Alain de Cadenet not only raced his own cars but also fielded them for even more talented drivers under the Ecurie Evergreen banner. During the 1969 season he competed in an ageing Ferrari 206 Dino S and later in the year also acquired an ex-works Porsche 908/02 Spyder to compete in international events. While this proved immediately successful in the hands of David Piper and Chris Craft.
De Cadenet went looking for an even more competitive machine. He got in touch with McLaren with the request to build him a three-litre sports racer based on the all-conquering Can-Am cars and powered by the readily available Ford-Cosworth DFV engine. Bruce McLaren recognised this request as a possibility to expand into the lucrative European market and agreed to supply a car. Like all the customer cars, the McLaren sold to De Cadenet was actually built by Trojan. With the Can-Am cars not needed until the late summer, the project used the very first chassis of the run of the new-for-1970 M8C production cars.
Although its name suggests, that the M8C was based on the 1968 and 1969 Can-Am winning M8s, the aluminium chassis was far from identical. The most significant difference was the use of pontoon-like extensions to house the engine, whereas the works cars were designed to use the big-block Chevrolet V8 engine as a fully stressed member. The chassis extensions on the M8C gave customers a broader choice of engines, which certainly made it a lot easier to install the Cosworth DFV engine without requiring a substantial redesign of the chassis.
It was decided to build the chassis from slightly thinner, 20-gauge aluminium sheet as the car would not have to deal with the tremendous torque generated by the big American V8s. This also helped reduce the weight of what was already a relatively big and heavy machine. Although lighter brakes were available, the Can-Am specification system was fitted with an eye on durability in the long distance races. While the car was constructed at Trojan, McLaren kept close tabs on the progress with McLaren's Harry Pearce coming over an extra day per week.
Once the rolling chassis was completed, the M8C was moved to the facility of Broadspeed where the engine installation was overseen by Keith Greene. Here one of the Cosworth DFV engine was fitted that was previously used for Alan Mann's F3L program. It was mated to a Hewland five-speed gearbox. The Cosworth-engined McLaren was equipped with an M8-style fibreglass body complete with a full-width rear wing.
Entered by Ecurie Evergreen for Chris Craft, the Cosworth-engined M8C debuted at the March, 1970 Thruxton round of the RAC Sports Car Championship. The race ended early due to engine issues. The DFV V8 let the McLaren down again at the international Brands Hatch 1000 km race a fortnight later. At the Vila Real 500km in Portugal, Craft qualified on pole but again failed to reach the finish. The pieces finally fell into place at the Swedish Grand Prix, at Karlskoga, where Craft qualified and more importantly, also finished first. He raced the car at the Croft Interserie.
Ecurie Evergreen only fielded the M8C once in 1971, in the 1000 km race at Buenos Aires where Craft shared the car with Trevor Taylor. They finished ninth after starting 14th. After the race, De Cadenet sold the McLaren, without the DFV engine, to local entrant Nasif Estefano. He fitted the car with a readily available and much more easy to service small-block Ford V8. Campaigned in local events through to early 1973, the unique McLaren racked up two more victories.
The car had different owners and was in the USA from 1992. It appears that Mark Davies owned the car from 2013-2015.
McLaren Chassis M6GT-1 would become Bruce McLaren’s personal street car and was completed in early 1970.
By this time, Trojan (who had the contract to build McLaren’s customer cars) had already delivered the first competition example: chassis M6GT-2 R.
The M6 GT was based on the M12 underpinnings and the M6GT-2 R was built up from chassis M12-60-15.
The buyer of M6GT-2 R was British privateer, David Prophet. Prophet was a successful motor trader from Birmingham. He began racing in 1959 and initially ran machinery from Austin-Healey, Elva and Kieft. In 1963, Prophet moved up to a Brabham BT6 single seater and a Lotus 23. He purchased his first McLaren in 1965 (a McLaren Elva Mk1) which was followed by a Mk2 in 1966. These were superseded by a Ferrari 250 LM for 1967.He raced a Lola T70 Mk3 GT and Ford GT40 Mk1 in 1968 and that was invested in the M6GT.
Along with several other individuals that placed orders with McLaren, David Prophet had hoped to run his new M6 GT at the Silverstone International Trophy Meeting in March 1969. However, delays at the factory meant the Silverstone event was missed. When it became clear the M6 GT would not be homologated into Group 4 for 1969, all the other potential customers cancelled their orders.
