When Lotus was founded in 1952, no one would have predicted that from its humble beginnings in a stable that now more than sixty years on, its still a competitor in the top pinnacle of motorsports. Colin Chapman and Team Lotus have produced some of the greatest innovation and greatest champions in Formula One. They also have producd some of my favorite racing cars! Its hard to believe that Chapman passed on more than thiry years ago now, but for certain, his legacy lives on!



1957 Lotus Eleven: The Eleven was designed by Colin Chapman and fitted with a sleek body designed by aerodynamicist Frank Costin. They were built between 1956-58. Lotus Eleven's were usually fitted with a 1100 cc 4-cyl. Coventry Climax FWA engine and occasionally with a 1500 cc Coventry Climax FWB engine mounted in the front of a tubular space frame. This car was entered by Lotus at Le Mans in 1957 and driven by American's Herbery Mackay-Fraser and Jay Chamebrlin, who finished in 9th place overall and first in class. Eleven's came both with and without a headrest fairing.
1959 Lotus Elite (Mk 14): William Frost entered his Elite driven by Peter Lumsden and Peter Riley at Le Mans in 1959. They ran an almost faultless race, finishing 8th overall and bringing home the class win. This was a great consolation to Lotus as their factory entered Lotus 15's. They finished 10 laps ahead of the works owned Border Reivers team. The lightweight Elite's stressed-skin GRP monocoque which bore all laods save engine, gearbox and front suspension was a great innovation.
Model by SMTS 1/43
1959 Lotus Elite (Mk 14): The Scotland based Border Reivers racing team entered this Elite for Sir John Whitmore and up and coming driver Jim Clark. One of several Elites entered, they finished in 10th position overall and 2nd in class behind another Elite. Powered by a Coventry Climax 1.2L all-aluminium straight-4 engine that produced 75hp, the light Elie was a serious sportscar conntender at Le Mans.
Model by IXO 1/43
1960 Lotus Elite (MK14): Roger Masson and Claude Laurent drove Masson's entry to a 13th place finish overall and first in class at Le Mans in 1960. The Elite was Colin Chapman's first road design following the production of several sports-racing cars. The Elite was the world’s first production car with unitized fiberglass construction. The weight savings allowed the Elite to achieve sports car performance from a 75 hp, 1216 cc Coventry Climax all-4-cyl. engine. Climax-powered Elites won their class six times at the 24 hour Le Mans race.
Model by IXO 1/43

1962 Lotus 19 (DAYTONA WINNER): The Lotus 19 was built from 1960 until 1963 and is a widened version of the successful Formula 1 Lotus 18. It was also known as the Monte Carlo, to honor Stirling Moss for his win (Lotus' first F1 win) there. Dan Gurney enjoyed considerable success at the wheel of this Arciero Brothers Lotus 19-Climax. Gurney won the Daytona Continental 3 Hour in 1962, his engine expired, he coasted and stopped just feet from the finish line with a minute left in the race. Using the starter motor, he crossed the finish line as time expired to win.
Model by SPARK 1/43
1962 Louts Elite Mk 14: Team Lotus entered this car for David Hobbs and Frank Gardner to drive at Le Mans in 1962. They finished 8th overall and 1st in the GT 1300 class and also shared the prize for winning the Index of Thermal Efficiency. . Their sister car finished 11th. Despite Lotus' reputation for being fragile, these light 1.2L Coventry Climax powered GT cars proved to be very durable. This car was raced again at Le Mans by Team Elite in 1963 and finished 10th and again 1st in class.
Model by IXO 1/43
1963 Lotus Elan 26R Shapecraft Coupe: Lotus never did not race a competiton Elan as a factory team, but took great interest in customers racing them and made subsequent modifications available. The 26R engines (1.6L four) had a Cosworth block and BRM aluminum heads. Shapecraft created the Barry Wood designed coupe for Lotus in 1963, bonding and riviting aluminum tops to the fiberglass body. Don Hand started Lightworks Racing in the 80's, driving this car in vintage events such as the Le Mans Classic with great success.
Model by SPARK
1963 Lotus 23B: The Arciero Brothers employed USAC driver Bobby Unser to campaign their new 23B in select events, the most notable of which was the 1964 Pikes Peak Hillclimb, which Unser won. It was Unser's thirteenth victory at Pike's Peak, more wins there than any other driver. A record which still stands. The 23B was the successor to the Lotus 19 and the Arciero car was powered by a Cosworth 2.0L engine.
Model by SPARK 1/18

