 |
 |
 |
 |
| 1963 Huffaker-Genie Mk8 (LA Times GP, 1963): Genie cars were designed, engineered and built by Joe Huffaker, who was head of Kjell Qvale's British Motor Car Distribution Competition Department (BMC). Huffaker had developed a excellent reputation for building successful racing specials and began Genie cars with Qvale's sponsorship and financial support. The Genie was a mid-engine, tube frame, fiberglass bodied sports racer originally designed for four-cylinder engines. Successful and with the USRRC gaining prominence, demand for a larger engined car led to the development of the Genie Mk8, which could take a small block Ford, Buick, Olds or Chevy engine. Model by MEA kits43< 1/43 |
1963 Huffaker-Genie Mk8 (LA Times GP, 1963): This car was the third chassis built and one of seven cars assembled by Huffaker (most Genie's were sold as kits.) It was powered by a Ford 4.7L (289 cu in.) V8 and was the BMC works teams car in 1963. It was raced by both Dan Gurney and Pedro Rodriguez during that season. This is the car as raced by Rodriguez in the L.A. Times 200 Mile GP at Riverside. He finished 3rd behind Shelby's King Cobra Cooper driven by Dave McDonald and Roger Penske's Zerex Special and just ahead of John Surtees in the Ferrari 275P (fast company). The car was sold to Ed Lowther who won the SCCA National Championship with it in 1964. Model by MEA kits43< 1/43 |
1963 Huffaker-Genie Mk8 (LA Times GP, 1963): Briggs Cunningham added this car, the fourth Genie Mk8 built, to his stable of race cars to compete in the Riverside 200 (LA Times GP), with Dan Gurney driving. Gurney qualified the car 4th on the grid behind Jim Hall's Chaparral 2A on pole and the pair of Shelby King Cobras. Hall would leave the race with electrical problems and Gurney blew a head gasket on his 4.7L Ford engined car, the Shelby King Cobras driven by Dave MacDonald and Roger Penske would finish 1st and 2nd respectively. The car was run at least once more while Cunningham owned it at Laguna Seca for the Pacific GP where Dick Thompson finished in it in 14th. The car with its distinctive straight up exhaust pipes was raced in SCCA in 1964 with mixed results. Model by MEA kits43< 1/43 |
1963 Huffaker-Genie Mk8 (LA Times GP, 1963): Unfortunately, Dan Gurney was not to see the checkered flag in the race, but did see it at the end of qualifying, putting the car 4th on the grid amid some pretty stiff competiton from Shelby, Chaparral, Ferrari and another Genie. Model by MEA kits43< 1/43 |
 |
 |
|
 |
| Ford GT40 (Le Mans Practice 1964): Henry Ford II's obsession with winning Le Mans and beating Ferrari has been well chronicled. From that obsession came the Ford GT, which would come to dominate Le Mans in the second half of the 1960's. This car is the very first Ford GT (Chassis GT/101) whose chassis and body were hastily assembled by Abbey Panels and Harold Radford in sixteen days and the car made its debut at the New York Auto Show in April 1964. While it had some wind tunnel testing it was at the Le Mans test a couple weeks later the car first ran in competition and the Ford team could assess the cars performance. With a 4.2L Ford V8 the car hit 190 mph, but was highly unstable at speed. In the wet on the second testing day, Jo Schlesser went off course on the Mulsanne Straight destroying the car and it was subsequently scrapped.. It was the first of a very successful line of GT40's that would fulfill The Deuces obsession for winning Le Mans and beating Ferrari. Model by BIZARRE 1/43 |
Ford GT40 (Le Mans Practice 1964): The Ford GT40 was built to win long-distance sports car races against Ferrari and the quest to win the 24 Hours of Le Mans. Early prototypes were powered by 4.2L (260 cu.in) engines; production models were powered by 4.7L (289 cu.in) engines, also used in the Ford Mustang. One of two cars finished in time for the April Le Mans test, it was driven by Phil Hill and Bruce McLaren, retiring due to transmission troubles and damage when Roy Saladori 'went light' on the Mulsanne corner approach. Combined with the previous days accidents in the other car, Salvadori quit the GT40 program. Model by BIZARRE 1/43 |
Le Mans Practice - 1964 : |
Ford GT40 (Le Mans 1964): The impetus of why Ford made an all out attempt at beating Ferrari is a story already well told. Le Mans in 1964 was the first of four years where Ford would attempt to make their statement of superiority over the red cars from Maranello. After the April test and aerodynamic refinements were made, Ford entered three cars for the 24 Hours in June. A program with John Wyer at the helm, the GT40's continued to have teething problems. This car, driven by Phil Hill and Bruce McLaren was setback after early delays in the first hour due to carburetor problems. Hill broke the lap record at Le Mans as he and McLaren fought their way from 44th into 4th place, only to have the gearbox fail in the 14th hour. The Colletti gearbox was the cars Achilles heel and would sideline all three GT40 entries in 1964. Model by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 (Targa Florio, 1965): As one of the twelve GT40 prototypes built, Chassis #GT/111 was one of the four GT40 roadsters. The car was built and maintained by Ford Advanced Vehicles and was taken to the Le Mans test in April 1965. Not as fast as the GT40 coupes, it was decided instead that the Targa Florio in May would be a better venue for the open car and was shipped off to Sicily with Bob Bondurant and Sir John Whitmore assigned the driving duties. It was painted Linden Green in a nod to FAV which was based in Slough. For the 49th Targa Florio, the lone Ford prototype entry was up against solid opposition from both Ferrari and Porsche, with the Chaparral 2F thrown in for good measure. Ferrari brough three powerful 275P/2 works entries and Porsche a trio of 904s. Model by BIZARRE (modified by Old Irish Racing)1/43 |
Ford GT40 (Targa Florio, 1965): Ferrari were the odds-on favorite to win with their 3.3L V12 powered cars, primarily due to the duo of Vaccarella and Bandini, with the former being the local hero. Not to be outdone, Porsche brought two 2.0L eight-cylinder cars on the 904 chassis (904/8), a coupe and roadster. Typical of the Targa, the weather was hot and dry and speeds were expected to be high on the ten laps of the 44.7 mile (72Km) circuit. As expected, Ferrari dominated the early laps, with the GT40 running as high as third despite the car only running on seven cylinders early on. Then Whitmore lost the left front wheel on the long sea-level straight towards start/finish. He was able to fit the spare and with the help of a local policeman get back the wheel knockoff to get back to the pits. Model by BIZARRE (modified by Old Irish Racing)1/43 |
Ford GT40 (Targa Florio, 1965): As the weather got hotter and hotter and attrition was taking its toll, the open Ford was making up lost time and positions when Bondurant had his own bad luck. On the last lap he dropped a wheel off the road after hitting some gravel, causing him to lose control of the car which hit a wall and then a water trough before coming to a stop. The damage put the car out of the race which was won by Vaccarella in the Ferrari, with Porsche taking the next four places. Sent back to FAV, it was scavenged for parts before eventually being ordered scrapped in 1966. The scrap merchant kept the chassis in a London lock-up for forty years before it was sold and eventually restored in its original Targa condition. One of two surviving GT40 roadsters. Model by BIZARRE 1/43 (modified by Old Irish Racing) |
 |
 |
 |
 |
| Ford GT40 MkI (Le Mans 1965): Shelby prepared and sponsored by Rob Walker, Bob Bondurant and Umberto Maglioli drove at Le Mans in 1965. The same head gasket problem which would side line four other GT40's in the first hours, caused this car to retire in the 3rd hour. One of my favorite of the GT40's the distinctive Rob Walker livery on this car is sharp! Model by BIZARRE 1/43 |