M6GT-2 R was delivered to David Prophet in late April of 1969. As an un-homologated Prototype with five-litre Chevrolet engine, it could not compete in the World Sportscar Championship or any other FIA-sanctioned event. This left Prophet with just a handful of stand-alone Group 7-type races to pursue along with the Special GT Championship in Britain where practically anything was permitted. However, aside from a Special GT win at Crystal Palace, he encountered little success.
Hochenheim Interserie july 1970
After a race at Wunstorf in August 1969, Prophet had M6GT-2 R converted to full Group 7 M12 specification. In this configuration he ran it three more times in 1969, all DNF races.
In 1970 he actively participated in the Interserie championship, still in the M12 specifications.
Chassis SL76/143 was one of the 16 B-spec. T70 MK3 GTs constructed by Lola. The Ecurie Bonnier ordered this chassis 143 to replace the 1967 chassis 101. The new car got the Bonnier team colours of yellow with a broad white centre stripe and single red pinstripe.
In 1969, the car was raced in some British and Swedish Sportscar championship races but also in the World Sportscar races. Highlights of its inaugural campaign included fifth overall and first in class at the Spa 1000km World Championship race, a win in the Paris GP and some podium finishes in England. Drivers were Jo Bonnier himself joined by Herbert Muller, but also Masten Gregory and Ronnie Peterson.
For 1970, again a mixture of races. A P07 in the Brands Hatch 1000 km and a P10 in the Spa 1000 km and later a P08 in the Watkins Glenn 6 hours were great results. Bonnier took a podium third place in the Interserie race Hockenheim 1 and Peterson got the car to P3 at Keimola.
With 5L- Group 4 cars made obsolete at the end of 1970, there were suddenly fewer opportunities to compete. Chassis 143 was sold, converted to Spider bodywork and, in its new configuration, was seen again in some Interserie races. After that it was bought by David Piper.
Chassis SL76/143 was stored in North Wales for nearly 40 years before being acquired by enthusiast Michael Hanson and entrusted to Colin Bennett. Hanson’s friend Mike Smith is likely to race it, with Mike Wilds responsible for initial shakedown running.
Bennett has traced the car’s history and it has been restored using the original monocoque and period bright yellow bodywork. “It has not run for 40 years and this has been a meticulous rebuild,” said Bennett. “Michael always wanted to own a T70 and it has been a long-term project.”(2014).
Lola T70 Chassis SL76/146 was sold to privateer John Woolfe. He owned already a Lola T70 Mk3 GT (chassis SL73/102) and a Chevron B12. For 1969, chassis SL76/146 was purchased along with a McLaren M6B.
And then, before the Lola was delivered, he saw the Porsche 917 in March 1969. He became the first customer to put his name down for a 917; it would be delivered in time for the 1969 Le Mans 24 Hours.
Woolfe’s new Lola made its debut at the Oulton Park Tourist Trophy on May 26th. Finished in Woolfe’s signature colour scheme of blue with two yellow centre stripes, Richard Attwood was recruited to drive but failed to finish as a result of clutch failure.
The Le Mans 24 Hours then took place in June and there Woolfe fatally crashed his 917 on the opening lap. Having taken off at great speed without fastening his seatbelt, Woolfe was swept along by faster drivers and lost control coming over the hump through the kink before Maison Blanche. Getting two wheels on the grass at over 150mph, the Porsche slid wide and Woolfe couldn’t catch it, hit the guard rail, flipped onto its roof and continued down the road before breaking in two and catching fire. John Woolfe died in the helicopter as he was rushed to the hospital.
The chassis SL76/146 made three more appearances for John Woolfe Racing over the remainder of 1969.In September the car was sold to Racing Team VDS in Brussels and painted red with white and blue stripes.Private Racing Team VDS was the team of Count Rodolphe van der Straten, Serge Trosch and Lionel William. Funding came principally from Count van der Straten who was heir to the Belgian brewing dynasty that made Stella Artois. It had a good relation with Autodelta Alfa Romeo.
