www.F1scalemodels.com
... specialising in 1:43 scale model cars (Formula 1, Indy 500, Le Mans, GT and classic and modern road cars)
About www.F1scalemodels.com
Welcome to F1scalemodels (Dunefin Pty Limited). My name is Philip and this is my website (started in 2009) which is dedicated to the hobby of model car collecting. Apart from being a keen collector I'm also a part-time model car trader, trading primarily at several swap meetings and car events around the Sydney (Australia) area.
This site is always being updated and improved (hopefully) and the main purpose is to provide an up-to-date listing of models that are available for purchase at swap meets that I will be attending. As you can imagine it would be impossible to have all my stock at any swap meet, so if there are any particular model(s) that you're interested in, please contact me and I'll make sure I bring them along to the next swap meet. This is an obligation-free service.
Check out the link called "Motorsport Gallery" where I've posted some motorsport related photos. These are some of the photos I've taken over the years at various events.
Mail Order
I've been asked a few times now if I do mail order; the answer is yes. So far I've posted to a number of interstate collectors and also to USA, UK, Estonia, Hungary, Portugal, Sweden, Switzerland, France, Austria, Italy, Belgium, Canada and Malaysia. Australian collectors have a choice of payment options; Direct bank deposit, money order or Paypal. International collectors will need to pay via Paypal. Please contact me with the details of the models you're interested in and I will provide you with a firm quotation for postage.
Swap Meets / Events
I'm planning to attend the following swap meets and events in 2026; please go to the Swap Meets link for dates and other details.
- Sydney Toy and Hobby Fair (Epping)
- Collector Con Penrith
- Shannons Eastern Creek Classic
- Hawkesbury Model and Hobby Show
- All British Day
- Hunter Toy and Hobby Fair
- Australian Diecast Expo
Contact Me
Mobile: 0417 428 668
Email: info@f1scalemodels.com
Updates
This website is updated regularly (at least once a month) with new additions and important or interesting information related to the hobby. All new Recent and Restocked items will be marked with an "R" in the stocklists so please check these lists regularly. I hope you find these updates helpful.
New Additions: June 2026
Welcome to the June update. Can you believe it - we are already approaching mid-year, time seems to fly by so quickly, and winter has arrived. Can you feel the crispness in the air? One thing about our hobby is that it's enjoyed indoors, and perhaps now is the time to rearrange your display cabinet(s) to make room for some more models. If, by chance, you have room for some more Ferrari F1 models, then I may be able to help you. I managed to acquire a number of Ferrari F1 models by Altaya, ranging from Gonzales' 1951 British GP winning car to the 2001 car that Schumacher drove to win the Championship. Also, a handful of Solido road cars made it into my inventory, one of which did catch my attention ...
The Pandem and Rocket Bunny brands are owned and founded by Kei Miura, a legendary Japanese automotive designer and former street racer. He is the CEO and mastermind behind TRA Kyoto, the fabrication headquarters in Kyoto, Japan, that designs and produces Rocket Bunny and Pandem aero and widebody kits. TRA Kyoto has earned global recognition for its uncompromising approach to custom aero parts, widebody kits, and motorsport-inspired automotive design. Known for their aggressive styling, exposed bolt-on fender flares, and massive wings, these body kits completely transform the shape, stance, and aerodynamics of tuner cars. The 1:43 Solido model of the iconic Datsun 240Z, clothed with the Pandem body kit, gives the car some serious street-cred. Collectors of JDM cars would be happy with this model.
Solido model: Datsun 240Z Pandem
Solido model: Datsun 240Z Pandem - rear view
Okay, that's it for another monthly update, so what's on in June? The regular Sydney Toy and Hobby Fair is on 5th June at the Epping Creative Centre, 26 Stanley Road, Epping starting at 6:00 pm. That's it, another quiet month, until next time, happy collecting.
Formula One
- 1951 Ferrari 375, F.Gonzales (12) winner British GP (Altaya)
- 1953 Ferrari 553 Squalo, P.Carini (12) Italian GP (Altaya)
- 1955 Ferrari 625, M.Trintignant (44) (Altaya)
- 1956 Ferrari D50, J.M.Fangio (1) World Champion (Altaya)
- 1957 Ferrari 801, L.Musso (10) (Altaya)
- 1961 Ferrari 156, P.Hill (2) World Champion (Altaya)
- 1964 Ferrari 158, J.Surtees (2) World Champion (Altaya)
- 1965 Ferrari 512, P.Rodriguez (14) (Altaya)
- 1968 Ferrari 312 F1, J.Ickx (26) (Altaya)
- 1971 Ferrari 312B2, C.Regazzoni (5) (Altaya)
- 1973 Ferrari 312B3, A.Merzario (4) (Altaya)
- 1975 Ferrari 312B3, C.Regazzoni (11) Brazillian GP (Altaya)
- 1977 Ferrari 312T2, N.Lauda (11) World Champion (Altaya)
- 1979 Ferrari 312 T4, G.Villeneuve (12) (Altaya)
- 1986 Ferrari F1-86, S.Johansson (28) (Altaya)
- 1990 Ferrari F1-90, A.Prost (1) (Altaya)
- 2001 Ferrari F2001, M.Schumacher (1) World Champion (Altaya)
Road Cars
- 1999 BMW M3 (E36) Coupe in yellow (Solido)
- 2024 BMW M5 Sedan in fire orange (Solido)
- 1973 Datsun 240Z Pandem in metallic red (Solido)
- 1994 Mercedes E60 AMG in signal red (Solido)
1:18 Models
- 1991 Mazda 787B, Weidler/Herbert/Gachot (55) Le Mans Winner (WERK83)
- 1971 Porsche 917K, Marko/Van Lennep (22) Le Mans winner (WERK83)
After Thoughts: "Hammer Time at the 1932 Mille Miglia"
When Lewis Hamilton's race engineer tells him that it's "hammer time", it's a signal to put his foot down and push the car to its absolute limits prior to coming into the pits to execute an under or over-cut. However, at the 1932 Millie Miglia, hammer time meant something entirely different.
