The 1960's were an exciting era in racing! It was an era of inovation! Rear engines and cars with moveable aerodynamic devices which came to be known as wings began to appear. The battle between Ford and Ferrari for dominance at Le Mans, the rise of Porsche and the innovation of Chaparral are all hallmarks of racing during the years between 1965 and 1969. The era up to 1970 was a time of great innovation, big engines, open rules and trying to harness aerodynamics. It was a golden era!

To see other Racing Sports Cars click on years: 1949 - 59, 1970-1979, 1980-Present.
Racing Sports & GT Cars 1960 to 1969


1960 Lotus Elite (MK14): Roger Masson and Claude Laurent drove Masson's entry to a 13th place finish overall and first in class at Le Mans in 1960. The Elite was Colin Chapman's first road design following the production of several sports-racing cars. The Elite was the world’s first production car with unitized fiberglass construction. The weight savings allowed the Elite to achieve sports car performance from a 75 hp, 1216 cc Coventry Climax all-4-cyl. engine. Climax-powered Elites won their class six times at the 24 hour Le Mans race.
Model by IXO 1/43
1960 Chevrolet Corvette: Zora Duntov talked Briggs Cunningham into entering three Corvettes at Le Mans in 1960. It was a goal of Cunningham's to win Le Mans with an American built car and by the late 50's, Duntov and Chevrolet had developed the Corvette into a decent road racer. Alfred Momo prepared the cars with GM modified 4.6L fuel-injected V8's. John Fitch and Bob Grossman drove this car, which finished 8th overall and first in class. Engine overheating slowed the Corvette, robbing Briggs of his dream.
Model by SPARK 1/43
1960 Triumph TRS (1960 Le Mans):
Model by SPARKTriumph built four TRS prototypes for Le Mans in 1960, using a modified TR3S chassis and all fiberglass bodies which resembled the TR4 which was due to be introduced in 1961. Powered by a new 2.0L twin-cam four-cylinder "Sabrina" engine producing 150 hp, Triumph hoped to battle Porsche for the 2.0L class title at Le Mans. Triumph entered three cars for the 1960 race and this car (Ch. #X654) was driven by Keith Ballisat and Marcel Becquart. The Triumph team would struggle all race long with various troubles and none of the three cars were classified, not having completed the minimum required distance. Had they done some, Ballisat and Becquart would have finished 15th or higher. The next year at Le Mans was better for Triumph, all three cars being placed and Triumph winning the Team Prize and this car finished 9th overall.
Model by SPARK 1/43
1961 Cooper T57 Monaco MkII: Tom Dickson and Bruce Halford drove this Ecurie Ecosse entry at Le Mans in 1961. Halford lost control and crashed in the rain under the Dunlop Bridge on the 32nd lap. They were in 7th place at the time and moving up the grid. With a 2.5L , four cylinder engine producing 260bhp, the Cooper was a successful part of the Ecosse stable of cars. Jackie Stewart raced the car in 1963 and scored eight consecutive wins, which ultimately earned him a F3 ride with Ken Tyrrell. The rest as they say, is history.
Model by BIZARRE 1/43

1962 Lotus 19: The Lotus 19 was built from 1960 until 1963 and is a widened version of the successful Formula 1 Lotus 18. It was also known as the Monte Carlo, to honor Stirling Moss for his win (Lotus' first F1 win) there. Dan Gurney enjoyed considerable success at the wheel of this Arciero Brothers Lotus 19-Climax. Gurney won the Daytona Continental 3 Hour in 1962, his engine expired, he coasted and stopped just feet from the finish line with a minute left in the race. Using the starter motor, he crossed the finish line as time expired to win.
Model by SPARK 1/43
1962 Scarab MkIV: Designed by Troutman and Barnes the Scarab MkIV was the only Scarab with a mid-engine. It started life with a Buick V-8 used in the Scarab F1 car. After testing it on the streets of LA, Lance Reventlow raced it three times before selling the car to John Mecom, Jr in 1963. Mecom installed a Traco built 327 Chevy V8 engine (5.4L) in the car and employed A.J. Foyt to drive. Foyt drove to a win in the Govenor's Cup at Bahamas Speed Week and then in this livery, winning the American Challenge at Daytona in 1964 after an epic dual with Dan Gurney in his Lotus. The car was raced through 1964 with Walt Hansgen and Augie Pabst picking up a couple of minor wins.
Model by SPARK 1/43
1962 Louts Elite Mk 14: Team Lotus entered this car for David Hobbs and Frank Gardner to drive at Le Mans in 1962. They finished 8th overall and 1st in the GT 1300 class and also shared the prize for winning the Index of Thermal Efficiency. . Their sister car finished 11th. Despite Lotus' reputation for being fragile, these light 1.2L Coventry Climax powered GT cars proved to be very durable. This car was raced again at Le Mans by Team Elite in 1963 and finished 10th and again 1st in class.
Model by IXO 1/43
1962 Sunbeam Alpine Le Mans (Le Mans 1962): Driven by rallye great Paddy Hopkirk and the late Peter Jopp at Le Mans in 1962, the Sunbeam Talbot team car ended its race after 187 laps. A big-end bearing failed just after dawn and the team fought to keep the car in the race. Since they were not allowed to put fresh oil in the car, the used Jopp's girlfriend's nylon stockings to filter the used oil to put back in the engine. The effort was for naught, with the 1.6L four-cylinder engine expiring shortly after the car resumed the race. Outclassed by the Porsche contingent in the GT-1600 class, Sunbeam would make one final attempt at Le Mans in 1963.
Model by SPARK 1/43

