The iconic Gulf Oil logo on racing cars has become synonymous with winners at Le Mans, Daytona, Sebring and other epic race tracks and racing events around the world. Here is our collection of Gulf Racing Cars.


1968 Howmet TX: The Howmet TX (Turbine eXperimental) was designed in 1968 by Ray Heppenstall to test the competitive use of a gas turbine engine in Group 6 racing. Howmet provided castings for turbines in the aerospace industry. A 2960 cc Continental gas turbine produced 325 bhp at 57,000 rpm! The car's chassis was built by McKee. The car retired at Le Mans due to an accident driven by Dick Thompson/Ray Heppenstall.
Model by BIZARRE 1/43
1968 Ford GT40 MkI (LE MANS WINNER): The 1966 and 1967 GT40s were powered by 7 litre engines, which were left obsolete by the 5 litre limit enforced in 1968. The displacement limit for prototypes changed to a mere 3 litre. These rule changes made Ford's works team lose interest, but some privateers would return to Le Mans with the GT40. One of these privateers was JW Automotive, founded by John Wyer. The Gulf sponsored team scored a Le Mans victory in 1968 with this car driven by Pedro Rodriguez and Lucien Bianchi
Model by BANG 1/43
1968 Ford GT40 MkI: At Le Mans in 1968, Brian Muir and Jackie Oliver went out in the 5th hour due to an accident. Wyer had also been closely involved with the original GT40 project in 1964. In 1967 JW Automotive had bought up the assets of Ford Advanced Vehicles in the UK, after all production of the GT40 had moved to the US to Shelby American, or Holman & Moody. The fiercest competition for the Gulf GT40s was expected to came from Porsches new 908 prototype, with Matra and Alpine as also contending for the Le Mans win.
Model by BANG 1/43
1968 Ford GT40 MkI: Power came from a 302 cid V8 engine, pumping out a healthy 425 bhp. Allthough the Gulf spec cars had a much smaller engine, they were often capable to copy the lap times the 7 litre GT40s had posted in 1967. Paul Hawkins and David Hobbs drove this car at Le Mans in 1968, but suffered engine failure in the 10th hour. The lightest of all versions of the GT40 was the Mirage. With the change in rules, one of the Mirages was converted to 1968 specs. but with an aluminum roof, carbon-fibre reinforced body panels and lightweight chassis.
Model by BANG 1/43

1968 Ford GT40 MkI (LE MANS WINNER): With Ferrari back in the action in 1969 and Porsche fielding the quick 908s and the all new 4.5 litre 917s, no one gave the Wyer team and their outdated GT40 much chance. A tough battle with a Porsche 908 ensued and at the end of the 24 hours, the GT40 of Jackie Ickx and Jackie Oliver (driving the 1968 winning s/n 1075 GT40) won by the narrowest margin of victory at Le Mans ever. Against all odds it was Ickx who past the line first, his greatest race and the perfect finale of the GT40's grand career. For the first time the same car had taken two succesive victories at Le Mans.
Model by SPARK 1/43

1968 Ford GT40 MkI: For JW Automotive 1969 was an in-between year as they were busy building an all new 3 litre engine Mirage prototype to race in 1970. Even though they were outdated and very much outpaced by the competition (Porsche 908) JW Automotive again fielded the Gulf GT40s at Le Mans, as they did the entire 1968 season. They proved to be very reliable, even if they were losing ground to Porsche. JWA would focus on Porsche 917's over the next two years, concentrating on the Ford powered Mirage again in 1972. They never had the same success as with the GT40's. David Hobbs and Mike Hailwood drove to 3rd place at Le Mans in this car in 1969.
Model by JOUEF 1/43

1968 McLaren M8A: Denny Hulme won the Driver's Championship and McLaren won the Can Am Championship in 1968. The M8A won its first race at Road America on its way to domination in the series. McLaren took the monocoque chassis M6A, cut the back off the tub and mounted a big block 427 cubic inch Chev motor (640 bhp)to create the first M8A.
Model by GMP 1/43
1968 McLaren M8A: Bruce McLaren was runner-up to Denny Hulme in the 1968 CanAm Drivers Championship, just as his teammate was to McLaren the year before. Bruce McLaren won at Riverside in 1968 in this car. It was the continuing domination of McLaren in CanAm until the early 70's. The Gulf McLaren team won four of the six CanAm races in 1968. I love these 427 fuel injected beasts and can still feel the thunder as they roared down the Moraine Sweep into Turn 5 at Road America!
Model by GMP 1/43
1969 McLaren M8B: For 1969 the M8B was developed with the high wing, other refinements and nearly 700bhp and became the M8B. Continuing the Can Am domination, Bruce McLaren drove this car to the Championship in 1969. The M8B set a speed record at Texas International Speedway during the Can Am round held there. On the tri-oval circuit, McLaren won the race and was clocked at 210mph on the banked circuit.
Model by MINICHAMPS 1/43

