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| Ken-Paul Special (Indianapolis 500, 1960 - WINNER): Jim Rathmann set fastest lap on his way to victory at the 44th running of the Indy 500 in 1960 in the Watson-Offenhauser powered Ken-Paul Special. The 1960 Indy was an epic battle of a race, which had 29 lead changes, 14 between Rathmann and Rodger Ward in their 2-hour battle for the win. Rathmann commissioned the car from A.J. Watson and the car was prepared for Indianapolis by Chicky Hirashima and the ledgendary Smokey Yunick. Model by HOBBY HORSE 1/43 | 1960 Jim Rathmann and Rodger Ward duel at the Brickyard! |
Bowes Seal Fast Special (Indianapolis 500, 1961 - WINNER): A.J. Foyt claimed his fist Indy 500 victory in this Offy-powered Watson roadster built by Floyd Trevis. Foyt had an epic battle for the lead with Eddie Sachs in the later stages of the race. On what was to be his last pit stop, they could not get the full load of fuel in the car. Running on a lighter fuel load, Foyt was pulling away from Sachs, but needed to make a quick stop for more fuel. Sachs took the lead, but he had to pit with three laps to go to replace a rear tire. Foyt took the lead for his first of four Indy 500 victories, averaging 139.01 mph. It was also the first of a record seven victories for chief mechanic George Bignotti. Model by SMTS 1/43 |
Leader Card Special (Indianapolis 500, 1962 - WINNER): The Leader Card Special was driven by Roger Ward to victory at the Indianapolis 500 in 1962, as well as the USAC Indy Car Chamiponship. The roadster was designed and built by AJ Watson, who had four Indy 500 victories with his cars between 1959-1963. Powered by a 450 hp, 252 cu.in. Meyer-Drake-Offenhasuesr DOHC engine, Ward led 62 laps of the race and won at an average speed of 140.3 mph. Model by HOBBY HORSE 1/43 |
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| 1960 Lotus-Climax 18 (Portugal GP, 1960): John Surtees and Innes Ireland were the Lotus team drivers for the 1960 season with Graham Hill having moved on to BRM. Clark joined the team mid-season as John Surtees departed to race motorcycles on the Isle of Man. Clark proved he was an up and coming champion, keeping his place in the team even after Surtees returned. Clark had his best 1960 F1 finish in this car at the Portugal GP, finishing 3rd. Model by SPARK 1/43 |
1960 Lotus-Climax 18 (USGP Riverside, 1960): The 18 was Lotus' first mid-engine car and Lotus made F1, F2 & FJ versions of the tube frame chassis car. The F1 version had a 2.5L Coventry Climax DOHC four-cylinder engine, capable of producing 239hp. The engine was mated to a five-speed sequential manual gearbox and the Lotus 18's advantage was its low weight to power ratio. It proved to be one of the fastest cars on any grid, gearbox reliability however was its downfall. Lotus sold 18's to private teams as well as running its own F1 team. Jim Hall purchased an 18 for the USGP at Riverside in 1960. Lotus team drivers Moss and Ireland finished the race 1-2, but Hall in his only F1 race of the season finished 7th. He raced the 18 at the USGP again in 1961, but failed to finish. Model by SPARK 1/43 |
1960 Cooper-Climax T53 (1960 WORLD CHAMPION) & CONSTRUCTORS CHAMPION: The car that continued the revolution toward 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 (1960 WORLD CHAMPION) & CONSTRUCTORS CHAMPION: During Cooper's two year reign in F1, Jack Brabham and Bruce McLaren were again the principal factory drivers in the 1960 season. This is Jack Brabham's winning car from the tragic 1960 Belgian GP. Stirling Moss who had great success in 1959 in the Rob Walker Cooper, jumped to a Walker Lotus for the rest the year. A host of other drivers drove private Cooper's in 1960 including Chuck Daigh, Lance Reventhlow, Ron Flockhart, Roy Salvadori, Tony Brooks and Phil Hill. Model by BIANTE/CMA 1/43 |
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| 1960 Scarab F1 (Monaco GP - 1960): Lance Reventlow's V8 powered sports cars, had done well on American tracks, but the 3.0L Offenhauser engine was not powerful enough to take on Europe's best; so, he set his sights on F1. Making its debut at the Monaco GP in 1960, the Scarab F1 car was already outdated for F1. Yet, the desire to score an 'all-American' victory in F1 was strong in Reventlow and so was using technology that still worked well at Indy; despite the fact that his engineers had no F1 experience. The Scarab F1 car was powered by a 2.5L all-aluminum engine designed by Offenhauser. It featured a Mercedes Benz inspired desmodromic vale train, which allowed the engine to be run at higher RPM. Model by RACING MODELS 1/43 |
1960 Scarab F1 (Monaco GP - 1960): Scarab built two cars, one for Reventlow and the other for driver and engineer Chuck Daigh, along with a spare chassis. Monaco's tight, twisty circuit was not ideal to make the cars debut. The cars proved to only produce 220 bhp, compared to the competition. Under powered and overweight, the cars failed to qualify. The rest of the F1 season was little better. While Daigh qualified 15th at the Dutch GP, Reventlow, upset over comments being made about his car withdrew. At Spa, both cars retired due to oil loss. Ritchie Ginther replaced Reventlow at Reims, but engine failure claimed the cars. Daigh persuaded Reventlow to allow him to enter The USGP at Riverside, where he finished a creditable 10th. Model by RACING MODELS 1/43 |
1960 Scarab F1: With the F1 formula being changed to 1.5L cars in 1961, the Scarab with no suitable engine for the new regulations became a footnote in F1 history. The beautiful blue cars with detail work by noted hotrod artist Von Dutch were used sparingly in formula libre races in late 1960 with limited success. Reventlow installed a 3.0L engine in one car, but wrote it off in a big shunt at Silverstone in an Intercontinental race. Humiliated by the 1960 F1 season and failure of his cars to live up to expectations; Reventlow withdrew from racing. As a side note: Some years after when Daigh was rebuilding the remaining car, he discovered that Offenhauser had originally failed to provide the required vale lash clearance. When corrected, the car now produced 265 bhp. What might have been? |
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| 1960 Ferrari 246P (Monaco GP, 1960): Ritchie Ginther drove this car in his F1 debut at the Monoco GP in 1960. He finished in 6th place. 1960 was the last year of the 2.5L engine formula in F1. The 246P was powered by a 2.4L V6 engine which produced 263 bhp. For 1960, Ferrari created their first mid-engine F1 car, but has many teething problems. The shinning moment was Phil Hill's win at the 1960 Italian GP, with Ginther in 2nd place. Model by EDICOLA 1/43 |
1960 Porsche 718/2 F2 (Aintree 1960): Porsche developed the 718/2 from its 718 sportscar as Porsche eyed the 1.5 liter limit in F1 coming in 1961. They built five of the four-cylinder boxer engined 718/2 cars and with Stirling Moss, Jo Bonnier, Graham Hill, John Surtees and Hans Herrmann driving, had great success and won the F2 Constructors Championship. Moss won the BARC Aintree 200 in this car driving for Rob Walker, the only privateer sold a 718/2. For 1961, Porsche developed a eight-cylinder 1.5L engine for F1 and put it in the 718/2 chassis, named the 787. It was marginally faster than the 718/2 and not as successful. Model by TRUESCALE 1/43 |
1960 Lotus-Climax 18 (Monaco GP, 1960 - WINNER): Introduced for the 1960 season, the 18 was Lotus' first mid-engined car. Powered by the2.5L Coventry Climax four cylinder engine from the Lotus 16, with its light weight and excellent weight distribution and handling , it proved to be the fastest Grand Prix car built up until that time. Successful from the beginning, Stirling Moss drove the Rob Walker entered car to the 18's first F1 victory at the Monaco GP in 1960. Moss would win again at the United States GP and provide Lotus second place in the constructors championship. Model by SPARK 1/43 |
1961 Cooper-Maserati T53 (German GP, 1961): Lorenzo Bandini, race mechanic turned race driver, made his F1 debut in Scuderia Centro Sud's Cooper-Maserati in 1961; after having been passed over by Ferrari in favor of Giancarlo Baghetti for a factory seat. Cooper coming off its championship year in 1960, offered customers the same 'lowline' T53 that Jack Brabham had driven to the World Championship. 1961 was also the year that F1 regulations changed, limiting engine size to 1.5L. Cento Sud purchased a T53 chassis from Cooper and being owned by a Maserati dealer, they installed a 1.5L four-cylinder Maserati engine in the Cooper. Down on power and outclassed by the Ferrari 156 and Lotus 18, the Cooper-Maserati retired in two of the four F1 races entered in 1961, its best finish being 8th place at the Italian GP. This is Bandini's car from the German GP in 1961 where he retired with engine failure. Model by SPARK 1/43 |