Count Aymo Maggi, along with several other prominent Brescia residents had a dream of a 1000-mile race through Italy, starting and finishing in Brescia and taking place on public roads which would not be closed for the duration. The ambitious proposal appealed to Italian leader Benito Mussolini and in 1927 the first Mille Miglia was held. For the race in 1932, Italian driver Giuseppe Campari was the red-hot favourite to win the race; he had won in 1928 and 1929, finished third in 1930 and second in 1931, and he was driving the dominant Alfa Romeo 8C 2300. In recent years Alfa Romeos had reigned supreme and in the 1932 event, the marque provided almost half of the entire 88-car entry. There were works cars for Campari, Rudolf Caracciola, Baconin Borzacchini and Tazio Nuvolari, as well as several Alfas from Scuderia Ferrari led by Piero Taruffi. Competition to the Alfas were provided by Lancia, Bugatti, Talbot and others.
Giuseppe Campari was born in Fanfulla near Milan, on 8 June 1892. He joined Alfa Romeo in his teens as a mechanic, soon becoming a test driver, and eventually racing for Alfa for twenty years. He was a larger than life character; one could hardly find a man who looked less like a racing driver than Campari. He weighed over 100 kg and his big enjoyments in life except for racing was good food and Grand Opera. He had, in fact, sung opera professionally and he was known to belt out an aria in his fine baritone voice while roaring down the road.
Photo: Giuseppe Campari
Photo: Alfa team mates, Campari (L), Nuvolari (R)
The 6th Mille Miglia started on April 9, 1932. In the first section from Brescia to Bologna, Campari was not in the leading trio. His teammate Nuvolari led from Varzi (Bugatti) and Caracciola with all three averaging over 160 kph for the stage. By the time the lead cars reached Florence, Caracciola was ahead of Campari and Taruffi; Nuvolari had retired after crashing into a tree. The order for the run into Rome was Caracciola, Taruffi and Campari. But Campari soon overhauled Taruffi and he began to scent another famous win as they headed back to Brescia. After overtaking Taruffi, he was now only 35 seconds adrift of Caracciola with Borzacchini now in third.
Photo: Borzacchini, winner of the 1932 Mille Miglia
Photo: Luigi Scarfiotti and Guido d'Ippolito drove entry #89, an Alfa Romeo 6C 1750 GS, at Mille Miglia on 10 April 1932. They raced for the Scuderia Ferrari team and ended in 3rd place
Building up a veritable head of steam, the burly Campari powered on and had surged into the lead as he approached the Adriatic coast. However, such flat-out driving over winding roads had taken its toll and Campari decided to let his mechanic, Sozzi, have a turn at driving so that the great man could take a breather in preparation for the final run to Brescia. No sooner had Sozzi taken over the driving, he crashed the Alfa into a wall, putting himself and Campari out of the race. Perhaps understandably, Campari was most displeased and chased the fearful Sozzi down the road brandishing a hammer from the tool box. Fortunately for Sozzi, while he may not have been the faster driver, he was the faster runner. Campari's mishap left Borzacchini to inherit the lead and he drove into Brescia for a famous victory. Campari, perhaps justifiably, maintained that victory should have been his.
The following year, Campari, now aged 41, decided to leave motor racing and make a new career as an opera singer. Driving an Alfa P3, he was to start his last race in front of his home crowd at the 1933 Monza GP. He lost control on the first lap on oil dropped by another competitor and his car went over an embankment. After having survived 20 years of racing without any major injuries Campari was crushed underneath his inverted car and died instantly. Borzacchini also died in the same race.
Vale: Alex Zanardi, Italian F1 Driver. (23/10/66 - 1/5/26)
New Additions: May 2026
Welcome to another monthly. Who would have thought the situation in Iran would still be unresolved some eight weeks after it started? The economic consequences of this prolonged conflict doesn't bear thinking about. But, hopefully our hobby will bring some joy. A few new Spark models have landed and one particular model deserves a special mention.
You don’t really associate Jack Brabham as a sportscar driver but his early racing career saw several notable sportscar achievements; first in the 1958 Nurburgring 1000Km with Stirling Moss and second in the Tourist Trophy at Goodwood with Roy Salvadori driving works Aston Martin DBR1's. But he was so busy in the 1960’s with F1 that he simply didn’t have the time for sportscars. Then in 1969, Jack told his wife, Betty that he would retire at the end of the season but when Jochen Rindt decided not to race for Brabham in 1970, he was required to race for another year and he had one of his busiest seasons. At the age of 44, he raced F1, F2, Indy and most of the endurance events that Equipe Matra Elf contested in 1970. His decision to race Matra sports prototypes was mainly to keep his skills sharp against the younger F1 drivers, although there is some suggestion he was also quietly evaluating the Matra 3.0L V12 as a possible engine for his F1 team. He competed as a guest driver, enjoying the pressure-free role compared to running his own F1 team. Matra’s primary 1970 tool was an updated 1969 Matra MS650, the new MS660, which made its debut at Le Mans. However, the car raced at Le Mans by Brabham and Francois Cevert was the earlier MS650, but it retired with engine failure on lap 76. This model by Spark would be a welcome addition to any Brabham or Le Mans collection.
Spark: Matra MS650 Brabham/Cervert 1970 Le Mans
Matra 650 at 1970 Le Mans; Cervert at the wheel
Okay, that's it for another monthly update, so what's on in May? The regular Sydney Toy and Hobby Fair is on 1st May at the Epping Creative Centre, 26 Stanley Road, Epping starting at 6:00 pm. The Penrith Collector Con is on 31st May, but I will not be attending this event. Until next month, happy collecting.
