Formula 1 & INDY Cars 1970 - 1979

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. Visit GP. INDY & FORMULA ONE: CARS 1900 to 1959, 1960 to 1969, 1980 - Present; and F1 WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950-85


1970 McLaren M14A: McLaren used the M14A in the 1970 and 1971 F1 World Championship seasons. Powered by a 3.0L Cosworth DFV 8-cylinder engine, the car was an extension of the previous M7 car, with the rear brakes of the M14 mounted inboard. Bruce McLaren and Denny Hulme started out the 1970 season as the team drivers. Hulme finished 2nd at South Africa to begint the season, while McLaren retired. At Spain in this car, McLaren finished 2nd while Hulme retired. At the next race at Monaco, McLaren again retired and Hulme finished 4th. It was to be Bruce McLaren's last F1 race as he was tragically killed in June while testing his new Can Am car at Goodwood. The team brought in Dan Gurney and Peter Gethin with Hulme re-joining Gethin later in the season. Despite their efforts, it was a down season, McLaren finished 5th in the Constructors points.
Model by SPARK 1/43
Bruce McLaren 1937-1970: This page is dedicated to the memory of one of the greats, Bruce L. McLaren.
1970 BRM P153: The Owen Racing Organization (BRM) received significant sponsorship from Yardley in the 1970 F1 season and the team became known as Yardley Team BRM. 1970 saw the introduction of the Tony Southgate designed P153, which also introduced the new four-valve per cylinder V12 engine. The 3.0L V12 produced 465bhp, making the BRM competitive against stiff competition from Lotus, March, Braham and Ferrari. Yardley signed Pedro Rodriguez and Jackie Oliver as principal team drivers for the 1970 season. While mostly a development year, Rodriguez would give BRM its first victory with the V12 at the 1970 Belgian GP in this car and second place at the U.S. GP. In 1971, the team would place second in the F1 Contractors Championship, but it also was a season in which Rodriguez and his new BRM teammate Jo Siffert were killed and with them, BRM's hope of future championships.
Model by F1 COLLECTION 1/43
1970 Brabham BT33: The BT33 was a new car for Brabham in 1970, using a Ron Tauranac designed semi-monocoque chassis and 3.0L Cosworth V8 power. The team started out on a high note, winning S. Africa, but the rest of the season was a disaster. It was Sir Jack's final season in F1 and not the way the three time World Champion wanted to retire. This is Brabham's BT33 as it ran at South Africa for its only win and Black Jack's last.
Model by SPARK 1/43

1970 VPJ Colt 70 (Indianapolis 500 Winner - 1970): Al Unser dominated the 1970 Indy 500 by leading from pole for 190 of the race's 200 laps. Unser won his first of four Indy 500 victories. Qualifying at 170.22 mph, Unser had fast company, as Johnny Rutherford and AJ Foyt occupied the front row. The first over 170 mph front row in Indy history. By lap 175, Unser had lapped the entire field and slowed to preserve the car, which allowed second place finisher Mark Donohue to unlap himself. Dan Gurney finished third.
Model by REPLICARZ 1/43
1970 VPJ Colt 70 (Indianapolis 500 Winner - 1970): The car was owned by Vel's Parnelli Jones Racing (Vel Miletich and Parnelli Jones) and was fabricated for the 1970 season by chief mechanic George Bignotti. The car closely followed the Lola T150 the team raced in 1969. The Colt was powered by a Ford 2.5L turbocharged V8 which produced 780 bhp. Another Colt carried Unser to his second Indy win in 1971. The Unser family has dominated Indianapolis, with nine wins. Al Unser is one of three men to have won the Indianapolis 500-Mile Race four times, the fourth of five to have won the race in consecutive years, and won the National Championship in 1970, 1983, and 1985.
Model by REPLICARZ 1/43
The Unser's (Indianapolis 500 Winners): Al Unser - 4 Wins 1970, 1971, 1978, 1987; Bobby Unser - 3 Wins 1968, 1975, 1981; Al Unser, Jr. - 2 Wins 1992 & 1994
1970 Lotus 72C (Mexican GP, 1970): Introduced in 1970, the Lotus 72 was one of the most innovative and successful designs in F1 history. Despite initial handling problems, Jochen Rindt took a 72 to the World Drivers Championship, albeit posthumously. Graham Hill was Rob Walker's driver for the 1970 season after recovering from his bad accident at the USGP in 1969. Uncertain he would race again, Lotus had replaced him for 1970. His opportunity with Walker came about when Jo Siffert left the team at the end of 1969. The 72 may have been too radically different for Walker's team to properly sort out in the short time they had the car. Hill failed to finish the three races he ran in this car, including the 1970 Mexican GP in this livery. This was the last race for a Rob Walker owned car in F1 in a successful history as a F1 privateer that spanned back seventeen years to 1953. Hill refused to retire, instead moving to Brabham in 1971 until he launched his own team in 1973.
Model by SPARK 1/43

1970 Ferrari 312B: Ferrari developed a new 3.0L flat-12 engine for 1970, which produced 445 bhp and powered the new 312B. This horizontal "boxer" layout allowed for a very low center of gravity while allowing a clear airflow beneath the rear wing. Clay Regazoni and Jackie Ickx were the teams main drivers, Ickx had six posium finishes including three wins, finishing second place in the drivers championship. Ickx won the Austrian GP in this car.
Model by IXO 1/43
1970 Lotus 72C WORLD CHAMPION - 1970 & CONSTRUCTORS CHAMPION - 1970: Lotus introduced the 72 midway through the 1970 F1 season, the 72 was an improvement on the 49. Immediately successful, the 72C won its first race and three more in succession with Jochen Rindt. This is thew winning car from the French GP. Tragically, Rindt was killed at Monza and became the first and only posthumous World Champion.
Model by RBA 1/43
1970 DeTomaso 505/38 Ford: Only finishing two races, the De Tomaso designed by Gian Paolo Dallara was important in that it helped propel Frank Williams into becoming a constructor in F1. Sadly, Piers Courage was killed at the Dutch Grand Prix in an accident that saw his 505-38 flip and catch fire. The loss deeply upset Williams; the distance the team principal now places between himself and his drivers has been attributed to this event.
Model by MINICHAMPS 1/43
1971 Ferrari 312B2: For 1971 the cars were modified and re-designated 312B2 and used through 1972. New slightly more wedge shaped bodywork and a reconfigured rear suspension were the main changes. This car was driven by Jackie Ickx to victory at the 1971 Dutch GP. Despite setting several pole positions, the team could not overcome the dominant Tyrrell Fords.
Model by IXO 1/43