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| 1961 Ferguson P99 (British GP - 1961): Ferguson known for its tractors, developed the first 4WD F1 car, the P99. The brainchild of founder Harry Ferguson, the car was developed for racing by Le Mans winner Tony Rolt and Aston Martin designer Claude Hill. Ferguson was interested in racing as a means to further the cause of 4WD in road cars and was not meant as a serious F1 constructor and/or contender. Still, the car showed promise even though its racing career was limited. Unusual for F1 at the time, the car was a front-engine design which allowed for the front and rear transaxles, prop shafts and transmission, all designed by Ferguson. It was powered by a 1.5L Coventry Climax 4-cyl in F1, but could accept the 2.5L Climax engine in other formulas. The car was sponsored and maintained by the Rob Walker Racing Team and appeared in their colors of blue with a white nose stripe. The car started its racing career in 1961 at the British Empire Trophy but retired with a broken transmission after three laps. Model by AUTO REPLICAS 1/43 |
1961 Ferguson P99 (British GP - 1961): Walker's second driver Jack Fairman drove the car again at the British GP at Aintree where Walker had also entered their Lotus Climax for Stirling Moss. Moss tried out the Ferguson in the wet Friday practice session, going three seconds a lap faster than his teammate and being the fastest car on the wet track where the 4WD showed its advantage. Dry practice on Thursday set the fastest times and ultimately the qualifying grid for Saturdays race. For the race, Moss decided to drive his familiar Lotus 18 with Fairman in the P99, even though it was a very wet race day. Fairman, who had started 20th was up to 12th before his ignition started cutting out on Lap 12. A stop at the pits for a change of plugs didn't solve the issue, so he was back in after a few laps, the problem being a lose wire. This dropped him back a couple laps and out of any hopes of contention for the race win. Moss was high as second place and pressing for the lead before his race ended on Lap 45 with no brakes. Model by AUTO REPLICAS 1/43 |
1961 Ferguson P99 (British GP - 1961): After one of Fairmans pit stops, his crew inadvertently push started the car, which was against the rules and resulted in the cars disqualification. Since it was not in serious race contention and the team could use the development laps, Fairman was allowed to keep driving the car. When Moss exited the race, Walker decided to put Moss in the car and he started putting up much faster lap times than his teammate and on par with the race leaders. This prompted a protest by Ferrari which won the race with a 1-2-3 finish and while they were fine with Fairman at the wheel, the race organizers ordered the car to be withdrawn. The shining moment for the P99 would come in the non-championship Olton Gold Cup, where Moss drove the car in the wet and won nine minutes ahead of the closest car, setting a new course record. The last front-engine car to win a F1 race. Sadly, Harry Ferguson never got to see his F1 car run in competition, he died in October 1960. Model by AUTO REPLICAS & SPARK 1/43 |
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| 1961 Cooper T53 (BRDC International Trophy, 1961 - WINNER): The Intercontinental Formula was created in 1961 as an alternative to the smaller 1.5L F1 displacement limit imposed that year. Designed to give larger displacement formula cars a series to run in, the Intercontinental Formula allowed a maximum of 3.0L. While the series only ran one season, it did attract name driving talent, even if it was primarily British makes which contested the five races in the series, all in the UK. The dominant car in the series was the Cooper T53 and Stirling Moss won three races in Rob Walkers Cooper with the other two races won by Jack Brabham. One of Moss best formula drives was the BRDC International Trophy at Silverstone in this car. Model by SPARK 1/43 |
1961 Cooper T53 (BRDC International Trophy, 1961 - WINNER): While the FIA Never granted the Intercontinental status alongside F1, there were some great races as well as appearances of cars like the last Vanwall, the Fergusson, Scarab and Aston Martin formula cars which never ran in F1. Slippery track conditions brought on by heavy rain made the track treacherous and there were multiple spins and off-track excursions. Moss was first away to be passed by Brabham on the first lap. Both running masterful races, Moss got by Brabham on the 23rd of 80 laps and continued to pull away. By the time the rain had ended near race finish, Moss had lapped the entire field handily winning the race against some of racings best! Model by SPARK 1/43 |
1962 Cooper T543 (Indianapolis 500, 1962): Jack Brabham was the reigning two-time World Drivers Champion in 1961, when he came to Indianapolis in 500 to take his rookie drivers test. 1959 Indy 500 winner Rodger Ward persuaded John Cooper that one of his cars which had been dominating F1, could do well at Indy. In turn Cooper built the T54 expressly for running the 50th Anniversary Indy 500 in 1961. The car had a longer, wider chassis than the T53 F1 car and it was powered by a 2.7L Coventry-Climax engine producing 268 bhp. The larger Indy roadsters were producing 430 bhp with their 4.4L engines, but the Cooper was lighter and handled in the corners better. Brabham qualified 17th at 145.144 MPH, the pole setter at 147.481. Model by SMTS 1/43 |
1962 Cooper T543 (Indianapolis 500, 1962): The Cooper was sponsored by Jack Kimberly whose paper company produced Kleenex. The team's strategy at Indy was for Brabham to drive a conservative race using the cars weight and fuel consumption advantage to only make two scheduled pit stops. Unfortunately, the Dunlop tires developed for the race did not wear as well as expected and Brabham was forced to make a unplanned third stop after running as high as 3rd place. It is speculated that if he had been more aggressive and planned a third stop for tires, he would have placed higher than 9th. What is certain, is that the T54 pointed the way forward and that rear-engined cars were the wave of the future. Model by SMTS 1/43 |
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| 1961 Lotus 18/21 (German GP, 1961 - WINNER): Stirling Moss dominated the 1961 German GP, leading the race from the opening lap to the finish. This was the last GP win for Moss before his career came to a shattering end in early 1962. Held on the 14.2-mile (22.8 Km) Nurburgring circuit, the race would consist of 15 laps. The race started on a damp track, which dried before rain showers resumed towards race end. Moss qualified 3rd behind Hill in the Ferrari and Brabham in the new Coventry-Climax V8 powered Cooper T58, which produced 22 more HP. Model by SPARK 1/43 |
1961 Lotus 18/21 (German GP, 1961 - WINNER): In the race, Brabham took an early lead but slid off course handing the lead to Moss he would not relinquish. Hill fighting suspension travel woes drove a masterful race, with teammate Von Trips in tow. Moss and the two Ferrari drivers swapped fastest lap of the race, setting new Nurburgring lap records each time. Von Trips got past his teammate and was closing in on Moss before rain started to fall. Not having the right tires, the Ferraris had to settle for second and third behind Rob Walker's Moss privately entered Lotus. Model by SPARK 1/43 |
1961 German Grand Prix - Nurburgring | Credit: Phipps/Sutton - Copyright: Sutton Motorsport Images : |
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| 1961 Lotus 18/21 V8 (Italian GP, 1961): The Lotus 18/21 was a hybrid of the older 18 and Lotus new 21. The 21 which was a mid-engine car, a first for Lotus, was only available in 1961 to the factory team. Select customers such as Rob Walker were offered a hybrid version of the 21, which used the 18 chassis with 21s modified body, rear suspension, and gearbox. Walker used the new Coventry Climax 1.5L V8 FPF engine, which gave the car slightly more power than the 1.5L four-cylinder at higher revs and with more torque. The cars suffered though with less torsional rigidity than the 18. Its debut was at the Italian GP at Monza in 1961, the 7th of 8 rounds in the F1 Championship for Drivers and Manufacturers. Model by SPARK 1/43 |
1961 Lotus 18/21 V8 (Italian GP, 1961): Stirling Moss who drove for Walker in 1961, was mathematically in contention for the Drivers Championship. In practice, the new V8 was overheating badly and down on power. The decision was made to run the team's old Lotus 18, which was no match for the faster Ferraris and would have eliminated Moss chance at the Championship. Innes Ireland graciously offered Moss his factory 21 to drive. He did so because Lotus was in contention for the Manufacturers Championship and he knew Moss was the best chance they had to win, as well as Moss shot at the Drivers Championship. Unfortunately, Moss retired due to a failed wheel bearing, ending up 3rd in the Drivers Championship and Lotus 2nd behind Ferrari in the Manufacturers Championship. Model by SPARK 1/43 |
Rob Walker Lotus driven by Stirling Moss (Monaco, 1960 and Italian GP 1961): Model by SPARK 1/43 |
