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By admin, January 12, 2015 1:50 pm

今天才知道市面上原來有2種不同版本的Hotwheels Elite法拉利California。

兩台唯一的分別就是內飾的顏色，最先推出的是內飾深啡色的N2042，限量1萬台。

後來才推出了比較淺色的R9742，限量5千台。

當然還有一台跟N2042內飾一樣的超精緻版N2079，限量2008台。

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By admin, January 11, 2015 8:56 pm

這篇真的值得本地的汽車模型收藏家深思!!! 當然大家都希望成立一個屬於香港人的汽車模型俱樂部，但根據過往經驗，租金和資金的問題，最終應該還是搞不了了之。

Celsior的話同樣適用於香港，值得大家反思! 想想我們自己，除了起步比別人早以外，到現在我們還剩下什麼優勢呢？

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儘管已經退出模型車收藏行列多時，但因為當年認識的壞朋友眾多，三不五時還是有機會聊到模型車的大小事。

這幾年模型車的世界，最大的改變就是兩個：網路店面與漲價。以前剛收 AutoArt 的時候，一台 Diablo VT 定價也才 1490 而已，現在 Avantador 隨便一款定價就破五千。猶記得 AutoArt 第一款破 4000 的 1/18：Murcielago 40 周年，以及第一台破 5000 大關的 MAZDA 787B，一開始雖然讓人罵翻天，不過其精緻度與稀有度都還是讓人可以接受這樣的定價。反觀現在，最便宜的 AutoArt 都要個四五千定價，打折下來也得花個三四千，等同於十幾年前的兩三倍。偏偏這十幾年來臺灣平均收入不增反減，所以退出這個圈子的人也越來越多。

退出模型車界的當然不只玩家，店家也陸陸續續被網路拍賣與海外網店給擊垮。以前光在臺南有賣 1/18 的店家就超過 20 個地方，現在連百貨公司都不大願意賣；海外車友來臺灣逛模型店，只要一個下午就可以全部搞定。畢竟商人賺錢最根本的基礎是來自於「資訊不對稱」，現在網路消息四通八達，甚至都比店家得到的資訊還快還多，隨便海外團購一下就能拿到比店家向代理商進貨價更低的價格，僅存少數不相信虛擬店家交易、堅持實體店家人情味的玩家，在勉勵支撐實體店面的營運。

不過這麼多年來，模型車收藏的歪風倒是不見變化：哄搶、炒作、惡砍。尤其是某些號稱海量級收藏的，在網上登高一呼，馬上就會有不少藏友盲目跟進，等到哪一天發現空間與金錢發生問題時，才又後悔於當初的衝動。這類劇本，現在依舊是層出不窮。

先前曾經探討過模型車的珍藏心態（見敝帚自珍），一台模型車的價值有多少，每個人都有各自的認定，根本不需要去管別人怎麼去看，更不必在意什麼車「非收不可」、「必收」，沒有那回事，一台模型車只要自己看上眼、價格負擔得起、買回家不會去跪主機板背面，那就是值得買的一台車。尤其這幾年模型車價格步步高升，買一台模型車的負擔比十幾年前高出許多，自然也就得比以前更加謹慎。

模型車是一種本質上不應增值的東西，所以想拿模型車來投資，除非是 TOMICA、HotWheels 這類單價極低的小車，或者極少數限量限定款，100 台車裡面會增值的只有一兩台，畢竟模型車是附庸於實車而來，頂多模型車可以體現出製造當時的工藝水準、工藝文化，但既然實車是消費性產品，附庸其上的模型車要漲價也是有很大的困難，尤其模型車版權來來去去，以前 KyOSHO NSX 一台漲到定價兩倍，現在 KyOSHO 自己復刻，AutoArt 也推出 NSX，一下子價格就崩盤，於是乎，以投資觀點來看待模型車，就好像以投資觀點在買 1/1 真車，是一件不切實際的事情。

然而，模型車並不是這麼的沒有價值。前面提到了，模型車的價值因人而異，其展現的路徑主要有三。

一是實車本身的背景。一台 KyOSHO BMW E60 M5，是 V10 引擎科技的縮影，也是臺灣首度於全世界第一台撞掉的跑車，E60 M5 發生過什麼大小事，KyOSHO 1/18 E60 M5 就是個縮小投射點，所以我一直以來對於收藏模型車卻不怎麼理解實車的人感到有些惋惜，這樣就少了一項收藏樂趣。

