Bruce McLaren was a talented race car driver, but also a very talented designer and engineer whose innovation helped push racing to new levels. McLaren cars were dominant in the late 60's Can Am racing, with the duo of Bruce McLaren and Denny Hulme driving. The brought that success from Formula 1, where the McLaren legacy for great talent and bold innovation lives on.

Cars driven by Bruce McLaren

1960 Cooper-Climax T53: During Cooper's two year reign in F1, Jack Brabham and Bruce McLaren were again the principal factory drivers in the 1960 season. Stirling Moss who had great success in 1959 in the Rob Walker Cooper, jumped to a Walker Lotus for the rest the year. A host of other drivers drove private Cooper's in 1960 including Chuck Daigh, Lance Reventhlow, Ron Flockhart, Roy Salvadori, Tony Brooks and Phil Hill.
Model by IXO 1/43
1964 Ford GT40 MkI: The Ford GT40 was built to win long-distance sports car races against Ferrari and the quest to win the 24 Hours of Le Mans. Early prototypes were powered by 4.2L (260 engines; production models were powered by 4.7L (289 engines, also used in the Ford Mustang. This car is in Le Mans test livery and was driven by Phil Hill and Bruce McLaren, retiring due to transmission troubles.
Model by BIZARRE 1/43
1965 Ford GT40 MkII: This Shelby prepared GT40 was driven at Le Mans in 1965 by Ken Miles and Bruce McLaren where it retired in the 4th hour due to gearbox trouble. The sister car driven by Phil Hill (pole position) and Chris Amon faired little better, retiring in the 7th hour. These 7.0L cars would dominate Le Mans the next year.
Model by BIZARRE 1/43
1965 Ford GT40 MkI: Phil Hill and Bruce McLaren drove this GT40 in its first race, the 1965 Nurburgring 1000Km. They qualified the car second on the grid and were in second place when suspension failure caused the car to retire. This race was a tune-up for Le Mans and the pair again drove this car, but retired due to gearbox troubles. The cars were campaigned by JW Automotive for FAV in the first season
Model by BIZARRE 1/43

1966 Ford GT40 MkII XI: The Ford X1 was a roadster built to contest the forerunner of Can-Am, entered by the Bruce McLaren. The car had an aluminum chassis and was originally powered by a 4.7L engine. The real purpose of this car was to test several improvements originating from Kar Kraft, Shelby and McLaren. It was later upgraded to Mk II specifications with a 7.0L engine and a standard four ratio Kar Kraft gearbox, however the car kept specific features such as its open roof and lightweight chassis. The car went on to win the 12 Hours of Sebring in 1966 with Ken Miles and Lloyd Ruby.
Model by EXOTO 1/18
1966 Ford GT40 MkII: Ken Miles, Bruce McLaren, Chris Amon, Lucien Bianchi, Graham Hill and Jackie Stewart all drove this car (Chassis #1012) at the Le Mans test before the 1966 race, where it was second fastest car. It was not driven at Le Mans, but held in reserve. This is the same car Gurney and Grant had used to finish 2nd at Daytona earlier in the year.
Model by MINICHAMPS 1/43
1966 Ford GT40 MkII: Bruce McLaren and Chris Amon shared the driving duties at Daytona in 1966, piloting this Shelby prepared GT40 (Ch.#1011). They finished 5th overall and the Ferrari of Rodriguez and Andretti was the only competitior that prevented Ford from finishing Daytona 1-2-3-4. It was a successful debut for the 1966 season, with five 7.0L V8 powered MKII GT40's entered for Daytona, with four finishing in the top five. The GT40 MkII's would go on to dominate Le Mans later in the year, finishing 1-2-3 (again) in the two premier 24 hour endurance events..
Model by IXO 1/43
1966 Ford GT40 MkII (LE MANS WINNER): Ford had fallen short of their goal of winning Le Mans and beating Ferrari in 1965. That would change in 1996 with Ford winning four times in a row, from 1966 to 1969. The 7-litre Mk II would dominate the 24 Hours of Le Mans race in 1966 with a 1-2-3 result. New Zealanders Bruce McLaren and Chris Amon won the race in controversial fashion in their Shelby prepared GT40.
Model by BANG 1/43

