Designer Posts

Looking Back at Some Buick Boattails

Buick Riviera Y-Job

Over the past two years, we’ve contributed articles to Die CastX magazine for publication on their website and in their quarterly print edition. We hope you enjoy reading about the back story of a couple of older Buick diecast models.

Ron Ruelle hobbyDB

Ron Ruelle hobbyDB

In 1938, Harley Earl created what is widely considered the first concept car in order to apply for the job of chief stylist at GM. The Y-Job, as it was called, featured full fenders smoothly integrated into the body, and an overall rounder, sleeker shape than any car that anyone else was producing at the time. Unlike many later concepts, this was a fully functional car, which Earl used as his daily driver for several years.

Buick Riviera Y-Job

Throughout the 1940s and first half of the next decade, the basic lines of the Y-Job were apparent in almost every Buick. But by the end of the 1950s, design trends had moved on, and Earl was replaced by Bill Mitchell. Even though Mitchell pushed GM design into the modern era, he occasionally looked back to the Y-Job for inspiration.

In 1971, Buick dug deep into that past for design cues for the new third generation Riviera. The resulting boattail was a radical design, but parked next to the Y-Job, you can see the similarities. Both cars start with a raised, pointed nose section, with the body widening at the cowl. Then they taper into a sharp point at the back. Between all of this contouring are fenders that flow into the the same basic “sweepspear” shape.

Buick Riviera Y-Job

A few years ago, Anson made a highly detailed model of the Y-Job with opening hood, trunk and doors. The same model was also released by Racing Champions (shown here) with less detail, particularly in the engine bay. The car captures the flowing lines of the original, including the delicate strokes of chrome along the sides and grill. And it’s available in any color as long as it’s black.

The later Buick model comes from Road Signature. The overall effect of the model captures the basic feel of the real car, but several details are a bit off. The grill slopes at a less aggressive angle than on the real car, which throws the front proportions out of whack. Out back, there are ten rows of vents on the trunk (There should be 13) and the rear window has a raised ridge down the middle that should actually be smooth (on the real car, that center line is a seam on the inside of the glass. One other oddity… the car features the large optional center console with shifter, but also includes the column shifter too.

Buick Riviera Y-Job

Regardless of the shortcomings of these models, they represent an interesting link between two eras of brilliant design. Parked next to each other, you can see the family resemblance between these beautiful Buick Boattails.

Buick Riviera Y-Job

Join the Hot Wheels Fireside Chat with Bob Rosas and Larry Wood

If you’re going to the Hot Wheels Collectors Convention in Los Angeles in October, make sure to set aside time for a special event with long-time designers Bob Rosas and Larry Wood.

Bob Rosas Larry Wood

Bob Rosas, Eric Tscherne, Redline collector Dave Lopez and Larry Wood discuss a few Hot Wheels cars on display. Photo by the late Roy Nakamura

Bob Rosas Larry Wood

Wood (left) and Rosas work on the design for the Firebird Funny Car.

hobbyDB will host a “ Hot Wheels Fireside Chat ” with both men. Friday, October 6 at 4pm. We will be onstage interviewing Rosas and Wood, featuring questions from Hot Wheels fans around the world. If you’d like to suggest a question for either or both of them, please post it in the comments below (include your name and where you’re from, please).

Even if you’re not planning to attend the convention (tickets are sold out), you can participate by submitting questions. We’ll be featuring the interview on YouTube shortly afterwards.

There is no additional fee to attend the chat, but seats will be limited and on a first come basis. The event is scheduled to last around 90 minutes and should feature discussions of about 20 questions. The exact room location will to be announced soon.

Hot Wheels Bob Rosas

Rosas designed Hot Wheels cars from 1969 to 1988. He worked on developing many series including Mean Machines Motorcycles,  Steering Rigs, Ultra Hots, and Real Riders. One of his big contributions to the diecast hobby was working on improving the tampo process in the 1970s. The intricately designed graphics you see on model cars today wouldn’t be possible without his efforts.

Hot Wheels Larry Wood

Wood also joined Hot Wheels in 1970, and is still with the company as a consultant. His first design was the Tri-Baby in 1970. He also created the ’49 Merc, the Boyd Coddington collector set, the Ramblin’ Wrecker (which originally featured his phone number on its sides) as well as several school bus designs. Rosas and Wood are both members of the Diecast Hall of Fame.

