Een apart model - De 1990 Coloni Subari C3B

We hebben een model (beperkt) binnen gekregen dat bedoeld is voor de Japanse Markt (en Rijsbergen). De 1990 Coloni-Subaru C3B van Bertrand Gachot, Canada uitvoering. Uitgevoerd in de schaal 1/43.  Hier te bestellen, op=op.

Dit is het (wiki) verhaal van de Coloni Subaru mislukking:

An unexpected contract with Subaru, the automobile branch of Fuji Heavy Industries, brought substantial financial backing and additionally an exclusive "works" engine for free. The Japanese took over 51% of the Coloni team, paid the team's debts and supported the new alliance with a brand new, unique engine. It was a flat-12 engine which in fact was penned by Carlo Chiti. Chiti's Motori Moderni company at Novara had supplied V6 turbo engines for the Minardi team from 1985 to 1987, and in 1988 Chiti had penned a normally aspirated V12 engine that attracted Subaru. 

In late 1988, the Japanese commissioned Chiti to design a new Formula One engine with a "flat" layout — as used in their road cars — that was ready in the summer of 1989. The engine, now with a Subaru badge, was tested in a Minardi M188 chassis but due to a severe lack of power Minardi very soon lost interest. After a few months of searching, Subaru found the Coloni team. Eventually, the "Subaru Coloni" Team was founded with Enzo Coloni staying on board as the man for operational business.

By the beginning of 1990, the "Subaru" flat engine was not producing more than 500 bhp, so the Coloni Subaru was one of the least competitive machines regularly competing in Formula One in 1990 (eclipsed only by the even slower Life car). Subaru and Chiti agreed to build a new V12 engine for the summer of 1990 together with a completely new chassis, but in the meantime the flat engine was to be used by the "Coloni Subaru" Team in a carry-over chassis. Early in 1990, a handful of Enzo Coloni's mechanics worked on a single C3 and tried to put the Subaru engine in it. The work was not done until the day the FIA started shipping the Formula One material to Phoenix. 

In the pits at Phoenix, the car was assembled for the very first time, and a short shakedown took place in the parking area of an American supermarket. On the prequalification day at Phoenix the Formula One world saw Coloni's "new" model C3B which wore a white, red and green livery, but without an airbox and with wide, long sidepods. It did not follow common design practices for the time, was overweight by 300 pounds and ill-handling. Neither at Phoenix nor at any other race did Bertrand Gachot, 

Coloni's new driver, manage to prequalify the car. As the season went on, improvements were few and results stayed nowhere. Meanwhile, no success could be seen at Coloni's plant in Perugia where obviously nobody worked seriously on a new car. In May, Enzo Coloni was sacked by Subaru, but no improvement came. In June, the Japanese company withdrew completely and sold the team back to Enzo Coloni, debt free, but with no sponsors and no engines. By the German Grand Prix Coloni had arranged a supply of Ford-Cosworth engines, prepared by Langford & Peck. 

An improved car also appeared in Germany. The "new" Coloni C3C was simply a 1989 C3 with minor changes in aerodynamics. The car was quicker, but not enough to achieve any serious results. Gachot was usually able to prequalify his car, but the "main" qualification was still out of reach. At the end of the season, Coloni had not qualified for a single Grand Prix.