Grand Prix, Indy and Formula 1 Cars 1900- 1959

Ernest Hemmingway is quoted as saying, "Auto racing, bull fighting, and mountain climbing are the only real sports ... all others are games." (I would also include rugby!) Open wheel racing is the type of racing I think he had in mind. Single seat race cars have always represented the pinnacle of motorsport and the men that posses the skill and daring to drive them fast are rare. In this part of the collection are the Grand Prix, Indy and Formula 1 cars that have helped shape racing history. Also see INDY & F1 Cars: 1960 - 1969; 1970 - 1979, 1980 - Present; and F1 WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950-85


1907 Fiat F2: With pistons the size of coffee cans, the F2 and its mammoth 16,286 cc four-cyl. engine (that's over 4 liters a cyl.!) was the pinnacle of racing a hundred years ago. Developing over 130 hp, this car had a maximum speed of 99 mph! Felice Nazarro won the French GP in this car.
Model by DUGU 1/43
1909 Grand Prix Benz: Big and brawny, the GP Benz fit the mould of racing cars in its day. Massive engine, chain drive and two stout hearted men to drive and mechanic the car as it sped around early 20th Century roads that doubled as race tracks. The engine was 12,453 cc and developed 120 hp, propelling this car to a top speed of over 100 mph.
Model by BRUMM 1/43
1911 A.L.F.A. Corsa: With a top speed of 70 mph, this car was designed for one purpose, to race at the Targa Florio. 92 miles of hair-raising Sicilian mountain roads, much of it over mud and gravel. Nino Franchini was leading at the end of the 1st and 2nd laps, but was forced to drop out when mud left him no longer able to see the road.
Model by BRUMM 1/43
1926 Bugatti Type 35: The Type 35 Bugatti with its horseshoe shaped radiator, is one of the most iconic racecars of all time. Built from 1924-29, the Type 35 (which has several variants) won over 1,000 races in its time. It was powered by a 2.0L OHC straight-eight engine, which in base form produced 90hp, while the supercharged 35B with 2.3L engine, produced 138 hp.
Model by MATCHBOX 1/48

1926 Bugatti Type 36: In 1926, Capt. Malcolm Campbell (he would become Sir Malcolm in 1931) was one of the fastest men alive. Having set the world land speed record in 1924 & 25, he would set it again in 1927 and six more times leading up to WWII. He would also set the water speed record four times, so his penchant for speed was well established. It is not often known that he was also a successful race car driver. As the London distributor for Bugatti, he would favor cars of that marque and was successful in grand prix racing in the late 1920's. The Bugatti Type 36 was a prototype first raced in 1925 with a 1.1L engine, in 1926, it was given a 1.5L supercharged straight-eight engine of 128hp. At first it featured a rear axle bolted directly to the frame. Proving unmanageable, it was subsequently given rear springs and long radius rods for stability and handling. The T36 gave birth to the immortal Type 35C and Type 39. Campbell was a regular fixture at Brooklands in club and BARC racing events. Campbell placed second at the first British GP in 1926 driving a Bugatti. This car represents the early racing and testing of this Bugatti racing prototype.