第二，模型車商品本身的故事。臺灣稍微資深一點的藏家就知道，UT/AutoArt 以前代理商「贏泰」，其汐止倉庫曾經在 2002 年被隔壁廠房大火波及，付之一炬，所以臺灣曾在 2002 年下半年 AutoArt 斷貨半年，且同步影響已經絕版的 UT-Models 價格與入手困難度。而在贏泰改名回京門（其實以前贏泰是京門的子公司）的第一款全新 AutoArt 作品：350Z，則是傳出海關針對某一項部件品質表示懷疑（據說是烤漆）而通關延遲。這些有的沒的八卦，不管是真是假，在在都讓一台本來平凡無奇的夕陽金 350Z 添增上不少色彩。

最後，就是自己買這台模型車的故事。以前專文也提過，模型車就好像自己生活的縮影，每次看到某一款車時，就會想起當初是怎麼大費周章的把他弄到手，又是怎麼偷偷藏起來玩、拿去哪裡拍照、拿去哪裡炫耀，模型車的故事，完全是專屬於收藏者自己。以前曾經在剛上市時就買了一台 IMPREZA 22B，買來發現前輪轉幅異常小、後輪歪歪斜斜、門開大力一點就會掉、頭尾燈都假假的，所以也不覺得有多喜歡這台車，於是沒多久就在當時還很紅的 ubid 買賣王（就是後來的 Pchome 拍賣、ebay 臺灣、露天拍賣的前身）以 1505 元的代價賣出。幾年之後，22B 價格不斷攀升，在一個偶然的機緣下，我又用差不多的價格買下一台二手的 22B。此時就發現一個問題，「這不是我的 22B」，也就是說，雖然我用幾乎同等代價買回一台 22B（以當時市價來看省了不少錢），但這台車怎麼看都不難以回放我當初收藏的那一台 22B 的故事，感覺只是在接手別人的故事（當然故事是什麼我也不知道），沒有任何回憶投射在這台 22B 身上。在櫃子裡面積了幾年灰塵後，雖然外面已經一台喊到很離譜的數字，我還是決意用當初入手高一點的價格再拿出去賣，畢竟這台 22B 對我而言第三項價值，「模型車故事」是相當缺乏的，總覺得哪裡不大對勁。

模型車收藏行為，若理解為是一種理性行為恐怕難以得到多數人認同，既然是偏感性為主，模型車收藏當然是「跟著感覺走」，自己最有權力賦予一款模型車的價值，價格只是交易市場上的媒介，硬要把前這種東西帶進來收藏，雖然可能有些成就感，但往往也因為得失心變成是一件很累的事情。感性行為，就不要把冷冰冰的金錢套進來，何不好好品味上面提到的模型車三大價值，此時就會發現，原來自己收藏的每一台車，都是這麼的與眾不同、這麼的價值不凡呀～

- Celsior

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By admin, January 6, 2015 3:17 pm

近幾年對英國皇室的御用車輛特別感興趣，上次幾經波折才終於能夠從日本訂購回那部Classic Models的英女皇特別版(因為生產商標明不寄大陸和香港)。

這次竟然給我聯絡到了生產商代理人，以後Classic Models的Rolls Royce型號終於可以直接從國內入貨了，大喜!

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By admin, December 31, 2014 2:54 pm

今天在網上看到了這兩台自製Le Mans拉花的312P，聽說這台CMC的硬頂和敞篷版都不怎麼好賣，主要原因是車門位置的螺絲比例實在太大了，幾乎有1比12的感覺。

另外也可能跟此車當年沒能為法拉利贏得任何冠軍有關，不過加了號碼和贊助商標貼後果然整個好看多了，也多了份應有的賽場氣勢!

突然想起來1969年勒芒的冠軍車是福特GULF顏色的6號 GT40 Mk I !

The SpA Ferrari SEFAC Ferrari 312P #18 as driven at Le Mans 1969 by Pedro Rodriguez and David Piper. The team retired following gearbox failure in the 16th hour.

The SpA Ferrari SEFAC Ferrari 312P #19 as driven at Le Mans 1969 by Chris Amon and Peter Schetty. The team retired after an on board fire.

