Motorabilia

Assorted 1:18 scale diecast model cars by Auto Art

Description

Product Id

Price

Same as Biante Holden Concept VT Commodore Coupe Limited Edition with Certificate of Authenticity	GA73432 Gold Click on the picture for details.	Holden designers were looking at the concept of a coupe version of the VT range as early as 1993. The proportions and the sleek lines of the VT were a natural for the coupe treatment. The Holden design team, headed by Mike Simcoe, who created the VT Commodore produced some beautiful renderings of how such a coupe could look.	$145 AUD Email now to buy In stock Now Free Shipping!	Mike Simcoe's team challenged traditional thinking and worked on the project in secret knowing that they would not get official funding at the concept stage. It may have been a dream in 1993 but the coupe went from an idea into a reality in under five months. In October 1998 at the Sydney Motor Show Holden unveiled the VT Commodore Coupe. In February 1999 Holden announced that the VT Coupe will go into production, the new Monaro coupe was born, the first example rolling off the assembly line in October, 2001 - a transition that would take only 22 months.
Same as Biante Holden Monaro V2 CV8 By Auto Art The Monaro was about as close as a car could come to being an instant classic, resurrecting the name "Monaro" that many thought had been consigned to the annals of Aussie motoring history.	Click on the picture for details. GA73489 Metallic Blue	Two versions were available, the supercharged V6 "CV6" and Gen III V8 powered CV8. GM knew most punters would opt for the V8, particularly given the sporting nature of the Monaro. The 235kw Gen III V8 was already held in high regard by anyone lucky enough to punt a VY Commodore SV8 or SS, and wrapped in the beautiful sheet-metal of the Monaro made for a highly desirable package. Specs: CV6 CV8	$145 AUD Email now to buy In stock Now Free Shipping!	Recalibrations and shift revisions improved the performance of the V6s standard automatic transmission, the V8 transmissions also being upgraded for greater durability. V6 engines were fitted with the "dampolator" (a drive isolator and crankshaft bending damper) which helped overcome some of the lusty Buick V6’s harshness, particularly above 4000rpm, endowing the V6 with a freer-revving character, unlike it's Commodore doner. This is the same VN Commodore V6 motor that was renowned for bending cranks when red lined. There was little by way of engine refinement compared with the V6 units in the DOHC Magna and Camry. Sluggish sales of the V6 iteration would see it vanish with the release of the Series III in August 2003. Nobody was surprised, except maybe those that owned a CV6, which is a shame, because the CV6 was just as stunningly beautiful, and offered some sophistication over the push rod V8 ...........well at least it had an supercharger!
Porsche 911 GT3 RSR, LeMans Winner, Narac/Lietz/Long By Auto Art	A80771 Click on the pictures for details.	Nicely crafted in 1:18 scale by Autoart, this is the 2007 Porsche 911 GT3 RSR #76 as driven to victory at LeMans by Narac, Lietz, and Long. Highly detailed inside and out, features include opening doors, hood, trunk, workable steering, detailed engine, authentic tires/rims and more!	$175 AUD Email now to buy In stock Now Free Shipping!
Jaguar XJ13	A87183 Click on the picture for details.	The most popular 1:18 scale model ever produced by Autoart. In the Steve McQueen series it's the Porsche 917K, faithfully reproduced with impressive detail for this price range. Just an all around great reproduction of the car that McQueen drove in the movie "LeMans." Features include opening doors and a removable engine bonnet to show the engine area. "Racing is life! Anything that happens before or after is just waiting!" -Steve McQueen.Last one	Last One! $250 AUD Email now to buy In stock Now Free Shipping!
Jaguar XJ13	Click on the picture for details.	The Jaguar XJ13 was a prototype developed by Jaguar to challenge at Le Mans in the mid-1960s. It never raced, and only one was ever produced. The XJ13 had a 5 litre V12 engine mounted behind the driver, used as a stressed chassis member together with the five-speed ZF Transaxle driving the rear wheels.	Sold Out Waiting new stock 2010	Jaguar considered the V12 engine as far back as 1955, initially for racing purposes, and then developing a road going version, unlike the XK 6-cylinder engine, which was designed as a production engine and later pressed into service for racing. The V12 engine design was essentially two 6s on a common crankshaft with an aluminium cylinder block, with differences in the inlet porting, valve angles and combustion chamber shape. The first engine ran in 1964. The whole story

CV6 standard equipment included: Supercharged V6, 17 x 8 inch alloy wheels, 4 speed automatic transmission, security system, driver and front passenger airbags, driver and front passenger side impact airbags, control link independent rear suspension (IRS), Monaro FE2 Sports Suspension, ABS brakes, traction control, cruise control, basic trip computer, CD player, steering wheel audio controls, power antenna, power socket in centre console, twin cup-holders, air conditioning, power windows. You could option the CV6 with a Limited slip differential (LSD), Holden Assist security and support system.

CV8 standard equipment included, in addition to that listed for the CV6: V8, 18 x 8 inch alloy wheels, 6 speed manual transmission, Limited slip differential (LSD), advanced trip computer, 10-disc CD changer, climate control. Optional equipment included: 4 speed automatic transmission, Holden Assist satellite security and support system. On Series II also: Rear Park Assist, 6-disc in-dash CD changer.

The Jaguar XJ13 was a prototype racing car developed by Jaguar to challenge at Le Mans in the mid-1960s. It never raced, and only one was ever produced. Jaguar considered the V12 engine as far back as 1955, initially for racing purposes, and then developing a road going version, unlike the XK 6-cylinder engine, which was designed as a production engine and later pressed into service for racing. The V12 engine design was essentially two 6s on a common crankshaft with an aluminium cylinder block, with differences in the inlet porting, valve angles and combustion chamber shape. The first engine ran in 1964. The idea of a mid-engined prototype was first mooted in 1960, but it was not until 1965 that construction began, with the first car running by March 1966. The aluminium body was designed by Malcolm Sayer, the aerodynamicist responsible for the Jaguar C-type, D-type, E-type and XJS, who used his Bristol Aeroplane Company background to build it using techniques borrowed from the aircraft industry.

The XJ13 had mid-engine format with the 5.0 litre V12 engine mounted behind the driver, used as a stressed chassis member together with the five-speed manual ZF Transaxle driving the rear wheels. The front suspension wishbones were similar to that of the E-Type, however where the E-Type used longitudinal torsion bars, the XJ13 had more conventional coil spring/damper units. At the rear there again remained similarities with the E-Type - the use of driveshafts as upper transverse links - however the rest was quite different, with two long radius arms per side angling back from the central body tub together with lower links.

The development of the XJ13, although treated seriously by the designers, was never a priority for company management (despite assistant MD Lofty England's Le Mans success in the 1950s), and became less so following the 1966 merger with BMC. By that time Ford had developed the 7.0 litre GT40, and so the XJ13 was considered obsolete by the time the prototype was complete. The prototype was tested at MIRA and at Silverstone, which confirmed that it would have required considerable development to make it competitive. The prototype was put into storage and no further examples were made. In 1971 the Series 3 E-type was about to be launched with Jaguar's first production V12 engine. The XJ13 was taken out of storage to be filmed at MIRA for the E-type publicity video. Unfortunately, the magnesium wheels had suffered from internal corrosion and one disintegrated at speed, the car rolled heavily and was nearly destroyed. Jaguar test driver Norman Dewis was fortunately unharmed. The wreck of the car was put back into storage. Some years later, the car was rebuilt, to a specification similar to the original, using the body jigs made for its original construction. The cars is now displayed in the Jaguar Daimler Heritage Trust collection.

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