1927 Bugatti 35B: Louis Chiron was one of the best drivers of his day. He had a Grand Prix career which spanned 29 years and is the oldest driver to race in F1 as a 55 year old at Monaco in 1955. He was Bugatti's lead driver and faced stiff competition from drivers such as Nuvolari, Campari and Varzi in other Bugatti's as well as Maserati and Alfa Romeo's. The Type 35B was introduced in 1927, being a 2.3L supercharged version of the overhead cam straight-eight Bugatti engine. In 1928, Chiron dominated the races that he entered. Even though disputes in race regulations led to most large Grand Prix being run by sports cars, Chiron was the winner in this car at Royal Rome GP, much to the chagrin of the Italians.
Model by ALTAYA (modified) 1/43
1932 P3: The Alfa Romeo P3, or Tipo B was designed by Vittorio Jano,based on the Alfa Romeo 8C. Designed to last longer race distances than its predessor the P2, the P3 was the first single seat grand prix car. The P3 was powered by a 2.7L straight-eight cylinder, super-charged engine. Tazio Nuvolari drove the P3 to victory in its first race, the Italian GP at Monza in 1932 and won the championship for Alfa that year.
Model by RIO 1/43
1933 Bugatti Type 59: The Bugatti Type 59 was a continuation and the final iteration of Ettore Bugatti's Grand Prix racing cars and only a few were ever created. Between 1933 and 1936, only six or seven examples were built. Powered by a Roots supercharged 3.3L eight cylinder DOHC engine, the Type 59 produced 250 bhp in a very light car (1650 lbs). Despite great potential, the cars won few races, just being too unreliable to finish. The most notable victory was at the Belgian GP with René Dreyfus driving.
Model by BRUMM 1/43
1936 Alfa Romeo Tipo C (12C-36) : The 12C-36 made its debut at the Tripoli Grand Prix, fitted with the new V12 instead of the 3.8 litre straight-eight of the 8C-35. The supercharged 4.1L V12 engine produced 370 bhp. Designed to compete with the might of the German Silver Arrows of Mercedes and Auto Union, the Alfa was competitive, but scored victory in only two major Grand Prix races in 1936, the Vanderbuilt Cup and at Barcelona. This is the car that Tazio Nulovari drove to victory at the Vanderbuilt Cup races.
Model by FDS 1/43

1937 Mercedes Benz W125: The W125 was designed by Rudolf Uhlenhaut to race during the 1937 Grand Prix season and this W125 was used by Rudolf Caracciola to win the 1937 European Championship. It is seen here in its 1937 Monoco GP configuration. The 5.6L supercharged 8-cylinder engine of the W125 had an output of 595 hp. It was considered the most powerful race car ever made until the Can Am cars of the 1960's came along. The engine capacity of supercharged Grand Prix cars was limited to 3.0L and the W125 was replaced by the Mercedes-Benz W154.
Model by BRUMM 1/43
1938 Mercedes Benz W154: The W154 competed in the 1938 and 1939 Grand Prix seasons and was used by Rudolf Caracciola to win the 1938 European Championship. The W154 used a smaller 3.0L two-stage supercharged V12 engine for the new formula regulation. For the 1939 season, the cars used the same chassis, but a revdeveloped motor (the M163) and different body work. These cars were often called W163. Hermann Lang dominated the 1939 season before war broke out. He won the 1939 Belgian GP on the 9 mile Spa circuit in this car, the same race that cost Richard Seaman his life.
Model by Del Prado 1/43
1939 Mercedes Benz W154/W163: The 'Silver Arrows' from Mercedes Benz, along with Auto Union, dominated grand prix racing in the late 1930's. New body work from an aluminum alloy, along with a new 3.0L V12, two-stage supercharged engine made the W163 different from the W154 before it. The engine ran on a mix of methyl alcohol, nitro-benzine, acetone and sulphuric ether, which required two fuel tanks for its 2 mpg consumption. It put out 483 bhp and had a top speed of 192 mph. This car finished 1st at the German Grand Prix at the Nurburgring, with the great Rudolph Caracciola at the wheel.
Model by BRUMM 1/43

