法拉利F355大對比: 京商 vs 風火輪 vs UT vs 真車
Comments (1) 昨天看完京商的F355後，我的直覺告訴我，UT因為外型最準確而繼續保值，大家千萬別賣掉你們的存貨啊。
京商 (明顯後半部份拉長了，而且價格高昂)
風火輪 (應該延用之前的模具，前臉顯得不夠威風)
UT (經典之王，型準而且當年性價比一流!)
真車
Category: Collecting Path (收藏之路)
Comments (1) 
半島的移動古董 (轉文)
By admin, January 28, 2013 12:30 pm
圖中9輛Silver Spirit（銀刺）是1995年經過颱風海倫沖擊後，酒店重新訂回來的。車隊經過多次更新，今日已換上2006年生產的14輛Phantom II（幻影II）。
半島酒店的勞斯萊斯車隊舉世知名，由1970年首次訂購第一批7輛Silver Shadow開始，每七至十年就另購一批新車，到今日車隊已有14輛加長版Silver Shadow，是全球數量最多的勞斯萊斯車隊，也創下勞斯萊斯有史以來最昂貴的定單紀錄。車隊當中最得寵的是1934年古董勞斯萊斯Phantom II（幻影II），因為集團主席米高嘉道理爵士是個超級古董車迷，自1994年起集團每有新酒店開幕，他就會重金禮聘曾為英女皇驗車的前勞斯萊斯總經理， 將一輛1934年Phantom II古董車翻新後送到當地。接載遊客的粗重工夫都由年輕車隊負責，古董車只偶然出席大型活動當個大公關。
記者：吳宛蔚 攝影：黃偉傑
米高嘉道理爵士擁有的古董車不計其數，他的Fiat508S Balilla剛剛在古董車展中得到「最渴望擁有車輛」大獎；他的母親Muriel Gubbay生前一直使用一部古董賓利，即使運費及維修費比買一輛新車更貴，也寧願把車子運往英國修理，也不換新車。米高嘉道理爵士堅持每家半島也要擺放 一輛1934年出產的勞斯萊斯Phantom II，因為他覺得這款車是三十年代汽車發展史中表現最佳的車款，性能更是現時依靠電子系統啟動的新車無法比擬。「1995年一場強烈熱帶風暴海倫襲港，尖 沙嘴出現水浸，水深達四英尺。當時停泊在地下停車場的9部1994年購入的Silver Spirit III（銀刺III）全部報銷，只有旁邊的老爺車在水退後依然能夠發動。」負責掌管半島酒店勞斯萊斯車隊的車隊經理Martin Oxley（岳敏添）說。
喜歡收藏古董車的米高嘉道理爵士，為半島酒店找來1934年出產的勞斯萊斯Phantom II，成為匹配的拍檔。
1934年出產Rolls Royce Phantom II
英國皇室御用車廂
Oxley在16歲離開校園前，一直在勞斯萊斯車廠工作，即使1995年加入半島酒店服務對着的一樣是勞斯萊斯。他接受過勞斯萊斯五年的在職訓練，有工廠 頒發的技師證書，在工程部工作過，又曾被調派到英國北部工場一個特別部門，負責以客人的角度審視產品質素，每輛組裝好的轎車都要經過他的檢驗才可送到客人 手上，包括英女皇的座駕。
Oxley對勞斯萊斯的熟悉無人能及，連他都被古董車迷倒。
雖然一生與勞斯萊斯結下不解緣，但Oxley的最愛卻是電單車。工作沉重得喘不過氣時，他就會兜一圈消悶氣。
「新車只是一輛車，古董車是優雅的女士，非常美麗。」米高嘉道理爵士指定要1934年 的勞斯萊斯Phantom II，都是他親自出馬搜尋，以為同年份同型號的車都是一式一樣？他說：「五十年代前，勞斯萊斯車廠只負責生產機械及引擎，買家需自行找車廂鑄造商訂造車 身，所以即使同時期出產的勞斯萊斯，外貌都不盡相同。」每家車廂鑄造商都會因應機件的大小及客人的意見設計出不同顏色及配備的車身，所以每一輛古董車的外 貌都稍有不同，香港半島這輛的車廂鑄造商，正是英國皇室也選用的Barker& Co.，他們所造的車廂被喻為最精細、最矜貴的。
有時Oxley更會親手參與修復。「由於汽車的每個部份都具歷史價值及意義，我們盡量保留，尤其是外觀部份幾乎不會改動。只會為客人的舒適及便利着想，安 裝冷氣及小冰箱等。」每逢新酒店落成，米高嘉道理爵士都會與太太先入住數天，將察覺到的問題改善後，酒店才公開予住客。對翻新後的古董車也一樣，所有車廂 設備都是根據米高嘉道理爵士試坐時所提供的意見而改造的。
有別於今日的房車多將後備胎放置車尾箱，三十年代的轎車設計師愛將兩個車胎放在引擎側，實用又美觀。
古董車與老人家一樣，要身體健康就要多活動，Oxley另一個重任就是每月最少帶老爺車 到西貢走一轉，讓它舒展筋骨。半島酒店是香港現存歷史最悠久的酒店，被古物古蹟辦事處評為一級歷史建築，每次這架79歲的古董車駛離車房，經過酒店門前就 會引來途人的哄動，85載的建築物、79歲的古董車，構成一幅好匹配的畫面。
車身長，所以需要多面鏡子幫助司機「睇位」，三十年代流行將側鏡固定在後備胎上。
車廂鑄造商會在車廂內的腳踏旁留名。
