 car driven to victory by Pedro Rodríguez and Jackie Oliver in the 24 Hours of Daytona at Daytona International Speedway on 31st January 1971. No works teams entered this year, though the four cars entered by the John Wyer and Martini International teams were supported directly by Porsche, meaning a host of privately entered Ferrari 512s lined up to compete against the 1970-dominating 917 for the race. Rodríguez and Oliver lined up second on the grid, behind Mark Donohue and David Hobbs in the Penske-White Ferrari 512M.\u003c\/p\u003e\n\u003cp\u003eThe Donohue\/Hobbs car held their lead for the early stages of the race, before starting to experience mechanical difficulties. In the meantime, the #2 Porsche was running smoothly and, once it had seized the lead, they extended it consistently for the vast majority of the race. With just three hours remaining, the 917 was a phenomenal 213 miles ahead of the second place NART Ferrari 512S of Tony Adamowicz and Ronnie Bucknum. However, disaster struck with the car’s transmission giving up, forcing Oliver to coast off the high banks and down to the Porsche pit with the gearbox stuck in top gear. Under normal circumstances this would be a simple repair since they had plenty of time, however, a rules change by the FIA now prevented this, leaving very little time to rebuild the transmission. The team mechanics performed a feat of miracle engineering, and the car returned to the track just 92 minutes later in the hands of Rodriguez. The Mexican emerged second with under two hours to go, behind the Adamowicz\/Bucknum Ferrari and with the recovering Dononue\/Hobbs Ferrari coming up fast behind. Only 33 minutes later, Rodriguez passed the lead Ferrari to recapture the lead, though a brief rain shower shortly after forced the Porsche into the pits twice, first for wet tyres and then back onto the slicks as the track quickly dried. The Adamowicz\/Bucknum Ferrari stayed out on track as the Porsche pitted, retaking the lead while the #2 was stationary. Once back on the track with new slicks, Rodriguez chased down his rival, beating the Ferrari to the chequered flag by just over a lap, recording the closest ever finish at a Daytona 24 Hours race at that time, after travelling over 2620 miles (4218km) at an average speed of 109.2mph (175.7km\/h). The duo’s victory would contribute to Porsche’s maximum points haul in the season’s World Sportscar Championship, dominantly winning both the International Championship for Makes and International Cup for GT Cars for the third successive year.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Porsche 917K Daytona 1971 Winner is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" style=\"color: #ff2a00;\"\u003eView Display Cabinets for this model \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis model is just one of several 1:8 and 1:8 scales in the Porsche 917 Collection.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: rgb(255, 42, 0);\"\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/collections\/porsche-917-collection\" title=\"Link to Porsche 917K Collection\" style=\"color: rgb(255, 42, 0);\" target=\"_blank\"\u003e\u003cspan\u003e\u003cstrong\u003eDiscover the Porsche 917 Collection \u0026gt;\u003c\/strong\u003e\u003c\/span\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41033917136978,"sku":"M5288-D71","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Heroimage-Centerededit.jpg?v=1721736428"},{"product_id":"porsche-911-rsr-1973-daytona-race-weathered","title":"Porsche 911 RSR 2.8 - 1973 Daytona Winner - Haywood \u0026 Gregg - Race Weathered","description":"\u003cul\u003e\n\u003cli\u003eLimited edition of just 100 models\u003c\/li\u003e\n\u003cli\u003eBased on chassis 911.360.0328 as raced to victory by Hurley Haywood and Peter Gregg in the 24 Hours of Daytona at the Daytona International Speedway on February 3rd and 4th 1973\u003c\/li\u003e\n\u003cli\u003eModel accompanied by an archive quality print of the car in the pit lane as the replacement windscreen was fitted\u003c\/li\u003e\n\u003cli\u003eWeathering details precisely applied by artisans in Bristol using archival imagery\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 22 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original CAD designs developed from a scan of an original car\u003c\/li\u003e\n\u003cli\u003eOriginal archive drawings and material specifications supplied by the Porsche Museum\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eWe are delighted to reveal the next in a series of race weathered models at 1:18 scale: the Porsche 911 RSR. This meticulously patinated model of the 911 RSR is limited to just 100 pieces, each hand-painted and detailed by our artisans in Bristol replicating precisely the damage caused by a bird strike that forced a change of windscreen towards the end of the race, as well as the race dirt that adorned the car at the end of the 1973 24 Hours of Daytona. The artistry applied to these 100 models exemplifies our commitment to creating beautiful hand-made pieces which fully capture both the spirit and precise appearance of iconic race cars.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eThe base model was developed in collaboration with Porsche using data from a digital scan of the real car. The prototype model was then thoroughly scrutinised by Porsche Classic to ensure complete accuracy of representation. The weathering details are precisely applied by our artisans using archival imagery to ensure the completed model is a perfect replica of the real car as it finished the race in 1973. Each model is accompanied by an archive quality Giclée print of the car in the pit lane as the replacement windscreen was fitted, with Hurley Haywood still at the wheel, selected by Amalgam from the Motorsport Images collection.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eWhile the 911 2.4S had great success in the newly launched European GT Championship of 1972, in the face of increasingly strong competition from Ferrari and DeTomaso, Porsche made the decision to develop a new car for the following year to maintain its dominance in long-distance GT racing. The goal was to race in 2,500-3,000cc Group 4 GT class, necessitating the German marque to develop a new engine with more power to compete. 500 identical 911 specials were required for Group 4 homologation so, to meet this, Porsche produced the 2.7 litre Carrera RS.\u003c\/p\u003e\n\u003cp\u003eWith wide wheel arches, a unique ducktail spoiler, and a highly tuned flat-six engine, the Carrera 2.7 RS was absolutely brilliant to drive. At the time, the 2.7 litre power unit was the largest engine available on a Porsche and was good for 210 bhp at 6300 rpm. But, whilst the 2.7 RS was a great road car, Porsche wanted to go racing, so they used it as a platform to develop an all-out racing model, the 2.8 litre RSR (Renn Sport Rennen). These were not simply converted street cars, they were developed strictly for competition use, and were designed and built from the ground up for serious racing use, incorporating every conceivable improvement allowed by the FIA rule book.\u003c\/p\u003e\n\u003cp\u003eOf the 1,580 RS cars built, 55 became the RSR 2.8 race cars, their body shells taken from the production line even before the engines and transmissions had been fitted and moved them to Porsche’s racing shop ‘Werk 1’ for a complete re-engineering exercise. Massive fender flares, a lower suspension, central oil-cooler air intake, and ultra-wide Fuchs wheels were added, giving the car a much more aggressive look, whilst the brakes were based on components used in the successful 917. Weight-saving was a major focus, to the point that all the rubber was removed from the suspension joints and the cockpit was bare, and Porsche was able to cut almost 80kg (176lbs) from the already light standard RS Lightweight, despite also strengthening the chassis. At the heart of the RSR was its enlarged race engine. Porsche’s goal was to get as close as they could to the three-litre class limit engine size, and the engineers’ efforts generated an increase from the 210 bhp of the RS to over 300 bhp, allowing the RSR to sprint from 0-62mph (0-100km\/h) in just four seconds. These purpose-built race cars were not cheap, however. Porsche listed them at 59,000 Deutschmarks, which was essentially another Porsche more expensive than the standard road-going 2.7 RS. The 55 examples were mostly most sold to private racing teams.\u003c\/p\u003e\n\u003cp\u003eThe RSR stood as the lightest, fastest, most powerful and most agile 911 ever to enter GT racing, and the model immediately proved its worth, winning the first round of the 1973 Work Championship for Makes. It then followed up by capturing wins at the 24 Hours of Daytona, 12 Hours of Sebring and Targa Florio. The RSR claimed three international and seven national championships in 1973 alone, including six of nine rounds in the European GT Championship. The Porsche 911 RSR 2.8’s phenomenal record began a true and enduring legend in GT endurance racing.