Rennsport Reunion III

Rennsport III Announcement 

Thanks to the great work of Henry Trent, this year’s Rennsport III will include a model car show. Following are the details.

ACME is supporting Porsche Cars North America’s model contest to be held as part of Rennsport Reunion III on Saturday, November 3, 2007 at Daytona International Speedway.

The contest will be an NNL style event (visitors pick their favorite in each of 10 categories plus “Best of Show”)

The hours of the model show/contest are from 9:00 AM to 2:00PM EDT. Registration begins at 9:00 AM and closes at 12:00 Noon. Voting continues until 2:00 PM with the awards presentation shortly thereafter.

Categories for the show include:

1. Porsche 917’s       
2. Porsche 956/962’s       
3. Pre-1964 race vehicles       
4. 1965-1975 race vehicles   
5. 1976-1981 race vehicles        
6. 1982-Present race vehicles       
7. Small Scale ( 1/28th & smaller)
8. Large Scale (1/20th & larger)   
9. Porsche racing support vehicles   
10. Racing related dioramas

Porsche Rennsport III will take place at Daytona International Speedway Nov. 2-4, 2007. For more details see the Rennsport website at

Aston Martin DBR9 Le Mans


Kit Manufacturer: Renaissance
Kit: Aston Martin DBR9 LeMans 2005

Paint: Tamiya Acrylics/Cobra Color/Floquil

Body: Tamiya X-1 and Cobra Colors Racing Green Metallic (Airbrushed); Floquil Crystal Cote for the clear coat

Build Time: 4 weeks

The Renaissance kit is a full curbside kit, which includes resin, photoetch, printed windows, machined aluminum parts and decals.

The kit directions are complete and easy step by step instructions. One of the best things about this kit is the interior. Close attention was paid to this area, such as including the cool box, fan for the cool box, the dashboard, and even the cell phone, which I thought was a nice touch.

I did not have many fit issues with this kit. Everything kit fit with minimal to nothing-at-all modifications. The only area of concern was the shape of the body, which I think is somewhat incorrect from the pictures that I have found of the race car. The concern was mainly the roof line and the rear brake intakes. Some decals that were on the actual race car were not included in the kit.

Overall, this is a good quality kit and fun to build. This was one of the first cars that I tried using carbon fiber decals on everything. I would recommend this kit.

Ferrari 250 GTO

Modeler’s Guide: Ferrari 250 GTO

When thinking of a front-engined Ferrari racing car, many enthusiasts will immediately think of the 250 GTO. It is the classic example of the Ferrari racing car, and it dominated racing venues from 1962 to 1964. It is also the favorite example of the marque for many people. Fortunately, there are many kits and accessories available for the modeler interested in creating an accurate replica.





60°, 2953.21cc Alloy V-12 producing 290 HP @ 7400 RPM
73mm bore, 58.8mm stroke9.8:1 compressionCast iron cylinder liners
SOHC, 2 valves per cylinder
Six 2-barrel downdraft 38 DCN Weber carburetors
Coil ignition with two distributors5-speed gearbox attached to engine


Tubular frame
Independent front suspension, transverse stabilizer bar, coil springs with telescopic shock absorbers.
Rigid axle rear suspension with coil springs and telescopic shock absorbers.
Wheelbase 2.40 meters (7′ 8.5”) Track 1.35 meters (4′ 5”)Weight 1,060 kg (2,385 lb)


4-wheel disc brakes
Fuel capacity 130 liters


In 1958 Ferrari introduced the 250 GT Berlinetta.  With this car Ferrari was targeting wealthy customers who wanted to have a dual-purpose car, one they could drive on both road and track.  These original 250 GT, also known as “Long Wheel Base” or LWB evolved into the stunning 250 GT SWB (Short Wheel Base). 

The SWB was also a dual-purpose car, but there were variants whose sole purpose was racing.  There were competition versions developed that offered aluminum coachwork to reduce weight along with engines that were specially built with competition in mind. The SWB plays an important part in the GTO story.

In 1961 Ferrari began development of a new car for GT racing.  Based on the SWB chassis, its coachwork was lower and more aerodynamic, with a kamm tail and a version of the 250 Testarossa engine under the bonnet.

The FIA rules were clear that GT racing cars had to be based upon an existing road car.  Ferrari claimed that the new car, now called the 250 GTO (Gran Turismo Omologato) was simply a development of the SWB.  While this claim was disputed at the time (contemporary accounts state that the GTO was a sports prototype in GT clothing) the FIA accepted Ferrari’s claim and allowed the GTO to compete.

The new 250 GTO was completed in the winter of 1961 and presented to the press at Ferrari’s annual press conference on February 24, 1962.  It made its competition debut at Sebring in the same year, driven by Olivier Gendebien and Phil Hill to 2nd overall and 1st in the GT class.  The GTO proved to be nearly invincible in 1962 and 1963.

For the 1964 season, Ferrari faced new and tough competition from Ford and Carroll Shelby.  Ferrari wanted to homologate the 250LM, and there were a number of 250 GTO either built or rebodied with a new “Series 2” coachwork.  This was a significant change from the original cars.  It had a sleeker nose and more angular roof.  It was hoped that the new coachwork would bridge the gap between the GTO and the new LM.

The GTO remained effective. It won the Daytona Continental on February 16, 1964.  Driven by Phil Hill and Pedro Rodriguez, the GTO was 1st overall with an average speed of 98.2 mph – this despite a blown tire.  GTO’s also took 2nd and 3rd in this race.  The new GTO went on to win a number of races in 1964, but it was becoming clear that an era was coming to a close.  While Ferrari was able to convince the FIA that the GTO was an evolution of the SWB, selling the rear-engined 250LM as an evolution of the GTO was a much harder sale.  The FIA refused to recognize the LM as a GT car, and it had to run in the much more competitive prototype class.

