After the success of the M10A, Trojan announced plans to triple production to 50 cars for 1970. Motoring News (9 Oct 1969 p18) reported that the M10B "closely resembled" the M10A but incorporated many of the modifications made to the M10A during the 1969 season, including "redesigned front and rear suspension, re-styled body fairing, a new cooling system using an aluminium radiator, wheel sizes changed to 11in low off-set front and 16in rear". Also the tub "has been lightened and modified to accept immediate installation of a dry sump engine".
The prototype car won the 1970 and 1971 US championships, making it the most successful individual F5000 car of all time.
Eoin Young, in his book Bruce McLaren: The Man and his Racing Team (Eyre & Spottiswood, 1971) says that 21 M10Bs were built and records from a parts supplier confirm this by showing that coil/shock units were supplied for M10B 400-01 to 400-21. However, research by Duncan Fox shows that many of the early season M10Bs had M10A style tubs.
Alongside the research into the Lola T332, this McLaren M10B project is the most complex in the F5000 section. Thanks to Ian Hebblethwaite, Michael Kacsala, Duncan Fox, Steve Wilkinson, Tony Nicholson, Malcolm W. Starr, Bruce Leeson, Marcus Pye, Clive Bracey, Noel le Tissier, Mike Allison, Malcolm Page, David Pearson, Aaron Lewis, Tim Barry, Peter Lindenberg, Jim Griffin, Edd Ozard and Bob Barton for their help so far. All and any further help would be gratefully received. Please email Allen at firstname.lastname@example.org if you can add anything.
To Malcolm W. Starr: first seen as spare car for John Cannon US 1969 R13 Sebring. Then merged team of Carl Hogan and Malcolm W. Starr as Hogan-Starr Racing US 1970 for John Cannon (won championship); Tasman 1971 for Cannon; US 1971 for David Hobbs (won championship). Advertised by Bill 'Murph' Mayberry at Hogan Racing (Newton Square, PA) Dec 1971 and April 1972 ... Unknown in 1972 … Bryant Ingalls (Conklin, NY) used in SCCA racing 1973 and 1974. Advertised Mar 1975. Advertised ('ex-Hogan') by Clifford Racing (Dublin, PA) 22 Nov 1975 and again 24 April 1976.
Subsequent history unknown but in the Crawford Auto-Aviation Museum in Cleveland, Ohio in 2004. This car may be one of the racing cars donated to the museum by Dick Leppla, who died in 2011, as it has a reference to Chevron Race Cars USA, Leppla's 1980s import company, on the rear wing. Exhibited at the Amelia Island Concours in 2009. Still shown on the Crawford Auto-Aviation Museum website in September 2013.
Neil Allen (Australia): won on debut late 1969; Tasman 1970; Tasman 1971. Allen then announced his retirement and the M10B, together with Allen's spare chassis, were advertised from 31 Mar to 7 May 1971 - Kevin Bartlett: Australian Gold Star 1971; Tasman 1972; March 1972 (Bartlett gets T300 in April), US R2 (7 May 1972) ... Gil Cameron (Aus) from Apr 1975; 1976; 1977.
Subsequent history unknown but reported to be one of the cars owned by Llynden Riethmuller (Sydney, Australia) in 2007. Riethmuller died in July 2009 and both his M10Bs were acquired from Riethmuller's family by Alan Hamilton in May 2011. Restored in time for the Mar 2013 Phillip Island Classic where it was driven by Alfredo Costanzo. According to Hamilton, it was owned by Tony Edmondson between Cameron and Riethmuller. Some pre-race reports said that Costanzo's car was chassis 400-19 and others that it was the ex-Bartlett car. Hamilton had acquired both cars.
When Alan Hamilton's two M10Bs were restored, one was dark green with an orange nose and the other was red with a green nose. The red M10B 400-02 was restored for Hamilton by Giuseppe 'Joe' Ricciardo during 2015 and was on display at Bathurst in October 2015. Alfredo Costanzo drove the red M10B at the Phillip Island Classic in March 2016, but swapped back to the green 400-19 during the event.
Alan McKenchnie for Mike Walker UK 1970. The monocoque was replaced (by 400-18S) so that Walker could get the lower engine mount specification used by Gethin and Ganley. The 400-03 chassis to Roy Lane (Warwick, Warwickshire) and built up with 5.5-litre Chev for the British Hill Climb Championship 1971 (11 run-offs and three wins; fourth overall in the championship). To Richard Shardlow (Baslow, Derbyshire): British Hill Climb Championship 1972 (11 run-offs with best result 5th at Prescott but then rolled at Harewood 10 Sep 1972). Advertised in September 1973 still stripped and sold later in the year to John Bailey. Rebuilt with 5.5-litre Chevy and LG600 and used in Sprints during 1974 and 1975 (e.g. Duxford Sprint Oct 1974 and a win at Curborough August 1975). To Harry Phillips (Coventry) wins libre races at Llandow in 1976: two in April , one at the end of July and one at the end of September. Such a car appeared at the Birmingham "Round the Streets" in 1979 or 1980. Labeled "Techcraft" according to Allen Brown who saw it that day.