1971 McLaren Ford M19A: Successful at Indianapolis and in the CanAm and Trans Am racing series, Roger Penske turned his attention to F1. He hired the second McLaren team car for the Canadian and United States Grand Prix in 1971. Painted in sponsor Sunoco colors and driven by Penske driver and friend Mark Donohue, the M19A was to be the jumping off point for Penske in F1 racing and ultimately building his own F1 cars. The M19A was developed in the wake of the disastorous 1970 season with the M14. The 1971 season proved to be little better, although the Cosworth Ford powered M19 was fast, it was fragile. Donohue finished 3rd in this car at the Candian GP in 1971. At the USGP, David Hobbs brought the car home in 10th position.
Model by MINICHAMPS 1/43
1971 McLaren M16 Offenhauser: Deny Hulme piloted this M16 in the 1971 Indy 500, where he quaified 4th behind Mark Donohue in the Penske McLaren entry and Peter Revson in the other McLaren team car.Revson set the fastest qualifying lap, putting the McLaren on pole for the race. With Revson and Donohue already out, Hulme retired on lap 134 due to a blown engine, allowing Al Unser in an Eagle to cruise to victory. M16 variants won Indy with Johnny Rutherford at the wheel in 1974 and 1976, giving the M16 chassis three wins at Indy.
Model by SPARK 1/43
1972 McLaren M16B Offenhauser (Indianapolis 500 Winner - 1972): The McLaren M16 is one of the most successful cars at Indy, scoring three victories and the M16 was competitive at the Brickyard up until the early 80's. This is Mark Donohue's Penske M16C in which Donohue was the 1972 Indy Winner. The M16 revolutionized Indy car design incorporating wings and down force. The M16 led to the design an development of the McLaren M23 which won two F1 championships. Powered by a turbo-charged Offy straight four engine of 2.7L, the M16 produced 750 bhp. Donohue qualified the car 3rd at 191.4 mph and had a race average speed of 162.96 mph. Donohue led the final 13 laps of the race and scored his first Indy 500 victory and also the first victory for car owner Roger Penske.
Model by SPARK 1/43
1971 March 711: March Engineering's founders were Max Mosley, Alan Rees, Graham Coaker and Robin Herd. They had Frank Costin design the 711 for the 1971 F1 season, powered by the Cosworth DFV V8 engine. Ronnie Petersen had enough successs to finish 2nd in the Drivers Championship. Niki Lauda, driving for March in F2, he bought his way into a seat for his home Austrian GP in this car, but failed to finish. A modest start for one who would become one of F1's all-time greats!
Model by ONYX 1/43

Team Tyrrell:

1970 Tyrrell-Ford 001: In its design the first Tyrrell very much resembled the Matra MS80 used the year before, with its obvious coke-bottle shaped monocoque chassis. The most distinctive feature of the 001 was the hammerhead style front wing, which covered the radiator intake. Tyrrell was forced to develop his own chassis when Matra refused to allow the use of the Ford-Cosworth DFV engine. The 001 was introduced mid-way through the 1970 season. It proved to be qucik from its first race, but relaibility was a factor. Jackie Stewart drove this car at the USGP at Watkins Glen, retiring from the race after having qualified 2nd.
Model by QUARTZO 1/43
1971 Tyrrell-Ford 002: Francois Cevert was a very capable 2nd to teammate Jackie Stewart in 1971. Cevert pushed Stewart and often with less able equipment. At Monaco in 1971, Cevert struggled with an engine problem which eventually caused him to hit a barrier and retire after damaging the suspension. He contributed to the Tyrrell Constructors Championship in 1971 with two seconds and a win at the USGP at Watkins Glen. Tragically, he would be killed while qualifying for the USGP in 1973. Stewart did not race and the withdrawal of the team cost Tyrrell the Constructors Championship in 1972.
Model by QUARTZO 1/43
1971 Tyrrell-Ford 003 (WORLD CHAMPION) & CONSTRUCTORS CHAMPION: Matra's sale to Simca in 1970 and the contractual inability to use the Ford Cosworth DFV engine in Matra under new ownership caused Ken Tyrrell to develop his own cars. The Tyrrell 001 was troduced in 1971, quickly followed by the 002 and 003. Jackie Stewart drove this car to a win at Monaco in 1971, on his way to the World Championship and Constructors Championship for Tyrrell.
Model by QUARTZO 1/43
1972 Tyrrell-Ford 003: This is Jackie Stewart's Ford-Cosworth DFV powered 1972 French GP winning car. The Tyrrell 003 won its first race in Spain and the Scotsman went on to five further victories to win his second World Championship in 1971 and Tyrrell took its first Constructors' title. Things were more difficult in 1972 with Lotus a much stronger rival and despite four wins, Stewart finished runner-up to Emerson Fittipaldi. In 1973, however, Stewart won another five victories to win his third title with the Tyrrell 005.
Model by QUARTZO 1/43

1972 Tyrrell-Ford 004: F2 star Patrick Depailler who was sponsored by French petrol giant ELF, was given a drive for the Tyrrell team in the Frech GP in 1972. He would also have another shot in 1972, finishing 7th at the USGP. It was Depailler's first F1 race. Not the most spectacular start, as he failed to finish and was not classified at the end of the race, yet he impressed Ken Tyrrell enough to secure a full time drive with the team in 1974 after Jackie Stewart's retirement.
Model by QUARTZO 1/43
1973 Tyrrell-Ford 006 (WORLD CHAMPION): Jackie Stewart won the World Drivers Championship with the 006 (a slightly reworked version of the 005) in 1973. Teamed with protégé François Cevert, Stewart scored five victories in the 1973 season and Cevert was the runner-up on six occassions. Tyrrell was poised to win the Constructors Championship, However, at the final race at Watkins Glen, Cevert was killed and the team withdrew; giving that championship to Lotus. Stewart retired from driving at the end of the season.
Model by MINICHAMPS 1/43
1973 Tyrrell-Ford 006 (WORLD CHAMPION): Jackie Stewart's 1973 Championship winning car.Simply one of the best of all-time, his efforts to improve driver and fan safety during races is an enduring legacy which may eclipse all his victories. One of our favorites at Old Irish Racing!
Model by ALTAYA 1/43
1973 Tyrrell-Ford 006 (WORLD CHAMPION): On his way to the World Drivers Championship, Jackie Stewart used this 006 to win the Belgian GP, his second of five wins that season. He also set three pole positions in his final season in F1.
Model by TSM MODEL 1/18

Team Lotus:

