{"title":"Historic Formula 1®","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":"alfa-romeo-8c-2300-nuvolari","title":"Alfa Romeo 8C 2300 \"Monza\" - 1932 Monaco Grand Prix Winner - Tazio Nuvolari","description":"\u003cli\u003eLimited to 199 pieces\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 49 cms\/19 inches long\u003c\/li\u003e\n\u003cli\u003eBased on the car as raced to victory by Tazio Nuvolari at the 1932 Monaco Grand Prix on the 17\u003csup\u003eth\u003c\/sup\u003e of April 1932\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 removable engine cover\u003c\/li\u003e\n\u003cli\u003eOver 5000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 500 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\u003eOriginal CAD designs created after scanning chassis 2111043 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003cp\u003eSeldom has there been a more convincing claimant to the title of the complete car than Vittorio Jano’s masterpiece, the Alfa Romeo 8C. The epitome of the spirit of racing in the glamorous 1930s era, with victories in Grand Prix racing, at Le Mans four years in succession, and in no less than seven editions of the Mille Miglia, its competition credentials are beyond reproach and, yet, only tell part of the 8C story. The chassis, available in both long chassis Lungo and short chassis Corto form, underpinned some of the finest and most elegant touring cars of its day, featuring timeless coachwork from contemporary Carrozzerie including Zagato, Touring, Castagna, and Brianza.\u003c\/p\u003e\n\u003cp\u003eThis said, it is in its renowned ‘Monza’ form that the 8C is perhaps most admired. In 1931, Alfa Romeo added two additional cylinders to the 6C 1750, creating the 8C 2300, before preparing a stripped down, short-wheelbase version of the chassis—complete with tapered racing tail and full-length side exhaust—to be driven by Tazio Nuvolari and Giuseppe Campari in their home Grand Prix in Monza. A dominant victory in Alfa Romeo’s back yard would lead to the moniker by which it would forever be known.\u003c\/p\u003e\n\u003cp\u003eVictories followed repeatedly for the Monza, including three consecutive Targa Florio wins (1931-1933), the domination of the 24 Hours of Le Mans for four uninterrupted years (1931-1934) and numerous Grand Prix successes across Europe, parading the fact that the 8C had become practically invincible. The 8C became inescapably linked with the legendary Italian racing driver Tazio Nuvolari who won many competitions behind the wheel, including the 1931 Coppa Ciano, two instances of the Targa Florio (those 1931 and 1932 victories), the 1932 Monaco Grand Prix, the 1933 24 Hours of Le Mans and the 1933 Mille Miglia to add to that prestigious Italian Grand Prix at Monza.\u003c\/p\u003e\n\u003cp\u003eThe 8C enjoyed an excellent power-to-weight ratio and the 1932 variant no doubt benefited from an enlarged 2665cc version of the engine, fed through not one but two superchargers. In 1933, Alfa Romeo retired the Monza from works racing, but a brigade of successful privateers carried the 8C mantle. The supremacy of the 8C meant that it continued to perform well on track well into the middle of the decade and its undoubted character and style made it an icon of the age. It remains one of the most sought-after cars of all time; in 2016, a Monza sold at sold for just short of $12 million.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Alfa Romeo 8C 2300 as raced to victory by Tazio Nuvolari at the 1932 Monaco Grand Prix on the 17\u003csup\u003eth\u003c\/sup\u003e of April 1932. It was the fourth running of the event, which had already gained international fame, and Alfa Romeo’s first appearance as a works team in Monaco, where they faced the teams from Bugatti and Maserati. Racing for the outfit from Portello, all in red Monzas, were the Italian trio of Nuvolari, Giuseppe Campari and Mario Umberto Borzacchini. There was a fourth car, a white Monza, for the German Rudolf Caracciola, who was not yet part of the official factory team.\u003c\/p\u003e\n\u003cp\u003eThe entry list was by invitation only and just 17 cars appeared on the grid, after two of the original 19 failed to start. Even though all the cars had been timed throughout practice, the order of the starting grid was still determined by ballot, Nuvolari being handed eleventh on the grid. The Italian started fantastically, passing seven cars within the first five laps, and settling into second position after ten laps. Despite Nuvolari's speed, he set a new fastest time of two minutes and four seconds on lap 12, he was unable to gain ground on the fast-starting Bugatti of Louis Chiron. The leading trio, including the Bugatti of Achille Varzi only five seconds behind the Alfa, began to pull away from the rest of the field, the followers matching the front-runner’s pace. After thirty laps, Nuvolari started to apply the pressure and gained ground on the leading Bugatti. Chiron rushed to pass one of the backmarkers and grazed the sandbags on the corner at the Quai de Plaisance, propelling the car into the air and turning it over, throwing Chiron into the road. Fortunately, Chiron was uninjured by the fall from his vehicle, except for some cuts and bruises, and recovered quickly, but this had wrecked Bugatti’s best chance for the win and handed the lead over to Alfa Romeo. It was a lead Nuvolari would not relinquish. Caracciola followed behind in the privateer Alfa Romeo, for the last forty laps, slowly closing the distance lap by lap, but declined to win when presented with the opportunity to overtake, as Nuvolari had almost dealt with the challenge of Bugatti singlehandedly and was now suffering from interruptions to his fuel supply. The duo crossed the line just 2.8 seconds apart. From the 17 cars at the start only ten finished after three and a half hours of racing.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Alfa Romeo 2300 8C is limited to only 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003ch5\u003e\u003c\/h5\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:\/\/www.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 style=\"text-align: left;\"\u003e\u003cspan\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\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/pages\/bespoke-one-off-models\" title=\"Bespoke Models at Amalgam Collection\" target=\"_blank\"\u003eDiscover more about our Bespoke Models \u0026gt;\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Limited Edition","offer_id":40249547456594,"sku":"M5544-NUV","price":19995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF3809.jpg?v=1701695491"},{"product_id":"bugatti-type-35","title":"BUGATTI  Type 35T - 1926 Targa Florio Winner - Patinated","description":"\u003cp\u003eQuite simply the most successful racing Bugatti of all time, the Bugatti Type 35 took the Grand Prix World Championship in 1926 after winning 351 races and setting 47 records in 1924 and 1925. The 35 proved to be particularly handy at the Targa Florio, winning the Sicilian race for five consecutive years from 1925 to 1929. The Type 35 was still so relevant in 1929 that William Grover-Williams drove one to victory in the first Monaco Grand Prix to be repeated in 1930 by Rene Dreyfus. This model is of Bartolomeo ‘Meo’ Costantini’s victorious stead as raced at the seventieth running of the Targa Florio in 1926, where Bugatti dominated with a 1-2-3 victory. A close friend of Ettore Bugatti, Costantini retired from racing at the end of 1926 and took over as full time racing team manager from Ettore himself.\u003cbr\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThis perfect 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\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cem\u003eThe Bugatti Type 35T is limited to only 99 pieces.\u003c\/em\u003e\u003c\/span\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\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":40249550995538,"sku":"M5740","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/BugattiType351-8scaleWebEdits_0000_Mainwebimage.jpg?v=1775648961"},{"product_id":"bugatti-type-59-wimille","title":"BUGATTI Type 59 - 1935 Belgian Grand Prix - Wimille","description":"\u003cli\u003eLimited to just 15 pieces\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eBased on the car as raced by Jean-Pierre Wimille in the Belgian Grand Prix on the 14th of July 1935 at Spa-Francorchamps\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 removable engine cover\u003c\/li\u003e\n\u003cli\u003eOver 5000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 500 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\u003eOriginal CAD designs created after scanning chassis 59122 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003cli\u003eArchive imagery and paint codes supplied by Bugatti\u003c\/li\u003e\n\u003cp\u003e\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/rmg0M5hP6ag\" title=\"YouTube video player\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\n\u003cp\u003eThe ultimate expression of the Bugatti Grand Prix car, the Type 59 was a testament to Ettore and Jean Bugatti’s extraordinarily creative engineering talents. In an era when the art of race car design was arguably superseded by the science, the Type 59 remained competitive despite its continued use of ‘old-fashioned’ mechanics. Though often defeated by its more modern government-funded rivals, its long, low and slender bodywork, have earned it a very special place in Grand Prix history. The Type 59 remains Bugatti’s last successful Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eThe Type 59 is generally regarded as an artistic masterpiece: it still retained the heritage from the iconic and all-conquering Type 35, which Ettore Bugatti had designed a decade earlier, but in extending the wheelbase of the new chassis frame, he created a beautiful Grand Prix car with perfect proportions. Under the all-aluminium bodywork lived its straight-eight engine. The power unit was a new development, led by Ettore’s eldest son Jean, not only to power the Type 59 race car but the upcoming Type 57 grand tourer. In Grand Prix specification, it was fitted with twin camshafts, dry sump lubrication and a lightened crankshaft. At its debut the engine displaced 2.8 litres, which was soon supercharged to just under 3.3 litres, and a separate four-speed gearbox was fitted roughly midway between the engine and rear differential for optimal weight distribution.\u003c\/p\u003e\n\u003cp\u003eThe Type 59’s steel ladder frame chassis was nearly identical to that of its predecessor, the Type 54. Unusually the front and rear axles were constructed from two halves treaded together in the middle, adding some flexibility to the traditional solid axles. Ettore Bugatti favoured the two-seater Grand Prix concept, and the Type 59 was no exception, the driver was offset to right of the car’s centre, and his famed eye for design to exquisite detailing such as the superbly engineered piano-wire spoke wheels. This particular addition was supported by strong mechanics: an aluminium back-plate dealt with the torque from the drive and the braking, whilst the spokes themselves only supported radial loads.\u003c\/p\u003e\n\u003cp\u003eLengthy delays meant that the Type 59 did not debut until late in the 1933 season and the car required modification to compete under the new ’750 kg’ regulations that would come into effect in 1934. The Bugatti was not particularly successful on the track but, although its rivals Auto Union, Mercedes-Benz and Alfa Romeo had made significant innovations with independent suspension and hydraulic brakes, the Type 59 remained competitive, despite its continued use of solid axles and cable operated drum brakes. It won a single major Grand Prix, at Spa in 1934 and, even then, there were many mitigating factors. Bugatti’s German rivals Mercedes-Benz and Auto Union withdrew from the race beforehand (rumoured to be due to issues with Belgian customs authorities at the border) and issues plagued the other competitors, meaning only seven entries started the race, three of which were Type 59s. Bugatti’s remaining major adversary, Alfa Romeo flew into a commanding lead, before both of their entries retired, one due to a crash and the other as the result of a broken oil pipe, leaving the route clear for René Dreyfus and Antonio Brivio to claim a fantastic 1-2 victory for the French marque. The Type 59 did see some more success in minor Grand Prix though: Jean-Pierre Wimille claimed victories at Algiers in 1934 and Deauville in 1936 whilst, in 1935, Robert Benoist won in Picardy.\u003c\/p\u003e\n\u003cp\u003eToday, Type 59s are prized collector items and have estimated values in excess of £10 million. Just seven cars were built in Grand Prix configuration, of which four raced for the Bugatti works team and all have survived to this day. Current owners include Ralph Lauren and the industrial designer Marc Newson. One former Grand Prix chassis, converted to a sports car configuration back in the 1930s, sold at auction for £9.5 million in 2020.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is based on the car as raced by Jean-Pierre Wimille in the Belgian Grand Prix on the 14th of July 1935 at Spa-Francorchamps. Wimille qualified fourth and made a fantastic start flying into second position on the opening lap, but the French hope for victory suffered an early retirement after just seven laps due to engine issues. To create the Type 59, we used our supremely accurate digital scanning on chassis 59122, kindly allowed by its current owner Ralph Lauren, and, with the cooperation of Bugatti, developed this stunningly detailed and precise replica at scale.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Bugatti Type 59 – 1935 Belgian Grand Prix is limited to just 15 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249551159378,"sku":"M5543-WIM","price":19995.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/BugattiType59WimilleBelgainGPWebedits_0000_DSCF4387.jpg?v=1775660081"},{"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":"Niki Lauda","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-f1-90-641-2","title":"Ferrari F1-90 (641\/2)","description":"\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan data-mce-fragment=\"1\"\u003eConsidered one of the most beautiful Formula 1 cars of all time, the \u003c\/span\u003e\u003cspan data-mce-fragment=\"1\"\u003eF1-90 (also known as the 641) was Ferrari’s entry for the 1990 FIA Formula 1 World Championship® season. \u003c\/span\u003eAn evolution of the previous year’s F1-89 (640), the 641 is officially a work of art: it is the only racing car to be part of the Museum of Modern Art in New York’s permanent collection. Driven by Nigel Mansell and newly signed reigning World Champion Alain Prost, the F1-90 came close to landing Ferrari their first Championship title for seven years and played a key role in the year’s bitter Prost\/Ferrari-Senna\/McLaren rivalry.\u003c\/p\u003e\n\u003cp\u003eThe F1-90 was originally the brainchild of Englishman John Barnard, whom Enzo Ferrari was so keen to employ from arch-rivals McLaren that the Scuderia agreed to let him set up the Ferrari Guildford Technical Office, rather than move to Maranello in 1987. However, Barnard quit Ferrari after the 1989 season, so the F1-90 was overseen by another former McLaren designer Steve Nichols as well as Argentinean Chief Designer Enrique Scalabroni. The general lines of the car remained largely unchanged apart from a few subtle modifications to the flanks. However, the engine’s cooling and “breathing” systems were improved, and it had also been attached to a new, more efficient version of revolutionary sequential semi-automatic paddleshift gearbox of the F1-89. A new shorter version of the racing engine also debuted at Imola and proved significantly more powerful. A larger fuel tank also made up for the fact that it was thirstier than the previous version. The F1-90 was powered by a 3.5 litre 680 bhp V12 engine, which was only just short of the 690 bhp offered by the McLaren-Honda V10 power units of their closest rivals. It was not quite as flexible or as good at delivering power out of slow corners as the Honda nor the Williams-Renault V10 or the Ford-Cosworth HB V8 used by Benetton. Despite its heavier engine, the 641 was among the best handling cars on the grid; Prost would later declare it the best car of the year.\u003c\/p\u003e\n\u003cp\u003eProst worked wonders with the F1-90, winning in Brazil, and taking back-to-back wins in Mexico, France, and again at Silverstone. Mansell, meanwhile, took a podium in Canada and completed the 1-2 in Mexico, before finally scoring his sole victory that season in Portugal. Prost was triumphant again a week later in Spain, after an impressive trio of podiums in Belgium, Italy and Portugal. Six wins was enough to comfortably give Ferrari second place in the Constructor’s Championship, while Prost finished seven points adrift of Ayrton Senna in the Drivers’ title; the battle came to an abrupt end at the penultimate race in Suzuka, when both the Brazilian and French driver ended up off the track just after the start. Prost’s French victory was particularly significant as it was also Ferrari’s 100th Formula 1 win.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari F1-90 won six of the 16 races it competed in, as well as eight further podiums, earning three pole positions, five fastest laps and 110 points for the Scuderia, claiming them second place in the Constructors’ Championship.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Ferrari F1-90 is limited to 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003cbr\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","brand":"Amalgam Collection","offers":[{"title":"Nigel Mansell","offer_id":40337035296850,"sku":"M5873-SC2","price":10995.0,"currency_code":"GBP","in_stock":true},{"title":"Alain Prost","offer_id":40337035264082,"sku":"M5873-SC1","price":10995.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/Ferrari_F1-90_641-2_-_M5873-00001.jpg?v=1601651644"},{"product_id":"lotus-49b","title":"Lotus 49B - 1968 Monaco Grand Prix Winner - Hill","description":"\u003cp\u003eThe Lotus 49 was designed by founder Colin Chapman and Maurice Philippe for racing in the 1967 Formula One season. Powered by the Cosworth DFV engine that powered most of the grid, it was one of the first Formula 1 cars to use a stressed-member drivetrain to reduce weight. Since then, virtually all F1 cars have been built this way. The 49B chassis was introduced during the 1968 season and would continue to be used into the 1970 season, whilst the 49C variant was introduced when its intended replacement, the Lotus 63, was a failure. A serial winner during its four-season lifespan, the 49 won its debut race with Jim Clark at the wheel and would go on to win twelve races, gain nine further podiums and win two Drivers' and Constructors' Championships for Team Lotus, before it was replaced by the Lotus 72.\u003c\/p\u003e\n\u003cp\u003eThis model is a 1:8 scale recreation of the Lotus 49B as raced to victory by Graham Hill in the 1968 Monaco Grand Prix. Hill qualified on pole and survived an incident-packed race that saw only five cars reach the chequered flag, before he cemented his reputation as \"Mr. Monaco\" by taking his fourth win in the principality. Hill would go on to win his second World Championship whilst Lotus would win their third Constructors’ Title.