This is the new Lego Land Rover Classic Defender, unlike some earlier versions of Lego Land Rovers this one is quick and easy to build – it also won’t break the bank with retail price of just $14.99 USD.
Now known as the “Classic Defender” to distinguish it from the new Defender that arrived in 2019 to thoroughly mixed reviews, the original vehicle to carry the nameplate remains one of the most recognizable and desirable 4x4s ever put into series production.
This Lego Classic Defender model measures in at just 4.5 inches long and 2 inches wide, making it ideal for display on your desk or shelves.
The rugged simplicity of the original Defender and its purely analogue driving experience have endeared it to generations of off-road enthusiasts. The Defender was the direct successor to the Series Land Rovers which first entered production all the way back in 1948 as a vehicle that would perform as a cross-between a Willys Jeep and a farmer’s tractor.
The “Defender” nameplate was first used in 1991 to rename the earlier Ninety and One Ten models, it was felt that clearer naming distinction was needed to differentiate the model from the then-new Discovery.
Although the Defender left production in 2016 it’s proven to be one of those vehicles that just refuses to die. The Ineos Grenadier was developed as a modern successor to the Defender, sharing much of its styling, and Land Rover themselves have produced limited quantities of original Defenders like the Defender Works V8 Trophy in 2021.
This Lego kit is suitable for ages 8 and up, though I suspect many of those buying and assembling it will be well into their adult years.
This Lego Defender is perfectly suited to children (and adults) over the age of 7, and it measures in at a desk-friendly 2.5 inches (7 cm) high, 4.5 inches (12 cm) long and 2 inches (6 cm) wide. Each comes with a driver minifigure and the roof is quickly removable to make it easy to place the figure behind the wheel.
This model consists of 150 pieces and it does a good job of matching the blocky styling of the original vehicle, with the correct grille and headlights in place, a white roof, and a Land Rover badge up front.
As noted above the retail price is $14.99 USD which makes it nice and affordable for everyone, and it’ll make a good project for parents and kids, to just the adults by themselves if they feel so inclined. If you’d like to read more about this Lego model or buy one for yourself you can visit the official store here.
Every surviving example of the Indian Four is special, however this one is a little more special than most as it previously belonged to Hollywood superstar and successful motorcycle racer Steve McQueen.
McQueen’s first motorcycle was another Indian, 1946 Indian Chief. In later years he remembered it during an interview: “It was my first bike and I loved it. But I was going with a girl who began to hate riding in the bumpy sidecar. She told me, “Either the cycle goes or I go!” Well, there was no contest. She went.”
Fast Facts – The 1940 Indian Four
The Indian Four was first introduced by the Indian Motorcycle Manufacturing Company in 1928. Production continued until 1942, when it was halted due to World War II. The Indian Four was known for its distinctive inline-four engine and its sleek design, and it’s now a highly sought-after motorcycle among enthusiasts.
The Indian Four’s design was heavily inspired by the Ace Four motorcycle, a high-performance four-cylinder motorcycle produced by Ace Motor Corporation. In 1927, Indian purchased Ace Motor Corporation and integrated Ace’s technology and design elements into the Indian Four.
The first Indian Fours featured a 77 cubic-inch (1,260 cc) inline-four engine, which underwent several changes over the years to improve performance and reliability. In 1936, Indian introduced a new engine design, known as the “upside-down” engine, with the exhaust valves on the bottom and intake valves on the top. However, due to overheating issues, the company reverted to the original engine design by 1937.
The Indian Four you see in this article is a 1940 model; it belonged to Steve McQueen and was being restored as part of his collection at the time of his death. It was sold by his estate in 1984, then restored, and it’s now being offered for sale out of Brussels in Belgium.
The Indian Four
The inception of the Indian Four can be traced back to the acquisition of Ace Motor Corporation by the Indian Motorcycle Manufacturing Company in 1927. The Ace Four, a high-performance four-cylinder motorcycle, provided the foundation for the Indian Four’s design, largely its inline-four engine which was among the most advanced in the world at the time.
Here you see the inline-four cylinder, longitudinally-mounted engine. It’s an IoE (inlet-over-exhaust) design with a displacement of 77 cubic inches or 1,260cc and a power output of approximately 40 bhp.