1970 Porsche 917K: The Daytona 24 Hours in 1970 was the first major win for the 917. John Wyer and his JWA Gulf Team came to dominate prototype sports car racing, winning not only Daytona, but Le Mans as well to become the champion of endurance racing in the early 70's. This car was driven at Daytona by Brian Redman and Jo Siffert (who would become one of the 917's most successful pilot duos) to 2nd place.
Model by MINICHAMPS 1/43
1970 Porsche 917K (DAYTONA WINNER): Pedro Rodriguez and Leo Kinnunen finished 1st at Daytona in 1970. They finished 45 laps ahead of their sister car, which set the fastest lap (Siffert) trying to catch this duo. It was the first major Porsche win for JWA and its Gulf sponsor. These distinctive cars in their orange and blue livery are some of the most iconic racing cars of all time.
Model by MINICHAMPS 1/43
1970 Porsche 917K: Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5 litres, the long-tailed version of the 917 was capable of a top speed of over 254 mph. Porsche hired John Wyer and his JWA Gulf Team, which became the official Porsche team, and also the official development partner. Pedro Rodriguez and Leo Kinnunen drove this car to first place at the Monza 1000 Km in 1970.
Model by BRUMM 1/43

1970 Porsche 917K: J.W. Automotive Engineering/Gulf entered three cars at Le Mans in 1970. Disappointed by the poor results of the 917 in 1969 and facing stiff competition from Ferrari, Porsche contracted John Wyer and the Gulf Team to become the official Porsche team. This car was piloted by Jo Siffert and Brian Redman, who retired mid-way after Siefert missed a shift while passing slower cars and blew the engine.
Model by BRUMM 1/43
1970 Porsche 917K: During tests in Zeltweg, Wyer's team shortened the tail on the 917 to increase downforce. This worked well as the new short tail gave the 917 better stability and the new version was called 917K. Pedro Rodriquez & Leo Kinnunen were teamed up to drive this car, but it lasted 4 hrs. before cooling fan problems forced retirement. The pair would drive this car to 3 victories over the 1970 season.
Model by BRUMM 1/43
1970 Porsche 917K: Le Mans was not a success for Wyer and Gulf, however the rest of the season was, with wins in 7 of 10 races to give Porsche the Manufactures Championship in the 1970 International Championship for Makes. David Hobbs and Mike Hailwood were paired for Le Mans in this car. Unfortunately, Hailwood crashed at the Dunlop curve in the rain and eliminated the car in the 5th hour.
Model by BRUMM 1/43

1970 Porsche 908/2 Flunder: Steve McQueen entered this car at Sebring, co-driving with Peter Revson. Revson did the majority of the driving due to McQueen having a cast on his broken foot and Revson drove a masterful race. They finished 1st in class and 2nd overall, barely losing to a more powerful Ferrari 512. McQueen also drove this car in SCCA races, leading the A class points championship before the car and McQueen headed for Le Mans.
Model by BEST 1/43
1970 Porsche 908/3: The FIA announced in 1967 a change in the rules for the World Championship by limiting the displacement of prototypes to 3000cc. Porsche designed the new 908 with a new 3.0L Flat-8 engine which produced 350 hp. The 908/3 was intended to complement the heavy Porsche 917 on twisty tracks tracks that favored nimble cars, like the Targa Florio. This car was driven by Richard Attwood and Björn Waldegaard to 5th place at the 1970 Targa. The three Gulf 908/3's finished 1-2-5.
Model by BEST 1/43
1970 Porsche 908/2 Flunder: For the making of the movie Le Mans, Steve McQueen's production company used the same car he raced at Sebring as a film car during the Le Man 24 hour race for much of the movies racing footage. Driven by Herbert Linge and Jonathan Williams, the car actually finished a respectable 9th overall, 2nd in class, but was unclassified due to spending so much time in the pits changing camera, film and batteries.
Model by BEST 1/43
1971 McLaren M16 Offenhauser: Deny Hulme piloted this M16 in the 1971 Indy 500, where he quaified 4th behind Mark Donohue in the Penske McLaren entry and Peter Revson in the other McLaren team car.Revson set the fastest qualifying lap, putting the McLaren on pole for the race. With Revson and Donohue already out, Hulme retired on lap 134 due to a blown engine, allowing Al Unser in an Eagle to cruise to victory. M16 variants won Indy with Johnny Rutherford at the wheel in 1974 and 1976, giving the M16 chassis three wins at Indy.
Model by SPARK 1/43