\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 engineering and design teams at Classic Team Lotus to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Lotus 49B is limited to only 99 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\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","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249564692562,"sku":"M5443","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/DSCF0123.jpg?v=1643738639"},{"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":"Mario Andretti","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":"lotus-97t-estoril-1985","title":"Lotus 97T - 1985 Portuguese Grand Prix Winner - Senna","description":"\u003cp\u003eThe 97T was Team Lotus’ representative in the 1985 Formula One season. Designed by French engineer Gérard Ducarouge, the 97T was a development of the previous year’s 95T, using elements from the abandoned 96T IndyCar project. Driven by Italian Elio de Angelis and rising star Ayrton Senna, the 97T proved competitive, taking three wins, six further podiums, eight pole positions and three fastest laps as well as collecting 71 Championship points. It is generally agreed that the Lotus 97T had the best chassis of any car that competed during that season, with the best braking and turning capabilities, meaning it peaked at slow and tight circuits like Monaco, Montreal, Detroit and Adelaide. However, while fast, it was unreliable mechanically, particularly with its Renault engine. Out of its ten retirements that year, seven were mechanical. It is considered that Senna lost a chance to compete for the 1985 Drivers’ Championship because of the reliability issues.\u003c\/p\u003e\n\u003cp\u003eLotus finished fourth in the Constructors' Championship, albeit tied on points with Williams, who finished in third place owing to their greater number of race victories.\u003c\/p\u003e\n\u003cp\u003eThis perfect 1:8 scale recreation of the Lotus 97T is as raced by Ayrton Senna at the 1985 Portuguese Grand Prix. Senna qualified on pole half a second in front of favourite Alain Prost in his McLaren. The weather for the race was abysmal, described “survival of the fittest” by Renault driver Patrick Tambay, but rising star Senna demonstrated his mastery of the wet conditions. He controlled the over two hour long race from the start, lapping all but second place, who was still over a minute behind, and setting the fastest lap as well. This was both Senna’s first pole position and his first victory, feats he would go on the repeat 64 and 40 more times respectively. This win at Estoril birthed the legend of Senna. Race engineer, Steve Hallam, still recognises the importance of that first win: “It felt like the start of something, there’s no doubt about it.”\u003c\/p\u003e\n\u003cp\u003eSenna himself knew the significance of his performance that day: ““People later said that my win in the wet at Donington in ’93 was my greatest performance - no way! I had traction control! Ok, I didn’t make any real mistakes, but the car was so much easier to drive. It was a good win, sure, but, compared with Estoril ‘85, it was nothing, really. The champagne for sure had a special taste that day.”\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 97T is limited to only 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003cbr\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","brand":"Amalgam Collection","offers":[{"title":"Ayrton Senna","offer_id":40249564758098,"sku":"M5161","price":12495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/NOEAGLELOGO-0011-M5161-Lotus97TEstoril1.8Scale-Front3.4-BLURRED.jpg?v=1683018895"},{"product_id":"mclaren-m23d","title":"McLaren M23D - 1976 Japanese Grand Prix","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 snatching 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;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"mailto:sales@amalgam.com\" data-mce-style=\"color: #ff2a00;\"\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-mp4-4-japan","title":"McLaren MP4\/4 - 1988 Japanese Grand Prix","description":"\u003cp\u003eHaving completed just a handful of laps in the new 1988 MP4\/4, Alain Prost reportedly told Team Principal Ron Dennis that he knew the car would win the World Championship. And so he was proved, as the McLaren MP4\/4, driven by Frenchman Prost and his newly signed Brazilian teammate Ayrton Senna, went down in the annals of Formula One history as the most dominant Formula 1 car of all time, with a win rate of 93.8%.\u003c\/p\u003e\n\u003cp\u003eThe MP4\/4 won 15 out of 16 races, losing only Monza which many felt was a self-inflicted defeat, after Senna tripped over backmarker Jean-Louis Schlesser’s Williams-Judd in the first chicane. Senna won eight of those races to take his first World Championship, despite having been disqualified in the opener in Brazil. At the same time, winning a scarcely less remarkable seven rounds, Prost found himself just three points adrift of the top slot leaving McLaren’s nearest rival, third placed Gerhard Berger, literally miles behind. By the end of the season McLaren had scored a phenomenal 199 points in the Constructors’ Cup, almost three times the tally of runner-up Ferrari and a record that would stand until 2002. The duo’s qualifying record was equally as strong: Senna started on pole no fewer than 13 times with Prost qualifying first on two of the three other occasions.\u003c\/p\u003e\n\u003cp\u003eThe high level of optimism at McLaren, following the arrival of its new 1.5 litre Honda RA168E V6 turbo engine and of Ayrton Senna as Prost's partner, was not diluted by rule changes for the 1988 season. These brought in a further reduction in fuel capacity to 150 litres and a mandatory 2.8-bar turbo boost limit, the benefit of both in theory going to McLaren’s normally aspirated rivals, in a move clearly made ahead of the imminent ban on turbo technology which would come into effect for 1989. So swingeing was the fuel capacity rule that many expected 1988 to be a transitional year for the turbo teams rather than a winning one. But for McLaren, at least, it was to be nothing of the sort. With light overall weight, outstanding downforce, highly efficient brakes and suspension, a fabulous V6 and two of the best drivers of all-time behind the steering wheels, there is little doubt that the MP4\/4 was McLaren's, and \u003cspan data-mce-fragment=\"1\"\u003earguably \u003c\/span\u003e\u003cspan data-mce-fragment=\"1\"\u003ethe best-ever Formula 1 car.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eThis fine edition of the McLaren MP4\/4 at 1:8 scale replicates the cars driven by Ayrton Senna and Alain Prost in a gripping battle for the FIA Formula 1 World Drivers’ Championship at the Japanese Grand Prix in 1988. Senna qualified on pole 0.3 seconds ahead of his title rival and teammate Prost and a whole 1.5 seconds ahead of the nearest Ferrari in third. Prost made a superb start to and took the lead whilst Senna stalled, who was lucky in the fact that Suzuka had the only sloping grid of the year, allowing him to bump start his car. Knowing he had nothing to lose and everything to gain in this race, and with the Championship in his sights, Senna started his fightback from 14\u003csup\u003eth\u003c\/sup\u003e place. His charge saw him gain six positions by the end of the first lap and, by the fourth lap, he was already sitting in fourth position. Lap 14 saw the weather come into contention as rain began to fall, benefitting the Brazilian wet-weather specialist. By lap 24, Senna was hot on the tail of Prost, who was suffering with a malfunctioning gearbox. When the pair came around to lap some backmarkers, as Prost was caught up with Andrea de Cesaris, Senna went past to take the lead and proceeded to set three consecutive fastest laps, setting a new lap record in the process. Despite Senna’s remonstrations to stop the race in the increasingly horrible conditions, the race ran its full distance and Senna finished a whole 13 seconds ahead of Prost, clinching the World Drivers’ Championship. Senna’s win was the first of his three world titles and set a record for total wins in a season, previously held by Jim Clark and Prost.\u003c\/p\u003e\n\u003cp\u003eThese models have been handcrafted and finished in our workshops with the co-operation and assistance of McLaren Racing 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\u003e\u003cstrong\u003ePlease note that the images above contain blurred sponsor graphics due to licensing restrictions agreed with the manufacturer. The logos are not blurred on the physical model. Please \u003c\/strong\u003e\u003c\/em\u003e\u003cem\u003e\u003cstrong\u003e\u003cspan\u003e\u003c\/span\u003e\u003cspan style=\"color: #ff2a00;\" data-mce-style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"mailto:sales@amalgam.com\" data-mce-style=\"color: #ff2a00;\"\u003econtact our sales team\u003c\/a\u003e\u003c\/span\u003e\u003cspan\u003e \u003c\/span\u003eto see fully detailed photos of the McLaren MP4\/4.\u003c\/strong\u003e\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe McLaren MP4\/4 is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Ayrton Senna","offer_id":40249565970514,"sku":"M5232-SC1","price":10995.0,"currency_code":"GBP","in_stock":true},{"title":"Alain Prost","offer_id":40435876331602,"sku":"M5232-SC2","price":10995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF4784.jpg?v=1727260942"},{"product_id":"mclaren-mp4-6-japan","title":"McLaren MP4\/6 (1991) Japanese Grand Prix","description":"\u003cp\u003ePowered by Honda’s third engine configuration in just four seasons, the MP4\/6 appeared somewhat of a gamble for McLaren before the 1991 season. The new V12 unit was longer, heavier and thirstier than the V10s which powered many of McLaren’s rivals, but it was hoped that the output of around 720 bhp would compensate for it. During engine testing, when using the MP4\/5C chassis, it failed to convince reigning world champion Ayrton Senna who was quick to tell the Japanese engineers what he thought of it in his usual candid terms. The Japanese stuck to their guns however, claiming that Honda engines are made for reliability rather than power. With the benefit of hindsight, they were right. Senna and McLaren made a flying start to the season: four victories in the opening four races, whilst his team-mate Gerhard Berger achieved two podiums. The increased engine weight was being partly offset by the latest development of McLaren’s six-speed gearbox.\u003c\/p\u003e\n\u003cp\u003eThe car itself, whilst looking similar to the previous year’s MP4\/5B, was quite different in terms of its aerodynamic profile as designer Neil Oatley and his team had received some valuable input from Henri Durand who had joined from Ferrari in mid-1990. Numerous changes had to be made to the chassis, not least in order to accommodate the longer engine and the enlarged fuel cell needed to satisfy its greater thirst. Even with four centimetres added to its length, the new tub was much stiffer in terms of torsional rigidity and consisted of even fewer basic components than before. There were changes to the suspension too, an aspect of the car which had altered dramatically since the year before, with pushrod-activated coil-spring dampers now mounted on top of the chassis ahead of the cockpit instead of being installed vertically either side of the footwell.\u003c\/p\u003e\n\u003cp\u003eSenna’s perfect start had given McLaren a comfortable lead in the constructors’ championship and the margin gained was to prove crucially important as the team's performance began to slip. A double retirement in Montreal gave the team a reality check, whilst their closest rivals Williams-Renault began to gather pace as their V10 power unit’s reliability improved. The increased fuel consumption of the Honda V12 posed challenges of its own. Despite plenty of development on the engine management system, Senna ran out of fuel twice during the season, at Silverstone on the way back to the pits and at Hockenheim on the final lap. After the German Grand Prix, Williams snuck ahead of McLaren, leading the way by one point. Undeterred, Honda continued developing its V12, improving mid-range punch and reducing friction problems with new specs through the season. New linked rocker arms were also employed in a bid to reduce roll, and a cockpit-adjustable ride-height mechanism was also added.\u003c\/p\u003e\n\u003cp\u003eIn Budapest, the MP4\/6 regained its form in the nick of time, as Senna claimed victory with a fine drive, ending a five-race winless streak. At the following race at Spa, despite suffering a gearbox failure, he was victorious once again, leading Berger in a 1-2 finish. However, their rivals responded, commanding the field in both the Portuguese and Spanish races, the last of which saw Senna struggling on the wrong tyres, retaking the lead in the championship. At the penultimate race in Suzuka, Berger scored his sole victory of the season, and his first for McLaren, having been handed victory by Senna in another one-two finish. This left Senna in an unassailable position on 96 points, winning his third and last title, while Berger finished fourth with 43 points. McLaren sealed the championship in the final race of the season, at a torrentially rain-soaked Australian Grand Prix which was forced to conclude after 14 laps.\u003c\/p\u003e\n\u003cp\u003eOverall, the MP4\/6 scored eight wins, 11 further podiums, 10 pole positions, five fastest laps, and 139 points, earning Senna the Drivers’ Championship and McLaren the Constructors’ Championship.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the McLaren MP4\/6 has been handcrafted and finished in our workshops using detailed colour and material specifications, and original CAD data supplied directly from McLaren Racing. Furthermore, it has undergone detailed scrutiny by both engineering and design teams to ensure complete accuracy of representation.\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":40249566003282,"sku":"M5185","price":10995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/AmalgamMP4-6Japan1-8WhtBackground_8_web.jpg?v=1617979208"},{"product_id":"mercedes-w196-monoposto","title":"Mercedes-Benz W196 Monoposto - 1955 British Grand Prix","description":"\u003cli\u003eLimited to just 196 pieces\u003c\/li\u003e\n\u003cli\u003eBoth Moss and Fangio versions available as raced at the 1955 British Grand Prix\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 4500 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 drawings and archive photographs supplied by Mercedes-Benz\u003c\/li\u003e\n\u003cp\u003eOne of the most dominant cars to have ever raced at the pinnacle of motorsport, the Mercedes-Benz W196 drove its competitors to despair during the 1954 and 1955 Formula 1 seasons in which it was entered, capturing the only two World Championships in which it competed.\u003c\/p\u003e\n\u003cp\u003eMercedes had been absent in Grand Prix racing for twenty years, but a combination of new Formula 1 regulations and a thriving economic turnaround in Germany allowed the Silver Arrows to compete once again. Expectations were high; in the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company's advanced technical capabilities. The W196 did not disappoint. Considering the relatively small displacement of 2.5 litres, the team of engineers, headed by Fritz Nallinger and Rudolf Uhlenhautand, chose a surprising and different format for the long straight eight engine, though this risk soon yielded astonishing results.\u003c\/p\u003e\n\u003cp\u003eThe W196 was the first Formula 1 car to use desmodromic valves to allow the significantly smaller engine to rev higher, as well as the first to use a Bosch-developed fuel injection system, which had already been successfully used on the 300SL racing cars. Adapted from the DB 601 high-performance V12 used on the Messerschmitt Bf 109E fighter, the novel fuel injection system allowed for 257 brake horsepower at the time of its debut, rising to 290 bhp at an impressive 8500 rpm after a year of on-track development. Also carried over from the 300SL was the space-frame chassis, which featured an entirely new approach to chassis building, combining light weight with exceptional rigidity. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two interchangeable body styles: the ‘Type Monza’ low-drag streamliner body, designed for high-speed circuits, and the more open-wheel configuration, for the more technical, twisty circuits.\u003c\/p\u003e\n\u003cp\u003eStill busy developing the cars, Mercedes missed the first three races of the 1954 season; the belated debut came at the French Grand Prix in Reims, where the streamlined body was immediately right at home. Racing manager Alfred Neubauer hired the – initially reluctant – superstar Juan Manuel Fangio to partner the German duo of Hans Herrmann and Karl Kling, and it was instantly obvious that the German marque’s approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a debut-winning tradition by piloting the W196 to a debut victory, a few metres ahead of Kling, whilst Herrmann posted the fastest lap. The open-wheel variant of the W196 debuted two races later in the team’s home Grand Prix at the Nürburgring, after a tougher race at Silverstone. Fangio again was victorious, and would go on to dominate three races in a row, winning at the Swiss and Italian Grands Prix as well. In a relatively poor showing in the final race in Spain, the Argentinian claimed a podium as he finished the season as the World Champion. While Fangio started the season at Alfa Romeo, winning two races with the Italians, his points tally with the W196 alone would have been enough to win him the World Championship title.\u003c\/p\u003e\n\u003cp\u003eFor 1955, Fangio was joined by a new team-mate, the up-and-coming Stirling Moss, creating a virtually invincible pairing. The Argentine driver started the season on a high by winning his home Grand Prix in soaring temperatures that exhausted most of his opponents. The W196’s lowest moment followed, as it failed to score a single point at Monaco: all three of the entered cars were hampered by reliability problems. Despite the horrifying 1955 Le Mans disaster shortening the Formula 1 season, the W196 completely dominated the remaining four races, finishing first and second in Belgium (Fangio-Moss), the Netherlands (Fangio-Moss) and Italy (Fangio-Taruffi), whilst at the penultimate race in Great Britain, the Mercedes team took a remarkable 1-2-3-4, Moss claiming his first Grand Prix victory ahead of Fangio, Kling and Piero Taruffi. Needless to say, Fangio was crowned champion again with Moss a distant second.\u003c\/p\u003e\n\u003cp\u003eShaken by the Le Mans accident, Mercedes-Benz left Grand Prix racing at the end of the season for the third time in their history, retiring their almost invincible car after racing for just one year and two months. Overall, the versatile W196's track record was impressive indeed: nine victories, eight pole positions and nine fastest laps in the twelve Grand Prix races in which it was entered, and, of course, Fangio's world titles in 1954 and 1955. It is widely agreed that the only reason the W196 did not win more titles is that the Manufacturers’ Championship was not introduced until 1958.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Mercedes-Benz W196 Monoposto as raced during the British Grand Prix at Aintree on the 16\u003csup\u003eth\u003c\/sup\u003e\u003cspan\u003e \u003c\/span\u003eof July 1955. Sir Stirling Moss led home the W196’s finest hour, a dominating 1-2-3-4 finish, ahead of his Argentine companion, Juan Manuel Fangio. Many, including Moss himself, believed that Fangio allowed his British protégé to claim his debut win in front of his home crowd. This was, however, consistently denied by the newly crowned triple World Champion, who claimed that Moss \"was simply faster that day.\" Due to the curtailing of the Formula 1 season in the wake of the Le Mans disaster, Fangio's points advantage over Moss after the race was sufficient to secure his third World Drivers' Championship.