1963 Saab 96 (Monte Carlo Rallye 1963 - WINNER): Eric Carlsson is a legend in rallying and that legend is solidly built on three Monte Carlo Rally wins in a row. In 1963, Carlsson, teamed with Palm Gunnar set out from Oslo Norway in this Saab 96. The 841 cc, three-cylinder, two-stroke Saab took them through tough winter conditions to arrive in Monte Carlo and beat the second place Citroen team in their DS 19, by 22 seconds. It was Carlsson's third consecutive Monte win and established the Swede as rallying's first superstar! His left foot braking while hard on the throttle is legendary. His epic drives for Saab helped establish front wheel drive cars as the required setup for successful rallying in the mid-60's.
Model by ATLAS 1/43

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 Elva Mk7 - Porsche (Road America 500, 1963 - Winner): 1963 was the first year of the United States Road Racing Championship and Elva importer Carl Haas listened to Porsche distributor Ollie Schmidt's idea that the new Elva Mk7 would perform well with Porsche power. Designed for 1.1L to 1.6L Ford, Lotus and BMW engines, Elva modified the chassis to take the wider 1.7L flat-four Porsche DOHC engine. Producing 185 hp, the Elva proved to be fast. The first car was shipped to the USA to compete in the Schmidt sponsored car for the Road America 500. Bill Wuesthoff and Augie Pabst scored the outright victory.
Model by AXELR 1/43
1963 Elva Mk7 - Porsche (Road America 500, 1963 - Winner): Elva was founded in 1955 by Frank Nichols who named the company for the French phrase "elle va" (she goes). The Mk7 was the next in a line of successful sports racers and followed the then new "lay down" body style. While about 70 Mk7's were made, only a handful of the 15 planned Porsche powered cars were made. While fast, they proved to be a handful under braking. In the 1964 USRRC however, Elva's finished 2nd and 3rd in the championship behind Jim Hall's Chaparral.
Model by AXELR 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
1963 Rover-BRM Turbine (Le Mans 1963): The early part of the jet age saw experimentation with jet turbines in racing cars. Rover created this car to run at Le Mans in 1963. It was created on a BRM F1 car chassis, using a Rover gas turbine engine which was about 2.0L, producing 145 hp, with a top speed of 142 mph. Graham Hill and Ritchie Ginther drove this car to 8th place, but were unclassified due to the turbine. For 1964, the car was converted to a coupe, but did not run due to accident damage on the way to Le Mans. In 1965, Graham Hill and Jackie Stewart drove to 10th place.
Model by BIZARRE 1/43
1963 Rover-BRM Turbine (Le Mans 1964): The Rover-BRM gained a new coupe body in 1964, but did not race due to damage on the way to Le Mans. In 1965, Jackie Stewart and Graham Hill drove the car to 10th place after one of the turbine blades were damaged due to sand getting sucked into the intakes. This caused the engine to overheat if pushed too hard. While Stewart was driving, the tip of a turbine blade broke off and created a massive explosion, although the engine kept on running. (Special edition exclusively for Racing Models)
Model by PINKO 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
1963 Lotus 23B: The Arciero Brothers employed USAC driver Bobby Unser to campaign their new 23B in select events, the most notable of which was the 1964 Pikes Peak Hillclimb, which Unser won. It was Unser's thirteenth victory at Pike's Peak, more wins there than any other driver. A record which still stands. The 23B was the successor to the Lotus 19 and the Arciero car was powered by a Cosworth 2.0L engine.
Model by SPARK 1/18
1963 Lola Mk VI GT: Eric Broadley revolutionized race car design with the Mk6 GT. Using an aluminium monocoque chassis and fiberglass body, the GT also used the latest F1 car suspension. Using a 400 hp, 4.2L Ford Fairlane 'Indy' engine, the light car was capable of 180 mph. David Hobbs & Richard Attwood drove the car at Le Mans in 1963, being placed as high as 5th befoere an accident took them out of the race in the 15th hour. Ford was impressed enough to want the car and it was to spawn the GT40.
Model by POLITOYS 1/43 1/43
1964 Sunbeam Tiger Le Mans: The Rootes Group answer to the AC Cobra was the Tiger and in 1964, they prepared two cars for Le Mans; both with coupe bodies and Kamm tails. The cars were built at Lister Cars and were powered by Ford 4.2L V8 's which were modified by Shelby American. They produced a respectable 275bhp, but could not exceed 145mph during Le Mans tests, much slower than the Cobras and E-Types in their class. A great deal of the problem was that Brian Lister had specified aluminum bodies and the company rejected that and made them of steel; rendering them too heavy. They also had persistent engine problems, which even new competition manager Marcus Chambers (former BMC) couldn't rectify. This car driven by Keith Ballisat and Claude Debois blew an engine after two hours. The sister car soldiered on until 1 am when it too lost its engine. It was the last appearance at Le Mans by Sunbeam.
Model by SPARK 1/43 1/43