Initially, the Indian Four featured a 77 cubic inch (1,260cc) inline-four engine, which would undergo several modifications over the years to enhance performance and reliability. In 1936, Indian introduced a new engine design, dubbed the “upside-down” engine, with the exhaust valves positioned at the bottom and intake valves at the top in order to improve performance.
These changes did increase power however it also faced overheating issues, prompting the company to revert to the original engine design again in 1937.
In 1938, the Indian Four underwent significant stylistic and functional changes that would define its iconic appearance. Most notably, the addition of skirted fenders became a defining design element for Indian motorcycles. The suspension system also received an upgrade, with plunger-style rear suspension and a revised front fork, improving the handling of the model for riders.
The last iteration of the Indian Four, produced from 1941 to 1942, featured a 78 cubic inch (1,279cc) engine, along with other improvements such as enhanced cooling and a more robust crankshaft. However, with the outbreak of World War II, Indian shifted its focus to manufacturing military motorcycles, resulting in the end of Indian Four production in 1942.
Above Video: This is an original clip from The Ed Sullivan Show from October of 1968; it shows Steve McQueen riding his Rickman Triumph before taking Ed on a blast in a sand trail dune buggy that he helped design.
When WWII ended in 1945, Indian returned their V-twins to production, but they never brought back the inline-four. Other motorcycle manufacturers would experiment with inline-fours, perhaps most memorably MV Agusta, but it would be the Honda CB750 of 1969 that would make the engine layout (albeit in transverse form) a mainstay of superbikes for decades to come.
Steve McQueen’s 1940 Indian Four
As noted above the motorcycle you see here is a 1940 Indian Four that formerly belonged to Steve McQueen. Apparently under his ownership it had been torn down for a restoration, with the original engine removed from the frame – though they both stayed together.
“Everytime I start thinkin’ the world is all bad, then I start seeing some people out having a good time on motorcycles and it makes me take another look.” – Steve McQueen
The full list of cars, motorcycles, 4x4s, and planes owned by McQueen is extensive, and vehicles that formerly belonged to him all tend to be worth far more than usual at auction – oftentimes considerably more.
From 1940 onwards the Indian Chief and the Indian Four received the sweeping valenced fenders that would become a major Indian trademark. The modern Indian Motorcycle Company uses a similar design on their modern Chief even today.
As his first ever motorcycle was an Indian the marque likely always had a certain amount of sentimental value for him, though of course he would go on to become far more famous for his exploits riding bikes like the Triumph TR6 and the Husqvarna 400 Cross.
This 1940 Indian Four was sold at the Steve McQueen Estate Auction at the Imperial Palace in November 1984 as lot 592. It came with ample documentation proving its ownership by McQueen, including a certificate of authenticity.
After it was sold the restoration was completed, the bike remained in the same family ownership for nearly 30 years until it was sold on in 2013. In the intervening years the bike has made its way to a new owner in Belgium, and they’re now offering it for sale.
The bike has 8,988 miles on the odometer and it’s being offered for sale on Collecting Cars. It is showing some light patina as the restoration occurred decades ago, however motorcycles like this often look better with some age on them.
This is the rather lengthily-named AMG-Mercedes 190 E 2.5-16 Evolution II DTM Gruppe A. Its racing history is similarly substantial – it’s one of four Evo IIs entered by AMG-Mercedes in the 1992 DTM Championship and it was driven to four wins by DTM icon Bernd Schneider.
The Mercedes 190 E 2.5-16 Evolution II is one of the most memorable super sedans of the era. It was an arch rival of the legendary BMW E30 M3, and a long-time competitor in the rough and tumble world of Deutsche Tourenwagen Meisterschaft – German touring car racing.
Fast Facts – The Mercedes-Benz 190 E 2.5-16 Evolution II
Mercedes-Benz introduced the 190 E in 1982 as part of its compact executive class, targeting a younger demographic with its fuel-efficient 2.0 liter petrol engine. The car represented an exciting balance of performance and economy. Two years later, in 1984, Mercedes-Benz launched the 190 E 2.3-16, a sportier version equipped with a Cosworth-engineered 2.3 liter 16-valve engine
In response to stiff competition from BMW in the DTM, Mercedes-Benz debuted the 190 E 2.5-16 Evolution I in 1989. This model featured a larger 2.5 liter engine and significant aerodynamic and suspension improvements.