\u003c\/p\u003e\n\u003cp\u003eThis model has been handcrafted and finished in our workshops with the co-operation and assistance of Mercedes-Benz 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 Mercedes-Benz’s engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Mercedes-Benz W196 Monoposto is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e--------------------------------------------------------------\u003cbr\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","brand":"Amalgam Collection","offers":[{"title":"Sir Stirling Moss","offer_id":40249566462034,"sku":"M5033-MON-SC1","price":17995.0,"currency_code":"GBP","in_stock":true},{"title":"Juan Manuel Fangio","offer_id":40249566494802,"sku":"M5033-MON-SC2","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSC2214-Edit.jpg?v=1692965432"},{"product_id":"mercedes-w196-streamliner","title":"Mercedes-Benz W196 Streamliner - 1954 French Grand Prix Winner","description":"\u003cli\u003eLimited to just 196 pieces\u003c\/li\u003e\n\u003cli\u003eAs driven by Juan Manuel Fangio at the 1954 French Grand Prix\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\/19 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 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 drawings and archive photographs supplied by Mercedes-Benz\u003c\/li\u003e\n\u003cp\u003eOne of the most dominant cars to have ever raced at the pinnacle of motorsport, the Mercedes-Benz W196 drove its competitors to despair during the 1954 and 1955 Formula 1 seasons in which it was entered, capturing the only two World Championships in which it competed.\u003c\/p\u003e\n\u003cp\u003eMercedes had been absent in Grand Prix racing for twenty years, but a combination of new Formula 1 regulations and a thriving economic turnaround in Germany allowed the Silver Arrows to compete once again. Expectations were high; in the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company's advanced technical capabilities. The W196 did not disappoint. Considering the relatively small displacement of 2.5 litres, the team of engineers, headed by Fritz Nallinger and Rudolf Uhlenhautand, chose a surprising and different format for the long straight eight engine, though this risk soon yielded astonishing results.\u003c\/p\u003e\n\u003cp\u003eThe W196 was the first Formula 1 car to use desmodromic valves to allow the significantly smaller engine to rev higher, as well as the first to use a Bosch-developed fuel injection system, which had already been successfully used on the 300SL racing cars. Adapted from the DB 601 high-performance V12 used on the Messerschmitt Bf 109E fighter, the novel fuel injection system allowed for 257 brake horsepower at the time of its debut, rising to 290 bhp at an impressive 8500 rpm after a year of on-track development. Also carried over from the 300SL was the space-frame chassis, which featured an entirely new approach to chassis building, combining light weight with exceptional rigidity. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two interchangeable body styles: the ‘Type Monza’ low-drag streamliner body, designed for high-speed circuits, and the more open-wheel configuration, for the more technical, twisty circuits.\u003c\/p\u003e\n\u003cp\u003eStill busy developing the cars, Mercedes missed the first three races of the 1954 season; the belated debut came at the French Grand Prix in Reims, where the streamlined body was immediately right at home. Racing manager Alfred Neubauer hired the – initially reluctant – superstar Juan Manuel Fangio to partner the German duo of Hans Herrmann and Karl Kling, and it was instantly obvious that the German marque’s approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a debut-winning tradition by piloting the W196 to a debut victory, a few metres ahead of Kling, whilst Herrmann posted the fastest lap. The open-wheel variant of the W196 debuted two races later in the team’s home Grand Prix at the Nürburgring, after a tougher race at Silverstone. Fangio again was victorious, and would go on to dominate three races in a row, winning at the Swiss and Italian Grands Prix as well. In a relatively poor showing in the final race in Spain, the Argentinian claimed a podium as he finished the season as the World Champion. While Fangio started the season at Alfa Romeo, winning two races with the Italians, his points tally with the W196 alone would have been enough to win him the World Championship title.\u003c\/p\u003e\n\u003cp\u003eFor 1955, Fangio was joined by a new team-mate, the up-and-coming Stirling Moss, creating a virtually invincible pairing. The Argentine driver started the season on a high by winning his home Grand Prix in soaring temperatures that exhausted most of his opponents. The W196’s lowest moment followed, as it failed to score a single point at Monaco: all three of the entered cars were hampered by reliability problems. Despite the horrifying 1955 Le Mans disaster shortening the Formula 1 season, the W196 completely dominated the remaining four races, finishing first and second in Belgium (Fangio-Moss), the Netherlands (Fangio-Moss) and Italy (Fangio-Taruffi), whilst at the penultimate race in Great Britain, the Mercedes team took a remarkable 1-2-3-4, Moss claiming his first Grand Prix victory ahead of Fangio, Kling and Piero Taruffi. Needless to say, Fangio was crowned champion again with Moss a distant second.\u003c\/p\u003e\n\u003cp\u003eShaken by the Le Mans accident, Mercedes-Benz left Grand Prix racing at the end of the season for the third time in their history, retiring their almost invincible car after racing for just one year and two months. Overall, the versatile W196's track record was impressive indeed: nine victories, eight pole positions and nine fastest laps in the twelve Grand Prix races in which it was entered, and, of course, Fangio's world titles in 1954 and 1955. It is widely agreed that the only reason the W196 did not win more titles is that the Manufacturers’ Championship was not introduced until 1958.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Mercedes-Benz W196 Streamliner as raced to victory by the legendary Juan Manuel Fangio during a gruelling French Grand Prix at Reims on the 4\u003csup\u003eth\u003c\/sup\u003e of July 1954. The race was the W196’s first competitive foray and Mercedes’ first Grand Prix race for twenty years. It was a dominant return as Fangio set the pace averaging 124 mph (200 km\/h) during his practice lap. The Argentine and his teammate Karl Kling led the race from the start, driving almost side by side until the end, with their rivals unable to keep pace. With one lap to go, Mercedes finally ordered the duelling drivers to stop their fight to ensure both cars reached the end, Fangio eventually edging out Kling by just 0.1 seconds. It was a historical win for many reasons: it was Mercedes’ and tyre supplier Continental’s first official Formula 1 victory, and the first official race win to be achieved by a non-Italian constructor. Having also emerged victorious at the 1954 and 1955 Italian Grands Prix, the W196 Streamliner remains the only closed wheel car to win a race in Formula 1 history.\u003c\/p\u003e\n\u003cp\u003eThis scale model has been handcrafted and finished in our workshops with the co-operation and assistance of Mercedes-Benz 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 Mercedes-Benz’s engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Mercedes-Benz W196 Streamliner is limited to just 196 pieces.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249566527570,"sku":"M5033-STR","price":17995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/DSC2568-Edit.jpg?v=1611742687"},{"product_id":"mclaren-mp4-4-1-18","title":"McLaren MP4\/4","description":"\u003cp\u003eHaving completed just a handful of laps in the new 1988 MP4\/4, Alain Prost reportedly told Team Principal Ron Dennis that he knew the car would win the World Championship. And so he was proved, as the McLaren MP4\/4, driven by Frenchman Prost and his newly signed Brazilian teammate Ayrton Senna, went down in the annals of Formula One history as the most dominant Formula 1 car of all time, with a win rate of 93.8%.\u003c\/p\u003e\n\u003cp\u003eThe MP4\/4 won 15 out of 16 races, losing only Monza which many felt was a self-inflicted defeat, after Senna tripped over backmarker Jean-Louis Schlesser’s Williams-Judd in the first chicane. Senna won eight of those races to take his first World Championship, despite having been disqualified in the opener in Brazil. At the same time, winning a scarcely less remarkable seven rounds, Prost found himself just three points adrift of the top slot leaving McLaren’s nearest rival, third placed Gerhard Berger, literally miles behind. By the end of the season McLaren had scored a phenomenal 199 points in the Constructors’ Cup, almost three times the tally of runner-up Ferrari and a record that would stand until 2002. The duo’s qualifying record was equally as strong: Senna started on pole no fewer than 13 times with Prost qualifying first on two of the three other occasions.\u003c\/p\u003e\n\u003cp\u003eThe high level of optimism at McLaren, following the arrival of its new 1.5 litre Honda RA168E V6 turbo engine and of Ayrton Senna as Prost's partner, was not diluted by rule changes for the 1988 season. These brought in a further reduction in fuel capacity to 150 litres and a mandatory 2.8-bar turbo boost limit, the benefit of both in theory going to McLaren’s normally aspirated rivals, in a move clearly made ahead of the imminent ban on turbo technology which would come into effect for 1989. So swingeing was the fuel capacity rule that many expected 1988 to be a transitional year for the turbo teams rather than a winning one. But for McLaren, at least, it was to be nothing of the sort. With light overall weight, outstanding downforce, highly efficient brakes and suspension, a fabulous V6 and two of the best drivers of all-time behind the steering wheels, there is little doubt that the MP4\/4 was McLaren's, and arguably the best-ever car Formula 1.\u003c\/p\u003e\n\u003cp\u003eThis fine model of the McLaren MP4\/4 is a 1:18 scale replica of the car that Ayrton Senna drove to victory at the Japanese Grand Prix in 1988, clinching his first Drivers’ Championship title. Senna qualified on pole 0.3 seconds ahead of his title rival and teammate Prost and a whole 1.5 seconds ahead of the nearest Ferrari in third. Prost made a superb start to and took the lead whilst Senna stalled, who was lucky in the fact that Suzuka had the only sloping grid of the year, allowing him to bump start his car. Knowing he had nothing to lose and everything to gain in this race, and with the Championship in his sights, Senna started his fightback from 14\u003csup\u003eth\u003c\/sup\u003e place. His charge saw him gain six positions by the end of the first lap and, by the fourth lap, he was already sitting in fourth position. Lap 14 saw the weather come into contention as rain began to fall, benefitting the Brazilian wet-weather specialist. By lap 24, Senna was hot on the tail of Prost, who was suffering with a malfunctioning gearbox. When the pair came around to lap some backmarkers, as Prost was caught up with Andrea de Cesaris, Senna went past to take the lead and proceeded to set three consecutive fastest laps, setting a new lap record in the process. Despite Senna’s remonstrations to stop the race in the increasingly horrible conditions, the race ran its full distance and Senna finished a whole 13 seconds ahead of Prost. Senna’s win was the first of his three world titles and set a record for total wins in a season, previously held by Jim Clark and Prost.\u003c\/p\u003e\n\u003cp\u003eThese models have been handcrafted and finished in our workshops with the co-operation and assistance of McLaren Racing 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\u003cem\u003e\u003cstrong\u003ePlease note that we do not apply tobacco sponsor graphics to this model due to licensing restrictions agreed with the manufacturer. Please \u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" title=\"sales@amalgam.com\" href=\"mailto:sales@amalgam.com\"\u003econtact our sales team\u003c\/a\u003e\u003c\/span\u003e for more information. \u003c\/strong\u003e\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249567903826,"sku":"M5990","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/DSCF2493_Resized.jpg?v=1601655309"},{"product_id":"lotus-79-1978-dutch-gp-peterson","title":"Lotus 79 - 1978 Dutch Grand Prix - Peterson","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":"ferrari-f1-89","title":"Ferrari F1-89 - 1989 British Grand Prix","description":"\u003cli\u003eLimited to just 199 pieces per driver\u003c\/li\u003e\n\u003cli\u003eAs raced by Nigel Mansell and Gerhard Berger during the XLII Shell British Grand Prix at Silverstone Circuit on the 16th of July 1989\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 55cm\/21 inches long\u003c\/li\u003e\n\u003cli\u003eMade using the finest quality materials\u003c\/li\u003e\n\u003cli\u003eOver 2500 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 250 hours to build each 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 and paint codes supplied by Scuderia Ferrari\u003c\/li\u003e\n\u003cp\u003eOriginally known as its designated project number 640, the Ferrari F1-89 was Ferrari’s entry into the 1989 FIA Formula One World Championship. Driven by future World Champion Nigel Mansell and Gerhard Berger, the F1-89 was the first Ferrari chiefly conceived by innovative British designer John Barnard. Complicated technology and communications difficulties with Barnard, who was working from England at the time, dragged out the car’s development. However, when it finally did emerge, it was seen by the other constructors, thanks to its incredible pace and extremely clean-looking form, as a shining example of superb engineering and aerodynamics. The F1-89 was powered by a naturally aspirated 65-degree V12 cylinder engine, with 600 bhp at 12,000 rpm, and sported a sharp nose, with a narrow monocoque and bulging side-pods designed to house the radiators with maximum aerodynamic efficiency. With innovative aerodynamics and pushrod suspension with torsion bars instead of the classic coil springs, the F1-89 was fitted with a revolutionary semi-automatic gearbox, activated by the driver on the steering wheel. The semi-automatic gearbox was Barnard’s solution to the problem of the long manual actuation mechanism, but it was Ferrari who had pioneered this technology a decade earlier, eventually postponing the project due to a lack of advanced electronics at the time. Though the gearbox proved to be unreliable during the season, hampering Ferrari’s efforts, it more than proved its worth, and such gearboxes would become the norm by the mid-1990s.\u003c\/p\u003e\n\u003cp\u003eNigel Mansell, personally selected by Enzo Ferrari, joined the Scuderia for the 1989 season, partnering with Gerhard Berger. ‘Il Leone’ made a quick impression, winning the season-opening race in Brazil. The potential of the car was clear; on outright pace alone, the F1-89 was a leader. However, the reliability of the new technology soon proved to be the major concern for Ferrari and neither driver would see the chequered flag until the French Grand Prix six races later. There were to be no races in which both drivers finished, as the F1-89 suffered nineteen retirements from a possible thirty, including five double retirements, and yet, when the F1-89 reached the chequered flag, it never failed to finish on the podium. Mansell would win again in Hungary, as well achieving as second place finishes in the French and British Grand Prix and third places in Germany and Belgium. Berger only managed to finish three races all season, winning in Portugal and achieving second place finishes in Italy and Spain. Despite the poor reliability, the F1-89 would earn 59 points towards the Constructors’ Championship, allowing Ferrari to claim third place behind McLaren and Williams.\u003c\/p\u003e\n\u003cp\u003eThis 1:8 scale model is of the Ferrari F1-89 as raced by Nigel Mansell and Gerhard Berger during the XLII Shell British Grand Prix at Silverstone Circuit on the 16th of July 1989. Mansell qualified in third at Silverstone with Berger in fourth, behind the McLarens of Ayrton Senna and Alain Prost. The Ferrari duo started the race cleanly, letting their main rivals battle into the first corner. Berger pulled into the pits with electrical issues, rejoining the race several laps later. Senna span into the gravel on the entry to Becketts on lap 12, due to gear selection issues, promoting Prost into the lead and Mansell into second. The leading pair extended their lead over the rest of the field, Prost maintaining a slim advantage over the British racer. On lap 42, Mansell developed a puncture on his front right tyre, forcing him to pit, handing full advantage to the Frenchman. Prost was delayed on his own scheduled pit stop but returned to the track with a healthy lead over Mansell. Prost reached the chequered flag 19 seconds ahead of Mansell, with a further 29 second gap to the Benetton of Alessandro Nannini completing the podium. Berger ultimately retired on lap 49 with a mechanical issue.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe 1:8 scale model of the Ferrari F1-89 is limited to only 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\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","brand":"Amalgam Collection","offers":[{"title":"Nigel Mansell","offer_id":40400412803154,"sku":"M5994-SC2","price":10995.0,"currency_code":"GBP","in_stock":true},{"title":"Gerhard Berger","offer_id":40400412770386,"sku":"M5994-SC1","price":10995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/FerrariF1640-89-NigelMansell-Front3.4n_a521191d-84a1-4ddc-9198-c55551866212.jpg?v=1769507921"},{"product_id":"ferrari-156-f1-sharknose","title":"Ferrari 156 F1 \"Sharknose\" - 1961 Formula 1 Season","description":"\u003cp\u003eThe first Scuderia Ferrari mid-engined Formula 1 machine to be driven in true competition, the evocative Ferrari 156 F1 stands tall in amongst the halls of Maranello racing legends as one of the most dominant cars in history. Affectionally dubbed the ‘Sharknose’, due to its unusual front air intakes, the 156 F1 was built for the 1961 season and subsequently delivered the Italians their first Constructors’ Championship and fifth Drivers’ Championship titles. As successful as its legend is, the 156 F1, as all grand narratives do, also suffered great tragedy; German racer Wolfgang von Trips was fatally injured alongside fifteen spectators when he crashed at the championship-defining Italian Grand Prix.\u003c\/p\u003e\n\u003cp\u003eThe 156 F1 was the result of a brief given by Enzo Ferrari to new Technical Director Carlo Chiti, with the clear instruction to create a car capable of winning the Formula 1 World Championship under the new, downsized 1.5 litre engine regulations. It was developed from the previous year’s 156 F2, designed for Formula 2 racing, and 156 P, which was the prototype car adapted for Formula 1 regulations. The single-seater boasted a simple yet clever design, with a tubular chassis dressed in aluminium panels. A new lightweight 120-degree V6 engine was developed for the new rules, with the resulting angle of the cylinder blocks providing a lower centre of gravity. The car looked different too, thanks to a slender nose cone and two angled air-intakes that defined its new moniker.\u003c\/p\u003e\n\u003cp\u003eThe first year of the 1.5-litre formula was dominated by a well-prepared Ferrari team, and the ‘Sharknose’ won five of the eight races in the 1961 season. American Phil Hill was victorious in Belgium and Italy, German Count Wolfgang von Trips in the Dutch and British Grand Prix, whilst privateer Giancarlo Baghetti took his first and only official race win in France. Only Stirling Moss, in an outdated Lotus-Climax, was able to better the Ferraris in Monaco and Germany, in which only his skills could offset the Ferrari power advantage. Innes Ireland in another Lotus also won the United States Grand Prix, but only after Ferrari didn't enter the race. The ‘Sharknose’s’ greatest moment came in the race in Belgium as the Hill lead home Von Trips, Richie Ginther and Olivier Gendebien for a staggering 1-2-3-4 victory. Two races later, the team would score a further 1-2-3 as Von Trips finished ahead of Hill and Ginther at the British Grand Prix.