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By admin, December 7, 2014 11:08 am

在936/81奪得了81年勒芒冠軍之后，1982年國際汽聯出台了新的規則,C組賽車誕生了,這些賽車運用了大量F1的技術,渦輪增壓,地面效應.C意味著”消耗”,意思是每一場比賽只能使用定量的燃料.于是為了節省汽油同時跑的快,C組賽車造型上別出心裁可謂,當然以流線型為主.由于采用了高增壓發動机,功率普遍達到800馬力,在排位賽上可以調增到1000馬力以上。

于是合乎C組規格的保時捷956誕生了.和前身936相比是一台全新的車型,當然也意味著全新的紀錄.它立刻霸占了當時運動車賽事的冠軍位置,把JOEST,ZAKSPEED,蘭西亞,福特,LOLA,MARCH等等遠遠拋在身后.之后為了在北美參賽,保時捷生產了符合IMSA規則的962.和956相比它的軸距長了,為的是用來安裝一個
保護駕駛員的裝置。

962立刻又主宰了北美賽場,雪佛蘭,LOLA和MARCH紛紛下跪!1985年國際汽聯修改了規則,使得新規則和IMSA的安全准則相一致.于是保時捷又開始把962引入歐洲賽場.在第一場勒芒的較量中厂隊的962慘敗給了私人車隊的956,然而保時捷根本不用著急,因為新規則正式的執行使得956在次年被判違規。

962順利拿下86和87兩年的勒芒冠軍. 在956/962橫行的几年,他們的成績近乎恐怖,在勒芒,956拿下1982到
85的冠軍,962則主宰86和87兩年的冠軍,1982年956包攬前3,1983年保時捷總共包攬了前10中除了第9名的所有名詞,1984年私人車隊的956拿下前7名,1985年保時捷拿下前10中的8個席位,1986年創紀錄的拿下了前10名中的9個席位.在1987年的法國勒芒24小時耐力賽中，保時捷的兩部賽車在一出發后就遙遙領先，最后兩部保時捷賽車以領先第三名20圈的优勢輕松奪冠，并同時贏得勒芒24小時耐力賽的6連冠。

在其他的賽場,保時捷956總共取得大約130次胜利,962則攬下高達180場以上的冠軍.這對兄弟賽車絕對是歷史上最成功的運動賽車.956的勒芒戰績絕對可以稱為前無古人后無來者 在1994年C組賽車被國際、汽聯刪除.私人車隊DAUER改裝了962,將其量產,被分到了GT1組,拿下了1994年的勒芒冠軍.傳奇性的962在7年之后再次奪冠。

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By admin, December 5, 2014 12:26 pm

From F1 Classic

René Arnoux is known for many great drives in Formula One, but there is one in particular that stands out in the memories of all Formula One fans…Dijon 1979!

What is your first recollection of Gilles Villeneuve? When did you meet him?

I don’t remember exactly. Probably I saw him first time when I finally made it to Formula 1. I drove for Renault and he drove, of course, for Ferrari. But I know that we had a good feeling for each other immediately, I always considered him my best friend in Formula 1. In nutshell, the name Gilles symbolized to me a real acrobat behind the wheel. He drove at the limit on each corner, each bend… always.

But he also had quite a few accidents…

Yes this is true, but Gilles didn’t understand the meaning of the word “danger”. One time he said to me, “René, if you have a steering wheel and brakes, you can achieve everything!”

To the fans the real race that resonates with them is the duel in Dijon in 1979. How do you remember this race?

Dijon 1979 was the best race in the world! It was possible only between Gilles and I. I knew Gilles very well and he also knew me very well. Yes, it was quite dangerous, especially the wheel banging. In normal circumstances I also would have said it was dangerous, but I knew we could control the situation. I wanted to finish second, but I was experiencing some fuel pick up problems and I always feared that in the big corner before the start-finish line the car would stop or hesitate. I kept pushing and trying. In the end, it wasn’t that important, coming second or third. The best of it was the fight between us.

And Renault won anyway that day!

Exactly! Everybody tends to forget it. Only one man remembers it, Jean-Pierre Jabouille!

How did you feel on the podium?

After the race everybody said that with these two guys they were like boxing. On the podium Gilles and I shook hands. We had a big smiles on our faces. We were both exhausted. After the celebrations someone came over and said, come see the last five laps you did. I was on the television in the press room. I took a seat because I was more than a little tired…and then I saw the four or five final laps! At this time, so not during the race, but now as I was sitting on my chair, I was really afraid of what would happen! My eyes opened bigger and bigger and I said to myself that’s a crazy thing. I had to thank as it was in a really bad condition when I passed the finish line. I remember Mauro Forghieri was there sitting close to me watching this scene. He threw his arms towards the sky and shouted that “These two guys are completely mad!” If it was for the win I’d understand, but it was only for the second and third place!”

Did Dijon strengthen your friendship?

As said, we were always good friends. But after Dijon we always remained somehow together and for the longest time people talked only about what happened in Dijon. I would say our friendship became even stronger.

