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Starting off with the V12 collection with my first and only CMC model in the collection till date.

Since this collection is all about the glorious V12’s here is a 1:18 scale 1969 Ferrari 312P engine along with a flanged five speed transmission. Its a 3L engine which was rear mounted, longitudinal V12 60 degrees. This engine produced 450hp at 10,800 RPM.

Being from CMC the model is so detailed that my dad thought it would actually start after looking at it

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Second from the V12 collection is a AUTOart 1:18 scale Lamborghini Centenario Roadster in clear carbon with yellow accents.

Based on the Lamborghini Aventador the car was unveiled at the 2016 Geneva Motor Show to commemorate the 100th birthday of the company's founder, Ferruccio Lamborghini. The car was produced in a limited edition, for a total of 40 models: 20 Coupés and 20 Roadsters and had a 6.5L V12 producing 770PS.

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Third from the V12 collection is a GT-Spirit 1:18 scale Mercedes Benz Brabus Rocket 900. This is a Resin model so nothing opens and the wheels don’t move either. Only 1500 pieces were created by GT-Spirit.

Brabus—an after-market Mercedes-Benz tuner—took the Mercedes-Maybach S650 and parlayed its majesty into a 900 hp beast—the aptly named Brabus Rocket 900. The body is a truly head-turning permutation that presents the brand’s hallmark radiator grille. It has a 6.3-liter twin-turbo V12, and the powerhouse is capable of producing a monstrous 1,106 pound-feet (1,500 Newton-meters) of torque, but it comes with a limiter that kicks in at 884 lb-ft (1,200 Nm) to make sure it will remain reliable in the long run.

In terms of performance, the specs sheet says the sprint to 62 mph (100 kph) takes 3.7 seconds and the run from a standstill to 124 mph (200 kph) is achieved in 9.1 seconds. Top speed? Beyond 217 mph (350 kph).

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Fourth in the V12 collection is a 1:43 scale 2011 Pagani Huayra (pronounced why-eera) from AUTOart..

Pagani selected a unique twin-turbocharged 6.0-liter V-12 engine developed by the engine gods at AMG. It develops a peak output of 700 horsepower at a low 5,000 rpm and a monstrous 811 pound-feet of torque at 3,500 rpm to the rear wheels via a single clutch seven-speed automated Xtrac gearbox, and when combined with the car’s 3,064 pound curb weight, will hurtle the Huayra to 62 mph from rest in just 3.2 seconds and see it reach a top speed of over 235 mph.
































Also have the 1:18 scale model of the Huayra BC (GRIGO MERCURIO/CARBON) from AUTOart, which is the track focused version of the Huayra and named after the late Benny Caiola, a friend of the founder Horacio Pagani, who was also the first Pagani customer..

Just one picture which I clicked when I unboxed it and will will click proper pictures and upload it later on..

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Fifth from the V12 collection is a KK-Scale 1:18 scale 1971 Ferrari 365 GTC4. This is a Metal model with non opening parts but the wheels and steering wheel do move. Only 1500 pieces were created by KK-Scale.

It has a front mounted, longitudinal 60° 4.4L V12 producing 340 PS.

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Sixth from the V12 collection is again a KK-Scale 1:18 scale 1962 Ferrari 400 Superamerica. This model was made specially for the North American market which debuted in 1959 with Ferrari manufacturing only 400 cars.

This is also a Metal model with non opening parts but the wheels and steering wheel do move. KK-Scale manufactured a total of 2,250 pieces of this particular model.

It has a 4.0 L V12 producing 340 PS.

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Seventh from the V12 collection is a GT-Spirit 1:18 scale 1983 Jaguar XJS Lynx Eventer. GT - Spirit made a limited batch of 999 models

In 1968, Lynx began as a repair and tuning shop specializing in Jaguar C-type and D-type racing cars. In 1972, Lynx began work on a D-type copy of its own, built from Jaguar's production E-type, and the Lynx D-type debuted in 1975. The company would go on to build C-type, XKSS, and E-type Lightweight replicas as well, but in 1980 turned part of its attention to converting Jaguar's E-type replacement, the XJS, from coupe to convertible.

These convertible conversions brought in steady work, but in the early 1980s it became apparent that Jaguar intended to launch an XJS cabriolet of its own to supplement the existing Targa-roof XJ-SC. Pondering what else could be done with the XJS, a car with which Lynx was now intimately familiar, the company decided upon a shooting brake version, which not only added (needed) cargo space, but improved leg room for rear-seat passengers, thanks to the extensive conversion process.

The original cost of the conversion in 1983 was £6,950, which was nearly 30 percent of the $36,000 sticker price of a U.S.-specification Jaguar XJS, but the cost reflected the complexity of the work required. In addition to removing and replacing the coupe’s flying buttress roof, the Eventer conversion involved pushing the back seat rearward, relocating the fuel tank, and stiffening the rear suspension due to the change in both front-to-rear weight bias and center of gravity, adding a rear liftgate -- complete with a wiper and washer -- and revising the rear seats to fold flat, creating a 6-foot-long cargo area.