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| 1961 Lotus 21 (1961 USGP Watkins Glen - WINNER): Innes Ireland won the 1961 USGP at Watkins Glen amid stiff competition from Stirling Moss (Lotus), Jack Brabham Cooper), Bruce McLaren (Cooper) , Graham Hill (BRM) and his own team mate at Lotus, Jim Clark. Ferrari, having won the World Drivers and Constructors Championship elected to stay home. Ireland had trouble in qualifying sitting 8th on the grid at the start. By the first corner, he had moved into 3rd and stayed there as Moss and Brabham led the field for much of the race. Both Moss and Brabham retired with engine problems putting Ireland in the lead. His next challenger, Roy Salvadori also went out with engine failure. This handed Ireland with the certain win, Dan Gurney in a Porsche finished second. Model by SPARK 1/43 |
1961 Lotus 21 (1961 USGP Watkins Glen - WINNER): "I was lucky," said a unusually modest Ireland after the race concluded. "I could not take Moss or Brabham. Their cars were too fast. I had no fuel pressure in the last ten laps, and ended up with a thimbleful of gas at the finish." It was the first and only GP win for Ireland and the first for Lotus in F1. It was Ireland's last race for Team Lotus. The 21 was the successor to the 18 and used the same 1.5L four-cylinder Coventry-Climax. It was succeeded by the Lotus 24. Model by SPARK 1/43 |
1962 Lotus 21 (1962 Belgian GP): Impressed by his driving talent, Georges Filipinetti decided to promote and foster the talent of a young Swiss driver named Jo Siffert. To do so, the successful Swiss-Italian motor trader purchased a Lotus 'special' which combined a Lotus 21 front frame and suspension with a Lotus 24 rear-end and created a racing team to enter Formula 1 in early 1962 Originally named Ecurie Nationale Suisse, the objection of the Automobile Club de Suisse prompted a name change to Ecurie Filipinetti, which was soon Italianized to Scuderia Filipinetti. The team made its F1 debut with Siffert at the Monaco GP but failed to qualify. Model by SPARK 1/43 |
1962 Lotus 21 (1962 Belgian GP): The Scuderia Filipinetti Lotus was powered by a Coventry-Climax FPF 1.5L four-cylinder engine. Siffert raced the car twice more during the 1962 season, the team acquiring a Lotus 24 with the BRM V8 engine. At Belgium where the car raced in this livery, Siffert struggled to qualify 17th against faster competition. He finished 10th in the race won by Jim Clark in the Lotus 25. Siffert finished 12th at the German GP in the Lotus 21 but failed to finish either of the two GP races in the Lotus 24. In 1963, Siffert owned the Lotus 24 entered and sponsored by Filipinetti. After winning the non-championship Syracuse GP in Sicily, Siffert and Filipinetti parted ways, with Siffert being too independently minded for Filipinetti. Model by SPARK 1/43 |
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| 1961 Ferrari 156: By the end of the 1961 season, Ferrari dominated with Hill and Von Trips, winning the Constructors Championship. Phil Hill won the Italian GP in this car, in the last race for Ferrari in that season. Hill would continue to race the 156 in 1962, but without the success of his championship season. Model by IXO 1/43 | 1962 Porsche 804: Porsche introduced the 804 for the '62 F1 season. An new car with a 1.5L flat-eight cylinder air-cooled engine capable of 180 bhp, Dan Gurney and Jo Bonnier drove for the team and Gurney won the French GP in its first race, the car's only F1 championship victory. The car did not handle as well, or have the power of the competition. Porsche with drew from F1 at the end of the season. Model by TRUESCALE 1/43 |
1962 Lola Mk4: John Surtees drove for Bowmaker Racing Team, whith the Lola using the most current Climax 1.5L V8. Teamed with Roy Salvadori, the team struggled with chassis flex all season, which hampered results. Surtees drove this car to a 4th place finish at Monaco, but did pull out second place finishes at both the German and British GP's. Model by SPARK 1/43 |
1962 Lotus 24: Innes Ireland drove for the UDT Laystall Team in 1962, using the Lotus 24 powered by a Climax V8. Team Lotus also used the conventional space frame designed car until the 25 was ready later in the season. Ireland was third on the grid for the British GP in this car, but gearbox problems prevented his getting off the line at the start and finished 16th. Model by SPARK 1/43 |
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| 1962 Brabham BT3: 1962 saw the introduction of the first Brabham Racing Organization designed and built F1 car. The BT3 designed by Jack Brabham and Ron Tauranac follwed conventional F1 technology at the time and employed a spaceframe, fibreglass bodied car, powered by a 1.5L Coventry Climax FWMV V8 engine. Jack Brabham raced this car in the first race for the BT3 at the Nurburgring for the German GP. Engine problems eventually caused his retirement, but he took third place in a non-championship race a couple of weeks later. He scored points at the USGP later in the season, gaining the first ever Championship points for a driver in a car carrying his own name. The BT3 was replaced in 1963 by the BT7. Model by SPARK 1/43 |
1963 Brabham BT3: The BT3 was the first F1 design by Ron Tauranac for Motor Racing Developments (Brabham) and competed in the 1962 and 1963 F1 seasons. Following normal f1 convention, it was a steel tube frame chassis with fiberglass bodywork. Powered by the Coventry-Climax 1.5L V8, the car had a Colotti six-speed gearbox, which proved to be very fragile and contributed to the cars race retirements. Only one chassis of the BT3 was built. The BT3 raced in two championship F1 races in 1962 at the US and S. African GP's, where Brabham finished 4th in both. In 1963, the BT3 featured the now familiar green and gold livery of 1960's Brabham's and raced in two championship races when the BT7 was not available. Brabham won two non-championship races in the BT3, becoming the first driver to win a F1 race in a car he had constructed. This is Brabham's car from the 1963 Italian GP at Monza where he finished in 5th place. Model by SPARK 1/43 |
1963 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. At its peak, the Lotus 25 won 13 races, set 17 pole positions and 13 fastest laps. The 25 gave Jimmy Clark his first Grand Prix victory at Spa, and he won his World Championship in a 25 in 1963 and Lotus the constuctor's title.. This car is the '63 Italian GP winner. The 25 appeared in F1 into the 1965 season in the hands of private teams. Model by BRUMM 1/43 |
1964 Lotus 25: Jim Clark was unable to repeat as World Champion in 1964, finishing third in the points. He fought a fierce season long battle with Graham Hill driving for BRM and John Surtees driving for Ferrari. The season came down to the final race, with Clark retiring on the final lap, allowing Hill & Surtees to pass him in the points race. This car is the one Clark drove to victory at Spa in the GP of Belgium. Model by SPARK 1/43 |
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| 1962 BRM P57 WORLD CHAMPION - 1962 & CONSTRUCTORS CHAMPION: Graham Hill won the World Drivers Championship and the Constructors Championship for the Owens Racing Organization (BRM) in 1962. Hill won the Championship be besting Jim Clark 4 wins to 3. The 1.5LV* powered BRM also proved to be more reliable than Clark's Lotus, with Hill finishing in the points in more races and two second place finishes just behind Clark at the races end. At Monaco, Hill was not so lucky, finishing in 6th position, but still in the points. This is the Monaco GP car of Hill's from 1962. It is the early 'stack pipe' version of the P57. 1962 would be the high watermark year for BRM in F1 and its only Championship. Model by SPARK 1/43 |
1963 BRM P57 (United States GP 1963): Tony Rudd designed the new P57 for BRM, powered by BRM's own 1.5L V8 engine which made 200 hp, The P57 made its first appearance in the 1962 F1 season. The BRM carried Hill to the drivers title and BRM the constructor's title in '62. In 1963, Lotus dominated and Hill could only manage a win in two races, coming second to Clark for the drivers title. This is the winning USGP at Watkins Glen car from 1963. Model by SPARK 1/43 |
1963 BRM P61 (French GP 1963: Despite stalling at the start, requiring a push-start which cost Graham Hill a one minute penalty, Hill overcame the poor start to finish 3rd at the 1963 French GP. With the BRM 1.5L V8 (200hp) being one of the most powerful F1 engines, Hill had qualified the car 2nd on the grid next to Jim Clark's Lotus. The new BRM showed promise, but it was evident that the car had serious design problems. The P61 was BRM's first attempt at a monocoque chassis. Confident in the rigidity of their chassis, BRM eliminated the rear bulkhead between the cockpit and engine. As it turned out, this was a fatal flaw as severe chassis flexing occurred. The P61 saw only one other race where it retired with clutch and transmission woes. BRM reverted to the older P57 for the bulk of the 1963 season. The redesigned P61, now the P261, would debut in 1964. Model by SPARK 1/43 |