1963 Lola Mk 6 GT (Le Mans 1963): Its hard to believe today that mid-engine technology was revolutionary, but in the early 1960's when this car was designed, it was. Using some of the best racing technology at the time, such as an aluminum monocoque with ending and gear box being stressed chassis members, Lola created a sensation when the Mk6 GT was launched in 1963. It was the first GT car to take advantage of those elements, powered by a 4.7L Ford V8 engine. The lightweight body with its Kamm tail, roof engine air intake and doors that extended into the roof for greater cockpit access were also revolutionary for its time. This car, the second of three cars built, was entered at Le Mans in 1963, driven by David Hobbs and Richard Attwood. Scrutineering problems with the air intake led to a lack of practice time. The team learned too late that the wrong gear ratios had been chosen and the drivers had to limit revs on the Mulsanne Straight to avoid over-revving. Despite this handicap, the car was in fifth position when the gearbox seized, causing Hobbs to crash. However, impressed with the car, its design and potential performance, Ford bought the car to use as a basis for its project that would become the GT40.
Model by SPARK 1/43
1963 Lola Mk 6 GT (Le Mans 1963):
Model by SPARK 1/43
1963 Lola Mk 6 GT (Nassau 1963): This Mk.6, the last of three built, was entered to run at Le Mans in 1963, but was not ready in time. It was sold to John Mecom and was raced under the Mecom Racing Team banner, with its principal driver being Augie Pabst, Jr. At its first race at Brands Hatch, the 400 hp Ford-Shelby V8 expired after only 4 laps. Upon shipping the car to America, Mecom had a Chevrolet Traco tuned 6.0L V8 installed in the mid-engine FRP bodied car; which now produced an increased 530 hp. Pabst drove the car in numerous North American events, including Sebring in 1964. Its greatest success cam in the Nassau Tourist Trophy races in 1963, where Pabst won both events. The first aluminum monocoque race car, the Mk. 6 was the catalyst for the evergreen Ford GT40.
Model by SPARK 1/43
1963 Lola Mk 6 GT (Nassau 1963):
Model by SPARK 1/43