Then unknown until sold in 1984 by Ian Webb (Dorking) to Roger Ealand. Raced by Ealand in 1985 and advertised later that year. Raced again in 1986 and then sold to fellow historic racing driver Paul Palmer. Palmer had the car restored by Michael Cane Ltd in or around 1987 and then sold it to Ed Hubbard. Hubbard would later become well known as the owner of Bentley "Old Number One". Hubbard sold the car on in 1988 to Ean Pugh (Wales & Monaco) in a deal that included Connaught B5. However, Ean is quite sure the car he bought was the "ex-Prophet" 400-04, not 400-03.
Together with the rest of Pugh's cars, the McLaren is now in a private museum near High Wycombe. Retained September 2013.
David Prophet: UK 1970 (16 race + 2 DNS); libre 1970 (won at Silverstone 5 Sep 1970); Argentinean GP Jan 1971; UK 1971 (14 races); libre 1971 (2 wins at Silverstone); UK 1972 (13 races + 1 DNS); libre 1972 (2 wins at Silverstone) - Jim Moore: UK 1973 (3 races); libre 1973 (1 win at Castle Combe and 2 at Silverstone). Moore recalls selling it to "somebody in the Channel Islands".
Maybe the 5000cc McLaren entered by 'T. Chadney' at Le Val Des Terres 27 Jul 1974.
Tom Coughlan (Channel Islands) approx 1974 to approx 1976 for Noel Le Tissier to race in hill climbs. Le Tissier only made the Championship Run-Offs twice (7th at Bouley Bay 24 Jul 1975 and 7th at Le Val des Terres 2 Aug 1975) but recalls running the car for two or three seasons before Coughlan bought the Chevron B32. He had a major crash at Shelsley, after which the car was rebuilt with modified front suspension. Likely to be the M10B with 5-litre Morand engine advertised by Attenborough Garage (Vale, Guernsey, Channel Islands) in December 1976. To Phil Chapman (Sheffield) and John Keefe hill climbs 1977.
A car owned by Bruce Leeson (Carmel, CA) since 1991 has HSCC papers that state a continuous history back to Prophet and Moore via Noel le Tissier. Owners after Le Tissier are given as Phil Chapman & Phil Keefe ... Ian Webb ... John Peskett (1982-1987) - John Beasley 1988 - John Harper 1988 - Rick Hall of Hall & Fowler (Bourne, Lincs) 1988 - Richard Schoenfield (Huttontown, NY) February 1990 and then Leeson in August 1991. Webb (Dorking) remembers selling a McLaren to Peskett, and John Harper advertised an "ex-David Prophet restored rolling chassis" in May 1988 but the rest of the history is so far taken on trust.
Raced by Leeson in the Formula 5000 Tasman Cup Revival at the Australian GP meeting 28 Mar 2009. Raced consistently in the Tasman Revival series from Nov 2008 to 2012. Raced by Leeson at Sydney Motorsport Park Nov 2012. Raced by Leeson at Sydney Motorsport Park Nov 2012 and at HMSA Laguna Seca March 2015. Raced at the HAWK at Road America in July 2015, and at the Monterey Pre-Reunion a month later.
Barry Newman for Howden Ganley: UK 1970 (18 races, five second places) - Gordon Spice: Argentinean GP 1971; UK 1971 (11 races + 1 DNS). Rebuilt as 'Kitchmac' by Tony Kitchiner for 1972 season: driven by Gordon Spice (UK: 7 races + 1 DNS), John Kendall (UK: 2 races; US : 1 race only R3 Watkins Glen), Fred Saunders (UK: 1 DNS only), Alan Rollinson (UK: 1 race only), Roger Williamson (UK: 3 races); UK 1973: driven by Kaye Griffiths ( 1 race only), Richard Knight (5 races + 1 DNS). Not seen again after the end of 1973. It has been reported that this car was wrecked in an accident but it appears to have survived its final race in 1973 intact. Subsequent history unknown.
See also the Reto Kuprecht car.
Sid Taylor UK 1970: driven by Peter Gethin (13 races, 8 wins), Derek Bell (1 race) and Reine Wisell (6 races, 3 wins) - Keith Holland late 1970: Australian GP Nov 1970; Tasman 1971 (3 races); UK 1971 (dropped in the lake at R1 Mallory Park 28 Mar). At this point the history of this car divides, with a replacement tub forming the basis of a new "M10H" from R3 Brands Hatch on 12 Apr but the original also returning at some point to make two cars. Research conducted by Duncan Fox using photographs of Holland's car strongly implies that the original tub was in the "M10H" at some point. The two cars resulting from this period of confusion are shown below as 400-06(A) and 400-06(B).
See also the Bob Slessor car.