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| 1963 Brabham BT7: The successor to the BT3, the Repco-Brabham BT7 was used by the Brabham team during the 1963 and 1964 F1 seasons and briefly into 1965 when Denny Hulme made his racing debut in a BT7. Jack Brabham and Dan Gurney were the team drivers in 1963 and they were able to secure third place for Brabham in the Constructors Championship. Gurney finished 2nd at the Dutch GP in this car, behind Jim Clark driving for Lotus and ahead of John Surtees Ferrari. Gurney took two wins with the BT7 in 1964 at the French and South African GP's. The BT7 was powered by the 1.5L Coventry Climax V8 engine. Model by SPARK 1/43 |
1964 Ferrari 158: John Surtees won the 1964 Italian GP in his championship year in this car. The 158 was powered by a 1.5L V8, which produced 210 hp. Team mates Bandini and Surtees fought it out all year long with the Lotus team of Clark and Hill. The championship came down to the last race and with Bandini's help, Surtees beat Hill for the title and became the first World Champion on both two and four wheels. Model by IXO 1/43 |
1964 Ferrari 158: Ferrari in a dispute with Italian racing authorities regarding the homologation of a new mid-engined Ferrari race car, had Luigi Chinetti's North American Racing Team enter cars for both the U.S, and the Mexican Grand Prix at seasons end. John Surtees finished 2nd in both races taking both the World Championship for himself and the Constructor's Championship for Ferrari. Model by BRUMM 1/43 |
1965 Lotus-Ford 38: Since Dan Gurney had brought Lotus and Ford together in 1963, it was no surprise that Lotus offered the second 38 chassis built to Gurney's AAR team for Gurney to race at the Indy 500 in 1965. The Len Terry/Colin Chapman designed car featured a monocoque tub chassis with a DOHC Ford 4.2L V8 engine. At Indy, Lotus-Fords sat on the front row, with eventual winner Jim Clark sandwiched between AJ Foyt and Gurney. While qualifying third, Gurney ran in that position until lap 42 when the timing gears in his engine failed, ending his race in 26th position. Gurney's car was sponsored by the little known company at the time, Yamaha. Gurney's team race the car in USAC oval races in 1965, eventually the car was sold to Dick Smothers of the Smothers brothers. After stints in the Briggs Cunningham and Harrah museums, the Smothers owned car resides currently in the National Auto Museum in Reno. Model by SMTS 1/43 |
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| 1964 BRM P261 (Monaco GP, 1964 - WINNER): Graham Hill drove the new P261 to victory at Monaco in its first World Championship race in 1964. Over its two season run, the P261 won six championship races, with Hill finishing 2nd in the Drivers Championship in 1964 and BRM 2nd in the Constructors Championship. The P261 used the 1.5L BRM V8 engine in BRM's first fully monocoque chassis. Hill teamed with Ritchie Ginther, who finished 2nd to Hill at Monaco in 1964. This is Graham Hill's Monaco GP winning car. Model by SPARK 1/43 |
1965 BRM P261 (Monaco GP, 1965 - WINNER): The Owen Racing Organization ran their BRM P261 again in 1965, increasing the power of the 1.5L V8 to 220 bhp. Graham Hill was joined in 1965 by a young Jackie Stewart and together, they had three wind and eleven podium finishes in the 1965. Behind their efforts, BRM finished second in the Constructors Championship. Hill almost mirrored his 1964 season for BRM, again taking two wins including the 1965 Monaco GP in this car. Starting from pole, Hill led 60 of the 100 laps at the demanding Monaco circuit. Hill's five Monaco victories was only equaled by Michael Schumacher and bested by Aryton Senna with six wins. The P261 was BRM's most successful F1 chassis, with six wins, five poles and four fastest laps over 34 races and three seasons. Model by SPARK 1/43 |
1966 BRM P261 (Monaco GP, 1966 - WINNER): BRM P261s won six World Championship races, in the hands of works drivers Graham Hill and Jackie Stewart, and finished second in both the Drivers' and Constructors' Championship standings in 1964 and 1965. Stewart won the Tasman Series championship in 1966, with Hill second. For the 1966 F1 season, the V8 BRM 2.0L engine used in that series, was increased to 3.0L. Jackie Stewart won at Monaco in this car, but as the season developed, the car was not as competitive as cars that had engines designed for the new 3.0L regulation such as Brabham. The P261 was the most successful BRM. Model by SPARK 1/43 |
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| 1965 Lotus 33 Climax (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): The Lotus 33 was an improvement on the 25 chassis. The suspension was also modified to accept wider tires introduced in the 1965 F1 season. The 1.5L Climax V8 was tuned to produce an additional 20 bhp, to bring the total to 220 bhp. Jim Clark won six races during the '65 season, setting fastest lap in all of them and starting from the pole position in five. He won the World Drivers Championship and Lotus the Constructors Championship. Model by RBA 1/43 |
1965 Lotus 33 Climax (German GP, 1965 - WINNER) |
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| 1965 Honda RA272: The RA272 replaced the RA271, which ran three races in the 1964 F1 season. Honda further developed the high reving (14,000 rpm) 1.5L 48-valve V12 engine for the 1965 season, where it proved to be fast by qualifying well and leading races, but still unreliable. Honda had brought on Richie Ginther to team with Ronnie Bucknum in 1965. Ginther was a good development driver and was able to coax the maximum from the engine and chassis. He finished first at the 1965 Mexican GP, leading start to finish. Model by EBBRO 1/43 |
1966 Honda RA273: Ritchie Ginther was back to drive for Honda in 1966, along with Ronnie Bucknum. Honda had enlarged the 1.5L V12 engine to meet the new 3.0L regulation and proved to have a powerful engine stuck in a heavy chassis. The new engine was not ready until the Italian GP and Ginther, who was a great development driver, was injured in a crash there due to tire failure. He came back for the last races and finished a solid fourth at the Mexican GP he had won the year before. Honda dveleoped a new engine and chassis for 1967. Model by EBBRO 1/43 |
1967 Honda RA300: John Surtees won the 1967 Italian GP driving for Honda in the RA300, which was Surtees final GP victory as a driver. Surtees won by less than a car length from Jack Brabham, both drivers having passed Jim Clark who had dominated the race early only to run into mechanical problems at the late stage of the race. Some consider that for race action and excitement this was the best F1 race of all time. The RA300 was introduced towards the end of the 1967 F1 season, replacing the RA273, but keeping the 48-valve, 3.0L V12 engine. Honda had turned to Eric Broadley at Lola to design a new chassis and the 400hp car produced a victory in its first outing. The best Surtees could do the rest of the season was a fourth place and the RA300 was retired at the start of the 1968 season. Model by ALTAYA 1/43 |
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| Brabham BT22 (French GP, 1966): The BT22 was new for 1966 and was designed primarily for international races in the Southern Hemisphere. Powered by a 2.5L inline-four-cylinder Coventry Climax engine, the car utilized the space frame of the BT11 and the suspension of the BT19. Brabham used the car during the 1966 F1 season as a second car until the second V8 Repco car was built. The engine was enlarged to 2.8L but was still underpowered among the 3.0L competition. Jo Bonnier rented the car for the 1966 French GP while his Cooper Maserati was being repaired after an accident at Spa. Model by SPARK 1/43 |
Brabham BT22 (French GP, 1966): Bonnier was unfamiliar with the car and only managed to qualify 18th, last on the grid. During the race, when the car was running properly, he was able to dice with Dan Gurney in his similarly powered Eagle. The warm weather at Reims was not favorable to BT22 and Bonnier spent a long time in the pits, ultimately finishing 16 laps down to the winner, Jack Brabham in a BT19. It was Brabhams first F1 win since 1960 and he became the first man to win a F1 race in a car bearing his name. He would go on to win the 1966 World Drivers Championship. It was also the last F1 race at Reims. Model by SPARK 1/43 |
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| 1965 Lotus-Ford 38 (Indianapolis 500 Winner, 1965): In 1965, Jim Clark drove the first mid-engined car to win the Indianapolis 500. Clark dominated the race, leading all but 10 laps of the 500 mile race. The Lotus 38 was an all monococoque aluminum chassis design, powered by a Ford 4.2L V8, which produced 500 hp. Clark would race the car again at Indy in 1966, finishing 2nd to Hill in the Lola-Ford Model by SPARK 1/43 |
1966 Lola-Ford T90 (Indianapolis 500 Winner, 1966): The Lola T90 was designed to accept either the 2.8L, 4-cylinder supercharged Offenhauser engine or the 4.2-litre 4-cam Ford V8. John Mecom entered three T90's at Indy in 1966 using both types of engines. Roger Ward drove the Offenhauser powered car and Rookies Jackie Stewart and Graham Hill both drove Ford powered entries. The three cars qualified at just under 160 mph and were grided 11th (Stewart), 13th (Ward) and 15th (Hill). On 25 miles to go, Hill passed Clark for second and when Stewart went out with no oil pressure,Hill took over first place for the 1966 Indy 500 win. Model by SPARK 1/43 |