1939 Maserati 8CTF Indianapolis 500 Winner: Wilber Shaw drove this car to victory at Indy in 1939 & 1940. It was nicknamed the Boyle Special for the company that sponsored the car both years. Maserati designed the 8CTF to compete against the mighty Mercedes and Auto Union cars grand prix cars of the thirties. Its engine was two four-cylinder blocks placed end to end with integral cylinder heads, super-charged, giving a total of 3.0L and producing 365 hp. Shaw was the first driver at Indy to win back to back in the same car.
Model by METRO 1/43
1939 Maserati 8CTF Indianapolis 500 Winner: When Wilber Shaw won the Indianapolis 500 in 1940, he became the first three time winner in the race's history. Shaw won in 1937, he was 2nd in 1938, won in 1939 and again in 1940 in the same Maserati 8CTF he used to win the prior year. After WWII, Shaw was instrumental in Tony Hulman's purchase of the Speedway. Appointed President of the company that ran and staged the Indy 500, Wilber Shaw helped develop the race into the event it is today. He was killed in a plane crash in 1954.
Model by REPLICARZ 1/43
1939 Maserati 8CTF Indianapolis 500 Winner: Maserati’s 3.0-liter twin-cam straight-8 had two blocks of four cylinders and two superchargers. Its cylinder head was a Testa Fissa, meaning it was fixed to the blocks. This did away with the head gasket and allowed for higher boost pressures. Horsepower was said to be 350-365. The Maserati's remarkable run at Indy continued after the War with two thirds and a fourth at Indy in the hands of Ted Horn.
Model by REPLICARZ 1/18

Formula One:

1948 Ferrari 125 F1: Raymond Sommers drove this car to 4th place in the 1948 Italian GP in the inaugural season for Ferrari's first F1 car. Powered by a supercharged 1.5L V-12 engine designed by Colombo. Ferrari would score 5 GP Championship wins with the 125 over the 1948-1950 seasons, including Alberto Ascari win at the Italian GP for Ferrari in 1949. While not as fast as the Alfa Romeo or Maserati GP cars of the day, the nimble handling of the 125 made it a very formidable F1 competitor.
Model by FDS* 1/43
1949 Ferrari 125 F1: Tony Vandervell acquired a Tipo 125 F1 for the 1950 season and entered it at the International Trophy for Alberto Ascari to drive for the Vanwall team. This car is Chassis # 125-C-02, indicating it is one of the three 1949 cars but it was re-bodied before the International Trophy. Vandervell (one of the original backers of British Racing Motor) entered a series of modified Ferraris in Formula Libre races under the name "Thinwall Special" in the early 1950's.
Model by EDICOLA 1/43
1949 Ferrari 166 F2: Juan Manuel Fangio drove for Equipo Argentino (Automobile Club of Argentina) in Formula 2 races between his F1 drives for Alfa Romeo. In its distinctive Argentine colors, Fangio raced this car at the GP of Modena, but retired after 17 laps with a blown engine. The 166 was originally designed to accept a 1.5L supercharged V12, but for F2 and the changing F1 engine formula, it used a Colombo designed 2.0L V12, producing 155 bhp.
Model by EDICOLA

1950 Alfa Romeo 158 Alfetta (WORLD CHAMPION): Giuseppe Farina piloted this car to victory at the 1950 GP of Britain on his way to becoming the first Drivers World Champion. The 158 was powered by a super-charged, eight-cylinder-in-line 1.5-litre engine that pumped out around 370bhp. These cars dominated F1 racing after the war. Fangio joined the Alfa team in 1950.
Model by BRUMM 1/43
1951 Alfa Romeo 159M Alfetta (WORLD CHAMPION): Juan Manuel Fangio won the 1951 World Drivers Championship, his first of five. Fangio won Championships driving for Alfa Romeo, Ferrari, Mercedes and Maserati. Considering that when he came to Grand Prix racing at the age of 37 in 1948, one can only speculate how many other championship titles may have been his had war not interrupted racing for so long. This is Fangio's 1951 Spanish GP winning car.
Model by MINICHAMPS 1/43

1951 Ferrari 375 F1 (WORLD CHAMPION): Jose Froilan Gonzales gave Ferrari its first formula one win at the 1951 British GP. The Argentine driver helped establish Ferrari as a contender in F1 and launched its domination in the sport, a position it has held for over 60 years!. A Colombo designed 4.5L V12 powered the 375 and this basic unit was used through the 1953 season. Teammate Alberto Ascari won his first World Championship.
Model by EDICOLA 1/43

