1950 Renault 4CV: Just-Emile Vernet and Roger Eckerlein placed 27th overall and 3rd in class at Le Mans in 1950. They finished almost 100 laps down to the winner! Vernet had raced at Le Mans since 1931, mostly in Renault powered machines, always looking for the class win. Petites voitures, grands rêves!
Model by IXO 1/43
1950 Talbot-Lago T26GS: Louis Rosier entered this car and co-drove with his son, Jean-Louis Rosier to first place at Le Mans in 1950. Essentially a Grand Prix car with cycle fenders, the T26GS is powered by a 4.5L straight-six producing 190 bhp, Rosier set fastest lap in the race. He partnered with Fangio in another Talbot-Lago T26GS in 1951 but failed to finish.
Model by STARTER 1/43
1950 Talbot-Lago T26GS: At Le Mans in 1953, Louis Rosier and Elie Bayol retired early in the race due to gearbox failure. This car (Chassis #110055) was the same one that Rosier had driven to victory at Le Mans (driving 22 of the 24 hours) in 1950. It was re-bodied and used extensively, including the 1953 Carrera Panamericana (5th) and Le Mans again in 1954 & 1955.
Model by TOP MODEL 1/43
1952 Renault 4CV Vernet-Pairard: Just-Emile Vernet and Jean Pairard were early modifiers of post-war Renault automobiles. In 1952, they develop an envelope body over 4CV mechanicals and created a car which set 8 speed records at the Autodrome de Montlhéry. Renault entered the car at Le Mans in 1953 and it was driven by Yves Lesur and Andre Briatt. Unfortunately the little 4CV car did not survive more than 14 laps, losing its 747 cc engine. It was fast however, capable of 110 mph!
Model by ELGIOR 1/43

1953 Renault 4CV Type R: An Alpine prepared 4CV driven by Gamot & Megitt in the 1953 Tour of Belgium (Alpine Rally?) Not many details known about the drivers of this 747cc car. I have a soft spot for these diminutive French cars, my family having owned one in the late 50's.
Model by ELGIOR 1/43
1954 Panhard X88 (1954 Le Mans): Rene Cotton and Andre Beaulieux drove the new aerodynamic X88 built by Monopole for Panhard. With its small 750 cc four cylinder Panhard engine, this entry was one of three the French manufacturer entered in its attempt to compete for the Index of Performance. Finishing 16th, they were fourth in class. In the later part of 1954, this car set a record for its class by being driven at an average speed of over 200 kph (125 mph) for an hour.
Model by BIZARRE 1/43
1968 Alpine A210: Bob Wolleck and Christian Ethuin finished 11th overall and 1st in class at Le Mans in 1968. Powered by a fuel-injected Renault R8 Gordini of 1.5L, the 178 hp car was capable of 179 mph, aided by its aerodynamic body, whose dominant feature was the long tail with the two side fins.
Model by TOP MODEL 1/43
1969 Alpine A220: Jean Vinatier and André de Cortanze drove this Alpine entry at Le Mans in 1969. A broken oil pipe took them out of the race at the halfway point. The A220 was powered by a Renault Gordini 3.0L V8 producing 310 bhp and could propel this light tube space frame cars to 205 mph. The Alpine A220 was a serious Le Mans contender, but it never fulfilled its promise.
Model by TOP MODEL 1/43

1970 Matra MS650 (Le Mans, 1970): Matra introduced the MS650 in 1969, designed for the Group 6 racing in the International Championship of Makes. The car had an encouraging debut at Le Mans in 1969, with one car finishing fourth and the other fifith. The rest of the season was hopeful for the 3.0L V12 engine powered cars, but failed to produce the desired results. Knowing the rules would be changing soon to eliminate the 5.0L competition, the team focused on Le Mans in 1970 to develop the cars further and win their 3.0L prototype class.
Model by SPARK 1/43
1970 Matra MS650 (Le Mans, 1970): Equipe Matra-Simca entered three cars for Le Mans in 1970, with support from its new partner Simca. A new MS660 whose slow development required them to enter two revised 650's for the race. The 650's were both a long-tail and a short-tail version, the car here, driven by Patrick Depailler and Jean-Piere Jabouille. The car was running as high as 12th before Jabouille had a shunt in the esses. However, the highly stressed 400 BHP F1 engine in the 650 started to suffer from excess fuel consumption due to its 'long distance' piston rings breaking up. It retired after 70 laps in the 70th hour due to engine failure.
Model by SPARK 1/43
1970 Matra MS650 (Le Mans, 1970):
Model by Solido (modified) 1/43
1970 Matra MS650 (Le Mans, 1970):
Model by Solido (modified) 1/43