Formula One
- 1961 Ferrari 156, W. von Trips (4) race car (Altaya)
- 2023 McLaren Mercedes MCL60, O.Piastri (81) 4th Great Britain GP (Solido)
Le Mans
- 1966 CD Peugeot SP66, Laurent/Ogier (51) Le Mans (Spark)
- 1966 CD Peugeot SP66, Heligouin/Rives (53) Le Mans (Spark)
- 1991 Cougar Porsche C26S, Migault/Robert/Raulet (12) Le Mans (Spark)
- 1991 Cougar Porsche C26S, Dumfries/Olofsson/Danielsson (13) Le Mans (Spark)
- 1961 DB Panhard HBR 5, Caillaud/Mougin (52) 22nd Le Mans (Spark)
- 1969 Matra Simca MS650, Beltoise/Courage (33) 4th Le Mans (Spark)
- 1970 Matra Simca MS650, J.Brabham/Cevert (32) Le Mans (Spark)
- 1980 Mazda RX-7, Soto/Honegger/Hutchins (86) Le Mans (Spark)
- 1931 Mercedes SSK, Ivanowski/Stoffel (1) 2nd Le Mans (Spark)
American Racing Series
- 1957 Aston Martin Chevrolet DB3S, J.Graham (4) 3rd Cotati Pacific Coast C'ships (Spark)
- 1965 Ford GT40, Miles/McLaren (11) 2nd Sebring 12 Hour (Spark)
- 1965 Ford GT40, Bondurant/Ginther (72) 3rd Daytona 2000km (Spark)
Road Cars
- 2003 BMW 645Ci Cabrio in silver (Kyosho)
- 2003 BMW 645Ci Coupe in white (Kyosho)
- 2004 BMW 545i Sedan in silver (Kyosho)
- Shelby GT350 Convertible in red (Kyosho)
1:18 Model
- 1963 EH Holden Special in gold - released by The Diecast Magazine (Classic Carlectables)
After Thoughts: "The Forgotten F1 Circuits Series #9 – Circuito de Monsanto (Portugal)."
Some F1 racing circuits have stood the test of time to become legends of the sport, such as the Monaco and Monza Circuits. Others flicker briefly into existence, and then vanish into obscurity. The Circuito de Monsanto (Monsanto Park Circuit) in Portugal belongs firmly in this latter category— a one-off Formula One venue that combined danger, high temperatures and sheer unpredictability. Nestled within Lisbon’s sprawling Monsanto Forest Park, the 5.44 km (3.38 mile) circuit was a patchwork of public roads stitched together through dense woodland. It was raw, uneven, and utterly unforgiving. Drivers faced a constantly changing surface—tarmac blending into cobbles, even tramlines cutting across the racing line—making it one of the most technically demanding circuits of its era.
Circuito de Monsanto track layout
Long before it hosted Formula One, Monsanto was already central to Portuguese motorsport. The area’s racing roots stretch back to 1910, when a modest hillclimb marked the country’s first organised motorsport event. By the 1930s, a large-scale reforestation project transformed the barren Monte Santo into the lush Monsanto Forest Park and racing returned in earnest in 1953 with the Automóvel Club de Portugal’s Jubilee Grand Prix, a sports car event. That inaugural event produced an early moment of notoriety when Argentine driver José Froilán González crashed heavily at the Lake Hairpin. In a gesture of characteristic Portuguese humour, the corner was later named after him.
1959 Portuguese GP poster
Despite hosting several races throughout the 1950s, Monsanto’s time in Formula One came just once: the 1959 Portuguese Grand Prix. There wasn't a large field at Monsanto for the Grand Prix; the disappointing Aston Martins made only their second appearance at this event while Mario de Araujo Cabral represented the local racing scene despite having never raced an open-wheel car before. Stirling Moss in his Rob Walker entered Cooper was on pole with a 2min02s time, two whole seconds better than championship leader Jack Brabham in second. Coopers occupied the top four spots on the grid.
Moss (#4) was in a class of his own.
The race was deliberately started late in the day to avoid the oppressive Lisbon heat, meaning the closing laps were concluded in fading light. From the very start, the race was Stirling Moss' to lose. He had a substantial lead from the end of lap 1 and managed to lap the entire field in an absolute masterclass of driving.
Meanwhile, Jack Braham had a near-tragic race. Firstly, at 120 mph, he had to avoid a small boy who ran across a section of track, then a few laps later, he had to avoid a careless official that just so happened to step onto the track. Then on lap 23, Brabham set himself up to lap de Araujo Cabral through the infamous González bend. Being a little too eager, he rubbed against the privateer and lost control. He skidded into a concrete telegraph pole and was thrown out onto the track from the rolling Cooper. His teammate, Masten Gregory, was completely unsighted and missed Brabham by mere centimetres. Brabham somehow escaped with a bruised knee, but could only watch as Stirling Moss went on to win the race and close the championship gap.
Roy Savadori (Aston Martin #10) was lapped 3 times by Moss (Cooper #4)
Despite the race starting at 5 pm to avoid the Portuguese summer heat, the temperature was still blisteringly hot for both drivers and cars. So when Joakim Bonnier broke down on the entrance to the Autostrada after ten laps, he and photographer Bernard Cahier set up a refreshment point around the spot of Bonnier's broken car. They were on standby, handing out water bottles and splashing passing drivers with water from Bonnier's helmet.
Bernard Cahier handing a bottle to Harry Schell (BRM) at the slowest corner of the track.
In an era when safety standards were rapidly evolving, Monsanto’s dangers were impossible to ignore. The narrow roads, unforgiving obstacles, and inconsistent surfaces left little margin for error. Following the 1959 race, Formula One abandoned the circuit entirely, the Portuguese GP returning instead in 1960 to the more established Boavista street circuit in Oporto. Although racing continued at Monsanto for a few more years, the writing was on the wall. By 1971, the circuit was closed for good. Today, Monsanto stands as a fascinating footnote in Formula One history.
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New Additions: April 2026
Welcome to another monthly update. This update comes at a time of increasing uncertainty; petrol prices are on the rise but of more concern is will we run out of fuel completely? Everyone with an electric car is probably feeling quite smug right now. Anyway, we can take our mind off the chaos in the Middle East by focusing on our hobby; at least model cars don't burn any fuel. A few new models arrived this month with a good mix of F1, Rally, Le Mans, and road cars to tempt you. OK, what do I think are the stand out models?
