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My 1:43 Le Mans Collection

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#51 Jager

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Posted 24 November 2018 - 11:49

From photos: the Cunningham Cadillac "Le Monstre" of 1950 had the front wheels enclosed by the body but possibly not spats as such.  The Porsches in 1951 certainly did have spats..  

Good pick up on the Porsches. That's an obvious one I over looked.


#52 Jager

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Posted 24 November 2018 - 12:00

Next is another model obtained from the same local source as the OSCA above. Sadly this one is associated with the unfortunate first death of a competitor at Le Mans in post war era. I appreciate that not everyone approves of models like this being made, but I collect these models as a mark of respect to those who lost their life at Le Mans.

Pierre Maréchal was the son of the French entrepreneur, film producer and Titanic survivor of the same name. Although he was born in France, he was sent to England to be educated and afterwards stayed in the UK and acquired British nationality. From there, he joined Ford’s engineering training programme.

At the onset of the Second World War, he volunteered for the British army but was invalided out in 1940 because of the problems with his back. He then went on to open a small auto engineering business in Cheltenham, England and around this time he acquired an ex-works short-chassis 6 ½ Litre Bentley Speed Six that he began to race.

In 1948, Maréchal was a member of the class-winning Ecurie du Lapin Blanc HRG sports car team at the Spa 24 Hours race. Maréchal's natural flair brought him to the attention of Leslie Johnson, who won the race outright in a prototype Aston Martin. As a result, Johnson recommended Maréchal to join the Aston Martin for its assault on the 1949 Le Mans 24-hour race with a trio of DB2 Coupes. This was the first Le Mans race in the post war era after a significant rebuilding effort after World War II .

At Le Mans, Maréchal was assigned to the #28 car with T.A.S.O. “Donald” Mathieson. Although they only started from 24th position, they were already up to 12th place by the end of the 4th hour and by the halfway point of the race they were running 5th. Heading into the final hours of the race, their car was well placed in 4th place when a brake line fractured, causing a brake fluid leak that left it without brakes. With a potential podium opportunity insight, Maréchal decided to pushed on despite the lack of brakes.




However, at 1.05pm word reached the pits that Maréchal’s Aston Martin DB2 had overturned at White House corner after spinning while attempting to pass another competitor. It was a violent crash, which tore the engine from the chassis and flattened the roof, trapping Maréchal inside. Delage driver Louis Gérard was the first on the scene and stopped to help extricate him, losing two laps in the process (Gérard would go on to finish fourth, but the loss of two laps did not affect his final position). Maréchal was transferred to the nearby Delagenière hospital, where he succumbed to his injuries the next day. He was only 34.






Car : 1949 #28 Aston Martin DB 2 (Prototype)
Team : Mrs. R.P. Hichens
Drivers : Pierre Marechal (F))/ T.A.S.O. “Donald” Mathieson (GB)
Qualifying : 24th
Result : 22th (DNF – Fatal Accident)
Model : Spark (S0586)


References :







#53 Jager

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Posted 29 November 2018 - 13:15

Sticking with another of my recent 1950's additions found locally. I already had the #34 sister car, but coudn't pass up the opportunity to add the #33 car to my collection at a good price.

Austin-Healey was formed in 1952 as a joint venture between the Austin division of the British Motor Corporation (BMC) and the Donald Healey Motor Company (Healey). One of the first things the new firm did was embark on a competition program, building four pre-production Austin-Healey 100 race cars specially prepared for the 1953 Mille Miglia and 24 hour Le Mans under the direction of chief engineer, Geoff Healey, and experimental engineer Roger Menadue during the early months of 1953.

These competition vehicles differed in many respects from the standard production Austin-Healey 100 models that followed. These special competition cars were in effect lightweight versions of what would become the production 100 – looking essentially identical while in reality being significantly lighter, more carefully built and faster in competition. This was achieved by comprehensive use of Birmabright aluminium alloy bodywork and bulkheads in place of production-type pressed steel, plus polished aluminium lightweight bumpers masquerading as chromed steel units.

The first event for the Austin-Healey’s was the Mille Miglia in April 1953, but both cars failed to finish. While the Mille Miglia cars had used full-width windscreens and carried hoods, for Le Mans the cars were fitted with cut down ‘aero’ screens and the hoods were removed. Larger-capacity fuel tanks were also shoe-horned into the tail, while the exhaust was changed to a side-exit system.