1963 Shelby King Cobra: Having no time or resources of his own, Carroll Shelby thought a Ford V8 stuffed into the small sports racer would make a great car to contest the new USRRC championship. Shelby American bought two Cooper Monaco T61M cars, strengthened the space frame chassis to take the Ford 4.7L (289 cu in) V8, which produced 390 bhp and made the 1,400 pound car pretty quick. Dave McDonald set a lap record in the cars first test at Riverside, which showed its potential, backed by some wins and pole positions by McDonald and teammate Al Hoblert. Shelby had ne Ciooper chassis for 1964 aand this car driven by McDonald won at Pacific Raceways in Kent, WA after an epic battle with Jim Hall in the Chaparral. It was McDonald's last race as he was sadly killed later that month at Indy.
Model by MA MODELS 1/43
1964 Lotus/Porsche 23: George Follmer ordered a Lotus 23 without engine, which he didn’t need since he planned to put a Porsche 500 engine in. The modification was successful but he and co-creator Bruce Burness believed for 1965 the new Porsche 904 2.0L 4-cam engine would make the car more competitive against the larger bore competition like the Chaparrals. Lola's, Elva, Cobras, etc. Follmer took it to the competition in the 1965 USRRC. Running in the Sports 2.0 class, Follmer won 6 of 9 races and took the USRRC Drivers Championship that year. This is how the car looked when it took 3rd at the Road America 500, Follmer driving with Earl Jones. The cars great reliability allowing it to last the distance of that race clinched Follmer's championship.
Model by MA MODELS 1/43
1964 Lotus 19B: Near the end of 1963, Pacesetter Homes Racing had Lotus build a 19 for their team, but to take a Ford V8 instead of the usual smaller bore Climax engine. It was the only one of the eleven Lotus 19's built in this configuration and was given the model designation 19B. Dan Gurney was enlisted to drive the 5.0L engined car which produced 360 bhp, due to his success at driving a 19 for the Arciero Brothers. At the time, it was the fastest sports car in the world, but its weakness was the Colotti transaxle, which caused multiple failures. At the Times GP at Riverside in 1964, Gurney took pole position. , but subsequently retired with suspension failure. Gurney had modest success in the 19B, but by the 1965 season it was obsolete.
Model by MA MODELS 1/43
1964 Brabham-BRM BT8: Brabham (Motor Racing Developments) diverted from making open wheel cars with the introduction of the BT5 sports racing car in 1963. Following the success of that car, Ron Tauranac designed its successor the BT8. Using the same tubular space frame chassis with a fiberglass body on the mid-engine car, the BT8 was designed to accept larger more powerful engines than the BT5. Twelve cars were built between 1964-1966, with most built to house the 2.0L Coventry-Climax 4-Cylinder engine. One car was built and raced by Jack Brabham which housed a 2.7L Repco engine. That car was the genesis from this car (Ch. #SC-5-64), which was built with a 1.9L BRM F1 engine for Team Rosebud. The Texas team hired Jack Brabham to race it at its inaugural race, the Lavant Cup at Goodwood, where Brabham finished 3rd overall and first in class. It was subsequently shipped back to the USA where it was driven with success by Trevor Taylor at the Riverside 200 and Laguna Seca 200, winning its class. After its active race career ended, it passed through many hands including those of Bobby Rahal and friend Steve Pike. While the BT8's became the cars to beat in the mid-60's, its successor the BT17 was not successful and after, Brabham focused solely on building formula cars.


1963 Chevrolet Corvette Grand Sport: Chevy answered the Cobra with this car. In 1962 Corvette chief engineer Zora Arkus-Duntov initiated a program to produce a lightweight version to battle the Cobra based on a prototype that mirrored the new 1963 Corvette, only five cars were built, with a 377 cu in. engine, producing 550 hp. This car was raced by Roger Penske, placing 3rd in the Governor's Trophy at Nassau
Model by EXOTO 1/18
1963 Chevrolet Corvette Grand Sport: Roger Penske, Jim Hall and Hap Sharp drove this car to 3rd place at the Road America 500 in 1964. Originally they planned to enter a Chaparral 2, but not being ready, entered Penske's Grand Sport (Chassis #005) instead. It was an exciting race with the Meacom Ferrari 250 LM and Cobra of Ken Miles providing stiff competition.
Model by UNIVERSAL 1/43
1964 Chevrolet Corvette: While the factory did not field a racing team, support for racing customers was available. This car is representative of the many BP class cars that ran in SCCA races in the USA battling Cobras and E-Types. With the fuel injected L84 V8 engine of 327 cu. in. (5.4L), produced 375 hp in stock trim and over 400 hp with racing modifications. Disc brakes for Corvette racers was a year away.
Model by REVELL 1/32
1964 Cheetah GT Cro-Sal Special: The Cheetah was GM's answer to the Cobra and GM offered covert support to the cars designer and builders Bill Thomas and Don Edmunds. Powered by a Chevrolet 5.4L V8 (327) engine which sat back far enough in the chassis it was almost a mid-engine car. This car was the third Cheetah made and the first with a fiberglass body. It was purchased and driven by Ralph Sayler and was called the Cro-Sal Special after Sayler and mechanic Gene Crowe. It was the most successful Cheetah, having won 11 events in 1964. Its first was the American Challenge Cup, where it finished 13th. In that race, Dan Gurney set pole and fastest lap in his Lotus 19B and AJ Foyt won in a Scarab. To alleviate the heat caused by the engine, the top was cut off the car after Daytona, making it the only Cheetah roadster.
Model by SPARK 1/43