A car built up by Keith Holland late 1972 or early 1973 using, it is believed, the original 400-06 tub. To Chris Oates (Ripley, Derbyshire) 1972 and entered for late-season F5000 races but did not appear. Entered for four races in 1973 and turned up for two but did not record a time on either occasion. Sold to Spencer Elton (Westbury, Wilts) 1973 and advertised "1973, unraced" in October alongside the other ex-Holland car, now also ex-Baker. Sold to Dave Harris (Bristol) for sprints. At some stage, the car had been updated with M14 suspension. Harris: British Sprint Championship 1974 (6 races, 2 wins and 2 2nds; 2nd in championship); British Sprint Championship 1975 (9 races, 4 wins and 3 2nds; won championship); British Sprint Championship 1976 (8 races, 3 wins and 1 2nd; won championship). According to the car's papers, the M10B then went John Taylor for 1977. Taylor entered it for the opening Sprint round at Longridge but did not arrive. He later raced at Wroughton on 31 July 1977 (14th in class), and Colerne 30 July 1978 (15th in class); in 1978 the car was listed as an M10B/14. The car's papers give the next owners as Robin Darlington (1977-78) and Michael Lavers (1979). The car was advertised in Jan 1979 from a Bridgewater number. The papers then continue with John Peskett (1980-1990), Rick Hall of Hall & Fowler (1990-1993), Mike Barretta (Munich, Germany, 1994-2000) and Mark Longmore (since 2000).
Raced in historics by Matthew Wurr from 2002 (or earlier). Raced by Wurr at the Goodwood Festival of Speed 2008 and at the Oulton Park Gold Cup 2009. On display on the HSCC stand at the Autosport International Show Jan 2010. Raced at the 2012 Silverstone Classic. Entered by Longmore in the Cholmondeley Pageant of Power in June 2014 when driven as usual by Wurr.
Keith Holland's replacement car: UK 1971 (8 races) during which time it was modified along the lines of McRae's successful car; UK 1972 (9 races) including a crash at Brands in Apr after which the car was even further modified and dubbed "M10H". By July 1972, the car had side radiators, a wedge nose and had been lengthened by 3½in. Sold to Clive Baker Aug 1972: UK (5 races); UK 1973 (2 races + 1 DNS). Via Chris Oates to Spencer Elton (Westbury, Wilts) late 1973 and advertised. To Stephen Cuff (also Westbury, Wilts) late 1973 and advertised with a 5.7-litre Chev Jan to Apr 1974 (although curiously Cuff entered a McLaren M10B at Prescott in May 1975). To Bob Leckie (Aberdeen): libre 1974 (entered for an Ingliston libre May 1974, 2nd at Fintray 30 Jun 1974, unplaced in libre at Ingliston July 1974). Advertised during 1974 but not seen again. Spencer Elton recalls that Leckie converted the M10B to a Skoda Super Saloon. Subsequent history unknown but see the Bob Slessor car as that was used as the basis of a Super Saloon in the same time period..
David Good (Maidenhead, Berkshire) for the 1970 British Hill Climb Championship, fitted with a 5.5-litre Alan Smith Chevrolet. To Richard Thwaites (Dewsbury, West Yorkshire) for 1971, now using a 5-litre Chevy, and retained for 1972 when Thwaites was very successful in smaller hillclimbs. Retained again for 1973 when Thwaites used a 5.7-litre or 5.8-litre engine. Sold to Martyn Griffiths (Arley, Worcestershire) July 1974 and used in the British Hill Climb Championship in 1974 and 1975. Griffiths had a second M10B during 1975 having damaged the monocoque of one car at Pontypool at the end of April. Advertised Sep 1975 and Mar 1976, and sold to Godfrey Crompton (Tenbury Wells, Worcestershire) 1976 for hillclimbs but crashed at Loton Park August 1976. Sold still in crashed condition to Keith Cox (Halesowen, West Midlands), rebuilt and again hillclimbed. To John Peskett (Leicester) 1977 and remained unused in his collection, with 400-06(A), M10A 300-16 and other F5000s. Later to restorer Rick Hall, then to Jeffrey Pyett (Oundle, Peterborough) 1989, then Richard Eyre (Rayleigh, Essex) 1991. Sold by Eyre to David Mitchell (NZ) mid-2012 but the car remained with preparer Simon Hadfield through 2013. Shipped to New Zealand in May 2014. Appeared at the Gulf Oil Howden Ganley Festival at Hampton Downs in January 2015.
Kipp Ackerman: SA 1970 (7 races); SA 1971 (8 races); SA 1972 (9 races + 1 DNS, best finish 3rd); SA 1973 (9 races); SA 1974 (4 races + 1 DNS). Later sold to the Theo Smith whose family who own a big wheel and tyre franchise in South Africa. The car was modified for use in drag racing and then sat in the Smith's Wheels showroom for many years until sold to Peter Lindenberg in 2003. Underwent a total restoration by Jimmy Price in 2009. Sold by Lindenberg to Danie Jacobs (Hamilton, New Zealand) in 2014. Expected to be on display at the Gulf Oil Howden Ganley Festival at Hampton Downs in January 2015.
The original owner of this car is unknown but it is likely to be the car of Eppie Wietzes.