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model is a perfect recreation of the 1973 Porsche 911 RSR 2.8 chassis 911.360.0328 as raced to victory by Hurley Haywood and Peter Gregg in the 24 Hours of Daytona at the Daytona International Speedway on February 3rd and 4th 1973. The Brumos Racing #59, and its sister car, the Penske Racing #6, were effectively prototypes, the first 911 RS bodies underpinned by an experimental RSR engine, gearbox and suspension being tested by Singer and Porsche before rolling it out to the rest of the teams. The car was not yet homologated by the FIA and so ran in the prototype class, with no expectation to emerge victorious against their dedicated single-seater rivals. In fact, the priority from the management was not to damage the cars, to ensure proper analysis and testing after the race.\u003c\/p\u003e\n\u003cp\u003eDespite this, the car was quick and, more importantly, incredibly reliable. In fact, the #59 spent only 24 minutes in the pits across the entire 24 hours of competition, a sheer testament to its robustness and the hardiness of its driver pairing. As one by one, their rivals fell, including the #6 Penske sister car which retired 405 laps in after a flywheel came undone, the #59 pressed on. A scare occurred when the car hit a seagull down the main straight but, through clever use of the team’s new radio communications, Haywood was instructed to stay out while the engineers sourced a replacement windscreen, one that was eventually found on a 911 in the car park. From there on, it was smoother sailing and Haywood and Gregg clinched their first victory at Daytona, 32 laps ahead of the nearest competition. Gregg would later be the second man to achieve four wins at Daytona, whilst Haywood would become the first taste victory there five times, a record still standing today.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops using archive imagery, detailed colour and material specifications supplied with the assistance of Porsche AG and the Porsche Museum. Furthermore, it has undergone detailed scrutiny by both engineering and design teams at Porsche to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Race Weathered edition of the Porsche 911 RSR Brumos is limited to just 100 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e\n\u003ch3\u003eHandling Race Weathered Models\u003c\/h3\u003e\n\u003cp\u003ePlease note that Amalgam’s weathered models are incredibly fragile and require careful handling. We recommend you keep handling to a minimum to avoid removing the weathered effects from the model. When handling the model, please adhere to any instructions included with the product when purchased. The brush featured in the gallery is included purely for demonstrating the scale of the model. We do not advise any cleaning of our weathered models as this may remove some of the weathering applications.\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41094407028818,"sku":"M5913-RWV","price":1715.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Porsche911RSR1.8ScaleWeathered-BLACKBG-Front3.4.jpg?v=1734715915"},{"product_id":"mclaren-m23d-1976-japan-1-18-scale","title":"McLaren M23D - 1976 Japanese Grand Prix - James Hunt - Third Place","description":"\u003cul\u003e\n\u003cli\u003eAs raced by James Hunt to third position at the Japanese Grand Prix at the Fuji Speedway on the 24th of October 1976\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-teams=\"true\"\u003eCreated in collaboration with McLaren Racing and The Estate of James Hunt\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 22 cms\/8 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using reworked CAD designs, paint codes and material specifications provided by McLaren Racing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eA development of the McLaren M16 Indianapolis 500 car, the McLaren M23 was introduced in its first form as a Formula One contender in 1973 and would remain competitive until McLaren replaced it in 1977. Housing a Ford Cosworth DFV engine, which was prepared by specialist tuning company Nicholson-McLaren Engines, the M23 was capable of around 490 brake horsepower. The 1975 season saw further development for the M23, including the edition of a six-speed gearbox, which was a real novelty in this era of Formula One. Other developments included various bodywork updates, including aerodynamic kick-ups in front of the rear wheels, refreshed nose profiles and extended bodywork in front of the rear wheels that housed the oil coolers.\u003c\/p\u003e\n\u003cp\u003eThis 1:18 scale model is based on the fourth and final iteration of the M23 used in 1973, the M23D. The car was to be driven by 1974 World Champion Emerson Fittipaldi and German driver Jochen Mass, until Fittipaldi left McLaren and joined his brother's Copersucar-Fittipaldi outfit. The team management signed British racer James Hunt, who had performed well for Hesketh Racing but some doubted whether he could sustain his performances long enough to challenge 1975 champions Ferrari and Niki Lauda. It transpired to be one of the most extraordinarily dramatic and political seasons in Formula One history.\u003c\/p\u003e\n\u003cp\u003eLauda continued his Championship winning form in the early races of 1976 and by mid-season was favourite for a second title. James Hunt, however, remained a constant thorn in Ferrari’s side. Suffering with poor reliability, Hunt retired from four of the first six races of the season, though his return from the other two was hugely impressive: a win in Spain and a second place in South Africa. The first controversy of the season came in Spain, where, after ending Ferrari’s run of five straight wins, Hunt was disqualified from first place after his M23D’s tyres were found to be too wide, giving the race to Lauda. McLaren appealed, saying this was due to the expansion of the tyres during the race, and two months later, the decision was overturned and Hunt reinstated. This injustice would only spur Hunt and McLaren on and intensify the media scrutiny of his developing rivalry with Lauda. Reliability improved and Hunt claimed two points in Sweden before claiming victory in the French GP. Further victory would seemingly follow at his home Grand Prix at Brands Hatch, but Hunt was disqualified after driving on an access road whilst returning to the pits following a first lap pile-up. Contentiously, the appeal had come from Ferrari. In the next race at the Nürburgring, Lauda crashed heavily at Bergwerk and his car burst into flames. Severely injured and badly burned, he was given the last rites in hospital. But Lauda staged a miraculous recovery, and although badly scarred, he was racing again within five weeks at the Italian GP. Hunt had closed the gap by the time of Lauda’s return with victories in Germany and the Netherlands. Despite retiring at Monza, Hunt would win in Canada and the USA to set up a grandstand finale to the season, being just three points behind before the last round in Japan. In appallingly wet and dangerous conditions Lauda withdrew, whilst Hunt would claim the final podium place, earning four points and claiming the World Championship of Drivers title at the very last.\u003c\/p\u003e\n\u003cp\u003eOverall, the M23D earned McLaren six race wins and four further podiums, scoring 74 points and earning a Drivers’ Championship title.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the McLaren M23D is based on the car that James Hunt raced to third position at the final race of the 1976 season at the Fuji Speedway in Japan, securing the Drivers’ Championship title. This was no mean feat, particularly given the fact that by this time the M23 was a three-year-old car, up against the might of reigning champions Niki Lauda and Ferrari.\u003c\/p\u003e\n\u003cp\u003eHunt qualified in second, but Lauda was right behind in third, setting up the race perfectly. On race day, in torrential conditions and with the whole world watching, Hunt started well and took the lead. At the end of the second lap, Lauda came into the pits and withdrew, saying that the conditions were too dangerous. At the front, Hunt was leading but was soon challenged by the March of Vittorio Brambilla until the Italian spun out of contention. Hunt began to suffer from tyre wear and was passed by Mario Andretti’s Lotus and Patrick Depailler in a Tyrrell with 11 laps left. Hunt was still in a strong position as this was enough to secure the title but then misfortune struck, as a front-left tyre puncture forced him into the pits. Hunt returned in fifth, with two laps left, requiring fourth place to secure his maiden title. He passed the Surtees of Alan Jones and Lauda’s Ferrari teammate Clay Regazzoni to finish in third position. Even then, Hunt thought he has lost the title in the confusing final laps, only to learn that he had finished third – enough to become the 1976 World Champion.