1966 Lola-Ford T90 (Indianapolis 500, 1966): Jackie Stewart drove John Mecom's entry at Indy in 1966, which was the 50th Anniversary of the first running of the race. Starting from the middle of the fourth row, Stewart made his way to the front of the pack and was leading when his oil pressure dropped with ten laps to go, Stewart parking the car and finishing 6th (only 7 of 33 cars finished the race.) Despite his DNF, Stewart was awarded Rookie of the Year honors Model by SPARK 1/43 |
1967 Coyote-Ford (Indianapolis 500 Winner, 1967): AJ Foyt drove his Sheratan Thompson Special to victory at Indy in 1967. The race was dominated by Parnelli Jones in the STP turbine car, with Jones leading 171 of the 200 laps. However, three laps from the end, the turbine car broke and Foyt inherited the lead, weaving his way through a pileup on the final lap, to win his third Indy 500 victory. Model by SPARK 1/43 |
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| 1966-67 Brabham BT19 WORLD CHAMPION - 1966 & CONSTRUCTORS CHAMPION - 1966: Brabham campaigned the BT19 in the 1966 and 1967 F1 Seasons. Jack Brabham claimed the World Drivers Championship in 1966 and Brabham also claimed the Constructors Championship title, the first time a drivers or constructors champion bore the drivers name. Brabham won four straight races in 1966 on his way to the title, including the 1966 Dutch GP in this car. Brabham approached Repco to build the V8 engine which powered the BT19. The engine was designed around the small Oldsmobile aluminum block V8. It was light at 340lb and although underpowered at 300 BHP compared to the competition, it delivered greater torque and fuel efficiency to compensate. Only one BT19 chassis was built and it is affectionately called the "Old Nail". Model by SPARK 1/43 |
1966-67 Brabham BT19 WORLD CHAMPION - 1967 & CONSTRUCTORS CHAMPION - 1967: Using a space frame chassis rather than a conventional monocoque one, the BT19 was fairly light . Originally using a Repco aluminum block V8 of 3.0L, for 1967 it used a newly designed Repco engine, with increased its horsepower. Still a bit down on power to the V12 competition, the BT19 had better engine torque, lightness and improved fuel consumption as its advantage. The BT19 was driven in one race in 1967 the Belgian GP at Spa in this livery. However, Denny Hulme was unable to repeat his win at Spa the year before. The new engine expired as it did in Jack Brabham's newer BT24. Despite this setback, Hulme would go on to have an exceptional season and finish the season as the 1967 World Champion; beating Jack Brabham to the title by a couple of points. Brabham would again claim the Constructors Championship for a second year running. Model by SPARK 1/43 |
1966-67 Brabham BT19 WORLD CHAMPION - 1967 & CONSTRUCTORS CHAMPION - 1967: |
1967 Brabham Repco BT24 WORLD CHAMPION - 1967 & CONSTRUCTORS CHAMPION - 1967: 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 |
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| 1966 Brabham Repco BT19 (French GP, 1966 - WINNER): The 3rd race on the 1966 F1 calendar, the French GP of 1966 marked the 60th Anniversary of the first ever grand prix race, the French Grand Prix of 1906 held near Le Mans. It was also to be the last French GP and last championship race held at the old Reims circuit. Jack Brabham was driving his then new BT19 which would take him not only to the win at the French GP, but victory in the next three GPs and two other podiums as well. The Old Nail as Brabham called it helped make the 1966 season a highlight for Brabhams career, giving him not only the World Drivers Championship, but the Constructors Championship as well. Model by SMTS 1/43 |
1966 Brabham Repco BT20 (CONSTRUCTORS CHAMPION): The BT20 replaced the BT19 and was powered by the same Repco aluminum 3.0L V8, producing around 285 bhp and used a Hewland 5-speed gear box. It was however light and reliable making Jack Brabham the first driver to win a GP in a car bearing his name, Brabham won the World Drivers and Constructors Championships in 1966, mostly driving the BT19.. At the British GP, Denny Hulme was the runner-up to Brabham in this car as they finished 1-2. Brabham won the World Championship in 1966, Hulme would follow in 1967 driving ther BT20 and later, the BT24. Model by SPARK 1/43 |
1966 McLaren M2B: Designed by Robin Herd, and Gordon Coppuckthe McLaren's M2B was the first of McLaren's Formula One cars. The car suffered performance due to the weight of the 3.0L Ford Indy engine it was designed for, or the Serenissima 3.0L V8 engine used while the Ford engine was being further developed; of the four GP races it contested in 1966, Bruce McLaren finished 6th at the British Grand Prix, scoring the team its first F1 points. This is the car that ran that race and it used the Serenissima supplied M166 engine which produced 260 bhp. The car was painted in this color scheme for its staring role in the movie Grand Prix and Bruce McLarens helmet is the same as that of the main character. This was the start of a great F1 team that is a force in F1 to this day. Model by SPARK 1/43 |
1967 McLaren M4B: The M4B was a stop gap car run at the beginning of the 1967 season until McLaren could complete and run their own M5A. Built by Trojan for Bruce McLaren Motor Racing, the M4B was a revised version of the M4A F2 car, with additional fuel capacity and a modified rear end to accept the 2.0L BRM V8. The cars debut was at the Race of Champions held at Brands Hatch prior to the 1967 F1. McLaren finished fourth and sixth in the fist two heats, however a missed gear dropped him out of the 40 lap final. He did claim 5th place at the International Trophy race held at Silverstone a month later. Outclassed among 3.0L competition, Bruce McLaren still managed to finish 4th on the tight Monaco circuit, but was definitely outclassed at the Dutch GP, where McLaren retired and the cars F1 career ended. It is shown in its Race of Champions livery. Model by SPARK 1/43 |
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| 1966-67 BRM P83 (Belgian GP, 1967): With the F1 formula changing to 3.0L engines in 1966, BRM brought out is P75 H16 engines. Sixteen cylinders producing 395 HP, which was comparable to its competition. Unfortunately for BRM, the Tony Rudd designed P83 was not very successful, but not for a lack of trying by its drivers Graham Hill and Jackie Stewart. BRM was stretched too thin to adequate develop and test this engine, as well as try to develop two engines (a V12 and the H16) for Lotus. The car suffered from unreliability and was too heavy. Model by SMTS 1/43 |
1966-67 BRM P83 (Belgian GP, 1967): Spa-Francorchamps was the ideal circuit for the H16 engine, which had a narrow power band. Jackie Stewart managed a 2nd place at the 1967 Belgian GP. BRM had put together a 64-valve H16 engine, which now produced 420 HP and the overall car was lighter. Hill had left the team and Mike Spence joined the team. Still, unreliability cost finishes and when it did finish, it was usually out of the points. At Spa, Jim Clark's retirement handed Stewart the race lead. Gearbox trouble allowed Gurney to get by for the win, but Jackie held on for the P83s best F1 finish. Model by SMTS 1/43 |
1967 BRM P83 (Monaco GP - 1967): When the engine formula in F1 changed from 1.5L to 3.0L in 1966, BRM mated two of their 1.5L 8-cylinder engines together to make the P75 H16. This new engine was fitted to the new P83 chassis, which had a aluminum monocoque which pioneered the use of the engine as a stressed part of the chassis. Power output was 395hp, but the engine at almost 400 lbs. was the heaviest F1 engine and had the narrowest power band. The team struggled with the car in the 1966 season, mostly due to engine issues. In 1967, Mike Spence replaced Graham Hill in the team and continued to wring results out of the car. At Monaco, Spence qualified 12th, with most teams favoring their 2 or 2.5L engines on the tight circuit. 3.0L cars like the BRM struggled and Jackie Stewart, Spence's teammate retired in an older P261. Spence would manage to bring this car home in 6th place, the last finisher, down four laps. He would continue struggling with the P83, managing four 5th place wins among the retirements. Unfortunately, Spence was killed at Indianapolis almost a year after the Monaco race during practice in a Lotus turbine car. Model by SPARK 1/43 |
1967 BRM P83 (Monaco GP - 1967): The 1967 Monaco GP was a bittersweet race. Denny Hulme would win the race, his first of his 1967 World Championship season. Continuing Brabham's dominance in F1 after Jack Brabham's World Championship in 1966. Brabham sat on the pole for this race, but his car's engine blew while he was chasing Bandini for the lead. Oil from that incident on track led to several mishaps and crashes in a race where only six of the sixteen starters finished. Towards the end of the race on lap 82 of 100 laps, Bandini was trying to retake the lead from Hulme when he clipped the harbor chicane. A low obstacle launched his car airborne and it overturned trapping him underneath. A hovering TV helicopter's blade wash fanned the flames made worse by gas soaked hay bales, delaying his rescue. Bandini died a few days later in hospital as a result of his burns, another great racing talent lost. Several important changes in F1 came about as a result. Straw bales were no longer allowed on F1 courses and low obstacles either removed or blocked by better barriers. Earnest development of better flame retardant driver clothing began and TV helicopters were banned from low flight and/or hovering over accident scenes. Model by SPARK 1/43 |