四十年代社會階級觀念重，車廂內的前座及後座用玻璃分隔，車主要與司機溝通會用內置電話。今日經米高嘉道理爵士提議，已改裝成可接駁長途電話。
勞斯萊斯險變福特
酒店跟勞斯萊斯的合作始於1970年，當時酒店董事局正商量向美國汽車廠Harper Ford（福特）訂購新車作接載住客之用，當時的主席羅蘭士嘉道理爵士（米高嘉道理爵士的父親）是賓利迷，他問兒子為何不選用跟賓利屬同一車廠的勞斯萊 斯。米高嘉道理爵士想都沒想就搶答：「它們太貴。」父親着他去查詢清楚，認真比較後發現，即使福特的車價相宜，但要將美國生產的左軚轉成香港的右軚，加上 牌照安排等雜項支出，其實只比勞斯萊斯便宜20%，最終一致決定訂購勞斯萊斯。40多年來，共作過八次大量訂購。
現時酒店共有20位司機，負責駕 駛14輛於2006年購入的加長版勞斯萊斯Phantom II及兩輛2010年購入的Mini Cooper，邱小美是唯一的女性司機。三年前經友人介紹入行駕酒店新購的Mini Cooper，因車房經理發現她淡定、駕駛安全，未夠一年被「晉升」，獲准駕駛勞斯萊斯。除了接送客人往返機場，有時亦要負責充當花車司機，「試過新娘住 在圍村，路太窄而要請新郎下車走入去。」將安全永遠放在第一位之餘，女性的身份亦有助她協助客人，「新娘在車上掉了髮飾我會發現到，幫忙拾回。」
從當初的第1台到現在的500多台
By admin, January 23, 2013 10:19 am
收藏1比18車模剛好5年了(2008年一月從米高大那裡收了第一台F430開始)，全球採購，從當初的第1台到現在的500多台，每一台都是自己最喜歡的，每一台都充滿了各種不同的心路歷程，很滿足，就是過程累了點，哈哈。
重塑紅旗風采 (轉文)
By admin, January 22, 2013 12:34 pm
他不時風趣的扮着鄧小平的口脗說：「同志們好！」他駕車時，有警察向他敬禮，車子一停在街頭就會惹起途人爭相拍照。他是香港廚具大王、康加集團主席汪恩 光，今年62歲的他喜愛收藏古董車，醉心六十年代專為領導人而設的國產紅旗車，一儲便是七架。他穿州過省找零件，花逾百萬將爛鐵一樣的舊車拆散，翻新再組 裝，重現紅旗風采，連法國人都垂涎，要將汪恩光一手翻新的紅旗車放到法國東部的米盧斯（Mulhouse）國家汽車博物館裏去。
記者：冉藹莉 攝影：梁志永 麥永健
一名擁有三間廠房、擺滿百多架老爺車的內蒙車迷，一次過將四架不同時代、價值合共50萬的紅旗車轉贈汪恩光。
車廂內鋪着一張厚厚的紅色花瓣原裝純羊毛地毯。
對於放在香港的紅旗車，汪恩光都會特別愛惜，以納米塗層技術打蠟令車身烏黑閃亮。
於1958年，中央領導人鄧小平及楊尚昆等到一汽汽車製造廠巡視中國第一架國產小轎車後，便下令為建國十周年慶典製造一架國產高級轎車。同年就生產了第一 架檢閱車，是紅旗的雛形。翌年成功生產首批33架CA72型紅旗車，其中10架被選出參與天安門舉行的建國十周年慶典，從此紅旗車就成為中央各部委和各省 市作接待的專車。直至1981年，紅旗車因耗油大、生產成本高而停產，20多年來只出產過1540架，共30多個型號。雖然九十年代曾再次推出復刻版，但 內部裝潢都已現代化，完全失去昔日的情懷。
紅旗車最威風的時代汪恩光還是個小學生，父親經營衣車零件機器生意，一放學他就會從旁協助父親，自小就 對機械着迷。「無論是燒焊怎樣才稱得上好，抑或汽車發動機的型號，我比一般小朋友都更早認識。」當年香港的街道上不是英、德房車，就是現已停產、出名易生 銹的日產太子牌房車。16歲的他有次參觀當年在亞皆老街的中國出口商品陳列館，紅旗車就是其中一件展品。望着不同省市的車，上海、北京或井岡山等，都讓他 震驚。「印象中當時很少人接觸中國事物，甚至不敢踏足大陸，見到中國能製作出如此高級的汽車，實在有點震驚，感覺已經超越日本。」從此對紅旗車留下深刻印 象。
汪恩光的第一架古董紅旗車絕對得來不易，在東莞開設廚具生產工廠的他，95年得悉當地一個食品企業家擁有一部如同爛鐵的紅旗車，兩年來一直無 間斷追問下，結果他以誠意打動車主轉讓收藏。由於車主沒有時間打理，又不懂翻新工藝，知道汪恩光是惜車之人便決定割愛。當汪恩光把紅旗車拖走，並遞上 8.8萬元紅封包作心意時，車主亦捨不得落下淚來。
三架紅旗車型號同為CA770，但每架車都有不同故事。右邊的曾參與「紅旗車申奧行」拉力賽，中間的將於8月運往法國的汽車博物館，左邊的曾為某位中央書記服務。
軚盤中央為純金打造的向日葵，外面圍着三面紅旗。儀錶板嵌上天安門徽章。
車頭側面鑲有三面紅旗車標誌。
3.8萬買車 160萬整車