At Le Mans, Donald Healey entered two cars, and brought along a third car as a spare. No 33, was entered for Marcel Becquart and Gordon Wilkins, while the sister #34 was entered for John Lockett and Maurice Gatsonides. However, the #34 car was wrecked prior to the race when it was hit by a truck emerging from a side road as it was being back to the teams base after scrutineering. As the car was beyond immediate repair, the engine, gearbox and some other components were transferred to the spare car for the race.




Although the Austin-Healey’s started from a long way down the grid, they made steady progress. Unfortunately, the #33 car became jammed in overdrive after only 3 hours and had to be driven in this condition for the rest of the race. Nevertheless, by the halfway mark the two cars were running in 20th and 21st position, car #34 leading car #33. With six hours to run, the Austin-Healey’s were running 14th and 17th respectively, but the clutch stated to slip in the #33 car. Despite this it finished in 14th place at the chequered flag, two positions behind the sister #34 car.






Car : 1953 #33 Austin Healey 100
Team : Donald Healey Motor Company
Drivers : Marcel Becquart (F)/ Gordon Wilkins (GB)
Qualifying : 30th
Result : 14th
Model : Spark (S0803)

References :


http://www.racingspo...e/SPL 224B.html







#54 Jager

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Posted 02 December 2018 - 23:44

Next up is a car that found its way into my collection as the partner for the 1979 Ameras Freres racing transporter produced by IXO.

Jacque Almeras had begun racing in karts and in 1967 at the age of just 18 he progressed to rallying as a co-driver in 1967 Critérium des Cévennes . Within two years, he had progressed to driving himself.

In 1975, Jacque founded Alméras Frères SA with his older brother Jean-Marie. Based in Montpellier, France, the company specialised in the tuning and conversion of Porsche cars based on Jacque’s rallying experience. Thanks to the support of Porsche driver Jürgen Barth, it wasn’t long before Porsche owners from all over France were coming to them for a range of services that included bodywork modifications, specialised engine tuning, chassis development and special parts.

This particular Porsche 934 was sold new to Alméras Frères in 1976, but there is no record of it having been used in sportscar racing prior to its debut at Le Mans in 1980. Most likely, the Porsche was used by Alméras Frères as one of the many rally cars in its portfolio, which helped the team take a number of significant WRC victories like the 1978 Monte Carlo Rally won by Jean-Pierre Nicolas.

At Le Mans in 1980, the #94 Alméras Porsche 934 was one of 4 cars entered in the Group 4 class, which comprised of only Porsches 911’s and 934’s. Driven by the two Alméras brothers and Marianne Hoepfner, the Porsche set the fastest time in its class, putting it 49th on the grid.




From the start the #94 Porsche leapt more 20 places in the first hour. Progress after that was less spectacular, but the Almeras Porsche continued to gain places. By the 10th hour, the #94 Porsche was up to 23rd position and continued to lead the class by a significant margin.

With only 3 hours left to run, the Alméras Porsche was up to 15th position overall. Unfortunately, its race came to an end to soon afterwards on lap 251 after an accident in the Dunlop curves.






Car : 1980 #94 Porsche 934
Team : Equipe Alméras Frères
Drivers : Jacques Alméras (F)/ Jean-Marie Alméras (F)/ Marianne Hoepfner (F)
Qualifying : 49th
Result : 27th (DNF - Accident Damage)
Model : Spark (S5094)

References :


http://www.racingspo...0 670 0156.html





#55 Jager

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Posted 02 December 2018 - 23:45

With the Transporter :



#56 Michael Ferner

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Posted 03 December 2018 - 11:20

If my memory is not all wrong, the Alméras frères were busy hill climbing, too, so I would think the car was more likely used in coourses de côte, rather than rallying.

#57 Valvert

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Posted 03 December 2018 - 21:20

If my memory is not all wrong, the Alméras frères were busy hill climbing, too, so I would think the car was more likely used in coourses de côte, rather than rallying.



Yep, both brothers won three European Titles between 1978 and 1980. At the time Jacques drove the Porsche 934 in Group 4 and Jean-Marie drove the Porsche 935 in Group 5.