1971 Alpine Renault A110 1600S (Monte Carlo Rallye 1971 - WINNER): The Monte Carlo Rallye in 1971 will long be remembered for its weather and the fact that constantly changing weather conditions wrecked havoc on teams tire selections for certain stages. For example, where ice was expected, there would be fresh snow. Where snow was expected, their would be deep mud. Every conceivable type of weather, save extreme heat, was experienced at some stage as the competitors descended on Monte Carlo from ten starting points over their three nigh journey. The Alpine Team fielded six factory cars for the 1971 Monte, all starting from Marrakesh. Ove Anderson along with David Stone drove this car to victory by just over a minute to its second place teammate. The A110 was car first introduced in 1961, with the rally success in the early 70's due to the cars handling and lightweight, getting power from the 1.6L Renault-Gordini engine (125 hp/130 mph top speed). Anderssen went on to win three more rallies in 1971 for Alpine, giving them the Manufacturer's Championship.
Model by SPARK 1/43

1973 Alpine Renault A110 1800S (Monte Carlo Rallye 1973 - WINNER): Alpine produced this Renault powered rally car of 1800 cc, producing 180 bhp and weighing just over 1300 pounds, into a world-beater. A 1-2-3 finish on the 1971 Monte Carlo rally, which was repeated again in 1973 by this car driven by Jean-Claude Andruet and Michele Petit. Based on a 1962 design and primarily production parts, the A110 gave way to more modern cars such as the Stratos which copied its size and rear-engine design.
Model by SOLIDO 1/43

1970 Ligier JS1 (Le Mans, 1970): Guy Ligier retired from active racing in 1968 following the death of his close friend Jo Schlesser and concentrated on his new car company, Automobiles Ligier. The first car, the JS1 (JS in honor of Schlesser) was introduced in 1969. A light weight, mid-engine coupe, which by the time of Le Mans in 1970, was powered by a 1.8L Cosworth FVC engine Producing 240 BHP. This car was Chassis #01, only one of the three JS1s built survives.
Model by SPARK) 1/43
1970 Ligier JS1 (Le Mans, 1970): Ligier continued to drive his own cars at Le Mans and in 1970, he was teamed with fellow Frenchman, Jean-Claude Andruet. The car was entered under the Ecurie Intersport/Automobiles Ligier banner in the P2000 class and started from 30th on the grid. The pair had worked up to 18th before a broken distributor sidelined the entry after 54 laps in the 7th hour. Ligier would enter the new JS2 at Le Mans over the next five years.
Model by SPARK 1/43
1971 Ligier JS3 (Le Mans, 1971): Built with the express purpose of winning Le Mans, the JS3 was constructed by Ligier cars with an aluminum monocoque chassis, using the 3.0L Ford-Cosworth DFV engine as a chassis stress member. The DFV was used despite Cosworth’s reservation about the 400 bhp engine lasting in an endurance race. Guy Ligier and Patrick Depailler drove the Group 4 car in the P-3000 class at Le Mans in 1971. After an excellent showing at the Le Mans Test weekend, for the 24-Hours they qualified 17th, second in class.
Model by SPARK 1/43
1971 Ligier JS3 (Le Mans, 1971): The duo of Ligier and Depailler were in 10th when they had to take a 90- minute pit stop to repair a failing suspension mount. On their way again, the pair had worked their way up to 5th overall and were eading their class when the transaxle expired in the 18th hour. The Gulf team lent them a transaxle, but trying to fit the Porsche part to a Ligier took over three hours. Under way again, they crossed the finish line well behind the leaders, but the only car in their class to finish. All for naught though as they were not classified, having failed to cover the required distance.
Model by SPARK 1/43