從此他一聽到哪裏有古董紅旗的下落，他就去追尋，逐一將它們翻新，為爛鐵重塑昔日風釆。要將一架殘舊的紅旗車重新包裝並非易事，尤其在香港，03年他在報 紙見到一小格廣告，寫着「世界名車紅旗出讓」，他便即時打電話查詢，對方開價60萬，他知道全球只有13架右軚紅旗車，都是專為駐外國使館而設，這就是其 中一架，但那部車爛得不能開動，他還價拉鋸一輪，最終以3.8萬元成交；當時他已擁有三架紅旗車，都放在東莞的廠房，「新車」入手，令他成為香港唯一一架 紅旗車車主。買下那架「爛鐵」第一個難題就來了，怎樣將這件「死車」從迴旋形停車場的六樓帶離？結果單是拖車費就花逾萬元，「一拖車，生銹的零件如裙邊、 門、尾箱等，像餅乾碎一樣跌落化成灰塵。」
當時一直幫他修理老爺車的老師傅，聽到他找到架紅旗車既震驚又興奮，拍心口說：「我從未修理過紅旗車， 但一定幫你完成。」當時預算花40萬把車子翻新，但把車拆開後，發現存在問題太多，單是燒焊、噴漆不夠完美；他決定要將整架車拆散，再從頭逐個部件翻新再 組裝，為了找零件，他往來長春達六次之多。「以前民國時期並沒有軍管，有些人把貴價品收藏起來，今日在當地的跳蚤市場或舊物市場，有時也會有紅旗車的零件 擺出來。」對內地人來說，紅旗車的部件是他們很嚮往的物品，愛放在家裏當裝飾，他曾經在長春一民宅，見到一個儀錶放在木架上讓人欣賞。他把零件一個一個買 回來，當地朋友知道他的瘋狂，也合力找，又介紹車廠的朋友給他認識，結果他想要甚麼，都尋得到。「每一次去到都找到，我心想，是否真的跟紅旗車有緣？」結 果這架全港唯一的紅旗車，經歷了七年時間翻新，埋單計數共花了逾160萬。
2009年為紀念國慶60周年胡錦濤在CA7600J閱兵而設計、以金水橋為展示平台的模型車，全球限量2009台。
後排座椅兩旁各有一條白色皮帶圈，可讓手臂穿過或作扶手。
有次兩位來自法國的藝術家，到汪恩光的廚具廠參觀和洽商，發現放在停車場的紅旗車，令他們興奮不已，「我們找了很久也找不到。」原來他們一直為法國米盧斯 博物館尋找紅旗車，經幾次磋商後促成對方以一輛布加迪（Bugatti）交換他的CA770型紅旗，今年8月會在博物館中舉辦交換儀式。「縱使不捨，也會 割愛。」他慶幸自己的心血可永遠留存於博物館內。
關於”紅旗” 橋車側標志的設計:
1959年在CA72定型時採用了”五面紅旗”方案, 其含義是當時正值提倡成立”人民公社”, “人民公社”的特點是”工,農,兵,學, 商”五位一體。
1960年正值中國提出”總路線,大跃進,人民公社為三面紅旗”, 根據北京某軍方領導人建議改為”三面紅旗” 。
但CA770樣車設計採用了一面紅旗, 原因是彭真同志認為”三面紅旗”(大跃進,總路線,人民公社)从根本意義來講在於毛澤東思想這”一面紅旗”。
1/18 紅旗黨
夢想之牆 (Ideas from Ikea Billy)
Spark 針對AA合金車模言論的回應
By admin, December 19, 2012 12:46 pm
看完才知道，原來Spark的部分模也有用合金材料的。
主要論點是Spark完全不能接受合金車模玻璃的透明度，最重要Spark還是認為樹脂
膠塑造出來的車模線條比合金要精确的多。當然合金的門縫的確增加了線條的不平整和縫隙的美觀，但這恰恰也是其賣點之一(可以開門和引擎蓋子)。另外AA的1比18比例大，水貼細節當然容易處理過43的那些。
最后大家共同的意見是中國勞工的成本已經大大地上升了，這是個不爭的事實。
個人而言我最近3年買的Spark車模都覺得挺物有所值的，
以下是我前天買的，很喜歡，無論油漆還是細節，覺對值得港幣380的價格，至少這台比起同價的Minichamps玩具般的43車模美觀多了。
作為一個瘋狂的馬丁迷，我反而不太喜歡之后的Vanquish 2013，雖然嚴格來說，而且DB9是GT級別的，Vanquish是SuperCar級別的。其實Vanquish不算是DB9的后繼車。
總覺得新款旗艦的Vanquish像DB9(頭)和Vantage V8(尾)的結合體，難道Aston Martin真的江郎才盡了嗎﹖
THERE IS A LOT OF NONSENSE SPOKEN AND WRITTEN ABOUT DIECAST METAL OR RESIN AS THE BEST MATERIAL FOR COLLECTORS’ MODELS
Diecast Legends in their November 2012 magazine published a well written response and rebuttal to an article on Auto Art’s website regarding the relative merits of diecast metal versus resin in collectors’ model cars. Below we provide our own view…
We have carefully read Auto Art’s article on their web site. Our response relates, naturally, to our own products and not to models in general which can vary widely in quality of accuracy, detail and finish.