The Aston Martin F1 team is in a whole world of hurt at the moment with their current AMR26, and it was much the same story with their first F1 car, the DBR4. The history of this F1 team dates back to the late 1950's. Industrialist David Brown, who had acquired Aston Martin in 1947, recognised the potential that existed for the company if he could take it racing on international circuits. A purpose-built sports car, the DB3S made its Le Mans debut in 1952. Following the success of its sports car racing programme, culminating in an outright win at Le Mans in 1959, the company decided to enter the F1 championship. The Aston Martin DBR4 open-wheeler was largely based on the DB3S, borrowing the sports car's basic chassis and engine layout. The DBR4 made its World Championship debut at the 1959 Dutch GP in the hands of Roy Salvatori and Carroll Shelby. But, an overly long development period for their car meant that much of its concept and technology were obsolete when it finally went racing. The bodywork of the DBR4 appeared streamlined but the effect was spoilt by the large air intake mounted on the side of the bonnet and by the installation of a relatively tall, near vertical windscreen. The DBR4 also used the de Dion suspension system, however, the other F1 teams were already moving to all-round independent suspension. At the Dutch GP both cars suffered terminal engine problems. The F1 programme suffered further delays and the DBR4 only appeared in another three races that season. The best results were two sixth place finishes for Salvatori. In 1960, recognising the DBR4 failings, it was replaced by a lighter, smaller and more powerful DBR5. By the end of the year, Aston Martin had decided to scrap their brief venture into F1 to concentrate entirely on sports car racing. Spark has produced this significant car that was raced by Shelby at the British GP, a must have for F1 and Aston Martin collectors.
Spark: Aston Martin DBR4, 1959 C.Shelby (S8136)
It's not often we get to celebrate great Australian rally drivers through model cars. So, it's welcome news that Spark has released a 1:43 model (S7765) of the Datsun Stanza that George Fury and Monty Suffern drove to victory in the 1978 Southern Cross Rally. For the majority of his career, Fury was associated with Datsun/Nissan, twice winning the Australian Rally Championship in 1977 and 1980. Fury also twice won the Southern Cross Rally in 1978 and 1979. The 2727-kilometre Southern Cross Rally was a major international rally mainly held in the Port Macquarie region of New South Wales, between 1966 and 1980. The rally attracted many of the world's leading rally drivers and factory teams. This race-winning car is currently part of the Nissan Museum collection in Zama, Japan (https://www.nissan-global.com/EN/HERITAGE_COLLECTION/)
Spark: Datsun Stanza 1st 1978 Southern Cross Rally
Ok, that wraps up another monthly update, so what's happening in April? Not a lot is the answer. Unfortunately, the regular Sydney Toy and Hobby Fair will not be held as it falls on the Good Friday holiday. There is a Collector Con event in Newcastle on 19 April but I will not be attending. Before I sign off, I would like to mention that Sir Jack Brabham was born 100 years ago, on 2 April 1926 in the Sydney suburb of Hurstville - a true Australian legend. Until next month, happy collecting.
Formula One
- 1983 Alfa Romeo 183T, M.Baldi (23) 6th Monaco GP (Spark)
- 1959 Aston Martin DBR4, C.Shelby (4) British GP (Spark)
- 1972 Brabham Ford BT38, W.Fittipaldi (20) 4th Hockenheim GP F2 (Spark)
- 1992 Brabham Judd BT60B, G.Amati (8) South African GP DNQ (Spark)
- 1976 Citroën DS Break, Team Ligier F1 support vehicle (Spark)
Rally Cars
- 1978 Datsun Stanza, G.Fury/M.Suffern (6) 1st Southern Cross Rally (Spark)
- 1972 Renault 16 TS, Le Tahitien/Duprès (34) Rallye du Maroc (Spark)
- 1976 Renault 17, Privé/Tilber (16) 6th Rallye du Maroc (Spark)
Le Mans
- 1938 Alfa Romeo 8C 2900B, R.Sommer/C.Biondetti (19) Le Mans (Spark)
- 1967 Chaparral 2F, P.Hill/M.Spence (7) Le Mans (Spark)
- 1937 Chenard-Walcker Tank, Cotet/Roux (40) Le Mans (Spark)
- 1982 GRID-Plaza Cosworth S1, de Villota/de Cadenet/Wilson (37) Le Mans (Spark)
- 1982 GRID-Plaza Cosworth S1, Wood/Stiff/Ratcliff (49) Le Mans (Spark)
- 1976 Porsche 934 Turbo, Schenken/Hezemans (57) 16th Le Mans (Spark)
Road Cars
- 1975 BMW 318 in dark blue (Minichamps)
- 1961 Porsche 356B Coupe in silver (Minichamps)
- 1996 Porsche Boxster (986) in silver (Schuco)
- 1999 Porsche Boxster S (986) in dark blue (Minichamps)
- 2005 Porsche 911 (997) Carrera S cabrio in yellow (Minichamps)
- 2005 Porsche Cayman S (987) in white (Minichamps)
- 2011 Porsche 911 (991) Turbo Cabrio in silver (Minichamps)
- 2012 Porsche 911 (991) Carrera S cabrio in black (Minichamps)
- 1964 Renault R8 Gordini in blue (Minichamps)
After Thoughts: "A Tale of Two Engines: The BRM H16 and the Repco V8."
“It was the best of times, it was the worst of times…” wrote Charles Dickens — a line that perfectly captures the contrasting fortunes of Formula One’s most fascinating engines of the 1960s. In 1966, the sport entered a bold new era as engine capacity doubled to 3.0 litres. Engineers were handed a blank canvas, some responded with complexity and ambition; others with simplicity and pragmatism. Nowhere is that contrast clearer than between the BRM P75 H16 and the Repco RB620 V8.
British Racing Motors took perhaps the most radical path of all. Instead of designing a conventional V8 or V12, BRM effectively stacked two flat-eight engines on top of each other to create the extraordinary P75 H16. On paper, it was staggering. A 3.0-litre, 16-cylinder engine with 64 valves, capable of 10,000 rpm and beyond. It was compact in length and, crucially, could be used as a stressed chassis member — a theoretical advantage over rival designs. In reality, it was something else entirely.
The H engine concept
The H16 was immensely complex. Each “layer” of the engine required its own systems — fuel metering, ignition, cooling — all geared together into a single output shaft. The result was a dense, heavy unit that in practice produced closer to 400 horsepower, well below its projected potential. Worse still, it was fragile. Persistent crankshaft vibration plagued the engine from the outset. Quick fixes, such as bolt-on balancing weights, often made matters worse — occasionally detaching themselves with catastrophic consequences. The sheer intricacy of the design led to endless failures, contributing to 27 retirements from just 40 race starts.
