Bruce McLaren was a talented race car driver, but also a very talented designer and engineer whose innovation helped push racing to new levels. McLaren cars were dominant in the late 60's Can Am racing, with the duo of Bruce McLaren and Denny Hulme driving. The brought that success from Formula 1, where the McLaren legacy for great talent and bold innovation lives on.

Cars driven by Bruce McLaren

1953 Austin Healey 100: Built on October 9., 1953, this 100 (BN1) was one of three Carmine Red AH 100's shipped to New Zealand to take part in the New Zealand Grand Prix (NZGP) as part of a publicity campaign for the new Austin Healey. It was campaigned by Auckland Austin distributor Seabrook Fowlds and driven by Ross Jensen, one of New Zealand's best racing drivers in the day. After the race, the car was offered for sale and purchased by Les McLaren, father of Bruce McLaren; and subsequently stripped down and modified to run on methanol.
Model by OXFORD (modified) 1/43
1953 Austin Healey 100: Raced by the senior McLaren in the 1955 NZGP, he exited the race early due to transmission trouble. Ready for the 1956 NZGP, Les McLaren took ill just before the race and a substitute driver had to be found on short notice. With no one else available, young Bruce was given his opportunity to debut as a driver; albeit on a pretty large stage against formidable drivers like Jack Brabham and Stirling Moss; not the last time he would face them on track! Bruce was in 3rd place when a gasket blew and ended his race. 1953 Austin Healey 100: Bruce McLaren would continue to run the 100 in local NZ races and hill climbs with great success and establishing himself as a promising future racing star. In 1957, a connecting rod broke and exited the block, ending the car's career in McLaren's hands. The rest they say, is history!
Model by OXFORD (modified) 1/43
: Thanks to our good friends in the Austin Healey Club of New Zealand (particularly Mark Donalson and Roger Dowding)for their inspiration and help! Mark is coincidently married to the lovely Jan McLaren, Bruce's sister. Both Mark and Roger are great friends whose friendship spans almost fifty years!

1960 Cooper-Climax T53: During Cooper's two year reign in F1, Jack Brabham and Bruce McLaren were again the principal factory drivers in the 1960 season. Stirling Moss who had great success in 1959 in the Rob Walker Cooper, jumped to a Walker Lotus for the rest the year. A host of other drivers drove private Cooper's in 1960 including Chuck Daigh, Lance Reventhlow, Ron Flockhart, Roy Salvadori, Tony Brooks and Phil Hill.
Model by IXO 1/43
1964 Ford GT40 MkI: 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 engines; production models were powered by 4.7L (289 engines, also used in the Ford Mustang. This car is in Le Mans test livery and was driven by Phil Hill and Bruce McLaren, retiring due to transmission troubles.
Model by BIZARRE 1/43
1965 Ford GT40 MkII: 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
1965 Ford GT40 MkI: 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 FAV in the first season
Model by BIZARRE 1/43

1966 Ford GT40 MkII XI: 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
1966 Ford GT40 MkII: 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 MkII: 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 Ford GT40 MkII (LE MANS WINNER): 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 BANG 1/43

1967 Ford GT MkIV (SEBRING WINNER): 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 SOLIDO (modified) 1/43
1967 Ford GT MkIV: 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
1967 Eagle-Weslake T1G: Bruce McLaren drove for Dan Gurney's Anglo American Racers team in the '67 French GP at the new Bugatti circuit at Le Mans, his new car not being ready. He put the Eagle on the second row, but retired due to electrical problems. The Eagle, powered by a Weslake V12 engine producing 370 hp, was always fast in qualifying, but the cars suffered from engine reliability. Gurney won the Belgian GP in an Eagle, but that was the high point of these lovely F1 cars. AAR quit F1 in 1968.
Model by SPARK 1/43

