28th-Oct-19, 03:11 PM
The Thunderslot Lola T70 MkIII isn't particularly new. It was the model that launched the Italian brand back in 2016 and took the slot car world by storm. Giovanni Montiglio's masterpiece looked magnificent and its performance on track was out of this world, setting a new high standard for sidewinder classic sports cars. The T70 MkIII was followed by the Lola T70 Can-Am (both Chevy and Ford versions), the McLaren M6A and the up-coming McLaren-Elva M1A - all fabulous models and superb performers.
A very special T70 MkIII has been released this summer. Limited to 200 pieces, the UKLTD001 Lola T70 MkIII Aston Martin was produced in conjunction with Thunderslot's UK distributor Gaugemaster. Back in January 1967, when the coupé version of the successful T70 Can-Am car was unveiled, Team Surtees was given a specially-built chassis to be the racing test bed for the new Aston Martin V8 engine. The original Aston-powered car - chassis SL73/101 - is the car modelled by Thunderslot...
Having clocked the third fastest time at the 1967 Le Mans test weekend and then qualified second for the Nürburgring 1000Kms, hopes were high. A second car SL73/121 - decorated in Team Surtees red - was built and would be driven at Le Mans by John Surtees and David Hobbs. The original car had a matching Surtees 'arrow' design, but in British Racing Green. The green car would be driven by Chris Irwin and Peter de Klerk. It wasn't a great build-up for the Lola Aston Martins - both cars having problems with overheating, as well as issues with injection timing.
When the race started, Surtees was running in a strong sixth place after three laps - then the engine blew and he retired the car. The green de Klerk car ran into problems half an hour later, pitting with a cracked crankshaft damper and retiring after 25 laps. After that humiliation, both cars were returned to the factory and the Aston Martin engines replaced with the standard Chevrolet V8s. Chassis SL73/101 was sold, ending up with Jo Bonnier and had a very successful 1968 season in the now yellow livery that was used for the second Thunderslot T70 MkIII release - CA00102. The other chassis stayed with Team Surtees, which was the very first Thunderslot release - CA100101.
Previous Thunderslot T70 MkIIIs have featured the 'Chevrolet' name moulded on the engine. This has been removed from the Aston Martin version - both Giovanni and Gaugemaster's Terry Smith being sticklers for accuracy...
As you can see the Thunderslot T70 looks low and sleek. For a thoroughbred slot racing car, there is plenty of detail including all the correct mirrors, filler caps, door handles, oil tank, spare wheel and front winglets. The wheels and tyres are rather lovely - and correct. Inside is a perfectly adequate cockpit with driver figure, steering wheel, gear stick and fire extinguisher - not bad for a low-weight interior. The body in my car came in at 18.14g including the big spare wheel at the back.
With the looks covered, it's time to look under the hood at the mechanicals...
The layout is not revolutionary, but is laid out very well with thought put into every component and how the overall design will work in racing conditions. The triangular motor pod is supported by five screws - all of them the solid and reliable T6 Torx type that requires a T6 screwdriver to be added to your toolbox. The front axle height is adjustable by using up to six M2.5 grub screws (four are fitted - the other two holes are for independent 'stub' axles). The motor is screwed into the pod and is very slightly angled - in part to prevent build-up of muck between the can and the rear axle.
Three things that do stand out include the rather 'different' guide which is sculpted in a 'swoop' to maximise depth and stability but minimise friction in the slot. The second thing is that there is no magnet fitted as standard. There are pockets for a bar magnet if you absolutey have to use one, but it's a nice statement from the Thunderslot team that these cars should be run without extra downforce. The final difference is the plastic pinion and spur gear - something I prefer with 'normal' motors, giving better mesh out of the box.
The Mach 21 motor has become recognised as a real cracker - powerful, smooth and with better acceleration that other 21.5k-rated short cans. The standard (white) gear ratio is 11/32, although there are now 12 and 13-tooth pinions available, plus 30 and 31-tooth spur gears in orange and sky blue. Front wheels are plastic 14 x 9mm hubs with hard 9 x 18mm tyres and rears are 14.3 x 10mm machined aluminium air hubs with 10.8 x 19mm racing tyres. This standard compound has proven an excellent choice on wood and abrasive plastic track (Ninco, Policar). Treaded 'Classic' tyres come with the T70 MkIII, with treaded and slicks also available separately in the same size and compound. The slicks are also available in a different compound for Carrera track, which should also work well on Scalextric Sport.
My Lola Aston Martin hasn't been on track yet - although it will be before long. However, I have been lucky enough to borrow Thunderslot Lola T70 MkIIIs to race at both East Worthing (wood) and Nascot Wood (Ninco) this year. They are sensational cars to race. At East Worthing, I was over half a second a lap quicker than my NSR Ford MkIV, mostly down to the confidence I had through the faster corners, plus the balance of the chassis and response of the motor through the more technical stuff. The Nascot Wood track is bigger and more flowing than East Worthing - it was also the first time I'd raced there. However, the T70 was a perfect car to learn the track - predictable, forgiving and fast. Through the evening my times went steadily down, even on the trickier lanes, and I never scared myself - or the marshals - once. A car that gives me such an enjoyable evening on a brand new track - and running on the pace of some of the locals in the process - can't be bad!