To this day Jean-Marie is using the Porsche 935 in Historic Hillclimb Racing. He won another European Championship with it in 2016.

#58 Jager

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Posted 09 December 2018 - 13:23

The VDS racing team had been founded in November 1964 by Count Rodolphe Van der Straten Ponthoz, Serge Trosch and Lionel Wallman. At their first attempt at the famous Spa Francorchamps, the team came to prominence when its team of Mini Coopers won the King’s Trophy for the most successful manufacturer.

Through the 1960’s, VDS were closely aligned with Alfa Romeo, first with the GTA’s in touring car racing and then with a TZ2 and a pair of 33.2’s in endurance racing. As noted earlier, the team made their Le Mans debut in 1968 with the two Alfa Romeo 33.2's, but they both retired with mechanical issues. They returned again in 1969 with the two Alfas, but again both cars retired. It was at this point Count VDS decided to end his collaboration with Autodelta and at the end of 1969, this Lola T70 MkIIIb, was bought from John Woolfe Racing. Woolfe had bought the Lola for Richard Attwood to drive only a month before he lost his life in a Porsche 917 at Le Mans in June 1969.

The 1970 season started well for VDS Racing when they took 4th place at the 1000 km of Buenos Aires in January, set the 4th fastest time at the Le Mans test day in April and finished 2nd at the Grand Prix de Paris.


The VDS team arrived at Le Mans in 1970 to make their third appearance. This was the year that the race provided the background for the Steve McQueen movie “Le Mans”. The 5-Litre Lola was entered in the Group 5 class, pitted against the powerful Porsche 917’s and Ferrari 512’s. Even with the 5-litre Chevrolet engine in the Lola developing almost 500 bhp, they were no match for the Porsches and Ferraris.




The #4 Lola T70 only qualified in 27th place. However, it had the good fortune to be up to 16th by the end of the first hour, a position it held for most of the first 3 hours. By the end of the 6th hour the Lola was up to 10th position, and by the end of the following hour it was running 8th in the unpredictable wet conditions.

Unfortunately, the gearbox of the Lola was not up to the task, and it was forced to retire in the 10th hour when it looked like it might be set for a strong result.

While a #4 Lola was used after Le Mans in the filming for Steve McQueens movie, it was not this chassis. This car did however return to Le Mans in 1971 with the same pair of drivers, but once again was a retirement.






Car : 1970 #4 Lola T70 Mk.3B GT
Team : Racing Team VDS
Drivers : Teddy Pilette (B)/ Gustave Gosselin (B)
Qualifying : 27th
Result : 32nd (DNF – Gearbox)
Model : Spark (S1435)

References :




http://www.lemans-hi... 4&equipa_seq=0




#59 group7

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Posted 09 December 2018 - 19:09

Great thread, and great models, in particular the story behind each makes a good read, I've learned a few things.  :up:


I see that many of the models are builts from such as Spark. I might have missed it, but do you redo some of them with different decals etc. ?


Michael, in Canada.


#60 Jager

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Posted 10 December 2018 - 06:41

Thanks for your kind words Michael. I also models from many other brands including Minichamps, HPI and TSM, However they tend to be focused on the modern era, so as I've imposed a 1993 cut-off for this thread in keeping with the philosophy of the 'Nostalgia' Forum, not many cars of other brands will appear here.


As for Spark, they have either produced or announced plans to produce over 1,700 Le Mans models in 1:43. Even if you just take the years from 1923 - 1993, there are still around ~870 models. That's more than enough for me to choose from without doing any re-decaling. Spark have also signaled their intention over the long term to produce just about every car that ran at Le Mans, so with a little patience over 5 or 10 years you will be able to get just about everything without the complexities of re-decaling.

#61 Barry Boor

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Posted 10 December 2018 - 06:48

Oh Ian, does this mean that I will finally get a 1966 Serenissima?

#62 Ralf Pickel

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Posted 10 December 2018 - 14:16

And I would like to see Eddie Halls Derby Bentley in it´s final guise post-war. Not easy on the eyes, but a model I would still like to have.

#63 Jager

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Posted 10 December 2018 - 14:31

Barry, it might take some time, but I'm still confident we'll see the Serenissima one day (unless licencing issues get in the way).