1964 Lotus/Porsche 23: George Follmer ordered a Lotus 23 without engine, which he didn’t need since he planned to put a Porsche 500 engine in. The modification was successful but he and co-creator Bruce Burness believed for 1965 the new Porsche 904 2.0L 4-cam engine would make the car more competitive against the larger bore competition like the Chaparrals. Lola's, Elva, Cobras, etc. Follmer took it to the competition in the 1965 USRRC. Running in the Sports 2.0 class, Follmer won 6 of 9 races and took the USRRC Drivers Championship that year. This is how the car looked when it took 3rd at the Road America 500, Follmer driving with Earl Jones. The cars great reliability allowing it to last the distance of that race clinched Follmer's championship.
Model by MA Models 1/43
1964 Lotus 19B: Near the end of 1963, Pacesetter Homes Racing had Lotus build a 19 for their team, but to take a Ford V8 instead of the usual smaller bore Climax engine. It was the only one of the eleven Lotus 19's built in this configuration and was given the model designation 19B. Dan Gurney was enlisted to drive the 5.0L engined car which produced 360 bhp, due to his success at driving a 19 for the Arciero Brothers. At the time, it was the fastest sports car in the world, but its weakness was the Colotti transaxle, which caused multiple failures. At the Times GP at Riverside in 1964, Gurney took pole position. , but subsequently retired with suspension failure. Gurney had modest success in the 19B, but by the 1965 season it was obsolete.
Model by MA Models 1/43

1964 Lotus Elan 26R Shapecraft: During the 1964 season the Elan 26R was fully homologated. The completed racing car weighed in at around 600 kg while the 1558 cc could produce anywhere between 160 and 175 bhp depending on the state of tune. Its closest rival was the Alfa Romeo Giulia TZ that also sported a potent 1.6 litre engine in a lightweight but slightly heavier package. Featured is the unique 'Fastback' Lotus Elan 26R as raced by Walker Racing. It was conceived for the high speed tracks on the European continent. 160 bhp, 1279 lb. The body was built by Shapecraft, with the aluminum top bonded to fibergalss body.
Model by SPARK 1/43
1964 Lotus 30 S1: The Lotus 30 was Colin Chapman's first and only attempt at a Group 7/Can Am car. Powered by a 4.7L Ford V8 as used in the GT40. The car was fast when it held together, but was prone to chassis and suspension failure. Jim Clark bravely helped develop the 30 and did manage wins at Mallory Park and Goodwood in the 1964 & 1965 seasons respectively.
Model by SPARK 1/43
1965 Lotus Elan 26R BRM: In 1964, seeing the success that private owners were having with modified Elan's, Lotus introduced the 26R which incorporated the steering and brake modifications, plus a modified 1.6L twin-cam with Cosworth block and BRM heads, producing 175 bhp. These lightweight cars dominated their class and could outpace larger bore competition. In BRM colors, this car was campaigned by Graham Hill.
Model by SPARK 1/43
1965 Lotus 40: Putting an American V8 in a Bvritish chassis was not a new idea when the idea for the Lotus 30 was conceived. Cooper, Lister, Lola, & AC among others had done so with success, so why not Lotus? The Lotus 40 was a continuation of the Lotus 30, with a stronger chassis to accommodate a larger V8 engine. Using a Ford 5.7L, fuel injected engine producing 450 bhp, the big Lotus looked promising but could never quite deliver despite Jim Clark and Ritchie Ginthers' best efforts. Clark drove this car at the Guard Trophy at Brands Hatch in 1965, but Dnf due to a spin and subsequent damage.
Model by SPARK 1/43