1971 Lotus 72D: In the Lotus 72, Colin Chapman created one of the most innovative and successful F1 cars of all time. Using advanced aerodynamics, in board brakes and side pod radiators, the 72 capitalized on the momentum and success Lotus had with the 49. Brought on to the team in 1970, Emerson Fittipaldi was promoted to team leader after the tragic death of Jochen Rindt and Fittipaldi won his first F1 race at the USGP in the 72C on his fifth F1 start. The success Rindt and Fittipaldi had with the car produced Lotus the Constructors Championship in 1970. For 1971, The 72D was modified so that the rear wing would create more down force. Fittipaldi struggled all season with the Tony Rudd designed car; his best finish being at Austria in this chassis, where he finished 2nd. The 1971 season set the stage however for Fittipaldi and Lotus, as he would go on to win five GP's and the World Championship in 1972.
Model by SPARK 1/43
1972 Lotus 72D (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): The remarkable Lotus 72D, Fittipaldi proved virtually unstoppable in 1972 as he won five of 11 races and the F1 Drivers' Championship and Lotus the Constructors' Championship. Fittipaldi became the youngest F1 champion and held that title until Lewis Hamilton took the F1 title in 2008. Fittipaldi was teamed with Dave Walker much of the 1972 season.
Model by QUARTZO 1/43
1973 Lotus 72D (CONSTRUCTORS CHAMPION): Emerson Fittipaldi's winning Lotus 72D at the Argentina GP to start the '73 season. The 72D was replaced by the E part way through the season. Fittipaldi would give way to Jackie Stewart for the World Championship of Drivers, finishing 2nd, with new teammate Ronnie Petersen 3rd in points. Lotus would reclaim the Manufacturers title.
Model by SPARK 1/43
1973 Lotus 72E (CONSTRUCTORS CHAMPION): Ronnie Petersen teamed with Fittipaldi for the 1973 season and Petersen proceeded to win four races to Emmo's three. Early season relaibility cost Fittipaldi the Championship, but Lotus did win the Constructos Championship on the results of both drivers Powered by the 3.0L Ford-Cosworth V8, The 72 participated in 6 seasons and 74 World Championship races, with a record of 20 Grand Prix wins, 2 Drivers Championships and 3 Constructors Championship titles.
Model by QUARTZO 1/43

1973 Lotus 74 F2: Emmerson Fittapaldi 1973 Lotus 74 F2: Lotus campaigned F2 specification cars for Emerson Fittapaldi and Ronnie Petersen at F1 support races during the 1973 season. The cars were powered by a 2.0L Ford BDA/Lotus Novamotor. Unfortunately the cars were down on power (only 240 bhp vs. 270 bhp advertised) when they did run, but engine problems usually resulted in a quick exit in the seven races run. Hard to imagine a current day F1 driver running a support race.
Model by SPARK 1/43
1973 Lotus 74 F2: Ronnie Petersen

1970 Lotus 69: Like many F1 drivers of the day, Graham Hill raced in the Formula 2 races when it fit their schedules. Hill raced this Lotus 69 in 1970 for Jochen Rindt racing at the Paul Richard circuit in France. He finished 5th after having started way back on the grid in 26th! Lotus Components built the 69 in 1970-71 for customers, making both Formula Ford and Formula 3 variants besides the F2 car. F2 regulations allowed 1.6L cars, and Lotus used a 4-cyl. Cosworth FVA, 16 valve negine, which produced 220 bhp. Formula 1 drivers were not allowed to compete for championship points in F2, even though they usually dominated the podium.
Model by SPARK 1/43
1971 Lotus 69 Special: Pete Lovely raced in 11 F1 events, primarily as a private entrant in a Lotus 49B and in 1971, in this car, a Lotus 69 Special. Using a Lotus 69 F2 car chassis, Lovely installed a 3.0L Ford-Cosworth DFV engine. He entered the Canadian and USGP, but was not classified at the finish of either event. I have seen Lovely race this car many times in SCCA and vintage events. Always a fan favorite, he was quite fast! Usually starting at the back of the grid and lapping everyone else to take the checkered flaq. Pete always hauled this car on a drop-side VW Pickup!
Model by SPARK 1/43
1971 BRM P160: The P160 was introduced for the 1971 F1 season and variants of the car were used by BRM in F1 through the 1974 season. Powered by a 3.0L BRM V12, the P160 suffered from reliabilty problems and poor finishes, but Jo Siffert won the Austrian GP in this car and was second at the USGP. The P160 seemed ill-fated. Pedro Rodriguez started the season as Siffert's teammate, but was killed in a sports car race during the season. Siffert had five other teammates during the season, including Howden Ganley, Vic Elford Helmut Marko and Peter Gethin; who won the Italian GP. Sadly, Siffert was killed at a non-Championship race in a P160 late in the 1971 season.
Model by SPARK 1/43
1972 March 721X: The March 721X (for experimental) was a progression from its 711 predecessor in 1971. The 711 produced March's most successful F1 season ever with Ronnie Petersen finishing second in the F1 Drivers Championship and March third in the Constructors Championship. This allowed March to stave off its financial difficulties and continue chassis development. That development came in the form of the 721X, which made its debut at the Spanish GP in 1972. To improve weight distribution, the new car used a Alfa Romeo transverse gearbox ahead of the rear axle rather than behind as conventional F1 cars; coupled with a Ford-Cosworth DFV engine. Niki Lauda joined Petersen in the March team in 1972 for his first full season in F1. The 721X was to prove a disaster as the Goodyear tires could not withstand the loads placed on them by the suspension and made the car 's handling atrocious. The 721X lasted three races before it was replaced by a more conventional 721G. This is Lauda's car from the Belgian GP of 1972, where he struggled to 12th place.
Model by SPARK 1/43

Indy Eagles & McLaren:

1972 AAR Eagle 72: The Eagle 72 was the fastest Indy car of 1972, and also the most popular customer Indy car of its era. Bobby Unser placed his Eagle (Ch. #7203) on the Pole at the 1972 Indy 500, with a qualifying speed of 195.94 MPH and hit 200 MPH during qualifying. Both Indy records! Unser failed to finish the 500 due to a failed ignition rotor, finishing 30th. Powered by an AAR engineered Drake-Offy 2.6L turbo engine, which would be developed to produce 1100 hp, the Eagle 72 dominated Indy car racing in 1972 & 1973. It brought a new era of aerodynamics to Indy car racing with its innovative design.
Model by REPLICARZ 1/43
1973 AAR Eagle 72 (Indianapolis 500 Winner): Gordon Johncock won the 1973 Indy 500 for STP/Patrick Racing in this AAR Eagle 72 (Ch. #7217). The 1973 Indy was a rain delayed, accident marred and tragic event. A major accident at the start caused the race to be postponed, and then rain delayed the race until it was finally run two days later. After the start, a major crash which eventually would take the life of Johncock's teammate Swede Savage on lap 58 was followed by a pit crew member on the STP/Patrick team being killed by an emergency vehicle racing through the pits. Mercifully, rain halted the race on Lap 133, with Johncock, who had led the most laps and was leading, was declared the winner. Johncock would win Indy again in 1982 under much happier circumstances.
Model by REPLICARZ 1/43
1975 AAR Eagle 74 (Indianapolis 500 Winner): Bobby Unser took the second of his three Indy 500 wins at Indy in 1975, piloting the Jorgensen -Eagle 74. Dan Gurney, who finished second as a driver himself twice at Indy, won his first and only Indy 500 as an owner. On lap 174, just 26 laps from the finish of the '75 Indy 500, after a long yellow caution brought out by a major accident ton Lap 170; the skies opened up and the race was eventually red flagged and Unser pronounced the winner. He was having a fierce race with Johhny Rutherford and AJ Foyt at that point, who would have one had the race gone the distance is great for speculation. Unser won his third Indy 500 in 1981.
Model by REPLICARZ 1/43
1974 McLaren M16C/D Indianapolis 500 Winner: Johnny Rutherford won his first of three Indy 500 victories driving for McLaren at the 58th running of the 500 in 1974. A blown engine in qualifying dropped Rutherford all the way back to 25th on the grid. However, he had moved up to 3rd place by lap 12 and led 59 of the last 60 laps to take the checkered flag. The M16 in different configurations was active in Indy car racing for five years and won Indy three times. The Gordon Coppuck designed car borrowed heavily from F1 design and in 1974 to keep speeds down, wing size was limited. The M16 was powered by a 2.6L Offy turbo-charged 4 cyl. engine which produced 780 bhp. Rutherford qualified at 190.446 mph, second fastest.
Model by SPARK 1/43

