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| 1950 Renault 4CV: Just-Emile Vernet and Roger Eckerlein placed 27th overall and 3rd in class at Le Mans in 1950. They finished almost 100 laps down to the winner! Vernet had raced at Le Mans since 1931, mostly in Renault powered machines, always looking for the class win. Petites voitures, grands rêves! Model by IXO 1/43 |
1950 Talbot-Lago T26GS: Louis Rosier entered this car and co-drove with his son, Jean-Louis Rosier to first place at Le Mans in 1950. Essentially a Grand Prix car with cycle fenders, the T26GS is powered by a 4.5L straight-six producing 190 bhp, Rosier set fastest lap in the race. He partnered with Fangio in this car in 1951 but failed to finish. Model by STARTER 1/43 |
1951 Aston Martin DB2 Vantage: Entered at Le Mans in 1951, this Aston entry driven by George Abecassis and Brian Shawe-Taylor finished 5th overall and second in class behind its sister car driven by Macklin and Thompson. The DB2 is one of my favorite Aston's. With its 2.6L DOHC straight-six producing 125 hp, the 411 DB2's produced were true continental touring cars of the first order! Model by SPARK 1/43 |
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| 1951 Lancia Aurelia B20: The Aurelia featured a a Ghia-designed, Pininfarina-built body and a 2.0L V6 engine which produced 80 hp. This car finished 2nd in the 1951 Mille Miglia, driven by Giovanni Bracco and Umberto Maglioli, beaten only by Ferrari. The same year it took first in class and 12th overall at Le Mans. Modified Aurelias took the first three places on 1952's Targa Florio Model by NOREV 1/43 |
1952 Fiat 8V: Created to compete in the 2-litre Italian Championship against the likes of Ferrari, Lancia and Maserati, the successful 8V was the only 8 cyl. Fiat made. Powered by a alloy V8 producing 124 hp, about 30 lightweight Zagato bodied cars on tube frames were built. This car competed in the 1956 Mille Miglia. Model by STARLINE 1/43 |
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| 1952 Cunningham C-4RK: Phil Walters and Duane Carter drove this car at Le Mans in 1952, where it succumbed to engine failure in the 8th hour. One of three Cunningham built tube frame C-4 cars built for the '52 race, this was the only coupe. With a 5.4L Chrysler Hemi V8, the car produced 335 hp. It ran again at Le Mans in 1953 and finished 10th. Model by BIZARRE 1/43 |
1953 Cunningham C-5R: Successor to the C-4R, the C-5R is powered by a 331.1 cubic-inch Chrysler V8, hemi-head engine producing 310 horsepower. Developed for Le Mans, the C-5R was built on a tube frame with an aluminum body and the car set the fastest kilometer at the 1953 race of 155 mph. John Fitch and Phil Walters finished 3rd behind the two Jaguars. Their overall resuilt was hampered by a lack of braking power and the superiority of the Jaguar's disc brakes was evident to all but Ferrari. Model by DINKY 1/43 |
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| 1953 Lancia D20: Driven by Piero Taruffi and his co-driver Gobbetti in the 1953 Mille Miglia, this car failed to finish, but a sister car finished in 3rd place. One of seven competition coupes built the D20 was designed by Vittorio Jano. Powered by a 6-cylinder of 3.0L, producing 215 hp from the triple carb, four cam engine. The D20 was raced at Le Mans with a supercharged engine but failed to finish. Later in 1953, the D20 gave way to the D24. Model by STARLINE 1/43 |
1953 Lancia D24: Juan Manuel Fangio and Gino Bronzoni drove to first place in the 1953 Carrera Panamericana in one of the five Lancia entries that year. Lancia's would occupy the top three spots that year. The Fangio/Bronzoni entry covered the 1911 miles, over 8 stages, in a time of 18 hours, 11 minutes. The Carrera was the 7th round of the World Sports car Championship, which included all of the great endurance races. Model by TOP MODEL 1/43 |
1954 Lancia D24: Alberto Ascari won the 1954 Mille Miglia in this car, covering the 1000 miles in 11 hours, 26 minutes, at an average speed of 87 mph. Powered by a 3.3 liter V6 producing 260 hp, D-24's scored a series of victories including a win at the Targa Florio with Piero Taruffi and 2nd at Sebring. However, the sports car program was abandoned in favor of the D50 and Grand Prix racing, which almost bankrupt the company. Model by BRUMM 1/43 |
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| 1953 Maserati A6GCS/53: Designed to compete in the World Sportscar Championship, the A6GCS/53 (1953-55) was powered by a 2-litre straight-six, which developed 170 bhp. Sergio Mantovani and Juan-Manuel Fangio drove this car to 3rd place at the '53 Targa Florio. Model by BANG 1/43 |
1955 Aston Martin DB3S: This car was driven by Roy Salvadori and Peter Walker at Le Mans in 1955, but failed to finish due to engine problems. Its sister car finished second, sandwiched between the Jaguars. The DB3Ss helped Aston Martin establish many international victories.A potent 2.9L car developing 240 hp, the DB3S set the stage for the great DBR1. Model by TOP MODEL 1/43 |
1955 Triumph TR2: At Le Mans, this TR2 finished in 15th place behind its sister car, with a third Triumph team car in 19th. This car was driven by Ken Richardson and Bert Hadley. It was down 65 laps to winning Jaguar. Model by UNIVERSAL 1/43 |
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| 1955 Connaught Type B: Rodney Clarke's Continental Cars Ltd. created the Connaught, typical of small British makers, the company was greatly under financed but the cars were exceptionally well built. In 1955, the B-Type was introduced with streamlined bodywork. Powered by a Alta 4-cyl. engine of 2.4L, it produced 240 bhp. Over powered by its F1 competition, the B made its success in non-championship events. Reg Parnell drove to 4th place in this car at Oulton Park Model by DINKY 1/43 |
1956 Ford Anglia 100E: The 100E is an unlikely race car candidate, but Ed Glaister races this car with great success in England. It is a front runner in the class for pre-1960 touring cars. We used to have one the same color as this car when I was younger and I do recall it being a fun car to drive. Had to have it for the collection. Using Ford's 1172 cc side-valve four, it was barely able to make 55 mph. I reckon Ed's car betters that and then some! Model by CORGI 1/43 |
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| 1956 Fiat Abarth 750 GT Zagato: To compete in the 750cc class of the Grand Touring Championship, Abarth commissioned Zagato to body the car and they created this beautiful double bubble shape. Dominating the 750 class, Abarth’s 747cc tuned engine produced 47 hp for this lightweight car, giving it a top speed of close to 100 mph. Model by ABARTH COLLECTION 1/43 |
1956 Porsche 550A/4 RS Coupe: Entered by Porsche for the 1956 Le Mans and driven by Richard von Frankenberg and Wolfgang von Trips, this 550A/4 RS Coupe finished in 5th place behind the much larger engined Jaguars, Aston Martin and Ferrari in the first four positions. Model by BRUMM 1/43 |
1956 Aston Martin DB3S: Stirling Moss and Peter Collins drove this car at Le Mans in 1956, finishing second overall and first in class behind the winning Jaguar D-Type. By this time, Aston was was pulling 240 bhp out of its 2.9L six-cylinder engine. This is Chassis 9 of the 10 works team cars built from 1953-1956. Model by PINKO 1/43 |
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| 1957 Vanwall VW (57): Stirling Moss drove this car at the 1958 Italian GP, but retired due to gearbox trouble. His DNF cost him the Drivers Championship. Vanwall fielded three team cars for 1958. Model by ATLAS 1/43 Lyndon Crowe Diorama |