1966 Ford Lotus-Cortina: Jackie Stewart drove an Alan Mann Racing Lotus-Cortina at Snetterton in 1966, finishing 4th in the saloon car race. The Mann entry was made famous by Sir John Whitmore for his win of Division 2 in the European Touring Car Championship in a Lotus Cortina in 1965. Lotus converted 1,000 Cortina's to Group 2 specification, with the rear suspension drastically altered and lightweight alloy panels were used for doors, bonnet and boot, and of course the 1.6L Lotus twin-cam engine and gear box.
Model by MINICHAMPS 1/43
1966 Ford Lotus-Cortina: Bob Tullius' Group 44 Racing campaigned a Lotus-Cortina in the Trans Am series in 1967. The car was entered in select events primarily on the East Coast USA, in the Under 2.0L division. This is how the car appeared at the Sebring 4-Hour race, where the Lotus was driven by Tony Adamowicz and failed to finish. Powered by a 1.6L Lotus twin-cam four-cylinder engine that produced 140 bhp and had a top speed of over 135 mph in race trim, the Cortina could not best the Porsche 911S' in its class. This model has been modified from stock by Old Irish Racing.
Model by MINICHAMPS 1/43
1969 Lotus Type 62: The Lotus 62 replaced the Type 47 and was designed to contend in the Group 6 prototype class. Powered by a new 2.0L DOHC 4-cylinder engine in Group 6, the car suffered from reliability problems with its engine which used a Vauxhall derived block. This engine was sorted and later appeared in a number of production Lotus cars. Two cars were built and campaigned by Gold Leaf Team Lotus. This car (Chassis #62/2) was raced with modest result, mostly 2L class wins. At the B.A.R.C. GT Championship finals, Roy Pike drove this car to victory lane.
Model by EBBRO 1/43
2005 Lotus Exige 240R: The Exige is the coupe version of the Elise and is powered by the same 1.8L DOHC Toyota built (Yamaha designed) engine. In the limited 240R versions, the engine is supercharged and produces 243 bhp! Perfect for racing, with a car that was designed to produce maximum downforce and weighs just over 2,000 lbs. This is a 'what if" exercise by Old Irish Racing to produce a Exige in GT3 race trim.
Model by AUTOART 1/43


1958 Lotus-Climax 12: The 12 was Lotus' first venture into single seat racing with what was to become Colin Chapman's signature of producing low weight and low drag race cars. The 12 employedspace frame construction with a 5-speed transaxle at the rear and rear suspension employed 'Chapman struts' seen for the first time. It was powered by a 2.2L DOHC Climax four-cylinder engine. It was also the first Lotus to have magnesium alloy, wobbly-web wheels to reduce weight. Despite its engineering advances, the 12 was not a success in F1, with Cliff Allison achieving its best finish (4th place at the Belgian GP at Spa) in this car.
Model by SPARK 1/43
1959 Lotus-Climax 16: The Lotus 16 was the second single seat race car produced by Lotus and was built to both F1 and F2 specs. The F1 car had a 2.5L Coventry Climax 4-cylinder engine. The 16 did not have great succes in F1, but paved the way for the 18. Graham Hill drove this car to 7th place at the 1959 Dutch GP.
Model by SPARK 1/43
1960 Lotus-Climax 18: John Surtees and Innes Ireland were the Lotus team drivers for the 1960 season with Graham Hill having moved on to BRM. Clark joined the team mid-season as John Surtees departed to race motorcycles on the Isle of Man. Clark proved he was an up and coming champion, keeping his place in the team even after Surtees returned. Clark had his best 1960 F1 finish in this car at the Portugal GP, finishing 3rd.
Model by SPARK 1/43
1960 Lotus-Climax 18: Introduced for the 1960 season, the 18 was Lotus' first mid-engined car. Powered by the2.5L Coventry Climax four cylinder engine from the Lotus 16, with its light weight and excellent weight distribution and handling , it proved to be the fastest Grand Prix car built up until that time. Successful from the beginning, Stirling Moss drove the Rob Walker entered car to the 18's first F1 victory at the Monaco GP in 1960. Moss would win again at the United States GP and provide Lotus second place in the constructors championship.
Model by SPARK 1/43