\u003c\/p\u003e\n\u003cp\u003eThe battle for the title culminated at the penultimate race in Monza, with Von Trips leading Hill in the standings by four points. Tragically, however, Von Trips collided with Jim Clark on the second lap, launching his car off the track into the banking that spectators were stood upon, claiming the lives of fifteen as well as Von Trips. Hill, unaware of his friend and teammate’s fate, won the race and, in doing so, became the first American to win the Formula 1 Drivers’ Championship, but his joy soon vanished when he learned the terrible news. Ferrari had also sealed their first Constructor’s Championship, and subsequently withdrew from the season’s final race in the United States.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari 156 F1 ‘Sharknose’ earned five victories, nine further podiums, six pole positions and five fastest laps, scoring 40 points and winning the World Championship of Drivers and International Cup for Formula One Manufacturers during the 1961 Formula 1 season. Such was the strength of the 156 F1, that it still regularly contested and achieved victories and podiums into the 1963 and 1964 seasons.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Ferrari 156 F1 'Sharknose' 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 Ferrari 156 F1 ‘Sharknose’ is limited to just 199 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Phil Hill","offer_id":40249571311698,"sku":"M0059-SC1","price":18495.0,"currency_code":"GBP","in_stock":true},{"title":"Wolfgang von Trips","offer_id":40249571344466,"sku":"M0059-SC2","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/1_864bfab0-1bf7-4a3e-b44e-c7ceab11ed79.jpg?v=1620817474"},{"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":"mercedes-benz-w196-monoposto-1955-british-gp-winner-race-weathered","title":"Mercedes-Benz W196 Monoposto - 1955 British Grand Prix Winner - Moss - Race Weathered","description":"\u003cli\u003eLimited to just 5 pieces\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 Giclée print of the car at Aintree Motor Racing Circuit in 1955\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 50 cms\/19 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 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\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original drawings and archive photographs supplied by Mercedes-Benz\u003c\/li\u003e\n\u003cbr\u003e\u003cspan color=\"#000000\" style=\"color: #ff2a00; font-size: 21px;\"\u003e\u003cb\u003eOnly one model remains in this edition.\u003cbr\u003e\u003c\/b\u003e \u003c\/span\u003e\n\u003cp\u003e\u003cstrong\u003eWe are delighted to introduce a new weathered project at 1:8 scale: a special Limited Edition of five artistically race weathered models of the Mercedes-Benz W196 Monoposto as raced to victory in the 1955 British Grand Prix by Sir Stirling Moss. 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 1955. Each model is accompanied by an archive quality Giclée print of the car as it crossed the line, selected by Amalgam from the Motorsport Images collection. The artistry applied to these five models underlines 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\u003eOne of the most dominant cars to have ever raced at the pinnacle of motorsport, the Mercedes-Benz W196 drove its competitors to despair during the 1954 and 1955 Formula 1 seasons in which it was entered, capturing the only two World Championships in which it competed.\u003c\/p\u003e\n\u003cp\u003eMercedes had been absent in Grand Prix racing for twenty years, but a combination of new Formula 1 regulations and a thriving economic turnaround in Germany allowed the Silver Arrows to compete once again. Expectations were high; in the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company's advanced technical capabilities. The W196 did not disappoint. Considering the relatively small displacement of 2.5 litres, the team of engineers, headed by Fritz Nallinger and Rudolf Uhlenhautand, chose a surprising and different format for the long straight eight engine, though this risk soon yielded astonishing results.\u003c\/p\u003e\n\u003cp\u003eThe W196 was the first Formula 1 car to use desmodromic valves to allow the significantly smaller engine to rev higher, as well as the first to use a Bosch-developed fuel injection system, which had already been successfully used on the 300SL racing cars. Adapted from the DB 601 high-performance V12 used on the Messerschmitt Bf 109E fighter, the novel fuel injection system allowed for 257 brake horsepower at the time of its debut, rising to 290 bhp at an impressive 8500 rpm after a year of on-track development. Also carried over from the 300SL was the space-frame chassis, which featured an entirely new approach to chassis building, combining light weight with exceptional rigidity. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two interchangeable body styles: the ‘Type Monza’ low-drag streamliner body, designed for high-speed circuits, and the more open-wheel configuration, for the more technical, twisty circuits.\u003c\/p\u003e\n\u003cp\u003eStill busy developing the cars, Mercedes missed the first three races of the 1954 season; the belated debut came at the French Grand Prix in Reims, where the streamlined body was immediately right at home. Racing manager Alfred Neubauer hired the – initially reluctant – superstar Juan Manuel Fangio to partner the German duo of Hans Herrmann and Karl Kling, and it was instantly obvious that the German marque’s approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a debut-winning tradition by piloting the W196 to a debut victory, a few metres ahead of Kling, whilst Herrmann posted the fastest lap. The open-wheel variant of the W196 debuted two races later in the team’s home Grand Prix at the Nürburgring, after a tougher race at Silverstone. Fangio again was victorious, and would go on to dominate three races in a row, winning at the Swiss and Italian Grands Prix as well. In a relatively poor showing in the final race in Spain, the Argentinian claimed a podium as he finished the season as the World Champion. While Fangio started the season at Alfa Romeo, winning two races with the Italians, his points tally with the W196 alone would have been enough to win him the World Championship title.\u003c\/p\u003e\n\u003cp\u003eFor 1955, Fangio was joined by a new team-mate, the up-and-coming Stirling Moss, creating a virtually invincible pairing. The Argentine driver started the season on a high by winning his home Grand Prix in soaring temperatures that exhausted most of his opponents. The W196’s lowest moment followed, as it failed to score a single point at Monaco: all three of the entered cars were hampered by reliability problems. Despite the horrifying 1955 Le Mans disaster shortening the Formula 1 season, the W196 completely dominated the remaining four races, finishing first and second in Belgium (Fangio-Moss), the Netherlands (Fangio-Moss) and Italy (Fangio-Taruffi), whilst at the penultimate race in Great Britain, the Mercedes team took a remarkable 1-2-3-4, Moss claiming his first Grand Prix victory ahead of Fangio, Kling and Piero Taruffi. Needless to say, Fangio was crowned champion again with Moss a distant second.\u003c\/p\u003e\n\u003cp\u003eShaken by the Le Mans accident, Mercedes-Benz left Grand Prix racing at the end of the season for the third time in their history, retiring their almost invincible car after racing for just one year and two months. Overall, the versatile W196's track record was impressive indeed: nine victories, eight pole positions and nine fastest laps in the twelve Grand Prix races in which it was entered, and, of course, Fangio's world titles in 1954 and 1955. It is widely agreed that the only reason the W196 did not win more titles is that the Manufacturers’ Championship was not introduced until 1958.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe race weathered Mercedes-Benz W196 Monoposto is limited to just 5 pieces.\u003c\/em\u003e\u003c\/p\u003e\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--------------------------------------------------------------\u003cbr data-mce-fragment=\"1\"\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 data-mce-fragment=\"1\"\u003e\u003ca data-mce-fragment=\"1\" href=\"https:\/\/amalgamcollection.com\/collections\/display-cabinets\" data-mce-href=\"https:\/\/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\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249580290130,"sku":"M5033-MON-SC1-RWV","price":20645.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/M5033-MON-68-MercedesW196Monoposto1.8ScaleWeathered-Front3.4.jpg?v=1608309383"},{"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":"maserati-250f","title":"Maserati 250F - 1957 German Grand Prix - Juan Manuel Fangio","description":"\u003cul\u003e\n\u003cli\u003eLimited Edition of 199 pieces\u003c\/li\u003e\n\u003cli\u003eSpeak to our \u003cspan style=\"color: #ff2a00;\"\u003e\u003cstrong\u003e\u003ca href=\"https:\/\/www.amalgamcollection.com\/pages\/contact\" title=\"Contact Us\" style=\"color: #ff2a00;\"\u003esales team\u003c\/a\u003e\u003c\/strong\u003e\u003c\/span\u003e about bespoke commissions \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\/19 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 using original CAD designs developed from the scan of an original 250F\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eQuite possibly the most beautiful Formula 1 car to ever race, and most definitely one of the most iconic post-war race cars, the Maserati 250F was remarkable as much for the longevity of its successful racing career as the list of drivers who graced its steering wheel. The 250F raced at the pinnacles of motorsport in an age of rapid development, debuting in 1954 and still battling hard in 1960, spanning a golden though often difficult and dangerous era of Grand Prix racing. Most famously raced by two of the greats in Grand Prix history, Juan Manuel Fangio and Stirling Moss, the 250F is widely considered the definitive front-engine Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eBorn out of the 2.5 litre regulations new for the 1954 Formula 1 season, the 250F followed the lines of Maserati's Formula 2 racers of 1952 and 1953. Former Ferrari engineers Gioacchino Colombo and Valerio Colotti were lured from Maranello to Modena to work alongside project lead Giulio Alfieri. A simple tubular frame carried the suspension, aluminium body panels and engine. The front suspension was independent by wishbones and coil springs. The rear used a DeDion type axle, made popular by the front engined Mercedes-Benz Grand Prix racers of the 1930s. All in all, the setup was far from revolutionary, but the straightforward design did make it a popular choice with privateers, including a certain Stirling Moss, who purchased one with his race winnings.\u003c\/p\u003e\n\u003cp\u003eFor 1957, an all-new multi-tubular spaceframe chassis was laid down. It followed the same lines but was considerably lighter and stronger than the much more conventional original. The drum brakes remained, though with improved stopping power and cooling characteristics. The latest version of the straight six engine was carried over but was not mounted off-set in the new ‘Tipo 2’ or ‘T2’ chassis. Work on a brand-new engine with twin overhead camshafts commenced in 1956. An engineering work of art, the 2.5 litre V12 produced 320 bhp at a startling 12,000 rpm. That was a whole 50 bhp more than the straight six. The V12 would only make one racing appearance for the works team, before the cash-strapped marque retired from international racing at the end of the 1957 season. It remained the most powerful car built during the 2.5 litre era.\u003c\/p\u003e\n\u003cp\u003eIn all, the 250F was entered into 46 Formula 1 World Championship races through a mammoth 277 entries, earning eight victories, eight pole positions and 10 fastest laps. Success was not limited to official events, with race wins coming at Goodwood, Pescara, Pau, Aintree, Oulton Park, Modena, Buenos Aires, Rome and Bordeaux, to name a few. Famous drivers include Fangio and Moss, who took all eight of those official victories, and also Jean Behra, Hans Herrmann, Jo Bonnier, Masten Gregory, Maria Teresa de Filippis, Peter Collins, Roy Salvadori and Luigi Musso. 26 cars were built over the course of the 250F’s five year production span and every car was unique, constructed with differing features as the design evolved. Other cars may have been more successful, but few have ever done it with such style.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Maserati 250F is a perfect replica of the car raced to a legendary victory by Juan Manuel Fangio in the German Grand Prix at the Nürburgring on the 4\u003csup\u003eth\u003c\/sup\u003e August 1957. Regularly cited as Fangio’s greatest drive, if not the greatest in all racing history, the 46-year old Argentine overturned a deficit of almost a minute to win the race and his fifth World title. Fangio started on pole ahead of the Ferrari of Mike Hawthorn but, whilst the Ferrari would run a traditional non-stop race, the Maserati would be pitting for fresh tyres and fuel. A slow start would see the Argentine drop behind Hawthorn and his teammate Peter Collins, starting from fourth, but Fangio would retake the lead on lead three. He maintained his lead, setting four new lap records in the process, eventually pulling in for his pit stop at the end of lap 12.\u003c\/p\u003e\n\u003cp\u003eThe pit stop was a disaster; the mechanic removing the rear left wheel lost the wheel nut under the car, taking half a minute to find it. Fangio entered the pit lane with a 28 second advantage; he left 48 seconds behind Collins in second place, who himself had gone faster than Fangio’s new record. After a couple of laps running in his tyres, Fangio began to mount a charge, gaining as much as a second per mile on lap 15. Setting lap record after lap record, the Argentine reeled in his Ferrari rivals overtaking both on the twenty-first and penultimate lap, holding the British duo to take a race victory by 2.8 seconds that would forever cement his and the 250F’s names in Formula 1 folklore for ever more. Perhaps it was fitting then, that this would be the last victory Fangio would take in Formula 1.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model of the Maserati 250F has been handcrafted and finished in our workshops using CAD developed from a detailed digital scan of an original car. Utilising archive photography and accounts, the model's deep research and development cycle necessitated over 4500 hours of work, and the first prototype model only received approval once Amalgam’s expert technical team were fully satisfied with its accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Maserati 250 is strictly limited to just 199 pieces at 1:8 scale. \u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249583730770,"sku":"M0648-SC2","price":18495.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M0648-SC2-3Maserati250F_3.jpg?v=1719832410"},{"product_id":"bugatti-type-59-nuvolari-1-18","title":"BUGATTI Type 59 - 1934 Monaco Grand Prix - Nuvolari","description":"\u003cul\u003e\n\u003cli\u003e1:18 scale model, over 20 cms\/8 inches long\u003c\/li\u003e\n\u003cli\u003eBased on the car raced to fifth position by Tazio Nuvolari in the Monaco Grand Prix on the 2nd of April 1934 at Circuit de Monaco\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\u003eOriginal CAD designs created after scanning chassis 59122 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003cli\u003eArchive imagery and paint codes supplied by Bugatti\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eThe ultimate expression of the Bugatti Grand Prix car, the Type 59 was a testament to Ettore and Jean Bugatti’s extraordinarily creative engineering talents. In an era when the art of race car design was arguably superseded by the science, the Type 59 remained competitive despite its continued use of ‘old-fashioned’ mechanics. Though often defeated by its more modern government-funded rivals, its long, low and slender bodywork, have earned it a very special place in Grand Prix history. The Type 59 remains Bugatti’s last successful Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eThe Type 59 is generally regarded as an artistic masterpiece: it still retained the heritage from the iconic and all-conquering Type 35, which Ettore Bugatti had designed a decade earlier, but in extending the wheelbase of the new chassis frame, he created a beautiful Grand Prix car with perfect proportions. Under the all-aluminium bodywork lived its straight-eight engine. The power unit was a new development, led by Ettore’s eldest son Jean, not only to power the Type 59 race car but the upcoming Type 57 grand tourer. In Grand Prix specification, it was fitted with twin camshafts, dry sump lubrication and a lightened crankshaft. At its debut the engine displaced 2.8 litres, which was soon supercharged to just under 3.3 litres, and a separate four-speed gearbox was fitted roughly midway between the engine and rear differential for optimal weight distribution.\u003c\/p\u003e\n\u003cp\u003eThe Type 59’s steel ladder frame chassis was nearly identical to that of its predecessor, the Type 54. Unusually the front and rear axles were constructed from two halves treaded together in the middle, adding some flexibility to the traditional solid axles. Ettore Bugatti favoured the two-seater Grand Prix concept, and the Type 59 was no exception, the driver was offset to right of the car’s centre, and his famed eye for design to exquisite detailing such as the superbly engineered piano-wire spoke wheels. This particular addition was supported by strong mechanics: an aluminium back-plate dealt with the torque from the drive and the braking, whilst the spokes themselves only supported radial loads.\u003c\/p\u003e\n\u003cp\u003eLengthy delays meant that the Type 59 did not debut until late in the 1933 season and the car required modification to compete under the new ’750 kg’ regulations that would come into effect in 1934. The Bugatti was not particularly successful on the track but, although its rivals Auto Union, Mercedes-Benz and Alfa Romeo had made significant innovations with independent suspension and hydraulic brakes, the Type 59 remained competitive, despite its continued use of solid axles and cable operated drum brakes. It won a single major Grand Prix, at Spa in 1934 and, even then, there were many mitigating factors. Bugatti’s German rivals Mercedes-Benz and Auto Union withdrew from the race beforehand (rumoured to be due to issues with Belgian customs authorities at the border) and issues plagued the other competitors, meaning only seven entries started the race, three of which were Type 59s. Bugatti’s remaining major adversary, Alfa Romeo flew into a commanding lead, before both of their entries retired, one due to a crash and the other as the result of a broken oil pipe, leaving the route clear for René Dreyfus and Antonio Brivio to claim a fantastic 1-2 victory for the French marque. The Type 59 did see some more success in minor Grand Prix though: Jean-Pierre Wimille claimed victories at Algiers in 1934 and Deauville in 1936 whilst, in 1935, Robert Benoist won in Picardy.\u003c\/p\u003e\n\u003cp\u003eToday, Type 59s are prized collector items and have estimated values in excess of £10 million. Just seven cars were built in Grand Prix configuration, of which four raced for the Bugatti works team and all have survived to this day. Current owners include Ralph Lauren and the industrial designer Marc Newson. One former Grand Prix chassis, converted to a sports car configuration back in the 1930s, sold at auction for £9.5 million in 2020.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model is based on the car raced to fifth position by Tazio Nuvolari at the Monaco Grand Prix on the 2nd of April 1934 at Circuit de Monaco. Monaco was the first major race to be run with the new 750 kg weight limit and, whilst the Bugatti works team arrived with three cars, a fourth red Type 59 was on loan to Tazio Nuvolari. He entered as a private entrant, although he had full support from the team. Qualifying fifth, Nuvolari was passed off the line by the launching Alfa Romeo of Louis Chiron. After ten laps, Piero Taruffi managed to find a way past Nuvolari only to be immediately re-passed, and this fierce battle came to an abrupt end when the Maserati started to misfire. Coming up to half distance, Nuovlari was falling back from the leading pack and eventually was lapped by Chiron. Pit stops from the cars in front elevated Nuvolari as high as third after around 70 laps, but brake issues necessitated a lengthy stop of his own, dropping him to sixth position. With only a few laps remaining, Nuvolari regained his fifth position after Taruffi’s still misfiring Maserati retired.