\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-teams=\"true\"\u003eT\u003c\/span\u003ehis model has been handcrafted and assembled in our workshops using detailed colour and material specifications supplied directly from the McLaren Racing, and our own CAD data created through digital scanning of an original car. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41303681040466,"sku":"M6349-SC1","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6349-MarketingShoot_3.jpg?v=1782213655"},{"product_id":"ferrari-312t-teapot","title":"Ferrari 312T \"Teapot\" (1975) - Lauda","description":"\u003cli\u003eLimited Edition model\u003c\/li\u003e\n\u003cli\u003eAs raced by Niki Lauda in the 1975 Formula 1 Season\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 23 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 3000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 300 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original CAD designs, paint codes and material specifications from Scuderia Ferrari\u003c\/li\u003e\n\u003cp\u003e\u003cstrong\u003eWe are pleased to reveal that we will be developing Niki Lauda’s 1975 FIA Formula 1 World Championship winning 312 T at 1:8 scale. Famed for its absurdly proportioned teapot airbox, the 312 T, Lauda and teammate Clay Regazzoni took six victories on the way to claiming both titles to bring Ferrari its first success in a decade. We are still in the very early stages of this development, and currently working to gain access to scan one of the original cars for the utmost accuracy. We don’t expect to produce a complete prototype until at least 2026.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e[Model Information Incoming]\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Ferrari 312T \"Teapot\", as raced by Niki Lauda in the 1975 Formula 1 Season, has been handcrafted and finished in our workshops with the co-operation and assistance of Scuderia Ferrari regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41303692705874,"sku":"M6351-SC1","price":18495.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Ferrari312T_Teapot_WikimediaCommonswebsite_V2-WebEdit.jpg?v=1734433258"},{"product_id":"ferrari-312-t2-1-18-scale","title":"Ferrari 312 T2 (1976) - Niki Lauda","description":"\u003cul\u003e\n\u003cli\u003eAs raced by Niki Lauda in the 1976 Formula 1 Season\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 24 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using reworked CAD designs, paint codes and material specifications provided by Scuderia Ferrari\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe second iteration of the hugely successful 312 T chassis, the 312 T2 was Scuderia Ferrari’s entry for the majority of the 1976 FIA Formula 1 World Championship season. Piloted by reigning World Champion Niki Lauda, Swiss racer Clay Regazzoni and for a single race at the Italian Grand Prix, Argentine Carlos Reutemann, the 312 T2 played a large role in one of the most legendary duels in Formula 1 history: Lauda versus James Hunt.\u003c\/p\u003e\n\u003cp\u003eDue to changes to the aerodynamic rules for the 1976 season, the T2 was practically a brand-new car. Periscope air intakes were banned, limiting the overall height of the car. This meant that new ducts had to be designed, running from the front part of the cockpit to channel air to the two rows of carburettors over the cylinder heads. Other lower ducts sent cooling air to the radiators. The previous year’s suspension was recycled, but the car was now lighter thanks to a new chassis structure, despite a 42mm longer wheelbase.\u003c\/p\u003e\n\u003cp\u003eThe 312 T2 replaced its predecessor after three races of the season, all of which Ferrari had won, at the 1976 Spanish Grand Prix. Its debut race saw Lauda beaten by title rival James Hunt, though Hunt was then disqualified in post-race scrutineering. Order was restored two weeks later in Belgium, as a Lauda and Regazzoni took a dominant 1-2 success after qualifying the fastest. Lauda continued his form in Monaco, scoring another pole position and taking victory, whilst Regazzoni crashed out from third after hitting a patch of oil laid down by Hunt’s retired McLaren-Ford. Going into the next race in Sweden, Lauda had already scored more than three times the points of his teammate, who sat second in the Championships standings. Lauda would go on to claim third in Anderstorp, whilst Regazzoni took the final points place in sixth. Ferrari’s worst performance of the season came at race eight in France, both cars retiring due to faults with the usually reliable power units. The team bounced back into contention at the British Grand Prix, after a chaotic start. Regazzoni was quick off the line and, in his attempt to take the race lead from Lauda, made contact with his teammate, breaking the rear wheel on the Austrian’s car and causing damage to Hunt and Jacques Laffite behind. The race was red flagged with debris all over the track. After the restart, Hunt would eventually overtake Lauda for the win after the Ferrari driver suffered gearbox issues halfway through the race. The most infamous event of the season, race ten came at the Nürburgring. After a poor start and an early pit stop for slick tyres in the drying conditions, Lauda was pushing hard to make up for lost time. Just after the fast left kink before the Bergwerk right hand curve, his car snapped to the right and spun through the fencing into an earth bank, bouncing back onto the track enveloped in flames. The three drivers immediately following Lauda, Guy Edwards, Harald Ertl and Brett Lunger (the latter two also crashed into Lauda’s stricken car), stopped to help free the Austrian from the blazing wreck. Lauda had suffered serious burns and was rushed by helicopter to the Bundeswehr hospital in Koblenz before being flown to Germany’s most sophisticated burn ward, where he fought for his life for the next few days.\u003c\/p\u003e\n\u003cp\u003eRemarkably, just six weeks later, Lauda returned at the Italian Grand Prix. In the meantime, Hunt had gained ground in the Drivers’ Championship, reducing Lauda’s lead to two, thanks to a points finish in Austria and victory in the Netherlands. Hunt was also reinstated as the Spanish Grand Prix winner on McLaren’s appeal, with Ferrari boycotting the Austrian Grand Prix in response to this. Regazzoni had scored a second place behind Hunt in the Netherlands, his six points being the difference between Ferrari and McLaren-Ford in the Constructors’ Championship. Lauda’s reappearance was such a surprise that Ferrari would race three cars at Monza, as Lauda’s now redundant replacement Carlos Reutemann also entered. Lauda would score points in fourth position, with Regazzoni second again, whilst Hunt would fail to finish, spinning into the gravel trap on lap 12. Hunt proved the victor in the next race in Canada, though gained no points overall after eventually being disqualified from the British Grand Prix for illegal assistance by his pit crew; the FIA overturning the original decision and giving the victory to Lauda after an appeal by Ferrari. Lauda failed to score in Canada and yet left Ontario with an extended advantage of eight points. Regazzoni finished sixth gaining the team another point, extending the Scuderia’s advantage in the Constructors’ title to sixteen points. The penultimate race, the United States Grand Prix East, saw Hunt take victory after an intense battle with Tyrrell-Ford’s Jody Scheckter. Lauda struggled, suffering with oversteer on hard tires in the cold, but still claimed the final podium position after starting fifth. Lauda’s points secured the Manufacturer’s Championship for Ferrari with one race to go.