New to Frank Matich (Australia) and fitted with Repco-Holden V8 for Australian racing. Raced at Warwick Farm 12 Jul 1970 but crashed, and rebuilt on a new tub as "M10C". Next raced at Calder on 18 Oct 1970 (won), then at Australian Grand Prix 22 Nov 1970 (won). Raced in the 1971 Tasman series (7 races, 1 win and 3 2nds), then to the US for the L&M series (2 races only: won R1 and 2nd at R2) before returning to Australia for the 1971 Gold Star series. Crashed prior to Oran Park 27 June and rebuilt on a third tub, then appeared in three races, winning one. Colin Bond drove this car in the Australian GP in November 1971. To Frank Radisich at the end of 1971 and raced in the 1972 Tasman series (8 races), the 1972 Australian Gold Star (1 race only), and the 1973 Tasman (3 races + 1 DNS). To Keith Laney (NZ), fitted with a Chevrolet V8 and raced in the Tasman series in 1974 (1 race only) and 1975 (1 DNQ only). Then to Dennis Phillips for hill climbs 1976, then Russel Greer (Blenheim, NZ) and fitted with a 6.3-litre Chevy to win the 1979/80 NZ hill climb championship. Sold to Peter Addison (Australia) but history then unknown until acquired by Max Warwick (Australia) in the mid-1990s. Sold to Graham Wadsworth (Melbourne, Australia) 2006. Still with Wadsworth in June 2013.
New to Graham McRae for the 1970 British F5000 series, starting at Brands Hatch at the end of March. Won the final round of the series, also at Brands Hatch. Then raced in the 1971 Tasman series, winning at Levin, Wigram and Sandown Park. After crashing his new M18 at Snetterton early in 1971, McRae brought out the M10B again and won at Mallory Park in May, at Thruxton in August, and at Snetterton at the end of that month. At the next race, at Hockenheim on 12 September, McRae crashed when challenging Emerson Fittipaldi's Lotus 56B turbine for second place. The car slammed ito the barrier and caght fire when a fuel cell ruptured. McRae escaped with minor burns, but the M10B was completely destroyed.
Bob Rose (Solihull, Warwickshire) for UK Sprints, mainly at Curborough. Debut 18 Apr 1970 at Curborough. Also ran in the British Sprint Championship 1970 (3 events, 3 wins), 1971 (4 events, 4 wins), 1972 (8 events, 4 wins) and 1973 (3 events). To John Ravenscroft (Basingstoke, Hampshire) and used in UK sprints 1974. Heavily damaged ("suffered a broken chassis") at Curborough 8 Sep 1974 and reported to have been written off. Returned in 1975 (when it was still said to be "ex-Rose") and advertised in September that year.
The "ex-Rose" M10B was later advertised by Tom Fletcher (Helsby, Cheshire) in 1984 still with its 5.7-litre Chev. Next seen with Richard Weiland (Mainz, Germany) 1990. Sold to Hanns Arnold (Volkach, Germany) 1997. Sold to Max Wakefield (London) in 2014 who notes that the chassis shows signs of repairs when the radius arm was punched into the chassis. This is likely to relate to Ravenscroft's accident in 1974. Still with Max in February 2016 when it was in the middle of a thorough restoration.
Steve Durst (Elkins Park, PA): SCCA Nationals (won at Portland 3 May); US 1970 (#36 blue; debut at R2 Edmonton 24 May: 5 races). Durst crashed at R8 St Jovite on 1 Aug and missed the last five races of the season, implying that the car was significantly damaged. Subsequent history unknown but in August 1974, a M10B was advertised by Toyota dealer and former SCCA racer John H. (Jack) Thompson (Doylestown, PA) that was said to be "completely rebuilt" and "5 races from new". That can only really mean the Steve Durst car, all the other M10Bs having raced many more times by 1974. Doylestown is only 25 miles from Durst's base at Elkins Park. See also the Peter Robotham car advertised nearby in 1975.
The car is next seen in 1987 when Chuck Haines (St Louis, MO) sold it to Mike Allison (Falls Village CT), then GM for Skip Barber Racing. Haines was in St Louis, MO by the mid-1980s but had lived in Bethel Park, PA, on the outskirts of Pittsburg, in the mid-1970s. The car was fully restored by Charlie Gibson of Sasco Motorsports (Stratford, CT) and raced by Allison until sold to Mike Yanchek in 1988/89. Yancheck lodged the car in the Novi Racing Museum in Michigan for some time. Following Yancheck's death in the mid 1990s, the car was stored until it was one of three cars sold by his widow to VJ Mallya's collection in June 2005. Restored by Tony Nicholson's Robin Automotive (Sonoma, CA) now held in the Mallya Collection Private Car Museum (Sausalito, CA). Sold by the Mallya Collection at Bonhams' Quail Lodge auction in August 2015. The identity of the new owner is not yet known.
New to Gregg Young (Westport, CT): US 1970 debut at R4 Laguna Seca 14 Jun (9 races: best finish 6th at Sears Point 28 Jun). Hired by Carlos Marincovich for the Argentinean GP in January 1971. Then to the Agapiou Brothers (Van Nuys, CA) for AJ Foyt to drive at Questor GP 1971 (where it was also practiced by Jackie Stewart). Sold to Dennis Ott (Upland, CA) for the 1971 Pro season (white and gold #56 V Grand Racers McLaren M10B) but wrecked in the second round at Laguna Seca in May. Ott replaced it with the ex-Wietzes M10B, and the damaged monocoque was donated to the Ontario International Speedway to be used in training on the new Hurst "Jaws of Life" hydraulic rescue tools. It is unlikely that very much recognisable metal would have survived that process.