\u003c\/p\u003e\n\u003cp\u003eTo create the Type 59, we used our supremely accurate digital scanning on chassis 59122, kindly allowed by its current owner Ralph Lauren, and, with the cooperation of Bugatti, developed this stunningly detailed and precise replica at scale. This 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. 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\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":40249583763538,"sku":"M6021-NUV","price":1195.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/DSCF9556.jpg?v=1710326463"},{"product_id":"mercedes-w196-monoposto-fangio-weathered","title":"Mercedes-Benz W196 Monoposto - 1955 British Grand Prix - Fangio - Race Weathered","description":"\u003cli\u003eLimited to just 5 pieces\u003c\/li\u003e\n\u003cli\u003eAs raced by the legendary Juan Manuel Fangio in the 1955 British Grand Prix at Aintree Motor Racing Circuit on the 16th of July 1955\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 Giclée print of the car at Aintree in 1955\u003c\/li\u003e\n\u003cli\u003e1:8 scale model, over 50 cms\/19 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 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\u003eThousands of precisely engineered parts: castings, photo-etchings and CNC machined metal components\u003c\/li\u003e\n\u003cli\u003eBuilt using original drawings and archive photographs supplied by Mercedes-Benz\u003c\/li\u003e\n\u003cp\u003e\u003cstrong\u003eWe are excited to present our most recent Race Weathered project at 1:8 scale: the Mercedes-Benz W196 Monoposto, precisely replicated as raced by the great Juan Manuel Fangio in the 1955 British Grand Prix at Aintree Motor Racing Circuit on the 16th of July 1955. This exclusive edition consists of just five models, each of which will be meticulously hand-painted by the artisans in our Bristol workshop to exhibit every detail of race dirt and oil stains that adorned the car as it reached the chequered flag. Every model will also be accompanied by an archive quality Giclée print of the car mid-corner, selected by Amalgam from the Motorsport Images collection.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003ePlease note the imagery above is of the 'clean' model. As soon as we have imagery of the first completed weathered model, we will update accordingly. \u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003eOne of the most dominant cars to have ever raced at the pinnacle of motorsport, the Mercedes-Benz W196 drove its competitors to despair during the 1954 and 1955 Formula 1 seasons in which it was entered, capturing the only two World Championships in which it competed.\u003c\/p\u003e\n\u003cp\u003eMercedes had been absent in Grand Prix racing for twenty years, but a combination of new Formula 1 regulations and a thriving economic turnaround in Germany allowed the Silver Arrows to compete once again. Expectations were high; in the past the Mercedes-Benz racing cars were not only the fastest, but also the most technologically advanced; a showcase of the company's advanced technical capabilities. The W196 did not disappoint. Considering the relatively small displacement of 2.5 litres, the team of engineers, headed by Fritz Nallinger and Rudolf Uhlenhautand, chose a surprising and different format for the long straight eight engine, though this risk soon yielded astonishing results.\u003c\/p\u003e\n\u003cp\u003eThe W196 was the first Formula 1 car to use desmodromic valves to allow the significantly smaller engine to rev higher, as well as the first to use a Bosch-developed fuel injection system, which had already been successfully used on the 300SL racing cars. Adapted from the DB 601 high-performance V12 used on the Messerschmitt Bf 109E fighter, the novel fuel injection system allowed for 257 brake horsepower at the time of its debut, rising to 290 bhp at an impressive 8500 rpm after a year of on-track development. Also carried over from the 300SL was the space-frame chassis, which featured an entirely new approach to chassis building, combining light weight with exceptional rigidity. Sparing no expense, the engineers developed a variety of track specific versions of the W196 with three wheelbases and two interchangeable body styles: the ‘Type Monza’ low-drag streamliner body, designed for high-speed circuits, and the more open-wheel configuration, for the more technical, twisty circuits.\u003c\/p\u003e\n\u003cp\u003eStill busy developing the cars, Mercedes missed the first three races of the 1954 season; the belated debut came at the French Grand Prix in Reims, where the streamlined body was immediately right at home. Racing manager Alfred Neubauer hired the – initially reluctant – superstar Juan Manuel Fangio to partner the German duo of Hans Herrmann and Karl Kling, and it was instantly obvious that the German marque’s approach was too much for the Italian and British specialist manufacturers to match. Fangio helped Mercedes to continue a debut-winning tradition by piloting the W196 to a debut victory, a few metres ahead of Kling, whilst Herrmann posted the fastest lap. The open-wheel variant of the W196 debuted two races later in the team’s home Grand Prix at the Nürburgring, after a tougher race at Silverstone. Fangio again was victorious, and would go on to dominate three races in a row, winning at the Swiss and Italian Grands Prix as well. In a relatively poor showing in the final race in Spain, the Argentinian claimed a podium as he finished the season as the World Champion. While Fangio started the season at Alfa Romeo, winning two races with the Italians, his points tally with the W196 alone would have been enough to win him the World Championship title.\u003c\/p\u003e\n\u003cp\u003eFor 1955, Fangio was joined by a new team-mate, the up-and-coming Stirling Moss, creating a virtually invincible pairing. The Argentine driver started the season on a high by winning his home Grand Prix in soaring temperatures that exhausted most of his opponents. The W196’s lowest moment followed, as it failed to score a single point at Monaco: all three of the entered cars were hampered by reliability problems. Despite the horrifying 1955 Le Mans disaster shortening the Formula 1 season, the W196 completely dominated the remaining four races, finishing first and second in Belgium (Fangio-Moss), the Netherlands (Fangio-Moss) and Italy (Fangio-Taruffi), whilst at the penultimate race in Great Britain, the Mercedes team took a remarkable 1-2-3-4, Moss claiming his first Grand Prix victory ahead of Fangio, Kling and Piero Taruffi. Needless to say, Fangio was crowned champion again with Moss a distant second.\u003c\/p\u003e\n\u003cp\u003eShaken by the Le Mans accident, Mercedes-Benz left Grand Prix racing at the end of the season for the third time in their history, retiring their almost invincible car after racing for just one year and two months. Overall, the versatile W196's track record was impressive indeed: nine victories, eight pole positions and nine fastest laps in the twelve Grand Prix races in which it was entered, and, of course, Fangio's world titles in 1954 and 1955. It is widely agreed that the only reason the W196 did not win more titles is that the Manufacturers’ Championship was not introduced until 1958.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Mercedes-Benz W196 Monoposto as raced to second position by the legendary Juan Manuel Fangio during the British Grand Prix at Aintree on the 16th of July 1955. Sir Stirling Moss led home the W196’s finest hour, a dominating 1-2-3-4 finish, ahead of his Argentine companion. Many, including Moss himself, believed that Fangio allowed his British protégé to claim his debut win in front of his home crowd. This was, however, consistently denied by the newly crowned triple World Champion, who claimed that Moss \"was simply faster that day.\" Due to the curtailing of the Formula 1 season in the wake of the Le Mans disaster, Fangio's points advantage over Moss after the race was sufficient to secure his third World Drivers' Championship.\u003c\/p\u003e\n\u003cp\u003eThis model will be handcrafted and finished in our workshops with the co-operation and assistance of Mercedes-Benz 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, every model will undergo detailed scrutiny by both Mercedes-Benz’s engineering and design teams to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe race weathered Mercedes-Benz W196 Monoposto is limited to just 5 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","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40249584746578,"sku":"M5033-MON-RWV","price":20645.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/ArtPrint-101344254355GB10WEBEDIT_c44aea5e-792e-4845-9225-4706134954ff.jpg?v=1656520720"},{"product_id":"lotus-72-print-fittipaldi-signed","title":"Lotus 72D - Art Screen Print - Emerson Fittipaldi Signed - Gold Leaf Edition of 50","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\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 data-mce-fragment=\"1\"\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\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\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/Z2GoP_EqkKY\" title=\"YouTube video player\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture\" allowfullscreen=\"\"\u003e\u003c\/iframe\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 data-mce-fragment=\"1\"\u003eunder licence and with the assistance from Classic Team Lotus. No frame is included. By \u003ci data-mce-fragment=\"1\"\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 - Alan Thornton - Art Screen Print","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\u003cli\u003eLimited to just 200 prints\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan data-mce-fragment=\"1\"\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\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\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/Z2GoP_EqkKY\" title=\"YouTube video player\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture\" allowfullscreen=\"\"\u003e\u003c\/iframe\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 data-mce-fragment=\"1\"\u003eunder licence and with the assistance from Classic Team Lotus. \u003c\/span\u003e\u003c\/em\u003e\u003cem\u003e\u003cspan data-mce-fragment=\"1\"\u003eNo frame is included. By \u003ci data-mce-fragment=\"1\"\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":"brm-racing-for-britain-collectors-edition","title":"BRM - Racing for Britain (Collector's Edition)","description":"\u003cp\u003e\u003cem\u003eThis book 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 Porter Press International for use in the fulfilment of your order.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan style=\"color: #ff2a00;\"\u003e\u003ca style=\"color: #ff2a00;\" href=\"https:\/\/www.amalgamcollection.com\/collections\/porter-press\" title=\"Porter Press – fine books curated by Amalgam - the full collection\"\u003e\u003cstrong\u003ePorter Press – fine books curated by Amalgam - the full collection \u0026gt;\u003c\/strong\u003e\u003c\/a\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003eTells the story of patriotic racing driver Raymond Mays’ ambitious plan during the late 1940s to harness the power of the British automotive industry and create a new Formula 1 car with which to break the domination of teams from continental Europe. Having founded ERA before the Second World War, Mays introduced for this latest project another set of initials that would pass into motor racing folklore: BRM – British Racing Motors.\u003c\/p\u003e\n\u003cp\u003eAfter a troubled start with the spectacular V16, BRM’s fortunes started to turn around, and in 1959 Jo Bonnier scored its first World Championship Grand Prix victory at Zandvoort. The team’s crowning glory came in 1962, when Graham Hill became the first British driver to win the World Championship in a British car. That famous success helped to lay the foundations for the UK’s multi-billion-pound motorsport industry.\u003c\/p\u003e\n\u003cp\u003eWritten by respected author Ian Wagstaff and renowned BRM authority Doug Nye, admirably supported by editors Gavin Green and James Page, this new book from Porter Press International has been produced with the Owen family, which supported BRM from day one. It tells the full story of the team, from the difficult early days with the V16 to the glory years of the 1960s and its V12 finale in the 1970s.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eKey content\u003c\/strong\u003e\u003cbr data-mce-fragment=\"1\"\u003e\u003c\/p\u003e\n\u003cli\u003eIn-depth history of BRM’s Formula 1 team, including its 17 Grand Prix victories and drivers such as Stirling Moss, Juan Manuel Fangio, Graham Hill and Jackie Stewart.\u003c\/li\u003e\n\u003cli\u003eFull story of BRM’s World Championship-winning year in 1962, when Graham Hill pipped Jim Clark to the title.\u003c\/li\u003e\n\u003cli\u003eA chapter devoted to BRM’s sports cars, including the famous Rover-BRM gas turbine racer and the Can-Am machinery.\u003c\/li\u003e\n\u003cli\u003eMore than 430 images, including a wealth of previously unseen material from the official BRM archive, plus archive photographs from the world’s leading image libraries.\u003c\/li\u003e\n\u003cli\u003eForewords by Sir Jackie Stewart, Damon Hill and the Owen family.\u003c\/li\u003e\n\u003cp\u003e\u003cstrong\u003eLimited Edition\u003c\/strong\u003e\u003cbr data-mce-fragment=\"1\"\u003e\u003c\/p\u003e\n\u003cp\u003eLimited to only 100, individually numbered copies and signed by Nick, Paul and Simon Owen.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eThe Author\u003c\/strong\u003e\u003cbr data-mce-fragment=\"1\"\u003e\u003c\/p\u003e\n\u003cp\u003eIan Wagstaff began his career in the offices of Motor Sport and Motoring News before becoming Press and Promotions Manager at Silverstone Circuit. He went on to be an editor in the trade press. He has been working freelance since 1986, writing for the motor-racing press, plus automotive trade and business publications. Ian has won a number of awards for his work and is twice winner of the Guild of Motoring Writers Montagu of Beaulieu Trophy for his books. He is also a past winner of the Motorworld Book Prize (Motorsport category) for his first book in the Porter Press Great Cars series which covered the story of the 1970 Le Mans-winning Porsche 917.\u003c\/p\u003e\n\u003cp\u003eDoug Nye is the author of more than 70 books on aspects of motor sporting history, including standard works on BRM, Lotus, Ferrari, Cooper, Tyrrell and McLaren cars and upon (and with) such great racing drivers as Sir Stirling Moss, Sir Jack Brabham, Jim Clark and Juan Manuel Fangio. In his early career, he worked for Motor Sport magazine with the publication’s revered Continental Correspondent, Denis Jenkinson. Doug is considered by many to be the world’s leading motor racing historian.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eTitle Information\u003c\/strong\u003e\u003cbr data-mce-fragment=\"1\"\u003e\u003c\/p\u003e\nAuthor: Ian Wagstaff and Doug Nye\u003cbr\u003ePublication: March 2022\u003cbr\u003eSpecifications: 300mm x 300mm hardback, page extent 304pp. Hand-bound in dark green leather with an official enamel BRM badge recessed into the cover. Orange Buckram slipcase.\u003cbr\u003eIllustrations: 430 images\u003cbr\u003eLanguage: English\u003cbr\u003ePublisher: Porter Press International\u003cbr\u003eISBN: 978-1-913089-46-7","brand":"Porter Press International","offers":[{"title":"Default Title","offer_id":40352043040850,"sku":"M6253","price":700.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/products\/BRMCollector_sEditionMainWebImage.jpg?v=1677253128"},{"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":"bugatti-type-59-wimille-figure-edition","title":"BUGATTI Type 59 - 1935 Belgian Grand Prix - Jean-Pierre Wimille Figure Edition","description":"\u003cul\u003e\n\u003cli\u003eSpecial Edition with Jean-Pierre Wimille Driver Figure\u003c\/li\u003e\n\u003cli\u003eLimited to just 5 pieces\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Figure\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAround 22 cms\/8 inches tall\u003c\/li\u003e\n\u003cli\u003eDigitally sculpted by our artists in Venice\u003c\/li\u003e\n\u003cli\u003e3D printed and exquisitely hand-painted in Venice\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Model\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003ePerfectly captures the car raced by Jean-Pierre Wimille in the Belgian Grand Prix on the 14th of July 1935 at Spa-Francorchamps\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\u003eWith removable engine cover\u003c\/li\u003e\n\u003cli\u003eOver 5000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 500 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\u003eOriginal CAD designs created after scanning chassis 59122 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003cli\u003eArchive imagery and paint codes supplied by Bugatti\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eThree of the edition of 5 have already been sold and there are now only 2 driver model pairings available to order. Both the model and the driver figure can be ordered either in pristine clean pre-race condition, or patinated to reflect post-race dust and grime.\u003c\/h3\u003e\n\u003cp\u003eWe have long wanted to create driver figures that will match the quality of our 1:8 models and sit or stand well alongside them. Now we are working closely with a studio in Venice, Italy to originate and hand paint very refined and perfectly posed figures, that accurately represent each driver’s physicality and character. We are starting with a very small edition of only 5 models of the Bugatti Type 59 accompanied by a standing figure of Jean Pierre Wimille. Our research into his appearance at the time of the race has been deep and extensive. The type of suit he wore, his shoes, his physique and complexion have all been very carefully considered and rendered into this very fine figure of J.P. Wimille.\u003c\/p\u003e\n\u003cp\u003eThe ultimate expression of the Bugatti Grand Prix car, the Type 59 was a testament to Ettore and Jean Bugatti’s extraordinarily creative engineering talents. In an era when the art of race car design was arguably superseded by the science, the Type 59 remained competitive despite its continued use of ‘old-fashioned’ mechanics. Though often defeated by its more modern government-funded rivals, its long, low and slender bodywork, have earned it a very special place in Grand Prix history. The Type 59 remains Bugatti’s last successful Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eThe Type 59 is generally regarded as an artistic masterpiece: it still retained the heritage from the iconic and all-conquering Type 35, which Ettore Bugatti had designed a decade earlier, but in extending the wheelbase of the new chassis frame, he created a beautiful Grand Prix car with perfect proportions. Under the all-aluminium bodywork lived its straight-eight engine. The power unit was a new development, led by Ettore’s eldest son Jean, not only to power the Type 59 race car but the upcoming Type 57 grand tourer. In Grand Prix specification, it was fitted with twin camshafts, dry sump lubrication and a lightened crankshaft. At its debut the engine displaced 2.8 litres, which was soon supercharged to just under 3.3 litres, and a separate four-speed gearbox was fitted roughly midway between the engine and rear differential for optimal weight distribution.