1950 BRM Type 15 (Mk I) V16 (Goodwood Trophy Winner - 1950): British Racing Motors (BRM) was founded just after WWII by Raymond Mays with the purpose of creating a dominant car in F1. Over 300 British companies were involved in the effort, with firms such as Rolls Royce providing component manufacturing and technical assistance. The team in a flurry of post-war patriotism, prided itself in exploiting German technology that had been used against Britain in WWII. To this end, the chassis and rear suspension were taken from the pre-war Mercedes W165 and front suspension and steering from Auto Union. The engine was British however, two 750cc V8's put inline to form a 1.5L V16, supercharged with a Rolls Royce developed unit. Initial output was 600 bhp.
Model by SMTS 1/43
1950 BRM Type 15 (Mk I) V16 (Goodwood Trophy Winner - 1950): Engine development and reliability prevented the team from entering the car in its first race, where it failed to start. In its second outing, Reg Parnell drove the car in a non-championship set of races at Goodwood (as shown here), winning both heats. This showed the cars potential for speed and acceleration despite very wet conditions. In 1951, the car was again delayed by development issues. However, Parnell finished 5th in the British GP after having started at the rear of the grid. Later in the season, it would become the first F1 car to use disc brakes. It remained a difficult car to drive and seemed to intimidate most who tried, including Stirling Moss and Mike Hawthorn. One driver who loved the BRM was Juan Manuel Fangio, who had been enlisted to help develop and drive the new car for 1952.
Model by SMTS 1/43
1950 BRM Type 15 (Mk I) V16 (Goodwood Trophy Winner - 1950): The car was substantially rebuilt mid-season 1952, to help overcome cooling and other issues. Fangio's opinion on the BRM was; "It was the most fantastic car I ever drove - an incredible challenge in every way". However, due to an accident early in the season, Fangio would not be able to drive the car again until 1953. Without his mastery and ability to help the car win races, the trust that owned BRM sold the team to Alfred Owens and his Rubbery Owens firm. Fangio claimed a dominant victory over Ferrari in the car at Albi in 1953, which showed what could have been. While the car would race until 1955, it never lived up to its potential. The ear splitting scream of the V16 engine at 12,000 RPM is a sound you will never forget!

1952 Agajanian Special Indianapolis 500 Winner: Troy Ruttman drove to victory in the 1952 Indy 500, taking over the lead from Bill Vukovich with 9 laps to go. The Agajanian Special was built for J.C. Agajanian, constructed by Eddie Kuzma and powered by an "Offy" twin-cam four-cylinder of 4.1L. Ruttman at 22 was and still is the youngest Indy 500 winner.
Model by FRANKLIN MINT 1/16
1952 Ferrari 500 F2 (WORLD CHAMPION): Designed by Lampredi, Alberto Ascari drove this 2.0L, 4-cyl. twin cam engined racer producing 185 hp to 9 consecutive wins from 1952-53 and the World Drivers Championship in 1952. The smaller F2 engined cars were designated after the 1951 season. Alfa gone from F1, the championship was Ferrari's for the taking. The smaller 4-cyl. F2 GP cars ran until the new formula that took effect in 1954.
Model by BRUMM 1/43
1953 Connaught Type A: With F1 being run to F2 rules in 1952 & 1953, the Connaught Type A, which was a F2 car allowed Connaught Engineering (Continental Auto - the shop in Surrey, England where the cars were built) a racing team at the top level. While they may have been competing at the top level, they like most small English specialist car makers were greatly underfinanced. Still, they were involved in formual racing from 1950-1957. The Type A of 1953 was powered by a highly Connaught modified Lea-Francis engine. Team drivers were Prince Bira, Kenneth McAlpine, Stirling Moss (one race) and Roy Salvadori. This was the car Salvadori drove in the 1953 German GP. He retired after 1 lap with engine problems. He failed to finish any of the F1 Championship races in 1953, but did have better luck in the non-Championship F1 races at Goodwood, Silverstone, Dundrod, Snetterton, etc.
Model by SPARK 1/43
1953 Ferrari 500 F2: Ferrari made an all out assault on the 1953 F1 season with four cars entered in the second round of the World Championship in Holland. Taking the pole position and eventual race win Alberto Ascari led from start to finish, with his team mates Giuseppe Farina, Mike Hawthorn and Luigi Villoresi contesting the Maserati's of Fangio, Gonzalez and Bonnetto. Farina qualified this car 3rd on the grid and drove a hard race on a crumbling race surface to hold off Villoresi and later Gonzalez and Bonnetto to take 2nd place at the Dutch GP. The former World Champion would win the German GP in 1953, but it was Ascari's year, winning his second consecutive World Championship. Farina retired from F1 at the end of 1954 at the age of 47, following some bad crashes and the realization he was no longer as fast as he once was.