Ford GT40 MkI (Le Mans 1965): Sir John Whitmore and Innes Ireland drove this Alan Mann prepared entry for Ford at Le Mans in 1965. The car retired in the 6th hour after 72 laps due to head gasket failure. It was the thrid GT40 to retire with the same problem. A short time later, the remaining GT40 retired and Ford's hopes for victory at Le Mans would simmer for another year. Model by BIZARRE 1/43 | Ford GT40 MkII (DAYTONA WINNER - 1965): Ken Miles and Lloyd Ruby drove to victory at the Daytona Continental 2000 Km in 1965. This was the first major victory for the GT40 and came after Carroll Shelby had taken over the GT40 program for Ford. This would be the major highlight of the 1965, but a taste of great victory yet to come. Model by SPARK 1/43 | Ford GT40 MkII (Le Mans 1965): This Shelby prepared GT40 was driven at Le Mans in 1965 by Ken Miles and Bruce McLaren where it retired in the 4th hour due to gearbox trouble. The sister car driven by Phil Hill (pole position) and Chris Amon faired little better, retiring in the 7th hour. These 7.0L cars would dominate Le Mans the next year. Model by BIZARRE 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (Le Mans 1965): Le Mans in 1965 was the first European sporting event to be broadcast live on American television. I remember it well, as ABC's Wide World of Sports brought the start to our living room and like most of America, had great anticipation for the Ford GT's overall success. They didn't disappoint, with the two 7.0L (450bhp) jumping out to a commanding early lead. Phill Hill had qualified the #2 car fastest at 213 mph and was partnered with Chris Amon. In the second Shelby team car (#1) was Bruce McLaren teamed with Ken Miles, McLaren taking the early race lead from Amon. Then things started to come unraveled for Ford. Model by SPARK 1/43 |
Ford GT40 MkII (Le Mans 1965): Because there had been a rush to put the NASCAR based 427 cu. in engine in what was to become the GT40 MkII, there wasn't adequate testing and development time. Especially on the new T-44 transmissions. Transmission failure in the second hour put the Miles/McLaren entry out of the race. A bit of sand in the clutch slave cylinder caused a sticking piston, which in turn caused a broken oil seal. Clutch trouble hampered the #2 GT40 and the car spent valuable time in the pits. Phill Hill had worked the car back up to 6th position when the clutch finally failed for good, ending their race. Ford had proven they had the fastest car on track and that result paved the way for their assault on Le Mans in 1966. Model by SPARK 1/43 |
1965 Ford GT40 MkI (Nurbutgring 1000 Km - 1965): Phil Hill and Bruce McLaren drove this GT40 in its first race, the 1965 Nurburgring 1000Km. They qualified the car second on the grid and were in second place when suspension failure caused the car to retire. This race was a tune-up for Le Mans and the pair again drove this car, but retired due to gearbox troubles. The cars were campaigned by JW Automotive for Ford Advanced Vehicles in the first full season of racing for the the GT40. Model by BIZARRE 1/43 |
 |
 |
 |
 |
| Ford GT40 (Le Mans 1965): Le Mans was a by invitation event and in 1965, Ford only had two entry invites, which it used for its new GT40 MkII prototypes. Ford of France had a third entry, but Ford wanted six GT40s in the race to help its odds at winning. Carroll Shelby had taken over the GT40 program and he pressed John Wyer into service to recruit additional Le Mans entries. One entry was secured by Scuderia Filipinetti agreeing to enter a new GT40 under their banner. Preparation and maintenance of the car was carried out by Shelby and the car had Shelby driver Ronnie Bucknum teamed with Filipinetti driver Herbert Muller. Unfortunately, their race lasted less than three hours as the head gaskets on their new 5.3L engine blew. A result of Ford politics and their unwillingness to listen that the head bolts they were using were defective. Most of the Ford cars retired with this problem. Model by SPARK 1/43 |
Ford GT40 (Le Mans 1965): After Le Mans, Chassis #1005 was sold to Terry Drury who campaigned it in the UK with moderate success before passing it along to others that also raced it and it eventually was used as a road car in the UK for a few years. It was then sold to American Indy car racer Swede Savage (a tragic story in itself). Savage's father George had a small car collection and it was at the family business in Ohio in 1974 that the car caught fire while trying to be started; the resulting fire destroyed the car, building and other cars in the Savage collection. The remains of the GT40 were then bulldozed into the property behind where the building stood. Several years later in 2002, after both Swede and George had passed on, the family had an auction of their possessions and told an auction worker they could have whatever was left over. This is where the tale takes a strange turn. Model by SPARK 1/43 |
Ford GT40 (Le Mans 1965): Apparently unbeknownst to the family, the worker had discovered the part buried remains of #1005. He collected what was left of the car (accounts of how much was left vary), but apparently did recover the all-important chassis plate. He then sold the chassis plate for $50K to a UK collector who had converted a Safir replica GT40 into a 1965 Le Mans Filipinetti clone. The Savage family got wind of the sale and claimed the GT40 was not part of the auction and the finder had no rights to it. They sued and a court agreed. The UK buyer who had already been campaigning the GT40 as Chassis #1005 in turn had to fork over another $500K in 2011 to the Savage family to keep the chassis plate. Such was the appreciation of the value of GT40s, or parts thereof, since its charred remains were interred in the Ohio dirt almost forty years earlier. Seen here, the Filipinetti GT40 Le Mans cars 1965-1967 Model by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (LE MANS WINNER - 1966): Ford had fallen short of their goal of winning Le Mans and beating Ferrari in 1965. That would change in 1996 with Ford winning four times in a row, from 1966 to 1969. The 7-litre Mk II would dominate the 24 Hours of Le Mans race in 1966 with a 1-2-3 result. New Zealanders Bruce McLaren and Chris Amon won the race in controversial fashion in their Shelby prepared GT40. Model by SPARK 1/43 |
Ford GT40 MkII (LE MANS WINNER - 1966): Model by IXO 1/43 |
Ford GT40 MkII (Le Mans 1966): The race finish in 1966 has to be the most controversial and the most political. Tragically, Ken Miles was denied his opportunity to win the "triple crown" of sports car racing, Daytona, Sebring and Le Mans and would lose his life later in 1966 testing the Ford J Car. Ford owed much of its Le Mans success to Miles, his efforts are not forgotten here. Miles and Denis Hulme finished 2nd to the McLaren/Amon GT40. Model by SPARK & BEST 1/43 |
Ford GT40 MkII (Le Mans 1966): Dan Gurney and Jerry Grant drove this car at Le Mans in '66 and led the early part of the race. Gurney had set the best time to take the pole position and also turned the fastest lap during the race. They continued to lead at a rapid pace, the Miles car close behind, until an over heating engine forced retirement in the 18th hour. Excluding the engine, the Mk IV was totally different from other GT40s, using a specific chassis and specific bodywork. Model by IXO 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (Le Mans 1966): Ford finally had its victory over Ferrari at Le Mans. Ford had turned to Carroll Shelby and Shelby American to do the car preparation, testing and racing of the GT40. Hedging their bets, they also supported entries from Holman and Moody, Alan Mann and a French team as a hedge against the Shelby team and their potential failure to win the race. Shelby cars took the first two places, a Holman Moody car the third. The Mk II used the 7.0 L (427 CID) engine from the Ford Galaxie used in stock car racing. Model by FLY 1/32 |
Ford GT40 MkII XI (SEBRING WINNER - 1966): The Ford X1 was a roadster built to contest the forerunner of Can-Am, entered by the Bruce McLaren. The car had an aluminum chassis and was originally powered by a 4.7L engine. The real purpose of this car was to test several improvements originating from Kar Kraft, Shelby and McLaren. It was later upgraded to Mk II specifications with a 7.0L engine and a standard four ratio Kar Kraft gearbox, however the car kept specific features such as its open roof and lightweight chassis. The car went on to win the 12 Hours of Sebring in 1966 with Ken Miles and Lloyd Ruby. Model by EXOTO 1/18 |
Ford GT40 MkII (Le Mans 1966): Driven by Mario Andretti and Lucien Bianchi, this Holman and Moody entry at Le Mans in 1966 did not finish due to a blown head gasket in the 8th hour. The 427 cu. in. Ford engine in the GT40 MkII produced 485 bhp, and the car had a top speed of 215 MPH. This was one of eight GT40's entered in the 1966 Le Mans race to help insure Ford's victory that year. 1966 was thought to be the last year for the MkII, giving way to the MkIV in 1967, but it was not to be the last year of success for Ford, or the Mk II at Le Mans!. Model by IXO 1/43 |