McLaren Cars 1960's

1964 McLaren Elva M1A: Besides being a talented driver, Bruce McLaren was also a talented engineer. In late 1964, he produced his first rear engined sports racer the M1A or Mark 1, using the all-aluminum Oldsmobile V8 engine. The engine was built by Traco and was enlarged from 3.5L to 4.5L, with four Weber Carburettors, producing 310 hp. Driven at Mosport in its first race, it was proven to be fast, finishing 3rd. The rest of the 1964 season was spent sorting the car out, but in 1965, McLaren had several wins in the car. This is how the car appeared at the LA Times GP 200 mile race at Riverside in 1964, where it was the fastest qualifier.
Model by SPARK 1/43
1966 McLaren M2B: Designed by Robin Herd, and Gordon Coppuckthe McLaren's M2B was the first of McLaren's Formula One cars. The car suffered performance due to the weight of the 3.0L Ford Indy engine it was designed for, or the Serenissima 3.0L V8 engine used while the Ford engine was being further developed; of the four GP races it contested in 1966, Bruce McLaren finished 6th at the British Grand Prix, scoring the team its first F1 points. This is the car that ran that race and it used the Serenissima supplied M166 engine which produced 260 bhp. The car was painted in this color scheme for its staring role in the movie Grand Prix and Bruce McLarens helmet is the same as that of the main character. This was the start of a great F1 team that is a force in F1 to this day.
Model by SPARK 1/43
1967 McLaren/BRM M4B: The M4B was a stop gap car run at the beginning of the 1967 season until McLaren could complete and run their own M5A. Built by Trojan for Bruce McLaren Motor Racing, the M4B was a revised version of the M4A F2 car, with additional fuel capacity and a modified rear end to accept the 2.0L BRM V8. The cars debut was at the Race of Champions held at Brands Hatch prior to the 1967 F1 season. McLaren finished fourth and sixth in the fist two heats, however a missed gear dropped him out of the 40 lap final. He did claim 5th place at the International Trophy race held at Silverstone a month later. Outclassed among 3.0L competition, Bruce McLaren still managed to finish 4th on the tight Monaco circuit, but was definitely outclassed at the Dutch GP, where McLaren retired and the cars F1 career ended. It is shown here in its Race of Champions livery.
Model by SPARK 1/43
1968 McLaren/BRM M5A: The M5A was McLaren's first F1 car built exclusively by McLaren. Using the BRM 3.0L V12 engine which produced 365 hp, it was ready late in the 1967 season. Only one car was built. The car showed promise, but teething problems produced a season best 7th place at the Canadian GP, along with three retirements with Bruce McLaren at the wheel. Deny Hulme started the 1968 season in the car, finishing 5th at S. Africa. With the M7A ready, the car was sold to Jo Bonnier, whose best finish in seven races was a 6th place at the Italian GP. By the end of the '68 season, the car was just too unreliable and slow. Bonnier hung the car on his living room wall.
Model by SPARK 1/43

1967 McLaren M6A: 1967 was the second season of the Can-Am and McLaren developed the M6A for that series featuring Group 7 cars. With extensive testing, McLaren began their series domination with McLarens winning five of the six-rounds. Denny Hulme won the first three rounds, with Bruce McLaren winning the next two. Only John Surtees in the Lola T70 interrupted their sweep of the series when both McLarens retired with blown engines in the final round. Bruce McLaren beat Hulme on points to win the Drivers Championship. The M6A was the first monocoque chassis for McLaren, which housed its 5.9L Chevrolet V8, capable of 525hp. They were also painted what became McLarens trademark papaya orange. After the '67 Can-Am, this car (Ch#M6A/1) was sold to Roger Penske for Mark Donohue to drive in the 1968 USRRC Championship, which he would win 5 of 9 races.
Model by MARSH MODELS 1/43
1967 McLaren M6A
Model by MARSH MODELS 1/43
1968 McLaren M8A: Bruce McLaren was runner-up to Denny Hulme in the 1968 CanAm Drivers Championship, just as his teammate was to McLaren the year before. Bruce McLaren won at Riverside in 1968 in this car. It was the continuing domination of McLaren in CanAm until the early 70's. The Gulf McLaren team won four of the six CanAm races in 1968. I love these 427 fuel injected beasts and can still feel the thunder as they roared down the Moraine Sweep into Turn 5 at Road America!
Model by GMP 1/43
1968 McLaren M8A: Denny Hulme won the Driver's Championship and McLaren won the Can Am Championship in 1968. The M8A won its first race at Road America on its way to domination in the series. McLaren took the monocoque chassis M6A, cut the back off the tub and mounted a big block 427 cubic inch Chev motor (640 bhp)to create the first M8A.
Model by GMP 1/43