The Tall Airbox Era:

1972 BRM P180 (Victory Race 1972): The P180 succeeded the P160 for the 1972 F1 season. The Tony Southgate design was to be an improvement on the successful cars of the preceding two seasons, but failed. His modified design moved the radiators to the rear, allowing the nose to be wide and flat. This however made the nose of the car too light and the team fought handling problems all season, only finishing one race. Five different drivers drove for the team during the 1972 season (Peter Gethin, Howden Ganley, Brian Redman, Bill Brack and Jean-Pierre Beltoise) and the team ran two cars at only the Canadian and US Grand Prix's. Beltoise finished 8th at the Italian GP, the only driver to race the car more than once. At the non-championship Victory Race (John Player Challenge Trophy) at the end of the season at Brands Hatch, Beltoise scored a victory in the 40 lap race; which also included F5000 cars. This is chassis P180/02 as it appeared during the Victory Race.
Model by SPARK 1/43
BRM 1973 Brabham BT42/6 (US Grand Prix, 1973): Motor Racing Developments (Brabham) was firmly under Bernie Ecclestone's control in 1972 and be soon brought in his own chief designer, a young Gordon Murry. Murray designed the BT42 for the 1973 season and six chassis were built, two of which Ecclestone "rented out" to private teams that brought needed cash to the table. The BT42 was a diversion from conventional design, in the fact that it had its radiators in the front wings either side of the nose of the car. While not overly successful, the Cosworth DFV powered car was the basis for further development and greater success for Brabham in the years to come.
1973 Brabham BT42/6 (US Grand Prix 1973): The works cars in 1973 were in the famous Martini Racing livery. Listed as a Brabham team driver, John Watson drove one of the customer cars for different owners, but lost most of the season after a bad crash at the early season race of Champions in the BT42's first outing. He drove for Hexagon Racing in the British GP (DNF) and as here, sponsored by Italian tableware maker Ceramica Pagnossin in the US Grand Prix at Watkins Glen. In that race he exited early due to engine failure. While Brabham finished 4th in the Constructor's Championship in 1973, reliability issues plagued the BT42 all season. Watson would drive the car for Goldie Hexagon Racing in the 1974 season, finishing each race mid-grid and scoring six points during the season. One of ten Watson signed editions.

1973 Surtees TS14: The TS14 made its debut at the end of the 1972 season. For 1973,the car was upgraded to the TS14A and motorcycle racing great Mike Hailwood was joined by Carlos Pace and Jochen Mass(two races). Despite its Cosworth DFV engine, the TS14 was not a reliable car and the drivers had 21 retirements between them. The team only managed to have both cars running at the end of a race twice and the best finish for the team was Pace's third place at the Austrian GP. This is Mike Hailwood's car run at the 1973 Monoco GP, where he finished 8th.
Model by SPARK 1/43
1973 McLaren M23: 1973 was the first F1 season for the M23, with variants competing in F1 over five seasons where it would win 16 Grand Prix, two drivers' and one constructors' world championships. Denny Hulme set pole in the very first race for the 3.0L V8 Ford Cosworth powered M23 and won the Sweden GP in this car. Hulme finished 6th in the Drivers Championship and both Hulme and teammate Peter Revson placed McLaren 3rd in the Constructors Championship in 1973.
Model by MINICHAMPS 1/43
1973 BRM P160E: Rising star Niki Lauda joined BRM for the 1973 season and his team mate was Clay Regazzoni. During the season he impressed Ferrari and both drivers joined them for the 1974 season as BRM's star was fading. The P160 went through several variations trying to recapture the success of 1971. The chassis was good, but the BRM V-12 was no longer keeping pace with the competition. In two years he would be champion! Lauda placed 5th at Belgium in this car.
Model by SPARK 1/43
1973 Iso-Marlboro FX3B: Frank Williams entered F1 as an owner in 1969 and by 1972 was able to purchase a new March while Len Bailey designed the FX3 chassis to be powered by the Cosworth DFV engine. In its first race at the British GP, Pescarolo crashed the car and it would not race again till the end of the season. The FX3 was reworked into the FX3B for the 1973 season and Williams obtained sponsorship from Marlboro and Iso Autoveicoli. Two chassis were made, with Howden Ganley and Nanni Galli hired to drive the FX3B. Despite reliability issues, Ganley finished in 7th place at Brazil and 10th place at S. Africa its last F1 race. This is Ganley's car as it appeared in S. Africa. Rule changes around deformable structures made the FX3B obsolete and it only raced in a couple of non-championship events. It was replaced by the Iso-Marlboro IR.
Model by SPARK 1/43