1964 Lotus 30 S1: The Lotus 30 was Colin Chapman's first and only attempt at a Group 7/Can Am car. Powered by a 4.7L Ford V8 as used in the GT40. The car was fast when it held together, but was prone to chassis and suspension failure. Jim Clark bravely helped develop the 30 and did manage wins at Mallory Park and Goodwood in the 1964 & 1965 seasons respectively.
Model by SPARK
1965 Lotus Elan 26R BRM: In 1964, seeing the success that private owners were having with modified Elan's, Lotus introduced the 26R which incorporated the steering and brake modifications, plus a modified 1.6L twin-cam with Cosworth block and BRM heads, producing 175 bhp. These lightweight cars dominated their class and could outpace larger bore competition. In BRM colors, this car was campaigned by Graham Hill.
Model by SPARK 1/43
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
1965 Lotus 40: Putting an American V8 in a Bvritish chassis was not a new idea when the idea for the Lotus 30 was conceived. Cooper, Lister, Lola, & AC among others had done so with success, so why not Lotus? The Lotus 40 was a continuation of the Lotus 30, with a stronger chassis to accommodate a larger V8 engine. Using a Ford 5.7L, fuel injected engine producing 450 bhp, the big Lotus looked promising but could never quite deliver despite Jim Clark and Ritchie Ginthers' best efforts. Clark drove this car at the Guard Trophy at Brands Hatch in 1965, but Dnf due to a spin and subsequent damage.
Model by SPARK 1/43

1964 Triumph Spitfire: Standard Triumph entered a team of three Spitfires at Le Mans in 1964. This car was driven by Michael Rotschild and Bob Tullius and was classified 52nd at the finish due to an accident in the 3rd hour. The cars were entered in the Prototype class because of their aluminum bodies and alloy haed on the 1.2L engine, among other brake, suspension and transmission upgrades. Despite being handicapped by its small engine displacement, one team car finished 3rd in class. Twenty years later, Tullius would return to Le Mans with his Group 44 team and their Jaguar XJR-5.
Model by SPARK 1/43
1965 Triumph TR4A IRS: The TR4A was built between 1965 and 1968. Updated with a new chassis, the TR4A had the option of live axle or indpendent rear suspension (IRS). These cars took 1-2-3 in class at Sebring in 1966. Group 44 successfully campaigned one of these cars in the 1966-67 seasons, just failing to win a National SCCA Championship in D Production. It gave way to the TR250 in 1968. We enjoy watching TR4's running in vintage racing today.
Model by DINKY 1/43 (modified)
1965 Rover-BRM Turbine: The Rover-BRM gained a new coupe body in 1964, but did not race due to damage on the way to Le Mans. In 1965, Jackie Stewart and Graham Hill drove the car to 10th place after one of the turbine blades were damaged due to sand getting sucked into the intakes. This caused the engine to overheat if pushed too hard. While Stewart was driving, the tip of a turbine blade broke off and created a massive explosion, although the engine kept on running. (Special edition exclusively for Racing Models)
Model by PINKO 1/43
1964 Sunbeam Tiger Le Mans: The Rootes Group answer to the AC Cobra was the Tiger and in 1964, they prepared two cars for Le Mans; both with coupe bodies and Kamm tails. The cars were built at Lister Cars and were powered by Ford 4.2L V8 's which were modified by Shelby American. They produced a respectable 275bhp, but could not exceed 145mph during Le Mans tests, much slower than the Cobras and E-Types in their class. A great deal of the problem was that Brian Lister had specified aluminum bodies and the company rejected that and made them of steel; rendering them too heavy. They also had persistent engine problems, which even new competition manager Marcus Chambers (former BMC) couldn't rectify. This car driven by Keith Ballisat and Claude Debois blew an engine after two hours. The sister car soldiered on until 1 am when it too lost its engine. It was the last appearance at Le Mans by Sunbeam.
Model by SPARK 1/43 1/43