1962 Lotus 24
: Innes Ireland drove for the UDT Laystall Team in 1962, using the Lotus 24 powered by a Climax V8. Team Lotus also used the conventional space frame designed car until the 25 was ready later in the season. Ireland was third on the grid for the British GP in this car, but gearbox problems prevented his getting off the line at the start and finished 16th.
Model by SPARK 1/43
1962 Lotus 25: The Lotus 25 was a revolutionary Colin Chapman design, being the first fully stressed monocoque chassis to appear in F1. The 25 was powered by a 1.5L Coventry Climax FWMV V8,which produced 195 bhp. Jim Clark narrowly lost an epic battle for the Drivers Championship in 1962 to Graham Hill driving for BRM. BRM proved to be the more reliable car that year. Lotus' tyrn was coming!
Model by RENWALL 1/43
1963 Lotus 25: At its peak, the Lotus 25 won 13 races, set 17 pole positions and 13 fastest laps. The 25 gave Jimmy Clark his first Grand Prix victory at Spa, and he won his World Championship in a 25 in 1963 and Lotus the constuctor's title.. This car is the '63 Italian GP winner. The 25 appeared in F1 into the 1965 season in the hands of private teams.
Model by BRUMM 1/43
1964 Lotus 25: Jim Clark was unable to repeat as World Champion in 1964, finishing third in the points. He fought a fierce season long battle with Graham Hill driving for BRM and John Surtees driving for Ferrari. The season came down to the final race, with Clark retiring on the final lap, allowing Hill & Surtees to pass him in the points race. This car is the one Clark drove to victory at Spa in the GP of Belgium.
Model by SPARK 1/43

1965 Lotus-Ford 38 Indianapolis 500 Winner: In 1965, Jim Clark drove the first mid-engined car to win the Indianapolis 500. Clark dominated the race, leading all but 10 laps of the 500 mile race. The Lotus 38 was an all monococoque aluminum chassis design, powered by a Ford 4.2L V8, which produced 500 hp. Clark would race the car again at Indy in 1966, finishing 2nd to Hill in the Lola-Ford
Model by SPARK 1/43
1965 Lotus 33 Climax WORLD CHAMPION & CONSTRUCTORS CHAMPION: The Lotus 33 was an improvement on the 25 chassis. The suspension was also modifies to accept wider tires introduced in the 1965 F1 season. The 1.5L Climax V8 was tuned to produce an additional 20 bhp, to bring the total to 220 bhp. Jim Clark won six races during the '65 season, setting fastest lap in all of them and starting from the pole position in five. He won the World Drivers Championship and Lotus the Constructors Championship.
Model by RBA 1/43
1967 Lotus 33/43: For the 1966 season, the engine formula was increased to 3.0L. Lotus did not have an engine and passed up Repco for a unproven H16 unit from BRM. The engine proved too heavy and made the car which was derived from the 33 and the 38 largely uncompetitive. Clark won the USGP in 1966 and Graham Hill drove an exceptional race to place 2nd at Monoco, the last race for this car before the introduction of the 49 and its Cosworth DFV engine. A new era had begun.
Model by SPARK 1/43
1961 Bedford SB Team Lotus Transporter: This was the first purpose built transporter that Lotus owned and it was used to transport F1 cars from 1961-1967. Its first use was for the Monaco GP in 1961. Built on a Bedford SB bus chassis, with a 28' foot box body built by Arterial Motor Bodies in England. Bedford offered several gas and diesel motor options with the SB, driven through a four-speed gearbox and two-speed rear axle. It is reported to have had a top speed of 65 mph, so it would have been a larger displacement engine. It could carry three cars, and had accommodations for four crew members, plus a work bench and spares storage. In 1963, it was crashed into the BRM transporter while exiting Silverstone. After, the front end was altered to incorporate double headlights instead of its original single headlight configuration.
Model by SPARK 1/43

1967 Lotus 49: Graham Hill set held the pole position at the 1967 USGP, with teammate Jim Clark in 2nd position. Clark overtook Hill (who was having gear trouble) for the lead on lap 41. Hill hung on to 2nd place and almost beat Clark who was having suspension trouble. Hill proved in the 1967 season that on any given day he could be the equal to his teammate. Reliability in the 1967 season hampered the championship chances of both men that year, but 1968 would be Hill's year.
Model by QUARTZO 1/43
1967 Lotus 49: Powered by a 3.0L Ford-Cosworth DFV V8, the 49 was the evolution of the successful Lotus 33 and the first car to use the engine as a stressed chassis member. This is the private entry of the Rob Walker team, with Jo Siffert driving. They would have a modest season, but Siffert provided Walker his final F1 win at the 1968 British GP in a 49B. One of the best Porsche 917 drivers, "Seppi" was sadly killed at Brands Hatch in a BRM in 1971.
Model by QUARTZO 1/43
1967 Lotus 49: This is the car that Clark drove to victory at the '67 USGP at Watkins Glen, with Hill second. This 1-2 finish at the USGP in front of Ford brass was a great victory for Lotus and assured their preferential treatment in receiving the latest Cosworth engines. Sadly, Clark would lose his life in a racing accident early in the 1968 season. Jimmy Clark was World Champion driving for Lotus in 1963 & 65, certainly one of the best drivers ever.
Model by QUARTZO 1/18