1974 Amon AF101: Chris Amon tried his hand as a constructor and entrant in F1 under the Amon Racing banner, with the AF101. Co-developed with Grodon Fowler, it was Fowler's under-developed chassis that he drove for the Tecno team without success in 1973. Over four races, Amon was unable to make the AF101 work. Unable to qualify the car in most races, the best qualifying effort being 23rd in Spain (but a DNF due to brake failure.) Under financed, the team folded at the end of 1974. Amon would drive a few races for BRM but couldnt right that sinking ship. He would do better at Ensign in 1976 and finished out his F1 career in late '76 with Wolf-Williams.
Model by SPARK 1/43
1974 BRM P201: With Motul sponsorship, Jean-Pierre Beltoise and Henri Pescarolo drove the new 3.0L V12 BRM P201 for most of the 1974 season, with the best finish being 2nd for Beltoise at S. Africa. Chris Amon joined the team towards the end of 1974, after his own F1 team closed and Pescarolo was let go. He drove two races for BRM in 1974 at the Canadian and US Grand Prixs. At Mosport he finished 17th and Beltoise 18th. Neither dirver was classified being 10 and 20 laps down respectively. At the USGP Beltoise failed to qualify and Amon who qualified 12th, finished in 9th place, two laps down. Despite showing promise early on, the BRM was plagued all season with reliability issues and an outdated engine. The hand writing for the end of BRM was on the wall. This is Amon's Canadian GP car.
Model by SPARK 1/43
1975 BRM P201: At the end of the 1974 season the Owen Organization ended its support of the BRM team and the team was handed over to Sir Alfred Owen's brother-in-law, Louis Stanley. Without major sponsorship, the team used the 1974 P201's for the 1975 season. British driver Mike Wilds was brought on to run the Argentine and Brazilian GP's, retiring from both with engine failure. Wild's apparently had a row with Stanley over the outdated BRM 3.0L V12 engine Stanley insisted on using. Wild's suggested a Cosworth DFV would be better and the two retirements due to engine failure proved his point. Wilds was replaced by a revolving cast of drivers and the rest of 1975 would be no better, being BRM's last full season in F1. A sad end to a great name in Grand Prix racing.
Model by SPARK 1/43

1974 McLaren M23B (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): Emerson Fitipaldi joined McLaren in 1974 and brought his ability to help develop and set up the car to the team. Fitipaldi won three races and was on the podium seven times in 1974, giving McLaren its first drivers' and constructors' world championships. He finished second to Niki Laud in the 1975 championship in the M23C, leaving McLaren at the end of that season for Copersucar,
Model by EAGLEMOSS 1/43
1974 Lola T370: Graham Hill left Brabham in 1972 and started his own team, Embassy Hill, using Shadow chassis for the 1973 season; and then the Lola T370 for 1974 before their own chassis was ready for 1975. Hill had his best finish for the 1974 season in this car at the Swedish GP, finish 6th after starting 15th. 1974 was to be Hill's final full season in F1 after a long and spectacular career. He quit to take on full-time team ownership duties in 1975 , but sadly was killed in a plane crash in 1976 before the team could show its full potential.
Model by SPARK 1/43
1974 Lotus 76: The Lotus 76 was a unusual step in the wrong direction for Team Lotus. Intended to replace the 72, the 76 which used the Cosworth DFV engine and had modified aerodynamics, a lighter chassis, longer wheelbase and a narrower, lower monocoque. Initially it also had a "bi-plane" rear wing. Rather than being a more advanced version of the 72, the car was discarded in favor of the older 72 after three races due to poor handling, gaerbox and electronic problems. For the German GP, the revised 76B was entered and Ronnie Petersen finished 4th in this car. It was the only race the 76 finished and it was abandoned at the end of the season.
Model by TSM Models 1/43
1974 Ferrari 312B3: Ferrari hired Niki Lauda and Clay Regazzoni from BRM to help rebuild their struggling F1 team after Ickx's departure. The 312B3 held promise with Lauda on pole 9 times, but poor handling resulted in only 3 wins between the two drivers. Regazzoni winning one race, and finishing on the podium enough times, was tied for the championship with Fittipaldi going into the last race. Handling gremlins in that race (USGP) caused Regazzoni to lose the championship by only 3 points.
Model by HOT WHEELS 1/43

1975 Hesketh 308C: The 308C chassis was used by Hesketh in the late part of the 1975 season at Itallian and USA GP's. Driven by James Hunt, the 308C was a continuation of the 308B which had given Hunt his first GP victory at the Dutch GP in 1975. The 308 chassis was introduced as a replacement for the March chassis the team had been using prior to 1974. Designed by Harvey Postlethwaite, the car was powered by a3.0L Ford-Cosworth DFV engine. The car was competitive but unreliable. The team folded up at the end of the 1975 season, as Lord Hesketh could not afford to keep financing his unsponsored team, and Hunt moved to McLaren for 1976. The rest as they say, is history.
Model by SPARK 1/43
1975 Ferrari 312T: The 312T is powered by a 3000cc Flat-12 producing 510bhp. The T in the name stood for 'transverse', as the gearbox was mounted in this way, improving the car's handling characteristics, helped by the lightweight aluminium monocoque chassis. Lauda was able to overcome life threatening burns suffered in a 1976 crash, where he not only came back that season to narrowly lose the championship, but to dominate F1 in 1977.
1975 March 751: From the era when large snorkel like air boxes were the norm in F1, the March 751 is a Robin Herd design which evolved from the March 741 of 1974. Powered by a 3.0L Cosworth DFV V8, the Beta Tools sponsored team suffered from unreliability; as well as the many accidents which happened at the hands of its principal driver, Vittorio Brambilla. He drove for the team for three seasons between 1974 and 1976 and when he could keep the car on track, was very fast, especially in the rain. 1975 was the best season for the hard charging Brambilla setting pole at the Swedish GP and winning the Austrian GP in this car in heavy rains, upsetting the hopes of Niki Lauda to claim the World Championship at his home GP. The Monza Gorilla as Brambilla was called went on to drive for Surtees and Alfa Romeo before his retirement from F1 in 1980.
Model by ALTAYA 1/43
1975 Brabham BT44B: Jack Braham sold his interest in the Braham racing organization to founder/partner Ron Tauranac in 1969. By the end of the 1971 season, Tauranac sold the team to Bernie Eccelstone, unable to finance the team on his own. Even though he to remain at Braham as designer and engineer, by early 1972 he was out. Eccelstone brought in Gordon Murray to replace him and by 1974, the Cosworth DFV powered BT44 was becoming competitive again using Murray's design featuring early ground effect aerodynamics . In 1975, Carlos Pace won his home Brazilian GP in this car 1st Brazil and together with teammate Carlos Ruetemann helped Braham take third in the Constructor's Championship, behind McLaren (M23) and Ferrari (312T). However, the BT44 was just not competitive enough and in 1976, the team went a different direction with the BT45.
Model by F1 Collection 1/43