1965 Sunbeam 'Monster' Tiger: This car originally started life as one of the Sunbeam Lister Tiger Coupes which contested Le Mans in 1964. Alan Fraser collaborated with Bernard Unett, a Rootes factory test driver, on building the Tiger that would become the Monster after Fraser saw Unett cleaning up in the Le Mans Coupe, winning the Autosport Cup. They lowered the car 3" and removed the ultralight aluminum body panels off the Le Mans Coupe to use on the Monster. The fenders were widened to fit wider wheels, which in turn allowed oversized disc brakes. They cut ducts and vents into the body to improve cooling to the brakes as well as the cockpit. The 4.3L Ford V8 was fed by two Webers and produced over 300 hp. The made an extremely fast race car! It was painted flag blue over white with the cross of St. Andrew on the hardtop as a tribute to Fraser's Scottish heritage. With Unett driving, the car was very successful, gaining multiple wins and narrowly missing out winning the Autosport Championship of 1966. It was campaigned at select events in 1967 and 68, being sold off to the Canary Islands before it was rescued, restored and lives to compete in vintage events today.
Model by AUTOMODELLO 1/43
1965 Shelby Mustang GT350R (Le Mans 1967): 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
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
1965 Shelby Mustand 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. 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 Ford Galaxie 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 race at 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
1966 Ford Lotus-Cortina: Jackie Stewart drove an Alan Mann Racing Lotus-Cortina at Snetterton in 1966, finishing 4th in the saloon car race. 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: 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
1966 Bizzarrini P538S: Former Alfa Romeo and Ferrari engineer Giotto Bizzarrinni started his his own company to make technologically advanced sports and racing cars. In 1966 he created this ultra low car specifically for racing at Le Mans and two or three were built. This car (#0003) was powered by a 5.3L V8 engine from a Corvette and it was recorded as one of the fastest cars down the Mulsanne straight. Unfortunately for drivers Edgar Berney and Andre Wicky, the car retired with a broken oil pipe in the first half hour of the 1966 Le Mans race.
Model by SPARK 1/43

1965 MGB : This car has the registration number BRX853B, which is the same as one of the BMC works rally cars from 1964. That car also raced at Sebring in 1966 as part of the BMC supported effort in the 2.0L GT class, but did not finish. In 1965, Anita and Trevor Taylor competed in the Brands Hatch 1000, which was a marathon race over a thousand miles around the circuit. They finished in 7th place overall and second in class.
1966 MGB: This MGB was nicknamed "Old Faithful" since it was seemingly indestructible. Its career included the '66 Targa Florio, Monte Carlo as well as the Marathon, a 84-hour reliability trial at the Nurburgring. Andrew Hedges and Julien Vernaeve covered 5620 miles in route to the overall win. The car raced at Sebring in 1967 finishing 3rd in the GT class, before it was finally retired.
Model by UNIVERSAL 1/43
1967 MGB Mk II: The Willhire 24 Hour was an endurance race for production cars held at Snetterton Motor Racing Circuit in Norfolk, England between 1980 and 1994. Over the years, the race included both sports cars and saloon cars. This 13-year old B raced in the inaugual run in 1980, finishing 16th overall desoite mechanical problems. Driven by Julius Thurgood, Rae and Grahame Davis and John Trevelyan.
CORGI 1/43
1967 Hino BRE Samurai: The legendary Peter Brock Base had formed BRE after he left Shelby. One of the first projects at BRE was the development of Hino sedans for racing in the USA. Successful, it caught the attention of the Japanese auto industry and Hino asked Brock to design a prototype race car for the Japanese GP and Le Mans. Powered by a modified 1.3L Hino 4-cyliner engine, the Samarai was hailed worldwide as a design triumph. Race officials at the Japanese GP were less impressedand ruled the car did not have sufficient ground clearance to run. The deal with Hino ended, but led to his involvemnet with Datsun/Nissan and that is another story! Base signed by Peter Brock
Model by EBBRO 1/43

1968 MGC GTS: For Sebring in '68 a lightweight MGC GT was built with a modified 3.0L six-cylinder producing over 200 bhp. Paddy Hopkirk and Andrew Hedges were enlisted as drivers, finishing 10th overall and 3rd in class. This was to be the last BMC entry at Sebring, but this car ran with the second MGC GTS made, raced at Sebring in 1969 sponsored by the American MG importers, finishing 15th.
1968 MGC GTS: The BMC Competitions Department built the lightweight MGC GTS to race in the Group 6 prototype class, usingd the steel MGC chassis and aluminum body panels Powered by a tuned 3.0L six-cylinder engine, the MGC GTS' were entered in long distance events in 1967 -1969. This car was the first of the two cars built, and was entered at Sebring in 1968, where Hopkirk and Andrew Hedges finished 10th. On the Marathon de la Route or 84 Hours at Nurburgring, the team of Hedges, Tony Fall and Julien Vernaaeve drove this car. While contending for the lead, on a scheduled pit stop near the end of the race, the cars brakes failed and it overshot the pit; knocking down an official. The brake callipers had to be replaced, resulting in a 17 laps penalty and a 6th place finish, 1st in Class. It was raced again at Sebring in 1969 (DNF).
Model by PINKO 1/43
Sebring MG's
1969 Austin 1800: The 1970 World Cup Rally from London to Mexico City covered approximately 16,000 miles through Europe and S. America. It was the second of four World Cup rallies. This Austin 1800 was driven to 11th place out of 100 entries by Ken Tubman, André Welenski & Rob McAuley. Powered by the 1.8L B-series engine, the 1800 was a favorite for endurance rallies.
Model by VANGUARDS 1/43