1969 McLaren M8B (Road Atlanta, 1970): Purchased by Oscar Koveleski from McLaren for the 1970 Can-Am season, this car (Ch. #M8B/2) was the second M8B chassis and was one of the ex-works Can-Am cars from 1969. It was the car driven by Bruce McLaren to five wins and three second place finishes in his 1969 Can-Am championship run. Slightly outdated for the 1970 season, Koveleski qualified mid-field in seven rounds of the Can-Am Championship. His best finish was 4th place at Road Atlanta.
Model by GMP 1/43
1969 McLaren M8B (Riverside, 1970): Decked out in Koveleski's classic Auto World livery, the SCCA tried to ban the car as not being in compliance with its rules on the amount of the car that could be covered with sponsor advertising. Always a colorful character, Koveleski claimed that they weren't advertising for his Auto World auto accessory, slot car and model business, but rather they were racing stripes. He won the argument! Koveleski raced the car with the low rear wing at the final race at Riverside in 1970. Koveleski ran the car again in 1971 with the wing, but a different livery.
Model by GMP 1/43
1969 McLaren M8B (Chassis #M8B/2): To the fan's delight, Koveleski started the colorful Polish Racing Drivers Association of America. His regular pilot for 1971 was Tony Adamowicz (Tony A2Z). Tony was able to place 3rd at Mid-Ohio and top ten finishes at Watkins Glen and Laguan Seca. Oscar sold the car at the end of the season and it was raced in the Can-Am through 1972 by Warren Agor amid the faster Porsche and McLaren competition. A great Can-Am car with a great history!
Models by GMP 1/43
1969 McLaren M8B (Mid-Ohio, 1971): Tony Adamowitz drove this car for Oscar Koveleski in the Can-Am series in this private entry M8B in 1971. His best finish that year was 3rd place at Mid-Ohio. This is the "low wing" configuration to comply with the new regulations. The Can-Am was dominated by the newer M8D, with Lola and Porsche factoring in many races. Koveleski and his Polish Racing Team were the most successful of the private Can-Am entries.
Model by GMP 1/43

1968 McLaren M6B: After the retirement of the M6As in favor of the M8A, McLaren sold to customers the M6B, identical to the M6A but without an engine. In private hands, these cars would help fill Can Am grids for many years. This car is Shelby's 427 cu. in. Ford powered M6B, driven by Peter Revson to victory at the World Challenge Cup at Fuji, Japan.
Model by MINICHAMPS 1/43
1968 McLaren M6B: Roger Penske purchased one of the factory M6A's (#M6A/3) from the 1967 season, for Mark Donohue to defend his Drivers Championship in the US Road Racing Championship (USRRC); as well as participate in the third season of the Can-Am Challenge in 1968. Penske heavily modified the car, including the addition of a aluminum block 7.0L (427) Chevy V8 engine, which pumped out 620 hp. Donohue dominated the USRRC, winning five of the nine races in that series final year, to once again take the Drivers Title. In the Can-Am, Donohue did well also, beating the factory McLaren's at Bridgehampton and taking a second and two third places finishes. He finished third in the Drivers Championship, only one point behind Bruce McLaren. This car is the most successful of the McLaren M6B's.
Model by SPARK 1/43
1968 McLaren M7A: Denny Hulme won the 1968 Italian GP at Monza driving this M7A, in what was an exciting race with Hulme holding on to victory. 1968 saw the first win in Formula One for McLaren Motor Racing . McLaren finished second in the Constructors Championship and Hulme third in the Drivers Championship in the 1968 season. The M7A was powered by a 3.0L Cosworth DFV V8 engine after Lotus lost its exclusive righ to use the engine.
Model by SPARK 1/43
1969 McLaren M7B: Antique Automobiles Racing Team, was a small F1 team run by Colin Crabbe, a British dealer in historic racing cars. He entered an older McLaren M7B for Vic Elford to drive in four races in 1969. Elford's best finish was a 5th place at the French GP in this car. He crashed the car during the German GP at the Nurburgring and the chassis was written off. The M7B was an experimental chassis for McLaren, utilizing low-slung pannier fuel tanks, which Eoin Young of McLaren indicated later was to accommodate a four-wheel drive system McLaren was considering. Elford was let go after Germany and Crabbe took the Cosworth DFV engine from the McLaren and put it in a March 701 chassis for a young Ronnie Peterson for the 1970 season.
Model by SPARK 1/43