1975 Brabham BT44B (German GP, 1975 - WINNER): The Brabham BT44 was modified for the 1975 season, but Carlos Reutemann despite his three wins in 1974, was only able to win once in '75 in this car at the Nürburgring for the German GP. Carlos Pace was his teammate again that season and each would take one win and between them nine podium finishes putting Brabham second in the Constructors Championship just ahead of McLaren, but no match for the Ferrari 312T. Reutemann would finish 3rd in the Drivers Championship. The German GP in 1975 was a race of attrition and bad luck. Niki Lauda started on pole with Carlos Pace in his Brabham next to him, Reutemann qualified 10th. Pace dropped out early with suspension failure and attrition moved Reutemann up the order. When race leading Lauda had a puncture and had to pit, Reutemann seized the lead from the Williams of Laffite to take the checkered flag. The enigmatic Argentinian would continue to have good seasons ahead with Ferrari and Williams before he walked away from F1 in 1981 for politics.
Model by TENARIV KIT built by AUTOMODELLI 1/43
1975 Fittipaldi-Copersucar FD01: Fresh off his World Championship with Lotus, Emerson Fittipaldi and his brother Wilson set up Fittipaldi Automotive in late 1973 to build and race their own Brazilian based F1 car and team. Spending 1974 in development, the FD01 was launched for the 1975 F1 season with major sponsorship from Brazil sugar giant Copersucar. It was designed by Brazilian Richard Divila and was unique in that it had its 3.0L Cosworth DFV engine fully enclosed in a streamlined body, with radiators at the back. Wilson Fittipaldi who had limited F1 driving experience was the team's driver. He retired in the FD01's one and only race in Argentina, when he crashed and the car caught fire on lap 13. It was replaced by the FD02 with more conventional air box. Fittipaldi was never very successful as a team owner, even when Emerson moved over from McLaren in 1976 to drive until 1980.
Model by SPARK 1/43
1976 Fittipaldi-Copersucar FD04: For the 1976 F1 season, Emerson Fittipaldi had left McLaren where he finished 2nd in the Drivers Championship in 1975, to drive the FD04. Fittipaldi replaced his older brother Wilson at the wheel that season and Wilson took over the management of the team he and Emerson started. The 1976 season was not to be as good as the seasons Emerson had experienced up to that point. Various teething problems with the new car and an accident took him out of most races. He did manage three 6th place finishes during the season to give the team three critical points. One of those finishes was at Monaco in 1976 as seen here. By 1977 the team had relocated from their native Brazil to the UK in order to be closer to critical suppliers. The FD404 was used again that season and Fittipaldi imp[roved to three 4th place finishes but no podiums. There was one FD404 chassis built.
Model by SPARK 1/43
1975 Tyrrell 007: The 3.0L Cosworth-Ford DFV V8 powered 007 made its debut in 1974 and was quite successful in the hands of Jody Scheckter, who had six podium finishes, including two wins during its first season. It continued to be raced by Tyrrell into 1977, but 1975 was the last season the car was able to achieve any notable success, with Scheckter again winning one race and being on the podium three times. For the last race on the 1975 season in Canada, Tyrrell brought out a third car for F2 and F3 champion Michel Leclere. Leclere making his F1 debut qualified a disappointing 20th and his engine blew after only five laps. His F1 career lasted about as long. Leclere is noted for driving at Le Mans four times and his performance in the Renault powered Mirage GR8 caught Renault Motorsports eye. He went on to lead that division of Renault and often seen today doing the demonstrations of Renault Classic's machinery at European events.
Model by SPARK 1/43

1975 March 751: Team Penske gave up on their own car part way through the 1975 season and bought this March 751 for Mark Donohue to drive for the remainder of the season. March built economical chassis for privateers in F1 during the 70's and two other teams ran the 751 with the Ford-Cosworth DFV engine. A total of five chassis were built, with the Beta March team running two cars and having the greatest success with the 751. Reliability issues and accidents kept the teams from obtaining better results. In his first race in the 751, Donohue was in fourth place and closing on third when a freak hailstorm hit and three of the top four cars aquaplaned off the track. Donohue was one of them and ended up finishing 5th. His next race was in Germany where tire failure ended his race early. At the next race in Austria, a burst tire in practice sent Donohue hurtling off the track. He died the next day from head trauma and motorsport lost a great driver and engineer. Ironically, Vittorio Brambilla scored March's only victory with the 751 in that race in heavy rain.
Model by MINICHAMPS 1/43
1976 March 761: During the 1976 F1 season, four teams used the 761, with March Engineering fielding this entry for Ronnie Peterson. Beta and Penske were the other noteable teams that fielded a 761, with Penske switching to their own chassis in mid-season. The Beta March was driven by Vittorio Brambila and ther Penske by John Watson. Powered by the 3.0L Cosworth-Ford DFV engine, the 761 cars were fast, always qualifying near the front, but highly unreliable. However, when they held together they were formidible. Ronnie Petersen won the Italian GP in this car, which rewarded his perserverence with the team. Petersen moved on to Tyrrell in 1977, with a couple of independent teams trying to field 761's without success.
Model by TSM 1/43
1976 Penske PC4: Penske entered F1 in 1974 using the March 761 until their PC1 was ready. Tragically, Mark Donohue was killed while practicing for the Austrian GP in 1975; which had it not been for a commitment in 1976 to sponsor Citicorp, may have ended Penske's F1 experience there. With Northern Ireland driver John Watson signed on for the season, for the first six races of the 1976 season they used the PC3 chassis. The PC4, using a 3.0L Cosworth DFV V8 made its appearance at The Swedish GP, but retired. After, revised aerodynamics and wheelbase made the PC4 competitive. Ironically, the Austrian GP where Donohue was killed the year before was the sight of Penske's only F1 win. Watson also took 3rd at the French and British GP's. Penske left F1 at the end of the season to focus on Indycar. The chassis were sold to the ATS team for 1977.
Model by ALTAYA 1/43
1976 Parnelli VPJ4B (USGP West 1976): Vel's Parnelli Racing branched out from Champ Car racing and entered F1 in late 1974 with a Firestone backed effort. That effort with a car designed by ex-Lotus designer Maurice Philippe, powered by a 3.0L Cosworth DFV engine looked very promising. However, Firestone withdrew from racing at the end of 1974, leaving the team without a major sponsor. The team soldiered on with Mario Andretti driving, but the best finish he could wring out of the VPJ4 was a 4th place finish in Sweden. The team skipped the opening race in Brazil to start the 1976 season and Andretti finished 6th and in the points at South Africa. At the next race at the USGP West street circuit at Long Beach, Mario qualified 15th, but had moved to the top ten, setting fastest race lap, before a water leak ended his race. The speed and handling of the car was promising, but hopes for a better season were dashed when Vel's Parnelli decided to quit F1. Mario only learned of their decision from a reporter after exiting the race. A chance meeting the next day with Colin Chapman of Lotus ended with Andretti hired to drive for Lotus the rest of the 1976 season. Had Vel's Parnelli not quit F1, who knows if Mario would have gone on to win the F1 Championship with Lotus in 1978.
Model by SPARK 1/43