1957 Vanwall VW (57): Driven by Stirling Moss at the German GP to a 5th pl. finish. Moss drove for the F1 team of Tony Vandervell for the 1957 and 1958 seasons. He narrowly lost to Mike Hawthorne the Drivers Championship in '58, but Vanwall won the Constructor's championship. Model by SCALEXTRIC 1/32 |
1957 Vanwall VW (57): Colin Chapman was hired to to try to engineer the Vanwall's and Frank Costin provided the aerodynamic design. Together, they created one of the most successful F1 cars of the 50's, along with former Jaguar engine designer Harry Weslake who did the engine development. Model by BRUMM 1/43 |
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| 1957 Maserati 250F: As he had done in 1954, the great Juan Manuel Fangio drove the 250F to his fifth World Championship in 1957. In this car, he was to finish 1st at the '57 German GP at the Nurburgring. He overcame a 50 second deficit in just 20 laps, passing the race leader on the final lap to take the win. Model by SCALEXTRIC 1/32 |
1957 Maserati 250F: Former Ferrari chief designer Gioacchino Colombo along with engineer Valerio Colotti were responsible for the chassis, suspension and transmission of the 250F, which debuted in 1954. For 1957, the 250F was powered by either a 2.5L 6 or 12-cyl. engine producing 270 bhp. Model by BRUMM 1/43 |
1957 Maserati 250F (57): Harry Schell drove to a 4th place finish at 1957 Argentina GP. 1957 would be the final year for Maserati as an entrant in F1, as the company went into receivership. The 250F however soldiered on in private hands in occasional appearances in F1 up until 1961. Model by STROMBECKER 1/32 |
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| 1957 Maserati 150S: Michel Guy drove this 150S at the 1957 Mille Miglia, but failed to finish. Powered by a 1.5L dual overhead cam engine, the 150S produced a respectable 140 hp, and a top speed of over 140 mph. Produced as "client cars" the factory racing efforts centered around the 200S and 300S. I think this aluminum bodied, tube frame car is the best looking of them all. Model by METRO 1/43 |
1957 Maserati 450S: The 450S was raced in the 1957 World Sports Car Championship, where it finished second to Ferrari in the champoinship. The 450S has a 4.5L V8, which produces 400 bhp. This car (Chassis #4503) is one of the nine 450S' built and Juan-Manuel Fangio and Jean Behra drove the car to victory at Sebring. Model by AUTOMANY 1/43 |
1958 Maserati 420M: Built for the Monza 500, this car was driven by Stirling Moss and sponsored by the Eldorado ice cream company. It has a 4.2L V8, which proiduces 410 bhp. It did well in the first two rounds. However, in the third round, the steering collapsed on the 40th lap, sending Moss off the track at 162 mph. Amazingly, he was unhurt and the car was still ranked seventh at the end of the race. Model by SCHUCO 1/43 |
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| 1957 Fiat-Maserati Team Transporter: Bartoletti, the same coach building company that built a similar transporter for Ferrari, also made one for Maserati. One has to wonder if perhaps there were transporter races throughout Europe by the two rivals? Model by OLD CARS 1/43 |
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. The Eleven has had a long history as a successful club racers in the 100 cc class. Eleven's came both with and without a headrest fairing. |
1958 Abarth Record Car: Between 1956-1966, Abarth set 113 international records at the Monza circuit. This single seat car designed by Pininfarina designed car was used in 1958 & 1959. With 1958 being the year Abarth introduced the Fiat-Abarth 500, it was importand to Abarth to establish the performance of the new cars. They set six international class speed and endurance records at Monza in this car in 1958. Model by HACHETTE 1/43 |
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| 1958 Scarab Mk 1: An American designed, built and powered sports-racer, he Scarab convincingly won the first of many races at Santa Barbara, with owner Lance Reventhlow at the wheel. The Scarabs are built on a space frame chassis, powered by a 301 cu. in Chevrolet V8 and Corvette transmission. Scarabs were built in N. Hollywood, Ca at the shop of Warren Olsen for Reventhlow's company. A total of four were built. Model by SPARK 1/43 |
1959 Aston Martin DBR1 (LE MANS WINNER): Carroll Shelby and Roy Salvadori drove to victory at Le Mans in 1959, a year that would see Aston Martin win the World Sports Car Championship at the final round at Goodwood. Another DBR1 with Maurice Trintignant and Paul Frere driving took 2nd place at Le Mans that year, making the 1-2 sweep a dominant performance by Aston Martin. Model by WESTERN 1/43 |
1959 Aston Martin DBR1: Jim Clark and Roy Salvadori finished 3rd at Le Mans in 1960 in the Border Reivers Team DBR1. These cars were initially fitted with a smaller 2.6L (2580 cc) Lagonda Straight-6 engine derived from the Aston Martin DB2 production car, even though the DBR1's predecessor, the DB3S, was at the time racing with a larger 2.9L (2922 cc) engine. Later DBR1s would feature the DBB-spec 2.9L Straight-6, rated at 195 hp. Model by DALIA-SOLIDO (modified) 1/43 |
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| 1959 Aston Martin DBR1: The DBR1 made its debut in 1956, with 1957 being the first season Aston contested for the championship with the new car. After the 1959 season, the company focused on F1 and the cars were sold to private entrants and raced with limited results up until the end of the 1962 season. The Le Mans winning car is Chassis #DBR1/2. Model by IXO 1/43 |
1959 Aston Martin DBR1: This is not a faithful replica of the '59 Le Mans car, but is in earlier World Championship configuration(DBR2). The nose is wrong and the Le Mans cars had a clear tonneau among other modifications. However, without the rear spats, the lines on this car are fantastic and in my mind, are a close rival of the Jaguar D-type. Model by SHELBY COLLECTIBLES 1/18 |
1959 Aston Martin DBR1: Aston purists will cringe at the color of green metallic on this car. For the 50th Anniversary of the Le Mans win, this is a limited production model and is 48 of 300 made for Shelby Automotive. It is for sale, inquire at reply@oldirish.com Model by SHELBY COLLECTIBLES 1/18 |
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| 1959 MGA Twin Cam: Ted Lund and Colin Escott drove at 1959 Le Mans and retired in 21st hour with gearbox problems, placing 17th OA and 3rd in class. Powered by a 1.6-liter engine with 80 hp and though cylinder size was unchanged from the ohv unit, the Twin Cam had its own alloy head with hemispherical combustion chambers and a high-for-the-day 9.9:1 compression ratio. These and assorted other tweaks added 28 hp, boosting top speed to at least 110 mph. Model by BIZARRE 1/43 |
1960 Maserati Tipo 61: This is one of the best known sports racing cars of the early 1960s. Besides winning races, it became famous for its intricate tubular space frame chassis, containing about 200 chro-moly steel tubes welded together, hence the nickname "Birdcage". The Tipo 61 featured a 2.9L, 4 cyl.engine of 250 hp. George Humiston entered this car for Bill Krause to drive at the 1960 LA Times GP at Riverside, which Krause won.This car also raced often in the Pacific Northwest. Model by MINICHAMPS 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 |
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| 1960 Lotus 16: The Lotus 16 was the second single-seat racing car designed by Colin Chapman and was the first Lotus car to be constructed specifically for Formula One. The engine itself was Coventry Climax's FPF straight-4, of 2.5L. Entered in 1958-60 seasons, it was not very successful, but led to greater success with the Lotus 18. Model by SCALEXTRIC 1/32 |