The first part is now published, we will link to all five parts as they get published

  1. History

Designer Notes: Professional Slot Car Racing

Lincoln Futura Philippe de Lespinay

NOTE: THIS IS THE FINAL INSTALLMENT IN THIS SERIES. We want to thank Mr. de Lespinay for sharing his archives with us and hope you enjoyed reading these posts! You can see an index of previous entries here.


Philippe de Lespinay started with Heller, the French model kit company in the 1960s as a designer and project engineer. He also also worked for Cox, who are now known for their remote control and gas powered vehicles, but also created many kits over the years. More recently, he was the curator of the Los Angeles Slot Car Museum. And he’s on the hobbyDB Advisory Board, so yeah, he’s our kind of guy.

hobbyDB will be regularly sharing his insights on particular models he has worked on including production kits, never-produced projects, and his own custom builds. We hope you enjoy the journey through his career as well.

Read more about his history in the toy and model business here.


1970s slot car racing

Professional Slot Car Racing in the early 1970s

In 1970, I decided that it was time to leave Old Europe and go where opportunity appeared to smile to entrepreneurs. I packed my bags, took a one-way flight and landed in Maine. It was cold and damp, so I moved to California. After 6 months, I was right back racing slot cars, this time with the very heroes of the magazines…

I did OK, quickly thinking outside the envelope, designing my own stuff and eventually emerging on top by 1972, when I won the USRA Championship. By that time, my cars had become quite sophisticated and very fast, having set some world records in both speed and distance. Fortunately, I am a pack-rat so some examples survived, while I was able to find some that had gone away. Most have been now restored and are on display in an enthusiast museum in Los Angeles.

By 1972, pro-racing slot cars looked less and less like real cars and more like slot machines, strictly designed to go fast. But I always wanted my cars to look good too, as a form of respect for others as well as myself. So I had the bodies painted by expert earl Campbell, himself a world-record holder, and I painted the racing numbers and lettered them.

I am especially fond of this one, the 1972 car that won me my first of two “Western States Championships” that was restored with a replica body in 2006. The driver survived in another car and is now back in a replica of the original body painted by artist Jairus Watson in Oregon. The chassis and motor were restored, and new-old-stock parts were used throughout if missing.

1970s slot car racing

I built it in the spring of 1972 and used it in a couple of USRA warm-up races in the very competitive Southern California pro-racing scene, then apparently gave it to Team Mura’s Earl Campbell. I had already built him a sister car for the race set at “Speed & Sport” in Lynwood, California. He set fastest qualifying time and finished in second place in that race, the largest one that year in the United States. He used a very good motor built for him by Mura’s Bob Green, as well as one of the new M.A.C. Ferrari 612 bodies. With a nearly identical sister car fitted with a Team Checkpoint 24-1/2 single, I won that race and all the marbles by a mere lap. This is how I restored this grand old lady of a car, with the help of my friends Mike Steube, Bryan Warmack and Jairus Watson.

1970s slot car racing

1970s slot car racing

I had given a car to my friend Bryan Warmack in a trade, but it had the wrong bits, so I took it back from him and restored it as it originally was, the back-up car for the WS winning machine. The restored chassis is shown above. I made a nice little presentation display for Bryan from a Carrera slot car box and color copies of period documents.

Ron Granlee, then owner of the famed Speed & Sport raceway in Lynwood, CA, had used the car shown below in 1972. Ron was paralyzed and in a wheelchair, barely able to move one finger and slightly turn his head. Ron had asked me to build him a car for an important USRA race and I built two. Famed slot car artist Keiji Kanegawa painted the bodies, Bill Steube Sr. donated the motors, and I put the cars together. Ron qualified and did quite well, setting a new amateur record at 4.26″.

1970s slot car racing

Unfortunately the car was quite damaged during the attempt, so Ron raced the other car in the actual main event. I retained one of the cars, while Ron kept the other and eventually my friend Dennis Hill ended up with it. I asked another friend, Barry Obler to paint a replica of the body and he did a great job. I simply had to add some lettering and black body lines, and paint the rear view mirror and its shadow as per the Keiji original. The chassis needed a lot of repair work and was somewhat rusty but I managed to save most of it. Fortunately and thanks to the few who have donated material to our museum, we had a correct S25 Steube armature and I built a motor from a used Mura C-can, in the style of how Bill would have done it then.