\u003c\/p\u003e\n\u003cp\u003eThe Type 59’s steel ladder frame chassis was nearly identical to that of its predecessor, the Type 54. Unusually the front and rear axles were constructed from two halves treaded together in the middle, adding some flexibility to the traditional solid axles. Ettore Bugatti favoured the two-seater Grand Prix concept, and the Type 59 was no exception, the driver was offset to right of the car’s centre, and his famed eye for design to exquisite detailing such as the superbly engineered piano-wire spoke wheels. This particular addition was supported by strong mechanics: an aluminium back-plate dealt with the torque from the drive and the braking, whilst the spokes themselves only supported radial loads.\u003c\/p\u003e\n\u003cp\u003eLengthy delays meant that the Type 59 did not debut until late in the 1933 season and the car required modification to compete under the new ’750 kg’ regulations that would come into effect in 1934. The Bugatti was not particularly successful on the track but, although its rivals Auto Union, Mercedes-Benz and Alfa Romeo had made significant innovations with independent suspension and hydraulic brakes, the Type 59 remained competitive, despite its continued use of solid axles and cable operated drum brakes. It won a single major Grand Prix, at Spa in 1934 and, even then, there were many mitigating factors. Bugatti’s German rivals Mercedes-Benz and Auto Union withdrew from the race beforehand (rumoured to be due to issues with Belgian customs authorities at the border) and issues plagued the other competitors, meaning only seven entries started the race, three of which were Type 59s. Bugatti’s remaining major adversary, Alfa Romeo flew into a commanding lead, before both of their entries retired, one due to a crash and the other as the result of a broken oil pipe, leaving the route clear for René Dreyfus and Antonio Brivio to claim a fantastic 1-2 victory for the French marque. The Type 59 did see some more success in minor Grand Prix though: Jean-Pierre Wimille claimed victories at Algiers in 1934 and Deauville in 1936 whilst, in 1935, Robert Benoist won in Picardy.\u003c\/p\u003e\n\u003cp\u003eToday, Type 59s are prized collector items and have estimated values in excess of £10 million. Just seven cars were built in Grand Prix configuration, of which four raced for the Bugatti works team and all have survived to this day. Current owners include Ralph Lauren and the industrial designer Marc Newson. One former Grand Prix chassis, converted to a sports car configuration back in the 1930s, sold at auction for £9.5 million in 2020.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is based on the car as raced by Jean-Pierre Wimille in the Belgian Grand Prix on the 14th of July 1935 at Spa-Francorchamps and the standing J.P Wimille Figure accurately \u003cspan data-mce-fragment=\"1\"\u003erepresents his physicality and character at the time of the race\u003c\/span\u003e. Wimille qualified fourth and made a fantastic start flying into second position on the opening lap, but the French hope for victory suffered an early retirement after just seven laps due to engine issues. To create the Type 59, we used our supremely accurate digital scanning on chassis 59122, kindly allowed by its current owner Ralph Lauren, and, with the cooperation of Bugatti, developed this stunningly detailed and precise replica at scale.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Bugatti Type 59 – 1935 Belgian Grand Prix Wimille Figure Edition is limited to just 5 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40552098988114,"sku":"M5543-WIM-FIG","price":29992.5,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/3x2edit_0004_BugT59_11_emotive.jpg?v=1705573457"},{"product_id":"maserati-250f-1-18","title":"Maserati 250F - 1957 German Grand Prix - Juan Manuel Fangio","description":"\u003cul\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 23 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 original CAD designs developed from the scan of an original 250F\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eQuite possibly the most beautiful Formula 1 car to ever race, and most definitely one of the most iconic post-war race cars, the Maserati 250F was remarkable as much for the longevity of its successful racing career as the list of drivers who graced its steering wheel. The 250F raced at the pinnacles of motorsport in an age of rapid development, debuting in 1954 and still battling hard in 1960, spanning a golden though often difficult and dangerous era of Grand Prix racing. Most famously raced by two of the greats in Grand Prix history, Juan Manuel Fangio and Stirling Moss, the 250F is widely considered the definitive front-engine Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eBorn out of the 2.5 litre regulations new for the 1954 Formula 1 season, the 250F followed the lines of Maserati's Formula 2 racers of 1952 and 1953. Former Ferrari engineers Gioacchino Colombo and Valerio Colotti were lured from Maranello to Modena to work alongside project lead Giulio Alfieri. A simple tubular frame carried the suspension, aluminium body panels and engine. The front suspension was independent by wishbones and coil springs. The rear used a DeDion type axle, made popular by the front engined Mercedes-Benz Grand Prix racers of the 1930s. All in all, the setup was far from revolutionary, but the straightforward design did make it a popular choice with privateers, including a certain Stirling Moss, who purchased one with his race winnings.\u003c\/p\u003e\n\u003cp\u003eFor 1957, an all-new multi-tubular spaceframe chassis was laid down. It followed the same lines but was considerably lighter and stronger than the much more conventional original. The drum brakes remained, though with improved stopping power and cooling characteristics. The latest version of the straight six engine was carried over but was not mounted off-set in the new ‘Tipo 2’ or ‘T2’ chassis. Work on a brand-new engine with twin overhead camshafts commenced in 1956. An engineering work of art, the 2.5 litre V12 produced 320 bhp at a startling 12,000 rpm. That was a whole 50 bhp more than the straight six. The V12 would only make one racing appearance for the works team, before the cash-strapped marque retired from international racing at the end of the 1957 season. It remained the most powerful car built during the 2.5 litre era.\u003c\/p\u003e\n\u003cp\u003eIn all, the 250F was entered into 46 Formula 1 World Championship races through a mammoth 277 entries, earning eight victories, eight pole positions and 10 fastest laps. Success was not limited to official events, with race wins coming at Goodwood, Pescara, Pau, Aintree, Oulton Park, Modena, Buenos Aires, Rome and Bordeaux, to name a few. Famous drivers include Fangio and Moss, who took all eight of those official victories, and also Jean Behra, Hans Herrmann, Jo Bonnier, Masten Gregory, Maria Teresa de Filippis, Peter Collins, Roy Salvadori and Luigi Musso. 26 cars were built over the course of the 250F’s five year production span and every car was unique, constructed with differing features as the design evolved. Other cars may have been more successful, but few have ever done it with such style.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Maserati 250F is a perfect replica of the car raced to a legendary victory by Juan Manuel Fangio in the German Grand Prix at the Nürburgring on the 4\u003csup\u003eth\u003c\/sup\u003e August 1957. Regularly cited as Fangio’s greatest drive, if not the greatest in all racing history, the 46-year old Argentine overturned a deficit of almost a minute to win the race and his fifth World title. Fangio started on pole ahead of the Ferrari Mike Hawthorn, but whilst the Ferrari would run a traditional non-stop race, the Maserati would be pitting for fresh tyres and fuel. A slow start would see the Argentine drop behind Hawthorn and his teammate Peter Collins, starting from fourth, but Fangio would retake the lead on lead three. He maintained his lead, setting four new lap records in the process, eventually pulling in for his pit stop at the end of lap 12.\u003c\/p\u003e\n\u003cp\u003eThe pit stop was a disaster; the mechanic removing the rear left wheel lost the wheel nut under the car, taking half a minute to find it. Fangio entered the pit lane with a 28 second advantage; he left 48 seconds behind Collins in second place, who himself had gone faster than Fangio’s new record. After a couple of laps running in his tyres, Fangio began to mount a charge, gaining as much as a second per mile on lap 15. Setting lap record after lap record, the Argentine reeled in his Ferrari rivals overtaking both on the twenty-first and penultimate lap, holding the British duo to take a race victory by 2.8 seconds that would forever cement his and the 250F’s names in Formula 1 folklore for ever more. Perhaps it was fitting then, that this would be the last victory Fangio would take in Formula 1.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not any feature moving parts.\u003c\/em\u003e\u003cbr\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":40842391912530,"sku":"M6304-SC1","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6304-SC1marketingphoto_42.jpg?v=1755773384"},{"product_id":"ferrari-f1-89-1-18","title":"Ferrari F1-89 - 1989 British Grand Prix","description":"\u003cli\u003eAs raced by Nigel Mansell and Gerhard Berger during the XLII Shell British Grand Prix at Silverstone Circuit on the 16th of July 1989\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 cm\/9 in 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 original CAD designs and paint codes supplied by Scuderia Ferrari\u003c\/li\u003e\n\u003cp\u003eOriginally known as its designated project number 640, the Ferrari F1-89 was Ferrari’s entry into the 1989 FIA Formula One World Championship. Driven by future World Champion Nigel Mansell and Gerhard Berger, the F1-89 was the first Ferrari chiefly conceived by innovative British designer John Barnard. Complicated technology and communications difficulties with Barnard, who was working from England at the time, dragged out the car’s development. However, when it finally did emerge, it was seen by the other constructors, thanks to its incredible pace and extremely clean-looking form, as a shining example of superb engineering and aerodynamics. The F1-89 was powered by a naturally aspirated 65-degree V12 cylinder engine, with 600 bhp at 12,000 rpm, and sported a sharp nose, with a narrow monocoque and bulging side-pods designed to house the radiators with maximum aerodynamic efficiency. With innovative aerodynamics and pushrod suspension with torsion bars instead of the classic coil springs, the F1-89 was fitted with a revolutionary semi-automatic gearbox, activated by the driver on the steering wheel. The semi-automatic gearbox was Barnard’s solution to the problem of the long manual actuation mechanism, but it was Ferrari who had pioneered this technology a decade earlier, eventually postponing the project due to a lack of advanced electronics at the time. Though the gearbox proved to be unreliable during the season, hampering Ferrari’s efforts, it more than proved its worth, and such gearboxes would become the norm by the mid-1990s.\u003c\/p\u003e\n\u003cp\u003eNigel Mansell, personally selected by Enzo Ferrari, joined the Scuderia for the 1989 season, partnering with Gerhard Berger. ‘Il Leone’ made a quick impression, winning the season-opening race in Brazil. The potential of the car was clear; on outright pace alone, the F1-89 was a leader. However, the reliability of the new technology soon proved to be the major concern for Ferrari and neither driver would see the chequered flag until the French Grand Prix six races later. There were to be no races in which both drivers finished, as the F1-89 suffered nineteen retirements from a possible thirty, including five double retirements, and yet, when the F1-89 reached the chequered flag, it never failed to finish on the podium. Mansell would win again in Hungary, as well achieving as second place finishes in the French and British Grand Prix and third places in Germany and Belgium. Berger only managed to finish three races all season, winning in Portugal and achieving second place finishes in Italy and Spain. Despite the poor reliability, the F1-89 would earn 59 points towards the Constructors’ Championship, allowing Ferrari to claim third place behind McLaren and Williams.\u003c\/p\u003e\n\u003cp\u003eThis 1:18 scale model is of the Ferrari F1-89 as raced by Nigel Mansell and Gerhard Berger during the XLII Shell British Grand Prix at Silverstone Circuit on the 16th of July 1989. Mansell qualified in third at Silverstone with Berger in fourth, behind the McLarens of Ayrton Senna and Alain Prost. The Ferrari duo started the race cleanly, letting their main rivals battle into the first corner. Berger pulled into the pits with electrical issues, rejoining the race several laps later. Senna span into the gravel on the entry to Becketts on lap 12, due to gear selection issues, promoting Prost into the lead and Mansell into second. The leading pair extended their lead over the rest of the field, Prost maintaining a slim advantage over the British racer. On lap 42, Mansell developed a puncture on his front right tyre, forcing him to pit, handing full advantage to the Frenchman. Prost was delayed on his own scheduled pit stop but returned to the track with a healthy lead over Mansell. Prost reached the chequered flag 19 seconds ahead of Mansell, with a further 29 second gap to the Benetton of Alessandro Nannini completing the podium. Berger ultimately retired on lap 49 with a mechanical issue.\u003c\/p\u003e\n\u003cp\u003eMany of the 1:18 scale projects we create at Amalgam Collection take advantage of the previous intense research and development process we have been through to create our 1:8 scale model of the same car. Working from the same CAD data supplied directly by Scuderia Ferrari, our engineers fabricated a pattern for each component of the model. The master patterns were created for each piece of the complex assembly using 3D printing and meticulous hand finishing. Moulds are then taken from each pattern and used to create a small batch of precisely engineered cast components, each one fettled and fitted to make a complete set, before painting, finishing and assembly. The resulting prototype model only receives the approval of the designers, engineers and historians at Gestione Sportiva once they were fully satisfied with its accuracy of representation. This stunningly detailed and precise scale replica, handcrafted and finished in our workshops, is the final result.\u003c\/p\u003e\n\u003cp\u003e\u003ci\u003eNote: This is a 'Kerbside' model and does not any feature moving parts.\u003c\/i\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Nigel Mansell","offer_id":41084938944594,"sku":"M6308-SC1","price":1050.0,"currency_code":"GBP","in_stock":true},{"title":"Gerhard Berger","offer_id":41084938977362,"sku":"M6308-SC2","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6308-FerrrariF189_1-18-CarModelmarketingphoto_48.jpg?v=1732635244"},{"product_id":"bugatti-type-59-nuvolari-figure-edition","title":"BUGATTI Type 59 - 1934 Monaco Grand Prix - Tazio Nuvolari Figure Edition","description":"\u003cul\u003e\n\u003cli\u003eSpecial Man \u0026amp; Machine Edition with Tazio Nuvolari Driver Figure\u003c\/li\u003e\n\u003cli\u003eLimited to just 28 pieces\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Figure\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAround 20 cms\/7 inches tall\u003c\/li\u003e\n\u003cli\u003eDigitally sculpted by our artists in Venice\u003c\/li\u003e\n\u003cli\u003e3D printed and exquisitely hand-painted in Venice\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Model\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e1:8 scale model, over 52 cms\/20 inches long\u003c\/li\u003e\n\u003cli\u003eBased on the car raced to fifth position by Tazio Nuvolari in the Monaco Grand Prix on the 2nd of April 1934 at Circuit de Monaco\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 removable engine cover\u003c\/li\u003e\n\u003cli\u003eOver 5000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 500 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\u003eOriginal CAD designs created after scanning chassis 59122 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003cli\u003eArchive imagery and paint codes supplied by Bugatti\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003ciframe width=\"100%\" height=\"315\" src=\"https:\/\/www.youtube.com\/embed\/rmg0M5hP6ag\" title=\"YouTube video player\"\u003e\u003c\/iframe\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFollowing the success of our first Man \u0026amp; Machine Edition featuring pre-war Bugatti star Jean-Pierre Wimille, we can now reveal that we will be recreating Italian racing legend Tazio Nuvolari and his Bugatti Type 59 from the 1934 Monaco Grand Prix. Both the model and driver figure can be ordered either in pristine clean pre-race condition, or patinated to reflect post-race dust and grime. Working closely with our partner studio in Venice, Italy, the figure of Nuvolari will be digitally sculpted, 3D printed and exquisitely hand-painted to accurately represent his physicality and character. Our research into his appearance at the time of the race has been deep and extensive: the type of suit he wore, his shoes, his physique and complexion have all been very carefully considered and rendered into this very fine figure of Tazio Nuvolari. \u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThe ultimate expression of the Bugatti Grand Prix car, the Type 59 was a testament to Ettore and Jean Bugatti’s extraordinarily creative engineering talents. In an era when the art of race car design was arguably superseded by the science, the Type 59 remained competitive despite its continued use of ‘old-fashioned’ mechanics. Though often defeated by its more modern government-funded rivals, its long, low and slender bodywork, have earned it a very special place in Grand Prix history. The Type 59 remains Bugatti’s last successful Grand Prix racer.\u003c\/p\u003e\n\u003cp\u003eThe Type 59 is generally regarded as an artistic masterpiece: it still retained the heritage from the iconic and all-conquering Type 35, which Ettore Bugatti had designed a decade earlier, but in extending the wheelbase of the new chassis frame, he created a beautiful Grand Prix car with perfect proportions. Under the all-aluminium bodywork lived its straight-eight engine. The power unit was a new development, led by Ettore’s eldest son Jean, not only to power the Type 59 race car but the upcoming Type 57 grand tourer. In Grand Prix specification, it was fitted with twin camshafts, dry sump lubrication and a lightened crankshaft. At its debut the engine displaced 2.8 litres, which was soon supercharged to just under 3.3 litres, and a separate four-speed gearbox was fitted roughly midway between the engine and rear differential for optimal weight distribution.\u003c\/p\u003e\n\u003cp\u003eThe Type 59’s steel ladder frame chassis was nearly identical to that of its predecessor, the Type 54. Unusually the front and rear axles were constructed from two halves treaded together in the middle, adding some flexibility to the traditional solid axles. Ettore Bugatti favoured the two-seater Grand Prix concept, and the Type 59 was no exception, the driver was offset to right of the car’s centre, and his famed eye for design to exquisite detailing such as the superbly engineered piano-wire spoke wheels. This particular addition was supported by strong mechanics: an aluminium back-plate dealt with the torque from the drive and the braking, whilst the spokes themselves only supported radial loads.