1960 Cooper Climax T53: The car that started the revolution that led to rear-engine race cars. The team consisted of Bruce McLaren and Jack Brabham. Brabham became the World Champion in 1960 with 5 consecutive wins. Like Lotus, it was powered by a 2.5L Climax engine and outclassed the heavier front-engined competition. Once every Formula car manufacturer began building rear-engined racers, Cooper cars were overtaken by more sophisticated technology. Model by SCALEXTRIC 1/32 |
1960 Cooper Climax T53: During Cooper's two year reign in F1, Jack Brabham and Bruce McLaren were the principal factory drivers in the 1959 season. Stirling Moss and Maurice Trintignant drove for the Rob Walker private entry. In 1960, Brabham and McLaren were again the factory drivers. Moss jumped to Lotus after the first race of the year and a host of other drivers drove private Cooper's in 1960. Model by IXO 1/43 |
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| 1961 Cooper T57 Monaco MkII: Tom Dickson and Bruce Halford drove this Ecurie Ecosse entry at Le Mans in 1961. Halford lost control and crashed in the rain under the Dunlop Bridge on the 32nd lap. They were in 7th place at the time and moving up the grid. With a 2.5L , four cylinder engine producing 260bhp, the Cooper was a successful part of the Ecosse stable of cars. Jackie Stewart raced the car in 1963 and scored eight consecutive wins, which ultimately earned him a F3 ride with Ken Tyrrell. The rest as they say, is history. Model by BIZARRE 1/43 |
1961 Abarth 1000 Record Monza: Using an Abarth twin cam 982cc engine with hemi-head, the Record Monza could produce 91 bhp, resulting in a top speed of 127 mph and was later uprated to 104 bhp. Successful in Division I, the major race of importance was the 1962 Nurburgring 500km, which was won outright in this car. Abarth set numerous records for speed and endurance in various small bore classes in the late 50's and early 60's. Model by EVEM 1/43 |
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| 1961 Aston Martin DB4 GT Zagato: Jim Clark drove this car to victory at the Tourist Trophy at Goodwood in 1961. The GTZ was created by sending a DB4GT chassis to the Zagato factory in Milan to be clothed in the most beautiful lightweight bodies ever designed. Given an even more powerful 3670 cc engine than the standard GT, it produced 314bhp, with impressive performance with a top speed of 153mph. Model by SMTS 1/43 |
1961 Aston Martin DB4 GT Zagato: Lex Davison and Bib Stillwell raced this car at Le Mans in 1961. It and the other team car of John Ogier's Essex Racing Stable retired due to blown head gaskets. Roy Salvadori and Jim Clark both drove this car in competition during the cars brief career. 2 VEV was seriously damaged in 1962 during a crash at Spa Model by VITESSE 1/43 |
1961 Aston Martin DB4 GT Zagato: Jack Fairman and Bernard Consten drove the second Essex Racing Stables entry at Le Mans in 1961. Faulty head gaskets ruined the chances of either of the DB4 GT Zagato (or GTZ) cars from taking the GT 4.0 class, this car only completing 22 laps. Model by ROAD SIGNATURE 1/18 |
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| 1962 Lotus 19: The Lotus 19 was built from 1960 until 1963 and is a widened version of the successful Formula 1 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. This car won the 1962 Worlds Fair GP at Pacific Raceways in Seattle. Model by SPARK 1/43 |
1962 Shelby-Ford AC Cobra: Bill Krause drove this car in the first race a Cobra was entered, at Riverside, but ultimately retired while in the lead when a wheel came off. From this first race, a revolution in racing had started and a legend born. The Cobra gave notice that once fully sorted, it would be a major force in racing. Powered by a 260 cu in (4.2L) high performance V8, it immediately set a new standard. Model by BANG 1/43 |
1962 Maserati Tipo 151/2 Coupe: Three Tipo 151 were built and raced at Le Mans in 1962. This car was made for John Simone and the other two were made for Briggs Cunningham. Using a Costin inspired body over a tube/ladder frame, this 151 was to race at Le Mans for four years. Lucky Casner and Andre Simone drove this car in the 1963 Le Mans, sponsored by Maserati France. The engine had been up rated from a 4.0LV8 to 4.9L and producing 430 bhp. The car retired due to gearbox trouble Model by GARNINI 1/43 |
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| 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 the Drivers Championship in 1962 Graham Hill driving for BRM. 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. 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 |
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| 1962 Lotus 19: The Lotus 19 was built from 1960 until 1963 and is a widened version of the successful Formula 1 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. This car won the 1962 Worlds Fair GP at Pacific Raceways in Seattle. Model by SPARK 1/43 |
1962 Shelby-Ford AC Cobra: Bill Krause drove this car in the first race a Cobra was entered, at Riverside, but ultimately retired while in the lead when a wheel came off. From this first race, a revolution in racing had started and a legend born. The Cobra gave notice that once fully sorted, it would be a major force in racing. Powered by a 260 cu in (4.2L) high performance V8, it immediately set a new standard. Model by BANG 1/43 |
1962 Maserati Tipo 151/2 Coupe: Three Tipo 151 were built and raced at Le Mans in 1962. This car was made for John Simone and the other two were made for Briggs Cunningham. Using a Costin inspired body over a tube/ladder frame, this 151 was to race at Le Mans for four years. Lucky Casner and Andre Simone drove this car in the 1963 Le Mans, sponsored by Maserati France. The engine had been up rated from a 4.0LV8 to 4.9L and producing 430 bhp. The car retired due to gearbox trouble Model by GARNINI 1/43 |
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| 1963 Rover BRM: The early part of the jet age saw experimentation with jet turbines in racing cars. Rover created this car to run at Le Mans in 1963. It was created on a BRM F1 car chassis, using a Rover gas turbine engine which was about 2.0L, producing 145 hp, with a top speed of 142 mph. Graham Hill and Ritchie Ginther drove this car to 8th place, but were unclassified due to the turbine. For 1964, the car was converted to a coupe, but did not run due to accident damage on the way to Le Mans. In 1965, Graham Hill and Jackie Stewart drove to 10th place. Model by BIZARRE 1/43 |
1963 Aston Martin DP 214: Driven by Bill Kimberley and Jo Schlesser at Le Mans in '63, they retired in the 11th hour due to engine problems. The P214 is my favorite variation of the Zagato bodied Astons from that era. The other car driven by McLaren and Ireland suffered a similar fate. Irelland recorded a top speed of 187 mph down the Mulsane straight. Not bad for a 3.7L six! This si the only one of the two cars which survives. Model by PINKO 1/43 |
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| 1962 Spirit of America: Spirit of America is the name Craig Breedlove uses for his land speed record cars. This SOA was the first of the modern jet-propelled record breaking cars, built with a narrow stream-lined fuselage, three wheel chassis, and a ex-military turbojet engine. This was the first Spirit, and it had a General Electric J47 engine from an F-86 Sabre. Breedlove was the first man to set an average speed of over 400 mph during a land speed record. On Oct. 15, 1964, he pushed the record over 500 mph, setting it at 526.277 mph. Model by SCALEWORKS 1/43 |