Team Broadspeed [Ford engine] for Chris Craft UK 1970 (debut R11; later damaged in workshop fire) - Sid Taylor [Chev engine] UK 1972: driven by Brian Redman (6 races + 1 DNS, 2 wins); US 1972: driven by Derek Bell (R3 Watkins Glen 18 Jun and R4 Elkhart Lake) and John Cannon (R5 Donnybrooke). Sold by Jerry Entin to Micky Fowler after R6 Road Atlanta 20 Aug 1972 and entered at R8 Riverside 24 Sep 1972. Micky Fowler US 1973 (1 race + 1 DNS); SCCA Nationals 1973 (won at Riverside); US 1974 (one appearance only); US 1975 (1 DNS only); SCCA Nationals 1975.
According to paperwork still with the car, it was sold by Thomas H. Stitch to Arthur Boga (Los Angeles, CA) in January 1976. Then unknown until sold by Mike Sheehan (Costa Mesa, CA) to D. Lowell McGrane (Zephyr Cove, NV) in late 1987 or early 1988. Then to Brad Calkins (Denver, CO) in May 1990. The car has a brass SCCA plate which indicates that it raced in the 1972 SCCA series and the name "Taylor" stamped into the DG300 transmission. Still with Calkins in February 2015.
Unknown in 1970. Paddy Driver: SA 1971 (11 races, three 2nd places), 1972 (1 race only: wrecked at Killarney 8 Jan 1972 after tangle with John McNichol's M10B). Rebuilt on new chassis - see 400-16(B). Original chassis later repaired as 400-16(A).
Original car repaired and rebuilt. Driver believes he sold this to Mike Domingo but isn't sure. This tub then probably used to rebuild 300-15 at some point - probably after it caught fire at some time. The resulting car would have been a real bitza but it makes more sense to regard it as 400-16(A) than 300-15-2. Possibly the Domingos' 1974/75 M10. Subsequent history unknown. From Bryan Tyler to Sean Mooney. Appeared at Coys in 1999, now owned by Sean Mooney. To Wolfgang Bscher and subsequently to Graham Earl: raced in historics 2000. Then unknown until for sale by Legends Automotive Ltd (Bicester, Oxfordshire) in 2014.
New car built after the original 400-16 was wrecked using an unnumbered replacement chassis from Trojan. Paddy Driver SA 1972: from Welkom 22 Apr 1972 (); SA 1973. Then to Nolly Limberis SA 1974; SA 1975 - unknown owner - Willie Hepburn - Paddy Driver (again) mid 1980s. Being rebuilt in Jo'burg in 2002 for Driver.
Unknown in 1970. John McNicol SA 1971, 1972 - Derek Tunmer SA 1973 - Billy Scheepers SA 1974 - Boet Poelser SA 1975 (not the car raced by Len Booysen - see 400-18S) ... Willie Hepburn - Paddy Driver (again) mid 1980s - Rennie Mackrory. Rennie kept the car for many years, but finally sold it in August 2014. The new owner is continuing the restoration project.
Alan McKechnie to replace 400-03 (a replacement monocoque that allows the engine to sit lower): UK 1970 for Mike Walker - John Butterworth: UK 1971 for John Myerscough and Guy Edwards (Victory Race only); UK 1972 for Edwards - Mike Domingo (South Africa) 1973 and raced by Joe Domingo 1974. Then raced by Len Booysen in 1975 for Team Domingo. To Rennie Mackrory late 1980s ... going to a Duncan Fox customer in New Zealand 2002 ... being "worked on" by Fox for owner Frank Karl (Auckland, NZ) in June 2007; retained 2009.
Expected to appear in the 2010/11 New Zealand F5000 Tasman Cup Revival Series but not seen. Again expected in a July 2012 preview of the 2012/13 series. Reports describe the car as being chassis 400-03. Raced at the Phillip Island Classic in March 2016.
Spare chassis supplied to Neil Allen. According to Trojan records, it was numbered 400-19 and delivered 28 Jul 1970. The car does not appear to have had a chassis plate and is believed to have shared the number '400-02'. Built up as complete car by Allen and Peter Malloy and, after Allen's retirement, advertised 31 Mar to 7 May 1971 - Allan Hamilton: Australian Gold Star 1971 - Pat Burke Racing for Warwick Brown Tasman 1972. Also March, April, May, Aug, Oct, Nov, Dec 1972 (Brown gets T300 Jan 1973); Trojan Racing for Bob Muir Tasman 1973; Team Target for Warwick Brown (Aus) Gold Star from Oct 1973. Suspension and other parts used for Bryan Thomson 's VW Sports Sedan which debuted at Calder in January 1974. The M10B tub was later rebuilt into a complete car and went via Peter Bick, Paul Trevethan and George Parlby to Llynden Riethmuller.
Note that the Formula 1 Register books record 400-19 as being the replacement M10B used by Keith Holland 1971-72 (from R3 Brands onwards, replacing car crashed at R1 Mallory). See 400-06(B) above.
After Riethmuller's death in July 2009, both this car and 400-02 were acquired from Riethmuller's family by Alan Hamilton in May 2011. However, one of the cars, presumably 400-19, was described as "an unpainted tub with enough bits to complete the car less a transmission".