Spark: BRM P83 1966 US GP G.Hill (S4253)
Even drivers were unimpressed. Jackie Stewart famously criticised it as unnecessarily large and heavy, noting its appetite for fuel, oil and cooling — all of which compromised handling and agility.
BRM P75 H16 3-litre engine
Yet, for all its flaws, the P75 H16 did achieve a moment of glory. In the 1966 United States Grand Prix, Jim Clark drove the Lotus 43 to victory, securing the engine’s only win. It was a brief moment of triumph for one of the most audacious engines ever conceived.
Lotus BRM 43 1966
While BRM chased complexity, an altogether different philosophy was taking shape in Australia. At the heart of it was Phil Irving, working with Jack Brabham and designer Ron Tauranac. Their goal was not to build the most powerful engine — but the most effective one. The Repco RB620 V8 was deliberately conservative. Based on the aluminium Oldsmobile F85 block, it used single overhead camshafts and just two valves per cylinder. Compared to the multi-valve European designs, it seemed almost stone-aged. But it had advantages that mattered.
Repco V8 engine
It was compact, lightweight, and — most importantly — reliable. Early versions produced around 280 horsepower, later rising to just over 300. That left it significantly down on peak power compared to engines like the BRM H16. Yet it was smooth, flexible and dependable — qualities that proved decisive over a race distance. Repco’s integrated manufacturing capability also gave it an edge. The company could produce many of its own components in-house, avoiding the supply complications that hindered European rivals. The RB620 found its perfect partner in the Brabham BT19[1] — a compact, cleverly engineered chassis originally designed for the smaller Coventry Climax engine. Together, they formed a package that was not spectacular but exceptionally effective.
Spark: Brabham Repco BT19 (1:18)
The results spoke for themselves; the Repco V8 won 4 races in 1966. Jack Brabham not only won the World Drivers’ Championship but also secured the Constructors’ title — a historic achievement, as he remains the only driver to win a championship in a car bearing his own name.
The BRM P75 H16 and Repco RB620 V8 represent two extremes of engineering philosophy. The H16 was a bold technical statement — innovative, imaginative, and ultimately flawed. It demonstrated what was possible when engineers pursued performance without compromise, but also highlighted the dangers of excessive complexity. The Repco V8, by contrast, was a masterclass in restraint. It sacrificed outright power for usability, reliability and balance — and in doing so, achieved far greater success. Today, both engines are remembered, but for very different reasons. The BRM P75 H16 stands as one of Formula One’s most fascinating “what ifs” — a brilliant idea that never fulfilled its promise. The Repco RB620, meanwhile, is a reminder that in motorsport, the smartest solution is not always the most complicated.
Note 1: The Repco Brabham BT19 was inducted into the Australian Motorsport Hall of Fame in March 2026, being the first non-human inductee.
New Additions: March 2026
Welcome to the March update. It doesn't seem all that long ago that I was sitting here writing the last monthly update, I guess it may have something to do with February having only 28 days! Let's get straight into it then. I received some fine examples of road cars from Schuco, a German company that is now a subsidiary of Spark. Other new additions include several from Spark and Minichamps. The stand-outs for me are highlighted below.
The Mirage M9 Renault was a sports prototype racing car developed by Grand Touring Cars for the 1978 24 Hours of Le Mans, featuring a Renault V6 2L turbo engine. The M9 was essentially an evolution of the previous year's car with a lower rollbar, and a narrower cockpit compared to its predecessor. Vern Schuppan was joined by Jacques Laffite and Sam Posey as the driver line up for Le Mans. While the M9 was quick in testing, reaching high speeds during private trials on the Interstate 10 freeway in Phoenix, it ultimately could not match the pace or reliability of the factory Renault-Alpine A442B that won the race that year. Engine issues cost the car four hours in the pits and tenth was all it could manage. This Spark model would appeal to those who collect cars driven by Australians or Le Mans cars in general.
Spark: Mirage M9 Renault 1978 Le Mans (S0311)
Officine Stampaggi Industriali (OSI), or “Industrial Stampings Workshops,” was one of Italy’s smaller coachbuilders, established in 1960 to take on smaller projects for its parent company, Ghia. OSI produced some designs based on Fiat and Alfa Romeo chassis, but it was the company’s connection with Ford of Germany that led to its best-known model, the OSI-Ford 20M TS. The 20M TS was based on the contemporary European Ford Taunus and OSI built around 2,200 of them between 1967 and 1969. The 20M TS shared all of its mechanical bits with the production Taunus, it was powered by the most potent engine available, a 1,998-cc version of Ford’s brand-new Cologne V6. Later cars benefitted from the 2,293-cc version of the same engine. They were bought by people who appreciated the combination of hand-built style and reliable Ford running gear, and didn’t mind paying a little extra for the privilege. This example by Schuco would be a welcome addition to any collection of rare cars.
Schuco: OSI-Ford 20M TS Coupe
Okay, that's it for another monthly update, so what's on in March? As with last month, not a lot going on except the regular first Friday of the month Sydney Toy and Hobby Fair on March 6th. So, until next month, happy collecting.
Le Mans
- 1995 McLaren F1 GTR, Delétraz/Giroix/Grouillard (50) 5th Le Mans (Spark)
- 1978 Mirage Renault M9, Schuppan/Laffite/Posey (10) Le Mans 10th (Spark)
Road Cars
- 1965 Alfa Romeo Guilia Sprint GTA in red (Schuco)
- 1954 BMW 502 V8 Limousine in black (Minichamps)
- 1965 BMW 1800 TiSA in silver (Minichamps)
- 1973 De Tomaso Pantera GTS in red (Schuco)
- 1975 Mazda RX-5 (Cosmo AP) in red (Schuco)
- 1978 Mazda RX-7 Savanna in yellow (Schuco)
- 1953 Mercedes-Benz 180 in metallic green (Minichamps)
- 2019 Morgan Plus Six in grey (Schuco)
- 1968 OSI-Ford 20M TS Coupe in red (Schuco)
- 1972 Porsche 916 in silver (Schuco)
- 1997 Porsche Boxster (986) Hardtop in silver (Schuco)
- 1998 Porsche 911 (996) Cabrio in yellow (Schuco)
Misc Scales
- 1962 Porsche 356 Carrera 2, with luggage rack/skis in red 1:64 (Schuco)
After Thoughts: "JLP Racing - A Story of Speed and Weed."