Ralf, the Eddie Halls Bentley has been listed as a future model for Spark since the release of their 2016 catalogue. The code is S3817 if you want to pre-order one.

#64 Ralf Pickel

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Posted 11 December 2018 - 06:19

Barry, it might take some time, but I'm still confident we'll see the Serenissima one day (unless licencing issues get in the way).


Ralf, the Eddie Halls Bentley has been listed as a future model for Spark since the release of their 2016 catalogue. The code is S3817 if you want to pre-order one.



Thank you ! Will do and see, how long it will take.  ;)

#65 Jager

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Posted 15 December 2018 - 07:16

Next is another locally found Le Mans odd ball, the 1958 AC Ace LM Bristol by Pinko.

Project LM5000 started in 1957 when AC Cars asked John Tojeiro to use his latest space frame chassis design for an AC branded sportscar. The car was given a 2.0 litre Bristol engine and gearbox, and the bodywork was drawn by Scottish artist Cavendish Morton. The car therefore had shared very little mechanically or stylistically with other A.C. cars of the time.

The car was completed in mid-1958 and given a brief test session at Goodwood which indicated further development of the suspension was required. However, there was no time to make modifications before the car was driven to Le Mans, with the front of the car being slightly damaged while being loaded onto the channel ferry. Once at Le Mans, the AC Bristol was found to be capable of 154mh (248kmh) on the Mulsanne Straight.




In the race the car had an unexpectedly good run and after starting from 30th position, it was up to 18th position after 6 hours. It continued to make good progress and at the halfway mark the AC Bristol was running in 11th position. By 7am on Sunday morning, it had moved into the top 10, but as the time ticked down, the drivers began to complain about loose handling. At a pit stop, a closer inspection revealed that the differential mountings were breaking up. Stoop and Bolton continued on cautiously, eventually being rewarded with 8th position overall and 2nd in the 2 litre class.

Since the original wheels on the Pinko model were quite basis, I swapped them for a set of wheels from an IXO Lotus Elite which suit the car perfectly and lift its appearance.






Car : 1958 #28 A.C. Ace LM Bristol
Team : AC Cars Ltd.
Drivers : Richard Stoop (GB)/ Peter Bolton (GB)
Qualifying : 28th
Result : 8th (2nd in 2000cc Class)
Model : Pinko (PIN234)

References :









#66 Jager

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Posted 22 December 2018 - 23:21

A coupe of years ago I acquired the 1st and 2nd placed 1952 Le Mans Mercedes 300 SL’s from Spark to replace my 25 year old Max Models versions. At the time I ignored the team’s 3rd car which failed to finish, but recently saw it at a heavily discounted price and decided it was worth adding to complete the set.

Preparations for Mercedes return to sportscar racing had started in 1951. The 300 SL was built around a welded aluminum tube space-frame chassis designed to saved weight in order to offset the relatively modest performance of the standard 3.0 litre in-line six engine taken from Mercedes 300 luxury sedan. The tubing created problems fitting standard doors, so the famous gull wing doors were born after a suggestion from the ACO’s chief technical scrutineer.

On their first outing at the 1952 Mille Miglia, the Mercedes 300 SL’s finished a promising second and fourth.

Mercedes arrived at Le Mans with a three car team of 300 SL’s. Each car wore a different coloured band around the radiator to help the timekeepers and team management distinguish them in the race. The #20 car of Theo Helfrich and Helmut Niedermayr wore a red strip, the #21 car of Hermann Lang and Fritz Riess wore a blue one, while this car, the #22 entry for Karl Kling and Hans Klenk was distinguished by a green band.

From the start, the Mercedes made up several places and at the end of the 1st hour cars #20, #21 and #22 were running 9th, 10th and 11th respectively. By 7:00pm, Kling and Klenk in the No. 22 Mercedes had made up several places and were now the leading Mercedes in 3rd position. The following hour, it moved up another place in the 4th hour when the #2 Cunningham C4-RK retired from 2nd position.




Into the 5th hour, the No. 22 Mercedes began to suffered from an alternator problem. They were forced to make a 10 minute pit stop for repairs, which dropped them to 7th position, allowing the other two Mercedes to move ahead of them. The alternator problems continued to hamper the progress of the #22 Mercedes and by midnight it was down in 10th place, before it was forced to retire the following hour.