\u003c\/p\u003e\n\u003cp\u003eThat concluding race was at the Fuji Speedway in Japan. Lauda had a three-point advantage heading into the final weekend. In qualifying, Hunt took second, missing pole by 0.03 seconds, but Lauda was right behind in third. Race day came, and the rain was torrential, the track full of water as a result, with fog hanging in the air. The organisers decided the race would still run, despite vocal disagreement from a number of drivers. Hunt started well, taking the lead into the first corner. At the end of the second lap came the first twist, Lauda pulling into the pits to withdraw, saying that the conditions were too dangerous. This left his title hopes firmly in the hands of Hunt, who seemed set for an easy win. However, with the track drying, he began losing positions due to the worn tyres on his McLaren. A front left tyre blow-out late in the race looked as if it had handed the advantage back to Lauda, as Hunt limped back to the pits. He returned to the track in fifth, with two laps left but on fresh rubber, requiring fourth place to secure his maiden title. He passed the Surtees of Alan Jones and Regazzoni to finish in third position, taking the title away from Lauda at the very last by just a single point. Undeterred, Lauda would go on to win the 1977 Drivers Championship in the Ferrari 312 T2B, an up-rated version of the 312 T2.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari 312 T2 earned three wins, six further podiums, three pole positions and five fastest laps in twelve races, helping Ferrari win the International Cup for Formula 1 Manufacturers in 1976.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Ferrari 312 T2, as raced by Niki Lauda in the 1976 Formula 1 Season, has been handcrafted and finished in our workshops with the co-operation and assistance of Scuderia Ferrari regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41303696867410,"sku":"M6353-SC1","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/EDIT_0011_M6353-SC1-EmotionalShootImages_46.jpg?v=1785834936"},{"product_id":"porsche-917k-1970-le-mans-1-18","title":"Porsche 917 KH - 1970 Le Mans Winner - Herrman \u0026 Attwood","description":"\u003cul\u003e\n\u003cli\u003eBased on the #23 car as raced to victory by Hans Herrman and Richard Attwood in the 24 Hours of Le Mans on the 13th and 14th of June 1970\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:18 scale model, over 26 cms\/10 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using extraordinarily precise digital data, after from scanning an original car\u003c\/li\u003e\n\u003cli\u003ePaint codes, material specifications and archive imagery provided by Porsche\u003c\/li\u003e\n\u003cli\u003eOfficially licensed 24 Hours of Le Mans product\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eArguably one of the most iconic race cars in the history of motorsport, the Porsche 917’s conception stemmed from an unexpected change to Commission Sportive Internationale, then the independent competition arm of the FIA, sanctioning rules. After the 1967 race season, it was announced that all future prototype engines would be limited to 3.0 litres, in order to reduce the speeds generated at the fast endurance tracks, whilst also enticing manufacturers who were already building three-litre Formula One engines into endurance racing. Well aware that few manufacturers were up to the challenge immediately, the CSI also announced a new Group 4 sports car series, which allowed engine displacements of up to 5.0 litres, but required at least 25 units be produced for homologation. Porsche, already hard at work polishing its 3.0-litre race car, the 908, stunned the world when it unveiled a second prototype race car aimed at the Group 4 category: the 917. Despite the FIA’s doubts, Porsche presented the FIA with 25 units just three weeks after the 917’s debut at the Geneva Motor Show in March of 1969.\u003c\/p\u003e\n\u003cp\u003ePowering the early 917 was a 4.5-litre Flat-12 engine, designed by the noted Porsche engineer Hanz Mezger. To curtail development costs, the engine borrowed heavily from its 3.0-litre counterpart found in the Porsche 908. The 1969 race engines produced 580 bhp and 376 lb-ft of torque. Later models had the option to run larger-displacement engines of 4.9, 5.0 and eventually 5.4 litres, each providing a corresponding bump in performance. The Flat-12 would go on to become the 917’s most defining trait.\u003c\/p\u003e\n\u003cp\u003eWhile the engine was an immediate success, the car’s body and aerodynamics were anything but. Early tests were worrisome. The car wandered heavily under braking and was diabolical in high-speed turns. None of the regular Porsche drivers wanted to race it. But the engineers at Porsche soldiered on, eventually adding wider rear wheels and a few other changes that made the 917 into a more controllable machine. Short and long-tail versions of the car were developed, but while the 917 long-tail is a thing of beauty, the shape made famous by a flurry of victories is the short version, better known as the 917K, for “Kurtz.”\u003c\/p\u003e\n\u003cp\u003eThe 917K did not have to wait long for success. On its public debut at the 1970 Daytona 24 Hours, John Wyer's Gulf-sponsored team finished 1-2 in the race, with the winning car breaking the distance record by 190 miles. This victory effectively began the 917K's domination of the World Sportscar Championship for the next two seasons. Porsche’s first overall victory at the 24 Hours of Le Mans soon followed, a momentous occasion for the German marque, but only one of many more to follow. Triumphs that year came quickly and resoundingly and, in total, the 917K’s first full year of competition would bring seven major victories. 1971 was no different, with six major victories topped by another overall win at Le Mans. Later that year, development of the Can-Am version would start, a car so dominant that the series lost popularity in the United States, never to return.\u003c\/p\u003e\n\u003cp\u003eToday, the 917K is revered as one of the most iconic race cars of all time. It was the car that brought Porsche its first overall victory at the world’s most gruelling race, and the car that would go on to set one of the most impressive records of dominance in prototype racing series the world has ever seen. If its racing achievements alone were not enough, the car would go on to be immortalized on the big screen by Steve McQueen in the film ‘Le Mans’.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Porsche 917K is based on the #23 car driven to victory by German veteran driver Hans Herrman and British racer Richard Attwood at the 24 Hours of Le Mans in 1970. Heavy rain produced a race of attrition in which only seven cars were classified as finishers, out of the 57 who began the race. Porsche's dominance was all encompassing, with a car on each step of the podium as well as taking every class win. Victory was intensely sweet for Herrman on his thirteenth attempt, particularly after missing out on victory in the previous year by just 120 metres.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Porsche regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41303733928018,"sku":"M6016","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6016emotionalphoto_45.jpg?v=1752252891"},{"product_id":"ferrari-312-t4-1979-us-east-grand-prix-villeneuve-weathered","title":"Ferrari 312 T4 - 1979 US East Grand Prix Winner - Villeneuve - Race Weathered with Unique Richard Kelley Prints","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 12 pieces\u003c\/li\u003e\n\u003cli\u003eAccompanied by four A2 archival-grade prints of iconic photographs captured by renowned Formula 1 photographer Richard Kelley and curated by Melanie Villeneuve\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFurther authenticated and endorsed with a certificate signed by Melanie Villeneuve\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003eAs raced by Gilles Villeneuve in the United States East Grand Prix at Watkins Glen International Raceway on the 7th of October 1979\u003c\/li\u003e\n\u003cli\u003eWeathering details precisely applied by artisans in Bristol using archival imagery\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOver 4500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 450 hours to build and weather each model\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 56 cms\/22 inches long\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eWe are pleased to unveil a new Historic Formula 1 Race Weathered edition, capturing Gilles Villeneuve’s 1979 US Grand Prix East winning #12 Ferrari 312 T4. Limited to just 12 pieces, each example is individually weathered by hand at our Bristol workshop to authentically capture the car as it crossed the chequered flag after Villeneuve’s rain soaked victory. We are also delighted to reveal that each model will be accompanied by a certificate signed by Melanie Villeneuve, along with four A2 archival-grade prints of remarkable photographs captured by renowned Formula 1 photographer Richard Kelley back in the day and carefully curated by Melanie Villeneuve.