John Paul Sr. was by all accounts, a very unpleasant, volatile and abusive bully. Born Hans-Johan Paul in 1939, a year before Nazi Germany invaded the Netherlands, his earliest memories were of deprivation and uncertainty under Nazi occupation. The trauma of wartime occupation left its mark on the young boy. In 1956, his family emigrated to the United States, settling in Indiana, where he reinvented himself as John Lee Paul. Brilliant with numbers, he earned a scholarship to Harvard, completing a master’s degree in business. By his early thirties, he was a millionaire Wall Street fund manager. Success came quickly and motor racing became his passion. Then came 1971. A Wall Street slump devastated the fund market. His marriage collapsed; his wife returned to Indiana with their young son, also named John. Paul Sr. liquidated everything, bought a 37-foot yacht, and crossed the Atlantic solo - twice. After drifting through the Caribbean for two years, he returned to the U.S., where his son, John Paul Jr. chose to live with him.
Back on American soil, Paul Sr. launched JLP Racing in 1977. The team’s cars were unmistakable: baby blue with splashes of yellow. He sent his son to the Skip Barber Racing School, where instructors judged the young man “hopeless.” Undeterred, Paul Sr. bought him a Formula Ford and raw talent surfaced quickly. Meanwhile, Paul Sr. competed in IMSA with a Porsche 911 and later a Corvette C3. In 1978, he finished fifth overall at Le Mans in Dick Barber’s Porsche 935. The following year, he acquired his own 935, operating from discreet workshops in Lawrenceville, Georgia—close to Road Atlanta, yet removed from prying eyes.
Spark: JLP Racing Corvette Road Atlanta 1978
In 1980, Paul Sr. brought his son into his team and they won their first IMSA race together. After that race Paul Sr. married his 2nd wife, Chalice. For 1980, JLP campaigned a Kremer-developed Porsche 935 dubbed the JLP-2. Paul Sr. finished second in the IMSA championship, and the pair placed ninth overall at Le Mans. In 1981 came another Porsche 935 (JLP-3), alongside a Lola T600. In a textbook start to the 1982 season, father and son won the Daytona 24 Hours and Sebring 12 Hours and at season's end, the talented 22-year-old Paul Jr. became IMSA's youngest champion.
Spark: Porsche 935 1st Sebring 12 hr 1982
Paul Sr. retired as a driver at the end of 1982 to devote his time managing his racing team. However, Paul Sr. remained extremely unpopular with other drivers and was known for his quick and irrational temper that could explode into violent outbursts, on and off track. He once crashed into another competitor on a slowing-down lap in retaliation for his son being blocked on track. Unsurprisingly, few dared to confront him.
John Paul Jr. with his father, John Paul Sr.
By 1982, Paul Jr. noticed troubling signs. The team had no major sponsors, yet money flowed freely. A plain black transporter carried endless spare parts and engines. They outspent factory teams. The truth was staggering: the operation was financed by Paul Sr.’s marijuana smuggling network. Confronted with reality, Paul Jr. became complicit, helping unload bales of contraband from boats bound for hidden storage facilities. By 1983, the FBI had built a case with help from a key witness, an associate of Paul Sr. who had been offered immunity. Learning of his impending arrest, Paul Sr. accosted his associate and shot him five times. Miraculously, the man survived. Paul Sr. was arrested - then astonishingly released on bail. When he failed to appear for trial, an international manhunt followed and he was captured in Switzerland over a year later and extradited. Convicted of attempted first-degree murder, drug smuggling, racketeering, and tax evasion, Paul Sr. received a 25-year sentence. Paul Jr. was sentenced to five years, serving 28 months but his promising racing career that had now extended into Indy cars was stalled.
Porsche 935 JLP-3 1982 Riverside
Upon release, the racing community - remarkably - welcomed Paul Jr. back. Many believed he had been bullied into criminality by his father. His formidable talent meant he was still recognised as one of America's very best drivers and against the odds, he managed several more IMSA wins but his great desire was to return to Indy car racing. He raced the Indy 500 six times, albeit, driving for the smaller teams. He retired in 2001 and died in 2020 at age 60 after a long battle with a neurological condition.
However, John Paul Sr.’s story took a darker turn. Soon after he began his prison sentence, he and another prisoner made an attempt to escape but was quickly recaptured. He seemed to have behaved himself after that and he was paroled in 1999 after serving 13 years of his 25-year sentence. Not long afterwards, he became romantically involved with Colleen Wood. Together they prepared a 55-foot schooner for a five-year world voyage, in violation his parole, but then Colleen suddenly vanished. Her credit card had been used to withdraw $40,000 and when detectives sought a warrant to search the schooner, both Paul Sr. and the vessel were gone. Meanwhile, Paul Sr. also became a suspect in the mysterious disappearance of Chalice, his second wife whom he married in 1980. She had vanished without trace. Colleen's case also remains unsolved and John Paul Sr. remains the only suspect. However, authorities, to this day have never been able to locate him.
New Additions: February 2026
Welcome to the February update. Can you believe that one month has already gone in 2026? The first Sydney Toy and Hobby Fair on January 2 was well attended by both vendors and visitors despite being just a day after New Year's day. It bodes well for the rest of the year! This month I can report the arrival of some road cars, many of which are from the Maxichamps stable. These value-for-money models in their distinctive orange outer boxes are made by Minichamps and are popular with budget-conscious collectors. However, the model I'd like to highlight this month is a model from Minichamps.