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| BRM's 1962 - 1975 |
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| 1966 Lotus-BRM 43 (United States GP, 1966 - WINNER): New 3.0L F1 engine regulations took effect in 1966, but Lotus which developed the 43 from the 38 Indy 500 winning car in 1965 did not have a suitable engine for the new regulations. They used the older Lotus 33 during the first part of the season, until a deal was struck with BRM to sell them the BRM 75 H16 engine. Expected to debut at Monaco, the car wasn't ready until the Belgian GP, but failed to start when the engine expired before the race. The H16 engine, which proved to be competitive, was very unreliable due to its complexity and too heavy. Model by SMTS 1/43 |
1966 Lotus-BRM 43 (United States GP, 1966 - WINNER): Lotus only finished one race with the 440 BHP BRM 75 H16 engine. Jim Clark won the United States GP at Watkins Glen in this car. 1966 was not a good year for Lotus. When the engine did stay together, Clark retired from the Italian and Mexican GPs due to gearbox failure. The Cosworth DFV engine, which was under development, forcing Lotus to use the BRM engine would not come until 1967 reversed Lotus fortunes. The Lotus-BRM marriage in 1966 was a failure. The 43 would run again at the S. African GP in 1967, but both cars retired due to engine failure. Model by SMTS 1/43 |
Lotus-BRM 43 and Lotus-BRM 33/43 | 1967 Lotus-BRM 33/43 (Monaco GP, 1967): The H16 BRM engine Lotus used in 1966 proved to be too heavy and unreliable. At the beginning of the 1967 F1 season, the new Lotus 49 and Cosworth DFV engine were not ready, so the first two races were relegated to older chassis cars. For Monaco, the 43 with the BRM H16 engine was replaced by an upgraded 33 with a 2.1L BRM V8.(Clark used a 2.0L Climax V8 and retired) . Graham Hill (Mr. Monaco), having qualified 8th, drove a steady trouble-free race through the streets of the principality. A late puncture by Amon in the Ferrari promoted him to 2nd behind the winner Deny Hulme in a Brabham. Model by SPARK 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, including the French GP in this car. 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 SPARK 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 |
1968 McLaren/BRM M5A: The M5A was McLaren's first F1 car built exclusively by McLaren. Using the BRM 3.0L V12 engine which produced 365 hp, it was ready late in the 1967 season. Only one car was built. The car showed promise, but teething problems produced a season best 7th place at the Canadian GP, along with three retirements with Bruce McLaren at the wheel. Deny Hulme started the 1968 season in the car, finishing 5th at S. Africa. With the M7A ready, the car was sold to Jo Bonnier, whose best finish in seven races was a 6th place at the Italian GP. By the end of the '68 season, the car was just too unreliable and slow. Bonnier hung the car on his living room wall. Model by SPARK 1/43 |
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| 1967 Eagle-Weslake T1G (French GP, 1967): 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 |
1967 Eagle-Weslake T1G (Belgiam GP, 1967 - WINNER): Designed by Len Terry for the start of the 1966 F1 season, the Eagle T1G or Mark 1 initially had a 2.7L Coventry Climax inline 4-cylinder engine before the 3.0L Gurney Weslake engine was developed. Despite excellent qualifying results, the cars could only manage to finish two races in 1967, both podium finishes. Dan Gurney drove this car to victory at the Grand Prix of Belgium. That win in Belgium still stands as the only Formula One victory for a USA-built car. Model by TRUE SCALE 1/43 |
1967 Olsonite-Eagle MkIV (Riverside, 1967 - WINNER): All-American Racers built seven Eagles for the 1967 USAC Champ Car season with the main aim being success at Indy. In conjunction with Weslake using a production Ford engine (302 cu in V8) as the basis, the cars were plagued with engine reliability issues. For the last race of the season at Riverside,they used newly designed MkIV heads and Gurney took 1st place at the Rex Mays 300. This was also the first AAR partnership with Olsonite as a sponsor. Model by SPARK 1/43 |
1968 Eagle Mk4-Offy (Indianapolis 500, 1968 - WINNER): Bobby Unser won the 1968 Indy 500, a race which for the second year in a row Andy Granatelli's STP Turbine led late in the race, but once again failed to finish. Unser actually led most of the race 127 laps in his Offy powered Eagle and took the lead for good on the 191st lap, to win his first of three Indy 500's. Model by SPARK 1/43 |
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| 1967 Lotus 49 (United States GP, 1967): 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 (United States GP, 1967 - WINNER): 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 |
1967 Lotus 49 (British GP, 1968 - WINNER): 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 |
1968 Lotus 49B (S. Africa GP, 1968): 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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| 1967 Lotus 49 (Dutch GP, 1967 - WINNER): The first of twelve F1 wins for the Lotus 49 came on its debut at the Dutch GP in 1967 with Jim Clark at the wheel. Clark, in his first drive ever in the car qualified 8th on the grid but working his way up through the field as he got more familiar, he went on to win the race with ease. The Lotus 49 was the first F1 car to use the 3.0L Ford-Cosworth DFV engine after Colin Chapman had persuaded Ford to produce it. Clark would take the Lotus 49 to three other wins and a podium during the 1967 F1 season. Model by SPARK 1/43 |
1967 Lotus 49 (Dutch GP, 1967 - WINNER): Graham Hill, Jim Clark's teammate at Lotus did all the testing of the new Lotus 49. On its debut at the Dutch GP at Zandvoort in 1967, Hill set pole for the race, while Clark got familiar with the car. While Hill dropped out of the race due to mechanical problems, Clark was a quick study on the Lotus and went on to win and dominated the rest of the 1967 season. Two retirements later in the season cost Clark his third World Championship in 1967. Model by SPARK 1/43 |
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| 1968 Lotus 49B: Jim Clark won the South African GP on New Year's Day 1968 in this car, after setting pole position and leading the race after the second lap. Clark was a second faster in qualifying than his teammate Graham Hill. Jackie Stewart in a Matra passed him at the start, but Clark passed him on lap two to capture the lead he would not relinquish for the rest of the race. Clark looked set to dominate F1 in 1968. However, South Africa was to be Clark's last F1 race, tragically being killed in a F2 event three months later. With his final win, Jim Clark set several records, most stood for a couple decades: Most Wins - 25; Most Laps Led - 1,943; Most Races Led Every Lap - 13; Most Pole Positions - 33; Total Fastest Race Laps - 28. Jim Clark, a great talent, hero and one of the sports all time greats! Like many drivers of his era, gone way too soon! Model by QUARTZO 1/43 |
1968 Lotus 49B WORLD CHAMPION & CONSTRUCTORS CHAMPION: Graham Hill and Jim Clark were a formidable combination in the Lotus 49's in their second season in 1968. Lotus had improved the engine reliability of the 3.0L Cosworth DFV V8 powered car and Hill hoped to capitalize on that reliability and shrug off the string of retirements during the 1967 season. At the fist race of the 1968 season in this car at South Africa, Hill qualified second behind team mate Clark. Despite a slow start to the race which dropped him to seventh, Hill worked his way up through the pack and finally overtook Jackie Stewart on lap 27 of the 80 lap race for second place; and would hold onto that position until the end, making a 1-2 finish for Lotus. The 1968 race at the Kylami circuit was the last time Hill and Clark would race together. Hill went on to win the Drivers Championship in 1968, with 3 race wins and 3 second place finishes on the season. Model by QUARTZO 1/43 |
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| 1967 Vollstedt 67-B (Riverside, 1967): The name Rolla Vollstedt for many isnt a household name, yet he is widely considered one of the most influential race car designers of the 20th century. As the years pass, the name recognition has begun to fade, but for those of us racing fans in his home state, Rolla was and still is a racing legend. He campaigned and constructed racers that contested the Indy 500 eighteen times. As a constructor, he was an innovator and mentor of talent that would become household names. Among his innovations, he gave Indy cars wings, introduced rear-engine Offy power, gave Indy to its first female driver (Janet Guthrie) and rides to drivers with the familiar names of Grant, Follmer, Rutherford, Johncock, Sneva, Simon, Sutton, Yarborough and a wee Scotsman named Clark. Model by SPARK 1/43 |