The two sister cars however went on to take a famous 1-2 finish, but without the alternator problems it could have been 1-2-3 with the #22 car leading the trio home. However, this chassis did go to win the 1952 Carrera Panamericana in cut-down spyder form.

The 300 SL was re-engineered for the 1953 season, but Mercedes Benz opted not to return to Le Mans to defend their title.






Car : 1952 #22 Mercedes Benz 300 SL
Team : Daimler-Benz A.G.
Drivers : Karl Kling (D)/ Hans Klenk (D)
Qualifying : 22th
Result : 37th (DNF – Electrical)
Model : Spark (S4409)

References :






#67 Jager

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Posted 29 December 2018 - 04:23

I have several Porsche 935 K3’s in my collection, but decided to add this one because it’s a little different. While it looks like a standard K3 on the outside with a rather plain livery, under the skin it’s a different story.

In 1977, Porsche decided to create a “baby” Porsche 935 to compete in the Division II (2 litre) class of the German DRM Championship where the standard 3 litre 935 was dominating in the Division 1 class. The 'baby' 935 used a six cylinder engine of 1,425 cc which was fitted with a single turbocharger that produced an impressive 370 bhp.

For the 1980 season, Germany-based Swede Jan Lundgardh decided to following the example set by Porsche and also create a 935 that could run in the competitive 2-litre class of the German DRM Championship. A long time Porsche customer, Lundgardh was supported with his project by Porsche management who supplied him with the factory’s spare engine from the original 'Baby' 935 project.

Whereas the original 'Baby' 935 featured a production sourced 911 monocoque centre section with front and rear tubular frames, Lundgardh went one step further and had a complete spaceframe chassis constructed. This provided both a lighter and more rigid platform to build the car around.

During 1980, the Lundgardh 935 achieved a number of solid results, taking a 5th, 6th and 7th placed finishes in Division II races of the DRM championship. However, for much of the time the car was plagued with reliability issues.

For the 1981 season, Lundgardh set his sights higher, focusing on the World Endurance Championship. The car made its WEC debut at the 1981 Silverstone 6 Hours, but an accident in the race ended their charge early. The car was then entered for the next round at Nürburgring, finishing a distant 40th position.

At Le Mans, the car weighed in at just 817kg during scrutineering. Lundgardh, Axel Plankenhorn and Mike Wilds qualified it in 50th position from 55 starters, but made steady progress in the 1st hour to be up to 42nd position. Over the next three hours it continued climbing through the field, running as high as 29th position. Unfortunately, a blown piston ended its race in the sixth hour.




The car continued to be plagued by reliability issues, but did achieve a 14th outright at the 1982 Silverstone 6 Hours. Eventually Lundgardh gave up on the 1.4 litre engine and replaced it with a standard 935 engine, but by that time the 935 was outdated and no match for the latest Group C machinery.






Car : 1981 #69 Porsche 935 L1
Team : Tuff-Kote Dinol Racing
Drivers : Jan Lundgardh (S)/ Mike Wilds (GB)/ Axel Plankenhorn (D)
Qualifying : 50th
Result : 44th (DNF - Engine)
Model : Spark (S4426)


References :


http://www.racingspo...ive/935 L1.html






#68 Jager

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Posted 05 January 2019 - 08:07

Next is a newcomer that has become the smallest car in my collection. It’s fair to say that this is a car I’ve ignored for a long time. After all, who in their right mind would try to take on the 24 Hours of Le Mans in a Mini, even a high performance version ? The fact that it only lasted 13 laps before retiring also didn’t help it case for inclusion in my collection. Nevertheless, as you can see, I found one at an attractive price and here it is.

Production of the Mini Marcos began in limited numbers in 1965 as a kit car utilizing a fibreglass monocoque developed by Marcos fitted with the running gear & subframes from a BMC Mini. To promote the car, Jem Marsh of Marcos cars wanted to get an entry to Le Mans, but feared the chances of a UK team obtaining an entry for the Mini Marcos were all but non-existent. Marsh considered that a French team, with French drivers using a car assembled in France would have more chance of being accepted by the ACO. He therefore agreed to grant the distribution rights of the Mini Marcos to for Europe to Bill Dulles if a Le Mans entry was forthcoming. Dulles established Dulles Components Ltd to market the Mini Marcos on the Continent and in doing so secured an entry for Le Mans in 1966. They were able to procure a rally tuned 1,300cc engine in Monte Carlo Specification from BMC Abingdon’s Special Tuning Department, and went on to take an unlikely 15th placed finish in the 1966 race.