1968 Lotus 56 Turbine: Graham Hill drove this Pratt & Whitney turbine powered car at Indianapolis in 1968. The turbine engine produced 500 bhp and powered all four wheels via a Ferguson four wheel drive system. Hill crashed on Lap 110, finishing 19th. Joe Leonard was Hill's team mate that year and he put his car on the pole, with Hil right beside him. Leonard retired a few laps from the end while leading the race, due to pump shaft failure. It was the last time a turbine and a four wheel drive car ran at Indy.
Model by SPARK 1/43
1968 Lotus 49B: At the '68 USGP, Mario Andretti gave everyone a surprise when he put his Lotus on pole position, ahead of Jackie Stewart's Matra. There was hope that he would be able to beat the F1 regulars. On lap 14 Andretti's Lotus was dragging part of the bodywork and he was forced to pit and dropped to the tail of the field. He began to fight back but eventually retired with clutch failure.Gold Leaf was the first commercial Formula 1 sponsor in 1968
Model by QUARTZO 1/43
1968 Lotus 49B: Graham Hill was 2nd on the grid next to Clark at the start of the '68 S. Africa GP. Holding off the competition, they began the '68 season as they had finished the prior season a 1-2 finish (Clark/Hill). It would be Clark's last F1 race before his death in April. With team leader Clark dead, Hill approached his 40th birthday by carrying the shattered Lotus team through its darkest days, and that year he won his second title against strong opposition from his former BRM teammate, Jackie Stewart.
Model by QUARTZO 1/43

1969 Lotus 49B: Graham Hill won the Drivers Championship and Lotus the Constructors Championship in 1968 and for the '69 season Hill sported the coveted #1 on his car. Unfortunately, this was not Lotus' season, winning only two races, yielding to Jackie Stweart and Matra. Graham Hill did manage a win at Monoco, which is always an impressive victory in any season.
Model by QUARTZO 1/43
1969 Lotus 49B: The death of Jim Clark in '68 left a hole in the Lotus team. For a time Jackie Oliver occupied the second car behind Hill. He finished 5th in this car at the Belgium GP. Jochen Rindt finished the season with a win in his first drive for Lotus at the United States GP. He would go on to win the Drivers title in 1970, regrettably, posthumously. Tough times in F1.
Model by QUARTZO 1/43
1970 Lotus 72C WORLD CHAMPION & CONSTRUCTORS CHAMPION: Lotus introduced the 72 midway through the 1970 F1 season, the 72 was an improvement on the 49. Immediately successful, the 72C won its first race and three more in succession with Jochen Rindt. This is thew winning car from the French GP. Tragically, Rindt was killed at Monza and became the first and only posthumous World Champion.
Model by RBA 1/43

1972 Lotus 72D WORLD CHAMPION & CONSTRUCTORS CHAMPION: The remarkable Lotus 72D, Fittipaldi proved virtually unstoppable in 1972 as he won five of 11 races and the F1 Drivers' Championship and Lotus the Constructors' Championship. Fittipaldi became the youngest F1 champion and held that title until Lewis Hamilton took the F1 title in 2008. Fittipaldi was teamed with Dave Walker much of the 1972 season.
Model by QUARTZO 1/43

1973 Lotus 72D CONSTRUCTORS CHAMPION: Emerson Fittipaldi's winning Lotus 72D at the Argentina GP to start the '73 season. The 72D was replaced by the E part way through the season. Fittipaldi would give way to Jackie Stewart for the World Championship of Drivers, finishing 2nd, with new teammate Ronnie Petersen 3rd in points. Lotus would reclaim the Manufacturers title.
Model by SPARK 1/43
1973 Lotus 72E CONSTRUCTORS CHAMPION: Ronnie Petersen teamed with Fittipaldi for the 1973 season and Petersen proceeded to win tfour races to Emmo's three. Early season relaibility cost Fittipaldi the Championship, but Lotus won the Constructors Championship. Powered by the 3.0L Ford-Cosworth V8, The 72 participated in 6 seasons and 74 World Championship races, with a record of 20 Grand Prix wins, 2 Drivers Championships and 3 Constructors Championship titles.
Model by QUARTZO 1/43