\u003c\/p\u003e\n\u003cp\u003eLengthy delays meant that the Type 59 did not debut until late in the 1933 season and the car required modification to compete under the new ’750 kg’ regulations that would come into effect in 1934. The Bugatti was not particularly successful on the track but, although its rivals Auto Union, Mercedes-Benz and Alfa Romeo had made significant innovations with independent suspension and hydraulic brakes, the Type 59 remained competitive, despite its continued use of solid axles and cable operated drum brakes. It won a single major Grand Prix, at Spa in 1934 and, even then, there were many mitigating factors. Bugatti’s German rivals Mercedes-Benz and Auto Union withdrew from the race beforehand (rumoured to be due to issues with Belgian customs authorities at the border) and issues plagued the other competitors, meaning only seven entries started the race, three of which were Type 59s. Bugatti’s remaining major adversary, Alfa Romeo flew into a commanding lead, before both of their entries retired, one due to a crash and the other as the result of a broken oil pipe, leaving the route clear for René Dreyfus and Antonio Brivio to claim a fantastic 1-2 victory for the French marque. The Type 59 did see some more success in minor Grand Prix though: Jean-Pierre Wimille claimed victories at Algiers in 1934 and Deauville in 1936 whilst, in 1935, Robert Benoist won in Picardy.\u003c\/p\u003e\n\u003cp\u003eToday, Type 59s are prized collector items and have estimated values in excess of £10 million. Just seven cars were built in Grand Prix configuration, of which four raced for the Bugatti works team and all have survived to this day. Current owners include Ralph Lauren and the industrial designer Marc Newson. One former Grand Prix chassis, converted to a sports car configuration back in the 1930s, sold at auction for £9.5 million in 2020.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is based on the car raced to fifth position by Tazio Nuvolari at the Monaco Grand Prix on the 2nd of April 1934 at Circuit de Monaco. Monaco was the first major race to be run with the new 750 kg weight limit and, whilst the Bugatti works team arrived with three cars, a fourth red Type 59 was on loan to Tazio Nuvolari. He entered as a private entrant, although he had full support from the team. Qualifying fifth, Nuvolari was passed off the line by the launching Alfa Romeo of Louis Chiron. After ten laps, Piero Taruffi managed to find a way past Nuvolari only to be immediately re-passed, and this fierce battle came to an abrupt end when the Maserati started to misfire. Coming up to half distance, Nuovlari was falling back from the leading pack and eventually was lapped by Chiron. Pit stops from the cars in front elevated Nuvolari as high as third after around 70 laps, but brake issues necessitated a lengthy stop of his own, dropping him to sixth position. With only a few laps remaining, Nuvolari regained his fifth position after Taruffi’s still misfiring Maserati retired.\u003c\/p\u003e\n\u003cp\u003eTo create the Type 59, we used our supremely accurate digital scanning on chassis 59122, kindly allowed by its current owner Ralph Lauren, and, with the cooperation of Bugatti, developed this stunningly detailed and precise replica at scale. This 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. 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\u003cp\u003e\u003cem\u003eThe Bugatti Type 59 – 1934 Monaco Grand Prix Nuvolari Figure Edition is limited to just 28 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41094425051218,"sku":"M5543-NUV-FIG","price":24995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/BugattiType59-Nuvolari-PROMO-Front3.4.jpg?v=1743180784"},{"product_id":"mclaren-mp4-4-1988-japanese-grand-prix-prost","title":"McLaren MP4\/4 - 1988 Japanese Grand Prix - Prost","description":null,"brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41212981280850,"sku":"M5232-SC2","price":10995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/Amalgam_McLaren_MP4-4_Japan_Debranded_1-8_3_cdecb5e2-ab7e-473f-a5ee-4971ec1a600a.jpg?v=1727777189"},{"product_id":"mclaren-m23d-1976-japan-1-18-scale","title":"McLaren M23D - 1976 Japanese Grand Prix","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\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\u003e\u003cem\u003ePlease note the above image is a composite. Images of the 1:18 scale model will displayed as soon as they are available. \u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eFollowing on from our previous development at 1:8 scale, we can now reveal that we will also be developing the car that formed the other half of the Hunt-Lauda rivalry, the McLaren M23D. Propelling James Hunt to the World Championship in 1976, the M23D. The current schedule sees the completed prototype around early Q3, with the first production models available by Q4.\u003c\/strong\u003e\u003c\/p\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 snatching 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\u003eThis 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\/M23D1.18scalecompositewebimage.jpg?v=1734449475"},{"product_id":"ferrari-156-f1-sharknose-1961-season-1-18-scale","title":"Ferrari 156 F1 \"Sharknose\" - 1961 Formula 1 Season","description":"\u003cli\u003eAs raced by Phil Hill, Wolfgang von Trips and Giancarlo Baghetti in the 1961 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 XX cms\/XX 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\u003cp\u003e\u003cstrong\u003eAnother new historical Formula 1 development, we will be developing an 1:18 scale version of the Ferrari 156 F1 driven by Phil Hill in 1961. Affectionally dubbed the ‘Sharknose’ due to its unusual front air intakes, the 156 F1 was the first Scuderia Ferrari mid-engined Formula 1 machine to be driven in true competition and subsequently delivered the Italians their first Constructors’ Championship and fifth Drivers’ Championship. The evocative Ferrari 156 F1 stands tall in amongst the halls of Maranello racing legends as one of the most dominant cars in history. Models are currently scheduled for towards the end of the year.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThe first Scuderia Ferrari mid-engined Formula 1 machine to be driven in true competition, the evocative Ferrari 156 F1 stands tall in amongst the halls of Maranello racing legends as one of the most dominant cars in history. Affectionally dubbed the ‘Sharknose’, due to its unusual front air intakes, the 156 F1 was built for the 1961 season and subsequently delivered the Italians their first Constructors’ Championship and fifth Drivers’ Championship titles. As successful as its legend is, the 156 F1, as all grand narratives do, also suffered great tragedy; German racer Wolfgang von Trips was fatally injured alongside fifteen spectators when he crashed at the championship-defining Italian Grand Prix.\u003c\/p\u003e\n\u003cp\u003eThe 156 F1 was the result of a brief given by Enzo Ferrari to new Technical Director Carlo Chiti, with the clear instruction to create a car capable of winning the Formula 1 World Championship under the new, downsized 1.5 litre engine regulations. It was developed from the previous year’s 156 F2, designed for Formula 2 racing, and 156 P, which was the prototype car adapted for Formula 1 regulations. The single-seater boasted a simple yet clever design, with a tubular chassis dressed in aluminium panels. A new lightweight 120-degree V6 engine was developed for the new rules, with the resulting angle of the cylinder blocks providing a lower centre of gravity. The car looked different too, thanks to a slender nose cone and two angled air-intakes that defined its new moniker.\u003c\/p\u003e\n\u003cp\u003eThe first year of the 1.5-litre formula was dominated by a well-prepared Ferrari team, and the ‘Sharknose’ won five of the eight races in the 1961 season. American Phil Hill was victorious in Belgium and Italy, German Count Wolfgang von Trips in the Dutch and British Grand Prix, whilst privateer Giancarlo Baghetti took his first and only official race win in France. Only Stirling Moss, in an outdated Lotus-Climax, was able to better the Ferraris in Monaco and Germany, in which only his skills could offset the Ferrari power advantage. Innes Ireland in another Lotus also won the United States Grand Prix, but only after Ferrari didn't enter the race. The ‘Sharknose’s’ greatest moment came in the race in Belgium as the Hill lead home Von Trips, Richie Ginther and Olivier Gendebien for a staggering 1-2-3-4 victory. Two races later, the team would score a further 1-2-3 as Von Trips finished ahead of Hill and Ginther at the British Grand Prix.\u003c\/p\u003e\n\u003cp\u003eThe battle for the title culminated at the penultimate race in Monza, with Von Trips leading Hill in the standings by four points. Tragically, however, Von Trips collided with Jim Clark on the second lap, launching his car off the track into the banking that spectators were stood upon, claiming the lives of fifteen as well as Von Trips. Hill, unaware of his friend and teammate’s fate, won the race and, in doing so, became the first American to win the Formula 1 Drivers’ Championship, but his joy soon vanished when he learned the terrible news. Ferrari had also sealed their first Constructor’s Championship, and subsequently withdrew from the season’s final race in the United States.\u003c\/p\u003e\n\u003cp\u003eOverall, the Ferrari 156 F1 ‘Sharknose’ earned five victories, nine further podiums, six pole positions and five fastest laps, scoring 40 points and winning the World Championship of Drivers and International Cup for Formula One Manufacturers during the 1961 Formula 1 season. Such was the strength of the 156 F1, that it still regularly contested and achieved victories and podiums into the 1963 and 1964 seasons.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:18 scale model of the Ferrari 156 F1 'Sharknose', as raced by Phil Hill, Wolfgang von Trips and Giancarlo Baghetti in the 1961 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":41303687364690,"sku":"M6348-SC1","price":1050.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/WebEdit_0005_Ferrari156F1PhilHill-1961_Monza.jpg?v=1734435644"},{"product_id":"ferrari-312t-teapot","title":"Ferrari 312T \"Teapot\" (1975)","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":true}],"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)","description":"\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\u003cp\u003e\u003cstrong\u003eWe can unveil the development of the Ferrari 312 T2 at 1:18 scale, as raced by Niki Lauda during the hotly contested and dramatic 1976 Formula 1 season in which he narrowly lost the title to James Hunt, after narrowly escaping with his life. We expect to have created the prototype model by the middle of the year and anticipate the first batch of models in the summer.\u003c\/strong\u003e\u003c\/p\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\/WebEdit_0002_Ferrari312T2_Ferrariwebsite_V4.jpg?v=1734434391"},{"product_id":"alfa-romeo-8c-2300-nuvolari-figure-edition","title":"Alfa Romeo 8C 2300 \"Monza\" - 1932 Monaco Grand Prix Winner - Tazio Nuvolari Figure Edition","description":"\u003cul\u003e\n\u003cli\u003eSpecial Man \u0026amp; Machine Edition with Tazio Nuvolari Driver Figure\u003c\/li\u003e\n\u003cli\u003eLimited to just 28 pieces\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Figure\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAround 20 cms\/7 inches tall\u003c\/li\u003e\n\u003cli\u003eDigitally sculpted by our artists in Venice\u003c\/li\u003e\n\u003cli\u003e3D printed and exquisitely hand-painted in Venice\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eThe Model\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e1:8 scale model, over 49 cms\/19 inches long\u003c\/li\u003e\n\u003cli\u003eBased on the car raced to victory by Tazio Nuvolari in the Monaco Grand Prix at the Circuit de Monaco on the 17th of April 1932\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 removable engine cover\u003c\/li\u003e\n\u003cli\u003eOver 5000 hours to develop the model\u003c\/li\u003e\n\u003cli\u003eOver 500 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\u003eOriginal CAD designs created after scanning chassis 2111043 in the ownership of Ralph Lauren\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eAnother new development in our growing “Man and Machine” series, we can now reveal that we will be recreating Tazio Nuvolari and the Alfa Romeo 8C 2300 we raced at the 1932 Monaco Grand Prix at 1:8 scale. Both the model and driver figure can be ordered either in pristine clean pre-race condition, or patinated to reflect post-race dust and grime. The figure of Nuvolari will be digitally sculpted, 3D printed and exquisitely hand-painted by our partner, a small team of artists in Venice. The first model and figure pairings are anticipated early in the year. Register your interest or speak to our sales team to reserve your model.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eSeldom has there been a more convincing claimant to the title of the complete car than Vittorio Jano’s masterpiece, the Alfa Romeo 8C. The epitome of the spirit of racing in the glamorous 1930s era, with victories in Grand Prix racing, at Le Mans four years in succession, and in no less than seven editions of the Mille Miglia, its competition credentials are beyond reproach and, yet, only tell part of the 8C story. The chassis, available in both long chassis Lungo and short chassis Corto form, underpinned some of the finest and most elegant touring cars of its day, featuring timeless coachwork from contemporary Carrozzerie including Zagato, Touring, Castagna, and Brianza.\u003c\/p\u003e\n\u003cp\u003eThis said, it is in its renowned ‘Monza’ form that the 8C is perhaps most admired. In 1931, Alfa Romeo added two additional cylinders to the 6C 1750, creating the 8C 2300, before preparing a stripped down, short-wheelbase version of the chassis—complete with tapered racing tail and full-length side exhaust—to be driven by Tazio Nuvolari and Giuseppe Campari in their home Grand Prix in Monza. A dominant victory in Alfa Romeo’s back yard would lead to the moniker by which it would forever be known.\u003c\/p\u003e\n\u003cp\u003eVictories followed repeatedly for the Monza, including three consecutive Targa Florio wins (1931-1933), the domination of the 24 Hours of Le Mans for four uninterrupted years (1931-1934) and numerous Grand Prix successes across Europe, parading the fact that the 8C had become practically invincible. The 8C became inescapably linked with the legendary Italian racing driver Tazio Nuvolari who won many competitions behind the wheel, including the 1931 Coppa Ciano, two instances of the Targa Florio (those 1931 and 1932 victories), the 1932 Monaco Grand Prix, the 1933 24 Hours of Le Mans and the 1933 Mille Miglia to add to that prestigious Italian Grand Prix at Monza.\u003c\/p\u003e\n\u003cp\u003eThe 8C enjoyed an excellent power-to-weight ratio and the 1932 variant no doubt benefited from an enlarged 2665cc version of the engine, fed through not one but two superchargers. In 1933, Alfa Romeo retired the Monza from works racing, but a brigade of successful privateers carried the 8C mantle. The supremacy of the 8C meant that it continued to perform well on track well into the middle of the decade and its undoubted character and style made it an icon of the age. It remains one of the most sought-after cars of all time; in 2016, a Monza sold at sold for just short of $12 million.\u003c\/p\u003e\n\u003cp\u003eThis fine 1:8 scale model is of the Alfa Romeo 8C 2300 as raced to victory by Tazio Nuvolari at the 1932 Monaco Grand Prix on the 17\u003csup\u003eth\u003c\/sup\u003e of April 1932. It was the fourth running of the event, which had already gained international fame, and Alfa Romeo’s first appearance as a works team in Monaco, where they faced the teams from Bugatti and Maserati. Racing for the outfit from Portello, all in red Monzas, were the Italian trio of Nuvolari, Giuseppe Campari and Mario Umberto Borzacchini. There was a fourth car, a white Monza, for the German Rudolf Caracciola, who was not yet part of the official factory team.\u003c\/p\u003e\n\u003cp\u003eThe entry list was by invitation only and just 17 cars appeared on the grid, after two of the original 19 failed to start. Even though all the cars had been timed throughout practice, the order of the starting grid was still determined by ballot, Nuvolari being handed eleventh on the grid. The Italian started fantastically, passing seven cars within the first five laps, and settling into second position after ten laps. Despite Nuvolari's speed, he set a new fastest time of two minutes and four seconds on lap 12, he was unable to gain ground on the fast-starting Bugatti of Louis Chiron. The leading trio, including the Bugatti of Achille Varzi only five seconds behind the Alfa, began to pull away from the rest of the field, the followers matching the front-runner’s pace. After thirty laps, Nuvolari started to apply the pressure and gained ground on the leading Bugatti. Chiron rushed to pass one of the backmarkers and grazed the sandbags on the corner at the Quai de Plaisance, propelling the car into the air and turning it over, throwing Chiron into the road. Fortunately, Chiron was uninjured by the fall from his vehicle, except for some cuts and bruises, and recovered quickly, but this had wrecked Bugatti’s best chance for the win and handed the lead over to Alfa Romeo. It was a lead Nuvolari would not relinquish. Caracciola followed behind in the privateer Alfa Romeo, for the last forty laps, slowly closing the distance lap by lap, but declined to win when presented with the opportunity to overtake, as Nuvolari had almost dealt with the challenge of Bugatti singlehandedly and was now suffering from interruptions to his fuel supply. The duo crossed the line just 2.8 seconds apart. From the 17 cars at the start only ten finished after three and a half hours of racing.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Alfa Romeo 2300 8C - 1932 Monaco Grand Prix Nuvolari Figure Edition is limited to just 28 pieces.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":41303744610386,"sku":"M5544-NUV-FIG","price":24995.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/AlfaRomeo-SittingNuvolari-PROMO-Front3.4CLOSEUP.jpg?v=1746608797"},{"product_id":"honda-ra272-mexican-grand-prix-1965","title":"Honda RA272 - Mexican Grand Prix (1965)","description":"\u003cul\u003e\n\u003cli\u003eLimited to just 30 pieces\u003c\/li\u003e\n\u003cli\u003eModels exclusively available from Honda Motor Company\u003c\/li\u003e\n\u003cli\u003eChassis RA272F-103 as raced to victory by Richie Ginther in the IV Gran Premio de Mexico at Ciudad Deportiva Magdalena Mixhuca on the 24th of October 1965\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 49 cms\/19 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 a detailed digital scan of the original RA272F-103 chassis, from the Honda Collection Hall in Motegi, Japan\u003c\/li\u003e\n\u003cli\u003eCreated in collaboration with Honda Racing Corporation and Honda Motor Company\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cem\u003ePrices shown are indicative and may vary during checkout on our partner's website.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eTo celebrate the 60th anniversary of Honda’s historic victory at the 1965 Mexican Grand Prix, Amalgam Collection is delighted to have partnered with Honda Motor Company to create special 1:8 and 1:18 scale editions of the legendary RA272 that was victorious in the hands of Richie Ginter. This exclusive collaboration brings together Amalgam’s world-renowned craftsmanship with Honda’s original engineering expertise, resulting in a museum-quality replica that captures every detail of the car that secured Japan’s first-ever Formula 1 win. Developed using precise CAD data from scans of the original RA272F-103 chassis in the Honda Collection Hall, the model has been meticulously reviewed by Honda’s engineers and historians to ensure exceptional accuracy. This limited-edition piece not only honours a pivotal moment in motorsport history but also celebrates Honda’s enduring spirit of innovation and excellence.