When Alan Hamilton's two M10Bs were restored, one was dark green with an orange nose and the other was red with a green nose. Alfredo Costanzo raced the green M10B 400-19 at the Phillip Island Classic in March 2013, at Historic Sandown in November 2013, at the Phillip Island Classic in March 2015, and at Phillip Island Classic in March 2016. By 2016, it was owned by Giuseppe 'Joe' Ricciardo.
To Belgian team Racing Team VDS for Teddy Pilette to drive in the 1971 Tasman series. Then raced by Pilette in the British series in 1971, after which it returned to New Zealand for the 1972 Tasman series. Sold to Pierre Soukry (Strasbourg, France) and raced in the 1972 European series from late May onwards. Also used in French hillclimbs, winning at Wissembourg in early June. Soukry recalls that he sold the car to a man who crashed his car and trailer on the way home, destroying the McLaren.
Team Trojan for Ray AllenUK 1971 (13 races + 1 DNS) - Bobby Howlings 1972: raced in Croft libre 19 Mar and at Mallory Park 26 Mar Rothmans round - Clive Santo UK 1972 (12 races + 1 DNQ at Rothmans 50,000 and 1 DNS at last race of season). Sold to Jim Griffin (San Francisco, CA) May 1973 less engine but with DG300 and a damaged spare tub. First raced mid 1974. Advertised "the last ever built M10B" 27 Sep 1975. Raced in SCCA Nationals 1976 (only one known race: Sears Point 25 Apr 1976); SCCA Nationals 1977 (only two known races: Sears Point 24 Apr 1977 and Laguna Seca June Sprints 25 Jun 1977) but also extensively in SCCA Regionals. Sold to Edd Ozard (San Jose, CA) 1978: tested once and raced just twice, winning at Laguna Seca first time out and crashing heavily at Laguna next race. Edd recalls that he "took off a fair amount of suspension front and rear" and that he then sold it "in a basket". Jim Griffin's recollection is that the car went from Ozard to Robert Barton (Lakewood, CA). Duncan Fox reports that the sale to Barton was 16 Apr 1992. Retained by Bob Barton 2010.
The 1972 production cars
In February 1972, Peter Agg at Trojan advertised a pair of M10Bs - "two complete brand new cars as frustrated export order". One of these is presumably the car that went to Bill Wood two months later but the fate of the other is unknown. Eoin Young's biography of Bruce McLaren says that Trojan built 21 M10Bs. This could either mean that the number 400-13 wasn't allocated for superstitious reasons and that 400-22 was the last car built, or that 400-13 was included but these two 1972 cars were built too late to appear in the book. As the book was published in 1971, the latter hypothesis appears most likely.
Built April 1972 for Bill Wood: UK club racing 1972 (used regularly in club races at Croft and Rufforth) - Tony Bancroft 1973, fitted with 5-litre Alan Smith Chev V8: British hill climbs 1973; British hill climbs 1974 (mentioned in preview Autosport 28 Mar 1974 p48, also at Barbon Manor Autosport 6 Jun 1974 p43 and Doune AS 27 Jun 1974 pp54-55, 2nd BTD Scammonden BARC AS 4 Jul 1974 p55, Harewood RAC 7 Jul 1974 AS 11 Jul 1974 p53). Advertised as 400-22 5 Sep 1974 p58. Prescott 1 Sep 1974 (AS 5 Sep 1974 p30) where it was also driven by Sir Nick Williamson as he was still suffering oil pressure problems on his regular Marlyn-DFV. BTD at Scammonden 15 Sep 1974 (AS 26 Sep 1974 p61). Harewood BARC 30 Sep 1974 (AS 3 Oct 1974 p52). Castle Howard AS 17 Oct 1974 p48 "in the McLaren which he has sold to Don Robinson". Don Robinson British Hill Climb 1975 (10th in 5.7-litre M10B at Barbon Manor 24 May 1975); 1976: crashed at the Easter Harewood (AS 22 Apr 1976 p39 and Mason p276). The car was said to have been written off.
The US mystery cars 1970-1975
Of the early US M10Bs, only Eppie Wietzes' car remains to be explained. This coincides nicely with their being only one chassis number to explain, 400-09.
'the Eppie Wietzes car'
New to Eppie Wietzes (Thornhill, Ontario): US and Canada 1970 (#94 white-and-red; debut Harewood Acres 10 May 1970; 16 races in total). To Dennis Ott (Montclair, CA/Upland, CA) replacing an earlier car wrecked at R2 Laguna Seca 2 May 1971: US 1971 (R3 to R6), SCCA Nationals 1971 (last seen Phoenix 26 September 1971).
In December 1971, Ott advertised two M10Bs, "one new rolling chassis, one complete". The complete car would be his ex-Weitzes car but the origins of the new rolling chassis remain unknown. Ott recalls that he sold his new rolling chassis to Bob McGinty, but it is possible he was mistaken and McGinty got the ex-Wietzes car.
In 1971, of the four M10Bs appear in the US in 1970: Carl Hogan retains his team's 400-01; Wietzes' white-and-red car goes to Merriman/Maryon then to Dennis Ott; Durst's blue 400-13 is believed to have gone into SCCA racing but its owners are currently unknown; and the Agapiou Brothers' ex-Young 400-14 also went to Ott who wrecked it almost immediately at Laguna Seca.