1967 Vollstedt 67-B (Riverside, 1967): Vollstedt made the money to fuel his racing passion in the timber and lumber business. From 1952-1963, he owned and sponsored locally run Sprint and Champ cars. In 1963, he designed and built the first successful rear-engined Offy powered car. In 1967, Vollstedt ran two cars in the USAC series, powered by a 4.2L Ford V8 producing 425 HP. For the season finale at Riverside, regular driver Cale Yarborough had a NASCAR scheduling conflict and as a real coup, World Champion Jim Clark who had never raced an Indy car at Riverside, was recruited for the sum of $5,000 (just over $44K today). During the weekend, Vollstedts team made two important aerodynamic innovations. They fashioned an adjustable rear wing on top of the exhaust pipes and winglets on the nose cone, both to be widely copied. Model by SPARK 1/43 |
1967 Vollstedt 67-B (Riverside, 1967): Clark took to the Vollstedt 67-B and almost out qualified Dan Gurney on his home track. Starting second, Clark passed Gurney for the lead and held it until Lap 25 when he over-revved the engine after missing a shift and retired. He is said to have apologized to every member of the crew for his mistake and shared his starting money with them. No one was to know he would die six months later, and this would be his last race on U.S. soil. Unfortunately, Vollstedt never had the major sponsorship to take his cars to the next level and this was his only effort at fielding a top named driver. His cars were always mid-pack runners, but great proving ground for up and coming drivers. This car would race until 1972, seeing six Indy 500s. Rolla died in 2017 at the age of 99. Model by SPARK 1/43 |
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| 1968 Lotus 49B (US Grand Prix, 1968): 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 |
1969 Lotus 49B (Monaco GP, 1969 - WINNER) WORLD CHAMPION & CONSTRUCTORS CHAMPION: 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 |
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| 1967 STP-Paxton Turbocar (INDY 500, 1967): Designed by Ken Wallis as the STP entry for the Indianapolis 500 in 1967,using his plan for harnessing a gas turbine to a race car. Putting the Pratt & Whitney Canada ST6B-62 turbine engine on the drivers left in a mid-chassis configuration created a better weight distribution. Parnelli Jones was enlisted to drive at Indy and lead the 151 laps of the race before 3 laps from the finish, while in the lead, a failed transmission bearing ended its race. It was entered again in 1968 with Joe Leonard driving, but crashed in qualifying and never raced again. The power from the turbine engine (550 hp) drove a Ferguson 4-wheel drive system, which transmitted the power through a single speed transmission whose torque converter eliminated the need for a clutch pedal and gearshift. USAC later banned turbine powered cars and four-wheel drive, thereby eliminating these innovations after Indy in 1968. Model by SPARK 1/43 |
1968 Lotus 56 Turbine (INDY 500, 1968): 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. Unfortunately, Hill crashed on Lap 110, finishing in 19th place. Joe Leonard was Hill's team mate that year and he put his car on the pole, with Hill right beside him. In one of the greatest Indy 500's, Leonard and Bobby Unser swapped the lead multiple times. With victory seemingly in hand, Leonard retired a few laps from the end while leading the race, due to transmission pump shaft failure. It was the last time a turbine and a four wheel drive car ran at Indy. Model by SPARK 1/43 |
1968 Matra MS10 (United States GP, 1968): Jackie Stewart was finishing his first season for the Matra International team run by Ken Tyrrell in 1968, winning the USGP at Watkins Glen. He would finish second in the Drivers Championship behind Graham Hill and Matra would finish 3rd in the Constructors Championship. Both Stewart and Hill had three wins on the season, but Hill scored more podium finishes in his Lotus. Matra would use the Ford-Cosworth powered MS10 at the beginning of the 1969 season at S. Africa before the MS80 was ready. 1969 would be Stewart's and Matra's year to claim both Championships. Model by SPARK 1/43 |
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| 1968 BRM P126 (Monaco GP, 1968): BRM hired ex-Lotus designer Len Terry to design and build the P126 for the 1968 F1 season and Terry's firm Transatlantic Automotive Consultants built three cars. The car was designed around the BRM 3.0L V12, which produced 390 bhp and was slightly under-powered and heavier than its contemporary the Ford-Cosworth DFV; which for 1968 was available to any team that wanted one. Despite this, the P126 showed great promise in early season non-championship events. Richard Attwood had been brought in for six races to replace Mike Spence who had been killed at Indianapolis. In his first F1 race in the car at Monaco, Attwood qualified the car in 6th position, but proceeded to drive the race of his life. He fought Graham Hill in the new Lotus 49B for the lead, setting fastest lap of the race in the process. Hill was able to pull out the win, a mere two seconds ahead of Attwood. The rest of the season, Attwood struggled with the car and was replaced by Pedro Rodriguez when his contract ended. Model by SPARK 1/43 |
1968 BRM P133 (Belgian GP, 1968): At the beginning of the 1968 season, while the Owen Organization's BRM team ran the P126, the team was working to finish their new car, the P133. Continuing to use the BRM 3.0L V12, the engine in the P133 featured a four-valve head and power output had been increased to 452 bhp. This made the car more competitive from a performance standpoint, but BRM struggled some with aerodynamics. Choosing in an age of wing cars, to only employ dive planes on the nose cone for extra downforce. Pedro Rodriguez drove the car in the second and third races of the season, but crashed both times. At the next race at Spa for the Belgian GP, Rodriguez qualifying 8th and drove hard to finish in 2nd place. It would be the best showing for the P133. Rodriguez did not usually qualify well and would have to work his way towards the front. When the car and driver were both "on", Rodriguez managed two third and one fourth place finish in the 1968 season, in addition to the podium at Spa. At the end of the season, he was released to drive for Reg Parnell Racing in 1969 in their private BRM entries, before moving to Ferrari. Model by SPARK 1/43 |
1968 Cooper-BRM T86B (Race of Champions, 1968): The Cooper T86 was successful when introduced in 1966 but is performance had slipped by mid-1967 in the face of newer cars and stronger competition. For 1968, the T86B was launched, replacing the Maserati V-12, with the 3.0L V-12 from BRM. Cooper had to make do with the less powerful sportscar derived V-12 from BRM; the works BRM team keeping the more powerful engine to themselves. The team drivers for 1968 were Brian Redman and Ludovico Scarfiotti. Despite having the heaviest engine on the grid, Cooper managed to finish 3rd at Spain (Redman) and 4th at Monaco (Scarfiotti). Model by SPARK 1/43 |
1968 Cooper-BRM T86B (Race of Champions, 1968): Bad luck then struck the 1968 works team as Redman suffered serious injury at Spa which ended his season and Scarfiotti died in a hill climb accident. Vic Elford drove the rest of the season with a 4th at the British GP, but retired most of the remaining 1968 F1 races. It was to be Coopers final season in F1. Redman scored a 5th in this car at the non-championship Race of Champions early in the 1968 season, behind McLaren, Rodriguez, Hulme and Amon and just ahead of Jackie Stewart in the Matra. Model by SPARK 1/43 |
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| 1968 LDS-Repco Mk3B: Team Gunston was owned by South African John Love and from 1962-1975 he entered cars in the S. Africa GP round of the Worlds Championship. In 1968, he entered a LDS Mk3 for himself and for Sam Tingle. Love finished 9th and Tingle in this car retired due to overheating. The LDS cars were built for the S. African Formula One Championship by Louis Douglas Serrurier. The Mk3B was based on the Brabham BT11 and was powered by the 3.0L aluminum block Repco V8. Love won the S. African F1 Championship series six times. Model by SPARK 1/43 |
1968 McLaren M7A: Denny Hulme won the 1968 Italian GP at Monza driving this M7A, in what was an exciting race with Hulme holding on to victory. 1968 saw the first win in Formula One for McLaren Motor Racing . McLaren finished second in the Constructors Championship and Hulme third in the Drivers Championship in the 1968 season. The M7A was powered by a 3.0L Cosworth DFV V8 engine after Lotus lost its exclusive righ to use the engine. Model by SPARK 1/43 |