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| 1962 Fiat Abarth 1000 Bialboro: The results of Carlo Abarth's work were highly tuned engines, lightweight vehicle, and nimble handling. The cars dominated the smaller classes and often were quicker than the larger, more powerful competition in other classes. The engine from Abarth 1000 Bialbero was from a Fiat 600, fit with a DOHC producing 90hp. Abarth won win the 1962 Manufacturers Championship title for the 'up to 1000cc' Division I class. Abarth set the bar for small bore racing performance. Model by ABARTH COLLECTION 1/43 |
1963 MGB: BMC entered this MGB for Alan Hutcherson and Paddy Hopkirk to drive at Le Mans in 1963. They finished 12th overall and 1st in class, despite Hutcherson planting the car in the sand at the end of the Mulsane straight on the opening lap and taking 1 1/2 hours to dig it out. Basically a stock MGB fit with an aerodynamic nose, its mildly tuned 1.8L engine with single Weber, it could achieve 130 mph and completed Le Mans with a 92 mph 24 hr. average speed. Model by LE MANS MINIATURES 1/43 |
1963 Shelby-Ford AC Cobra : This is chassis CSX2142, which was entered by Ed Hugus and co-driven by Peter Jopp in the 1963 24 Hours of Le Mans. It is one of three Cobras originally built for 'Le Mans', recognizable by the low-drag alloy hard-top. The car was disqualified after having to add oil after just 25 laps and later retired due to a blown engine. In the high speed race the roadster's biggest problem was its poor aerodynamics, which limited is top speed considerably. Model by BOX 1/43 |
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| 1963 Chevrolet Corvette Grand Sport: Chevy answered the Cobra with this car. In 1962 Corvette chief engineer Zora Arkus-Duntov initiated a program to produce a lightweight version to battle the Cobra based on a prototype that mirrored the new 1963 Corvette, only five cars were built, with a 377 cu in. engine, producing 550 hp. This car was raced by Roger Penske, placing 3rd in the Governor's Trophy at Nassau Model by EXOTO 1/18 |
1963 Chevrolet Corvette Grand Sport: Roger Penske, Jim Hall and Hap Sharp drove this car to 3rd place at the Road America 500 in 1964. Originally they planned to enter a Chaparral 2, but not being ready, entered Penske's Grand Sport (Chassis #005) instead. It was an exciting race with the Meacom Ferrari 250 LM and Cobra of Ken Miles providing stiff competition. Model by UNIVERSAL 1/43 |
1964 Chevrolet Corvette: While the factory did not field a racing team, support for racing customers was available. This car is representative of the many BP class cars that ran in SCCA races in the USA battling Cobras and E-Types. With the fuel injected L84 V8 engine of 327 cu. in. (5.4L), produced 375 hp in stock trim and over 400 hp with racing modifications. Disc brakes for Corvette racers was a year away. Model by REVELL 1/32 |
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| NEW 1964 MGB: Donald and Erle Morley finished first in the GT Class and won the Grand Touring award by beating all the other sports cars on the 1964 Monte Carlo Rally in this car. The Morely brothers were accomplished rally drivers for Jaguar and BMC in Austin Healeys, MG and Austin Mini's. Using a BMC Competition Dept. tuned 1.8L 4-cylinder engine, suspension and brakes, the MGB was able to beat faster competition due to hits durability and lightweight. Model by AUTOART 1/18 |
1964 Fiat Abarth 1300 OTC: Known as the Lufthansa Coupe, this one off Abarth was powered by a modified Fiat 1300cc DOHC engine. Campaigned by Scuderia Lufthansa, it was non-finisher at the 1965 Nurburgring 500km round of the World Sports Car Championship. In 1966 it finished 7th (4 in class) with Anton Fischaber and Hans Dechent driving. Model by ABARTH COLLECTION 1/43 |
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| 1964 Shelby Cobra Daytona Coupe: There were six Daytona Coupe's built specifically to win the FIA World Championship, which was run for GT cars. Dan Gurney and Bob Bondurant were 4th OA/1st Class in this car (CSX2299) at Le Mans in '64. With a 289 cu in producing 390 hp, 289 ci, the Daytona took on the Ferrari GTO but narrowly lost the championship to Ferrari in '64. Model by EXOTO 1/18 |
1964 Shelby Cobra Daytona Coupe: Bob Bondurant and Jochen Neerpasch drove to 1st place at the 1965 Nurburgring 1000 km in this car (CSX2601). Shelby would go on to win the World Championship in 1965 with the Daytona's. Daytona's had won their class at Le Mans in 1964 & 65 among their many important victories, achieving what they had been intended to do. Model by MONOGRAM 1/32 |
1964 Shelby Cobra Daytona Coupe: At the end of the 1965 season rule changes left the Cobras pretty much obsolete for racing. They did find additional success in a Japanese series in 1966 which is where this car (CSX2299) had its last racing glory at the Japanese GP. A career that included class wins at the 1964 Goodwood Tourist Trophy, 1964 Le Mans, 1965 Daytona and 1965 Sebring races. Model by KYOSHO 1/43 |
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| 1964 Ford Galaxie 500XL NASCAR: Ford maintained a big presence in stock car racing in the 60's and like its road racing program, it was all out against the competition primarily Dodge. 1964 was the first year of the big 427 cu. in. big-block V8 producing 410 hp. G. C. (Grover Clifton) Spencer competed in 415 Grand National races from 1958-77. Despite never winning a race, he had 55 top-5 finishes and 138 top tens, including 7 second place finishes. Model by RACING CHAMPIONS 1/43 |
1964 Shelby-Ford Cobra: Dan Gurney and Bob Johnson drove this car to 4th place at Daytona in 1964. The Cobra powered by a 289 cu in engine was a formidable road racer and while not the most powerful Cobra produced, had the best balance of power, brakes and handling. AC Cobras had an extensive racing career. Shelby wanted it to be a "Corvette-Beater" and it did just that. Model by REVELL 1/32 |
1964 Shelby-Ford Cobra: Masten Gregory and Innes Ireland piloted this Cobra at the Targa Florio in '64, but sadly had an accident as Gregory put the car over an embankment and was a DNF. With the small block Ford engine in the lightweight roadster producing bags of power, trying to wrestle the Cobra with its outdated suspension on the Targa was a formidable task. Ireland commented that the Cobra was "The worst car I ever drove." Model by BANG 1/43 |
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| 1965 Fiat Abarth 1000 Berlina/Corsa: The first 1000 Berlinas appeared in 1962 and used a version of the Fiat 600D engine. The Berlina Corsa was distinguished by its front mounted radiator that was placed upfront and in between the bumper bars. Its engine was tuned to produce 76 bhp helped the car reach 115 mph. Cooling was aided by permanetly opening the engine hood. These cars dominated their class in the International Touring Car Championship. Model by HACHETTE 1/43 |
1965 Fiat Abarth OT 1300: Replacing the Abarth Simca 1300, it raced in the prototype class until homologated in May of 1966, winning the 1966 and 1967 World Championships for Abarth. Based on Simca parts, the OT 1300 used a twin overhead cam engine designed from the ground up, but was similar to the Simca 1.3-liter they had raced in previous years. It was built at Corso Marche and by Luciano Fochi who had already designed the 1.6 and 2.0-liter units. Model by METRO 1/43 |