The Lamborghini Urraco is a 2+2 mid-engined coupé produced between 1972 and 1979, designed by Bertone as a more affordable alternative to the Ferrari Dino and Porsche 911. It was named after a line of Miura-bred fighting bulls. A total of 791 units were produced during this period. Featuring a 2.0L to 3.0L transversely mounted V8 between the rear wheels, this car combined 1970s wedge styling with everyday practicality, though it initially struggled with production quality. The early versions of the Urraco had a lot of quality and reliability problems, which damaged the reputation of this car. However, the Urraco was appreciated for superb roadholding, agile handling, powerful braking and benign behavior at the limit. The Urraco served as the basis for later Lamborghini models, including the Silhouette and Jalpa. Lamborghini's first attempt at offering a mass production model became a complete failure, nevertheless, the Urraco is now a highly regarded collector's item. Similarly, the 1:43 Minichamps model is also highly regarded by model car collectors.
Minichamps: Lamborghini Urraco
Okay, that's it for another monthly update, so what's on in February? Not a lot, is the answer. Just the regular Sydney Toy and Hobby Fair on Friday 6 at the Epping Creative Centre, 26 Stanley Road, Epping starting at 6:00 pm. There is an event called "HobbyCon" on February 28 at the Wentworth Park Stadium, 5 Wentworth Park Road, Glebe, however, I will not be attending this event. Also, the first Collector Con is on March 1 at Penrith, and I will not be attending this event either. So, until next month, happy collecting.
Road Cars
- 1999 Audi A8 (D2) in white (Maxichamps)
- 1991 BMW Z1 (E30) in metallic black (Maxichamps)
- 1968 Fiat 850 Sport Spider in black (Maxichamps)
- 1994 Ford Mustang Cabriolet in white (Maxichamps)
- 2005 Ford Mustang Saleen S281 in metallic silver grey (IXO)
- 2020 Ford Mustang Shelby GT500 in metallic green/white (Solido)
- 1974 Lamborghini Urraco in metallic blue (Minichamps)
- 1978 Lotus Esprit Turbo in silver (Maxichamps)
- 1955 Mercedes 300SL Coupe (W198) in red (Maxichamps)
- 1992 Mercedes 600 SEC (C140) in black (Minichamps)
- 1975 Opel Rekord D Coupe in light blue (Maxichamps)
- 1992 Opel Calibra Turbo 4x4 in metallic grey (Maxichamps)
- 1961 Porsche 356B Coupe in dark green (Maxichamps)
- 1974 Porsche 911 Carrera RS 3.0 in green (Maxichamps)
- 1991 Renault 19 Cabriolet in yellow (Maxichamps)
- 2020 Toyota Supra in white (IXO)
- 1998 VW New Beetle (Type 9C) in red (Maxichamps)
After Thoughts: "Frankenheimer's "Grand Prix" (1966): Cinema at Full Throttle."
When John Frankenheimer’s "Grand Prix" hit cinemas sixty years ago in 1966, it did something no film had ever truly achieved before: it captured the raw speed, danger and romance of Formula One in a way that felt real. Six decades on, it remains one of the most authentic and visually spectacular motorsport films ever made, capturing Grand Prix racing’s golden era.
Posters
The plot of the film follows several drivers as they navigate rivalry, ambition, love and mortality across a season of racing. James Garner plays American driver Pete Aron, a talented but controversial racer fighting for redemption. Yves Montand portrays the seasoned Frenchman Jean-Pierre Sarti, while Brian Bedford (Scott Stoddard) and Antonio Sabàto (Nino Barlini) round out the fictional driver lineup.
Yves Montand as Jean-Pierre Sarti (Ferrari) at the Monaco GP
Rather than relying on studio sets and staged sequences, Frankenheimer insisted on filming during actual Formula One race weekends across Europe. Real crowds, real paddocks, and real racing infrastructure became the backdrop for this fictional championship narrative. The production embedded itself within the 1966 World Championship season, capturing real cars, real drivers and real circuits in action. Locations included Monaco, Spa-Francorchamps, Monza, Brands Hatch, Zandvoort, and Clermont-Ferrand. Cameras were mounted on racing cars, helicopters were used for aerial shots, and specially modified Formula 3 cars stood in for the F1 machines during close-up scenes.
Another strength of the film was its integration of actual Formula One drivers and teams. Legends such as Juan Manuel Fangio, Jim Clark, Graham Hill and Jack Brabham appear throughout the film, lending it enormous credibility. Phil Hill and Bruce McLaren also contributed driving footage for the racing sequences. Some of the footage was captured by Phil Hill, driving a modified Lotus Climax fitted with a camera in some sessions during the actual Monaco and Belgian Grand Prix. This was some of the earliest experimentation with in-car cameras for F1. In order to realistically film the racing cars at speed, another camera car, a Ford GT40 was used for much of the filming. The production team often decided to include unplanned accidents caught on film in the final movie. For major accidents that were part of the story-line, the crew constructed a special cannon-like device that could fire gutted cars a considerable distance. Shot in Super Panavision 70 and Cinerama, the film was designed for the largest screens possible. Its split-screen editing style, allowed Frankenheimer to show multiple perspectives simultaneously — drivers, crowds, mechanics and track action. The sound design was equally revolutionary. The roar of the engines, the scream of gear changes and the thunder of the crowd were captured with remarkable clarity.
Ford GT40 Camera car
Camera mounted on Garner's GP car
Scene from camera on Garner's car
However, not everyone was enthusiastic about the intrusion of the production crew; the filming process meant disrupting vital practice runs and otherwise getting in the way of the actual racers' activities. In particular, Enzo Ferrari did not allow the Ferrari name to be used and refused to let his cars to be filmed fearing the trivialisation of his brand. Undeterred, Frankenheimer spliced together approximately thirty minutes of detailed footage after filming in Monte Carlo, and sent the short piece to the Ferrari factory. He received such a positive response from Enzo that he gained unprecedented access, being allowed to shoot inside Ferrari's production floor alongside the real racing vehicles. The director used this relationship to push other parties to help with the film-making process. Because Yamura Motors was a fictional race team, the producers struck a deal with Bruce McLaren's newly formed McLaren team to have his car, the McLaren M2B, painted with Yamura's colours.