1970s slot car racing

The car was then assembled, tested (it runs GREAT), and placed in a little showcase with a Photoshop compilation of a picture of the car taken in 1972, part of the very article Ron wrote for Miniature Auto Racing where he describes his qualifying, and a picture of Ron from “The Scale Competitor”, a rare one-issue newspaper published in 1973. We kept all this from Dennis Hill of course, so it was quite a surprise for him when I gave him the finished product, and he was crying like the proverbial water tap, which in fact was the intent. See, we LIKE to see Dennis being emotional because that is when he is at his best.

Designer Notes: The First Magnet Traction Slot Cars

Lincoln Futura Philippe de Lespinay

Philippe de Lespinay started with Heller, the French model kit company in the 1960s as a designer and project engineer. He also also worked for Cox, who are now known for their remote control and gas powered vehicles, but also created many kits over the years. More recently, he was the curator of the Los Angeles Slot Car Museum. And he’s on the hobbyDB Advisory Board, so yeah, he’s our kind of guy.

hobbyDB will be regularly sharing his insights on particular models he has worked on including production kits, never-produced projects, and his own custom builds. We hope you enjoy the journey through his career as well.

Read more about his history in the toy and model business here.

Cox 1973 1/43 SuperScale Cars

cox magnet traction slot car

The diminutive car had an injected plastic Lancer McLaren chassis and guide similar to that of a TycoPro car, and a rubber magnet had been glued to the back of the chassis so as to allow for drifting. The body was mounted on a hinged mount and much lead weight was used to keep the nose down.

The Cox SuperScale cars were the the world’s First Magnet Traction Slot Cars available to purchase. About 300000 of them were produced and marketed mostly in racing sets from 1973 to 1977, and there were a total of 8 different bodies. The bodies were ultra-light styrene moldings, factory painted in correct colors. The original patterns were crafted by ex-Lancer and M.A.C. mold wizard Lloyd Asbury. The chassis was molded in glass-filled nylon and had a snap-in separated front end suspension, flat brass contact rails replacing conventional lead wires and an inline diode allowing either car to run on either lane of a two-lane track. A snap-in motor with automatic gear mesh, aluminum wheels with soft vinyl tires and a fixed pin-style guide blade were the other notable and unusual features. The guide retainer also locked the zinc plated floating steel pan in place. This pan was not used on the two Eagle and McLaren Indy cars.

Besides the Indy cars, there were a Bob Sharp Racing Datsun 240Z, a Brumos Porsche 911RSR and NASCAR K&K Insurance Chevelle and Penske Racing AMC Matador, plus a pair of Can-Am “fantasy” cars, a “Manta” and a “Torero” designed somewhat after the M.A.C. Porsche “917-30” favored by pro racers in 1973.

Cox Magnet Traction slot car

The Manta and its sister car, the Torero, used a novel chassis design with an added magnet set behind the rear axle, creating down force, the first production slot car in the world such equipped. Other features were a snap-in motor contacting stamped sheet brass lead wires and fixed gear mesh and a pin guide. The chassis material allowed the use of itself as bearing material for the rear axle while a floating front end was fitted with push-on independently rotating wheels.

The story began in May 1970 when Philippe de Lespinay, a young Spanish-born immigrant raised in France and other European countries landed a job at Innova Inc. a consulting company based in Playa del Rey, California. There, he was put in charge of a new program for the then-ailing Matchbox Company, to design a new HO scale racing set to compete with Aurora and Tyco. Beset by poor traction from the available rubber compound and inspired by the suction caused by motorized fans in the Chaparral 2J Can-Am car, he devised the idea of using a magnet to create down force over the tiny cars. While magnet traction had been used in model trains before (and full-size trains as early as the 1890’s), it was through direct contact of motorized steel wheels, not through ground effect, making this concept quite different in its function and purpose.

It worked splendidly and the program was sold to Matchbox, which promptly filed for bankruptcy and re-organization. Prototypes of this idler-gear, sidewinder car survived to this day.

After the demise of Matchbox, Philippe attempted to sell this new concept to several companies. First to Al Riggen for whom Philippe designed the well-known Riggen inline HO car, then to Hiram Johnson of Dynamic for which he penned an angle-winder HO car. Both these gentlemen refused to accept the idea, outraged by what they considered would “kill the hobby”.