1965 Triumph TR4A IRS: The TR4A was built between 1965 and 1968. Updated with a new chassis, the TR4A had the option of live axle or indpendent rear suspension (IRS). These cars took 1-2-3 in class at Sebring in 1966. Group 44 successfully campaigned one of these cars in the 1966-67 seasons, just failing to win a National SCCA Championship in D Production. It gave way to the TR250 in 1968. We enjoy watching TR4's running in vintage racing today. Model by DINKY 1/43 (modified) |
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| 1965 Chaparral 2: Chaparral was founded by Jim Hall, a Texas oil magnate with an impressive combination of skills in engineering and race car driving. Throughout the 1960s and 1970s, Chaparral's distinctive race cars experienced strong success in both American and European racing circuits. The Chaparral 2-Series was designed and built to compete in the United States Road Racing Championship Model by AUTOART 1/43 |
1965 Chaparral 2: In 1965 Chaparral 2 dominated United States road racing with 16 wins in 21 races, and its greatest win to date, the Sebring 12 hour race against top international competition. This car driven by Jim Hall and Hap Sharp won the Road America 500. I was fortunate to see this car run there again, driven by Hall in 2001 when Chaparral was the featured car. Click here for photos Model by MRCC 1/32 |
1965 Chaparral 2: The Chaparral automatic transmission was "actually a two-speed manual gearbox with a high performance lockup torque converter instead of a conventional clutch." Coupled to an aluminum block Chevrolet 5.3L V8, with four Weber carburetors and higher compression aluminum heads. the Chaparral produced 475 bhp. A fiberglass monocoque with steel reinforcements and fiberglass body the Chaparral cars were on the leading edge of aerodynamics in race cars in the 60's. VARIOUS SCALES |
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| 1965 Chaparral 2: I fell in love with the Chaparral when I got a Chaparral slot car for a birthday present in 1965. That car is among my projects awaiting restoration. As I grew older, I came over time to appreciate the innovation and total impact that the Chaparral's made to racing. Model by EXOTO 1/18 |
1965 Chaparral 2: With nearly two dozen victories in two seasons, the Chaparral 2A remains as the most successful of all of Jim Hall's racers. The composite chassis was revolutionary and the advantages were not accepted for another two decades when the carbon composites structures debuted in Formula 1 racing. Model by EXOTO 1/18 |
1965 Chaparral 2: Hall and Sharp kicked off the 1965 season with a stunning win in the prestigious Sebring 12 Hours. Against America's and Europe's finest the further developed Chaparral took the pole position, fastest lap and overall victory leaving the Fords and Ferraris to bite their dust. EXOTO 1/18 |
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| 1966 Chaparral 2D: For 1966 the USSRC was replaced by the all new Can-Am Challenge series, which attracted a lot more European attention. For the FIA mandated races Chaparral developed the fiberglass 2A into the fixed-head 2D, which scored the company's first European victory in the 1966 Nurburgring 1000 km race with Phil Hill and Jo Bonnier driving. The 2D used the Chaparral 2 chassis. This is the Nurburgring winner. Model by MINICHAMPS 1/43 |
1966 Chaparral 2D: Phil Hill and Jo Bonnier teamed together to take on the Ford's, Porsche's and Ferrari's at Le Mans in 1966. They could not duplicate their win at the Nurburgring, retiring in the 8th hour due to electrical problems. Running just one car against the other multi-car entries of the other works teams hampered the Chaparral success odds of winning. Innovative, beautiful and fast when running, there was nothing else quite like them. Model by ALTAYA/IXO 1/43 |
1967 Chaparral 2F: Driven at Le Mans in 1967 by Phil Hill and Mike Spence, this car and its sister entry did not survive the full 24 hours. This car surrendered in the 18th hour to transmission trouble while in third place. Using a 7.0L V8 instead of the 5.3L in the 2D, the 2F missed the taking the Le Mans pole by 0.3 seconds to a Ford MkIV driven by Bruce McLaren. Model by IXO 1/43 |
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| 1967 Chaparral 2F: Jim Hall applied the aerodynamic advances of the Can Am car to the older fiberglass chassis 2D for the 1967 racing season. A movable wing, on struts, loaded the rear tires while an air dam in the front released pressure to keep the suspension from compressing at high speeds. While always extremely fast, the extra power of the larger engine was too much for the automatic transmission to handle and it broke with regularity Model by MRCC 1/32 |
1967 Chaparral 2F: Bob Johnson and Bruce Jennings drove this car at Le Mans, but failed to finish after electrical problems forced the car to retire at 10 hours. When a solution was finally found to the 2F's transmission problems, the team scored its only win at the BOAC 500 at Brands Hatch with Phil Hill and Mike Spence driving. After this race, the FIA changed its rules, outlawing not only the 2F but the Ford Gt Mark 4 and the Ferrari P4 as well. Model by MRCC 1/32 |
1967 Chaparral 2F: The 2F used the Chaparral 2 chassis with the enclosed bodywork. A total of four chassis Chaparral 2 chassis were constructed, but only three were used. All three were converted to either 2D or 2F specification and survive to this day. Chassis 2A002, which was restored to 2A specification in the 1980s. 2A001 and 2A003 were restored to 2D and 2F form respectively. Model by MRCC 1/32 |
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| NEW 1969 Chaparral 2H: Built for the '69 Can-Am season, the 2H brought a new conceptual shape to Chaparral cars. With its long narrow shape, the 2H had a fully-stressed fiberglass shell and a small sub frame to stabilize the load bearing engine and transmission. Powered by a 465 Cu in Chevy big block, the 2H was driven by John Surtees in place on an injured Jim Hall. Due to Hall's inability to drive and test the car, it never reached its potential. Model by MINICHAMPS 1/43 |
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| 1965 Lola T70 MkI: The T70 was made for endurance racing. First in Europe and then in 1966 in the USA in Can-Am racing. Usually powered by a Chevrolet 4.5L engine, in the initial season of 1965, the cars suffered engine problems due to the low quality of fuel available in Europe. This is the first T70 made. Jackie Stewart drove this car to third place at the BRSCC Guards International Trophy at Brands Hatch. Model by BEST 1/43 |
1966 Lola T70 MkII: From the start of the Can-Am in 1966, Lola T70's were plentiful on the grid. This is the Penske entered car for Mark Donahue as it appeared at the first Can-Am race at St. Jovite near Montreal. Model by BEST 1/43 |
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| 1966 Lola T70 MkII: The Northwest has always been host to top tier racing and the USRRC race held at SIR in '66 was no exception. Seattle's Jerry Grant put this Lola-Ford on the pole for Dan Gurney's All-American Racers, but lost the race to a young driver who collected his first major win, Mark Donohue driving for Roger Penske, when he developed engine trouble. USRRC was quickly fading in popularity to the new Can Am series. Model by GMP 1/43 |