Ford GT40 MkI (Le Mans 1966): After starting life in 1965 as a display and exhibition car, this GT40 Mk1 (#P/1007) was 'sold' to Ford of France and they campaigned the car in Group 4 European races in 1966 and 1967. Guy Ligier was Ford of France's principal driver and was coming off a 12th place overall finish and class win on the Targa Florio when the car arrived at Le Mans . Joining Ligier at Le Mans in 1966 was Bob Grossman. During the Le Mans Test, Ligier had placed the car 6th, but only qualified the 4.7L V8 powered car 20th for the race. During the race, the car developed ignition problems and retired in the 15th hour after 205 laps. Ford of France continued to race the car in 1967 after it was given a current spec engine and lighter bodywork when being rebuilt after an accident at the Paris 1000km. It recorded a class win at Monza in 1967, to go along with the outright win Innes Ireland secured at Montlhery. Model by BIZARRE 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (Sebring 1966): Before their drive at Le Mans, Dan Gurney and Jerry Grant teamed up for the 1966 Sebring 12 hr. race. Gurney had set pole position, setting a new qualifying record. Strategy was to have the pair set a face pace to "wear out" the Ferrari and Chaparral entries. They ended up leading most of the race, the engine blew on the final turn with Gurney at the wheel. He pushed the car across the finish line, only to be disqualified for doing so. Model by BANG 1/43 |
Ford GT40 MkII XI (SEBRING WINNER - 1966): The Lloyd Ruby and Ken Miles Sebring 12 hr. winner from 1966. Sadly, Miles was killed testing the new Ford J car in August of 1966, a year in which he had won Daytona, Sebring and had come so close to winning Le Mans all in the same year. Model by SPARK 1/43 |
Ford GT40 MkII (Le Mans 1966): F1 Champion Graham Hill teamed up with Brian Muir in the Alan Mann Le Mans entry. They failed to finish due to a broken front suspension. Model by BIZARRE 1/43 |
 |
 |
 |
 |
| Ford GT40 MkI (Le Mans 1966): Essex Wire entered this GT40 for American drivers Peter Revson and Skip Scott at Le Mans in 1966. The car retired after 212 laps due to engine problems. This pair drove the Essex entry and Sebring and finished third. They each drove separate Essex entries at Daytona, Revson finished 17th with Masten Gregory. This car had a successful racing career in England up through 1970. Model by BIZARRE 1/43 |
Ford GT40 MkII (Le Mans 1966): Finishing third at Le Mans in 1966, this GT40 was also entered by Essex Wire and prepared by Holman & Moody. It was driven by Ronnie Bucknum and Dick Hutcherson and they finished 18 laps down from the winners. AJ Foyt was listed as a driver of this entry, but did not drive. Shelby, Holman & Moody amd Alan Mann constructed the numerous GT40's which gave a 1-2-3 sweep of Le Mans to Ford. Model by SPARK 1/43 |
Ford GT40 MkII (Le Mans 1966): Sir John Whitmore and Frank Gardner drove for Alan Mann Racing in this entry (Ch.#XGT-1) at Le Mans in 1966. Qualifying third on the grid behind two other big block (7.0L) GT40 MKIIs, they retired after 31 laps due to no clutch in the 5th hour. The car is one three chassis delivered to Mann to be made into lightweight cars. However, Ford had them shipped to Shelby American to be made into MKIIs for Le Mans. Model by IXO 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (Le Mans 1966): Ken Miles and Denny Hulme drove this car to second place in a controversial finish at Le Mans in 1966. After obeying orders to follow Gurney most of the race, Ford management decided and issued team orders that Miles would cross the finish line together with the GT40 driven by McLaren to finish in a tie. Miles, deeply bitter over this decision after his dedication to the program and feeling he deserved the win, issued his own protest by suddenly slowing just yards from the finish and just letting McLaren across the line first. Model by FLY 1/32 | Ford GT40 MkI (Le Mans 1966): Part of the large squadron of GT40's that contested Le Mans in 1966, this is the Scuderia Filipinetti entry at Le Mans in 1966. The Swiss teams car was prepared by Alan Mann and the entry was driven by Peter Sutcliffe and Dieter Spoerry. The team ran out of luck in the eight hour, when it was eliminated from the race due to an accident. Model by BIZARRE 1/43 |
Ford GT40 MkII (Mallory Park, 1968): Entered and driven by Ron Fry, this GT40 (Chassis 1017) finished fifth at the BRSCC Guards Trophy Race at Mallory Park in 1968. He finished behind three GT40's and a Lola T70. Fry purchased the car after it ran at Le Mans in 1966 (Ireland/Rindt) and proceeded to score many victories across the UK with it over the next three seasons. Perhaps the GT40 with the most wins? Model by BOX 1/43 |
Ford GT40 MkII (Le Mans 1966): Paul Hawkins and Mark Donohue were paired to drive this Holman & Moody prepared GT40 at Le Mans in 1966. Donohue retired the car after only 12 laps due to rear-end problems. This was one of three Holman & Moodey prepared cars at Le Mans in 1966. Shelby American prepared three and Alan Mann racing prepared two to make a total of eight "factory" entries. Model by IXO 1/43 |
 |
 |
 |
 |
| Ford GT40 MkII (DAYTONA WINNER - 1966): Ken Miles and Lloyd Ruby drove this car to a win at Daytona 24h in 1966, repeating their 1965 win. This Shelby prepared car led the race from start to finish, only relinquishing the lead during its first two pit stops. Ford's took the top three places at Daytona, a year Ford would see victories at Sebring and Le Mans as well. Model by IXO 1/43 |
Ford GT40 MkII (Daytona 1966): Dan Gurney and Jerry Grant drove this car at to 2nd place at Daytona in 1966. Model by IXO 1/43 |
Ford GT40 MkII (Daytona 1966): Bruce McLaren and Chris Amon shared the driving duties at Daytona in 1966, piloting this Shelby prepared GT40 (Ch.#1011). They finished 5th overall and the Ferrari of Rodriguez and Andretti was the only competitior that prevented Ford from finishing Daytona 1-2-3-4. It was a successful debut for the 1966 season, with five 7.0L V8 powered MKII GT40's entered for Daytona, with four finishing in the top five. The GT40 MkII's would go on to dominate Le Mans later in the year, finishing 1-2-3 (again) in the two premier 24 hour endurance events.. Model by IXO 1/43 |
 |
 |
 |
 |
| 1966 Shelby Team at Daytona |
 |
 |
 |
 |
| 1966 Ford GT40 MkI (AMR2) (Sebring 1966): Ford was coming off a 1-2-3 finish at Daytona and viewed Sebring as a way to test new design and engineering elements before Le Mans. Alan Mann Racing entered two of the prototype lightweight GT40’s using the 4.7L V8 engine Mann felt was better suited to endurance racing than the NASCAR based 7.0L in the other four works cars. Mann had developed the GT40 Mk1 chassis and clothed it in aluminum body work. This resulted in a 450 lb. lighter car than the MkII’s. Graham Hill and Jackie Stewart drove this car, with Hill qualifying 3rd and leading the early laps of the race before the car fell off pace and eventually retired on lap 142 with a dropped valve. At the end of 1966 the car was converted to Group 4 specification and Paul Hawkins raced it with great success. Model by SPARK 1/43 |
1966 Ford GT40 MkII (Le Mans Test 1966): Ken Miles, Bruce McLaren, Chris Amon, Lucien Bianchi, Graham Hill and Jackie Stewart all drove this car (Chassis #1012) at the Le Mans test before the 1966 race, where it was second fastest car. It was not driven at Le Mans, but held in reserve. This is the same car Gurney and Grant had used to finish 2nd at Daytona earlier in the year. Model by MINICHAMPS 1/43 |
1966 Ford GT40 MKI (Daytona 1967): J.W. Automotive entered this GT40 (#1049) at Daytona in 1967, driven by Dick Thompson and Jacky Ickx. They finished 6th overall and 1st in Class (S+2.0), ahead of two other GT40's and behind the 1-2-3 finish by Ferrari and two Porsche's. Daytona was the start of the partnership with Gulf Oil and J.W. Automotive. This car also ran at Sebring in 1967, but did not finish, again with Thompson, Ickx and Ed Lowther. Model by Jouef 1/43 |
Ford GT40 MkII B (Le Mans 1967): Ford of France entered this Holman and Moody prepared 7.0L GT40 (Ch. #1015) at Le Mans in 1967 and was driven by Jo Schlesser and Guy Ligier. Campaigned by Shelby in 1966, this GT40 was the 1966 Daytona winner and finished 2nd at Le Mans that year. 1967 was not a year that proved to be as successful. The car was retired at Daytona due to transmission issues. At Le Mans in 1967, Schlesser was caught up in the Andretti Mk4 accident due to brake failure at around 4 am. Schlessor hit debris from the wreckage and his car slid off track into a wall. Model by IXO 1/43 |
 |
 |
 |
 |