1976 Brabham Alfa-Romeo BT45A: The Gordon Murray designed BT45 was the first Brabham to use the 500 hp Alfa Romeo flat 12-cylinder engine, an engine layout which had been quite successful for Ferrari. The team drivers for the 1976 season were Carlos Pace and Carlos Reutemann. The team suffered engine reliability problems throughout the season and the best they could do was three fourth place finishes. Variations of the BT45 appeared over the next two seasons with better luck as the engine was sorted out. John Watson and Hans-Joachim Stuck captured three podium finishes in 1977, with Niki Lauda finishing 2nd and 3rd at the start of the 1978 season before the BT45 was retired.
Model by TSM 1/43
1976 Surtees TS19: The TS19 was a Cosworth-Ford powered F1 car used by Team Surtees during the 1976, 77 & 78 F1 seasons. For 1976, the team had regular drivers Brett Lunger and future World Champion Alan Jones. The team struggled at the back of the grid, the best finish being Jones' 4th place finish in this car at the controversial rain soaked Japan GP, where Niki Lauda basically handed the Championship to James Hunt when he refused to race in the dangerous conditions. The Durex condoms sponsorship of Jones' car was also highly controversial for the time. At the Japan GP, the car would also be sponsored by Teddy Yip, who would enter F1 as a team owner in 1977.
Model by SPARK 1/43
1976 Shadow DN5B: The DN5B was the upgrade in 1976 to the Tony Southgate designed DN5 used in the 1975 F1 season and the Shadow team consisted of Jean-Pierre Jarrier and Tom Pryce. The DN5B was slower than the car the year before, but had improved reliability. Mid-season rule changes to air box height and rear wing position also adversely affected the Shadow. Unlike the previous season when the team took three poles, set three fastest laps and finished in third position twice; the best result was Pryce's third place finish at the season opening race in Brazil. Tom Pryce finished 7th at South Africa in this car. Tragically, the likeable Welshman would be killed a year later at S. Africa when a marshal ran out on the track; Pryce hitting the marshal at 170 mph and the marshal's fire extinguisher striking Pryce in the head, killing him instantly.
Model by SPARK 1/43
1976-78 Shadow DN8: The DN8 was used by Shadow in the 1976, 1977 and early part of the 1978 F1 seasons. The cars design was conceptualized by Tony Southgate before he joined Lotus. Returning to Shadow in 1977 he refined the car further and that was the season Shadow Had its best year in F1; form a results standpoint. Alan Jones joined the team after the death of Tom Pryce early in the 1977 season . Jones was joined by Riccardo Patrese and Jones scored points in six races that season, including Shadow's only F1 win at the Austrian GP. The Cosworth-Ford 3.0L powered DN8 was used in the early part of the 1978 season. New team drivers Hans Stuck and Clay Regazzoni struggled with the car. At the Brazil GP, Stuck qualified 9th in this car, but failed to finish because of a fuel system problem. The DN9 replaced the DN8 by the USGP West, but the new car was unreliable and was flagging the end for Shadow.
Model by SPARK 1/43

Hunt vs. Lauda:

1976 McLaren M23B (WORLD CHAMPION): 1976 was James Hunt's first full season with McLaren, in what was to be one of the most dramatic and controversial F1 seasons. Hunt won the World Drivers Championship that season by one point over Niki Lauda, in a story and season long drama that is well chronicled. The M23 chassis was four years old in 1976 and was kept competitive through a combination of additional weight savings, improved aerodynamics and a new six-speed gearbox; powered by a V8 Cosworth-Ford producing 470bhp. Hunt scored six victories over the season in the M23, as well as eight pole positions including the 1976 South African GP in this car. With Hunt slow away at the start, Lauda claimed the lead and led the entire race, Hunt finishing second.
Model by MINICHAMPS 1/43
1976 McLaren M23C (WORLD CHAMPION): Powered by the venerable Ford-Cosworth DFV 3.0L engine, the M23 was first introduced for the 1973 F1 season and was developed from the McLaren M16 Indy car. Emerson Fittipaldi played a big part in the cars development, winning the Drivers Championship in 1974. During the 1976 season, James Hunt had his epic battle with Niki Lauda for the Drivers Champoinship, with Hunt scoring one point more than Lauda to take the title, albeit among a great deal of controversy. The stuff movies are made of!
Model by RBA 1/43
1976-77 McLaren M23C: Problems with development of the M26 required McLaren to use the M23 in the first part of the 1977 F1 season. The best James Hunt could do was a second in Brazil. Things would get better at McLaren as they developed the M26 which could clearly keep up with Ferrari. Hunt would win three races in the later half of the season with the M26. He was unable to regain his championship form from the year before, critics saying he no longer had the fight in him. I think his racing talent peaked at the same time the M23 did.
Model by MINICHAMPS 1/43
1977 McLaren M26: The M26 replaced the M23 in mid-season 1977, powered by the 3.0L Ford-Cosworth DFV V8 engine and producing 485 hp. Unfortunately, it was too little too late for McLaren. Reliability and accidents took their toll among flashes of former brilliance. McLaren finished third in the constructors championship, just behind Lotus, but Ferrari dominated the season.. A young Giles Villenueve started his F1 career with McLaren in 1977. James Hunt drove one more year for McLaren in 1978, but there were no wins and it would be his last full season before retiring from F1.
Model by MINICHAMPS 1/43

1976 Lotus 77: Like the Lotus 74 which preceded it, the Lotus 77 offered featured improved aerodynamics and repositioned radiators to aid better cooling than its predecessor and the now obsolete Lotus 72. Ronnie Petersen left Lotus for March after the first race, leaving Mario Andretti to do most of the development work. After a slow start for the 1976 F1 season, the 77 gradually became better, but a long ways from Ferrari, McLaren and Tyrrell that season. After retiring at Brazil in this car, Andretti managed two third place finishes at the Dutch and Canadian GP's. He finished the 1976 season winning the rain soaked Japan GP. The Lotus 78 would bring the Lotus back to prominence the following season.
Model by SPARK 1/43
1976 Ferrari 312T2 (CONSTRUCTORS CHAMPION): Niki Lauda performed one of the bravest acts in all sport when he came back from a horrific crash and nearly burning to death at the German GP, to race again six weeks later. Lauda conceded the title by just a single point to James Hunt, but the 312T2's superiority helped Ferrari win its second consecutive constructor's title. The 312T2 dominated F1 in the 1976 season,
Model by QUARTZO 1/43
1977 Ferrari 312T2 (WORLD CHAMPION & CONSTRUCTORS CHAMPION): Niki Lauda won his second World Championship in 1977. Narrowly losing the 1976 Championship to James Hunt despite his bad accident and severe burns, Lauda put the Ferrari on the podium 10 times and 3 wins during the season. No matter how good he was, his time at Ferrari was over, replaced by Giles Villeneuve.
Model by HOT WHEELS 1/43
1977 Wolf Ford WR1: Winning the Canadian GP for the home team of Walter Wolf's F1 enetrprise, Jody Scheckter put the crowning achievement on a very good sophmore season for the team. A relative unknown, Scheckter finished second in the Drivers points to Lauda and Wolf fourth in the Constructor's Championship. Powered by a Cosworth DFV V8, the WR1 produced 485 bhp.
Model by MINICHAMPS 1/43