SL76/146 debuted at the end-of-season Paris 1000km. Drivers Teddy Pilette and Gustave Gosselin qualified ninth but retired with fuel-injection trouble.During the 1970 season, Racing Team VDS contested over 20 races with the Lola. The highlight of the season was fourth overall and a class win at the Buenos Aires 1000km Temporada event plus outright victory at the Vila Real 500km. In the World Sportscar championship and the 24 hours of Le Mans, the car usually had a DNF. Teddy Pilette also did a full season in the Interserie with a P05 at Keimola his best result. For 1971, team VDS got to race in the Formule 5000 and did only a few races in Sporscar. They got to P06 in the Spa 1000 km.
The T70’s final period outing came at the 1971 Paris 1000km, but Gosselin span into the barrier when lying fifth. Externally the damage didn’t look too bad, however, a broken upright brought the car’s front line career to an end.
The car has been seen in some historic racing events, driven by Stefano Rosina ( and Chris Fox), for exemple in the Monza Historics 2019 and 2020 and the Dix Mille Tours 2020.
Lola T70 Chassis SL76/147 was dispatched to Jo Bonnier in 1969. He sold it to the Swiss tuner, Louis Morand, who planned to race it with an experimental Chevrolet engine on behalf of his company, Development Moteurs Morand.
The car painted in dark green Lola made its competition debut in a twelve lap sports car race around the Ulm-Laupheim airfield track in Germany on July 6th 1969. Driven by Swiss Gerard Pillon, it was placed fifth overall and won its class. There were engine problems in three races thean, including the Zeltweg 1000 km.
In 1970, Morand-Pillon took part in the 1000 km Buenos Aires, the Monza 1000 km and the Spa 1000 km. Two non-finishes and a disqualification at Spa for outside assistance were the results. The rest of the year was not better, only one time th car crossed the line. He car did one appearance in the last race of the Interserie championship.
Louis Morand sold the Lola to another Swiss driver for the 1971 season: Denis Veyrat. He campaigned the now all-yellow T70 in nine French Sportscar Championship events during 1971 (the Championnat de France des Circuits), during which he picked up two wins and a second place finish.
In 1973 Veyrat sold SL76/147 to Gregory Fischer (Formel-Rennsport-Club). Fischer converted it to a Spyder trim and contested the last four Interserie races of ‘73. Best results were a P14 finish at the Norisring and ninth at Hockenheim.
The car then passed through the hands of Franco Sbarro and on to David Piper who reverted it back to Coupe- setting and, in 1978, sold it to Lola’s US distributor, Carl Haas. Since then, the car has gone through the hands of several private collectors.
Owned by dealer Jean Guikas, it is seen at Monza in 2007 during the Classic Endurance Racing event. Since 2014 it is actively campaigned by David Hart (Netherlands) in multiple historic racing events. like the LeMans Classic and Historic GP Zandvoort.
Historic GP Zandvoort 2015 and 2018
Le Mans classic 2023
Lola T70 Chassis SL76/148B was built around a brand new chassis and body using the engine and gearbox from Picko Troberg’s wrecked T70 chassis SL76/148A. The Lola, painted red, was supplied to British privateer, Barrie Smith, who ran Avalon Racing in the village of Garlinge, Kent around September 1969.
He car replaced a Chevron B8 in which he raced in 1967-1968. He immediately entered the Lola in several races in Europe at the end of the season.
The 1970 season began with a trip to Argentina for the Temporada series. Unfortunately, the bright red Lola failed to finish either of the 2 races in Buenos Aires. He than raced in four races in yje UK and one at Monthlery. He won the race at Chrystal Palace.
The two first races of the Interserie were less successful. After yeat a win in a race at Chrystal Palace, the season ended with a trip to South Africa where Smith and Jackie Pretorious finished seventh overall and won their class at the Kyalami 9 Hours.
Having exhausted most of his funds, Barrie Smith sold the red Lola to John Farley in 1971. Farley had 148B road registered and repainted blue.Restored into racing specifications after it was sold to Richard Bond in 1974, who raced it in 1975.In 1976 the car was sold to Geoffrey Marsch (Marsch Plant Hire) and raced by Gerry Marschall.He won the Dubai GP in 1981. In 1985 it was sold to David Piper and Richard Attwood. The car was again painted red and raced in some historic events, entered by David Piper until 1996. The car was sold to a French collector and mechanically restored. In 2005 it was sold to GTC from Guikes in the South of France. He sold it again painted red with white striping in the front.