1967 Ford GT MkIV (SEBRING WINNER): Mario Andretti and Bruce McLaren won the 1967 Sebring 12 Hours in the debut race for the GT40 MkIV. This car (J-4) was prepared by Shelby and the success at Sebring convinced Ford to prepare more cars for Le Mans. Sebring was another strike by car Ford's against Ferrari and revenge for Ferrari's domination at Daytona, as Ford finished 1-2 at Sebring and of course would go on to dominate Le Mans as well. The GT40 MkIV continued to used the 427 cu. in. V-8 from the GT40 MkII, and the large engine produced over 500 bhp.
Model by SOLIDO (modified) 1/43
1967 Ford GT MkIV: Driven by Mark Donohue and Bruce McLaren to 4th place at LeMans in 1967, McLaren put the Shelby American entry on the pole for the 24 hour race. Ford prepared four J series chassis for LeMans, giving two cars to Shelby and two cars to Holman & Moody. They beat Ferrari again, although two 330 P4's finished 2nd and 3rd.
Model by IXO 1/43
1967 Eagle-Weslake T1G: Bruce McLaren drove for Dan Gurney's Anglo American Racers team in the '67 French GP at the new Bugatti circuit at Le Mans, his new car not being ready. He put the Eagle on the second row, but retired due to electrical problems. The Eagle, powered by a Weslake V12 engine producing 370 hp, was always fast in qualifying, but the cars suffered from engine reliability. Gurney won the Belgian GP in an Eagle, but that was the high point of these lovely F1 cars. AAR quit F1 in 1968.
Model by SPARK 1/43

McLaren Cars 1960's

1964 McLaren Elva M1A: Besides being a talented driver, Bruce McLaren was also a talented engineer. In late 1964, he produced his first rear engined sports racer the M1A or Mark 1, using the all-aluminum Oldsmobile V8 engine. The engine was built by Traco and was enlarged from 3.5L to 4.5L, with four Weber Carburettors, producing 310 hp. Driven at Mosport in its first race, it was proven to be fast, finishing 3rd. The rest of the 1964 season was spent sorting the car out, but in 1965, McLaren had several wins in the car. This is how the car appeared at the LA Times GP 200 mile race at Riverside in 1964, where it was the fastest qualifier.
Model by SPARK 1/43
1968 McLaren/BRM M5A: The M5A was McLaren's first F1 car built exclusively by McLaren. Using the BRM 3.0L V12 engine which produced 365 hp, it was ready late in the 1967 season. Only one car was built. The car showed promise, but teething problems produced a season best 7th place at the Canadian GP, along with three retirements with Bruce McLaren at the wheel. Deny Hulme started the 1968 season in the car, finishing 5th at S. Africa. With the M7A ready, the car was sold to Jo Bonnier, whose best finish in seven races was a 6th place at the Italian GP. By the end of the '68 season, the car was just too unreliable and slow. Bonnier hung the car on his living room wall.
Model by SPARK 1/43
1968 McLaren M7A: Denny Hulme won the 1968 Italian GP at Monza driving this M7A, in what was an exciting race with Hulme holding on to victory. 1968 saw the first win in Formula One for McLaren Motor Racing . McLaren finished second in the Constructors Championship and Hulme third in the Drivers Championship in the 1968 season. The M7A was powered by a 3.0L Cosworth DFV V8 engine after Lotus lost its exclusive righ to use the engine.
Model by SPARK 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

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 M6B: After the retirement of the M6As in favor of the M8A, McLaren sold to customers the M6B, identical to the M6A but without an engine. In private hands, these cars would help fill Can Am grids for many years. This car is Shelby's 427 cu. in. Ford powered M6B, driven by Peter Revson to victory at the World Challenge Cup at Fuji, Japan.
Model by MINICHAMPS 1/43
1969 McLaren M8B: Tony Adamowitz drove this car for Oscar Koveleski in the Can-Am series in this private entry M8B in 1971. His best finish that year was 3rd place at Mid-Ohio. This is the "low wing" configuration to comply with the new regulations. The Can-Am was dominated by the newer M8D, with Lola and Porsche factoring in many races. Koveleski and his Polish Racing Team were the most successful of the private Can-Am entries.
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

1969 Chaparral/McLaren M12: The Chaparral/McLaren M12 was one of the first customer M12's and was the first Can Am car to have the all-aluminum Chevrolet 8.1L V-8, which put out a ground pounding 780 hp! Jim Hall used the McLaren to pacify John Surtees until the Chaparral 2H was ready. Surtees' best finish in the M12 was a 3rd at Mosport. He drove the car to the mid-point in the season before the 2H was ready. This is how the Chaparral M12 looked at the Bridgehampton round of the Can Am. It failed to finish due to a blown engine.
Model by MA MODELS 1/43
1969 McLaren/Eagle M6B "McLeagle": Dan Gurney purchased a year-old McLaren M6B in 1968 and knew that to be competitive for the 1969 season, his AAR team would need to update and upgrade the older McLaren. Using knowledge gained in F1, AAR improved front and rear suspension, also installing a small-block (5.6L) Ford engine with aluminum heads, producing 540 bhp. For 1969 a wings were installed, but Ford didnt deliver a big-block engine until late in the season. Gurney abandoned the McLeagle project after two seasons.
Model by SPARK 1/43