1966 lola T70 MkII: John Surtees clinched the inaugural 1966 Can-Am title driving in this Lola T70 for his own racing team at Las Vegas, one of three wins that season. He won the race at Riverside to equal Phil Hill driving for Chaparral in the championship points race. Surtees championship is remarkable, not only because he was also driving in F1, but because he had come back from a very serious accident the year before that threatened to end his career. Model by SPARK 1/43 |
1966 Lola T70 MkII: Although usually powered by Chevy engines, Dan Gurney employed a aluminum block 305 c.i. Westlake-Eagle Ford in his Lola T70's. Gurney's All-American Racers ran Lola's in both the USRRC and Can Am series in 1966, putting AAR on the racing map as a top competitor in each series, along with their success in Indy and F1 racing. Model by BEST 1/43 |
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| 1967 Lola-Aston Martin T70 Mk2: Lola replaced the usual Chevy V8 in the T70, for a run at Le Mans using a home grown Aston Martin V8. The Aston 5.0L engine was underpowered when compared to the Ford's and Ferrari's in its class. Driven by David Hobbs and John Surtees, even their talent could not over come overcome the cars problems due to a lack of development. They retired in the 3rd hour due to overheating and engine failure. Model by SPARK 1/43 |
1969 Lola T70 Mk3B (DAYTONA WINNER): The successful combination of Penske/Donohue and Sunoco produced another winner, as Mark Donohue and Chuck Parsons drove this car to 1st place at Daytona in 1969. With Lucas fuel injection, the 5.0L Traco Chevrolet V8 was now able to produce approximately 450 bhp in an all-alloy monocoque chassis, which significantly reduced weight of from the predecessor MK3GT. Penske had planned to contest for the World Championship of makes, but this car was stolen after Sebring and not recovered until too late in the season. Model by FLY 1/32 |
1969 Lola T70 Mk3B: The T70 Mk3B was designed to compete in FIA endurance races where it would compete against Ford, Ferrari and Porsche. Lola did not have a factory team and sold to privateers, while designed around the Chevrolet V8, teams were free to use other engines and components. The Mk3B was the most successful Lola T70 variant which besides Daytona in 1969, took 23 other major victories before rule changes rendered the car obsolete in 1971. Model by SOLIDO 1/43 |
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| 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 cu.in) engines; production models were powered by 4.7L (289 cu.in) 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 |
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| 1965 Ford GT40 MkI: Shelby prepared and sponsored by Rob Walker, Bob Bondurant and Umberto Maglioli drove at Le Mans in 1965. The same head gasket problem which would side line four other GT40's in the first hours, caused this car to retire in the 3rd hour. One of my favorite of the GT40's the distinctive Rob Walker livery on this car is sharp! Model by BIZARRE 1/43 |
1965 Ford GT40 MkI: Sir John Whitmore and Innes Ireland drove this Alan Mann prepared entry for Ford at Le Mans in 1965. The car retired in the 6th hour after 72 laps due to head gasket failure. It was the thrid GT40 to retire with the same problem. A short time later, the remaining GT40 retired and Ford's hopes for victory at Le Mans would simmer for another year. Model by BIZARRE 1/43 | 1966 Ford GT40 MkII: Dan Gurney and Jerry Grant finished 2nd to Kem Miles and Lloyd Ruby at Daytona in 1966. This Shelby American prepared car was part of the Ford 1-2-3 sweep of Daytona and the start of a great year for Ford and the GT40 racing program. Wins at Daytona, Sebring & Le Mans allowed Ford to win the International Manufacturers Championship over Ferrari. Model by IXO 1/43 |
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| 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 |
1966 Ford GT40 MkII: The race finish in 1966 has to be the most controversial and the most political. Tragically, Ken Miles was denied his opportunity to win the "triple crown" of sports car racing, Daytona, Sebring and Le Mans and would lose his life later in 1966 testing the Ford J Car. Ford owed much of its Le Mans success to Miles, his efforts are not forgotten here. Model by BEST 1/43 |
1966 Ford GT40 MkII: Dan Gurney and Jerry Grant drove this car at Le Mans in '66 and led the early part of the race. Gurney had set the best time to take the pole position and also turned the fastest lap during the race. They continued to lead at a rapid pace, the Miles car close behind, until an over heating engine forced retirement in the 18th hour. Excluding the engine, the Mk IV was totally different from other GT40s, using a specific chassis and specific bodywork. Model by IXO 1/43 |
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| 1966 Ford GT40 MkII: Ford finally had its victory over Ferrari at Le Mans. Ford had turned to Carroll Shelby and Shelby American to do the car preparation, testing and racing of the GT40. Hedging their bets, they also supported entries from Holman and Moody, Alan Mann and a French team as a hedge against the Shelby team and their potential failure to win the race. Shelby cars took the first two places, a Holman Moody car the third. The Mk II used the 7.0 L (427 CID) engine from the Ford Galaxie used in stock car racing. Model by FLY 1/32 |
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: Driven by Mario Andretti and Lucien Bianchi, this Holman and Moody entry at Le Mans in 1966 did not finish due to a blown head gasket in the 8th hour. The 427 cu. in. Ford engine in the GT40 MkII produced 485 bhp, and the car had a top speed of 215 MPH. This was one of eight GT40's entered in the 1966 Le Mans race to help insure Ford's victory that year. 1966 was thought to be the last year for the MkII, giving way to the MkIV in 1967, but it was not to be the last year of success for Ford, or the Mk II at Le Mans!. Model by IXO 1/43 |
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| 1966 Ford GT40 MkII (DAYTONA WINNER): Ken Miles and Lloyd Ruby drove this car to a win at Daytona 24h in 1966, repeating their 1965 win. This Shelby prepared car led the race from start to finish, only relinquishing the lead during its first two pit stops. Ford's took the top three places at Daytona, a year Ford would see victories at Sebring and Le Mans as well. Model by IXO 1/43 |
1966 Ford GT40 MkII: Before their drive at Le Mans, Dan Gurney and Jerry Grant teamed up for the 1966 Sebring 12 hr. race. Gurney had set pole position, setting a new qualifying record. Strategy was to have the pair set a face pace to "wear out" the Ferrari and Chaparral entries. They ended up leading most of the race, the engine blew on the final turn with Gurney at the wheel. He pushed the car across the finish line, only to be disqualified for doing so. Model by BANG 1/43 |
1966 Ford GT40 MkII XI (SEBRING WINNER): The Lloyd Ruby and Ken Miles Sebring 12 hr. winner from 1966. Sadly, Miles was killed testing the new Ford J car in August of 1966, a year in which he had won Daytona, Sebring and had come so close to winning Le Mans all in the same year. Model by BANG 1/43 |
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| 1966 Ford GT40 MkI: Piloted by Guy Ligier and Bob Grossmann, this Ford of France Le Mans entry retired after 205 laps due to ignition problems. Model by BANG 1/43 |
1966 Ford GT40 MkII: F1 Champion Graham Hill teamed up with Brian Muir in the Alan Mann Le Mans entry. They failed to finish due to a broken front suspension. Model by BIZARRE 1/43 |
1966 Ford GT40 MkII XI: Sir John Whitmore and Frank Gardner drove for Alan Mann Racing in this entry at Le Mans. They retired after 31 laps due to no clutch. Model by BANG 1/43 |