In 1972 Sid Taylor imported another M10B (400-15) which he sold to Mickey Fowler. Of the two cars Ott advertised at the end of 1971, one goes to Bob McGinty but the other vanishes. The ex-Hogan 400-01 appears to have stayed in the North East corner of the US, and Taylor's 400-15 stayed with Fowler until 1975. Kevin Bartlett's 400-02 does not seem to have stayed in the US after his visit in 1972 but Clive Santo's 400-21 moves from the UK to the US in 1973.
'the Bob McGinty car'
Sold by Dennis Ott to John Bowman and Bob McGinty (Ontario, CA) in April 1973, and raced by Bob McGinty in 1973 and 1974. His only appearances in Pro races were at Riverside in April 1973 (DNS) and at Riverside in October 1974. According to the car's SCCA logbook and other documents still with the car, the next owners were David Eshleman (Fontana, CA), Duncan Brundrett (San Clemente, CA) in January 1980, David Halapoff in May 1981, and Allen Korneff (Downey, CA). In September 1988, Korneff sold the car to David Hankin (Redding, CA) who ran the car in vintage racing in 1991 and in 1994. In 2009 the car was restored to Eppie Wietzes' #94 livery and it ran in the 2011 CSRG Charity Challenge at Sears Point. Dr Hankin passed away in February 2016, and the car remains with his family.
'the Peter Robotham car'
Advertised by Peter Robotham (Fort Washington, PA) Autoweek 27 Sep 1975. Fort Washington is just north of Philadelphia and less than 20 minutes drive from the Elkins Park base of Steve Durst, last known owner of 400-13. However, there were two M10Bs in this part of Pennsylvania during that time: 400-01 and 400-13. Nothing more known.
Note also that some of the M10As, notably Merle Brennan's and Patrick Garmyn's, were being described as M10Bs by this time.
The UK mystery cars 1971-1978
With so many M10Bs remaining in the UK and each car apparently remaining active for a number of years, the picture is complicated. The notes that follow may look a hopeless jumble but are, as a wise man once said, 'the right notes, but not necessarily in the right order'.
"Never used". Advertised by Jim Gleave's MRE Racing Services Ltd (Bourne End, Bucks) in March 1971 as "complete with Bartz Chevy [and] DG gearbox". This car was Howden Ganley's spare car and has never been raced". Later advertised with M18 ("little used") from Burnham (Bucks) AS 26 Aug 1971 p54. M18 in picture wears #12 suggesting the Barry Newman/Howden Ganley car. Is this the M10B sold many years later by Ganley as being 400-05?
"McLaren M10B TVR. Modified to M22 type spec, with March F1 wheels, uprights ...bargain £250 lot" [Peter] Gerrish, Wooton-on-Edge. Autosport 22 Jun 1972 p57. The price implies this is not a complete car so "TVR" is possibly "TUB" mistranscribed.
"new, never used". £3,950. 01-935 7886 (ev). This telephone exchange then covered Marylebone, an affluent area in central London.
At the end of 1973, eight M10Bs were in the UK: Shardlow's ex-Lane 400-03 (on its way to Bailey), Jim Moore's 400-04 (later to Le Tissier), Tony Kitchiner's "Kitchmac" 400-05, Chris Oates' modified "M10H" (on its way to Harris), Clive Baker's side-radiator "400-06" (on its way to Leckie), Thwaites' 400-07 (on its way to Griffiths), Bob Rose's 400-12 (on its way to Ravenscroft) and Tony Bancroft's 400-22 (retained). Pierre Soukry's 400-20 had gone to France but then disappeared, and Clive Santo's 400-21 had gone to the US. In addition, the ex-Sir Nick Williamson M10A was just in the process of going missing for a season (1974) before joining 400-07 with Griffiths.
So, if we exclude Soukry's car, only the Kitchmac vanishes at (or by) the end of 1973. However, it looks as if one or two new cars had been built either by Trojan or outside.
1974 M10B competitors: Bailey (400-03), Harris (400-06A), Leckie (400-06B), Griffiths (400-07), Ravenscroft (400-12) and Bancroft (400-22). Jim Moore's 400-04 appears to go Tom Coughlan and Noel le Tissier in 1975 but may already be with Coughlan in 1974. A 'T. Chadney' had a 5000cc McLaren at Le Val Des Terres 27 Jul 1974 and that may well be connected. Later in the 1974 season, John Wallwork had a "F5000 McLaren" at the IoM sprint.
1975 M10B competitors: Bailey (400-03), Coughlan & Le Tissier (400-04), Harris (400-06A), Griffiths (400-07), Ravenscroft (400-12) and Robinson (400-22). Note that Simon Riley's "M10B" was an M10A and Griffiths' second car, later with Richard White, was M10A 300-08. Paul Gardner was mentioned running a M10B at a Longton sprint; was this his M4B?
1976 M10B competitors: Phillips (400-03), Harris (400-06A), Godfrey Crompton (400-07) and Robinson (400-22 wrecked). There is no mention of Coughlan & Le Tissier's car (400-04) in 1976 but it's probably still with them. The career of Ravenscroft's 400-12 appears to have ceased but that might be the car of fellow Sprint specialist Dennis Basson.