1972 Ligier JS2 (Le Mans, 1973): Ligier entered two cars at Le Mans in 1973, both with improved aerodynamics from the original Frua design, but much of race practice was spent trying to get wing angles right. Powered by a larger Maserati 3.0L V6 engine than its predecessor, the engine though problematic, produced 330 BHP. Guy Ligier and Jacques Laffite drove this car and qualified the car 16th on the grid.
1972 Ligier JS2 (Le Mans, 1973): While running as high as 10th and ahead of faster competitors like the Porsche turbos, the car started to develop high oil temperature. Ligier pitted the car and took on more oil, but it was too soon and the car was disqualified. Its sister car suffered from an accident and a long stop in the pits to repair front and rear bodywork, only to retire in the 16th hour due to transmission failure. A disappointing end to Automobiles Ligiers run at Le Mans in 1973.
1972 Ligier JS2 (Le Mans, 1974): The Ligier team was back at Le Mans in 1974 with a pair of cars featuring another new aero design of the body, wider tires and modified ZF transmission. For reliability, the engine had been slightly detuned to 300 BHP. Jacues Laffite and Alain Serpaggi finished 8th overall in this car, dicing with the sister car before it retired on lap 82. The strong placing at Le Mans and the win of the earlier Le Mans 4-Hr. Set the stage for the teams 1-2 finish on the Tour de France in 1974 and Le Mans in 1975.
Model by MANOU LE MANS 1/43
1972 Ligier JS2 (Le Mans, 1974):
Model by MANOU LE MANS 1/43

1975 Ligier JS2 (Le Mans, 1975): Jean-Louis Lafosse and Guy Chasseuil drove to a 2nd place finish sandwhiched inbetween the Mirage cars at Le Mans in 1975. Powered by a Ford-Cosworth DFV engine (3.0L V8), the Ligier JS2 was based on the glass fibre bodied JS2 production car. Guy Ligier has always been a favorite of mine, primarily because of his rugby exploits for France, but also as an independent manufacturere who achieved success both at Le Mans and in F1.
Model by ALTAYA/IXO 1/43

1969 Matra MS640: In 1969, Matra was determined to improve its results at Le Mans from the previous year when a burst tire dashed their hopes of a possible win. To meet the new 3.0L regulations, they designed the MS640 as a replacement to the MS630; along with the new MS650. The MS640 had improved aerodynamic bodywork developed by Robert Choulet a Matra aerospace engineer. Powered by the Matra 3.0L MS9 V12, the MS640 was lightweight and produced the speed and power to compete with the Porsche 917.
Model by VROOM 1/43
1969 Matra MS640: At a private test at Le Mans in April 1969, while doing 155mph (250kph) on the Mulsanne Straight with Henri Pescarolo driving; the bodywork started shaking and flexing and upon hitting a bump, the car became airborne and had a disastrous crash which Pescarolo barely survived. Bones broken and scarred from burns, it took him six-months to recover and the facial burn scars the reason he has always worn a beard since. The car destroyed, it never raced, Matra running MS650 (4th) and MS630 (5th) at Le Mans in 1969.
Model by VROOM 1/43
1972 Matra MS670 (LE MANS WINNER, 1972): Graham Hill and Henri Pescarolo gave the Equipe Matra-Simca Shell team its first outright win at Le Mans in 1972. This car finished 10 laps ahead of the other team car which took second place with Francois Cevert and Howden Ganley driving. The rule change that went into effect at Le Mans in 1972, limiting engines to 3.0 litres favored Matra with its developed 3.0L V12.
Model by IXO 1/43

1973 Matra MS 670B (LE MANS WINNER, 1973): For 1973, Matra planned an all-out assault on Le Mans with four entries and against stiff competitoin from Ferrari and Gulf-Mirage. This car piloted by French drivers Henri Pescarolo and Gerard Larrousse won and it was to be the second of three consecutive wins for Pescarolo. Powered by a Matra V12, producing 450 hp. A MS 670B set fastest lap.
Model by MINICHAMPS 1/43
1974 Matra MS670C (LE MANS WINNER, 1974): Much to the delight of the French fans, Matra won Le Mans again in 1974, again with the duo of Henri Pescarolo and Gerard Larousse that won Le Mans in a MS670B in 1973 and the third straight Le Mans win for Matra. Pescarolo put this car on the pole and Jean-Pierre Jarier in another Matra set fastest lap during the race.
Model by ALTATA/IXO 1/43