| Ford GT-P (J Car) (Le Mans Test, 1966): The Ford J car was nicknamed for the new FIA Appendix J regulations for prototypes it was designed to meet. In light of rising competition from Ferrari, Lola, Porsche and others, as well as regulation changes, Ford knew that they had to design a lighter car than the GT40. The car was designed with a aluminum honeycomb chassis which only weighed 86 lbs. Powered by the aluminum 427 cu. In. (7.0L) V8, the total car weight was 2,660 lbs. giving it a dry weight advantage over the GT40 MkIIB it was designed to replace. The new nose and longer Kamm tail rear bodywork gave the car greater aerodynamic shape and a faster top-end speed at Le Mans of 230 MPH. Model by SPARK 1/43 |
Ford GT-P (J Car) (Le Mans Test, 1966): During Le Mans testing in April of 1966, it was driven by Bruce McLaren and Chris Amon. While Amon drove the fastest lap during the rainy test weekend, the car showed aerodynamic instability over 200 mph and a rear spoiler was developed on the spot, which helped some. Ford decided not to enter the J Car for the race in June, going instead with the proven MkIIB. Fords decision to contest Le Mans in 1967 refocused on the J Car and its development. Tragically, Ken Miles was killed while testing the J Car in the Fall of 1966 and the car was subsequently revised and body redesigned. The car became the GT MkIV and it won both races it was entered at Sebring and Le Mans. After the Le Mans win in 1967, Ford closed the book on further racing of the J Car, its objective of humiliating Ferrari achieved. Model by SPARK 1/43 |
Ford J Car, Le Mans and Sebring Winning GT MKIVs : Models by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 MkIV (LE MANS WINNER - 1967): A. J. Foyt and Dan Gurney, led all but the first 90 minutes of the 1967 Le Mans race, to claim Ford's greatest victory over Ferrari. When the winners mounted the victory stand, Gurney was handed the traditional magnum of champagne. Looking down, he saw Henry Ford II, Carroll Shelby and their wives, as well as several journalists who had predicted disaster for the high-profile duo. Gurney shook the bottle and sprayed everyone nearby, establishing a tradition reenacted in victory celebrations the world over ever since. Model by SPARK 1/43 |
Ford GT40 MkIV (SEBRING WINNER - 1967): Mario Andretti and Bruce McLaren won the 1967 Sebring 12 Hours in the debut race for the GT40 MkIV. This car (J-4) was prepared by Shelby and the success at Sebring convinced Ford to prepare more cars for Le Mans. Sebring was another strike by car Ford's against Ferrari and revenge for Ferrari's domination at Daytona, as Ford finished 1-2 at Sebring and of course would go on to dominate Le Mans as well. The GT40 MkIV continued to used the 427 cu. in. V-8 from the GT40 MkII, and the large engine produced over 500 bhp. Model by IXO 1/43 |
Ford GT40 MkIV (SEBRING WINNER - 1967) Model by EXOTO 1/18 |
 |
 |
 |
 |
| Ford GT40 MkIV (Le Mans 1967): Driven by Mark Donohue and Bruce McLaren to 4th place at LeMans in 1967, McLaren put the Shelby American entry on the pole for the 24 hour race. Ford prepared four J series chassis for LeMans, giving two cars to Shelby and two cars to Holman & Moody. They beat Ferrari again, although two 330 P4's finished 2nd and 3rd. Model by IXO 1/43 |
Ford GT40 MkIV (Le Mans 1967): Driven by Mario Andretti and Lucien Bianchi, this Holman & Moody prepared car entered for Ford France retired in the 13th hour due to an accident when the brakes locked with Andretti at the wheel, causing him to crash at the Esses. His teammates, Jo Schlesser and Roger McCluskey, crashed while managing to avoid Andretti's GT40. McCluskey pulled Andretti to safety. Model by IXO 1/43 |
Ford GT40 MkIV (Le Mans 1967): Another example of the Andretti/Bianch Gt40 MkIV from Le Mans 1967. Model by Exoto 1/18 |
Ford GT40 MkIV (Le Mans 1967): Denis Hulme set the fastest lap at Le Mans in 1967 in this car. Unfortunately he and Lloyd Ruby failed to finish in this Holman & Moody entered MkIV. The Mk IV was created in an effort to develop a car with better aerodynamics and lighter weight, it was decided to retain the 7.0L engine used in the MkII, but redesign the rest of the car. Model by IXO 1/43 |
 |
 |
 |
 |
| Ford GT40 MkIV (Le Mans 1967 - WINNER) Model by SPARK 1/18 |
Ford GT40 MkIV (Le Mans 1967 - WINNER) Model by SPARK 1/18 |
Ford GT40 MkIV (Le Mans 1967 - WINNER) Model by SPARK 1/18 |
Ford GT40 MkIV (Le Mans 1967 - WINNER) Model by SPARK 1/18 |
 |
 |
 |
 |
| Ford GT40 MkII B (Le Mans 1967): At Le Mans in 1967, Holman and Moody prepared this car for Frank Gardner and Roger McClusky to drive. They failed to finish as the 7.0L Ford V8 powered car was taken out of the race by an accident in the 13th hour. McClusky driving swerved to avoid the wreckage of Andretti's Mk4 and hit the bank and put the car out of the race. Moments later the GT40 of Schlesser arrived on the scene and with no where to go, he too was eliminated. Three Ford entries gone in a mater of minutes! Model by IXO 1/43 |
Ford GT40 MkI (Le Mans 1967): Scuderia Filipinetti entered this GT40 (#1042) at Le Mans in 1967, driven by Umberto Maglioli and Mario Casoni. It blew a head gasket in the 9th hour on lap 116, the same fate as the Ford of France entered car. Three Group 4 GT40's were entered at Le Mans in 1967, to back-up the Group 6 cars. Earlier in the race, the GT40 of Viscount Downe and driven by Mike Salmon and Brian Redman was lost after 20 laps due to fire. This car was entered by Scuderia Bresica Corse at both Daytona and Sebring in 1967 with Maglioli and Casoni driving They failed to finish at Daytona, but finished 5th at Sebring. The Grp. 4 GT40's had a 4.2L V-8 engine, which produced about 385 bhp. Model by SPARK 1/43 |
Mirage M1 (Le Mans 1967): When John Wyer and his partner formed JW Automotive Engineering in 1966, the acquired the Ford Advanced Vehicle facility and contract to produce 'customer' Group 4 GT40's. JWA however had Group 6 prototypes on their mind for their own racing program. They adopted the Len Bailey designed body onto a lightened GT40 chassis and powered the car with Ford 5.7L V8. Because it was different than the GT40, it was given the name Mirage M1. With Gulf Sponsorship, three cars were built and the car immediately proved itself a Group 6 contender, winning the Spa 1000 Km, its second time out. For Le Mans two cars were prepared with a new Ford engine slightly over 5.0L, downsized for reliability. It proved to be costly as both cars exited the race early with engine failure. This car driven by David Piper and Dick Thompson coasted into the pits with a seized engine due to a broken inlet valve in the 5th hour while in 21st position. Model by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 Mk1(Mirage) (LE MANS WINNER - 1968): "The FIA changed the Group 4 regulations in 1968 to a 5.0L limit and Group 5 Prototypes to a 3.0L limit. This ended the run of the 7.0L V8 powered GT40's which won Le Mans in 1966 & '67. Ford, having achieved its aim at winning Le Mans used these changes to exit international racing. Privateers would continue to run GT40's, but with the smaller engines (302 Cu. in.). One of these privateers was John Wyer's J.W. Automotive, who had Gulf Oil backing as well as some Ford factory assistance. Because the Mirage cars they had been campaigning were deemed prototypes, they converted Chassis 1075 to GT40 specification. At Le Mans in 1968 it was driven to victory by Pedro Rodriguez and Lucien Bianchi. This car would repeat again as the victor in 1969. Model by SPARK 1/43 |
Ford GT40 MkI: (Le Mans 1968) Power came from a 302 cid V8 engine, pumping out a healthy 425 bhp. Allthough the Gulf spec cars had a much smaller engine, they were often capable to copy the lap times the 7 litre GT40s had posted in 1967. Paul Hawkins and David Hobbs drove this car at Le Mans in 1968, but suffered engine failure in the 10th hour. The lightest of all versions of the GT40 was the Mirage. With the change in rules, one of the Mirages was converted to 1968 specs. but with an aluminum roof, carbon-fibre reinforced body panels and lightweight chassis. Model by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 MkI: (Le Mans 1968) At Le Mans in 1968, Brian Muir and Jackie Oliver went out in the 5th hour due to an accident. Wyer had also been closely involved with the original GT40 project in 1964. In 1967 JW Automotive had bought up the assets of Ford Advanced Vehicles in the UK, after all production of the GT40 had moved to the US to Shelby American, or Holman & Moody. The fiercest competition for the Gulf GT40s was expected to came from Porsches new 908 prototype, with Matra and Alpine as also contending for the Le Mans win. Model by IXO 1/43 |
 |
 |
 |
 |