1954 Lancia D50: The Lancia D50 made its long awaited appearance at the Spanish GP at the end of the F1 season in October 1954. Alberto Ascari put the car on the pole for its maiden race, but unfortunately clutch problems sidelined the car after onlt 10 laps and while Ascari was leading. The Lancia team only lasted two races into the 1955 season, a lack of finances not letting the potential to win be realized.
Model by NOREV 1/43
1954-55 Lancia D50: The beginning of the F1 season looked bright for the Lancia team. Alberto Ascari took his D50 to victory in two non-championship races at the beginning of the season, beating the mighty Mercedes. He retired at the opening round in Argentina due to an accident and then qualified next to Fangio on the front row at Monaco before he took his famous splash..Tragically, he was killed four days later in a testing accident at Monza.
Model by CMC 1/18 1/43
1955 Lancia D50: At the Monaco GP in 1955, Lancia fielded an entry of two cars for Eugenio Castellotti and two-time World Champion Alberto Ascari. Castellotti finished second to the winner Maurice Trintignant. Ascari was less fortunate. While leading the race, he missed the chicane and went through the barriers into the harbor, suffering only a broken nose.
Model by SUBER FACTORY 1/43
1955 Lancia D50: Alberto Ascari was fighting for the lead at the Monoco GP when his Lancia spun, crashed and then plunged into the harbor, one of the most memorable crashes ever. The D50 with its superior grip did not spin and when it did, it was usually with dire results. Tragically, Ascari was killed in another accident a couple weeks later.
Model by RPA 1/43

The 2.5L Cars:

1954 Ferrari 625: Mike Hawthorn piloted this F1 car to 2nd place in the 1954 GP of Italy. The 625 was basically a bored out 500 F2 to 2.5L, for the new F1 engine formula. HP was increased from 185 to 250, but suffered from continued reliability problems. Ferrari would take over the Lancia team in 1955 and see its F1 fortunes rise.
Model by BRUMM 1/43
1954 Ferrari 553 Squalo: Mike Hawthorne drove to victory at the 1954 Spanish GP, beating Fangio in a Mercedes. It was the final GP for the 553 and was to be the last for Hawthorne, moving to Vanwall for 1955. The 553 Squalo, powered by a 2.5L 4-cyl.which produced 108 bhp. It had great potential, but was plagued by development problems. Hathorne's great win at Pedralbes showed what could have been.
Model by IXO 1/43
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