Phil Hill driving the Lotus-Climax camera car
The actual level of driving ability possessed by the movie's actors varied wildly. Bedford (Stoddard) could not drive at all and was only ever in the car for close-up type shots. Montand (Sarti) and Sabàto (Barlini) both struggled with even basic skills. Garner (Aron), on the other hand, proved competent enough that he trained exclusively with driver Bob Bondurant. Garner's driving talent became strong enough that some of the professional drivers, remarked that the actor could have been a successful Grand Prix driver if he had not gone into making films; in fact, Garner later went on to sponsor his own Formula racing team.
Garner getting some driving tips from Jack Brabham
The film grossed $20.8 million in the United States and Canada. It was one of the ten highest-grossing films of 1966. However, it received only three Oscar nominations at the 39th Academy Awards. While not nominated for Best Picture or Director by the Academy, it won all three categories in which it was nominated; Best Film Editing, Best Sound, and Best Effects.
Frankenheimer with Montand on set of Grand Prix
Today, Grand Prix is still regarded as the benchmark for motorsport cinema. Later films such as Le Mans, Rush and F1: The Movie, owe a debt to Frankenheimer’s pioneering approach. For Formula One fans, the film remains essential viewing — not just as entertainment, but as a tribute to a bygone era. Frankenheimer didn’t just make a movie about Formula One—he turned Formula One into cinema.
Vale: Hans Herrmann, German F1 Driver. (23/2/28 - 9/1/26)
New Additions: January 2026
Welcome to the first update for 2026. I hope everyone had a safe and relaxing time during the festive break and I wish you all the best for the new year. Last year was another difficult year for everyone with the cost of living challenges and I realise collecting model cars sometimes had to take a back seat. The forecast for 2026 looks like it could be a repeat of last year, but I guess we have to remain optimistic for better times ahead. We start off the new year, surprisingly, with no new additions to report, so I thought I would focus on a couple of significant models that I had received late last year.
The Ford Mustang GT3 was unveiled at the 2023 24 Hours of Le Mans as Ford's new global GT3 challenger, with its actual racing debut scheduled for 2024 at the 24 Hours of Daytona, followed by Le Mans in June 2024. The Mustang GT3 was designed and developed by Ford Racing and Multimatic Motorsports according to GT3 regulations while M-Sport, Ford's long-term partner in the World Rally Championship helped to develop the 5.4-litre naturally aspirated Ford Coyote-based V8. At its launch, it was confirmed the German racing team, Proton Competition would be the first customer team to run the Mustang GT3 in 2024. The Mustang made a highly successful debut at the 2024 Le Mans, competing in the new LMGT3 category; this marked the first Le Mans appearance for a Mustang (the Saleen-Mustang) since 1997. Three cars were entered by Proton Competition (Cars #44, #77 and #88). The #88 endured early challenges but showed consistency throughout the race, a clever pit strategy helping the car maintain a top-five position and eventually delivering a third place in the LMGT3 class. The #44 car also secured 4th place in class. The #77 and #88 cars have been modeled by Spark and would make a welcome addition to any Le Mans or Mustang collection.
Spark: Mustang GT3 #77 Le Mans 2024 (S9153)
Spark: Mustang GT3 #77 Le Mans 2024 (S9153)
Spark: Mustang GT3 #88 Le Mans 2024 (S9159)
OK, that's it for my first update of the year. January is always a quiet month, but thankfully we have the Sydney Toy and Hobby Fair on January 2. Located at the Epping Creative Centre, 26 Stanley Road, Epping. Until next month, happy collecting.
After Thoughts: "Umbeto Panini: The Cheesemaker Who Saved Maserati's Car Collection."
As Maserati celebrates its 112th anniversary this year, it's worth remembering that a vital part of the brand's history nearly disappeared in the 1980s. At the time, Maserati was under the ownership of Alejandro De Tomaso. When De Tomaso purchased Maserati in 1975, a historic car collection came with the manufacturing operations. Although the company had launched the sharp-edged Biturbo range and sold a minority stake to Chrysler, the financial health of Maserati remained fragile. In a move to raise quick capital, De Tomaso made a dramatic decision: he would sell Maserati's priceless collection of historic road and race cars. The collection included some of the most important machines in the company's history, among them Juan Manuel Fangio's legendary 250F Formula One car, the exquisite "Birdcage" Tipo 61, the elegant A6G/54, and iconic grand tourers of the 1960s and 1970s such as the 3500 GT, Ghibli, Khamsin, Mistral, and Merak. Had they been sold individually, many of these cars would likely have left Italy forever.
Photos clockwise from top left: Maserati A6G/54, 5000GT, Bora, Khamsin (at the Hombre Farm Museum)
Just a few miles outside Modena, Umberto Panini was quietly building a very different empire. Famous worldwide for the Panini sticker albums cherished by generations of children, Panini had invested his success back into his homeland. He founded Hombre, an organic farm producing Parmigiano cheese, and began filling its barns with a remarkable collection of cars and motorcycles. When Panini, a proud Modenese, learned that Maserati's historic cars were at risk of being scattered across the globe, he could not accept the idea of such cultural treasures leaving the region. "In 1986, my father saved the Maserati classic collection," recalls his son, Giovanni Panini. "He tried to form a local committee, but in reality, he was the only one seriously negotiating with De Tomaso."
By the summer of that year, an agreement had been reached. Contracts were signed in September, and by November, the cars had arrived at Hombre, safely housed and displayed together once again. That collection became the Collezione Umberto Panini, a free museum nestled among cowsheds and cheese-making facilities, and home to 22 historic Maseratis. Almost overnight, it became a pilgrimage site for enthusiasts worldwide.
Umberto Panini with his collection (photo: D.Dowsey)
Remarkably, nearly every Maserati in the collection remains fully drivable. Only a prewar 6C with a serious engine issue is currently sidelined. The rest are exercised regularly, driven, raced, and showcased as living machines rather than static exhibits.
In 2025, the entire museum was relocated from the Hombre Farm to a more central site in Modena. The new address is Via dell'Aeroporto 140, Marzaglia, Modena. Under Stellantis ownership, questions once again surround Maserati's future. But thanks to Umberto Panini's decisive action four decades ago, the brand's past, its soul, its triumphs, and its most iconic machines remain safe, intact, and proudly Italian.
Collezione Umberto Panini, at the new location: Via dell'Aeroporto 140, Marzaglia, Modena