| Gulf Transporter: This is a representation of the transporter which would have assisted getting the team to Le Mans in 1968. This was still in the day before closed transporters would become the norm within a couple years in Europe. Model by CORGI 1/43 |
GT40 transporter: This was the transporter used to haul the Cobra Daytona's to Le Mans in 1965 and then the Alan Mann team in 1966. It is a Bartolotti bodied transport on a bus chassis. Shelby was using a tractor/trailer transport rig in the USA by this time. Model by EXOTO 1/43 |
Ford GT MkIV: This is the presentation version of the Mk IV when it was introduced before the MkIV's Sebring debut in 1967. The MkIV ran in only two races, the 1967 12 Hours of Sebring and the 1967 24 Hours of Le Mans and won both events. Model by IXO 1/43 |
Mirage M1 (Spa 1000 Km 1967): Built with heavy GT40 influence and using the GT40 engine with a displacement of up to 5.7L, the M1 was the first of the Mirage cars developed by J.W. Automotive Engineereing. The best finish for the M1, was a win at Spa in the 1000km, with Jacky Ickx and Dick Thompson driving. Model by BIZARRE 1/43 |
 |
 |
 |
 |
| Ford GT40 Mk1(Mirage) (LE MANS WINNER - 1969): With Ferrari back in the action in 1969 and Porsche fielding the quick 908s and the all new 4.5 litre 917s, no one gave the Wyer team and their outdated GT40 much chance. A tough battle with a Porsche 908 ensued and at the end of the 24 hours, the GT40 of Jackie Ickx and Jackie Oliver (driving the 1968 winning s/n 1075 GT40) won by the narrowest margin of victory at Le Mans ever. Against all odds it was Ickx who past the line first, his greatest race and the perfect finale of the GT40's grand career. For the first time the same car had taken two succesive victories at Le Mans. Model by SPARK 1/43 |
Ford GT40 MkI (Le Mans 1969): For JW Automotive 1969 was an in-between year as they were busy building an all new 3 litre engine Mirage prototype to race in 1970. Even though they were outdated and very much outpaced by the competition (Porsche 908) JW Automotive again fielded the Gulf GT40s at Le Mans, as they did the entire 1968 season. They proved to be very reliable, even if they were losing ground to Porsche. JWA would focus on Porsche 917's over the next two years, concentrating on the Ford powered Mirage again in 1972. They never had the same success as with the GT40's. David Hobbs and Mike Hailwood drove to 3rd place at Le Mans in this car in 1969. Model by SPARK 1/43 |
Ford GT40 (Le Mans 1969): Helmut Kelleners and Reinhold Jöest (in his first Le Mans race) drove the GT40 entered by Deutche Auto Zeitung, the German auto magazine, to 6th place overall and 1st in class. This car (Chassis #1081) used the smaller 4.7L engine than the JWA GT40's. Kelleners competed several rounds of the FIA World Championships for Makes with this car and was able to win the Group 4 class at Monza and Nurburgring 1000 Km races despite its aging design. The GT40 was truly a masterful endurance racing car and Ford was rewarded with four consecutive Le Mans victories by sticking with this project. Model by ALTAYA 1/43 | Ford GT40 Mk1(Mirage) (SEBRING WINNER - 1969): The 1969 Sebring was one of the best 12 hour races in its history, with an all-star line-up of cars and drivers. Ferrari, Porsche and Lola were all considered among the favorites, while the Ford G40 wasn’t given much chance due to its age and stiff competition. After the last Le Mans style start at Sebring, a furious battle for the lead ensued among the favorites. The GT40 driven by Jacky Ickx and Jackie Oliver soldiered on and moved up the order as the leaders encountered mechanical problems and either dropped out or fell behind. Taking the lead in the 11th hour the GT40 held off a charge by the Andretti/Amon Ferrari 312P to take the win. Starting out like as a Mirage in 1967, this car (#1075) was converted to a GT40 specification in 1968. It is the winningest GT40, with wins at Spa, Brands Hatch, Paris and Watkins Glen along with its two Le Mans wins in 1968 & 69. Model by SPARK 1/43 |
 |
 |
 |
 |
| Ford GT40 MkI: (Le Mans 1968 WINNER) Model by OLD IRISH RACING 1/43 |
Ford GT40 MkI: (Le Mans 1969 WINNER) Model by REVELL 1/20 |
Ford GT40 MkI: (Le Mans 1969 WINNER) Model by IXO 1/20 |
Ford GT40 MkI: (Le Mans 1969 WINNER) Model by JOUEF 1/18 |
 |
 |
 |
 |
| Holman/Moody Honker II (CanAm 1967): The Holman/Moody Honker II, as raced by Mario Andretti in the 1967 Can-Am series. Ford paid for the car and fresh of its Le Mans success, decided to go Can-Am racing. Powered by a 6.1L V8 from the GT40 and Ford wind tunnel designed, the car was competitive but not a success due to a lack of development. The coupe version, the P68 was not anymore successful. Paul Newman was the team manager for the Can-Am effort and used the car in his movie Winning where it was crashed and lay in pieces until restored in the late 90's. Model by SPARK 1/43 |
Ford P68 (Spa 1000 Km 1968): Also known as the Ford F3L, this curvaceous car was built replace the aging GT40. Powered by the 3.0L Ford Cosworth DFV V8, it had an aluminum monocoque with a rear sub frame much like the Lotus 49 F1 car. The low drag body was designed by Len Bailey. Alan Mann Racing was responsible for development of the cars, but lack of funding by Ford resulted in a lack of development. Frank Gardner and Richard Attwood were the primary drivers of the car during the 1968 season, with drives by Bruce McLaren, Deny Hulme, Jochen Rindt, Mike Spence and Pedro Rodriguez as well. None were successful.. The cars failed to finish a single race, but Gardner's pole position at Spa 1000 Km showed its potential. Model by MINICHAMPS 1/43 |
Ford GT40 Mk1(Mirage) (Le Mans the Movie - 1970): This GT40 (#P/1074) started life as a Gulf Mirage in 1967, where it competed at Le Mans and other endurance races that season, winning at Spa. Due to rule changes, it was converted to GT40 specification by J.W.A. in 1968. Its engine capacity was increased to 5.0L with Weslake heads and was raced at Le Mans again, the sister car to the race winner. In 1969 it was relegated to back up duty and sold to Steve McQueen's Solar Productions in 1970 for use as a camera car for the movie Le Mans. Solar cut off the roof and modified the rear panels to allow for a gyroscopically stabilized and compressed air-powered rotating camera-mount turret on the rear deck and a manually rotated camera mount on the passenger door. It didn't run in the Le Mans race, but was used for high speed runs down pit lane before the race to capture the crowd. For movie production it was used for high speed shots, which is why the movie features the realism of race cars at speed. Model by SCHUCO 1/43 |
Mirage GR7 (Le Mans 1974): Driven by Derek Bell and Mike Hailwood to 4th place at Le Mans in 1974, after running as high as second place before a lengthy pit stop to replace a faulty starter cost them two positions. Using the F1 based 3.0L Cosworth-Ford DFV engine, JW Automotive (JWA) had been able to get reliability out of the engine for endurance events, but the car also suffered from CV joint problems throughout the race. Entered under the Gulf Racing Research banner, the GR7 was developed out of the Mirage M6 and four M6 chassis were used to build GR7's. Named GR for Gulf Racing, the car is often referred to as a Gulf-Ford. The team took second place in the 1974 World Championship for Makes, Model by SPARK 1/43 |
 |
 |
 |
 |
| 1975 Gulf-Mirage GR8 (LE MANS WINNER - 1975): Derek Bell and Jackie Ickx drove this car to first place at Le Mans in 1975, powered by a detuned Cosworth DFV 3.0L V8. John Wyer's JW Automotive built, prepared and ran the Gulf sponsored Mirage cars at Le Mans after the GT40 and Porsche 917 culminating in the 1975 Le Mans win before the team was sold. A GR8 finished 2nd at Le Mans in 1976. I was fortunate to have the model signed by Derek Bell. Model by SPARK 1/43 |
1975 Gulf-Mirage GR8: Vern Schuppan and Jean-Pierre Jaussaud finishe third overall at Le Mans in 1975, behind their winning sister car and a Ligier JS2. Despite electrical problems, this car was only six laps down at the finish of the race. This car (Chassis #802) was raced again at Le Mans in both 1976 and 1977 (with Schuppan) and finished 2nd both years. The GR8 was a great car for Le Mans with a low drag coefficient and good downforce from the rear wing. Model by IXO 1/43 |
1975 Gulf-Mirage GR8: After Le Mans in 1975, the sportscar team of John Wyer disbanded and Gulf withdrew from sponsorship for awhile. The team and equipment, along with most personnel was aquired by Harley Cluxton and his USA based Grand Touring Cars. They brought both GR8's back to Le Mans in 1976. Even though this car lost its rear bodywork with 15 minutes left, a hasty repair preserved a second place finish for Jean-Louis Lafosse and Francois Migault. Model by IXO 1/43 |