1969 Lotus 49B: The death of Jim Clark in 1968 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 Brabham BT26A: Jacky Ickx joined Brabham full-time for the 1969 F1 season to replace Jochen Rindt who moved to Lotus. As a result of his connection with Gulf through John Wyer's team and in a move to keep Ickx from re-joining Ferrari, Gulf provided Ickx sponsorship at Brabham. Teamed with Jack Brabham, Ickx struggled with the Ron Tauranac designed, Ford-Cosworth powered DFV BT26 in the first part of the season. After Brabham was injured in a testing accident, Ickx started to improve in the second half of the '69 season, taking a win in the German GP; where he also set fastest race lap and set the pole position. He also won Canadian GP and had three other podium finishes to be runner up in the Drivers Championship to Jackie Stewart and Brabham finished 2nd in the Constructor's Championship. This is the BT26A as it was raced in the German GP victory by Ickx in 1969. Model by F! COLLECTION 1/43 |
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| 1969 McLaren M7B: Antique Automobiles Racing Team, was a small F1 team run by Colin Crabbe, a British dealer in historic racing cars. He entered an older McLaren M7B for Vic Elford to drive in four races in 1969. Elford's best finish was a 5th place at the French GP in this car. He crashed the car during the German GP at the Nurburgring and the chassis was written off. The M7B was an experimental chassis for McLaren, utilizing low-slung pannier fuel tanks, which Eoin Young of McLaren indicated later was to accommodate a four-wheel drive system McLaren was considering. Elford was let go after Germany and Crabbe took the Cosworth DFV engine from the McLaren and put it in a March 701 chassis for a young Ronnie Peterson for the 1970 season. Model by SPARK 1/43 |
1969 Olsonite-Eagle Mk7: At the 53rd running of the Indianapolis 500 in 1969, Dan Gurney would repeat his second place performance of the year before. He qualified his car 4th on the grid, but was never able to catch race leader Mario Andretti. The 1969 edition of the Indy 500 was the first year that no front engined cars qualified. AJ Foyt set pole and was favored to win his 4th Indy, but mechanical problems kept him out of the running. The Olsonite-Eagle was an all new Tony Southgate wedge shape design, powered by a stock block 5.2L Gurney-Weslake tuned Ford V8 engine. This car had a long, successful racing career with AAR, sold to Shelby in 1971 for Danny Ongais and Jerry Grant to run at Indy but the car failed to qualify. Model by SPARK 1/43 |
1969 Brawner Hawk MkIII (Indianapolis 500 Winner): Clint Brawner who has campainged a car at Indy every year since 1953, finally took the win in 1969 with Mario Andretti behind the wheel of the Brawner Hawk MkIII. The fiurst Hawk was built in 1965 and was the first rear engine design for Brawner and that car took Mario to 3rd place and Rookie of the Year honors. In 1968, Andretti took Indy pole position in the Hawk MkII, but Brawner lost his sponsor and sold the team to Andy Granatelli in 1969. Andretti and Granatelli were originally going to run a Lotus at Indy, but Lotus unreliability and an Andretti crash pushed the Hawk into service. Andretti led 116 of the 200 laps in the rugged and reliable Ford DOHC turbo powered car. Model by SPARK 1/43 |
1969 Matra MS10 WORLD CHAMPION & CONSTRUCTORS CHAMPION: The MS10 was Matra's first purpose built F1 chassis and was introduced in the 1968 F1 season. Matra intended to run their V12 engine in the MS10, however Ken Tyrrell, who had successfully run their F2 program opted for the Cosworth DFV V8 engine. Matra designed the car's chassis to accept that engine. Tyrrell ran his F1 team with the MS10 under the Matra International banner, while Matra ran the V12 powered MS11 under Matra Sports (with very little success). Jackie Stewart and Jean-Pierre Beltoise drove the MS10 in the 1968 F1 season for Tyrrell, with Stewart winning three races and finishing 2nd in the Drivers Championship and Matra second in the Constructors Championship. At the S. African GP in 1969, Stewart won in this car sporting dual wings as teams experimented with downforce. It was the final race for the MS10 and the beginning of a Championship season for both Stewart and Matra, with the MS80 used the rest of the season. Model by SPARK 1/43 |
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| 1969 Matra MS80 WORLD CHAMPION & CONSTRUCTORS CHAMPION: Jackie Stewart drove to victory at the 1969 Italian GP in this MS80. It was the 6th and final win of his World Champion Drivers Championship season. Matra, which had decided to withdraw its factory F1 team and partner with Ken Tyrrell for management and development. It was the only time a constructor won in Formula One without fielding a works team. Model by SPARK 1/18 |
1969 Matra MS80 WORLD CHAMPION & CONSTRUCTORS CHAMPION: 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 |
1969 Matra MS80 WORLD CHAMPION & CONSTRUCTORS CHAMPION: Jackie Stewart had won four of the first five races of the 1969 F1 season. He was favored to win the British GP at Silverstone, until he had a heavy crash in Saturday practice. He took over team mate Beltoise's car for the race and was second on the grid. He had a race-long head to tail battle with Jochen Rindt in the Lotus 49B, until Rindt had to pit for loose end plates on his cars wings and fuel towards the end of the race. Stewart went on to win with Jacky Ickx driving for Brabham in second and Bruce McLaren driving a McLaren in 3rd. For the British GP, the MS80 was run without any rear wings (high or low) for extra downforce. Model by RPA 1/43 |
1969 Matra MS80 (CONSTRUCTORS CHAMPION):: Jean-Piere Beltoise was recruited by Ken Tyrrell to drive as team mate to Jackie Stewart fot Matra International in the 1969 F1 season. Beltoise posted three podium finishes that year, his best finish 2nd place at the French GP. This car was raced at the Spanish GP in 1969, which was the second race of the season and the cars still sported tall rear wings. Beltoise finished 3rd. Model by QUARTZO 1/43 |
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| 1969 McLaren M7C (Canadian GP 1969): While Jackie Stewart and Matra dominated the 1969 F1 season, McLaren struggled to find its form. Using the M7A from 1968 as a basis, McLaren built a new variation, the M7C, using a full “up and over” monocoque chassis identical to the M10A F5000 cars. One car was built and was used by Bruce McLaren during the 1969 season. Despite no wins, McLaren finished 3rd in the Drivers Championship behind Stewart and Ickx and McLaren finished 4th in the Constructors Championship. Using a variety of wing configurations during the season, this is the car in its Canadian GP livery of 1969, with McLaren qualifying 9th, finished 5th and in the points. It would be his last F1 race for 1969, blowing the 3.0 Cosworth-Ford engine at practice for the USGP. Model by ALTAYA/ATLAS 1/43 |
1969 McLaren M7C (Canadian GP 1969): Model by ALTAYA/ATLAS 1/43 |
1968-69 McLaren M7A, M7B, M7C : |
1968-69 BRM P138 (Spanish GP 1969): BRM continued to struggle with its new 3.0L V12 engine, but even the new P138 chassis could not overcome the engine's unreliability. The Len Terry designed P138 made its debut at the end of the 1968 season, retiring in the last two races due to engine failure. The P138 was used at the beginning of the 1969 until the full monocoque chassis P139 was ready. The V12 had now been coaxed to produce 465 bhp, and the P138 showed some promise in early non-championship events. John Surtees had been enlisted to drive for BRM in 1969, alongside Jackie Oliver. Surtees struggled with the car during the first four races, his best finish being in Spain in this high-wing configuration. He would finish 9th at Spa, but failed to complete the other two races in the P138. Unfortunately, the P139 was no better and Surtees left BRM at the end of an unhappy season in 1969, to form his own team and build his own car. Model by SPARK 1/43 |
THE SIGNATURE PROJECT & RACING DIORAMAS
GREAT AUTOMOTIVE MAKES & RACING TEAMS:
AMERICAN:
CHAPARRAL
CHEVROLET & GM POWER
COBRAS & DAYTONAS - SHELBY CARS
CUNNINGHAM EQUIPE - THE CARS OF BRIGGS CUNNINGHAM
FORD POWER: GT40's, MUSTANGS & MORE
MISC. AMERICAN MADE
BRITISH:
ASTON MARTIN RACE & PRODUCTION
AUSTIN HEALEY & HEALEY
BRABHAM F! & SPORTS CARS
BRM F1 & SPORTS CARS
LOLA SPORTS RACING CARS
LOTUS F1, RACE & PRODUCTION
McLAREN RACING & PRODUCTION CARS
MG CARS - RACING & PRODUCTION
TRIUMPH RACE & PRODUCTION CARS
MISC. BRITISH MADE
FRENCH:
BUGATTI
FRENCH MADE
GERMAN:
AUDI RACING
BMW RACE & PRODUCTION
MERCEDES BENZ RACE & PRODUCTION
MISC. GERMAN & SWEDISH MADE
ITALIAN:
ABARTH RACING
ALFA ROMEO RACE & PRODUCTION
LANCIA RACE & PRODUCTION
MASERATI RACE & PRODUCTION
MISC. ITALIAN & SPANISH MADE
JAPANESE:
DATSUN/NISSAN RACING
TOYOTA RACE & PRODUCTION CARS
MISC. JAPAN, ASIAN & AUSTRALIAN MADE
LAND SPEED AND ENDURANCE RECORD CARS
THE TRIPLE CROWN OF ENDURANCE RACES:
THE 24 HOURS of LE MANS 100 YEARS - 1923-2023
THE 12 Hours of SEBRING WINNERS
THE 24 HOURS of DAYTONA WINNERS
DRIVER TRIBUTES:
THE OLD IRISH RACING HALL OF FAME
JUAN MANUEL FANGIO TRIBUTE
STIRLING MOSS TRIBUTE
WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950 - 1985
PLAY BALL! - IT'S BASEBALL TIME:
A TRIBUTE TO BOYHOOD HEROES AND MY DAD
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