1973 Lotus 74 F2: Emmerson Fittapaldi 1973 Lotus 74 F2: Lotus campaigned F2 specification cars for Emerson Fittapaldi and Ronnie Petersen at F1 support races during the 1973 season. The cars were powered by a 2.0L Ford BDA/Lotus Novamotor. Unfortunately the cars were down on power (only 240 bhp vs. 270 bhp advertised) when they did run, but engine problems usually resulted in a quick exit in the seven races run. Hard to imagine a current day F1 driver running a support race.
Model by SPARK 1/43
1973 Lotus 74 F2: Ronnie Petersen 1974 Lotus 76: The Lotus 76 was a unusual step in the wrong direction for Team Lotus. Intended to replace the 72, the 76 which used the Cosworth DFV engine and had modified aerodynamics, a lighter chassis, longer wheelbase and a narrower, lower monocoque. Initially it also had a "bi-plane" rear wing. Rather than being a more advanced version of the 72, the car was discarded in favor of the older 72 after three races due to poor handling, gaerbox and electronic problems. For the German GP, the revised 76B was entered and Ronnie Petersen finished 4th in this car. It was the only race the 76 finished and it was abandoned at the end of the season.
Model by TSM Models 1/43

1976 Lotus 77: Like the Lotus 74 which preceded it, the Lotus 77 offered featured improved aerodynamics and repositioned radiators to aid better cooling than its predecessor and the now obsolete Lotus 72. Ronnie Petersen left Lotus for March after the first race, leaving Mario Andretti to do most of the development work. After a slow start for the 1976 F1 season, the 77 gradually became better, but a long ways from Ferrari, McLaren and Tyrrell that season. After retiring at Brazil in this car, Andretti managed two third place finishes at the Dutch and Canadian GP's. He finished the 1976 season winning the rain soaked Japan GP. The Lotus 78 would bring the Lotus back to prominence the following season.
Model by SPARK 1/43
1978 Lotus 79 CONSTRUCTORS CHAMPION: Ronnie Petersen drove this Lotus 79 to victory at the Austrian GP in 1978. Petersen finished second to Mario Andretti in the Drivers Championship that year. Sadly, the loveable Swede who died following complications from injuries received on an opening lap accident at the Italian GP at Monza would likely have won the championship from his teammate if the accident had never happened. Lotus clearly had the early advantage with ground effects. Chapman saw the threat from Brabham with the fan car and actually started development of their own fancar.
Model by SPARK 1/43
1978 Lotus 79 WORLD CHAMPION : Mario Andretti claimed the World Drivers Championship and the F1 Constructors Championship for Lotus in 1978. Andretti won eight races that season and teammate Ronnie Peterson who was killed at Monza won three. Peterson finished second in the Championship. The Lotus 79 was the first F1 car designed in a wind tunnel and the first car to take full advantage of ground effects aerodynamics, having 30% more down force than its predecessor. The lateral G-forces that ground effects began to take on drivers was significant. That fact prompted some of the rule changes around ground effects in the coming seasons.
Model by SPARK 1/43
1979 Lotus 79: By 1979, the rest of F1 had caught up technologically to the Lotus 79 and it was not able to dominate F1 any longer. With Carlos Reutemann moving to Williams, Colin Chapman had a young Nigel Mansell test for a place on the Lotus team in late 1979. This car is in the livery of that test at Paul Richard. Mansell became the Lotus test driver for the 1980 season, getting three starts before earning a full time ride with Lotus in 1981.
Model by MINICHAMPS 1/43

1985 Lotus 97T: For the 1985 F1 season, Nigel Mansell left the team and they signed rising star Aryton Senna to team with Elio De Angelis. The 97T with its 1.5L turbocharged Renault engine pumping out 800bhp, it proved to be one of the bast cars on the F1 grid that season when it came to power, handling and braking. Senna set pole position seven times over the season. However, the Renault engine was not reliable and it caused him many retirements, often when leading the race. He did manage two wins at Portugal and the Belgian GP. De Angelis contributed another win, putting Lotus 4th in the Constructors Championship.
Model by MINICHAMPS 1/43

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THE 12 Hours of SEBRING





GROUP 44, Inc.

USRRC 1963 to 1968
CAN-AM SERIES 1966 - 1974
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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.