1968 McLaren M8A
Model by GMP 1/18
1968 McLaren M8A
Model by GMP 1/18
1968 McLaren M8A
Model by GMP 1/18
1968 McLaren M8A
Model by GMP 1/18

1969 McLaren M8B: For 1969 the M8B was developed with the high wing, other refinements and nearly 700bhp and became the M8B. Continuing the Can Am domination, Bruce McLaren drove this car to the Championship in 1969. The M8B set a speed record at Texas International Speedway during the Can Am round held there. On the tri-oval circuit, McLaren won the race and was clocked at 210mph on the banked circuit.
Model by MINICHAMPS 1/43
1969 Chaparral/McLaren M12: The Chaparral/McLaren M12 was one of the first customer M12's (Ch# 60-05)and was the first Can Am car to have the all-aluminum Chevrolet 8.1L V-8, which put out a ground pounding 780 hp! Jim Hall used the McLaren to pacify John Surtees until the Chaparral 2H was ready. Surtees' best finish in the M12 was a 3rd at Mosport. He drove the car to the mid-point in the season before the 2H was ready. This is how the Chaparral M12 looked at the Bridgehampton round of the Can Am. It failed to finish due to a blown engine.
Model by MA MODELS 1/43
1969 McLaren/Eagle M6B "McLeagle": Dan Gurney purchased a year-old McLaren M6B in 1968 and knew that to be competitive for the 1969 season, his AAR team would need to update and upgrade the older McLaren. Using knowledge gained in F1, AAR improved front and rear suspension, also installing a small-block (5.6L) Ford engine with aluminum heads, producing 540 bhp. For 1969 a wings were installed, but Ford didnt deliver a big-block engine until late in the season. Gurney abandoned the McLeagle project after two seasons.
Model by SPARK 1/43
1969 McLaren M6B GT: Bruce McLaren's dream was to build a fast mid-engined road productiong car, with the goal being to base the car on one of his successful racing cars. He wanted not only a fast car, he wanted one of the fastest in the world! He intended the car to use an M6 aluminum monocoque chassis with a fiberglass coupe body that he could also use to contend the Group 4 category of the World Sports Car Championship. Limited to 5.0L engines and needing a run of at least 50 cars to obtain the homologation required for Group 4. In total, only six cars were built before McLaren's death in 1970. Only two or three are thought to have survived. This is the predecessor to McLarens first true road car, the F1.
Model by PREMIUM X 1/43

1969 McLaren M7C (Canadian GP 1969): While Jackie Stewart and Matra dominated the 1969 F1 season, McLaren struggled to find its form. Using the M7A from 1968 as a basis, McLaren built a new variation, the M7C, using a full “up and over” monocoque chassis identical to the M10A F5000 cars. One car was built and was used by Bruce McLaren during the 1969 season. Despite no wins, McLaren finished 3rd in the Drivers Championship behind Stewart and Ickx and McLaren finished 4th in the Constructors Championship. Using a variety of wing configurations during the season, this is the car in its Canadian GP livery of 1969, with McLaren qualifying 9th, finished 5th and in the points. It would be his last F1 race for 1969, blowing the 3.0 Cosworth-Ford engine at practice for the USGP.
Model by ALTAYA/ATLAS 1/43
1969 McLaren M7C (Canadian GP 1969):
Model by ALTAYA/ATLAS 1/43
1968-69 McLaren M7A, M7B, M7C :