1955 Mercedes Benz W196 STR (WORLD CHAMPION): Fangio drove this car to victory in the 1955 Italian GP at Monza. It was the final race for MB and a 1-2 finish sent them out in style. Fangio won his second of four consecutive World Drivers Championships.
Model by SPARK 1/43
1955 Ferrari 555 Super Squalo: Mike Hawthorn finished 7th at the 1955 Dutch GP in this car after having placed himself in the second row. This was Hawthorn's first race for Ferrari after quiting Vanwall mid-season. The 555 had a revised chassis, but used the same 2.5L engine of the 553. Both Mercedes and Lancia had more powerful eight cyl. engines and Ferrari bought the Lancia team, achieving instant success!
Model by BRUMM 1/43
1955 Maserati 250F STR: For the fast, high banks of Monza, Maserati developed streamlined body work for the 250F. Driven by Jean Behra at the Italian GP to a 4th place finish, this body was only used once. For 1955, the 2.5L straight-six powered 250F was given a 5-speed gearbox and disc brakes. Behra was joined by Luigi Musso at Maserati for the '55 season, but the greatest success for the 250F was yet to come.
Model by LEO 1/43

1955 Mercedes Benz W196: On the tighter circuits such as Monoco, the W196 was an open wheel car. For Monoco, which held its first GP in five years in 1955, Mercedes fielded two short wheel base cars for Fangio and Moss and a regular wheel base car for Hermann. Fangio sat on pole, but retired at mid-distance with transmission troubles.
Model by SPARK 1/43

1955-56 Ferrari-Lancia D50: Fangio took 2nd at the 1956 Italian GP at Monza with this D50. Peter Collins handed this car over to team leader Juan Manuel Fangio when his D50 developed steering problems. This result gave Fangio the championship, Collins finished 3rd. If he had continued on in his car, he would have been champion instead. This act of sportsmanship endeared Collins to Fangio, as well as legions of fans.
Model by BRUMM 1/43.

1956 Bugatti Type 251 (French GP - 1956): Ettore Bugatti was forced to completely rebuild his company after WWII, his factory destroyed and the French government seizing all his property. Unfortunately, before his plans were realized, Ettore died in 1947; his young 25 year-old son Roland left to carry on. Despite the odds the company did slowly start to begin production of passenger cars again. Feeling as in the past, a successful race car would bring in more sales, Bugatti hired Gioacchino Colombo away from Ferrari to design a new F1 car. Unfortunately for Colombo, a serious lack of funds meant he was forced to design a car around aging technology.
1956 Bugatti Type 251 (French GP - 1956): Colombo designed a 2.5L straight-eight engine from existing Bugatti stock. The engine was placed in the cars tube frame transversely behind the driver, like a pre-war Auto Union. This caused the car to be wider than contemporary F1 cars and to compensate, it was given a shorter wheelbase. The 251 used a Porsche 5-speed gearbox which drove the differential gears by a series of cogs. The car used live axles on both ends, where independent suspension was the norm for racecars of the day. To compensate the lift of wheels, an overelaborate suspension system was created, which in the end did not do much to improve the cars handling. Twin fuel tanks on each side of the car added to its bloated appearance.
1956 Bugatti Type 251 (French GP - 1956): Maurice Trintignant was hired from Ferrari to drive for Bugatti in 1956. Due to a lack of funds and cancellation of several GP due to the Le Mans disaster the year before, Bugatti had limited ability to test the car before the French GP at Reims. Trintignant fought the ill-handling car valiantly to place 18th in qualifying. His race would only last 18 laps as the car retired (probably to his relief) with ignition failure. This unfortunately would be the last race car and last race that was campaigned by the original Bugatti Company. The entire company would cease operation not too long after.
1956 Bugatti Type 251 (French GP - 1956): Maurice Trintignant started racing before WWII in 1938. He resumed racing after the war and by 1950, he had earned a factory drive in F1 with Gordini. Trintignant was to go on and race every season in F1 until the end of the 1964. Along the way, besides Bugatti and Gordini he drove for Ferrari, BRM, Vanwall, Aston Martin and privateers like Rob Walker and Scuderia Centro Sud. He was a good driver too, winning the Monaco GP twice, taking several podium finishes and finished fourth in the Driver's Championship in 1954 & 1955. He also had success in sports cars, winning Le Mans in 1954. After his retirement, he started a winery in his native France, passing away at age 87 in 2005.