McLaren Cars 1970's
1971 McLaren Ford M19A: Successful at Indianapolis and in the CanAm and Trans Am racing series, Roger Penske turned his attention to F1. He hired the second McLaren team car for the Canadian and United States Grand Prix in 1971. Painted in sponsor Sunoco colors and driven by Penske driver and friend Mark Donohue, the M19A was to be the jumping off point for Penske in F1 racing and ultimately building his own F1 cars. The M19A was developed in the wake of the disastorous 1970 season with the M14. The 1971 season proved to be little better, although the Cosworth Ford powered M19 was fast, it was fragile. Donohue finished 3rd in this car at the Candian GP in 1971. At the USGP, David Hobbs brought the car home in 10th position.
Model by MINICHAMPS 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
1972 McLaren M16B Offenhauser Indianapolis 500 Winner: The McLaren M16 is one of the most successful cars at Indy, scoring three victories and the M16 was competitive at the Brickyard up until the early 80's. This is Mark Donohue's Penske M16C in which Donohue was the 1972 Indy Winner. The M16 revolutionized Indy car design incorporating wings and down force. The M16 led to the design an development of the McLaren M23 which won two F1 championships. Powered by a turbo-charged Offy straight four engine of 2.7L, the M16 produced 750 bhp. Donohue qualified the car 3rd at 191.4 mph and had a race average speed of 162.96 mph. Donohue led the final 13 laps of the race and scored his first Indy 500 victory and also the first victory for car owner Roger Penske.
Model by SPARK 1/43
1972 McLaren M20: McLaren had dominated the had dominated the Canadian-American Challenge Cup (Can-Am) from 1968-1971. That changed in 1972 when Porsche unleashed their 917/10. For 1972, McLaren designed an all new car, the M20, still using the 8.0L all-aluminum V8 Chevy engine, which now was producing 750 bhp in a very light car. Team drivers Deny Hulme and Peter Revson found that in order to try and keep up with the Porsches, they had to push their engines to the limit, resulting in numerous retirements. McLaren only won three Can-Am races with the M20, its fastest car ever, and retired from the Can-Am in 1973. An exciting era in racing was over.
Model by SPARK 1/43

1973 McLaren M23: 1973 was the first F1 season for McLaren with the M23, with variants competing in F1 over five seasons where it would win 16 Grand Prix, two drivers' and one constructors' world championships. Denny Hulme set pole in the very first race for the 3.0L V8 Ford Cosworth powered M23 and won the Sweden GP in this car, to give the M23 its first win. Hulme finished 6th in the Drivers Championship and Hulme and teammate Peter Revson placed McLaren 3rd in the Constructors Championship in 1973.
Model by MINICHAMPS 1/43
1974 McLaren M23B WORLD CHAMPION & CONSTRUCTORS CHAMPION: Emerson Fitipaldi joined McLaren in 1974 and brought his ability to help develop and set up the car to the team. Fitipaldi won three races and was on the podium seven times in 1974, giving McLaren its first drivers' and constructors' world championships. He finished second to Niki Laud in the 1975 championship in the M23C, leaving McLaren at the end of that season for Copersucar,
Model by EAGLEMOSS 1/43
1976 McLaren M23C (WORLD CHAMPION): Powered by the venerable Ford-Cosworth DFV 3.0L engine, the M23 was first introduced for the 1973 F1 season and was developed from the McLaren M16 Indy car. Emerson Fittipaldi played a big part in the cars development, winning the Drivers Championship in 1974. During the 1976 season, James Hunt had his epic battle with Niki Lauda for the Drivers Champoinship, with Hunt scoring one point more than Lauda to take the title, albeit among a great deal of controversy. The stuff movies are made of!
Model by RBA 1/43