After the 1966 success, for 1967 Marcos decided to apply for a Le Mans entry in their own right. Although the entry was accepted, the car was rejected at scrutineering because the French scrutineers believed the windscreen was too low. They did not expect the small British team to modify the bodywork overnight, but that’s what they did and the car was accepted when re-presented to the scrutineers the following day.

During practice the Mini Marcos carried the race number #51, but for the race itself was re-numbered #50 following the non-qualification of another entry. Jem Marsh from Marcos chose to drive the car himself together with Chris Lawrence, and the pair were clocked at an impressive top speed of 227 kph (141 mph).




The #50 Mini Marcos started from 53rd and 2nd last position on the grid. In the first hour it gained 5 places, but unfortunately it completed only 13 laps before oil pump failure put paid to its hopes of repeating the 1966 result.






Car : 1967 #50 Mini Marcos
Team : Marcos Racing Ltd.
Drivers : Chris Lawrence (GB)/ Jem Marsh (GB)
Qualifying : 55th
Result : 52th (DNF – Oil Pump)
Model : Spark (S0792)

References :








#69 ensign14

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Posted 05 January 2019 - 08:48

the pair were clocked at an impressive top speed of 227 kph (141 mph).


Christ alive.  That must have been terrifying.

#70 Sterzo

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Posted 05 January 2019 - 17:10

Great thread, love it.

#71 Jager

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Posted 06 January 2019 - 01:42

Christ alive.  That must have been terrifying.

There is a lot of recognition for the brave and fearless Le Mans drivers who tamed beasts like the 917, but not much recognition for those who did the same in much more inferior machinery. The Marcos Mini is a good example.



Great thread, love it.

Thanks, glad you have enjoyed it. Knowing there are others who share my interest makes it more enjoyable.

#72 Glengavel

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Posted 07 January 2019 - 07:17

Christ alive.  That must have been terrifying.

Although you would be unable to hear the driver's screams of terror above the noise of the gear-train.

#73 Jager

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Posted 11 January 2019 - 13:48

If Spark's Marcos Mini is the smallest car in my collection, this next addition from Bizarre is a close second. Its simplicity has caught my attention a few times in the past, but until now has been overlooked in favour of other additions.

Daniel Rouveyran, was a French mechanic born on 3 September 1939 in Lédignan, France. Attracted to mechanics at the age of 16, he went to Paris to work at Panhard and René Bonnet, where he eventually became a mechanic for their 24 hours of Le Mans team in the 1960’s. However, at the age of 20, he left René Bonnet to set up the tire shop “Pneumatiques Rouveyran” in Saint-Hilaire-de-Brethmas.

The same year, Rouveyran's father offered him a Pichon Parat, a rare French sportscar. This was the trigger that lead him into a decade of hillclimbing and motor racing. Rouveyran proved to be a very accomplished driver, winning the French Hillclimb Championship in 1969, and going on to be runner up in 1970, 1971 and 1972.

At this time, Rouveyran also began driving at Le Mans. He participated in 1970 in a Porsche 910, and again in 1972 in a Ferrari Daytona 365, but on both occasions he was forced to retire. His did however go on to finish second in the 1972 Tour de France with François Migault in the same Ferrari Daytona 365 they ran at Le Mans.

In 1973, Rouveyran decided to enter his own car at Le Mans, purchasing Lola T280 chassis #HU1 from the Ecurie Bonnier team following Bonnier’s death at Le Mans in 1972. Ecurie Bonnier had also entered this car at Le Mans in 1972 alongside Bonnier’s car, but it retired with clutch issues.

According to a period report from Autorsport, “A second privately entered Lola T280 was being run by its owner Daniel Rouvreyan with Christian Mons and Christian Ethuin sharing the driving although by the standard of preparation it seemed highly unlikely the car would be going long enough for them all to get a drive."