1970 Porsche 908/3: Powered by a eight-cylinder engine of 3.0L, the 908/3 was designed to be a well handling, light-weight race car for twisty circuits such as the Nurburgring and Targa Florio, where the 917 was designed for high speed circuits such as Le Mans. Its aluminum space frame chassis gave strength while saving valauble weight and provided central weight distribution. Pedro Rodriguez and Leo Kinnunen finished second overall on the Taga Florio in 1970, Kinnunen set fastest lap!.
Model by BEST 1/43
1970 Porsche 908/3 (TARGA FLORIO WINNER): Porsche introduced their new car, the light and nimble 908/03 at the Targa Florio in 1970. The 908/3 was better suited to the twisty and demanding 44.6 mi. circuit made of public roads in Sicily, than the big and powerful 917. The team of Jo Siffert and Brian Redman made it a 1-2 finish for Porsche (its 10th outright Targa win.) Leading from the pole, they fought off the Ferrari 512S of Vaccarella and Giunti in the early stages and managed to stay ahead of their sister car to finish first.
Model by BEST 1/43
1971 Porsche 917K: At Sebring in 1971, Pedro Rodriguez and Jackie Oliver finished 4th in the J. W. Automotive Engineering entry. The finished the hard fought race behind the Martini 917K entry and two Alfa T33/3's. The car was damaged after Rodriguez collided with Donohue's Ferrari 512M in the seventh hour. Penske later filed a protest against allowing the 917 to continue running with no right wing, but was over ruled. The Vic Elford 917 took first place after a struggle with problems of its own. However, the 3.0L cars were showing their strength and competitiveness in WSCC.
Model by ALTAYA 1/43
1971 Porsche 917LH: Pedro Rodriguez and Jackie Oliver drove this car at the 1971 Le Mans, with Oliver setting both the pole and fastest lap during the race. The car with a 4.9L engine and the latest aerodynamic LH bodywork failed to finish due to a cracked oil,pipe. Le Mans was ultimately won by an older 917K which was part of the Martini entry. As the season wore on, the 917 would continue to feel the pressure not only from Ferrari, but also from Alfa Romeo.
Model by FLY 1/32

1974 Gulf-Mirage GR7: Prepared by JW Automotive, this Gulf GR7 was driven at Le Mans in 1974 by Derek Bell and Mike (The Bike) Hailwood to a 4th place finish. Using a detuned 3 liter Cosworth DFV Formula 1 engine as a stressed member, the GR7 was capable of winning Le Mans. The Matra-Simca MS670C that year was slightly faster and lighter, finishing 1st and 3rd. Bell/Hailwood finished 4 laps down to the 3rd place car, delayed by long pits stops to repair CV joints.
Model by SPARK 1/43
1975 Gulf-Mirage GR8 (LE MANS WINNER): Derek Bell and Jackie Ickx drove this car to first place at Le Mans in 1975, powered by a detuned Cosworth DFV 3.0L V8. John Wyer's JW Automotive built, prepared and ran the Gulf sponsored Mirage cars at Le Mans after the GT40 and Porsche 917 culminating in the 1975 Le Mans win before the team was sold. A GR8 finished 2nd at Le Mans in 1976.
Model by SPARK 1/43
1975 Gulf-Mirage GR8: Vern Schuppan and Jean-Pierre Jaussaud finishe third overall at Le Mans in 1975, behind their winning sister car and a Ligier JS2. Despite electrical problems, this car was only six laps down at the finish of the race. This car (Chassis #802) was raced again at Le Mans in both 1976 and 1977 (with Schuppan) and finished 2nd both years. The GR8 was a great car for Le Mans with a low drag coefficient and good downforce from the rear wing.
Model by IXO 1/43

1995 McLaren F1 GTR: Mark Blundell, Ray Bellm and Maurizio Sandro Sala finished 4th at Le Mans in 1995, 3rd in class behind two other F1 GTR's, including the race winner to the left. 1995 was the total domination year of Le Mans by GT1 cars. Competing in the BPR Global GT Series, the McLaren introduced a modified engine management system that increased power output however, air-restrictors mandated by racing regulations reduced the power back to 600 hp.
Model by IXO 1/43
1997 McLaren F1 GTR: Jean-Marc Gounon, Pierre-Henri Raphanel and Anders Olofsson drove to 2nd place overall, first in class (GT1) in the Gulf Team Davidoff McLaren entry at Le Mans in 1997. A total of 10 GTR's with "long-tails" were built in'97, with the BMW S70 V12 engine downsized to 5990cc to prolong engine life. It retained its 600 bhp however, and reached a top speed of 197 mph on the Mulsane Straight.
Model by IXO 1/43
2000 Audi (Dallara) R8-2000: Stephan Johansson entered this entry at Le Mans in 2001, in which he drove with Tom Coronel and Patrick Lemarié. Johansson placed the car 5th on the grid for the start, but electrical problems eliminated the entry after 35 laps and before either Coronel or Lemarié could drive. Beginning aa an Audi team car in 2000, this was one of the most successful R8 chassis (#403).
Model by IXO 1/43
2006 Aston Martin DBR9: Le Mans 2008, a 16th place finish and 4th in GT1 class, driven by Karl Wendlinger, Andrea Piccini, Heinz Harald Frentzen in 007 (Chassis #7). The other team car won the GT1 class at Le Mans in 2008, making the second consecutive year Aston Martin has won its class at the Sarthe circuit. For Gulf Oil it marked the 40th anniversary of their Le Mans win by a Gulf sponsored GT40.
Model by SPARK 1/43