1975 Ligier JS2 (Le Mans, 1975): Jean-Louis Lafosse and Guy Chasseuil drove to a 2nd place finish sandwhiched inbetween the Mirage cars at Le Mans in 1975. Powered by a Ford-Cosworth DFV engine (3.0L V8), the Ligier JS2 was based on the glass fibre bodied JS2 production car. Guy Ligier has always been a favorite of mine, primarily because of his rugby exploits for France, but also as an independent manufacturere who achieved success both at Le Mans and in F1.
Model by ALTAYA/IXO 1/43

1977 Inaltera LM GTP (Le Mans, 1977): Jean Rondeau made the bold decision to put a Cosworth DFV engine in the new Group 6 GTP car he had designed for its power and reliability. This cost him French auto industry financial backing, but he found sponsorship support from Inaltera, a paper company. Rondeau completed three cars in his small shop outside Le Mans and at Le Mans in 1976, while not competitive with the turbochgarged cars, Inaltera's finished first in the GTP class. In 1977, Rondeau and Jean Ragnotti drove this car to 4th place overall and first in class. Inaltera was disbanded, but Rondeau would go on to build a LKe Mans winning car.
Model by Altaya/IXO 1/43
1977 Inaltera LM GTP (Le Mans, 1978): Jean Rondeau set his sights on Le Mans and chose to power his new race car with the 3.0L Ford-Cosworth DFV engines for greater horsepower (415bhp) over French engines. For this, most French companies turned their backs on him, with the exception of the wallpaper maker Inaltera. For their sponsorship and support, Rondeau named the cars for them. This car is the second of three built and was first driven at Le Mans in 1976 with Jean-Piere Beltoise and Henri Pescarolo finishing 8th overall and 1st in the GTP class. For Le Mans in 1977 as seen here, Beltoise partnered with Al Holbert and they finished 13th overall, 5th in class. Inaltera was sold in 1977, the team disbanded and the cars sold to a Swiss owner who ran them again in 1978. This car again finishing 13th overall and 2nd in class.
Model by Bizarre

1978 Alpine Renault A442B (LE MANS WINNER - 1978): Recovering from the prior's year's disappointment, the third time was a charm for the Alpine-Renault team at Le Mans, winning with Didier Pironi and Jean-Pierre Jaussaud at the wheel. The A442B was a continuation of the cars which ran at Le Mans the preceeding two years. Powered by the 2.0L V6 Renault-Gordini turbocharged engine, the car produced over 500 bhp. In full qualifying trim it achieved a top speed of 236 mph on the Mulsanne straight, making it the fastest car ever produced by Renault.This car (Ch. #4423) was run the prior to years at Le Mans, but failed to finish. With the 1978 win, the third time truly was the charm!
Model by SPARK 1/43