As a French-Canadian did Gilles belong the French family? There are many photos with you, Laffite, Pironi, Tambay, and Prost.

We were all friends to a certain extent. What I can tell you is Gilles often invited me to their pits. He’d say, “René…come over to us at Ferrari and enjoy some good Italian food”. And the next day it was my turn, I call him to come to Renault to have a real French lunch. It was totally normal in those days. We had fantastic time together. I can swear to you, he was completely crazy, I mean, when he was driving, but out of the car a very fine and interesting man. I’ll tell you a story: one year in Watkins Glen before the second practice, when I was eating together with Gilles, I asked him if he took the last corner flat out or does he lift a little bit. He answered that so far he hadn’t taken it flat out, but in the afternoon practice he would try. I knew, if he said he would try, he would do it – definitely. When we run during practice just three minutes from the end I saw a Ferrari in the catch fencing. It was totally destroyed! There were no wheels…nothing on it. Gilles had already walked back to the pits. I was happy at least upon seeing him that nothing had happened to him. After returning to my pits, I jumped out of my car and went directly to Ferrari and said to him, “So, is it possible to do the last corner flat out or not?” He just smiled, “Well…it’s not possible”.

I’ll tell you something else: in Imola in 1980 he had a really big crash. It was on the 2nd or 3rd lap. It was only when I come to this spot as the leader, I suddenly had a Ferrari in the middle of track with no wheels, no wings, no engine, no gearbox – but the body of the car was somehow intact and not bad at all. At this time we had no radio communication, so I was very much afraid of what had happened. I finished the race and after returning to the pits I immediately hurried to Ferrari. I saw Gilles there, and I asked, “Gilles, how are you?” and he said, “Well…fantastic!” He continued with, “I am really happy…” I tried to guess why he would he say he was he happy and he went on saying, “You know, René, I had a big crash with 280 km/h and nothing happened to me. My car saved me. It has such a strong body. That makes me happy.”

He was lucky then, but not in Zolder. How do you remember his accident?

These were the most difficult moments in my entire career. I saw the whole accident because I drove quite close after them, Gilles and Jochen. When I speak about it each time this film runs in my memory… I stopped on the grass and went to other side of the road to the body of Gilles. It was just evident he was dead. That was a terrible moment, because he wasn’t simply a colleague, but also a good friend. He was a generous, charming man. I also think this accident was completely stupid. Gilles had many more heavier accidents in the past, but this one was just unnecessary. After, for me, racing was different.

Many say he overdrove, that his style itself was dangerous. What do you think?

Well, as a colleague I would say he wasn’t a dangerous driver, at least not for us, maybe for himself. He drove like an acrobat. Maybe he would never have won the Championship because from the start of every race he asked too much from the car, always the maximum, each lap. Sometimes he found himself with no tyres, no brakes, but still he continued with the same spirit of using his car. You cannot deny he had some fantastic races. Like in Jarama in1981. I stopped quite early because of an engine problem in my Renault. I remained at the end of the long straight to watch the race. There was Gilles and right behind him guys like Laffite, Reutemann, Watson and others, all strong competitors, and still he was unbeatable. Although his Ferrari was not easy to drive he pushed and pushed and pushed.

The year after Gilles’ death you became a Ferrari driver yourself. Did you still sense Gilles’ absence in the team?

When I signed for Ferrari I didn’t know who would partner me. I had an appointment with Mr Ferrari during 1982, very early. So I didn’t know if my teammate would be Gilles or Pironi. It would have been very nice to be together with Gilles, but life turned out to be different. Still, my time with Ferrari was very good in the sense that my driving style did not change after Gilles’ death. In Formula 1 if your best friend’s death affects your driving, you would better to stop. Each time you start a race without your friend on the starting grid, it was something difficult to accept.

A few occasions you had the chance to drive Gilles’ 312T4. What kind of feeling was it?

I was very impressed and excited. These were so special moments, I felt it in my heart. Many things came to my memory, all those weekends when we drove together on different circuits, Ferrari versus Renault.

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By admin, November 30, 2014 12:07 pm

這次大阪之旅在二手車模店裡竟然找到了這本由日本F1攝影大師所操刀的寶貝，而且裡面有大量我喜愛的Gilles Villeneuve珍藏照片。 這本1991年的攝影集可以算是個半古董，已經有23年的歷史，可幸的是上手仍然保存的像新的一樣，所以說找任何收藏品，日本肯定是個首選!

現在趁日圓低迷，大家要快點行動了喔!