2006 Porsche 911 GT3-RSR: At Le Mans in 2006, this entry driven by Yves-Emmanuel Lambert, Christian Lefort and Romain Ianetta entered by Ice Pol Racing finished 23rd overall 6th in class (GT2).
Model by MINICHAMPS 1/43
2009 Aston Martin DBR1-2: A 4th place finish at Le Mans in 2009, for Jan Charouz, Tomas Enge and Stefan Mücke in what is also known as the Lola Aston Martin B09/60. Aston Martin's internal name for the car, DBR1-2, refers to the specific DBR1 chassis which won six races in 1959 en route to clinching the World Sportscar Championship as well as that year's 24 Hours of Le Mans. It uses the same racing prepared 6.0 L V12 engine from the Aston Martin DBR9 GT1 car. Competing in the Le Mans series, this car took first place overall.
Model by SPARK 1/43
2011 Aston Martin AMR-One : The AMR-One is the successor to the Lola-Aston Martin DBR1-2. This is one of three Le Mans Prototype sports car built by Prodrive for use by Aston Martin Racing. Driven by Stefan Mücke, Darren Turner and Christian Klien at Le Mans in 2011, the Gulf sponsored entry was withdrawn due to engine problems after 4 laps. The AMR-One was powered by a new 2.0L , turbo charged straigh-six in keeping with new Le Mans regulations. It suffered from insufficient testing. AMR abandoned the project in early 2012 with the Deltawing and Pescarolo 03 projects using the AMR-One chassis.
Model by PRODRIVE 1/43
2011 Lamborghini Gallardo LP600-4 GT3: Frédéric Fatien, Fabien Giroix, Karim Al Azhari, and Andrea Barlesi drove this entry for Gulf Racing (UAE) in the Pro-Am class at the Spa 24 Hours in 2011. A faulty clutch ended their race. Despite the Gulf colors, the car only completed one race in the Blancpain World Endurance Series for GT3 cars in 2011.
Model by FUJIMI 1/43

2012 McLaren MP4-12C GT3: Danny Watts drove for United Autosports in the 'City of Dreams' Macau GT Cup, which was a support race to the Macau Grand Prix in 2012. Watts finished 3rd and drove the car in other FIA GT3 events that year. The MP4-12C is the competition version of the production McLaren. It uses the same McLaren 3.8L V8 twin-turbo wrapped in a carbon fibre composite chassis. In stock trim, the engine produces 592 bhp and will do 0-62 mph in 2.7 seconds. It is slightly detuned for racing to meet regulations, and the race engine produces 493 bhp in GT3 trim.
Model by TSM MODEL 1/43

2013 Aston Martin V8 Vantage GTE One of five Vantage GTE cars campaigned by Aston Martin Racing at Le Mans in 2013, to contest the LMGTE Pro category. This was the highest placed Aston, finishing in 18th place overall and 3rd in class, driven by Peter Dumbeck, Stefan Mucke and Darren Turner. Mucke and Turner drove the car in the rounds of the FIA Endurance Championship. The Vantage GTE was redesigned in 2012 from the former GT2 car. Modular construction allows the 4.5L V8 engine to be pulled straight out of the car, allowing engine changes to be completed in less than an hour without any effect on suspension settings. This car is Chassis #GTE-002.
Model by SPARK 1/43

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1960 - 70's
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Pre-War to 1968
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1949 - 1959
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1900 - 1959
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USRRC 1963 to 1968
CAN-AM SERIES 1966 - 1974
IMSA SERIES 1971 - 1998
TRANS-AM SERIES 1966 - 2013
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PLEASE NOTE: From 1968 into the 1990's tobacco companies sponsored many significant race cars. In the interest of historical accuracy, Old Irish Racing chooses to display models in our collection as historically accurate as possible. While seeing a tobacco advert on a car gives me no more desire to go smoke than seeing a car makes me want to go suck on its exhaust pipe. If tobacco (or alcohol) adverts on race cars offend you, please go look at nice pictures of bunnies and kittens on another site.