Auto Art is a manufacturer for whose products we have considerable professional respect. They are clearly enthusiasts and produce many excellent models of interesting cars that we, as collectors in our own right, are very happy to own in our personal collections. But we disagree with various views expressed in their article.
Firstly we would stress that we do not regard either resin or diecast zinc as being inherently superior one to the other. We believe that they each have their place according to the particular model being produced. We ourselves have no universal preference of material. The only issue for us is choosing the right material for any given model. We are constantly on the lookout for new materials and techniques to best reproduce a car and all its components in miniature.
Auto Art are quite right that resin molding allows for a shorter delay between the appearance of a real car and the model. However when Auto Art refer to the comparative costs of tooling and the considerably greater cost of steel versus silicone they are only telling part of the story. A major cost component of any particular model comes from the research necessary to ensure accuracy. We employ a team of specialists with different fields of expertise, whether it be in classic F1, Can Am, Land Speed Record or whatever. These people spend countless hours researching particular cars in our books and photo libraries, on the internet and also visiting manufacturers, car shows, races and museums etc. When they have assembled enough photographs and dimensional data the process of producing a prototype begins. This is time consuming and expensive, particularly for any classic cars which cannot be digitally scanned. Scanning reduces the time to produce a prototype by months. All this very meaningful expense is the same for any well researched model whether produced in resin or injected metal and has to be considered as part of the total set up cost.