\u003c\/strong\u003e\u003c\/p\u003e\n\u003ch3\u003eShowcasing Richard Kelley's Unique Prints\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eCapturing the defining moments of Villeneuve’s Ferrari career, the extraordinary photographs shot by Richard Kelley in this unique edition have been carefully curated by Melanie Villeneuve, and evoke the iconic era in which her father raced and the focused spirit of a driver who lived to find the limit. Richard Kelley, the renowned Formula 1 photographer, reflected on one of the most remarkable and unforgettable days of his career, saying:\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\"I will always remember Gilles Villeneuve, alone in his 312 T4, as rain approached and he prepared to win the 1979 United States Grand Prix.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe weather was deteriorating, and as drivers milled about, chewing their fingernails and speaking softly to their engineers, they all had their eyes on the darkening skies. While they waited until the last instant to buckle in, Gilles already sat calmly in his cockpit, belts pulled to near race-tightness; the huge one-piece Ferrari cowling lying next to him on the tarmac.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eAs was common with Formula One cars then, the aluminium “tub” forming the cockpit of his #041 left his feet extending beyond the front wheels and barely extended above his hips. The remainder of his slender body would be “protected” by that fiberglass cowling and one riveted metal panel attached to the front of the forward triangular tube structure that held the steering wheel and gauges.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eIt seemed that every Ferrarista in New York State was pushing aggressively to see him, yet there was a “bubble” around Gilles as he sat alone; no small cadre of engineers leaning on the chassis, discussing tactics – no Mauro Forghieri urging him to nail his start.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThere simply was no need.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eGilles had devastated the entire field during that weekend’s torrential rain-soaked Friday practice; setting times 22 seconds faster than any Goodyear-shod car, and a staggering 12 seconds faster than teammate and new World Champion, Jody Scheckter. With Scheckter now champion, Gilles was free to race for himself; doing lap after lap on the limit for the sheer joy of it.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eHe was preparing to do it again.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eAs he sat in perfect silence, wearing his “race face” as he delicately put on his gloves, the air began to smell of rain. If he was conscious of the worsening conditions, his face never betrayed his emotions. On that day, it was clear he would drive the only way he knew: pedal flat to the stops. You never had to fear Gilles wasn’t up to the challenge, you feared he might go too fast.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe rain arrived 20 minutes before the start, and despite low oil pressure that had him nursing his car to the finish, he would win by 48 seconds.\"\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003eMelanie Villeneuve, daughter of the racing icon Gilles Villeneuve, further remarked:\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\"It has been a true pleasure collaborating with Amalgam on this very special edition. These models and Richard Kelley’s photographs beautifully capture not just my father’s car, but the emotion, intensity and spirit of one of the defining moments of his career.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThis project is a wonderful tribute to a definitive moment in my Dad's career, a moment of pure racing heart that has been beautifully preserved in this very special edition of models and photography.\"\u003c\/em\u003e\u003c\/p\u003e\n\u003ch3\u003eFerrari’s First Ground-Effect Car\u003c\/h3\u003e\n\u003cp\u003eA further iteration of Ferrari’s hugely successful 312 T lineage, the Ferrari 312 T4 was the Scuderia’s principal entry for the 1979 FIA Formula 1 World Championship. The T-series had already delivered three Constructors’ titles and two Driver’s Championships in the preceding four seasons, yet by the close of 1978 it faced its sternest test. Lotus’s mastery of ground-effect aerodynamics had overturned the competitive order, forcing Ferrari into a rapid and unfamiliar phase of adaption.\u003c\/p\u003e\n\u003cp\u003eThe 312 T4 was Maranello’s response, and a successful one, carrying as Jody Scheckter and Gilles Villeneuve lead the team to both the Drivers’ and Constructors’ Championships.\u003c\/p\u003e\n\u003ch3\u003eEngineering a Compromise\u003c\/h3\u003e\n\u003cp\u003eFor 1979, Technical Director Mauro Forghieri recognised that ground‑effect aerodynamics could no longer be ignored. The challenge lay in adapting an architecture never intended for such principles. The T‑series cars were built around Ferrari’s wide, horizontally opposed flat‑12 engine: potent and reliable, but fundamentally at odds with the narrow underbody tunnels demanded by full ground‑effect design.\u003c\/p\u003e\n\u003cp\u003eThe 312 T4, closely derived from the preceding 312 T3, was therefore conceived as a pragmatic compromise. The monocoque was made as narrow as possible, yet engine packaging intruded into the space where fully developed venturi tunnels would ideally sit. In consequence, the T4 functioned less as a pure ground‑effect car and more as a refined wing car, its aerodynamic performance supported by broad sidepods carefully shaped to house radiators and intake ducting.\u003c\/p\u003e\n\u003cp\u003eExtensive revisions were made to minimise drag and recover efficiency. Suspension geometry was redesigned, and the rear brakes were mounted inboard to reduce unsprung mass, improving both traction and consistency. While rivals pursued the fragile extremes of aerodynamic theory, Ferrari leaned on mechanical strength, balance, and engine performance, attributes long synonymous with the T‑series.\u003c\/p\u003e\n\u003cp\u003eMost remarkable was the car’s reliability. Despite being developed under intense pressure and against a shifting technical landscape, the 312 T4 suffered only a single mechanical retirement throughout the season, an extraordinary achievement for the era. This rock‑solid dependability, paired with the flat‑12’s power and drivability, would prove decisive.\u003c\/p\u003e\n\u003ch3\u003eFerrari Back On Top\u003c\/h3\u003e\n\u003cp\u003eFerrari began the 1979 season with the outgoing 312 T3, scoring just three points from the opening rounds in Argentina and Brazil. The debut of the 312 T4 at the South African Grand Prix marked an reversal in form. In difficult, changeable conditions at Kyalami, Gilles Villeneuve led Jody Scheckter home in a decisive Ferrari 1–2, an emphatic signal that Maranello had returned to the front.\u003c\/p\u003e\n\u003cp\u003eMomentum carried through to the United States Grand Prix West at Long Beach, where Ferrari again finished 1-2, Villeneuve once more ahead of his teammate. The Canadian’s electrifying speed briefly placed him at the head of the Drivers’ standings, but the shape of the championship soon became clear. Victory for Scheckter at Spa, from seventh on the grid, followed by a pole-to-flag triumph in Monaco, opened a decisive margin, with the South African 10 points clear by the mid-season mark.\u003c\/p\u003e\n\u003cp\u003eVilleneuve continued to apply pressure, podium finishes in France and Austria reducing the gap to six points with four races to go. At Zandvoort, however, another assured second place for Scheckter extended his advantage, while a dramatic tyre failure while leading ended Villeneuve’s challenge and allowed Ferrari’s rivals back into contention.\u003c\/p\u003e\n\u003cp\u003eThe campaign reached its emotional and competitive climax at Monza. Before a crowd of partisan Tifosi, the 312 T4 delivered a commanding 1-2 finish, Scheckter ahead of Villeneuve, securing the Constructors’ World Championships and earning Scheckter the accolade as the first African World Champion. The season closed on a high note, with Villeneuve claiming a podium at his home race in Canada before winning the final round at Watkins Glen, securing second place in the standings.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari 312 T4 claimed six race victories – more than any other team – along with seven further podiums, five fastest laps and two pole positions, amassing 110 points (an additional 3 points were earned by the 312 T3 chassis). While Villeneuve matched Scheckter for outright wins and claimed more podium finishes, often thrilling with his audacity and speed, it was Scheckter’s measured accumulation of points that ultimately proved decisive. This was to be the last Ferrari to take the World Championship until Michael Schumacher’s reign of supremacy began three decades later.