1975 Gulf-Mirage GR8: Harley Cluxton's Grand Touring Cars entered the GR8 (Ch. #802) again at Le Mans in 1977. This time powered by a 2.0L Renault turbo V6, with primary sponsorship from Elf Lubricants, and Renault Sport. Vern Schupan and Jean-Pierre Jarrier brought the car home in second place, the third straight podium finish for this chassis at Le Mans. The team was managed by John Horsman and received the counsel of John Wyer, who had sold the team to Cluxton in 1976. The Renault engine used in the GR8 was the same used in the Renault-Alpine 442 and produced just under 500 bhp. Model by IXO 1/43 |
 |
 |
 |
 |
| 1965 Ford Mustang: Bob Jane is a superb driver and owner of race cars spanning a long carreer in Australia. Unfortunately, the four time Australian Touring Car Champion, Australian Drivers Champion and multi-winning Bathurst 1000 champion is not give his full due in the northern half of the world. Among his many cars and successes, Jane drove this Mustang to victory at the Bathurst Easter Races in 1966. Jane campaigned the car in the Australian Touring Car Championship, wrecking the car in a spectacular accident at the close of 1965. Luckily, Jane walked away from the accident unharmed. Model by APEX 1/43 |
1967 Mercury Cougar Trans-Am: Ford won the first-ever Trans-Am manufacturer's trophy with its Mustang in 1966. The Mercury Division of Ford, eager to promote its new Cougar, joined the fray. They hired Bud Moore of NASCAR fame to build cars for Parnelli Jones, Ed Leslie and Dan Gurney to drive in the series, using a modified 4.7L V8. The Mustang and Cougar battled all season ended with Mustang winning the Championship by two points. This is Parnelli Jones car which he drove at the Daytona 4 Hours 4 Hours in 1967 to 3rd place. VITESSE (modified) 1/43 |
1967 Mercury Cougar Trans-Am: Dan Gurney drove this Cougar at the Daytona 300 mile race in 1967, where qualified on the pole, but failed to finish due to oil leakage. Gurney drove for Bud Moore in the Cougar again at Sebring 4 Hours (DNF), Green Valley 4 Hours (win) and Kent Trans-Am (3rd). VITESSE (modified) 1/43 |
 |
 |
|
|
| 1969 Ford Boss 302 Trans Am Mustang: Bud Moore prepared two of the four Ford backed entries in the 1969 Trans Am and Moore was instrumental in most of the development, including the engines. The Trans Am changed the requirement to have co-drivers in 1969 and Parnelli Jones and George Follmer drove the two Moore entries that season. Jones won two races and Follmer one in a season dominated by the Penske Team's Camaro. The 5.0L V8 powered car of Parnelli Jones is pictured here. The engine used a 351 Cleveland cylinder head on a Windsor 302 block and produced 470 bhp. The 1970 season saw the Moore Mustangs further developed with Jones and Follmer practically untouchable! Model by SPARK 1/43 |
1970 Ford Boss 302 Trans Am Mustang: The 1970 Trans-Am season was better for Ford, with Bud Moore's Ford backed race versions of the Mustang dominating the series. Lower, lightweight and with better weight distribution than the street Mustang, the 302 cu. in.(5.0L) V8 has aluminum heads on an iron Windsor block, and produces around 470 hp. Parnelli Jones drove one of the two the Bud Moore Mustang's in the 1970 Trans Am, who along with teammate George Follmer, brought the Trans-Am championship to Ford. Model by SPARK 1/43 |
 |
 |
 |
| 1965 Shelby Mustang GT350R: Mark Donohue established a name for himself racing in the Sports Car Club of America (SCCA) regional and national races in cars like a Daimler SP250, Elva Courier, TVR Grantura and MGB. He won a national championship in the Elva and racing in the Northeast USA, came to the attention of Walt Hansgen. Donohue raced a Cobra for Hansgen in 1964 and together they drove the Meacom Ferrari 250 LM at Sebring in 1965. Hansgen helped him obtain a factory ride with the Ford GT40 program in 1966 and ultimately with Penske in 1967. In between, in 1965, Donohue drove this Shelby GT350R Mustang for Malcolm Starr. Model by ALTAYA PW (modified)1/43 |
1965 Shelby Mustang GT350R: One of the 36 GT350R's sold, this one was purchased and sponsored by Archway Ford of Baltimore. Donohue raced the 289 Cu. In. (4.7L0) V8 powered Shelby (350 hp) eight times in 1965, with 4 wins, a second and a third. He and Hansgen raced the car at the Watkins Glen 500 mile, finishing 3rd behind a Cobra and a Corvette, 1st in class. Donohue competed for the National B Production Championship in 1965 and had a very fierce battle with eventual champion Jerry Titus in another Shelby, but a blown tire cost Donohue the win and championship. The rest is history. Model by ALTAYA PW 1/43 |
1965 Shelby Mustang GT350R: Claude Dubois entered this GT350 at Le Mans in 1967, with Chris Tuerlinckx as his co-driver. They retired in the 7th hour due to engine problems (piston). The R-Model GT350's were powered by a modified High Performance 289 cu. in. eight-cylinder engine producing 350 hp. GT350's were successful in SCCA B/Production racing classes. This car (Chassis# SFM5R539) was given R specifications along with 35 other Mustangs taken off the production line in 1965-66. It was one of two cars shipped to Europe where Dubois was the Belgian Shelby dealer. Model by IXO 1/43 |
 |
 |
 |
|
| 1967 Shelby Ford Mustang: Jerry Titus was the pricipal driver for Carroll Shelby's Terlingua Racing Team, driving this car in the Trans Am Series in 1967 and 1968. Titus won four races in 1967 and brought the Manufacturers Championship in the Trans Am to Ford in 1967. He raced the 4.7L V8 powered Mustang to victory at Sebring, Mid-Ohio, Continental Divide and Crows Landing in 1967, with wins at Daytona and Watkins Glen in 1968. The Shelby team had seven podium finishes in the 1967 and Titus had four with Shelby in 1968 before he moved to racing Pontiac Firebirds. Titus was tragically killed during a Trans Am race in 1970. Model by SPARK 1/43 |
1968 Shelby Ford Mustang: Over fifty-years ago, this Ford Mustang won the Trans Am class and fourth overall at the Daytona 24-Hours in 1968. Jerry Titus and Ronnie Bucknum drove the Shelby prepared team car and finished behind the three Porsche 907 prtotyps and ahead of the Alfa Romeo 33/3's; a significant achievement for a production based car. Powered by the reliable 4.7L (289 Cu.in.) V8, it would be the last time this trusty engine was run by Ford in the Trans Am. Ford ordered that the 5.0L (302 Cu. In.) V8 be used for the rest of the season. Unfortunately, engine reliability plagued the team the rest of the season. Titus would get so frustrated, he left the team for Pontiac. Model by SPARK 1/43 |
1969 Ford Boss 302 Trans Am Mustang: Dan Gurney drove one race for Shelby Raccing in the 1969 Trans-Am and that was at Laguna Seca. Gurney finished 3rd behind the Penske Camaro's of Mark Donohue and Ed Leslie. He was teamed with Peter Revson who finished 4th. For the 1969 Trans-Am season, Ford's Kar Kraft helped both the Shelby and Bud Moore teams take on the Camaro's with substantially modified Mustangs, which had little in common with the street version. Ford was not able to best Chevrolet in 1969, with Camaro taking 8 series wins to the Mustang's 4. Model by SPARK 1/43 |
 |
 |
 |
 |
| 1963 Ford Galaxie 500 (1963 Daytona 500): At the 5th running of the Daytona 500 in 1963, Dan Gurney was behind the wheel of the Holman & Moody Galaxie. While he usually drove for the Wood Brothers in NASCAR events and dominated the NASCAR race at Riverside, winning four of his five victories there driving their cars. At Daytona, the Wood Brothers only had one car entered and it was for their regular driver Marvin Panch. Ironically, Panch was badly injured just before the race and the drive was given to Tiny Lund. Lund went on to win due to the Wood Brothers efficient pit stops and race strategy. With the first ten laps run under caution, their car required one less pit stop than the rest of the field. Fords finished in 1st-5th places, with Gurney finishing 5th after qualifying 11th. Model by SPARK 1/43 |
