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 (French GP, 1907 - WINNER): 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 (Brooklands): 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.
1926 Bugatti Type 36 (Brooklands): As the London distributor for Bugatti, Campbell would favor cars of that marque and was successful in grand prix racing in the late 1920's. 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.
1926 Bugatti Type 36 (Brooklands): 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. 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

1934 Bugatti T59 (Monaco GP, 1934): 1934 saw the introduction of the Bugatti T59 grand prix car, whose introduction coincided with a change in regulations for Grand Prix racing. In addition to weight restrictions, in 1934, all Grand Prix races were to be a minimum of 500 Km in length. The Grand Prix at Monaco was granted an exception and its 100-lap race of 318 Km on Monaco streets was considered the equivalent on time to 500 Km length races. In addition to Bugatti, Alfa Romeo with its Tipo B/P3 and Maserati with its 8C were the top contenders and in fact qualified Alfa Romeo, Maserati and Bugatti, Alfa Romeo, Bugatti for the first five positions in qualifying for the 1934 Monaco GP. The first race of the 1934 GP season, the new Mercedes and Auto Union GP cars did not arrive. The race day which started out wet, dried to perfect race conditions on a beautiful warm Mediterranean afternoon.
1934 Bugatti T59 (Monaco GP, 1934): Rene Dreyfus qualified his 3.3L straight-eight Bugatti T59 third on the grid and ahead of his teammate Tazio Nuvolari. The T59 used a modified T54 chassis with the engine sitting lower in the chassis to improve the cars center of gravity. The T59 was shod with unique and beautiful new disc wheels laced on the outside with piano wire. At the race start, Dreyfus was a close second to Louis Chiron in one of the five Scuderia Ferrari Alfa Romeos. Their close race lasted 40 laps when Dreyfus had to pit to remedy a slipping clutch, re-entering the race in third behind Guy Moll in an Alfa Romeo. At half distance he was passed by the Maserati of Whitney Straight going uphill towards the Monte Carlo Casino. The order was Chiron, Moll, Straight, Dreyfus and Nuvolari in the top five.
1934 Bugatti T59 (Monaco GP, 1934): The race continued in this order until the closing laps when brakes and tires both began to fade. Holding a comfortable lead, Chiron slid his Alfa Romeo into the sandbags at the Station hairpin and could not get going again before his teammate Moll had passed him. Not long after, Straight in the Maserati slid off course and was able to resume the race, but well down the order. This elevated Dreyfus into third spot where he remained the rest of the race, giving Bugatti not a win, but a very good result for the first race of the new T59. Guy Moll won the race and would be the youngest Monaco GP winner until Lewis Hamilton won the F1 race there in 2008. The finishing order was Moll and Chiron in Alfas, Dreyfus in the Bugatti and Marcel Lehoux in another Alfa, passing Nuvolari in the other Bugatti Teams T59 for fourth. While Dreyfus would win the Belgian GP in the T59 at Spa in the rain, but with the might of the Mercedes and Auto Unions in GP racing in 1934, Bugatti looked to sportscar racing instead.
1934 Monaco Grand Prix: In this Michael Turner print, Rene Dreyfus has passed the Maserati 8CM of Phillippe Etancelin (#14)for second place behind Louis Chiron in the Alfa Romeo P3. Chiron's teammate Guy Moll is pressing Etancelin in his Scuderia Ferrari Alfa Romeo (#20). Moll would go on to win the race, the first for the Bugatti T59.

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

Mighty Midgets:

