Cars Posts

Wreck Royale Vehicles Are Smashing Good Fun

Ron Ruelle

Ron Ruelle hobbyDB

In 1970, Kenner’s SSP Smash-Up Derby toys crashed their way into the rec rooms of kids everywhere, inspiring good, wholesome vehicular violence (you remember the jingle, right?). Fifty years hence, there’s Wreck Royale from MGA Entertainment. This series of seven vehicles are designed for explosive impact and maximum chaos with multiple parts that fly off when crashing.

Loud, chaotic, fun! That’s the name of the game here, and these new cars deliver.

Wreck Royale crash

The aftermath of an explosive collision…

Wreck Royale consists of seven different cars designed for crashing, reassembling, and repeating. Luis Tanahara designed the look of the cars. If his name sounds familiar, he has worked for a number of toy companies, but diecast collectors might know him better for his wild custom small-scale creations.

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Double Trouble and King Cra$h are sold as a set.

None of these models represent a particular real-world car, but they all call on Tanahara’s expert familiarity with the tropes of car culture. There are a couple of muscle car-inspired rides, a pair of Euro and JDM tuners, a ‘30s hot rod sedan delivery, a vintage pickup truck, and a custom van. The graphics on each car further tell the story of those different automotive subcultures. Most of them even feature unique California-inspired license plates representing different eras of that state’s car culture.

Wreck Royale Big Boss Da Bomb

The Big Boss pickup takes on Da Bomb tuner.

Of the initial seven vehicles, only one body is used twice. And with different graphics and fly off parts, it takes you a while to notice. In fact, of over 30 parts, only a few of those molds are used more than once and decorated differently each time. Wreck Royale shows even further dedication to design effort with certain cars having unique rims or tires.

wreck royale packagingThe packaging is well done, too. Each car sits nose down as if it had just rammed into something, and the design elements on the labels fit the theme of each car.

While kids should love this kind of noisy fun, it should appeal to adult collectors as well. If you’re of a certain age, you had those original Kenner SSP Smash-Up Derby cars. The first set of those pre-dented racers was an instant smash hit. Kenner would go on to create 8 different body styles over the decade, including a pair of luxury cars that didn’t come pre-mangled and two European models.

Unlike the ripcord/gyro wheel propulsion of the SSP cars, Wreck Royale cars ar free-wheeling. Another difference is the new cars have interchangeable parts. Not only can you swap parts between cars, but any part can fit in any slot in the front, back, hood, roof, or sides. Between seven cars, 32 pieces, and six slots per car, the combinations are almost infinite.

But we’re really here for the action. And it lives up to the hype and then some. (Be sure to watch that video at quarter-speed or even slower again to really see those parts fly!)

Each Wreck Royale vehicle has a trigger in the front that sets off a violent expulsion of parts. At the same time, a trigger underneath the car launches or flips the whole thing into the air. The first time you see it in person, it’s startling. The parts don’t fly off as much as they explode. Reassembly is easy, once you learn the sequence of resetting the trigger and adding the parts. So with no tiny parts and a bit of education, these can be enjoyed by younger kids.

wreck royale ricky rodder

Ricky Rodder is a 1930’s sedan delivery with shark features.

Most cars are sold individually, retailing at a reasonable $10 or so apiece. The Big Boss and Double Trouble are sold as a pair, with each containing two more fly off parts than the single cars. (It’s also worth noting that the media kits for these toys came packaged in a brilliant semi truck shaped box, which should become a collectors’ item in its own right.)

Wreck Royale mixed up

There are unlimited ways to mix and match parts with Wrecky Royale.

The world of collecting can be funny sometimes. The toys we remember most fondly as kids are often the ones we played with the hardest. But as collectors, we look for pristine, well-preserved examples to display years later. Wreck Royale makes a case for ripping those boxes open and having a smashing good time.

Do you have these new cars or any vintage smash-up vehicles? Tell us about your memories with your destructive playtime!

Auto-Archives Car of the Month — 1986 Citroën 2CV6 Spécial (The Deux Chevaux)

Citroën unveiled the 2CV— The Deux Chevaux: signifying two nominal horsepower (initially it was only 12hp)—at the 1948 Paris Salon. The 2CV, conceived and designed by Citroën Vice-President Pierre Boulanger, quickly became a bestseller, achieving his aim of providing rural French people with a motorized alternative to the horse and cart the majority were still using in the early 1950s. It was unusually inexpensive to purchase and with its tiny two-cylinder, two-stroke engine, inexpensive to run as well. The early 2CV model pioneered a very soft, interconnected suspension, but did not have the more complex self-levelling feature that would appear later. The 2CV remained in production, with only minor changes, until 1990 and was a relatively common sight on French roads until fairly recently. It is astonishing to know that nearly nine million 2CV variants were produced, in eleven countries from France to Argentina, between 1948 and 1990.