1963 Ford Galaxie 500 (1963 Golden State 400): Holman & Moody entered seven Fords for the inaugural Golden State 400 at Riverside, the last race on the 1963 NASCAR Grand National schedule. Using big 427 Cu. In. (7.0L) engines, the Galaxies were basically stock with a few modifications such as lightened body and disc brakes from the new GT40. The heavy Galaxie was still hard on brakes though as evidenced by Ken Miles rolling his car in practice after brake failure. H&M had an all-star lineup set for the race, with Dan Gurney taking pole, but withdrawing when USAC put a ban on its drivers competing in NASCAR. Ken Miles used this car, the back up car to NASCAR regular Fred Lorenzen and qualified 10th in his only NASCAR race. He finished 11th in his badly beaten up car on the 2.6 mile course he was very familiar with. Ford went on to apply their NASCAR experience to further enhance the GT40 program. Model by SPARK 1/43 |
: |
1965 Ford Galaxie 500 (1965 Daytona 500): Like many early NASCAR drivers, Curtis Turner perfected his driving skill and abilities running moonshine in the hills of Virginia. Turner was one of the founding members of the group that started NASCAR and he conceptualized and built Charlotte Motor Speedway in 1960. However, he and other drivers got on the wrong side of Bill France, Sr. who controlled NASCAR when they tried to form a drivers labor union to ensure bigger purses, a share in broadcast revenues and a pension program. As a result, he was banned from NASCAR for life and ultimately lost CMS. Reinstated in 1965, Turner was hired by the Wood Brothers to drive this 1965 Ford Galaxie 500 and won the inaugural race at Rockingham late in the season. Over his career, Curtis Turner ran 184 races over 17 years, with 17 wins, 73 top ten finishes and 16 poles. A NASCAR legend! Model by RACE CHAMPIONS 1/43 |
 |
 |
 |
 |
| 1965 Ford Galaxie 500 (1965 Daytona 500 - WINNER): Fred Lorenzen is one of NASCAR's all-time greats. Starting his career in 1956, he drove in 158 races, winning 26 including the 1965 Daytona 500 in this car. Besides the Daytona 500, Lorenzen won three other races in 1965. In his career, he had 75 top fives, 84 top tens and set pole position 32 times. Model by UNIVERSITY of RACING 1/24 |
1965 Ford Galaxie 500 (1965 Daytona 500 - WINNER): Lorenzen nicknamed "The Golden Boy" (as well as Fast Freddie and Fearless Freddie) signed on to drive for Holman-Moody in 1961 and drove their famous white cars with blue trim until 1967 when he temporarily retired. Lorenzen made a come back in 1970 and retired for good at the end of 1972, after showing he still had it with eleven top ten finishes and two race poles. One can wonder if he hadn't taken that break, what his career statistics might have been? His career success landed him in the NASCAR Hall of Fame in 2015. Model by UNIVERSITY of RACING 1/24 |
 |
 |
|
|
| 1969 Ford Torino Talledega (Riverside, 1969 - WINNER): In 1969, Ford made a renewed commitment to NASCAR with increased factory involvement. The result of which was the Torino Talladega, which was more aerodynamic and faster than its competition, especially the super speedway tracks. Richard Petty left Plymouth that year to run the new Ford since Chrysler insisted, he drive the less powerful Plymouth instead of the Dodge Charger like he wanted. To Chryslers chagrin, he won 10 Grand National races that season, including a win at the Motor Trend 500 at Riverside in this car. Model by Provence Moulage |
1969 Ford Torino Talledega (Riverside, 1969 - WINNER): Named for the Talladega Super Speedway which opened in 1969, the Torino ran 427, 428 and 429 cubic inch (7.0L) engines which produced north of 450 BHP. The cars were built at Hollman and Moody with the help of Kar Kraft. The race at Riverside was originally the NASCAR season opener and the 1969 opener was held on the 1st of February. AJ Foyt claimed pole, but Petty would claim the lead and beat him by 25 seconds in a race without yellow flags. In a season long fight, David Peason (also in a Ford) would win one more race than Petty to take the Championship from Petty by 6 points. Model by Provence Moulage |
Photo by David Bryant: |
 |
 |
 |
 |
| 1956 Ford Anglia 100E: The 100E is an unlikely race car candidate, but Ed Glaister races this car with great success in England. It is a front runner in the class for pre-1960 touring cars. We used to have one the same color as this car when I was younger and I do recall it being a fun car to drive. Had to have it for the collection. Using Ford's 1172 cc side-valve four, it was barely able to make 55 mph. I reckon Ed's car betters that and then some! Model by CORGI 1/43 |
1963 Ford Consul Classic 315: Ford introduced the Consul Classic in both four and two-door versions in 1961 and the popular car was produced until 1963. It looked quite a bit like the Ford Anglia with its raked rear window and used the Anglia's 109E engine. It was criticized for just being a larger version of the Anglia, but Ford likened it to a mini Galaxie 500. Such is advertising hyperbole. Originally offered with a 1.3L four-cylinder engine, in late 1962 a stronger performing 1.5L Pre-Crossflow Kent engine was available. That engine was a popular engine for small racing cars, as well as Formula Ford racers. After market tuners offered upgraded performance parts that helped the Consul in saloon car racing, although it often had to compete with the Cortina, with the right bits it could perform much better than its stock 54bhp. Model by VANGUARDS 1/18 |
1966 Ford Lotus-Cortina (Snetterton 500 Km, 1966): Jackie Stewart drove a Alan Mann Racing Lotus-Cortina at the Snetterton 500 Km in 1966, finishing 4th. The Mann entry was made famous by Sir John Whitmore for his win of Division 2 in the European Touring Car Championship in a Lotus Cortina in 1965. Lotus converted 1,000 Cortina's to Group 2 specification, with the rear suspension drastically altered and lightweight alloy panels were used for doors, bonnet and boot, and of course the 1.6L Lotus twin-cam engine and gear box. Model by MINICHAMPS 1/43 |
1966 Ford Lotus-Cortina (Sebring 4-HR, 1966): Bob Tullius' Group 44 Racing campaigned a Lotus-Cortina in the Trans Am series in 1967. The car was entered in select events primarily on the East Coast USA, in the Under 2.0L division. This is how the car appeared at the Sebring 4-Hour race, where the Lotus was driven by Tony Adamowicz and failed to finish. Powered by a 1.6L Lotus twin-cam four-cylinder engine that produced 140 bhp and had a top speed of over 135 mph in race trim, the Cortina could not best the Porsche 911S' in its class. This model has been modified from stock by Old Irish Racing. Model by MINICHAMPS 1/43 |
 |
 |
 |
 |
| 1968 Ford Escort Mk1 Twin-Cam (Brands Hatch MS - WINNER, 1968): The Ford Escort was introduced in 1967 and it was not until mid-season that Alan Mann Racing had their Twin-Cam Escort ready for racing in both the British (BSCC) and European Touring Car Championships. Powered by a F2 spec 1.6L Ford-Cosworth FVC 16-valve Twin-Cam four, the Escort produced 200 HP. Driving this car for Mann, Frank Gardner dominated, winning the BSCC Championship with 2 outright and 9 Class wins in 1968, including the season ending race at Brands Hatch in this livery. Models by ATLAS 1/43 |
1968 Ford Escort Mk1 Twin-Cam (BSCC Champion, 1968): Australian Frank Gardner drove for Alan Mann Racing in the RAC British Saloon Car Championship (BSCC) in 1967, 1968 and 1969. He won the BSCC Championship in 1967 driving a Ford Falcon and again in 1968 driving this car. In 1969 he finished 3rd overall in the BSCC Championship and 1st in class. He would win the BSCC Championship again in 1970 driving a Ford Mustang. A great all-around race driver, Gardner raced some of the best cars at the worlds top venues, including Le Mans. Models by ATLAS 1/43 |
1968 Ford Escort MkI Twin-Cam (Circuit of Ireland, 1968 - WINNER): While the GT40's were making headlines at Le Mans, another Ford was bringing success to the blue oval. Roger Clark and Jim Porter won the first of three consecutive Circuit of Ireland rallies in 1968. They proved the new Escort with its Lotus made 8-valve twin camshaft head and bigger bore engine of 1.6L was a rally force. The late Clark was a great driver on both rally and race circuits and had great success in Escorts. Model by VANGUARDS 1/43 |
1976 Ford Escort RS 1800 MkII (Lombard RAC Rallye, 1976): Four words describe the Lombard RAC Rally through the forests of Great Britain in November, cold, damp, foggy and frosty. The 1976 version was no exception and this Escort driven by one of the 'Flying Finns' Pentti Arikkala and co-driver Brit Mike Greasley led the rally for most of the stages, only to retire near the end. Arikkala took over the lead before the halfway mark of the rally. Unfortunately, the 1979 British Rally Champion was a minute late for a control and was eliminated. Carrying on, a protest lodged, he continued to lead until the clutch went a few stages from the end, handing the victory to Roger Clark in another Escort. The then new Ford Escort RS1800 rally cars in 1976 featured a more robust chassis and body structure then production cars, along with a 2.0L Cosworth BDG engine producing 250 hp. Model by VITESSE 1/43 |