1980 Rondeau M379B (LE MANS WINNER - 1980): Jean Rondeau was the first driver to even win Le Mans in a car bearing his own name. Powered by the evergreen Ford Cosworth DFV 3.0L V8 engine, the Rondeau was a continuation of the Inaltera design and ran at Le Mans in the GTP class. Co-driving with Jean-Pierre Jaussaud, Rondeau was able to hold off Jackie Ickx at a very wet Le Mans in a Porsche 908/80 for the win. The tube framed Rondeau's engine produced 460 bhp and had a top speed of over 200 mph.The victory was fulfillment of a boyhood dream for Rondeau who grew up and had his shop a few miles from the Le Mans track.
Model by IXO 1/43
1981 Rondeau M379CL (Le Mans 1981): With the success at Le Mans in 1980, Rondeau brought five cars to Le Mans in 1981. This is one of the three cars entered in the LM-GTP class, with Jacky Haran, Philippe Streiff and Jean-Louis Schlesser sharing the driving. Jacky Ickx turned the tables this year on Rondeau with a Porsche victory, but this car starting in 28th position had a relatively trouble free run, finishing 2nd overall and 1st in class just ahead of its sister car. Jean Rondeau operated his racing factory outside of Le Mans and having grown up there, was a local hereo. He was tragically killed in a train/car accident in 1985.
Model by IXO 1/43
1983 WM P83B (Le Mans 1985): Welter Racing developed and raced the WM P83 at Le Mans and other World Championship Group C events from 1983 to 1986. From 1984 on it was known as the WM 93B as improvements to body shape and aerodynamics were made. The car remained in this configuration until 1986. The car was powered by a Peugeot PRV 2.8L turbo V6 engine, which produced 420hp. At Le Mans in 1985, Roger Dorchy, Claude Haldi and Jean-Claude Andruet raced this WM P83B, but were put out of the race by an accident on the 73rd lap of the race.
Model by BIZARRE 1/43
1983 Rondeau M482: After a strong run for the World Endurance Championship for Makes in 1982, with the FIA internal politics handing the title to Porsche; Rondeau lost his primary sponsor Otis. For 1983 with Ford as a main sponsor only at Le Mans, Rondeau tried to recover from the prior season with the new M482, powered by a Ford-Cosworth DFL 4.0L V8 engine (540 bhp). The poor reliability of the engines however were Rondeau's downfall. The three Rondeau's entered at Le Mans in 1983 all retired with engine failures. This car driven by Alain Ferte, Michael Ferte and Jean Rondeau qualified 19th, but exited on the 90th lap. With the number of manufacturers entering Group C, Rondeau did not have the backing as a privateer to develop his cars in light of the new competition. Unable to be competitive, the team would disband at the end of the 1983 season.
Model by BIZARRE 1/43

1992 Peugeot 905 (LE MANS WINNER): The team of Derek Warwick, Yannick Dalmas, and Mark Blundell won Le Mans in 1992. In addition, Warwick won the drivers title and Peugeot Talbot Sport won the manufacturers title of the Worlds Sports Car Championship in 1992. The 905 has a carbon fiber chassis combined with a light alloy 3.5L naturally aspirated V10 engine producing 650 bhp, which was very similar to F1 engines of the time.
Model by ALTAYA 1/43
1993 Peugeot 905 EVO 1C (LE MANS WINNER): Eric Hélary, Christophe Bouchut and Geoff Brabham drove this car to victory at Le Mans in 1993. Although there was no World Championship that year, there of course was a 24 Hours of Le Mans and Peugeot put a true crown on the 905's career by scoring a 1-2-3 victory. That was the last time the 905 was raced and Peugeot turned their focus to Formula 1 as an engine supplier for McLaren.
Model by IXO 1/43
2005 Pescarolo C60 Hybride: Pescarolo Sport were World Sports Car Champions in 2005 & 2006 and with Emmanuel Collard, Jean Cristophe Boullion and Erik Comas driving, finished 2nd behind the winning Audi at Le Mans in 2005 in this car. To meet new regulations, Pescarolo rdesigned their Courage C60 chassis for 2005, with new aerodynamic body work and the new Judd 4.7L V10 engine. Pescarolo finished 2nd again with this car at Le Mans in 2006.
Model by ALTAYA/IXO 1/43
2007 Peugeot 908 HDi FAP: The Team Peugeot Total entry combined Pedro Lamy, Stéphane Sarrazin and Sebastian Bourdais at Le Mans in 2007. The trio finished in 2nd place behind the winning Audi. Sarrazin put this car on the pole. The Peugeot 908 is powered by a 5.5 L V12 HDi diesel engine, the maximum size allowed by Le Mans Prototype rules. Its power output is 730 horsepower. The 908 was the second diesel engined sports car designed by a major manufacturer for racing at Le Mans and in the Le Mans series.
Model by IXO 1/43