But the GTO had made its mark on racing history.  It is widely regarded as the ultimate expression of the GT car.  Even today, watching these cars run in vintage events make any racing enthusiast sit up and take notice.  Nothing sounds quite like a classic Ferrari V-12 at speed.

For the modeler, there is a choice to be made.  One can simply decide to do a “generic” GTO.  This is the easiest course and no one would question the result.  If the desire is to do a particular car, then research would rule the day.  GTO’s were hand-built, very customized automobiles.  They differed in the details of vents, bug shields, fog lights, emblems, etc. In the case of the Series II GTO’s, there were some interesting differences in how the car’s roof was constructed, with some being smooth and others having an integrated airfoil.  In either case, if the goal is to build an example from a particular race then that car would need to be meticulously researched.

Chassis Record

Chassis No. Sale
Country Original
3223 GT 6/19/62 USA Rosso Cina LHD 1st Production GTO
3387 GT 3/16/62 USA Blu Gentiana Metallic LHD First Race win, Sebring 1962
3413 GT 4/30/62 Italy RossoCina LHD Series II conversion in 1963
3445 GT 4/30/62 Italy Rosso Cina LHD First magazine road test, Autosprint, August, 1962
3451 GT 4/20/62 Italy Marone w/
Bianco Roof
LHD 1962 Targa Florio Class winner, 4th overall
3505 GT 4/20/62 England UDT-Laystall Green RHD First RHD car.
3527 GT 5/22/62 Austria Rosso Cina LHD
3589 GT 4/20/62 England Blu Scuro RHD
3607 GT 6/6/62 Italy Rosso Cina LHD
3647 GT 6/6/62 England Rosso Cina RHD Same owner since 1967
3705 GT 6/14/62 France Rosso Cina w/French Tricolor stripe LHD 1962 LeMans, 2nd overall, 1st in Class
3729 GT 7/28/62 England Bianco RHD
3757 GT 6/14/62 Belgium Rosso Cina LHD Currently owned by Nick Mason
3767 GT 7/26/62 England Verde
(BP Green)
RHD Original owner was David Piper.
3769 GT 6/13/62 France Argento metallic w/blue stripe LHD
3809 GT 7/9/62 Switzerland Rosso Cina LHD
3851 GT 9/11/62 France Grigio Metallic LHD
3869 GT 10/8/62 England Rosso Cina RHD Shown at 1962 London Motor show
3909 GT 9/10/62 Switzerland Grigio Metallic LHD World record at auction (1989) £10 million
3943 GT 10/16/62 France Rosso Cina LHD
3987 GT 10/11/62 USA Ross Cina LHD 1963 Sebring Class winner, 4th overall. Mecom Racing
4091 GT 11/17/62 Italy Grigio Metallic LHD Series II conversion in 1964
4115 GT 12/7/62 Germany Grigio Metallic LHD Only GTO sold new in Germany.
4153 GT 6/2/63 France Grigio Metallic
French tricolor stripes
4219 GT 2/5/63 USA Rosso Cina LHD
4293 GT 4/22/63 Italy/
Rosso Cina LHD 1963 LeMans, 2nd overall, 1st in Class
4399 GT 5/29/63 England Rosso Cina RHD Series II rebody in 1964
4491 GT 6/07/63 England Verde (BP Green) RHD Original owner was David Piper.
4675 GT 5/23/63 Italy Rosso Cina LHD Series II Rebody in 1964
4713 GT 6/5/63 USA Rosso Cina LHD 330 LM Berlinetta style body.
4757 GT 6/5/63 Italy Rosso Cina LHD
5095 GT 9/6/63 Italy Rosso Cina LHD
5111 GT 9/6/63 France Rosso Cina LHD 1963 Tour de France winner
5571 GT 2/6/64 USA Rosso Cina LHD Series II – first new series II GTO (not a rebody)  Daytona Continental 1st overall 1964
5573 GT 6/11/64 Italy Rosso Cina LHD Series II
5575 GT 5/11/64 Belgium/
Rosso Cina LHD Series II.  Last GTO produced.

Details compiled by Mike Hanson


Bluemel, Keith Ferrari 250 GTO Devon, UK 1998 Bay View Books

Fitzgerald, Warren and Merrit, Richard Ferrari: The Sports and Gran Turismo Cars  Newport Beach, CA 1973 Parkhurst Publications

Casucci, Piero Enzo Ferrari: 50 Years of Motoring Verona Italy 1980 Greenwich House

Bluemel, Keith Ferrari: The Racing Cars  Gloucestershire 2000 Sutton Publishing LTD


1/24 Scale

The most comprehensive list of kits and accessories available for this or any other Ferrari is provided by Alex Kustov on his amazing website,


The November update is underway. New contest announcements, model rumors, racing photos, and more coming soon.



Detailed restoration photos of SN3527GT, aka 6 GTO

Race record and photos of GTO64

Modern photos of all GTOs and chassis numbers.

Individual chassis history and race record

Individual chassis history and race record

GTO history and photos by chassis number

Ferrari Kit Data Base and GTO model build diary

Compiled by Gary McNutt



Copyright © 2006 by Kevin J. Stewart. All Rights Reserved.

Simulating Bare Fiberglass

Simulating Bare Fiberglass by Bill Via

The following is an account of the technique I’m using to replicate the interior cockpit of the 917.

Bare styrene as it comes from Fujimi.

Creating a template for the lens cleaning tissue using Tamiya masking tape.

Transferring the template from masking tape (which cannot be removed from the tissue without damaging the tissue) to light green Post-It-Note paper…the non-sticky part.

Tissue cut to the needed shape and being applied to the part.