In 1971, a picture of one of the prototypes was shown in Miniature Auto Racing, and in 1972, an article in Car Model showed a new application of magnet traction invented by Tom Bowman and fitted on a Bachmann HO car. This used “refrigerator” magnets. Tom and Philippe were apparently unaware of each other’s work, and Tom succeeded in selling his idea to Auto World, which marketed the concept and product as an add-on item beginning in 1973.

Meanwhile, Philippe had spent two years into establishing himself as a respected professional slot car racer, and had helped advancing the technology of both slot cars and controllers to the point where many controllers sold to this day still sport a frame he designed for Parma in 1972.

Cox Magnet Traction slot car

A spread from the 1974 Cox slot car catalog showing the full range of Magnet Traction cars

 In early 1973, Philippe was hired by the Cox Hobbies Company to salvage the Eldon slot car program inherited from the Leisure Dynamics holding company. He did not waste much time in convincing Bruce Paton, then manager of the R&D department, to adopt the magnetic traction system for the updated vehicles. Thus, Cox introduced the world’s first production slot car with a separate traction magnet.

Aurora followed suit in 1975 with their “Magna-Traction” cars using the pancake motor’s own magnets, then issued the Super-G in 1976 with metal plates increasing the potency of the magnets to create greater down force. Today, most competitive HO-scale cars follow this principle.

cox magnet traction slot cars

Interestingly, more recent TSR cars also designed by de Lespinay take a lot of their inspiration from these 38-year old cars, while adding improvements especially in the impact strength department, and reverting to a scale more acceptable to the average hobbyist. As in the TSR, the SuperScale uses a fixed gear mesh, taking the equation out of the hands of the occasionally clumsy hobbyist. This mesh was and still is today, the smoothest ever seen on any production slot car of any scale.

These cars were marketed in the USA and Canada but were issued at a time when the whole hobby was at an all-time low, and after about 150000 sets were produced over 4 years, Leisure Dynamics, then owners of the COX company, pulled the plug on the program as sales were no longer sufficient to justify continuing production.

It took much longer for the Euro designed 1/32 scale home-racing cars to adopt magnet traction. the earliest examples dating from the late 1970’s. Their design first followed that of the Cox Superscale bar magnet, but later, the Spanish designers discovered neodymium computer magnets and fitted the available small circular units in their models. However, this was quite inadequate and caused erratic handling as the magnets were too narrow and failed to offer the promised benefit as soon as the cars were pushed harder into corners. Over the last 10 years, most 1/32 and 1/24 production slot cars evolved and are now using magnet design and location closer and closer to the basic design of the bar magnet introduced by the Cox SuperScale car in 1973, and lately, several have also adopted the front magnet devised by Philippe for a car built for his wife and entered in a proxy race in October 2000.

Cox Magnet Traction slot car

The M.A.C. Porsche 917-30 body is still used in retro racing today. At right, the Cox SuperScale bodies were the thinnest and lightest injected slot car bodies ever produced, lighter in fact than most HO shells! A “lay-down” driver was pushed in place on two small tabs molded into the body. A separate wing and engine dynamic scoop were fitted. In fact, the patterns for both were created by the same pattern maker, Lloyd Asbury, from designs by Philippe de Lespinay.

Designer Notes: Balsa Wood Cox Alfa Romeo 33 Slot Car

 Philippe de Lespinay started with Heller, the French model kit company in the 1960s as a designer and project engineer. He also also worked for Cox, who are now known for their remote control and gas powered vehicles, but also created many kits over the years. More recently, he was the curator of the Los Angeles Slot Car Museum. And he’s on the hobbyDB Advisory Board, so yeah, he’s our kind of guy.

hobbyDB will be regularly sharing his insights on particular models he has worked on including production kits, never-produced projects, and his own custom builds. We hope you enjoy the journey through his career as well.

Read more about his history in the toy and model business here.

Balsa Wood Alfa Romeo 33: A Major Mistake (but what fun it was!)

balsa wood alfa romeo 33 slot car

In search of the ultimate lightweight, I built this crazy car in 1968 using a Dynamic Alfa Romeo “33” body over a balsa-wood cum light-gauge piano wire chassis, that for unknown reasons, survived for the last 41 years and counting.

balsa wood alfa romeo 33 slot car

The original body was French blue, I will have to paint this replacement some day, or maybe not because it clearly shows the intricacies of my engineering heresy! 

The original was powered by a Champion “Bob Cozine Signature” motor, and that thing was fast, but the noise was incredible as the chassis resonated like a violin!

balsa wood alfa romeo 33 slot car