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| 1966 Ford GT40 MkI: Essex Wire entered this GT40 for American drivers Peter Revson and Skip Scott at Le Mans in 1966. The car retired after 212 laps due to engine problems. This pair drove the Essex entry and Sebring and finished third. They each drove separate Essex entries at Daytona, Revson finished 17th with Masten Gregory. This car had a successful racing career in England up through 1970. Model by BIZARRE 1/43 |
1966 Ford GT40 MkII: Finishing third at Le Mans in 1966, this GT40 was also entered by Essex Wire and prepared by Holman & Moody. It was driven by Ronnie Bucknum and Dick Hutcherson and they finished 18 laps down from the winners. AJ Foyt was listed as a driver of this entry, but did not drive. Shelby, Holman & Moody amd Alan Mann constructed the numerous GT40's which gave a 1-2-3 sweep of Le Mans to Ford. Model by BANG 1/43 |
1966 Ford GT40 MkII: Ken Miles and Denny Hulme drove this car to second place at Le Mans in 1966 after obeying orders to follow Gurney most of the race. The team decided and issued orders that Miles would cross the finish line together with McLaren to finish in a tie. Miles, deeply bitter over this decision after his dedication to the program and feeling he deserved the win, issued his own protest by suddenly slowing just yards from the finish and just letting McLaren across the line first. Model by FLY 1/32 |
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| 1966 Ford GT40 MkI: Part of the large squadron of GT40's that contested Le Mans in 1966, this is the Scuderia Filipinetti entry at Le Mans in 1966. The Swiss teams car was prepared by Alan Mann and the entry was driven by Peter Sutcliffe and Dieter Spoerry. The team ran out of luck in the eight hour, when it was eliminated from the race due to an accident. Model by BIZARRE 1/43 |
1966 Ford GT40 MkII: Entered and driven by Ron Fry, this GT40 (Chassis 1017) finished fourth at the BRSCC Guards Trophy Race at Mallory Park in 1968. He finished behind three GT40's and a Lola T70. Fry purchased the car after it ran at Le Mans in 1966 (Ireland/Rindt) and proceeded to score many victories across the UK with it over the nextr three seasons. Perhaps the GT40 with the most wins? Model by BOX 1/43 |
1966 Ford GT40 MkII: Paul Hawkins and Mark Donohue were paired to drive this Holman & Moody prepared GT40 at Le Mans in 1966. Donohue retired the car after only 12 laps due to rear-end problems. This was one of three Holman & Moodey prepared cars at Le Mans in 1966. Shelby American prepared three and Alan Mann racing prepared two to make a total of eight "factory" entries. Model by IXO 1/43 |
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| 1967 Ford GT40 MkIV (LE MANS WINNER): A. J. Foyt and Dan Gurney, led all but the first 90 minutes of the 1967 Le Mans race, to claim Ford's greatest victory over Ferrari. When the winners mounted the victory stand, Gurney was handed the traditional magnum of champagne. Looking down, he saw Henry Ford II, Carroll Shelby and their wives, as well as several journalists who had predicted disaster for the high-profile duo. Gurney shook the bottle and sprayed everyone nearby, establishing a tradition reenacted in victory celebrations the world over ever since. Model by IXO 1/43 |
1967 Ford GT40 MkIV: Denis Hulme set the fastest lap at Le Mans in 1967 in this car. Unfortunately he and Lloyd Ruby failed to finish in this Holman & Moody entered MkIV. The Mk IV was created in an effort to develop a car with better aerodynamics and lighter weight, it was decided to retain the 7.0L engine used in the MkII, but redesign the rest of the car. Model by SOLIDO 1/43 |
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| 1967 Ford GT40 MkIV: Driven by Mario Andretti and Lucien Bianchi, this Holman & Moody prepared car entered for Ford France retired in the 13th hour due to an accident when the brakes locked with Andretti at the wheel, causing him to crash at the Esses. His teammates, Jo Schlesser and Roger McCluskey, crashed while managing to avoid Andretti's GT40. McCluskey pulled Andretti to safety. Model by IXO 1/43 |
1967 Ford GT40 MkIV: This is another version of the Hulme/Ruby driven Holman & Moody prepared entry at Le Mans in 1967 which retired due to an accident in the 8th hour. Model by IXO 1/43 |
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| 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 |
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| 1968 Gulf Transporter: This is a representation of the transporter which would have taken the team to Le Mans in 1968. This was still in the day before closed transporters would become the norm within a couple years in Europe. Model by CORGI 1/43 |
GT40 transporter: This period photo shows open transport was used to haul GT40 race cars in that period, Le Mans 1965. Shelby was using a tractor/trailer transport rig in the USA by this time. |
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| 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 BANG 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, but never achieving the same level of success that the had with the GT40. Model by JOUEF 1/18 |
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| 1967 Holman/Moody Honker II: The Holman/Moody Honker II, as raced by Mario Andretti in the 1967 Can-Am series. Ford paid for the car and fresh of its Le Mans success, decided to go Can-Am racing. Powered by a 6.1L V8 from the GT40 and Ford wind tunnel designed, the car was competitive but not a success due to a lack of development. The coupe version, the P68 was not anymore successful. Paul Newman was the team manager for the Can-Am effort and used the car in his movie Winning where it was crashed and lay in pieces until restored in the late 90's. Model by SPARK 1/43 |
1968 Ford P68: Also known as the Ford F3L, this curvaceous car was built replace the aging GT40. Powered by the Ford Cosworth DFV V8, it had an aluminum monocoque with a rear sub frame much like the Lotus 49 F1 car. The low drag body was designed by Len Bailey. Alan Mann Racing was responsible for development of the cars, but lack of funding by Ford resulted in a lack of development. Frank Gardner and Richard Attwood drove this car during the 1967 season. The cars failed to finish a single race, but Gardner's pole position at Spa showed its potential. Model by MINICHAMPS 1/43 |
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| 1965 Lotus Elan 26R: 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 MGB: Paddy Hopkirk and Andrew Hedges paired up to race the BMC MGB entry at Le Mans in 1965, just as they had the year prior. As they did in the prior year, they finished 11th overall and 2nd in class, averaging slightly over 98 mph for the 24 hours. Sadly, this was the last Le Mans entry for MG. For although it was extremely durable and reliable, the MGB was just too slow for Le Mans any longer and class qualifying had become increasingly difficult. Model by PROVENCE MOULAGE 1/43 |
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| 1966 MGB: This MGB was nicknamed "Old Faithful" since it was seemingly indestructible. Its career included the '66 Targa Florio, Monte Carlo as well as the Marathon, a 84-hour reliability trial at the Nurburgring. Andrew Hedges and Julien Vernaeve covered 5620 miles in route to the overall win. The car raced at Sebring in 1967 finishing 3rd in the GT class, before it was finally retired. Model by UNIVERSAL 1/43 |