\u003c\/strong\u003e\u003c\/p\u003e\n\u003ch3\u003eThe Beginning of a Legacy\u003c\/h3\u003e\n\u003cp\u003eThe first Japanese car to win a FIA Formula 1 World Championship race, the Honda RA272 made motorsport history when Richie Ginther drove it to victory at the 1965 Mexican Grand Prix. Debuting in the 1965 season, the RA272 was powered by a screaming 1.5-liter V12 engine that revved to 12,000 rpm, showcasing Honda’s engineering prowess. Its triumph marked a major milestone, proving that Japanese manufacturers could compete at the pinnacle of motorsport and paving the way for Japan’s future successes in international racing. The RA272’s achievement inspired a new era of global respect for Japanese automotive technology and underscored Honda’s commitment to innovation and excellence on the world stage.\u003c\/p\u003e\n\u003cp\u003eCompeting in Formula 1 was an audacious challenge for Honda, coming just one year after the launch of its first production car. Although Honda had earned significant success in motorcycle racing, including victories at the Isle of Man TT, Formula 1 represented an entirely new level. Honda saw F1 as an ideal training ground for its engineers and, buoyed by their motorcycle triumphs, believed they could win on four wheels too. Initially, only a small team was assembled, most with motorcycle experience. To bolster their efforts, experienced engineers were hired, and fresh graduates were recruited to provide crucial manpower. This new R\u0026amp;D team was led by company founder Soichiro Honda himself.\u003c\/p\u003e\n\u003cp\u003eDetailed design work for the prototype RA270 engine began in August 1962, with testing starting in June 1963. In January 1964, Honda publicly announced its Formula 1 ambitions, claiming its engine would produce 200 hp. This claim was quickly validated when the RA270 achieved 210 hp at 11,800 rpm during tests in Arakawa, Japan. Although Honda initially planned to supply only the engine and partner with a European chassis manufacturer, no agreement materialised. As a result, Honda undertook the formidable task of building its own complete car, something at the time only Ferrari and BRM were doing. Facing challenges in design, materials, and manufacturing due to limited automotive experience, Honda nonetheless persevered. These efforts culminated in the completion of the RA271, the company’s first Formula 1 machine, finished in ivory white with a vivid red circle on the nose to symbolise Japan’s flag.\u003c\/p\u003e\n\u003cp\u003eThe RA271 made its debut halfway through the 1964 season at the German Grand Prix with American rookie Ronnie Bucknum at the wheel, tackling the notoriously demanding Nürburgring. Although the RA271 failed to complete a lap in qualifying, it climbed to ninth place during the race before crashing out three laps from the finish. Bucknum continued in Italy, qualifying just three seconds off polesitter John Surtees before retiring with brake failure on lap 13, though his promising pace offered hope for future performance. A final appearance in the U.S. ended with a failed cylinder head gasket.\u003c\/p\u003e\n\u003cp\u003eWith new 3.0-liter engine regulations looming for 1966, Honda decided to further develop the RA271 rather than design an entirely new car. Lessons learned from the RA271 led engineers to extensively revise the chassis using lighter alloys, while the RA271E engine — already producing 217 hp, the most powerful of its time — was refined with structural material changes to become the lighter RA272E. The suspension system was redesigned with widened front and rear tracks, and the car’s fairing was refined for better aerodynamics. \u003c\/p\u003e\n\u003cp\u003eFor 1965, Honda signed American Richie Ginther, known for his development skills, to join Bucknum. The RA272 debuted at the second race of the season in Monaco, followed by outings at Spa, Clermont-Ferrand, Silverstone, and Zandvoort. Despite aerodynamic improvements, the RA272 was hampered by weight and reliability issues, limiting Ginther to two sixth-place finishes while he retired from the rest. Bucknum also struggled, retiring from all three races he entered before breaking his leg in a testing accident at Suzuka. Honda skipped the German Grand Prix to focus on development, introducing the upgraded RA272 Rev. at the Italian Grand Prix. Key improvements included better cooling, a lower centre of gravity for improved manoeuvrability, a redesigned nose opening, and a newly developed front monocoque. At the rear, the engine was tilted forward, exhaust pipes were routed along the sides, and the space frame was reworked. The rear fairing was simplified, and the engine cover was redesigned. Although ignition issues sidelined both drivers at Monza, the revised package showed promise, with Ginther qualifying third — just 0.15 seconds off pole — at the U.S. Grand Prix.\u003c\/p\u003e\n\u003cp\u003eAt the final race of 1965 in Mexico City, held at an altitude of 2,000 meters, Honda’s fuel-injection system excelled in the thin air. Ginther qualified third, passed Jim Clark and Dan Gurney at the start, and led from the opening lap to the checkered flag, securing Honda’s first Formula 1 victory — just one year after their debut. Bucknum finished fifth, delivering a double points finish for the team and marking the first Grand Prix win for a Japanese car, engine, and team, and the first Asian constructor victory in Formula 1 history. Despite missing races and battling early reliability issues, Honda finished their second F1 season sixth in the International Cup for F1 Manufacturers with 11 points, proving the power of their technology and the dedication of their engineers.\u003cbr\u003e\u003c\/p\u003e\n\u003ch3\u003e1965 Mexican Grand Prix\u003c\/h3\u003e\n\u003cp\u003eThis fine 1:8 scale model of Honda RA272 replicates the car raced to victory by Richie Ginter in the IV Gran Premio de Mexico at the high-altitude Ciudad Deportiva Magdalena Mixhuca on the 24th of October 1965. Entering the race, the team had shown flashes of speed through out the season but struggled with reliability and weight issues. However, the thin air at 2,200 meters above sea level played perfectly into the hands of Honda’s fuel-injected V12, which maintained strong performance while rival engines lost power.\u003c\/p\u003e\n\u003cp\u003eIn qualifying, Ginther placed the #11 RA272 on the second row with the third-fastest time, just behind Jim Clark’s Lotus and Dan Gurney’s Brabham, while Ronnie Bucknum qualified 10th in the second Honda. At the start, Ginther made an electrifying launch, surging past Clark and Gurney to seize the lead into the first corner. Settling into a consistent rhythm, he expertly managed the RA272’s power delivery and brakes in the challenging thin atmosphere. Behind him, Clark retired with an engine failure, while Gurney lost positions in the opening laps before recovering to second by mid-race. Bucknum climbed into the top six early on, climbing to fifth place after overtaking Jackie Stewart’s BRM, though he eventually dropped back to sixth under pressure from Moisés Solana’s Lotus.\u003c\/p\u003e\n\u003cp\u003eAs the race wore on, Ginther and Gurney traded fastest laps, with Gurney steadily closing the gap. On the final lap, Ginther led by just three seconds, leaving no margin for error. Holding his nerve, he crossed the finish line first after 65 laps and nearly two hours of racing, securing Honda’s first-ever Formula 1 victory — a historic milestone as the first Grand Prix win for a Japanese car, engine, and team. Solana’s late retirement with ignition problems promoted Bucknum to fifth, delivering a double points finish for Honda. This remarkable result capped just the team’s second full season in Formula 1, validating the relentless efforts of Soichiro Honda’s engineers. Ginther’s triumph was a moment of national pride for Japan and signalled Honda’s emergence as a serious competitor on the world stage, while also demonstrating the effectiveness of their advanced fuel-injection system at altitude — a key technological advantage over European rivals.\u003c\/p\u003e\n\u003cp\u003eThis model has been meticulously handcrafted using our own CAD data, created by scanning the original victorious RA272 chassis (RA272F-103) preserved in the Honda Collection Hall in Motegi, Japan. Every detail has been faithfully reproduced with the assistance of Honda Motor Company, and the resulting prototype has undergone rigorous review by Honda’s engineers and historians to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Honda RA272 is strictly limited to just 30 models at 1:8 scale.\u003c\/em\u003e\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42113009877074,"sku":null,"price":0.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6330HondaRA272websitephotos_91.jpg?v=1754667767"},{"product_id":"honda-ra272-mexican-grand-prix-1965-1-18","title":"Honda RA272 - Mexican Grand Prix (1965)","description":"\u003cul\u003e\n\u003cli\u003eStrictly limited to just 300 pieces\u003c\/li\u003e\n\u003cli\u003eModels exclusively available in the US from the Honda Motor Company\u003c\/li\u003e\n\u003cli\u003eChassis RA272F-103 as raced to victory by Richie Ginther in the IV Gran Premio de Mexico at Ciudad Deportiva Magdalena Mixhuca on the 24th of October 1965\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 21 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 after a detailed digital scan of the original RA272F-103 chassis, from the Honda Collection Hall in Motegi, Japan\u003c\/li\u003e\n\u003cli\u003eCreated in collaboration with Honda Racing Corporation and Honda Motor Company\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cem\u003ePrices shown are indicative and may vary during checkout on our partner's website.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eTo celebrate the 60th anniversary of Honda’s historic victory at the 1965 Mexican Grand Prix, Amalgam Collection is delighted to have partnered with Honda Motor Company to create special 1:8 and 1:18 scale editions of the legendary RA272 that was victorious in the hands of Richie Ginther. This exclusive collaboration brings together Amalgam’s world-renowned craftsmanship with Honda’s original engineering expertise, resulting in a museum-quality replica that captures every detail of the car that secured Japan’s first-ever Formula 1 win. Developed using precise CAD data from scans of the original RA272F-103 chassis in the Honda Collection Hall, the model has been meticulously reviewed by Honda’s engineers and historians to ensure exceptional accuracy. This limited-edition piece not only honours a pivotal moment in motorsport history but also celebrates Honda’s enduring spirit of innovation and excellence.\u003c\/strong\u003e\u003c\/p\u003e\n\u003ch3\u003eThe Beginning of a Legacy\u003c\/h3\u003e\n\u003cp\u003eThe first Japanese car to win a FIA Formula 1 World Championship race, the Honda RA272 made motorsport history when Richie Ginther drove it to victory at the 1965 Mexican Grand Prix. Debuting in the 1965 season, the RA272 was powered by a screaming 1.5-liter V12 engine that revved to 12,000 rpm, showcasing Honda’s engineering prowess. Its triumph marked a major milestone, proving that Japanese manufacturers could compete at the pinnacle of motorsport and paving the way for Japan’s future successes in international racing. The RA272’s achievement inspired a new era of global respect for Japanese automotive technology and underscored Honda’s commitment to innovation and excellence on the world stage.\u003c\/p\u003e\n\u003cp\u003eCompeting in Formula 1 was an audacious challenge for Honda, coming just one year after the launch of its first production car. Although Honda had earned significant success in motorcycle racing, including victories at the Isle of Man TT, Formula 1 represented an entirely new level. Honda saw F1 as an ideal training ground for its engineers and, buoyed by their motorcycle triumphs, believed they could win on four wheels too. Initially, only a small team was assembled, most with motorcycle experience. To bolster their efforts, experienced engineers were hired, and fresh graduates were recruited to provide crucial manpower. This new R\u0026amp;D team was led by company founder Soichiro Honda himself.\u003c\/p\u003e\n\u003cp\u003eDetailed design work for the prototype RA270 engine began in August 1962, with testing starting in June 1963. In January 1964, Honda publicly announced its Formula 1 ambitions, claiming its engine would produce 200 hp. This claim was quickly validated when the RA270 achieved 210 hp at 11,800 rpm during tests in Arakawa, Japan. Although Honda initially planned to supply only the engine and partner with a European chassis manufacturer, no agreement materialised. As a result, Honda undertook the formidable task of building its own complete car, something at the time only Ferrari and BRM were doing. Facing challenges in design, materials, and manufacturing due to limited automotive experience, Honda nonetheless persevered. These efforts culminated in the completion of the RA271, the company’s first Formula 1 machine, finished in ivory white with a vivid red circle on the nose to symbolise Japan’s flag.\u003c\/p\u003e\n\u003cp\u003eThe RA271 made its debut halfway through the 1964 season at the German Grand Prix with American rookie Ronnie Bucknum at the wheel, tackling the notoriously demanding Nürburgring. Although the RA271 failed to complete a lap in qualifying, it climbed to ninth place during the race before crashing out three laps from the finish. Bucknum continued in Italy, qualifying just three seconds off polesitter John Surtees before retiring with brake failure on lap 13, though his promising pace offered hope for future performance. A final appearance in the U.S. ended with a failed cylinder head gasket.\u003c\/p\u003e\n\u003cp\u003eWith new 3.0-liter engine regulations looming for 1966, Honda decided to further develop the RA271 rather than design an entirely new car. Lessons learned from the RA271 led engineers to extensively revise the chassis using lighter alloys, while the RA271E engine — already producing 217 hp, the most powerful of its time — was refined with structural material changes to become the lighter RA272E. The suspension system was redesigned with widened front and rear tracks, and the car’s fairing was refined for better aerodynamics.\u003c\/p\u003e\n\u003cp\u003eFor 1965, Honda signed American Richie Ginther, known for his development skills, to join Bucknum. The RA272 debuted at the second race of the season in Monaco, followed by outings at Spa, Clermont-Ferrand, Silverstone, and Zandvoort. Despite aerodynamic improvements, the RA272 was hampered by weight and reliability issues, limiting Ginther to two sixth-place finishes while he retired from the rest. Bucknum also struggled, retiring from all three races he entered before breaking his leg in a testing accident at Suzuka. Honda skipped the German Grand Prix to focus on development, introducing the upgraded RA272 Rev. at the Italian Grand Prix. Key improvements included better cooling, a lower centre of gravity for improved manoeuvrability, a redesigned nose opening, and a newly developed front monocoque. At the rear, the engine was tilted forward, exhaust pipes were routed along the sides, and the space frame was reworked. The rear fairing was simplified, and the engine cover was redesigned. Although ignition issues sidelined both drivers at Monza, the revised package showed promise, with Ginther qualifying third — just 0.15 seconds off pole — at the U.S. Grand Prix.\u003c\/p\u003e\n\u003cp\u003eAt the final race of 1965 in Mexico City, held at an altitude of 2,000 meters, Honda’s fuel-injection system excelled in the thin air. Ginther qualified third, passed Jim Clark and Dan Gurney at the start, and led from the opening lap to the checkered flag, securing Honda’s first Formula 1 victory — just one year after their debut. Bucknum finished fifth, delivering a double points finish for the team and marking the first Grand Prix win for a Japanese car, engine, and team, and the first Asian constructor victory in Formula 1 history. Despite missing races and battling early reliability issues, Honda finished their second F1 season sixth in the International Cup for F1 Manufacturers with 11 points, proving the power of their technology and the dedication of their engineers.\u003c\/p\u003e\n\u003ch3\u003e1965 Mexican Grand Prix\u003c\/h3\u003e\n\u003cp\u003eThis fine 1:18 scale model of Honda RA272 replicates the car raced to victory by Richie Ginther in the IV Gran Premio de Mexico at the high-altitude Ciudad Deportiva Magdalena Mixhuca on the 24th of October 1965. Entering the race, the team had shown flashes of speed throughout the season but struggled with reliability and weight issues. However, the thin air at 2,200 meters above sea level played perfectly into the hands of Honda’s fuel-injected V12, which maintained strong performance while rival engines lost power.\u003c\/p\u003e\n\u003cp\u003eIn qualifying, Ginther placed the #11 RA272 on the second row with the third-fastest time, just behind Jim Clark’s Lotus and Dan Gurney’s Brabham, while Ronnie Bucknum qualified 10th in the second Honda. At the start, Ginther made an electrifying launch, surging past Clark and Gurney to seize the lead into the first corner. Settling into a consistent rhythm, he expertly managed the RA272’s power delivery and brakes in the challenging thin atmosphere. Behind him, Clark retired with an engine failure, while Gurney lost positions in the opening laps before recovering to second by mid-race. Bucknum climbed into the top six early on, climbing to fifth place after overtaking Jackie Stewart’s BRM, though he eventually dropped back to sixth under pressure from Moisés Solana’s Lotus.\u003c\/p\u003e\n\u003cp\u003eAs the race wore on, Ginther and Gurney traded fastest laps, with Gurney steadily closing the gap. On the final lap, Ginther led by just three seconds, leaving no margin for error. Holding his nerve, he crossed the finish line first after 65 laps and nearly two hours of racing, securing Honda’s first-ever Formula 1 victory — a historic milestone as the first Grand Prix win for a Japanese car, engine, and team. Solana’s late retirement with ignition problems promoted Bucknum to fifth, delivering a double points finish for Honda. This remarkable result capped just the team’s second full season in Formula 1, validating the relentless efforts of Soichiro Honda’s engineers. Ginther’s triumph was a moment of national pride for Japan and signalled Honda’s emergence as a serious competitor on the world stage, while also demonstrating the effectiveness of their advanced fuel-injection system at altitude — a key technological advantage over European rivals.\u003c\/p\u003e\n\u003cp\u003eThis model has been meticulously handcrafted using our own CAD data, created by scanning the original victorious RA272 chassis (RA272F-103) preserved in the Honda Collection Hall in Motegi, Japan. Every detail has been faithfully reproduced with the assistance of Honda Motor Company, and the resulting prototype has undergone rigorous review by Honda’s engineers and historians to ensure complete accuracy of representation.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThe Honda RA272 is strictly limited to just 300 models at 1:18 scale.\u003c\/em\u003e\u003cbr\u003e\u003cem\u003eNote: This is a 'Kerbside' model and does not feature any moving parts\u003c\/em\u003e.\u003c\/p\u003e","brand":"Amalgam Collection","offers":[{"title":"Default Title","offer_id":42113009909842,"sku":null,"price":0.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/files\/M6331-SC1HondaRA2721-18carmarketingphoto_49_CENTRED_b630ed67-7e52-4be3-945c-dd2c3ceac352.jpg?v=1757066862"},{"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"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2784\/4966\/collections\/Classic_F1_29d85a57-de71-4ff8-91c7-1a6a43046576.jpg?v=1764351364","url":"https:\/\/www.amalgamcollection.com\/collections\/historic-f1.oembed?page=3","provider":"Amalgam Collection","version":"1.0","type":"link"}