1969 McLaren M12 GT (Le Mans, 1981): The McLaren M12 GT was a road going version of the M12 Can Am car designed around the M6B chassis and using big block Chevy power. A development of the M6 Coupe, only eight M6/M12GT's were built at Trojan who made McLarens customer cars. Like the M8, the M12 had wider bodywork than the M6. This car (Ch. #60-05) was run by the Chaparral racing team in the Can Am series in 1969 and driven by John Surtees. It was campaigned in 1970 by Terry Godsell and driven by David Hobbs, Jerry Titus and Peter Revson. Its next life was not so glamorous.
Model by SPARK 1/43
1969 McLaren M12 GT (Le Mans, 1981): After a hard life racing, the chassis eventually ended up with Paul Canary who had Z&W Enterprises put the coupe body on the car. Z&W had been loaned the original body moulds for the M6 GT. They had originally entered a Mazda at Le Mans in 1981, but showed up with this car in a poorly prepared state. It was the sole GTP entry but did not qualify. Allowed to run with drivers Herve Regout and Michel Elkoubi alongside Canary, a crash in practice put the car out of the race since there were no replacements for the windscreen. Besides, the 12-year old car was very slow and would not have made the field anyway.
Model by SPARK 1/43

McLaren Cars 1970's
1970 McLaren M14A: McLaren used the M14A in the 1970 and 1971 F1 World Championship seasons. Powered by a 3.0L Cosworth DFV 8-cylinder engine, the car was an extension of the previous M7 car, with the rear brakes of the M14 mounted inboard. Bruce McLaren and Denny Hulme started out the 1970 season as the team drivers. Hulme finished 2nd at South Africa to begint the season, while McLaren retired. At Spain in this car, McLaren finished 2nd while Hulme retired. At the next race at Monaco, McLaren again retired and Hulme finished 4th. It was to be Bruce McLaren's last F1 race as he was tragically killed in June while testing his new Can Am car at Goodwood. The team brought in Dan Gurney and Peter Gethin with Hulme re-joining Gethin later in the season. Despite their efforts, it was a down season, McLaren finished 5th in the Constructors points.
Model by SPARK 1/43
1970 McLaren M8D: The M8D was a continuation of the big block powered Can Am McLarens, using a wider fiberglass body over an aluminum monocoque chassis, the body incorporating a large wing. Powered by a 7.6L Chevy V8 producing 680 bhp, McLaren's domonated Can Am competition. Tragedy struck the team in 1970 when Bruce McLaren was killed while testing the M8D at Goodwood. Dan Gurney was drafted into the team during the first races of the season, with Peter Gethin taking his seat the remainder of the season. Gurney had two wins at Mosport and Mont Tremblant in this car. Deny Hulme despite injuries won the Can Am series with six wins in the M8D.
Model by MINICHAMPS 1/43
1971 McLaren Ford M19A: Successful at Indianapolis and in the CanAm and Trans Am racing series, Roger Penske turned his attention to F1. He hired the second McLaren team car for the Canadian and United States Grand Prix in 1971. Painted in sponsor Sunoco colors and driven by Penske driver and friend Mark Donohue, the M19A was to be the jumping off point for Penske in F1 racing and ultimately building his own F1 cars. The M19A was developed in the wake of the disastorous 1970 season with the M14. The 1971 season proved to be little better, although the Cosworth Ford powered M19 was fast, it was fragile. Donohue finished 3rd in this car at the Candian GP in 1971. At the USGP, David Hobbs brought the car home in 10th position.
Model by MINICHAMPS 1/43
1971 McLaren M16 Offenhauser: Deny Hulme piloted this M16 in the 1971 Indy 500, where he quaified 4th behind Mark Donohue in the Penske McLaren entry and Peter Revson in the other McLaren team car.Revson set the fastest qualifying lap, putting the McLaren on pole for the race. With Revson and Donohue already out, Hulme retired on lap 134 due to a blown engine, allowing Al Unser in an Eagle to cruise to victory. M16 variants won Indy with Johnny Rutherford at the wheel in 1974 and 1976, giving the M16 chassis three wins at Indy.
Model by SPARK 1/43