The Citroën 2CV featured; low cost; simplicity of overall maintenance; an easily serviced air-cooled engine,  low fuel consumption; and an extremely long-travel suspension offering a soft ride and light off-road capability. Often called “an umbrella on wheels”, the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car’s rear bumper.

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Over the next forty plus year the 2CV went through many iterations (including the 2CV Fourgonnette van, the ‘Weekend’ version of the van that had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle at the weekend, as well as for business in the week) and modifications, including different size engines (from 375cc to 435cc and then 602cc), revised lights, extra windows, re-styled seats, and even door locks! The key to the 2CV’s huge success was its clever, lightweight engineering, which combined a small, fuel-efficient engine with an extremely light body and drivetrain.
In July 1975, a base model called the 2CV Spécial was introduced with the 435cc engine. Between 1975 and 1990 a drastically reduced trim basic version was sold, at first only in yellow. The small, square speedometer (which dates back to the Traction Avant), and the narrow rear bumper was installed. Citroën removed the third side window, the ashtray, and virtually all trim from the car. It also had the earlier round headlights. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in other colours. Beginning in mid-1979 a larger 602cc engine was installed in some models.

The 2CV Special seen here was privately imported from Belgium (it still has a Belgian registration plate on the front), and had two previous U.S. owners, before the current owner Frank Barrett bought it in 2011. It is a totally original, un-restored car with only 53,000 miles (85,000km) on the odometer. This ‘Spécial’ features a four-speed transmission, front-wheel drive; shift lever on dashboard, and inboard front disk brakes, with drums at the rear. The unique longitudinal coil spring on each side works as both front and rear suspension. The roof folds back, and the seats are easily removable if you need them for a Picnic!

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Auto-Archives Car of the Month — (Bocar) Bob Carnes’ Short Lived 50s Brand

What is a Bocar you may be thinking? Its no ordinary vehicle, its quite a speed machine.

The Bocars were created and produced by BOb CARnes (do you get where he came up with the name from?) during the late 1950s and early 1960s in Lakewood, Colorado. The vehicles were available in both kit or assembled form. The majority of Bocars were intended for track and competition use, but they could be driven on the road.

Bob’s first creation was the Bocar X-1, which was built using Jaguar suspension and brakes at the front and a Lincoln live axle at the rear. The powerplant was a 283 cubic-inch Chevy V8 engine. The body was made of lightweight fiberglass. The X-1 was entered in the 1958 Pikes Peak Hill Climb where it finished in fifth place in the sports car class. The car was promising, but needed more refinement and power. After several iterations, the XP-4 was born (P for ‘production). An unknown number of XP-4s were available near the end of 1958 and offered as a kit car or as a complete package.

The fiberglass body sat on a 90-inch wheelbase chassis to which Volkswagen or Porsche suspension could be found in the front, of course given extra modifications by Carnes. At the back was an Oldsmobile live axle with torsion bars. One Bocar was given a set of the latest Jaguar disc brakes, but most were fitted with either Chevrolet or Buick drums. Engines were mostly eight-cylinder units from either Pontiac or Chevrolet and matted to a Borg-Warner T-10 four-speed manual gearbox. A completely assembled example would set the buyer back about $6450.

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The Bocar XP-5 (white car above) was very similar to the XP-4. Main changes were to the brakes which now incorporated Buick Alfin drums. Weight distribution was improved; the XP-5 had a 44% of its weight in the front and the remaining in the rear. This was achieved by moving the engine back into the frame and offset to the right. This improved weigh distribution enhancing the vehicles balance and giving it better traction. Several XP-5 Bocars competed in the Pikes Peak Hill Climb and proved very competitive in the sportscar class. Bob Carnes himself raced a number of times, competing against local racer Frank Peterson (see image below) for several years. Frank was reunited with this very chassis at the November Hagerty Coffee & Cars event in Golden Colorado this year (below).

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The Bocar XP-6 (the darker car in the top image) incorporated a supercharged version of a Chevrolet V8. The chassis was enlarged by 14-inches to accommodate the supercharger unit. Horsepower was around 400bhp which required changes to the suspension. The suspension was beefed up to include a solid axle with torsion bars in the front and a live axle with torsion bars in the rear. The car was quick, but never really gained much national attention. It seems only one example was ever created and was used as Carnes’ person car.

The Bocar XP-7 was the next evolution of the Bocar racers. It was very similar to the car it replaced and had a Volkswagen front end. At a price tag of nearly $9000, the XP-7 was produced in very low numbers.

Bocar’s last racer built was for the 1960 season, the longer, more streamlined Bocar Stiletto. It would appear that less than four were created and carried a price tag of about $13,000. The car was intended to race during the 1960 season. Power was again from a supercharged Chevrolet V8 engine mated to a four-speed Borg-Warner T-10 transmission, and once again it had a space frame chassis and a fiberglass body.

The early Bocar Stiletto was raced at Pikes Peak by Carnes himself, but it encountered problems. A second example was built and sold to Tom Butz for driver Graham Shaw. This second car had a Hillborn-injected small-block engine. A third example is believed to have been built.