2008 Courage Oreca LC70-Judd: Olivier Panis, Simon Pagenaud and Marcel Fässler drove this LC70 for Team Oreca at Le Mans in 2008. An accident on the 147th lap took the trio out of the race. The sister team car finished in 8th position. After sorting out the Courage chassis, now powered by a Judd V10 engine, the LC70's 5.5L engine producing 650 bhp was a contender for Oreca which had purchased Courage for their race car production capabilities and excellent chassis..
Model by IXO 1/43
2008 Courage-Oreca LC70 E: At Le Mans in 2009, the Signature Plus team of Pierre Ragues, Franck Maileux and Didier Andre finished 11th overall and 10th in the LMP1 class. This car finished 8th the preceeding year at Le Mans and is the sister team car to the other Courage-Oreca in the collection. Campaigned in the Le Mans series in 2008 & 2009, this car consistently brought home top five finishes.
Model by IXO 1/43
2009 Peugeot 908 V12 HDI FAP (LE MANS WINNER): Peugeot Sport Total won Le Mans in 2009 with David Brabham, Marc Gene and Alexander Wurz teaming up to break Audi's grip on Le Mans. Four 908s were entered into the 2009 24 Hours of Le Mans, three by Peugeot, and a 2008 model by Pescarolo, which crashed. It was a 1-2 finish for Peugeot, 16 years after Peugeot's last win at Le Mans, making 2009 Peugeot's third win at Le Mans.
Model by IXO 1/43
2010 Citroen C4 WRC: Former World Drivers Champion Kimi Raikkonen and fellow Finn Kaj Lindstromas co-driver finished in 5th place overall on the 2010 Rally of Turkey. Raikkonen left the Ferrari F1 team qafter the 2009 season to drive a Citroën C4 WRC for the Citroën Junior Team in the World Rally Championship . The Rally of Turkey finish was this best of the season. The C4 WRC is based on the C4 production car and isa 4wd car powered by a 2.0L DOHC inline -four cylinder engine producing 315 bhp. From 2007-2010, the C4 WRC scored 36 victories in the World Rally Championship, most of them with Sébastien Loeb at the wheel.
Model by ALTAYA/IXO 1/43

2011 Oreca 03-Nissan: French team Signature Racing obtained one of the five Oreca 03's built in 2011 and combined forces with Nissan to create Signatech Racing. They campaigned this car together in the FIA World Endurance Championship and at Le Mans. Powered by a Nissan 4.5L V8 producing a regulated 460bhp, the carbon fibre monocoque car proved to be competitive from the beginning. At Le Mans in 2011, the team drivers Franck Mailleux, Lucas Ordonel and Soheil Ayari placed 9th overall and second in the LMP2 class. Signatech campaigned the car again in 2012, finishing 10th overall at Le Mans and 4th in class. In 2013, Signature combined with Alpine and this car was rechristened as an Alpine A450 in homage to the great Alpine Le Mans cars of the early 70's. Used primarily as a second team car, Signatech-Alpine entered the cars once more at Le Mans in 2015. Unfortunately during the sixth hour, it was crashed at Mulsanne Corner and effectively ended the cars racing life. Le Mans 2011 was the team's best finish.
Model by SPARK 1/43
2013 Oreca 03R-Judd/BMW: The second Oreca chassis built in 2011 was sold to Michel Frey's Race-Performance team from Switzerland. Campaigned by the team in European events, this car participated in four Le Mans races beginning in 2011 and culminating in 2016. Frey being part of the Emil Frey family that has automotive groups which include BMW (and Jaguar) it was natural that they selected the Judd-BMW HK 3.6L V8 to power their Oreca. Engine Developments had coaxed 510hp out of their Judd engine, but it was regulated in LMP2 to 460bhp. Joining Frey at Le Mans in 2014 were Frank Mailleux and Jon Lancaster. They placed 13th overall and 8th in class, the best overall performance for Race Performance at Le Mans.
Model by SPARK 1/43
2013 Oreca 03R-Nissan: In 2013 Oreca made a ‘Le Mans kit’ available to their customers which took advantage of new regulations and the evolution in aerodynamics, to modify the 03’s front and rear bodywork. Modified cars were designated as 03R’s. Murphy Prototypes is a Dublin based team started by ex-racer Greg Murphy in 2012. Campaigning the Oreca in the European Le Mans series in 2013, they finished 4th overall in the LMP2 class and had a strong performance at Le Mans, finishing 12th overall and 6th in class. The car upgraded to 03R specs raced at Le Mans again in 2014 as seen here. Nathan Berthen, Rodolfo Gonzalez and ex-F1 driver Karun Chandhok qualified the car in 15th position. Unfortunately, on lap 73 in heavy rain they were crashed out of the race by another LMP2 competitor. At Le Mans in 2015 with Chandhok and Berthan driving, they took the car to 13th overall and 5th in class. The car ultimately raced at Le Mans five times and five seasons in ELMS. Murphy put the car up for sale at the end of the 2017 race season.
Model by SPARK 1/43