1972 McLaren M16B Offenhauser Indianapolis 500 Winner: The McLaren M16 is one of the most successful cars at Indy, scoring three victories and the M16 was competitive at the Brickyard up until the early 80's. This is Mark Donohue's Penske M16C in which Donohue was the 1972 Indy Winner. The M16 revolutionized Indy car design incorporating wings and down force. The M16 led to the design an development of the McLaren M23 which won two F1 championships. Powered by a turbo-charged Offy straight four engine of 2.7L, the M16 produced 750 bhp. Donohue qualified the car 3rd at 191.4 mph and had a race average speed of 162.96 mph. Donohue led the final 13 laps of the race and scored his first Indy 500 victory and also the first victory for car owner Roger Penske.
Model by SPARK 1/43
1972 McLaren M20: McLaren had dominated the Canadian-American Challenge Cup (Can-Am) from 1968-1971. That changed in 1972 when Porsche unleashed their 917/10. For 1972, McLaren designed an all new car, the M20, still using the 8.0L all-aluminum V8 Chevy engine, which now was producing 750 bhp in a very light car. Team drivers Deny Hulme and Peter Revson found that in order to try and keep up with the Porsches, they had to push their engines to the limit, resulting in numerous retirements. McLaren only won three Can-Am races with the M20, its fastest car ever, and retired from the Can-Am in 1973. An exciting era in racing was over. McLaren left Can-Am after 1972, selling its three M20's to private teams for campaigning during the final two Can-Am seasons.
Model by SPARK 1/43
1972 McLaren M20: While the McLaren's handled better in the corners, it could not match the grunt on the straights of the Porsches. Denny Hulme made a wry quote (that) "Trying to beat the 950 hp turbo charged L&M Porsche with our 750 hp McLarens has been like trying to shoot down a 747 with a bow and arrow." Try they did however, and the M8F was redesigned into the M20 for 1972. The 8.3L Chevy V8 did not gain power, but the radiators were relocated to the rear, allowing the front end to be redesigned. It incorporated a adjustable airfoil between the front fenders, which gave the car greater downforce. The season started out well with Hulme winning two of the first four races, but after that persistent engine problems only allowed two more podiums and no wins the rest of the season. Hulme set pole at Road America in this car, but retired due to engine and electrical problems. While Hulme took second place in the Can-Am Drivers Championship in 1972, George Follmer in his Porsche 917/10 won the title by a large margin however. McLaren left Can-Am after 1972, selling its three M20's to private teams for campaigning during the final two Can-Am seasons.
Model by TECNOMODEL 1/18
1974 McLaren M16C/D Indianapolis 500 Winner: Johnny Rutherford won his first of three Indy 500 victories driving for McLaren at the 58th running of the 500 in 1974. A blown engine in qualifying dropped Rutherford all the way back to 25th on the grid. However, he had moved up to 3rd place by lap 12 and led 59 of the last 60 laps to take the checkered flag. The M16 in different configurations was active in Indy car racing for five years and won Indy three times. The Gordon Coppuck designed car borrowed heavily from F1 design and in 1974 to keep speeds down, wing size was limited. The M16 was powered by a 2.6L Offy turbo-charged 4 cyl. engine which produced 780 bhp. Rutherford qualified at 190.446 mph, second fastest.
Model by SPARK 1/43