In 1990, Mercedes-Benz unveiled the 190 E 2.5-16 Evolution II, commonly referred to as the Evo II. This model, although bearing a superficial resemblance to the Evolution I, incorporated numerous mechanical and aesthetic upgrades that transformed it into a dominant force on the track. The Evo II was a homologation special, with production limited to just 502 units.
The Evo II’s 2.5 liter engine was heavily revised, boosting its power output to 232 bhp. The most significant changes were seen on the car’s exterior. An aggressive body kit, including a larger adjustable rear wing and wider wheel arches, improved aerodynamics and gave the Evo II its aggressive road presence.
Creating A Legend: Mercedes + Cosworth Go Racing
In modern Mercedes literature, the Cosworth development work on the Mercedes-Benz 190 E 2.5-16 Evolution II isn’t always placed front and center. Perhaps understandably, as the German automaker would likely rather everyone focus on their own in-house tuning firm AMG.
The 190 E 2.5-16 Evolution II is famous for its bodykit and outlandish rear wing, all of which was finely tuned in the wind tunnel by Professor Richard Eppler and his team.
The truth of the matter is that Cosworth played an absolutely critical role in the development of the car, a vehicle that was initially intended for the world of rally before the Audi Quattro came along and quickly made all non-AWD cars almost obsolete.
Mercedes sensibly shifted their attention to the world of tarmac racing, the hard fought world of Deutsche Tourenwagen Meisterschaft in particular, often referred to simply as DTM. Due to homologation requirements a minimum number of road going cars had to be built, and as a result the world ended up with the original 190 E 2.3-16.
Development work on the engine for this car had been contracted out to British motorsport engineering firm Cosworth – arguably the most successful racing engine development company in world history.
The full list of race and championship winning engines developed by the company is far too long to post here, their reputation is such that Mercedes clearly went to them because they desperately wanted to win in DTM – over BMW in particular.
The Mercedes-Benz 190 E 2.5-16 Evolution II
Cosworth took the basic Mercedes M102 2.3 liter engine block and fitted it with a new head featuring dual overhead camshafts and four valves per cylinder, a design that allowed the engine to produce more power and rev higher. This engine produced 185 bhp, a substantial increase from the 136 bhp in the standard 190 E.
Above Video: This is the complete official review of the 1992 Deutsche Tourenwagen Meisterschaft season. It’s packed with racing action, it covers every race, and it has a full running time of an hour and twenty minutes.
Following the success of the 2.3-16 model, Mercedes-Benz and Cosworth collaborated again on the 190 E 2.5-16. The displacement was increased to 2.5 liters, allowing for more power and torque. This engine was initially developed for the Evolution I version and was then further refined for the Evolution II, where it produced a hefty 232 bhp.
The Evolution II, often just called the Evo II for the sake of brevity, wasn’t just fitted with this newly uprated engine. It was given a comprehensive new package of upgrades that made it substantially faster than either of its predecessors.
Professor Richard Eppler from the University of Stuttgart had led the team in charge of developing a new bodykit for the 190 E 2.5-16 Evolution II. It was extensively wind tunnel tested and fine tuned to reduce drag and to increase downforce.
The most notable elements of the bodykit were the addition of a large adjustable rear wing, wider wheel arches, a front air dam, and a rear window spoiler. The car looked like it could get you a speeding ticket while sitting in your driveway.
Just 500 examples of the Mercedes-Benz 190 E 2.5-16 Evolution II would be made and it would have the shortest production run in the series, running from 1990 to 1991 (the 1991 and 1992 model years respectively.)
This is the Cosworth version of the Mercedes M102 engine, it has a new head with double overhead cams and four valves per cylinder, and a slew of other changes to vastly increase power.
The very reason for the existence of the 190 E 2.3-16 and 190 E 2.5-16 had been Mercedes’ desire to add some shiny new crockery to the trophy cabinet – although the successes started out slowly they ended with a bang.
Mercedes-Benz’s first DTM title arrived in 1992 thanks to the dream team of drivers that had assembled including Bernd Schneider, Keke Rosberg, Ellen Lohr, and Klaus Ludwig who had been poached from Ford.