1957 Vanwall VW5 (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 modified by Lyndon Crowe
1957 Vanwall VW5 (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
1958 Vanwall VW5: Tony Brooks won three races for Vanwall in 1958, the Belgian GP, the Italian GP and as seen here the car that he drove to victory at the German GP at the Nurburgring. He finished third in the World Drivers Championship just behind his teammate Stirling Moss. Like Brooks, also won three races in the 1958 season, with a second place finish giving him the edge to Brooks in points. Together, they helped Vanwall win the World Constructors Championship that year. Like Moss, Brooks is also considered one of the best to have never won the World Championship.
1958 Vanwall VW5: Stirling Moss won the Dutch Grand Prix in this Vanwall in 1958. He started second on the grid, next to teammate Stuart Lewis-Evans who had taken fastest lap in practice and ahead of his other Teammate Tony Brooks in 3rd. From the start Moss over took Lewis-Evans and led the race to the finish despite stiff competition from his own teammates, Ferrari (Collins and Hawthorne) and BRM (Schell and Behra). Brooks and Lewis-Evans both retired, with Lewis-Evans retirement coming while he was in 2nd place. The BRM's were not fast enough and Moss won the race handily by a 48 second margin ahead of Schell. Vanwall won the Formula 1 Constructors' World Championship in 1958.
Model by SPARK 1/43

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 (WORLD CHAMPION): 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 (WORLD CHAMPION): Winner 1957 German Grand Prix - Juan Manuel Fangio
Model by SCHUCO 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

1957 Maserati 250F: Jo Bonnier drove this Scuderia Centro Sud entry to 7th place at the 1957 Argentina GP. Maserati behind the great Fangio finished 1-2-3-4 in that race, the first of the 1957 F1 season.
Model by BRUMM 1/43
1957 Maserati 250F:
Model by CMC 1/18
1957 Ferrari 801: Ferrari modified the chassis and engine of the D50 and gave it the new designation of 801. They were outpaced during the 1957 season however, by Maserati and Vanwall. Three second place finishes was the best the team could do that season. Mike Hawthorne was second at the German GP in this car.
Model by IXO 1/43
1958 Ferrari D246: Raced as a factory supported private entry in 1958, Ecurie Francorchamps campaigned this 246 at the Belgian GP in the 1958 F1 season, with Olivier Gendenbien driving. Gendenbien was best known for his four Le Mans wins, drving Ferrari's and often partnered with American Phil Hill. For the Belgian GP at Spa in 1958, Ferrari added a fourth car for the Belgian based Francorchamps (or Equipe Nationale Belge) team to run, using an older 246. Gendenbien qualified the car in 8th position and finished in 6th position. A week later he would win his first Le Mans.
Model by ALTAYA/IXO 1/43

1957 Belond Exhaust Special: George Salih designed one of the most famous Indy 500 cars, a revolutionary new roadster with a near horizontal Offy engine titlted 72 degrees. This provided a better center of gravity, reduced frontal area and drag from a car just 21" off the ground. The result was a new era of "lay-down" styling of Indy cars, which were faster than similar 4-cyl. Offy engines as the traditional front engine roadsters. Salih with car builder Quin Epperly, built the new car without major backing. With sponsorship by Belond Racing Exhausts, Salih hired veteran Indy driven Sam Hanks to drive the 1957 race. Not only did Hanks win, but the next year, Jimmy Bryan repeated the victory the next year!. This is the car as Bryan's drove it in 1958.
Model by REPLICARZ 1/43