1973 McLaren M23: 1973 was the first F1 season for McLaren with the M23, with variants competing in F1 over five seasons where it would win 16 Grand Prix, two drivers' and one constructors' world championships. Denny Hulme set pole in the very first race for the 3.0L V8 Ford Cosworth powered M23 and won the Sweden GP in this car, to give the M23 its first win. Hulme finished 6th in the Drivers Championship and Hulme and teammate Peter Revson placed McLaren 3rd in the Constructors Championship in 1973.
Model by MINICHAMPS 1/43
1974 McLaren M23B WORLD CHAMPION & CONSTRUCTORS CHAMPION: Emerson Fitipaldi joined McLaren in 1974 and brought his ability to help develop and set up the car to the team. Fitipaldi won three races and was on the podium seven times in 1974, giving McLaren its first drivers' and constructors' world championships. He finished second to Niki Laud in the 1975 championship in the M23C, leaving McLaren at the end of that season for Copersucar,
Model by EAGLEMOSS 1/43
1976 McLaren M23B (WORLD CHAMPION): 1976 was James Hunt's first full season with McLaren, in what was to be one of the most dramatic and controversial F1 seasons. Hunt won the World Drivers Championship that season by one point over Niki Lauda, in a story and season long drama that is well chronicled. The M23 chassis was four years old in 1976 and was kept competitive through a combination of additional weight savings, improved aerodynamics and a new six-speed gearbox; powered by a V8 Cosworth-Ford producing 470bhp. Hunt scored six victories over the season in the M23, as well as eight pole positions including the 1976 South African GP in this car. With Hunt slow away at the start, Lauda claimed the lead and led the entire race, Hunt finishing second.
Model by MINICHAMPS 1/43

1976 McLaren M23C (WORLD CHAMPION): Powered by the venerable Ford-Cosworth DFV 3.0L engine, the M23 was first introduced for the 1973 F1 season and was developed from the McLaren M16 Indy car. Emerson Fittipaldi played a big part in the cars development, winning the Drivers Championship in 1974. During the 1976 season, James Hunt had his epic battle with Niki Lauda for the Drivers Champoinship, with Hunt scoring one point more than Lauda to take the title, albeit among a great deal of controversy. The stuff movies are made of!
Model by RBA 1/43
1976-77 McLaren M23C: Problems with development of the M26 required McLaren to use the M23 in the first part of the 1977 F1 season. The best James Hunt could do was a second in Brazil. Things would get better at McLaren as they developed the M26 which could clearly keep up with Ferrari. Hunt would win three races in the later half of the season with the M26. He was unable to regain his championship form from the year before, critics saying he no longer had the fight in him. I think his racing talent peaked at the same time the M23 did.
Model by MINICHAMPS 1/43
1977 McLaren M26: The M26 replaced the M23 in mid-season 1977, powered by the 3.0L Ford-Cosworth DFV V8 engine and producing 485 hp. Unfortunately, it was too little too late for McLaren. Reliability and accidents took their toll among flashes of former brilliance. McLaren finished third in the constructors championship, just behind Lotus, but Ferrari dominated the season.. A young Giles Villenueve started his F1 career with McLaren in 1977. James Hunt drove one more year for McLaren in 1978, but there were no wins and it would be his last full season before retiring from F1.
Model by MINICHAMPS 1/43

McLaren Cars 1980's
1980 McLaren M29: McLaren's struggles continued in the 1980 F1 season, despite the talent of John Watson and Alain Prost driving the red and white cars. The best Watson could do was 4th place finishes at the US West and Canadian GP's. Most races, the Ford-Cosworth DFV cars failed to finish. The struggles led to the merger with Ron Dennis'Project Four team and happier days were ahead with the carbon fiber chassis and teh advent of the McLaren MP4 in 1981.
Model by SPARK 1/43
1984 McLaren-TAG MP4/2 (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): The quest for the Drivers Championship in F1 during the 1984 season, was a duel between McLaren's Alain Prost and Niki Lauda. Lauda won his third World Championship by only half a point! The pair would continue their in-team rivalty the following season. Using an all carbon fibre chassis, the MP4/2 was powered by a 1.5 Litre, V6 TAG-Porsche turbo engine, which produced 750 bhp in race and 800 bhp in qualifying trim. A combination that propelled McLaren to Fi domination.
Model by WESTERN 1/43
1984 McLaren TAG MP4/2 (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): Niki Lauda and his Championship winning car. Lauda would win 5 F1 races in the 1984 season to Prost's 7, but Lauda took 4 second places finishes to one for Prost. Just enough of a point margin to seal the Championship for Lauda. The MP4/2 was one of the first F1 cars to use carbon brakes, which gave it an edge on more powerful rivals. For 1985, Prost got the better of his teammate to win his first Championship, with Lauda retiring at the end of the season.
Model by TSM 1/43
1986 McLaren-TAG MP4/2C (WORLD CHAMPION) & (CONSTRUCTORS CHAMPION): Alain Prost battled team mate Niki Lauda for the drivers title in 1984 with Lauda winning his third championship. The evenly matched pair resumed their domination of F1 in 1985, with Prost winning his first drivers title and McLaren won the constructors title both years. For 1986, MP4/2C was virtually unchanged from the prior years chassis the MP4/2B and was powered by the 1.5L TAG-Porsche V6 turbo-charged engine which now produced a whopping 960 bhp in qualifying trim.
Model by RBA 1/43