1976 McLaren M23C (WORLD CHAMPION): Powered by the venerable Ford-Cosworth DFV 3.0L engine, the M23 was first introduced for the 1973 F1 season and was developed from the McLaren M16 Indy car. Emerson Fittipaldi played a big part in the cars development, winning the Drivers Championship in 1974. During the 1976 season, James Hunt had his epic battle with Niki Lauda for the Drivers Champoinship, with Hunt scoring one point more than Lauda to take the title, albeit among a great deal of controversy. The stuff movies are made of!
Model by RBA 1/43
1976-77 McLaren M23C: Problems with development of the M26 required McLaren to use the M23 in the first part of the 1977 F1 season. The best James Hunt could do was a second in Brazil. Things would get better at McLaren as they developed the M26 which could clearly keep up with Ferrari. Hunt would win three races in the later half of the season with the M26. He was unable to regain his championship form from the year before, critics saying he no longer had the fight in him. I think his racing talent peaked at the same time the M23 did.
Model by MINICHAMPS 1/43
1977 McLaren M26: The M26 replaced the M23 in mid-season 1977, powered by the 3.0L Ford-Cosworth DFV V8 engine and producing 485 hp. Unfortunately, it was too little too late for McLaren. Reliability and accidents took their toll among flashes of former brilliance. McLaren finished third in the constructors championship, just behind Lotus, but Ferrari dominated the season.. A young Giles Villenueve started his F1 career with McLaren in 1977. James Hunt drove one more year for McLaren in 1978, but there were no wins and it would be his last full season before retiring from F1.
Model by MINICHAMPS 1/43

McLaren Cars 1980's
1980 McLaren M29: McLaren's struggles continued in the 1980 F1 season, despite the talent of John Watson and Alain Prost driving the red and white cars. The best Watson could do was 4th place finishes at the US West and Canadian GP's. Most races, the Ford-Cosworth DFV cars failed to finish. The struggles led to the merger with Ron Dennis'Project Four team and happier days were ahead with the carbon fiber chassis and teh advent of the McLaren MP4 in 1981.
Model by SPARK 1/43
1984 McLaren-TAG MP4/2 (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): The quest for the Drivers Championship in F1 during the 1984 season, was a duel between McLaren's Alain Prost and Niki Lauda. Lauda won his third World Championship by only half a point! The pair would continue their in-team rivalty the following season. Using an all carbon fibre chassis, the MP4/2 was powered by a 1.5 Litre, V6 TAG-Porsche turbo engine, which produced 750 bhp in race and 800 bhp in qualifying trim. A combination that propelled McLaren to Fi domination.
Model by WESTERN 1/43
1984 McLaren TAG MP4/2 (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): Niki Lauda and his Championship winning car. Lauda would win 5 F1 races in the 1984 season to Prost's 7, but Lauda took 4 second places finishes to one for Prost. Just enough of a point margin to seal the Championship for Lauda. The MP4/2 was one of the first F1 cars to use carbon brakes, which gave it an edge on more powerful rivals. For 1985, Prost got the better of his teammate to win his first Championship, with Lauda retiring at the end of the season.
Model by TSM 1/43
1986 McLaren-TAG MP4/2C (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): Alain Prost battled team mate Niki Lauda for the drivers title in 1984 with Lauda winning his third championship. The evenly matched pair resumed their domination of F1 in 1985, with Prost winning his first drivers title and McLaren won the constructors title both years. For 1986, MP4/2C was virtually unchanged from the prior years chassis the MP4/2B and was powered by the 1.5L TAG-Porsche V6 turbo-charged engine which now produced a whopping 960 bhp in qualifying trim.
Model by RBA 1/43

McLaren Cars 1990's
1993 McLaren MP4/8: Honda withdrew from racing. so for '93, McLaren were forced to use Ford-Cosworth V8's. As a customer team, McLaren got an engine that was two specifications behind that of Ford's factory team, Benetton, but despite being down on power to the competition, Aryton Senna won five F1 races in this car and finished 2nd in the World Championship to arch-rival Prost.
Model by ONYX 1/43
1995 McLaren F1 GTR (LE MANS WINNER): Yannick Dalmas, Masanori Sekiya and JJ Lehto drove this car to 1st place at Le Mans in 1995. The F1 features a 6.1-litre BMW S70 60 V12 engine and it was conceived as an exercise by designer Gordon Murray in creating what its designers hoped would be considered the ultimate road car. The GTR is the custom built racing version, of which 28 were built and this is one of 9 built in 1995.
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

To see other Racing Sports Cars click on years: 1945-59, 1970-Present and CHAPARRAL, FORD GT40 & LOLA T70

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1960 - 70's


1990's - On



OPEN WHEEL CARS 1900 - 1959
OPEN WHEEL CARS 1960 - Present
USRRC 1963 to 1968
CAN-AM SERIES 1966 - 1974
IMSA SERIES 1971 - 1998
TRANS-AM SERIES 1966 - 2013
SPORTS. GT & TOURING CARS 1948 - Present


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