Thunderslots are premium slot cars with a price to match. However, when you consider how good the car looks and remember it is a top-performing race-tuned car straight out of the box, the £65-80 recommended retail price really isn't bad. The white kits - with a ready-to-run chassis - are around £10 cheaper and offer body detailing parts for different versions of each car.
A very special T70 MkIII has been released this summer. Limited to 200 pieces, the UKLTD001 Lola T70 MkIII Aston Martin was produced in conjunction with Thunderslot's UK distributor Gaugemaster. Back in January 1967, when the coupé version of the successful T70 Can-Am car was unveiled, Team Surtees was given a specially-built chassis to be the racing test bed for the new Aston Martin V8 engine. The original Aston-powered car - chassis SL73/101 - is the car modelled by Thunderslot...
Having clocked the third fastest time at the 1967 Le Mans test weekend and then qualified second for the Nürburgring 1000Kms, hopes were high. A second car SL73/121 - decorated in Team Surtees red - was built and would be driven at Le Mans by John Surtees and David Hobbs. The original car had a matching Surtees 'arrow' design, but in British Racing Green. The green car would be driven by Chris Irwin and Peter de Klerk. It wasn't a great build-up for the Lola Aston Martins - both cars having problems with overheating, as well as issues with injection timing.
When the race started, Surtees was running in a strong sixth place after three laps - then the engine blew and he retired the car. The green de Klerk car ran into problems half an hour later, pitting with a cracked crankshaft damper and retiring after 25 laps. After that humiliation, both cars were returned to the factory and the Aston Martin engines replaced with the standard Chevrolet V8s. Chassis SL73/101 was sold, ending up with Jo Bonnier and had a very successful 1968 season in the now yellow livery that was used for the second Thunderslot T70 MkIII release - CA00102. The other chassis stayed with Team Surtees, which was the very first Thunderslot release - CA100101.
Previous Thunderslot T70 MkIIIs have featured the 'Chevrolet' name moulded on the engine. This has been removed from the Aston Martin version - both Giovanni and Gaugemaster's Terry Smith being sticklers for accuracy...
As you can see the Thunderslot T70 looks low and sleek. For a thoroughbred slot racing car, there is plenty of detail including all the correct mirrors, filler caps, door handles, oil tank, spare wheel and front winglets. The wheels and tyres are rather lovely - and correct. Inside is a perfectly adequate cockpit with driver figure, steering wheel, gear stick and fire extinguisher - not bad for a low-weight interior. The body in my car came in at 18.14g including the big spare wheel at the back.
With the looks covered, it's time to look under the hood at the mechanicals...
The layout is not revolutionary, but is laid out very well with thought put into every component and how the overall design will work in racing conditions. The triangular motor pod is supported by five screws - all of them the solid and reliable T6 Torx type that requires a T6 screwdriver to be added to your toolbox. The front axle height is adjustable by using up to six M2.5 grub screws (four are fitted - the other two holes are for independent 'stub' axles). The motor is screwed into the pod and is very slightly angled - in part to prevent build-up of muck between the can and the rear axle.
Three things that do stand out include the rather 'different' guide which is sculpted in a 'swoop' to maximise depth and stability but minimise friction in the slot. The second thing is that there is no magnet fitted as standard. There are pockets for a bar magnet if you absolutey have to use one, but it's a nice statement from the Thunderslot team that these cars should be run without extra downforce. The final difference is the plastic pinion and spur gear - something I prefer with 'normal' motors, giving better mesh out of the box.
The Mach 21 motor has become recognised as a real cracker - powerful, smooth and with better acceleration that other 21.5k-rated short cans. The standard (white) gear ratio is 11/32, although there are now 12 and 13-tooth pinions available, plus 30 and 31-tooth spur gears in orange and sky blue. Front wheels are plastic 14 x 9mm hubs with hard 9 x 18mm tyres and rears are 14.3 x 10mm machined aluminium air hubs with 10.8 x 19mm racing tyres. This standard compound has proven an excellent choice on wood and abrasive plastic track (Ninco, Policar). Treaded 'Classic' tyres come with the T70 MkIII, with treaded and slicks also available separately in the same size and compound. The slicks are also available in a different compound for Carrera track, which should also work well on Scalextric Sport.
My Lola Aston Martin hasn't been on track yet - although it will be before long. However, I have been lucky enough to borrow Thunderslot Lola T70 MkIIIs to race at both East Worthing (wood) and Nascot Wood (Ninco) this year. They are sensational cars to race. At East Worthing, I was over half a second a lap quicker than my NSR Ford MkIV, mostly down to the confidence I had through the faster corners, plus the balance of the chassis and response of the motor through the more technical stuff. The Nascot Wood track is bigger and more flowing than East Worthing - it was also the first time I'd raced there. However, the T70 was a perfect car to learn the track - predictable, forgiving and fast. Through the evening my times went steadily down, even on the trickier lanes, and I never scared myself - or the marshals - once. A car that gives me such an enjoyable evening on a brand new track - and running on the pace of some of the locals in the process - can't be bad!
Thunderslots are premium slot cars with a price to match. However, when you consider how good the car looks and remember it is a top-performing race-tuned car straight out of the box, the £65-80 recommended retail price really isn't bad. The white kits - with a ready-to-run chassis - are around £10 cheaper and offer body detailing parts for different versions of each car.
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