1966 Austin Mini Cooper S: John Cooper, owner of the Cooper Car Company saw the potential of the Mini for competition and he was right! Powerful, front-drive cars, Mini's soon dominated international rallying in the mid-60's. This car driven by Timo Mäkinen and Paul Easter finished first but were subsequently disqualified in a controversial decision made to produce a French winner.
IXO 1/43
1967 Austin Mini Cooper S: Driven by Rauno Aaltonen and Henry Liddon, this car finished first in the '68 Monte Carlo rally. Powered by a 1275 cc four-cyl. of 76 bhp, these light cars were able to out perform larger engined rivals. Their durability, handling and speed made the Mini "S" on of the most successful rally cars of all time. From the introduction of the "S" in 1963, they became the star of BMC's competition department, muscling out the bigger Austin Healey 3000.
Model by CORGI 1/43
1967 Austin Mini Cooper S: The Mini Cooper S earned acclaim with Monte Carlo Rally victories in 1964, 1965 and 1967. Minis were initially placed first, second and third in the 1966 rally as well, but were disqualified after a controversial decision by the French judges and the win awarded to Citroen. The disqualification related to the headlamps which the Citroen also had as well. BMC probably received more publicity from the disqualification than they would have gained from a victory
Model by DEL PRADO 1/43
1968 Ford Escort MkI: 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

1968 Toyota 2000 GT: The 2000 GT was built between 1967 and 1970 in limited numbers and it showed that the Japanese could produce a sports car to rival those of Europe.. To promote the brand in America, Toyota shipped three cars to Shelby American to develop and campaign in SCCA C Production in 1968. The engine was a 2.0L straight-6, with DOHC producing 150 hp.
Model by MMP 1/43
1969 Toyota 7: Developed in conjunction with Yamaha, the car was designed for use in the Japanese Grand Prix under the FIA's Group 7 rules, Yamaha constructed the chassis while the new 5.0 litre V8 engine capable of 600 hp, was built by Toyota. This, Toyota's first purpose built race car, had moderate success racing in Japan. Plans to race in the Can-Am series did not materialize.
Model by EBBRO 1/43
1968 Alpine A210: Bob Wolleck and Christian Ethuin finished 11th overall and 1st in class at Le Mans in 1968. Powered by a fuel-injected Renault R8 Gordini of 1.5L, the 178 hp car was capable of 179 mph, aided by its aerodynamic body, whose dominant feature was the long tail with the two side fins.
Model by TOP MODEL 1/43
1969 Alpine A220: Jean Vinatier and André de Cortanze drove this Alpine entry at Le Mans in 1969. A broken oil pipe took them out of the race at the halfway point. The A220 was powered by a Renault Gordini 3.0L V8 producing 310 bhp and could propel this light tube space frame cars to 205 mph. The Alpine A220 was a serious Le Mans contender, but it never fulfilled its promise.
Model by TOP MODEL 1/43

1963-66 Corvette Grand Sport: Grand Sport Chassis #001 started life in 1963 as one of the five Grand Sport Corvettes built. It did not race and was cut down to a roadster in anticipation of Daytona in 1964, under Zora Arkus-Duntov's direction. However, GM put the brakes to any racing and the cars sat until Roger Penske purchased it and installed the 427 Cu.In. (7.0L) lightweight car in 1966. Penske modified the car to keep the nose down at speed and entered the car at Sebring, with Dick Thompson and Dick Guldstrand driving. With Thompson at the wheel, he hit a Morgan on lap 65, went off course and badly bent the frame; retiring the car from its only race.
Model by TSM Models 1/43
1967 Corvette Stingray L88: Using a basically stock 7.0L "427" big-block V8, the red, white and blue Corvette was loud and proved to be a big hit with the Paris crowds. Especially since it had been driven from Paris to Le Mans by its drivers Bob Bondurant and Dick Guldstrand; attracting bigger crowds as they got closer to Le Mans! Entered by Dana Chevrolet, the Corvette was good for 170 mph on the Mulsanne Straight and led its class until a wrist pin broke and the engine failed. Chevrolet was not to get a repeat win of Daytona and Sebring and its Le Mans story lost in the big sweep by Ford and the Mk IV's.
Model by SPARK 1/43
1968 Chevrolet/Penske Camaro Z-28: Roger Penske built this Camaro for the 1968 SCCA Trans Am series and with driver Mark Donohue, dominated the series! Team Penske won 10 of 13 races to take the Championship, a feat they repeated the next year. The 302 V8 produces 440 hp. The Camaro continues racing today in Historic Trans Am races.
Model by SPARK 1/43
1969 Chevrolet Camaro Z/28: The success from the prior Trans Am season carried over into the 1969 season for Team Penske, as they put all their learned knowledge over the past two seasons in this car Mark Donohue won six of the twelve races in the series, helping Chevrolet win the Manufacturers Title. This was the last Camaro raced by Penske, as they switched to AMC Javelins in 1970.
Model by SPARK 1/43