1951 Bugatti Type 101: The Type 101 was made between 1951 and 1952 to restart Bugatti production after World War II. Bugatti had lost its founder Ettore just after the war and his son Jean just before. They were the heart and soul of Bugatti, the company never recoved from those losses and the disruption of war. There were just seven chassis made, based on the pre-wat Type 57, bodied by four different coachbuilders. They were powered by the powered by the 3.3 L straight-8 from the Type 57 which produced 135 hp. This car is the Guillorê 2-door coach, the third Type 101 built.
Model by ALTAYA/IXO 1/43
1953 Redele Speciale: Produced by Jean Redele who went on to found Alpine in 1955, these small sports cars were based on the 748 cc Renault 4CV engine, producing a robust 17 hp! The Pininfarina styling of these early "Alpines" carried over into the first production models. Redele raced one of these cars at Le Mans in 1953, but failed to finish due to engine problems.
Model by ELIGOR 1/43
1955 Facel Vega FVS: The first Facel Vega production cars appeared in 1954 using Chrysler V8 Hemi engines, the overall engineering was straightforward, with a tubular chassis, double wishbone suspension at the front and a solid driven axle at the back, as in standard American practice. The FVS versions were fitted with a 4.5 litre Hemi V8, paired with either a two-speed automatic transmission or, a four-speed manual. The FVS was capable of 130mph.
Model by IXO 1/43
1959 Talbot-Lago America: The final Talbot-Lago production car was the America, made between 1957-59. The cars were powered by a BMW 2.5L V8 until the company was taken over by Simca in 1959 and were then powered by a Simca 2.4L V8. Production of cars stopped shortly after the Simca takeover and Simca itself was sold by Fiat to Chrysler. Despite the high quality of the Talbot-Lago cars, they could not compete in a post-war world, the Suez oil crisis in 1957 and lack of demand created an economic slide from which it never recovered.
Model by ALTAYA 1/43

1956 Renault 4CV Coupe Autobleu: Autobleu was a small, short-lived French automobile maker based in Paris. They specialized in making parts to help owners make their Renault 4CVs go faster. In 1953, they introduced a a small stylish luxurious coupé with an aluminium body styled and built by Ghia. Stiull using the 4CV's small 747cc engine, they increased output to 25 hp and a top speed of 70 mph. Later cars used the Dauphine 845 cc unit. Rising aluminium prices killed the car (and the company) by 1957.
Model by ELGIOR 1/434
1956 Renault 4CV: Powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission, made these cars barely able to get out of their own way. Over 1.1 million of these economical mini-cars were made between 1947 and 1961,becoming the first French car to reach more than one million units in production.
Model by SOLIDO 1/43
1962 Facel Vega II: Facel Vega was a French builder of luxury cars. Their advertising slogan: "For the Few Who Own the Finest". Using Chrysler V8 engines, the overall engineering was straightforward, with a tubular chassis, double wishbone suspension at the front and a solid driven axle at the back, as in standard American practice. Performance was brisk, with an approx 118 mph top speed.
Model by SOLIDO 1/43
1962 Facel Vega II: The bodywork was beautifully styled, making the Facel Vega an enduring classic. Most cars were 2-door hardtops with no centre pillar, but a few convertibles were built. The Facel ll was powered by a 6.3L V8 which produced 390 hp and could reach over 135 mph. Produced from 1962-64, the Facel ll is now amongst the rarest and most sought-after of all 1960s Grand Tourers
Model by SOLIDO 1/43