\u003c\/p\u003e\n\u003ch3\u003eWinner of the 1979 US East GP\u003c\/h3\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Ferrari 312 T4 is based on Gilles Villeneuve’s #12 car with which he secured victory at the United States Grand Prix (East) at Watkins Glen International Raceway on October 7th, 1979 - the dramatic finale of a season already dominated by Scuderia Ferrari. By the time the championship arrived in upstate New York, Ferrari had secured both the Drivers’ and Constructors’ titles with Jody Scheckter. However, the race itself still carried significance for the Scuderia: Villeneuve was locked in a battle for second place in the Drivers’ Championship, aiming to complete a Ferrari one-two in the standings.\u003c\/p\u003e\n\u003cp\u003eThe race was run in treacherous, rain-soaked conditions, contributing to one of the most attritional Grands Prix of the era, with only seven of the twenty-four starters reaching the finish. From the start, Villeneuve demonstrated exceptional car control and racecraft, launching from third on the grid and seizing the lead at the first corner despite the worsening weather. In contrast, his teammate Scheckter was forced wide onto the grass at Turn 1, dropping to the back of the field and leaving Villeneuve to carry Ferrari’s challenge at the front.\u003c\/p\u003e\n\u003cp\u003eAs chaos unfolded behind him, with multiple incidents, retirements, and continually evolving track conditions, Villeneuve steadily built and managed his lead. Strategic tyre decisions and the evolving circuit saw rivals briefly challenge, most notably Alan Jones in the Williams, who took the lead on lap 31 before a disastrous pit stop resulted in his retirement, returning control of the race to Ferrari.\u003c\/p\u003e\n\u003cp\u003eMeanwhile, Scheckter mounted an impressive recovery drive, climbing through the depleted field and briefly running second, highlighting both the resilience of the Ferrari team and the durability of the 312 T4 under extreme conditions. However, his race ended in dramatic fashion following a puncture, leaving Villeneuve as Ferrari’s sole contender at the front. In the closing stages, Villeneuve delivered a masterclass in controlled aggression and mechanical sympathy. Unknown to spectators at the time, he had been nursing critically low oil pressure for the final 25 laps, carefully balancing pace with preservation to ensure the car held together while his opponents fell by the wayside. Despite this, he maintained a commanding advantage, ultimately crossing the finish line 48 seconds ahead of Renault’s René Arnoux to secure his third victory of the season.\u003c\/p\u003e\n\u003cp\u003eVilleneuve’s triumph not only underscored his extraordinary skill in adverse conditions but also sealed a dominant Ferrari 1-2 in the Drivers’ Championship standings for 1979. It marked a fitting conclusion to one of the Scuderia’s most successful seasons and would stand as Ferrari’s last Drivers’ Championship victory until the dawn of the Schumacher era two decades later.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Ferrari regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Race Weathered Ferrari 312 T4 is limited to just 12 pieces at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e\n\u003ch3\u003eHandling Race Weathered Models\u003c\/h3\u003e\n\u003cp\u003ePlease note that Amalgam’s weathered models are incredibly fragile and require careful handling. We recommend you keep handling to a minimum to avoid removing the weathered effects from the model. When handling the model, please adhere to the instructions included with the product when purchased.\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42390421471314,"sku":"M0015-RWV","price":14295.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/EDITS_0012_Ferrari312T41.8Scale-BLACK-Front3.4.jpg?v=1778857712"},{"product_id":"lamborghini-countach-1-8-rosso","title":"Lamborghini Countach LP400 (1974) - Rosso","description":"\u003cul\u003e\n\u003cli\u003eLimited to 199 pieces\u003c\/li\u003e\n\u003cli\u003eFinished in Rosso with a Nero interior\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 50 centimetres (20 inches) long\u003c\/li\u003e\n\u003cli\u003eSupplied with a certificate of authenticity signed by Amalgam founder Sandy Copeman\u003c\/li\u003e\n\u003cli\u003eOfficially licensed Lamborghini replica\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch4\u003eThe Making Of\u003c\/h4\u003e\n\u003cul\u003e\n\u003cli\u003eDevised using original CAD designs developed from a scan of an original chassis\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the base model\u003c\/li\u003e\n\u003cli\u003eEach model hand-built with the finest quality materials and assembled by a small team of craftspeople\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt with the assistance and cooperation of the Automobili Lamborghini S.p.A\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42442576527442,"sku":"M5263-SC1","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF1973.jpg?v=1708443870"},{"product_id":"lamborghini-countach-1-8-giallo","title":"Lamborghini Countach LP400 (1974) - Giallo","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eBespoke Models can be built to the owner's specification\u003c\/li\u003e\n\u003cli\u003eAvailable in a Giallo Fly and Rosso exterior paint scheme\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 50 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42442576625746,"sku":"M5263-SC2","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF8317.jpg?v=1706810680"},{"product_id":"lamborghini-countach-1-8-verde","title":"Lamborghini Countach LP400 (1974) - Verde","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eBespoke Models can be built to the owner's specification\u003c\/li\u003e\n\u003cli\u003eAvailable in a Giallo Fly and Rosso exterior paint scheme\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 50 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cem\u003e\u003c\/em\u003e\u003cem\u003eThe Lamborghini Countach is limited to just 199 pieces.\u003c\/em\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/pages\/bespoke-one-off-models\" style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42442576724050,"sku":"M5263-SC3","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M5263-SC3-4LamborghiniCountachLP4001-8_Greenmarketingphoto_62.jpg?v=1781177331"},{"product_id":"lamborghini-countach-1-8-tailor-made","title":"Lamborghini Countach - Tailor Made","description":"\u003cp\u003eIntro text about bespoke service and Countach\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42442576822354,"sku":"M5263-BES","price":20000.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/TailorMadeCompositeTEST.jpg?v=1781177994"},{"product_id":"lamborghini-miura-p400-sv-verde-miura","title":"Lamborghini Miura P400 SV - Verde Miura","description":"\u003cul\u003e\n\u003cli\u003e1:18 scale model, over 24 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first sports car produced by Automobili Lamborghini and was, arguably, the first sports car the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the V12, 3,929cc engine with Weber twin-choke carburettors, which was mounted transversely behind the passenger cabin. Ultimately capable of 385 brake horsepower, the car was driven by a five-speed manual transmission and featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzani.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and obsession with excellence. This was a man who once told Enzo Ferrari that his cars had clutch issues and that he had a solution. Enzo told him to continue producing tractors and not to worry about Ferrari. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy. The GTV’s success got Dallara and Stanzani to dream, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. The trouble was Lamborghini was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advance beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted four litre V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex, but it was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1965 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build over a hundred Miuras in the first year alone. The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph).\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. In addition, there were a few aesthetic changes, including the introduction of larger tyres, especially on the rear, and the engine’s power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mould: big, loud engines mounted behind the driver powering breathtakingly styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:18 scale models of the Lamborghini Miura P400 SV, available in Giallo, Verde Miura and Arancio Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:18 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless-steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539647565906,"sku":"M6010-SC3","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF0261.jpg?v=1744736869"},{"product_id":"lamborghini-miura-p400-sv-giallo","title":"Lamborghini Miura P400 SV - Giallo","description":"\u003cul\u003e\n\u003cli\u003e1:18 scale model, over 24 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first sports car produced by Automobili Lamborghini and was, arguably, the first sports car the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the V12, 3,929cc engine with Weber twin-choke carburettors, which was mounted transversely behind the passenger cabin. Ultimately capable of 385 brake horsepower, the car was driven by a five-speed manual transmission and featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzani.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and obsession with excellence. This was a man who once told Enzo Ferrari that his cars had clutch issues and that he had a solution. Enzo told him to continue producing tractors and not to worry about Ferrari. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy. The GTV’s success got Dallara and Stanzani to dream, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. The trouble was Lamborghini was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advance beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted four litre V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex, but it was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1965 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build over a hundred Miuras in the first year alone. The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph).\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. In addition, there were a few aesthetic changes, including the introduction of larger tyres, especially on the rear, and the engine’s power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mould: big, loud engines mounted behind the driver powering breathtakingly styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:18 scale models of the Lamborghini Miura P400 SV, available in Giallo, Verde Miura and Arancio Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:18 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless-steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539647664210,"sku":"M6010-SC1","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF0261_35fc0164-4749-4aa8-be30-e12261f4e584.jpg?v=1786008144"},{"product_id":"lamborghini-miura-p400-sv-arancia-miura","title":"Lamborghini Miura P400 SV - Arancia Miura","description":"\u003cul\u003e\n\u003cli\u003e1:18 scale model, over 24 cms\/9 inches long\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 800 hours to develop the model\u003c\/li\u003e\n\u003cli\u003ePrecisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first sports car produced by Automobili Lamborghini and was, arguably, the first sports car the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the V12, 3,929cc engine with Weber twin-choke carburettors, which was mounted transversely behind the passenger cabin. Ultimately capable of 385 brake horsepower, the car was driven by a five-speed manual transmission and featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzani.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and obsession with excellence. This was a man who once told Enzo Ferrari that his cars had clutch issues and that he had a solution. Enzo told him to continue producing tractors and not to worry about Ferrari. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy. The GTV’s success got Dallara and Stanzani to dream, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. The trouble was Lamborghini was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advance beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted four litre V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex, but it was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1965 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build over a hundred Miuras in the first year alone. The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph).\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. In addition, there were a few aesthetic changes, including the introduction of larger tyres, especially on the rear, and the engine’s power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mould: big, loud engines mounted behind the driver powering breathtakingly styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:18 scale models of the Lamborghini Miura P400 SV, available in Giallo, Verde Miura and Arancio Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:18 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless-steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539647762514,"sku":"M6010-SC2","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF0261_4e92bd53-d43d-4b71-b33b-37784acb7934.jpg?v=1786008222"},{"product_id":"lamborghini-miura-p400-sv-1971-arancia-miura","title":"Lamborghini Miura P400 SV (1971) - Arancia Miura","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eBespoke Models can be built to the owner's specification\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 54 cms\/21 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first supercar produced by the Italian Bull and was, arguably, the first supercar the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the engine, which was mounted transversely behind the passenger cabin. Its V12, 3,929cc engine with Weber twin-choke carburettors, was capable of 385 brake horsepower, driven by five speed manual transmission and the car featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzini.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and his obsession with excellence. This was a man who once told Enzo Ferrari that his 250 GTO— yes that one—wasn’t good enough. Enzo told him to pound sand and stick to tractors. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy, to the displeasure of Enzo Ferrari. The GTV’s success got Dallara and Stanzini to dreaming, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. Trouble was, The Boss was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advanced beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted 4-liter V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex but was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1963 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build 108 Miuras in the first year alone. In total, just 474 original Miuras were built (some say the total was 475). The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph). A total of only 140 were sold between its unveiling 1968 and 1971.\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. Suspension changes fixed notorious oversteering problems, and power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mold—big, loud engines mounted behind the driver powering breathtakingly-styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:8 scale models of the Lamborghini Miura P400 SV, available in a Giallo, Arancia Miura or Verde Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:8 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lamborghini Miura P400SV is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eWe offer a tailor-made service, customising your 1:8 scale model to perfectly match the specification of a real car, enhancing the already stunning features of the limited edition model.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/pages\/bespoke-one-off-models\"\u003e\u003cstrong\u003eDiscover more about our Bespoke Models \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539648254034,"sku":"M5278-SC2","price":10990.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF2418.jpg?v=1786008667"},{"product_id":"lamborghini-miura-p400-sv-1971-giallo","title":"Lamborghini Miura P400 SV (1971) - Giallo","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eBespoke Models can be built to the owner's specification\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 54 cms\/21 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first supercar produced by the Italian Bull and was, arguably, the first supercar the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the engine, which was mounted transversely behind the passenger cabin. Its V12, 3,929cc engine with Weber twin-choke carburettors, was capable of 385 brake horsepower, driven by five speed manual transmission and the car featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzini.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and his obsession with excellence. This was a man who once told Enzo Ferrari that his 250 GTO— yes that one—wasn’t good enough. Enzo told him to pound sand and stick to tractors. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy, to the displeasure of Enzo Ferrari. The GTV’s success got Dallara and Stanzini to dreaming, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. Trouble was, The Boss was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advanced beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted 4-liter V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex but was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1963 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build 108 Miuras in the first year alone. In total, just 474 original Miuras were built (some say the total was 475). The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph). A total of only 140 were sold between its unveiling 1968 and 1971.\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. Suspension changes fixed notorious oversteering problems, and power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mold—big, loud engines mounted behind the driver powering breathtakingly-styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:8 scale models of the Lamborghini Miura P400 SV, available in a Giallo, Arancia Miura or Verde Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:8 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lamborghini Miura P400SV is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eWe offer a tailor-made service, customising your 1:8 scale model to perfectly match the specification of a real car, enhancing the already stunning features of the limited edition model.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/pages\/bespoke-one-off-models\"\u003e\u003cstrong\u003eDiscover more about our Bespoke Models \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539648385106,"sku":"M5278-SC1","price":10990.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF2418_bc8c27c4-673a-4dad-aa72-812b8cdb7bd2.jpg?v=1704379467"},{"product_id":"lamborghini-miura-p400-sv-1971-verde-miura","title":"Lamborghini Miura P400 SV (1971) - Verde Miura","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eBespoke Models can be built to the owner's specification\u003c\/li\u003e\n\u003cli\u003eAvailable in Giallo, Arancia Miura or Verde Miura exterior paint schemes\u003c\/li\u003e\n\u003cli\u003eEach model hand-built and assembled by a small team of craftsmen\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 54 cms\/21 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 4000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 400 hours to build each model\u003c\/li\u003e\n\u003cli\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe Miura was the first supercar produced by the Italian Bull and was, arguably, the first supercar the world had ever seen. When it was launched it was met with surprise and wonder by onlookers, resembling no other car in the history of motoring. Its iconic lines are due, in part, to the placement of the engine, which was mounted transversely behind the passenger cabin. Its V12, 3,929cc engine with Weber twin-choke carburettors, was capable of 385 brake horsepower, driven by five speed manual transmission and the car featured independent front and rear suspensions. Perhaps the most incredible thing about the Lamborghini Miura – and there are a lot of incredible things about the Miura – is that it was never supposed to happen. The car, named after Spain’s fiercest and most feared breed of fighting bull, started as the after-hours project of Ferruccio Lamborghini’s young technical director and his deputy, Giampaolo Dallara and Giampaolo Stanzini.\u003c\/p\u003e\n\u003cp\u003eLamborghini had already transitioned from a successful tractor maker to sports car maker, renowned for his brilliant mechanical mind and his obsession with excellence. This was a man who once told Enzo Ferrari that his 250 GTO— yes that one—wasn’t good enough. Enzo told him to pound sand and stick to tractors. Instead, Lamborghini built the 350 GTV, a front-engine, rear-wheel drive two-seater that quickly rose to prominence in Italy, to the displeasure of Enzo Ferrari. The GTV’s success got Dallara and Stanzini to dreaming, taking inspiration from racing icons like the Ford GT and the Ferrari 250 Le Mans to imagine their own mid-engine machine. Trouble was, The Boss was interested in perfecting GT cars, not in racing misadventures. They didn’t dare advanced beyond drawings and plans. Finally, one night in early 1965, they worked up the courage to show their boss their brainchild. To their surprise, Ferruccio was impressed, and gave their pipe dream the green light. The resulting prototype chassis was called the P400 and featured a transversely mounted 4-liter V12 engine. The engine, gearbox, and differential were all built as one unit, using the same lubrication for all three major parts. This design was ludicrously complex but was the only way to make the packaging work and maintain a low profile.\u003c\/p\u003e\n\u003cp\u003eThe P400 was unveiled as a bare chassis at the 1963 Turin Motor Show. The next step was bodywork. Ferruccio commissioned legendary coachbuilder Nuccio Bertone and his young mastermind, twenty-five-year-old Marcello Gandini, to make the P400 look beautiful. Gandini worked feverishly throughout the 1965\/1966 winter to get the lines just right. Timing was tight; the first Miura was finished and loaded onto a hauler destined for Geneva just one day before the show. The car was, almost overnight, the must-have item in any well-to-do’s garage. Originally slated as a limited-run car, the sheer number of orders flooding into Sant’ Agata compelled Lamborghini to build 108 Miuras in the first year alone. In total, just 474 original Miuras were built (some say the total was 475). The Miura S, unveiled in 1968, featured more power, (370hp up from 350) upgraded brakes, and a slightly higher top speed of 280kph (174mph). A total of only 140 were sold between its unveiling 1968 and 1971.\u003c\/p\u003e\n\u003cp\u003eThe final production Miura, known as the Miura SV, was introduced in 1971. The SV’s most notable change was that the engine and gearbox were now separate. Suspension changes fixed notorious oversteering problems, and power increased to 385hp @ 7850rpm. It debuted alongside the Countach concept, which would become the Miura’s successor just a year later. Though the Miura was not Lamborghini’s first car, it was the first in what would become the Lamborghini mold—big, loud engines mounted behind the driver powering breathtakingly-styled coupes. Ferruccio may have said it best: “The Miura was like a magnificent mistress to me. Uncomfortable, very expensive, but unforgettable.”\u003c\/p\u003e\n\u003cp\u003eThese perfect 1:8 scale models of the Lamborghini Miura P400 SV, available in a Giallo, Arancia Miura or Verde Miura exterior paint scheme, have been handcrafted and finished in our workshops with the co-operation and assistance of Lamborghini regarding original finishes, materials, archive imagery and drawings. The use of supremely accurate digital scanning of the original car has allowed us to perfectly recreate every detail at scale. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation. Every Amalgam 1:8 scale model is supplied in a luxury black presentation box and mounted on a carbon fibre or leather base protected by a clear acrylic dust cover. The model title, original branding and edition number are displayed on polished stainless steel plaques mounted at the front end of the base.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lamborghini Miura P400SV is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003c\/p\u003e\n\u003cp\u003eElevate your 1:8 scale collection with one of our elegant, harmonious and handcrafted display cabinets, stands or plinths.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\"\u003e\u003cstrong\u003eView Display Cabinets for this model \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eWe offer a tailor-made service, customising your 1:8 scale model to perfectly match the specification of a real car, enhancing the already stunning features of the limited edition model.\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/pages\/bespoke-one-off-models\"\u003e\u003cstrong\u003eDiscover more about our Bespoke Models \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42539648516178,"sku":"M5278-SC3","price":10990.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF2418_70ea0b9c-bd30-480c-9999-48d961043f40.jpg?v=1786009056"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/collections\/1970.jpg?v=1764351320","url":"https:\/\/www.amalgamcollection.com\/collections\/1970s.oembed?page=3","provider":"Amalgam Collection","version":"1.0","type":"link"}