1967 Holman/Moody Honker II: 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
1968 Ford P68: Also known as the Ford F3L, this curvaceous car was built replace the aging GT40. Powered by the 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 drove this car during the 1967 season. The cars failed to finish a single race, but Gardner's pole position at Spa showed its potential.
Model by MINICHAMPS 1/43
1968 Chevrolet Corvette L88 (Le Mans 1968): Despite the AMA ban on participation in motorsports among American manufacturers, they all were involved, usually through private teams receiving direct factory support. Future GM vice-chairman and GM Europe boss at the time Bob Lutz arranged for Suderia Filipinetti to receive backdoor help from Chevrolet Engineering and two L88 Corvettes were delivered to Filipinetti to race at Le Mans in 1968. The cars race preparation for Le Mans was personally supervised by Zora Arkus-Duntov. The cars produced 500 hp from the 7.0L V8 and had a top speed of 191 mph on the Mulsanne Straight. Sylvain Garant and Jean-Michel Giorgi were paired to drive this car. In the 14th hour while leading the GT class, Garant crashed in the Dunlop Curves in very wet conditions and was written off. Its sister car which retired due to a blown head gasket, went on to be raced at Le Mans four more times.
Model by VITESSE 1/43
1968 Howmet TX: The Howmet TX (Turbine eXperimental) was designed in 1968 by Ray Heppenstall to test the competitive use of a gas turbine engine in Group 6 racing. Howmet provided castings for turbines in the aerospace industry. A 2960 cc Continental gas turbine produced 325 bhp at 57,000 rpm! The car's chassis was built by McKee. The car retired at Le Mans due to an accident driven by Dick Thompson/Ray Heppenstall.
Model by BIZARRE 1/43

1968 Shelby Ford Mustang: 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 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
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
1969 Matra MS640: In 1969, Matra was determined to improve its results at Le Mans from the previous year when a burst tire dashed their hopes of a possible win. To meet the new 3.0L regulations, they designed the MS640 as a replacement to the MS630; along with the new MS650. The MS640 had improved aerodynamic bodywork developed by Robert Choulet a Matra aerospace engineer. Powered by the Matra 3.0L MS9 V12, the MS640 was lightweight and produced the speed and power to compete with the Porsche 917 . At a private test at Le Mans in April, while doing 155mph (250kph) on the Mulsanne Straight with Henri Pescarolo driving; the bodywork started shaking and flexing and upon hitting a bump, the car became airborne and had a disastrous crash which Pescarolo barely survived. Bones broken and scarred from burns, it took him six-months to recover and the facial burn scars the reason he has always worn a beard since. The car destroyed, it never raced, Matra running MS650 (4th) and MS630 (5th) at Le Mans in 1969.
Model by VROOM 1/43

1969 Lancia Fulvia FM2 (Prototype): After a ten year absence, Lancia got back into motorsport in 1965 with their focus being rallying. The works team HF Squadra Course won multiple rallying championships and their success with the Fulvia led to further cars such as the Stratos. Road racing had been primarily left to privateers until 1969, when the FM2 was created with endurance racing in mind. Three cars were converted to this specification with their tops cut off and part of their rear body work removed, to make a nice racing barchetta. Powered by the Fulvia's 1.6L DOHC four-cylinder engine, these cars with retuned suspension won their class on the 1969 Targa Florio and finished 9th overall.
Model by PROGETTO K 1/43
1969 Lancia Fulvia FM2 (Prototype): Claudio Magliloi designed the FM2, with support from Cesare Florio, head of HF Squadra Course (the F & M) . The car is also known as the F&M Speciale Spyder, but these days the more politically correct FM2 is used. On the 1969 Targa Florio, Sandro Munari and Rauno Aaltonen finished 9th overall and first in class on the cars first major outing. Its sister car failed to finish the grueling Sicilian race with a blown engine. A class win at the Nurburgring 1000 Km furthered its racing provenance. A car was entered at Le Mans in 1969, but did not arrive. While the FM2 had its passenger seat removed during most races, this configuration allowed a co-driver on events such as the Tour de Corse. This car was driven by Timo Makinen and Paul Easter to 11th place on that rally.
Model by PROGETTO K 1/43

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THE 24 HOURS of LE MANS 1923-2019




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