1957 Renault 4CV: My dad bought a 4CV just like this white one, new in 1957 in reaction to the Suez fuel crisis. He drove it for three years and traded it in on a 1960 Mercury wagon. Talk about night and day! A 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission, made these cars barely able to get out of their own way. Not really designed for American roads, it was not a great car, but I have several in the collection for no other reason than nostalgia.
Model by ALTAYA 1/43
1965 Renault Dauphine Gordini: Over 2 million Dauphines were produced worldwide in eight countries between 1957-67. Powered by a 845cc, 34 hp air-cooled 4-cylinder, the Dauphine could do 0-60 in a whopping 30 seconds with its turned Gordini engine! With a rear swing-axle which promoted bad handling characteristics at speed, how this young French couple made it into the Alps for a picnic is a wonder! Still, a French classic.
Model by ALTAYA 1/43
1970 Renault-Gordini 8 : Produced from 1962-1973, the Renault 8 (R8) and was based on the Renault Dauphine. It borrowed styling cues from Alfa Romeo, who Renault partnered with to make the Dauphine. Powered by a 1.3L 4-cylinder engine with a cross-flow head producing 100 hp, the Gordini wersion was always the sporty variant of the R8 range and usually finished in French Blue.
Model by SOLIDO 1/43
1970 Citroen DS21 Break: Citroen produeced the DS from 1955-75. The influential design and features of these cars led it to be named one of the top cars of the 20th century. The DS advanced achievable standards in automobile ride quality, handling, and braking. Powered by a 2.4L four-cyl. engine, with its hydropneumatic automatic levelling suspension system, it was a great race/rally support vehicle.
Model by NOREV 1/43

1972 Citroen SM: The Citroën SM high performance coupé was produced by Citroën between 1970 and 1975. Powered by a 3.0L Maserati V6 producing 180 hp, The SM was Citroën's flagship vehicle, competing with other high performance GTs of the time from manufacturers such as Jaguar, Lotus, Ferrari, Aston Martin, Alfa Romeo and Porsche. I saw one in a Vancouver, BC dealer window in 1972 on a dark rainy day, the white car dazzling in the light and was captivated; but never enough to want to own one of these quirky cars.
Model by AUTO PILEN 1/43
1974 Monica 560 V8: Monica is a French company that specialized in the manufacture of raiway equipment and like Italian counterparts, founder Jean Tastevin was an auto enthusiast who longed to build his own car. In 1966 he set up the car company to build a French luxury/sports counterpart to Jaguar and Aston Martin. Various prorotypes appeared through the years with Vignale coachwork, modified by James Young. In 1973, the decision to use a Rolls-Royce engine was abandoned in favor of the more reliable (and cheaper) Chrysler 5.6L "340" V8, which produced 285hp to propel the light tube frame car to 150 mph. Six production Monica's were made before production ceasedin 1975. The car was too expensive, costing almost as much as a Rolls-Royce and being the fastest sedan in the world was not enough to attract customers.
Model by ALTAYA/IXO 1/43
2016 Bugatti Chiron: Introduced in 2016, the Chrion named for famed Bugatti driver Louis Chiron form the 1930s, the Chiron was limited to 500 total production variants over its production run from 2016-2022. Sixty of the first generation of Chirons like this were made. They are powered by a mid-engine, 8.0L W16 engine which produces 1500 HP! The carbon fibre bodied Chiron is speed limited to a 261 MPH top-speed because it was deemed no tire was capable of handling its potential top-speed. A supercar worthy of the Bugatti name, which carries styling cues and colors of the Bugatti super cars that preceded it almost 80 years earlier.
Model by ALTAYA 1/43
2016 Bugatti Chiron:
Model by ALTAYA 1/43

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THE 24 HOURS of LE MANS 1923-2020



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PLEASE NOTE: From 1968 into the 1990's tobacco companies sponsored many significant race cars. We don't promote tobacco use, rather we stronly discourage it. However, we do promote historical accuracy, Old Irish Racing chooses to display models in our collection as historically accurate as possible. While seeing a tobacco advert on a car gives me no more desire to go smoke than seeing a car makes me want to go suck on its exhaust pipe. If tobacco (or alcohol) adverts on race cars offend you, please go look at nice pictures of bunnies and kittens on another site. Thank you!