Kurtis Kraft-Offenhauser (Bill Vukovich, Sr., 1950): After the second world war, returning GIs were anxious to return to as much as a normal life as they could muster. For many, that meant picking up the pieces of their car dreams and for many that was climbing back behind the wheel of a small open wheel race car. Midget racing began in the 1930's, but it wasn't till after the war that interest as well as the building of new small dirt tracks took off. That interest was spurred by the union of the small overhead cam four-cylinder engine created by Frank Offenhauser and Henry Miller was put in the chassis of the small racer built by Frank Kurtis. By 1950, Kurtis-Kraft midgets with Offy engines were the unbeatable (usually) package for these little versions of the bigger cars running at the Indy 500.
Model by GMP 1/43
Kurtis Kraft-Offenhauser (Bill Vukovich, Sr., 1950): Bill Vukovick, Sr. who went on to win the Indy 500 in 1953 & 1954, was driving a Kurtis-Offy midget racer for Fred Gerhardt on the West Coast in 1950. Vukovich driving for the Edelbrock racing team had won the United Midget Assoc. (UMA) Championship in 1945 & 46. Driving the Gearhart Special seen here, he would go on to win the 1950 AAA National Midget Championship. Racing mostly in S. California, Vukovich became one of the most successful USAC Indy Car racers of all time and is often named as one of the greatest American drivers of all time. Unfortunately, while leading the Indy 500 in 1955 on his way to a third consecutive win he died behind the wheel of his Kurtis-Offy roadster trying to avoid a crash ahead of him.
Model by GMP 1/43
Kurtis Kraft-Offenhauser (Walt Faulkner, 1950): Walt Faulkner was known as the "Little Dynamo" due to his energy and small stature. He won the California based UMA Midget Championship in 1941 and picked up after WWII where he left off, having great success in midget racing in cars like this Kurtis-Offy he drove for Leonard Faas in 1950. However, that year his time was split between midget racing and AAA Champ and USAC stock cars. Faulkner set the pole at the Indy 500 as a rookie in 1950 and again in 1951. He finished second in the AAA Championship points in 1950 and 3rd in 1951. He raced at Indy until 1955, where he scored his best finish of 5th. Sadly, he was killed at the wheel of his USAC stock car in 1956.
Model by GMP 1/43
Kurtis Kraft-Offenhauser (Walt Faulkner, 1950): Frank Kurtis made over 550 ready to run midgets and another 600 kits. All his built cars were powered by the 110 Cu. In. (1.86L) DOHC four-cylinder engine, which turned out 175 HP. Light, durable cars with great handling and throttle response made them virtually unbeatable. The National Midget Auto Racing Hall of Fame describes the combination as "virtually unbeatable for over twenty years" (1950-70). Kurtis sold thr midget business in the mid-50's to concentrate on Indy car racing and sports car building. Kurtis cars won the Indy 500 for eleven consecutive year from 1950-1960, making Frank Kurtis and Kurtis-Kraft great legends of American racing.
Model by GMP 1/43

Kurtis Kraft-Ford V8-60 (Roger Ward, 1950): Roger Ward was a great American racer that came onto the racing scene after his service as a P-38 Lightning pilot in WWII finished. Beginning on a small dirt track in Wichita Falls, TX in 1946, by 1949 Ward was winning most of the midget races he entered. In 1950, he joined Vic Edelbrocks team and raced a Kurtis-Kraft powered by a Ford 60 "Shaker" V8. At win at Gilmore Stadium in this car broke Offys record of wins. Ward would go on to run AAA/USAC Champ and Stock cars. He won the stock car championship in 1951 and The Champ car championship in 1959 & 1962. Those years were also the years he won the Indy 500. Ward is credited with the creation of the tri-oval, which he patterned after three of his favorite corners at Indy, Trenton and Milwaukie. He retired in 1966 when he no longer felt he could be competitive. At that time, he had scored 26 major wins in 150 starts.
Model by GMP 1/43
Kurtis Kraft-Ford V8-60 (Roger Ward, 1950): Midget racing was big in S. California and no place was as big a venue as Gilmore Stadium in Los Angeles from when it opened in 1933 until it closed to racing in 1950. During that time it held some of the largest, most prestigious races in the country; featuring some of the largest purses and the countrys best drivers. It was on this stage that Roger Ward shocked the midget car world by winning in August 1950, a feature race at Gilmore driving a Ford powered car. It was not the only time Ward shocked the racing world. In 1959, he won a Formula Libre race at Lime Rock Park driving a midget against much more powerful machinery, proving the versatility of the midgets. He also entered the 1959 US Grand Prix in a midget. While he didn't have the pace, he did have the pluck and ultimately retired from the race.
Model by GMP 1/43
Midget Racing USA - 1950's: I know that clay (dirt) track racing is popular in Australia and New Zealand and perhaps other parts of the world as well, but its roots are here in small town America. We hear the cars on the track near us running most late spring and summer weekend nights. Even though we live miles away from the track, on still summer nights you could swear they were running just on the other side of our back garden. Whenever I start to get annoyed by the din, I try to remember that for decades that has been the sound here of dreams and ambitions to run bigger cars, on bigger tracks and in front of bigger fans far away from the confines of this small town. However, there are no fans more appreciative of their efforts then the ones currently dodging dirt clods as they power their way around our small track, putting on a show that never gets old. This is an homage to our local speedway.
Models by GMP, Diorama by OLD IRISH RACING 1/43

Post WWII - 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 (British GP, 1951 - WINNER): 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 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.