During the 1992 DTM season Mercedes won 16 of the 24 Championship rounds held, winning the Championship in no uncertain fashion and finally showing the true capability of the car that Mercedes and Cosworth had built.
The 190 E 2.5-16 Evolution II DTM Gruppe A Shown Here
The car you see here is unquestionably one of the most important examples of the 190 E 2.5-16 Evolution II in existence. It’s a highly modified DTM Gruppe A variant that was driven by Bernd Schneider to four wins in that dominant 1992 DTM season.
This car competed in the 1992 DTM season, racing in all 24 rounds and winning four races – helping Mercedes clinch the title that year.
This car was entered into all 24 rounds of the 1992 season, claiming two 2nd places, two 3rd places, and seven fastest laps in addition to the outright wins. The car was then raced by the DTM Junior Team in the 1993 Championship where it took an additional nine top-10 finishes.
The car has remained in private ownership since 1996, and thankfully it’s in unmodified time-capsule condition.
It’s now due to roll across the auction block with RM Sotheby’s on the 20th of May with a price guide of $490,000 – $600,000 USD – you can visit the listing here if you’d like to read more about it or register to bid.
This is a rare, original 1961 Rathmann Xterminator go-kart, it was developed by Jim Rathmann Racing Products Inc in Dallas, Texas by the Indianapolis 500-winning race car driver of the same name.
Unlike many go karts from the era, the Rathmann Xterminator has a lightweight (duralumin) aluminum alloy frame instead of the much more common tubular steel frame. This has a few advantages, the first and foremost being the lower weight, though it’s also far less likely to have issues with corrosion.
The use of aluminum for the chassis was highly usual back in the 1960s, and it may have been borne out of Rathmann’s experience with top elite Indy cars.
Dick Rathmann began his racing career as a teenager, using his older brother Jim’s identification to compete. His brother, who also pursued a racing career, adopted the name Dick Rathmann, causing confusion between the two siblings in later years. Jim Rathmann entered his first Indianapolis 500 race in 1949, but a crash prevented him from completing the race.
Throughout the 1950s, Rathmann proved himself to be a formidable competitor, consistently placing within the top five positions at the Indy 500. He finished in second place in both 1952 and 1953, signaling his potential for greater successes in the future. His aggressive yet calculated driving style earned him respect from fellow racers and fans alike.
Rathmann’s crowning achievement came in 1960 when he claimed victory at the Indianapolis 500. In a thrilling duel with fellow racer Rodger Ward, Rathmann secured the win after a grueling 200 lap race.
This victory cemented his legacy as one of the greatest racers of his time and remains a standout moment in the history of the Indianapolis 500. The 1960 race is also remembered as it featured the most lead changes of any race in the history of the Indy 500.
Later in his life Jim Rathmann would own a Chevrolet-Cadillac dealership in Melbourne, Florida. He became friends with astronauts Alan Shepard, Gus Grissom, and Gordon Cooper – as a result he convinced GM President Ed Cole to establish a program that would supply two new cars to each astronaut per year. Most chose a Corvette for themselves and a family car for their wives.
This program resulted in the Corvette becoming the NASA astronaut’s car of choice, providing GM with invaluable publicity throughout the Apollo years.
Jim Rathmann in one of his many racing cars, he would win the Indianapolis 500 in 1960 after finishing second in in 1952, 1957, and 1959. Image courtesy of the Indianapolis Motor Speedway Museum.
Jim Rathmann Racing Products Inc was founded in Dallas, Texas in 1960. The company produced a series of advanced (for the era) go karts with duralumin aluminum alloy chassis, one of which is now on display in the Smithsonian.
The 1961 Rathmann Xterminator go-kart you see in this article is powered by a 87cc McCulloch MC–10 two-stroke single cylinder engine that’s fitted with a Palmini exhaust. It sends power to the rear axle by way of a chain final drive.
The kart has a single seat with red upholstery, a steering wheel, and pedals on either side of the steering column in standard go kart style. It rides on aluminum 3.50–4 front and 3.50–6 rear wheels shod with Firestone bias-ply slick tires, and it has dual rear scrub brakes.