Despite the negativity of Autosport’s observations, Rouvreyan qualified the car in 11th place. Unfortunately, once the race was underway the car experienced gearbox troubles very early on and by the end of the 1st hour had already fallen to last place in 54th position. It struggled on at the back of the field until a broken wheel ended its race in the 5th hour when it was running in 47th position.

Just three weeks after Le Mans, Rouveyran was killed in his March 721G at the Mont Dore (Puy-de-Dôme) Hillclimb on the 1st July 1973. After his death, his family sold the Lola to Frenchman Michel Degoumois, who logged an entry for it at Le Mans in 1974 and 1975, but did not arrived. However the car has since re-appeared in current day historic racing.






Car : 1973 #61 Lola T280
Team : Daniel Rouveyran
Drivers : Daniël Rouveyran (F)/ Christian Mons (F)/ Christian Ethuin (F)
Qualifying : 11th
Result : 50th (DNF - Broken Wheel)
Model : Bizarre (BZ145)








#74 Barry Boor

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Posted 11 January 2019 - 14:14

Interesting that they never bothered to remove the Bonnier colours from the engine cover.

#75 Jager

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Posted 13 January 2019 - 12:56

Well spotted Barry. I'm wondering if that was only a spare engine cover as I've since found another picture that shows a different livery with additional sponsorship :



#76 Jager

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Posted 19 January 2019 - 01:12

Next is another classic Top 10 finisher I probably should have added sooner than this.

Archibald Frazer Nash was an early English motor car designer and engineer, who in 1910 produced the GN cycle car, a lightweight two-cylinder car that stayed in production for 12 years. Frazer Nash's racing successes in highly developed versions of his cars contributed to their popularity. This lead Nash to started the Frazer Nash company in 1923, before it was renamed AFN Ltd in 1927. Two years later, Frazer Nash sold the business to H.J. Aldington so he could devote more time to his new engineering business.

Under the guidance of H.J. Aldington, AFN embarked on a competition program to promote the marque. Two cars were entered at Le Mans in 1935, but both cars retired and they did not return to Le Mans before the war. However, just before the outbreak of the war, H.J. Aldington negotiated to become the British importer of BMW after seeing their success in events like the Mille Miglia.

Once the war was over, Aldington made a flying trip to Munich to secure one of BMW's successful 328s. After bringing one of the BMW home, Aldington directed AFN to start designing and tooling car bodies around the BMW 328 engine. This resulted in a number of competition based models that were named after famous racing events including the Le Mans Replica, the Mille Miglia, the Targa Florio and the Sebring. Competition successes soon followed, included a third place at Le Mans in 1949.

For the 1950 24 Hours of Le Mans, Frazer Nash entered two cars, the “Le Mans Replica” used in 1949 and this car, a “Mille Miglia”.




After starting from 30th position, the #30 Frazer Nash was running in 15th position after 6 hours. It made steady progress thereafter, rising to 12th position at the midpoint of the race, a position it still held at the 19th hour mark. However it gained a position in the 20th hour, another in the 22nd hour and another in the 23rd hour to finish in 9th position and win the 2-Litre Class.

After Le Mans, car was sold to Dickie Stoop in August 1950 and repainted red. It went on to have a long competition history.

This is a pretty honest model from Bizarre, though I'm wondering how I can replace the green wheels with a set of silver wheels as per the period picture above.






Car : 1950 #30 Frazer Nash MM
Team : H.J. Aldington
Drivers : ‘Donald’ Mathieson (GB)/ Richard ‘Dickie’ Stoop (GB)
Qualifying : 30th
Result : 9th
Model : Bizarre (BZ089)

References :






#77 E.B.

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Posted 19 January 2019 - 15:36

For an alleged motorsport fan, the Le Mans 24 Hours doesn't particularly interest me all that much.


So why the hell is this thread so utterly captivating?


Maybe my ignorance helps actually - it means almost all the stories are new to me.

#78 Jager

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Posted 20 January 2019 - 23:26

Glad your enjoying it E.B. Hopefully many of the stories are new to everyone who stops by here, as most Le Mans reports typically focus on the race winners and we hear little or nothing abut those who were further down the field or whose race ended in failure like so many do.