1953 Connaught Type A (German GP, 1953): 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
1954 Connaught Type B (Aintree, 1956): When Connaught set out to replace their Type A F1/F2 car, the new car was to be rear-engined, with a Coventy Climax 2.5L V8 for the new 2.5L regulations in F1 in 1954. That engine wasn't developed, so instead a conventional front engine car was designed with a 2.5L Alta twin-cam four-cyl. engine. The first cars were built with this streamlined aero styling, but much like Mercedes a year later, the drivers complained that they could not see the apex of corners, so more conventional bodywork was fitted for most races.
1954 Connaught Type B (Aintree, 1956: Despite having very talented drivers with the names of Brooks, Salvadori, Lewis-Evans, Scott-Brown, Moss, Brabham and others from 1954-56, the Type B was just never powerful enough. Tony Brooks did score the first grand prix win by a British driver in a British car at Syracuse in an open wheel car, but in most races they were down the order if they did finish. In 1956, Connaught entered this car for Desmond Titterington in the non-championship 200 mile BARC race. Running against the best British competition, he qualified 3rd and was pressuring Stirling Moss, the eventual race winner before his brakes failed on lap 53 of the 67-lap race.

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. 1954 was the beginning of the 2.5L engine capacity limit in F1. The 625 used a bored out 2.0L 500 F2 engine to 2.5L, for the new engine formula. Horse power was increased from 185 to 250, but the car 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.
Ferrari-Lancia D50 (British GP, 1956 - WINNER)Model by HOT WHEELS 1/43

BRM P25 (British GP, 1956: The P25 was the foundation upon which BRM built their F1 success in the late 1950s and early 1960s. Purchased by Alfred Owen in 1953 as BRM was floundering financially, Owen injected capital into the firm and introduced the new P25 under Owen Racing Organization sponsorship in late 1954. The P25 featured a robust 2.5L twin-cam four-cylinder engine which produced 275 HP, more than its rivals. It made its World Championship debut at the British GP at Silverstone in 1956, where three cars were entered, including this one driven by future World Champion Mike Hawthorn.
Model by SPARK 1/43
BRM P25 (British GP, 1956: Qualifying 3rd, Hawthorn was first away, closely followed by teammate Tony Brooks who started from the third row. Such was the power of the BRM that they pulled away from the rest of the field which included Stirling Moss, Peter Collins, Juan Manuel Fangio and Roy Salvadori. By Lap 11, these faster drivers had closed the early gap between the two BRM's and Brooks had dropped to 4th. On lap 20 of the 101 lap race, Hawthorn began to slow. He retired on Lap 23 with a leaking transmission joint over fear the gearbox would seize. The P25 was fast but unreliable in its early days, not finish a F1 race until 1958.
Model by SPARK 1/43
BRM P25 (British GP, 1956: The BRM P25 was an early F1 adopter of disc brakes, with discs on the front and a single rear disc on the gearbox. While its horsepower was an advantage, the P25 suffered from early reliability and handling issues, its rear disc often failing. The P25 would be campaigned from 1954-1960 in F1 as its early demons were exorcised. Tony Brooks joined the BRM team in 1956 and together with Mike Hawthorn and Ron Flockhart made a trio of cars for the P25s debut at the Silverstone for the British GP. While not the fastest driver on the grid, Brooks was perhaps the smoothest and during qualifying put his car on the third row in 9th. The cars superior horsepower proved its mettle at the race start.
Model by SPARK 1/43
BRM P25 (British GP, 1956: At the start of the three-hour race, Brooks was quick away, trailing team leader Hawthorn in the early stages of the race. After a dozen laps he had dropped back to 4th, but stayed there following Moss, Fangio and Salvadori, with Collins constantly at his heels after Hawthorn had retired. It was looking like a good run for Brooks until Lap 40 when he had to stop to have his throttle control fixed. Repaired and on his way again, he almost made it to the race halfway point when his rear end seized, sending the car into an end-over-end pirouette down the track. Thrown clear, Brooks only received minor facial injuries, but the car burned. Moss and Fangio dueled for the race lead until Moss retired and Fangio took the win in his Ferrari. His only British GP victory.
Model by SPARK 1/43

BRM P25 (British GP, 1959): Stirling Moss usual F1 ride in 1959 was Rob Walkers Cooper T51, but due to mechanical difficulties, Moss drove a P25 for BRM at the 1959 French GP. BRM had agreed to loan a car to British Racing Partnership (BRP) fr Stirling to drive. Pushing hard very hard to claim a new lap record on a very hot day, Moss spun on melting track surface tar and stalled his car while running third. His clutch gone, he tried push starting the car in gear but collapsed in the 110-degree heat. His next start in the BRM came at the British GP in the BRP livery seen here.
Model by Spark 1/43
BRM P25 (British GP, 1959): Moss made a good start at the British GP and was third on the first lap behind Jack Brabham and Bruce McLaren in Coopers when his clutch began to slip. Dropping back to 6th, the clutch seemed to cure itself and Moss worked his way back to 2nd but 10 seconds behind Brabham. On Lap 50 Moss was signaled in to change tires, but a slow pit stop cost him half a minute. Another stop to add fuel added to the deficit, but Moss caught McLaren for second and the two continued to have a battle to the finish. Both set lap records in the process (McLaren became the youngest F1 driver to set a lap record, a record that stood 44 years until broken by Fernando Alonso). Moss prevailed and finished second with McLaren just 1/5 second behind in third.
Model by Spark 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.