A total of 67 cars were produced over the years by Lynx.

P.s - This could be one of the cheapest v12's one can buy today and there is a reason for it as these are probably the least reliable V12 that can fool you into thinking otherwise. Also, the engine is under-powered and the car had numerous wiring and electrical problems

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Eight from the V12 collection is a 1:18 scale 1971 Ferrari 512M (the letter standing for 'modificato') from CMR

This 1971 model car No 15 had a 5.0L V12 and it participated in the 24 Hours of Le Mans and was driven by Nino Vaccarella, Jose Juncadelas.

Background

In 1970 and 1971 World Championship Sports Car racing saw the brief but unforgettable era of the Porsche 917 and Ferrari 512S and 512M prototypes, which are considered the most brutal, beautiful sportscars ever built.

The 512S, gorgeous though it was, was a hasty response to the 917 and proved too heavy and cumbersome really to challenge the might of the Porsche works teams.

The car that should have performed that role was the 512M. It was lighter than the car it replaced, more powerful, possessed better aerodynamics and more stable handling. All the indications were that Ferrari had, indeed, found the answer to the 917. Sadly, the CSI, which governed the sport at the time, issued an edict saying that, for 1972, the 5-litre prototypes, which included the Ferrari and Porsche big guns, would no longer be eligible to race.

Ferrari faced a decision: did it continue with the 512M for 1971 knowing its days were numbered, or did it throw its weight behind developing a 3-litre prototype which at least was guaranteed a future? Understandably, Ferrari chose the latter course, concentrated on the 312P and never provided the 512M with the backing its undoubted potential deserved. This meant that, at the 1971 Le Mans, which should have been the 512M’s finest hour, the Porsches ran away to a virtually unchallenged victory.

In the event, nine 512 variants faced seven 917 Porsches. Practice confirmed Porsche’s aerodynamic advantage with the best Ferrari 512M proving fourth fastest thanks to efforts of the much missed Mark Donohue in Roger Penske’s Sunoco-liveried car. Despite producing over 600bhp from their quad-cam, 48-valve V12 engines, they still proved some 20mph slower on the Mulsanne straight than the Porsches. During the opening hours of the race the Sunoco car was performing strongly with the Escuderia Montjuich 512M which actually led at half distance, but neither car lasted the course. However the two cars pictured here finished third and fourth after various travails. The first, entered by the North American Racing Team driven by Posey and Adamowicz was 12th in practice. It came home despite stopping for low oil pressure, running out of fuel twice and a flat battery.

Ferrari’s strategy killed the 512M but it did bear fruit: In the ’72 season, the 312PB won every race bar the one it did not enter: the Le Mans 24-hours.

Source https://www.motorsportmagazine.com/a...s-ferrari-512m

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Ninth from the V12 collection is a 1:18 scale 1957 Ferrari 250 GT LWB from CMR.

It had a 3L V12 producing 240BHP. Car No 164 had participated in the Tour de France Automobile and was driven by B. Fabregas Soler but sadly could not finish as he met with an accident during the race.

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10th from the V12 collection is a 1:43 scale 250 Testa Rossa, or 250 TR from Hot Wheels Elite.

The Ferrari 250 Testa Rossa is a racing sports car built by Ferrari from 1957 to 1961. It was introduced at the end of the 1957 racing season in response to rule changes that enforced a maximum engine displacement of 3 liters for the 24 Hours of Le Mans and World Sports Car Championship races.

The car came with a front mid engine 3L V12.

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11th from the v12 collection is a 1:43 scale 2001 Lamborghini Diablo GTR-S 20th anniversary edition from Kyosho.

The GTR utilized the same basic 6.0-litre V12 engine that had made its debut on the street-legal GT, but with revised fuel and ignition systems, individual throttle bodies, a dynamic air intake duct system, variable valve timing, titanium connecting rods, and a lightened crankshaft. These improvements allowed the engine to have a power output of 598 PS and 640 NM of torque.

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12th from the V12 collection is a 1:43 scale Lamborghini Murcielago LP670 4SV (SuperVeloce) from AUTOart.

It has a 6.5L V12 and the cars weight reduced by 100 kg, the Murciélago LP 670-4 SuperVeloce takes only 3.2 seconds to jump to 100 km/h from a standing start and can reach a top speed of 342 km/h.

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13th from the V12 collection is a 1:18 scale 1963 Ferrari 250 GT Drogo.