 |
 |
 |
 |
| 2005 Ford GT: Drawing inspiration from the GT40 and designed as a concept car for Ford's 100th anniversary year, just over 4,000 GT's were built for the 2005-2006 model years. Powered by a supercharged 5.4L V8 coupled to a six-speed tramsmission, the GT produces 550 bhp and does 0-60 in 3.5 seconds. Deja vu, like the original GT40, Caroll Shelby was brought in by Ford to help develop the Ford GT; which included performance testing of the prototype car. Model by MINICHAMPS 1/43 |
Ford GT LME: (Le Mans 2016) The overall GT Class winner Le Mans 2016, this Ford Chip Ganassi Ford GT LM was driven by Sébastien Bourdais, Joey Hand and Dirk Müller in the LM GTE Pro category. The victory came exactly 50 years after Ford's victory at Le Mans with the GT40. Its sister car finished 3rd in the GT catagory, Ford unable to make it a 1-2-3 sweep as in 1966. Like the race fifity years ago though, Ford fought hard with a Ferrari for the win. The GT LM is a highly modified second generation Ford GT, which uses a Rousch Yates engineered 3.5 L EcoBoost V6 twin-turbo of the production car. Horsepower is believed to be in excess of 500 bhp, with the carbon fibre bodied car capable of a 200 mph top speed with a 0-60 mph acceleration achieved in less than 3 seconds. Model by TSM MODEL 1/43 |
Ford GT LM (Daytona 2019): Ford Chip Ganassi Racing has run the Ford GT GTLM for three seasons in both the IMSA WeatherTech SportsCar and World Endurance Racing Championships. The #67 car for the past two seasons has been piloted by Ryan Briscoe and Richard Westbrook, with Scott Dixon joining the pair for endurance events. The defending class winners at the Rolex 24 Hours in 2018, they qualified the 3.5L twin-turbo V6 powered car a promising 3rd fastest in the GTLM class. However, delays for repairs and terrible weather spoiled their plans, the trio finishing 13th overall and 4th in class in a race red flagged before the full 24 hours had run. due to the severe weather. The team would score two class victories in the 2019 season at Lime Rock and Road America; and finish second at the Petit Le Mans. The car, veteran of Le Mans, Sebring, Daytona and other races was retired at the end of the season, as both Ford and Ganassi withdrew from GTLM racing. Model by TSM MODEL 1/43 |
Ford GT LM: (Le Mans 2019) Ford and Chip Ganassi Racing announced they were to discontinue the Fort GT racing program after Le Mans. 2019 then proved to be the swan song for the Ford GT LM at Le Mans, an odyssey which began with the Ford's return to Le Mans in 2016 and a class win. Dressed in retro livery to honor the 1967 Le Mans winning Ford GT MkIV, the driving trio of Harry Tinknell, Andy Prialux and Jonathan Bomarito, placed the car on the grid 30th overall 2nd fastest LMGT Pro qualifier. A familiar cockpit as Priaulx and Tincknell had been driving this car for Ganassi since 2015. After a good start and dicing with one of the Aston Martin's for the class lead, Bomarito went off course and dropped the car down several places. Fighting back to take the class lead, a couple hours later Prialux went off, but this time and they were unable to recover in the highly competitive class; finishing 23rd overall and 4th in class behind a Ferrari and two Porsches. Somewhat ironic given Ford GT40 wins over those two makes in the 60's for overall Le Mans wins. Model by SPARK MODEL 1/43 |
 |
| 1967 Le Mans Winner and 2019 Tribute Models by IXO & SPARK 1/43 |
 |
 |
 |
 |
| 1965 Ford Mustang: Back in 1965, the Mustang was Ford's most successful auto launch since the Model A. Lee Iacocca championed the project as Ford Division general manager and with the Mustang's launch, the "pony car" class of American automobiles—sports car-like coupes with long hoods and short rear decks, was born. This is a GT version powered by a 4.7L V8 (289 cu. in.) engine. They were never great handling cars, but the Mustangs of this era have always been a favorite of mine. Model by PREMIUM X 1/43 |
1965 Ford Galaxie 500 XL: Calling the Galaxie a sportscar would be a stretch, but it was a great touring car and happened to be the car I cut my automotive teeth on in the early '70's. Ford introduced an all new design for the Galaxie in 1965, with suspension modifications gave the car more road feel without sacrificing ride comfort. It came in a variety of V8 engine sizes from 4.9L to the massive 7.0L used in the NASCAR racers. Ours was a peppy 5.8L "352" V8, which could do over 100 mph! Model by AMT PROMO 1/25 |
1968 Ford Mustang GT390: After Steve McQueen burst onto the big screen as Lt. Frank Bullitt, driving his Mustang wildly in pursuit of bad guys through the streets of San Francisco, demand for a Mustang like Bullitt's was hot! Ford's answer was a street version of the customized Mustang in the movie, the GT 390. A 6.4L V8 powered fastback, which produced 270hp or 325 hp, depending on whether the customer ordered a two or four-barrel carburetor. A 4-speed manual transmission was standard as well as upgraded interior trim and instrumentation. A 'Competition Handling Package' was available, which consisted of firmer suspension components, limited slip rear axle; and when combined with the uprated front disc brakes for 1968, made the GT 390 an adequate if not stellar all-round performance car. But it could go very fast in a straight line and sounded fantastic doing so! Less than 8,000 GT 390's were made. Model by Premium X 1/43 |
1968 Ford Mustang Fastback: Marketeers hyped the 1968 Ford Mustang as "The Great Original" and "the most exciting car on the American road." Its 390 cu in. V8 produced 330 hp in this great icon of the muscle car era. Not a Shelby like we once had, but it reminds me of Bullitt's car. Long live the memory of Steve McQueen! Model by MINICHAMPS 1/43 |
 |
 |
 |
| 1968 Ford 'Bullitt' Mustang Fastback: Two 1968 390 CID V8 Ford Mustangs (325 bhp) with 4-speed manual transmission were used for the chase scene, both owned by Ford Motor Company and part of a promotional loan agreement with Warner Bros. The Mustangs' engines, brakes and suspensions were heavily modified for the chase by veteran car racer Max Balchowsky. The director called for speeds of about 75 to 80 mph, but the cars reached speeds of over 110 mph on SF surface streets! Model by ROAD SIGNATURE 1/43 |
1968 Ford 'Bullitt' Mustang: Another Bullitt Mustang, one of my all-time favorites in a larger scale, with Frank Bullitt behind the wheel! Model by GREEN LIGHT 1/18 |
1968 Mercury Cougar XR-7: Mercury's answer to the pony car wars was the Cougar, introduced in 1967 on the Ford Mustang platform. The Cougar, while never as popular as the Mustang, offered a slightly upscale alternative. A deliberate effort was made to give the car a more "European" flavor than the Mustang to American buyers. The Cougar XR-7 was top of the line, with a standard 4.9L V8 (230 hp) up to a 7.0L (427 cu in) V8 putting out 390 hp. bhp. Like the Mustang, the Cougar was also raced in the Trans Am series. Model by VITESSE 1/43 |
THE SIGNATURE PROJECT & RACING DIORAMAS
THE TRIPLE CROWN OF ENDURANCE RACES:
THE 24 HOURS of LE MANS 1923-2020
THE 12 Hours of SEBRING WINNERS
THE 24 HOURS of DAYTONA WINNERS
GREAT AUTOMOTIVE MAKES & RACING TEAMS:
ABARTH
ALFA ROMEO
ASTON MARTIN
AUDI
AUSTIN HEALEY & HEALEY
BMW
CHAPARRAL
CHEVROLET & GM POWER
CUNNINGHAM EQUIPE
DATSUN/NISSAN
ECURIE ECOSSE
FORD POWER: GT40's, MUSTANGS, MIRAGE & MORE
SHELBY -FORD'S: COBRAS, DAYTONAS, GT40's & MUSTANGS
GROUP 44, Inc.
LANCIA
LOLA SPORTS CARS
LOTUS
McLAREN
MASERATI
MERCEDES BENZ
MG CARS
TOYOTA
TRIUMPH
MISC. RACING AND PRODUCTION CARS BY COUNTRY OF ORIGIN
AMERICAN, ASIAN, AUSTRALIAN
BRITISH
FRENCH
GERMAN & SWEDISH
ITALIAN & SPANISH
LAND SPEED RECORD CARS
VETERAN, CLASSIC & SPECIAL INTEREST CARS
DRIVER TRIBUTES:
THE OLD IRISH RACING HALL OF FAME
JUAN MANUEL FANGIO TRIBUTE
STIRLING MOSS TRIBUTE
WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950 - 1985
For copies of images, questions or comments about the collection to: OLD IRISH RACING
Back to: OLD IRISH RACING MODELS INDEX Home Page
Back to: OLD IRISH RACING Home Page Legal stuff: Content and images on this website are the property and content of Old Irish Racing and may not be used without permission. Old Irish Racing is not affiliated with, or represent any other entity. All pages on this website Copyright-Old Irish Racing 2022
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!
This is a private collection, pieces are not for sale!