1956 Vanwall VW2 (French GP, 1956): Mike Hawthorn was released from BRM to drive for Vanwall at the French GP in 1956. Held at Reims, the French GP was the 5th of 8 F1 races for the season. The fight was on between Vanwall and Lancia-Ferrari, with Fangio and Collins. In practice, Colin Chapman slid into Hawthorn, his Vanwall teammate. This required the mechanics to feverishly reconstruct one car for Hawthorn to race with Harry Schell in the other Vanwall. Due to the accident, Hawthorn qualified 6th, with Schell 4th, Ferraris 1-2-3.
Model by SPARK 1/43
1956 Vanwall VW2 (French GP, 1956): The battle with Ferrari lasted five laps when Schells VW2 retired with engine failure. Five laps later, Hawthorn either ill or tired with a sports car race for Jaguar yet to go, handed the car over to Schell, who fought his way back into second. A lengthy pit stop due to a faulty injection pump and burning valves saw the car back in the race, but at a more subdued pace. Schell managed to bring the car home 5 laps behind the winner Peter Collins for Ferrari. However, the race showed the potential for the new Vanwall.
Model by SPARK 1/43
Vanwall VW2, 1956 - Vanwall VW5, 1957

1957 Vanwall VW5 (57) (Pescara GP. 1957 - WINNER): Tony Vandervell who owned the Thinwall Bearings company, was an early supporter of BRM. However, he grew impatient with BRM and set out to build his own Grand Prix car. His Vanwall team developed a 2.5L four-cylinder fuel-injected engine using Norton motorcycle head technology with Rolls Royce industrial engine technology for the bottom-end capable of 290 BHP. Colin Chapman and Frank Costin were engaged to design the cars suspension and body. The car impressed Stirling Moss who drove the car part time in 1956 when his contract with Maserati allowed. For 1957, Moss was employed full-time, and the car further refined into the VW5.
Model by SPARK 1/43
1957 Vanwall VW5 (57) (Pescara GP. 1957 - WINNER): Moss crashed the car at Monaco when his front brakes failed, which cost him two races due to his injuries, which cost him the Championship. Back for the British GP, Moss was the first British driver in a British car to win his home GP. With the Pescara GP next, Moss was pleased that the Vanwalls aerodynamics worked well on the long straights of the 15.9 mile Italian Circuit. After a passing Musso in a Ferrari on the second lap, he led comfortably the entire race, beating Fangio in his Maserati by three minutes. He won the final GP at Monza in the Vanwall, finishing second in the Drivers Championship behind Fangio in 1957. He would be back with Vanwell in 1958 and anothe close Championship race.
Model by SPARK 1/43

1958 Vanwall VW5 (Dutch GP, 1958 - WINNER): 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 Vanwall VW5 (57) (Italian GP, 1958): 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 driven by Stirling Moss, Tony Brooks and Stuart Lewis-Evans. Vanwall won the Constructors Championship and Moss was runner up in the Drivers Championship to Mike Hawthorn by a single point.
Model by ATLAS 1/43 modified by Lyndon Crowe
1957 Vanwall VW5 (57) (Monaco GP, 1957): 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 Here, Mike Hawthorn looks at his close rival Stirling Moss Vanwall he drove at Monaco in 1957. A crash injured Moss and cost him two races.
Model by BRUMM 1/43
1958 Vanwall VW5 (German GP, 1958 - WINNER): 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.

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 (INDY 500 WINNER, 1958): 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 Maserati 420M (Monza 500, 1958): Driven by Stirling Moss and sponsored by the Eldorado ice cream company, the car was purpose built for the Monza 500 and the track's steep banking. It has a 4.2L V8, which produces 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 STRIPPED PINE 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

Cooper-Climax T51 WORLD CHAMPION & CONSTRUCTORS CHAMPION - 1959: 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!
Cooper-Climax T51 (Italian GP, 1959 - WINNER): Had he been able to finish more than three races, Stirling Moss would have won the World Drivers Championship for the 1959 season, 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 was fast though, setting four poles, setting fastest lap in almost every race and winning two races, including a win at the Italian GP at Monza in this car.
Model by QUARTZO 1/43
Aston Martin DBR4 (British GP, 1959): 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.


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