Guest Collector Highlight – ‘Slot Colin’ Hughes

This article was originally featured at safestore.com, a provider of personal and household self storage – something a lot of us collectors need 😉

Every once in awhile we come across a collector’s story that just seems to make sense to us. So when we came across an article that opens up with, “anything that’s got four wheels that looks good” we continued on and wanted to share this fun collector highlight with you.

Slot Car Collection

When asked how he felt about his collection being photographed Colin Hughes said, “I’ve never seen them all out of the box in one go…So I’m really looking forward to taking the whole collection out and talking about it.”

For self proclaimed car fanatic Colin Hughes, collecting began as it does for many of us, with a hobby. Colin’s hobby, slot cars.

Of getting into collecting he says, “I started collecting cars about 6 months after getting into racing. The cars were being damaged and I liked them when they were pristine so I started buying one to race and one to go on the shelf.”

Slot Car Collector - Colin Hughes

Colin is also passing on his passion for collecting to his kids by collecting LEGO, Skylander and Disney Infinity toys with his children.

Now Colin has amassed one of the largest slot car collections in the UK, with over 1,200 cars, it includes everything from classic rally to modern GT, LeMans, and prototypes; he even has a sterling silver Dodge Viper (with an edition size of 300!). Our friends over at Safestore (The largest self storage provider in the UK and second largest in Europe) interviewed and did a write up of Colin in their “Stuff is Great” blog series.

Colin seems very much the typical father of two and when asked about owning one of the largest collections of slot cars in the UK, he very humbly responds, “I’m just Slot Colin.”

That answer doesn’t do him or his collection justice and we never would have known his story if not for the safestore blog. A fun, quick read that highlights a fellow collector and shows that the love of collecting is alive, well and still being passed from generation to generation.

Check out the full highlight of Colin: ‘Meet Slot Colin’

 


 

Auto-Archives Car of the Month — 1975 Porsche 911 RSR

Throughout the late 1960s and early 70s, the factory Porsche race team was extremely successful with their 908, 917, 917/10 and 917/30 models. However, these larger capacity prototypes were extremely expensive for the small Porsche factory team to build and develop, and, as a result, Porsche did not have a competitive car ready for the new, 1973 endurance championship class being run for 3.0-litre cars.

Up against the prototypes such the Ferrari 312, the Matra-Simca MS670, and the Alfa Romeo Tipo 33, the old Porsche 908 and the aerodynamically handicapped 911 had no real chance, so Porsche Racing concentrated it’s efforts on the next generation 911, and it’s development for the upcoming world endurance championship for Group 5 cars. Amazingly, 1973 would however, see two outright victories for a 2.8-litre Porsche RSR in the World Championship for Makes. Peter Gregg and Hurley Haywood took victory at the Daytona 24-hours, and later in the year, the pairing of Herbert Müller and Gijs van Lennep scored an historic win at the Targa Florio race, held on the tortuous, 45-mile circuit that wound its way round the mountains of Sicily.

For 1974 Porsche developed a 3.0-litre version of the RSR, and in 1974 and 1975 they built 59 examples of the Carrera RSR race car that would be sold to privateer race teams while the works were developing the new Group 4 and 5 race cars, the 934 and 935. The car on display here is RSR chassis no. 005 0005 (1975, fifth car), amongst the most successful of the RSRs built and raced in that two year period. The bright-orange, Jägermeister sponsored car, designated an RSK (K for Kremer) by the team, may look like any one of those 59 RSRs, but it is actually a very special chassis, one of two cars developed for the 1975 racing season by the famous Kremer brothers, Manfred and Erwin of Porsche Kremer in Cologne, Germany. Built to race in the German Rennsport DRM Championship the three main drivers of the instantly recognisable, bright-orange car were Helmut Kelleners, Hans Heyer, and Bob Wollek. Kelleners drove in all but three of the 19 races the car competed in during 1975, taking one race victory, two second place finishes and three third places. All three drivers were in the car for a hugely significant class win at the Nürburgring 1000km in June, and Heyer also took second at the Nürburgring Super-Sprint race in September. Josef Brambring, who drove the car just the once during 1975, finished third at the final race of the season at Hockenheim.

For the 1976 season, 0005 was sold to Edgar Doren, repainted white with red and blue striping, and driven by him throughout the year. He finished the 1976 DRM season in 15th place with 55 points. The car then passed through the hands of several other European teams before being sold and shipped to a US-based owner Charles Slater in 1994. After having owned and raced the car for 18 years, in 2011 Slater decided to end a long and successful relationship and the car moved to a new owner and underwent a full, bare-shell restoration. In 2014 this significantly historic, and now highly-valuable car passed into the ownership of Colorado based collector Andrew Larson. He has raced the car at several Vintage events throughout the country and in September of 2015 the car was seen at Rennsport V with none other than works Porsche driver and winner of the 1977 Le Mans 24-hours, Jürgen Barth behind the wheel.