1958 Lotus-Climax 12: The 12 was Lotus' first venture into single seat racing with what was to become Colin Chapman's signature of producing low weight and low drag race cars. The 12 employedspace frame construction with a 5-speed transaxle at the rear and rear suspension employed 'Chapman struts' seen for the first time. It was powered by a 2.2L DOHC Climax four-cylinder engine. It was also the first Lotus to have magnesium alloy, wobbly-web wheels to reduce weight. Despite its engineering advances, the 12 was not a success in F1, with Cliff Allison achieving its best finish (4th place at the Belgian GP at Spa) in this car.
Model by SPARK 1/43
1958 Ferrari D246: Peter Collins joined his great friend Hawthorne in the 1958 team and scored his third GP win with this car at the 1958 British GP. Tragically, he would be killed at the German GP a month later.
Model by BRUMM 1/43
1959 Ferrari D246: For 1959. Ferrari would field three cars for Phill Hill, Tony Brooks and Jean Behra. Brooks has an outstanding season fighting off the Coopers, narrowly losing the World Championship to Jack Brabham. Brooks won both the French and German Grand Prix'swith this car being the Germany GP winner at Avus.
Model by IXO 1/43.
1959 Lotus-Climax 16: The Lotus 16 was the second single seat race car produced by Lotus and was built to both F1 and F2 specs. The F1 car had a 2.5L Coventry Climax 4-cylinder engine. The 16 did not have great succes in F1, but paved the way for the 18. Graham Hill drove this car to 7th place at the 1959 Dutch GP.
Model by SPARK 1/43

1959 Cooper-Climax T51 WORLD CHAMPION & CONSTRUCTORS CHAMPION: The Cooper T51 helped start the revolution towards rear-engines in open wheel cars. The T51 was powered by the 2.5-litre 4-cylinder engine which Cooper and Lotus had commissioned Coventry Climax to build specifically for their rear-engined machines. Jack Brabham won the World Drivers Championship in 1959 and Cooper won the Constructors title, wining three races and finishing on the podium nine times in the 1959 season.
Model by BRUMM 1/43
All Hail Gurney!
1959 Cooper-Climax T51: Had he been able to finish more than three races, Stirling Moss would have won the World Drivers Championship for the 1959 seaso, driving Rob Walker's private entry Cooper-Climax T51. Of the nine races, Moss failed to finish four and was disqualified from one. He finished third in the points for the Championship behind Jack Brabham (Cooper) and Tony Brooks (Ferrari). He undoubtedly was fst though, setting four poles, setting fastest lap in almost every race and winning two races, including the Italian GP at Monza in this car.
Model by QUARTZO 1/43
1959 Aston Martin DBR4: Aston Martin intended to capitalize on its sports car racing success in Formula One, launching the DBR4 in the 1959 season. The team made its debut at the Dutch GP, with cars for both Roy Salvadori and Carrol Shelby as drivers. The DBR4 was built on the DB3S sportscar chassis, and used that car's 2.4L straight-six engine. Unfortunately, the long time it took to develop the car meant that by the time it was ready, it was way behind the other cars on the F1 grid. The Aston team only entered four F1 races in 1959, the best finish for what is perhaps the most beautiful f1 car of the era,was a 6th place finish by Salvadori at the British GP.
Model by SMTS 1/43

Also see INDY & F1 Cars: 1960 - 1969; 1970 - 1979, 1980 - Present; and F1 WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950-85

To continue to another section of the collection, select one of the following:

1960 - 1979
1980 - 1989
1990's - Present



PRE-WAR to 1959
1960 to 1968
1988 - Present



1949 - 1959
1960 - 1969
1970 - 1979
1980 - Current



PORSCHE RACING 1950's & 60's
PORSCHE RACING 1990 - Current


1900 - 1959
1960 - 1969
1970 - 1979
1980 - PRESENT

THE 24 HOURS of LE MANS 1923-2019




GROUP 44, Inc.

USRRC 1963 to 1968
CAN-AM SERIES 1966 - 1974
IMSA SERIES 1971 - 1998
TRANS-AM SERIES 1966 - 2013



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