1967 MG MGB: The Willhire 24 Hour was an endurance race for production cars held at Snetterton Motor Racing Circuit in Norfolk, England between 1980 and 1994. Over the years, the race included both sports cars and saloon cars. This 13-year old B raced in the inaugual run in 1980, finishing 16th overall desoite mechanical problems. Driven by Julius Thurgood, Rae and Grahame Davis and John Trevelyan. CORGI 1/43 |
1968 MGC GTS: For Sebring in '68 a lightweight, aluminium bodied MGC GT was built with a modified 3.0L six-cylinder producing over 200 bhp. Paddy Hopkirk and Andrew Hedges were enlisted as drivers, finishing 10th overall and 3rd in class. This was to be the last BMC entry at Sebring, but this car ran with the second MGC GTS made, raced at Sebring in 1969 sponsored by the American MG importers, finishing 15th. PROVENCE MOULAGE 1/43 |
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| 1966 Austin Mini Cooper S: John Cooper, owner of the Cooper Car Company saw the potential of the Mini for competition and he was right! Powerful, front-drive cars, Mini's soon dominated international rallying in the mid-60's. This car driven by Timo Mäkinen and Paul Easter finished first but were subsequently disqualified in a controversial decision made to produce a French winner. IXO 1/43 |
1967 Austin Mini Cooper S: Driven by Rauno Aaltonen and Henry Liddon, this car finished first in the '68 Monte Carlo rally. Powered by a 1275 cc four-cyl. of 76 bhp, these light cars were able to out perform larger engined rivals. Their durability, handling and speed made the Mini "S" on of the most successful rally cars of all time. From the introduction of the "S" in 1963, they became the star of BMC's competition department, muscling out the bigger Austin Healey 3000. Model by CORGI 1/43 |
1967 Austin Mini Cooper S: The Mini Cooper S earned acclaim with Monte Carlo Rally victories in 1964, 1965 and 1967. Minis were initially placed first, second and third in the 1966 rally as well, but were disqualified after a controversial decision by the French judges and the win awarded to Citroen. The disqualification related to the headlamps which the Citroen also had as well. BMC probably received more publicity from the disqualification than they would have gained from a victory Model by DEL PRADO 1/43 |
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| 1967 Cooper-Maseratti T81: The T81 was powered by Maserati Tipo 9 V12 engines of 3.0-litres. These were supplied by the Chipstead Group, Maserati's UK distributors, who had taken control of Cooper the previous April. Jo Siffert drove for Rob Walker, a long-time private customer and entrant of Cooper F1 cars. The best they could manage was two fourth place finishes and the factory cars only one win at S. Africa. The cars were just too heavy and slow in face of cars like the Lotus 49. Model by CORGI 1/43 |
1968 Matra MS10: Ken Tyrrell entered cars under the Equipe Matra International banner for Jackie Stewart, as he had done in 1966 & 67 using a Matra chassis. For the 1968 F1 season, the Matra factory entered a V12 Matra-engined MS11 while Tyrrell ran Stewart in a Ford-engined MS10 with greater success. Stewart won the German GP in this car and he would rise to the top in 1969, becoming World Champion. By 1970 Tyrell was no longer able to use a Matra chassis and the next chapter begins. Model by SOLIDO 1/43 |
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| 1967 Brabham Repco BT24: Denny Hulme and Jack Brabham contested the 1967 World Championship down to the last race, with Hulme taking the Championship by three points and Brabham's second consecutive Constructor's Championship. This is the car in which he won the German GP. The greater reliability of the Brabham with its Repco V8 proved to be the difference in winning the 1967 Championships, when compared with the faster but breakdown prone Lotus 49. Model by RBA 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 |
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| 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 |
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| 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 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 |
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| 1968 Fiat Abarth 2000 Sport Spyder: A two-litre Group 5 sports racer, Abarth’s Grp 5 car was built around a spaceframe with stressed sills. The four-cylinder mid-mounted engine used an Abarth alloy twin-cam cylinder head, two Weber carburetors, with an output of 250 bhp. It was more powerful than the Cosworth powered rivals such as Lola and Chevron. Model by METRO 1/43 |
1968 Ford Escort MkI: While the GT40's were making headlines at Le Mans, another Ford was bringing success to the blue oval. Roger Clark and Jim Porter won the first of three consecutive Circuit of Ireland rallies in 1968. They proved the new Escort with its Lotus made 8-valve twin camshaft head and bigger bore engine of 1.6L was a rally force. The late Clark was a great driver on both rally and race circuits and had great success in Escorts. Model by VANGUARDS 1/43 |
1968 Chevrolet/Penske Camaro Z-28: Roger Penske built this Camaro for the 1968 SCCA Trans Am series and with driver Mark Donohue, dominated the series! Team Penske won 10 of 13 races to take the Championship, a feat they repeated the next year. The 302 cu.in. V8 produces 440 hp. The Camaro continues racing today in Historic Trans Am races. Model by SPARK 1/43 |
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| 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 Lola T160: Carl Haas, the Lola importer to North America, was the entrant of this Lola driven by veteran driver Chuck Parsons in the 1968 Can-Am. The T160 was the successor to the Lola T70 MkIII. It was not the best season for Parsons as the T160 with its 7.0L Chevy V8 was unreliable, an 11th place finsh at Riverside being his best. He would win Daytona in 1969 with Mark Donohue in a Lola T70 Coupe. Model by SPARK 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 |
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| 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 M8 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 |
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| 1968 Toyota 2000 GT: The 2000 GT was built between 1967 and 1970 in limited numbers and it showed that the Japanese could produce a sports car to rival those of Europe.. To promote the brand in America, Toyota shipped three cars to Shelby American to develop and campaign in SCCA C Production in 1968. The engine was a 2.0L straight-6, with DOHC producing 150 hp. Model by MMP 1/43 |
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 |
1969 Toyota 7: Developed in conjunction with Yamaha, the car was designed for use in the Japanese Grand Prix under the FIA's Group 7 rules, Yamaha constructed the chassis while the new 5.0 litre V8 engine capable of 600 hp, was built by Toyota. This, Toyota's first purpose built race car, had moderate success racing in Japan. Plans to race in the Can-Am series did not materialize. Model by EBBRO 1/43 |
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| 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 |
1969 Matra MS80: The Matra MS80 powered by the Ford Cosworth DFV (3.0L, estimated at around 420 bhp) that took Jackie Stewart to the Formula One World Championship title in 1969. Stewart drove this car to victory at the Dutch GP. Only two MS80's were assembled in 1969, a third monocoque was built but remained un-assembled. Francois Cevert would join Tyrrell full-time in 1970 and soon prove to be Stewart's equal. Model by IXO 1/43 |
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