McLaren Cars 1990 - Present
1993 McLaren MP4/8: Honda withdrew from racing. so for '93, McLaren were forced to use Ford-Cosworth V8's. As a customer team, McLaren got an engine that was two specifications behind that of Ford's factory team, Benetton, but despite being down on power to the competition, Aryton Senna won five F1 races in this car and finished 2nd in the World Championship to arch-rival Prost.
Model by ONYX 1/43
1995 McLaren F1 GTR (LE MANS WINNER): Yannick Dalmas, Masanori Sekiya and JJ Lehto drove this car to 1st place at Le Mans in 1995. The F1 features a 6.1-litre BMW S70 60° V12 engine and it was conceived as an exercise by designer Gordon Murray in creating what its designers hoped would be considered the ultimate road car. The GTR is the custom built racing version, of which 28 were built and this is one of 9 built in 1995.
Model by IXO 1/43
1995 McLaren F1 GTR: Mark Blundell, Ray Bellm and Maurizio Sandro Sala finished 4th at Le Mans in 1995, 3rd in class behind two other F1 GTR's, including the race winner to the left. 1995 was the total domination year of Le Mans by GT1 cars. Competing in the BPR Global GT Series, the McLaren introduced a modified engine management system that increased power output however, air-restrictors mandated by racing regulations reduced the power back to 600 hp.
Model by IXO 1/43
1997 McLaren F1 GTR: Jean-Marc Gounon, Pierre-Henri Raphanel and Anders Olofsson drove to 2nd place overall, first in class (GT1) in the Gulf Team Davidoff McLaren entry at Le Mans in 1997. A total of 10 GTR's with "long-tails" were built in'97, with the BMW S70 V12 engine downsized to 5990cc to prolong engine life. It retained its 600 bhp however, and reached a top speed of 197 mph on the Mulsane Straight.
Model by IXO 1/43

2018 McLaren 720S GT3: Introduced in 2018, the 720S GT3 is a purpose built race car by McLaren Customer Racing and was made available to customer race teams beginning in 2019 after extensive testing. Part of the testing included entry in the 2018 Gulf 12-Hours in Abu Dhabi, where on its first race outing, the 720S GT3 qualified on the front row, finished 5th in class and 8th overall. In its first race in a customers hands in early 2019, it claimed pole and won its race at Albert Park in Melbourne. The car was announced in this livery with classic McLaren papaya orange and blue colors.
Model by TSM 1/43
2018 McLaren 720S GT3: As other customers began racing the car that first season, the 720S won in GT3 races at Spa, Brands Hatch and Surfers Paradise, along with several podium finishes. The car has continued to be a strong performer in the British GT Championship, IMSA and GT racing in Europe. Over 90% of the components from the 720S were changed and optimized for racing to make this a "turn key" racer. This included revised carbon fiber/composite bodywork and aerodynamics, brakes, suspension and FIA certified chassis. The car which costs a cool $564K, comes with a race prepared 4.0L twin-turbo V8 which produces 710 bhp.
Model by TSM 1/43

The One and Only - Bruce McLaren

To continue to another section of the Old Irish Racing Collection, select one of the following:



1960 - 1979
1980 - 1989
1990's - Present



PRE-WAR to 1959
1960 to 1968
1988 - Present



1949 - 1959
1960 - 1969
1970 - 1979
1980 - Current



PORSCHE RACING 1950's & 60's
PORSCHE RACING 1990 - Current


1900 - 1959
1960 - 1969
1970 - 1979
1980 - PRESENT

THE 24 HOURS of LE MANS 1923-2019




GROUP 44, Inc.


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