Reason for the name Drogo - Piero Drogo was a one time Formula One driver who along with coachbuilders Lino Marchesini and Celso Cavalieri founded Carrozzeria Sports Cars, which was a small carrozzeria in Modena, Italy which produced sports and racing car bodies from 1960 until 1971. As the public face of the company, Drogo's name became synonymous with the cars produced by C.S.C., which are often referred to as "Drogo" bodies or designs. The workshop constructed bodies for many companies, racing teams and individuals including Scuderia Ferrari, Scuderia Serenissima, Iso and Giotto Bizzarrini. Financial difficulties led to the closure of Carrozzeria Sports Cars in 1971.

This particular car #59 came 5th in the 1000km Nürburgring in 1963 and was driven by Langlois van Ophem, Elde.

I hope the pictures can do justice to the true beauty of this scale model. Just fabulous to look at and hold. I must have spent over an hour just clicking pictures to get all the angles and shapes incorporated in the design and have posted the best of the entire lot

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14th from the V12 collection is a 1:43 scale model of 1936 Rolls Royce Phantom III.

This particular car is unique in many ways from having a massive 7.3 liter V12 engine that could take it up to a top speed of 145 kph to a odd front-slopping windshield that made it 15% aerodynamic. Also, this was one of the last Rolls Royce model to get a V12 engine as the next V12 came after a gap of almost six decades. The Phantom III was the last car that Henry Royce worked on - he died, aged 70, a year into the Phantom III's development.

Only the chassis and mechanical parts were made by Rolls-Royce. Car bodies were constructed and fitted by coachbuilders selected by owners or dealers, who might have cars built for showroom stock. Some of the most famous coachbuilders who produced bodies for Rolls-Royce cars are Barker, Park Ward, Mulliner, Hooper and Thrupp & Maberly. Body types as well as limousines included saloons, coupés, and convertibles. A handful of used cars have been converted to hearses and shooting brakes. Mr. Alan Butler who was the Chairman of the De Havilland Aircraft Company, originally ordered the opulent sedan. He specified it from coachmaker HJ Mulliner for the front-sloping windshield and the car also featured an enclosed spare tire and sculpted tail.

The car was later bought by General Bernard Montgomery (Monty) who had served in both WWI & WWII. Out of his three Rolls this was his favorite and used it as a daily up to 1962 and it has carried a handful of world leaders including the Prime Ministers of Australia, Canada, and New Zealand.

Montgomery also used the model to visit various locations including 10 Downing Street, the War Office on Whitehall, and the NATO Supreme Headquarters Allied Powers Europe (SHAPE) building in France.

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15th from the V12 is 1 of the 4 McLaren F1 in the collection. As you can see the F1 is one of my all time favorite cars and this is car #59 Ueno Clinic F1 GTR (short tail) that won Le Mans in 1995 in 1:43 scale from Spark.

The McLaren F1 is and will probably remain the most significant supercar ever made. Paradigm-displacing performance of this magnitude will probably not be seen again, for however fast electric supercars will eventually get, there are definite limits of legality and physics inherent in the world of road cars that cannot be overcome, and the F1 pushed the watermark so far toward that boundary that the last 20-plus years of “hypercars” have been a game of fighting for the slivers of territory left between the McLaren and the ultimate limit.

Gordon Murray, the main designer behind the F1, was not initially keen on the car’s racing efforts, so was not a major player in the Le Mans attempt, though it’s hard to downplay the fact that the car was, in many ways, his creation. After it’s victory, the obviously pleased man added that it would only have been better if the winning car had driven to and from the race, which it probably could have. To and from where, is a different story though.

McLaren F1 GTR of the Ueno Clinic sponsored #59 car that emerged victorious at the 24 Hours of Le Mans in 1995; it was a legendary and shocking victory against the purpose-built and much faster prototypes. The car itself was a development chassis, named 01R, entered at the last minute for the Kokusai Kaihatsu Racing team, who needed a car after originally being allocated 08R, which was instead used to replace a Gulf that had been crashed heavily in an accident at the 4 Hours of Jarama. By any standards, the 1995 race was an epic. The weather was appalling – it rained for 16 of the 24 hours – but the trio of Yannick Dalmas, Masanori Sekiya and JJ Lehto impressed, particularly the latter whose relentless pace saw him posting lap-times up to 20 seconds faster than his rivals. The #59 car crossed the finish line one whole lap ahead of the Courage C34 prototype of Mario Andretti, going down in folklores of Le Mans history as one of the greatest stories.

Seven F1 GTRs entered the race, and five finished: taking first, third, fourth, fifth and thirteenth places, an incredible showing for what was essentially a road car. The victory marked some highly significant motorsport firsts: McLaren had won Le Mans at its first attempt; the F1 GTR had won the event in its first year of production, and not even Ferrari had managed that; it was also the first Le Mans win for a Finnish driver, and for a Japanese one, as well as being a first for BMW power.

01R has remained in the ownership of McLaren ever since and is proudly displayed on the Boulevard at the McLaren Technology Centre.

Picture quality is not great as its still in its original packing..