Mike Sullivan (Salisbury, Wiltshire) advertised a Formula 5000 McLaren tub in August 1974. There were March tubs also being sold in a garage clear out. Nothing more known.
John Wallwork (Rossendale, Lancashire) "whose F5000 McLaren seized on the line while waiting to start its first practice run" at the Isle of Man sprint in Sep 1974.
A McLaren M10B with a 5.7 Chev engine was advertised from Kineton, Warwickshire in April 1976. This might have been Roy Lane but his M10B should have been long gone by 1976.
Dennis Basson (Reading, Berkshire) won the Invaders MC sprint at Wroughton airfield near Swindon on 5 Sep 1976. Nothing more known.
... and later...
Advertised Feb 1978 apparently complete and recently used (practice and publicity only) with Ed Donovan engine from a Hitchin (Hertfordshire) number. Nothing more known.
Note that the advert in Autosport in early 1975 for a F5000 McLaren in Newington, Kent was for Allan Kayes' McLaren M14A, not a M10.
Other relevant cars
|Vebra sprint car
|Clive Bracey (Banstead, Surrey) built up a McLaren M10B chassis to use as the basis of his 5.0-litre Vebra-Chevrolet for British Sprint Championship 1974 (9th at R1 Yeovilton; 6th at South Cerney 28 April 1974; 22 pts in final table). Crashed at Gurston Down 5 Oct 1975 "doing the car no good at all". Later at Wroughton 1 Aug 1976 and 31 Jul 1977, at Weston 7 Oct 1978 (7600cc Vebra Mk 1) and at most Colerne sprints from 1978 to 1988. By 1987, Bracey's car was described as a Vebra MK II. When the Pilbeams and F2s started to take over sprinting, Bracey focused on the straight line events and the car had evolved to an 8-litre engine running on methanol by the time Clive finally retired it in 1990. The LG600 gearbox went to Nigel Hume, the engine to Malta and the chassis went to a man in the Midlands. Nothing more has been heard of the chassis but it is likely to have become a M10B for historic racing.||Unknown|
Modern mystery cars
'the Bob Slessor car'
Bought by Bob Slessor (NW London) in 1976 from an advert he had seen in Motoring News. He believes the vendor may have been Brian Walker, presumably the sprinter and hillclimber of that name from Preston. Slessor's recollection was that Walker had bought the car from a hillclimber who had seized the engine, to use parts of it on an Ford Escort Super Saloon. That sounds like it may have been the M10B owned by John Wallwork, whose engine seized at the Isle of Man sprint in September 1974, and who lived in the same area of Lancashire.
Slessor recalls that "he kept the Hewland box, the complete 4 corners, steering rack, radiator and dash; I got the Tub, wheels, seat, tank, rollover bar, nose fins and rear wing, plus the engine with webbers and up and over exhaust". After a while Slessor realised he did not have the budget to rebuilt the car so he sold the engine and advertised the remained of the car and parts. He was contacted by John Powell (Seattle, WA) and after protracted shipping challenges, the car was sent to Seattle. Many years later, following Powell's death, the car was acquired by Denny Aker (Seattle, WA), boss of Aker's Porsche in Seattle. Tony Garmey (Seattle, WA) viewed the car in May 2004 and reported that it was a bare M10B tub but had an original Trojan foil chassis plate bearing a number that appeared to be '400-06'. Whether this was M10B 400-06(B), last seen in Scotland in 1975, is still not clear.
The chassis was acquired from Aker by Ian Fitz-Simon and subsequently sold on to Duncan Fox by April 2008 who shipped it back to New Zealand and started to build it up into a complete car. Sold to Poul Christie (Auckland, NZ) by May 2011. The restoration was said to be nearing completion in July 2012. Debuted in the Tasman Cup Revival meeting at Hampton Downs Jan 2013. The car was now in green-and-white Gethin livery, the same as Mark Longmore's M10B 400-06(A). Raced at the Leadfoot Festival 22-24 March 2013. After a period out due to an arm injury, Christie raced the car at the 2015 Monterey Motorsports Reunion.
'the Reto Kuprecht car'
A car sold by Howden Ganley to Reto Kuprecht (Zurich, CH) in 2003 and bearing the chassis number from 400-05, the car that Ganley raced in 1970. Raced by Reto in historic racing across Europe. Sold in August 2013 to Alain Girardet (Aigle, Switzerland).
'the Barry Davison car'
An "ex-Prophet 400-04" was acquired from Roy Lane (Warwick, Warwickshire) by Barry Davison (Buckinghamshire, UK) March/April 2006. This appears to have been built by Lane from parts but the origins of the monocoque are not known. Sold to Sherwood Restorations (Southwell, Notts) 2011. Sold to unknown European owner late 2011/early 2012. In June 2014, Alain Plasch ran a McLaren M10B at Nivelles-Baulers and press reports described it as David Prophet's former car. A close examination of photographs shows a number of features that are identical to the Barry Davison car. Still with Alain in January 2017.
These histories last updated on 3 January, 2017 .