So for us, the question of whether to use injection molding or resin casting often boils down to the size of any given production run. Depending on the model, if an initial run of a particular version of a car is a few thousand or more we would tend to use diecasting, as indeed we have frequently done in the past. However it must also be said that some models are, quite simply, better produced in resin even if the production run is in the thousands. This has to do with moulding techniques, parting lines and the complicated shapes of some cars where we are of the opinion that a given model will be more accurate in resin. I strongly suspect that many collectors do not even notice when we switch back and forth between materials.
Auto Art is certainly right to point out that it is generally easier to produce opening doors etc in diecast as resin is fragile.However the problem does not completely go away in diecast as one is still often left with the choice of overscaling the hinges and catches or else making them so delicate they also break easily. Collectors still have to make up their own minds on whether they want opening parts or not . These can be very successful on some cars but not necessarily on all. Shut lines can be an issue if they are too wide.
Perhaps contrary to widespread belief, we use plenty of injection molding for various small parts, such as wheels, which can be used on a variety of different cars. It must be said that apart from the initial mold tooling it is easier and cheaper to produce and assemble injection molded components than comparable models using resin.
For the foreseeable future I cannot see us ever using injection molding for windscreens and windows. The quality, transparency and scale thickness of injection molded windows is, for us, totally unacceptable and can in some cases ruin an otherwise excellent model, rendering it, especially in 1/43 scale, far too “toylike” . The method we use is certainly cumulatively more expensive than injection molding. It is very labour intensive and labour costs in China have exploded over the past few years.
Auto Art’s comparison of the relative costs of trimming and polishing resin and diecast parts is simplistic and wrong. Diecast pieces never need filling. Resin often does and this is also very labour intensive.
Auto Art is certainly correct to point out the comparative weakness of resin versus zinc. However collectors know full well that accurate scale models are delicate. It is hardly ever the bodywork of a model that breaks with careless handing but rather the various small attachments such as wing mirrors and spoilers that break off. This can happen just as easily to a diecast model as a resin one. Of course if a spoiler is injection molded and overscaled it might well be stronger but there is, to us, an unacceptable price to pay in reduced accuracy. Where any of our models do arrive broken in shipment to our distributors then it is clearly up to us to repair or replace. We take this very seriously.
We have seen none of the structural deformation in resin models that Auto Art suggest is possible despite the fact that we have some that are forty years old in our personal collections. Their comment strikes us as being biased scare mongering. It also neglects to mention that there have been well documented cases of diecast zinc deterioration commonly known to collectors as “metal fatigue” which can result in blistering, expansion, distortion, cracking and even total collapse of zinc castings. It is only fair to say that this should not occur in well controlled production processes and indeed I have many sixty year old Dinky Toys and Solidos which are as perfect now as the day they left the factory.
Like wise we take issue with Auto art’s comments regarding the baking of paints. We do bake paints in our factory on both resin and diecast models – so they are simply talking nonsense here. The glossy appearance that they mention is not inherent to the process of painting on resin but a commercial /aesthetic choice that some manufacturers have made in response to their clients’ demand for a glossy finish. As it happens we do not like the glossy finish as we feel it makes the cars look as though they are covered in treacle or honey.
We also take issue with what we would regard as oversimplification of the choice of pad printing or decals. We use both methods and the choice for us depends on the individual application. Pad printing can be unsuitable for surfaces with any great degree of compound curves. They are typically appropriate for the flatter surfaces of a car far, less so on any distinct compound curve. So any given model of ours, whether it be diecast or resin, will have a mixture of pad printing and decals. The issue of the transparent membrane yellowing with age becomes obvious on a white or silver background but is not noticeable on most other colours, even on my old 1960s Solido models.
Lastly we would really like to emphasize again we don’t care whether a model is made of resin or diecast zinc. We only care if it is accurate or not. Any good scale model, diecast or resin, is a fragile and delicate object. It is not a toy to be pushed around on the floor.
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