1977 Tyrrell P34B: The Tyrrell P34, otherwise known as the "six-wheeler", was designed by Derek Gardner and powered by the 3.0L Ford-Cosworth DFV. The unique feature of the P34, was the use of four 10" diameter wheels at the front to lessen the lift caused by two larger front wheels, thereby improving frontal downforce. Ronnie Petersen and Patrick Depailler were the Tyrrell tem drivers in 1977. After the car proved itself to be competitive in the previous season, they struggled with tire, engine and brake overheating issues. Ronnie Petersen drove this car in the 1977 Brazilian GP. He was unable to avoid catch fencing thrown out on the track when another car spun on lap 13, and his race ended.
Model by TRUESCALE 1/43
1977 Tyrrell P34B: The P34B was wider and heavier than the P34,and while still promising, was not as competitive as the year before. Much of the lack of success was mostly due to Goodyear's failure to properly develop the small front tyres. That is what had lead Jody Scheckter to leave Tyrrell for Wolf at the end of the 1976 season. Ronnie Petersen was an established F1 star, but the P34 did not match his driving style as he could not see the front wheels to place himself in corners. At the Belgian GP, he showed his driving talents and mastery of even the Tyrrell. In the rain soaked race at Zolder, Petersen held off some of the best talent in F1 to finish 3rd. Because of a lack of tire development, the P34 project ended with the 1977 season.
Model by TRUESCALE 1/43
1978 Tyrrell 008: Tyrrell replaced the six-wheel P34 with this chassis for the `1978 season. Patrick Depaillier took his first F1 victory at Monaco and had a second place finish in the season opening South African GP and second place in the Austrian GP. Two third palace finished during the season earned him 4th place in the Drivers Championship. The 008 was powered by a 3.0L DFV Cosworth Ford, which produced 485 bhp.
Model by SPARK 1/43
1978 Brabham Alfa Romeo BT46: Designed by Gordon Murray for the Brabham team, then owned by current FI supremo Bernie Ecclestone for the 1978 season, the BT46 used a 3.0L flat-12 Alfa Romeo engine producing 520bhp. Despite having the talents of both Niki Lauda and John Watson on the team, the car ultimately proved to be too heavy and used too much fuel despite developments to make it better during the season, it only won two races with Lauda including two second place finishes. Lauda finished second in this car at the Monaco GP in 1978.
Model by TSM Model 1/43

Ground Effects Era:

1978 Brabham BT46B: The BT46B known as the "fan car" generated an immense level of downforce by means of a fan, claimed to be for increased cooling, but which also extracted air from beneath the car. Driven by Niki Lauda to its only win (and appearance) at the Swedish GP, before through regulation change and politics it was banned. It may have been short lived anyway, as Lauda described the car as being unpleasant to drive due to the lateral loads and reliance on aerodynamics over driver skill.
Model by TSM 1/43
1978 Lotus 79 (CONSTRUCTORS CHAMPION): Ronnie Petersen drove this Lotus 79 to victory at the Austrian GP in 1978. Petersen finished second to Mario Andretti in the Drivers Championship that year. Sadly, the loveable Swede who died following complications from injuries received on an opening lap accident at the Italian GP at Monza would likely have won the championship from his teammate if the accident had never happened. Lotus clearly had the early advantage with ground effects. Chapman saw the threat from Brabham with the fan car and actually started development of their own fancar.
Model by SPARK 1/43
1978 Lotus 79 (WORLD CHAMPION): Mario Andretti claimed the World Drivers Championship and the F1 Constructors Championship for Lotus in 1978. Andretti won eight races that season and teammate Ronnie Peterson who was killed at Monza won three. Peterson finished second in the Championship. The Lotus 79 was the first F1 car designed in a wind tunnel and the first car to take full advantage of ground effects aerodynamics, having 30% more down force than its predecessor. The lateral G-forces that ground effects began to take on drivers was significant. That fact prompted some of the rule changes around ground effects in the coming seasons.
Model by SPARK 1/43
1979 Ligier JS11: Ligier replaced the Matra V12 in its car for the 1979 F1 season, opting to go with the 3.0L Cosworth-Ford DFV engine. Team cars were driven during the season with great success by drivers Jacques Laffite and Patrick Depailler, with Depailer contesting for the Drivers Championship before a hang-gliding accident ended his season. His place on the team was taken by Jacky Ickx, who never could get to grips with the car. Lafitte would finish 4th in the Drivers Championship in 1979, having won the Argentina and Brazil GP's in this car. Ligier would place 3rd in the F1 Constructors Championship behind Williams and Ferrari.
Model by SPARK 1/43


1979 Williams FW07: Williams FWO7 race cars are recognized as one of the most successful Grand Prix designs of all time. They were the first of the successful Williams ground effects cars. Alan Jones began his dominance of F1 racing with this car in 1979 and continued on to take the Drivers Championship and gave Williams its first Constructors Championship in 1980. The FW07 is powered by a 3.0L Ford Cosworth DFV engine. It had 15 wins and 8 poles in 43 starts.
Model by MINICHAMPS 1/43
1979 March BMW 792: The 2.0L BMW four-cylinder power units produced approximately 270 bhp and were the top engine in F2. Using this engine in a March 792 chassis with new ground effects, Marc Surer of the BMW team would win the European F2 Championship in 1979. Hans J. Stuck drove this car for BMW at Hockenheim, but retired. Stuck had used his success in F2 in the early 70's to launch his F1 career.
Model by MINICHAMPS 1/43
1979 Lotus 79: By 1979, the rest of F1 had caught up technologically to the Lotus 79 and it was not able to dominate F1 any longer. With Carlos Reutemann moving to Williams, Colin Chapman had a young Nigel Mansell test for a place on the Lotus team in late 1979. This car is in the livery of that test at Paul Richard. Mansell became the Lotus test driver for the 1980 season, getting three starts before earning a full time ride with Lotus in 1981.
Model by MINICHAMPS 1/43
1979 Ferrari 312T4 (WORLD CHAMPION & CONSTRUCTORS CHAMPION): The 312T4 was Ferrari's first ground effects car and was based on the 312T3. Drivers Gilles Villeneuve and Jody Scheckter produced six wins and produced Ferrari its fourth constructors' championship in 5 seasons and Scheckter his only drivers' championship. The width of the 515 bhp flat-12 Ferrari engine limited the amount of ground effects that could be employd for the 312T4 and subsequently the T5 & T6.
Model by HOT WHEELS 1/43

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