Lola T70 MK3B GT Chassis SL76/150 was sold to David Piper, well known sportscar racer since 1962 and his preference so far for Ferrari cars. The Lola was painted in bright green for the 1969 racing season and the Group 4 Sports class. The Lola SL76/150 should replace the ageing Ferrari 250 LM Piper had campaigned for much of 1969.Piper raced his green Lola far and wide in 1969. He picked up a couple of wins (at the Montlhery Coupes de Vitesse and Hockenheim Solituderennen) and another half dozen podium finishes. He had a DNF at the Brands Hatch 6h and the Monza 1000 km. Piper was given a works drive in a Porsche 917 at the Nurburgring 1000km in May 1969. He acquired his own example towards the end of the year (chassis 010).
Richard Piper took his own 917 to the 1970 races, so he let other drivers take the wheel of the T70 SL76/150.
Chris Craft, Richard Attwood and Jean-Pierre Beltoise all raced SL76/150 in 1970. Craft and Atwood took the car to Buenos Aires in the kanuary and Attwood raced the car in two Interserie races, a P05 at Hockenheim race 1. Attwood picked up two wins in France (at Montlhery and Dijon) and Beltoise won the car’s final race in Piper’s ownership at Magny Cours.
In the second half of 1970, Piper was recruited by Solar Productions to source cars for their upcoming Steve McQueen movie, Le Mans. The car can be seen performing in the movie.
Then David Piper had a nasty accident. He lost control of the 917 Porsche at Maison Blanche. The car was completely destroyed but David lost part of his right leg. His racing career was over.
After filming, Solar Productions sold SL76/150 to Parisian privateer, Pierre-Henri Archambeaud. The car remained green with orange and white striping. Throughout 1971 and 1972, Archambeaud raced the T70 along with his Porsche 911 S. He picked up myriad top three results in French championship events including a couple of wins at his home circuit of Montlhery.
After 1972, the car came in the possession of Franco Sbarro, who sold it back to David Piper, who in turn traded the car to Brian Redman.
The SL76/150 later spent time in a Swedish collection before returning to the UK. Beautifully prepared by specialists Moto Historics, it has been raced at select events.
Photos show the car in 2014, LM Classic 2016, 2018 and at Retromobile 2024.
Lola T70 MK3B GT Chassis SL76/151 was the second T70 sold to the Swiss Ferrari distributor, Georges Filipinetti. It followed chassis SL76/145 which incurred heavy damage on its debut outing at the 6h Brands Hatch April 1969. The engine and gearbox from SL76/145 were subsequently installed into SL76/151 while the damaged tub was repaired, built up into a rolling chassis and used for the Steve McQueen movie, Le Mans.
Chassis SL76/151 was ready in time to make its debut at the Targa Florio (see photo above). Herbert Muller and Jo Bonnier failed to finish because of suspension damage following an off-course excursion. The car then posted another three DNFs in its next three outings: an accident caused retirement in the Oulton Park Tourist Trophy, engine trouble forced it out of the Le Mans 24 Hours and head gasket failure resulted in another DNF at the Watkins Glen 6 Hours.
But the next day, the car entered a CanAm event and Bonnier got to P07. In a race at Zeltweg, he was second and in the Zeltweg 1000km Bonnier-Muller finished second overall behind the Porsche 917 of Siffert-Ahrens.
Herbert Muller then took the wheel of SL76/151 for the three-race Nordic Challenge Cup series held during August and September. Like most other competitors, Muller failed to take the start in the opening race at Keimola owing to a prize money dispute. The Mantorp Park and Anderstorp events that followed yielded a brace of third place finishes overall and a class win at the former.
In its penultimate outing as a Filipinetti entry, Muller and Bonnier finished eighth overall and fourth in class with SL76/151 at the Paris 1000km at Monthlery. Bonnier then drove single-handedly to a class win at the 50 lap Hockenheim Hessenpreis event on October 19th when the red and white Lola finished second overall behind the Gesipa Porsche 908/02 of Jurgen Neuhaus.
Georges Filipinetti sold SL76/151 to Jo Bonnier in December 1969. Bonnier entered Ronnie Peterson and Jorge Cupeiro for the 1970 Buenos Aires 1000km. They finished seventh overall and second in class, after which Cupeiro was paired with Reine Wisell for a 200 mile race at the same track a week later. On this occasion, SL76/151 failed to finish.
Thereafter, the car was raced by Stefan Sklenar in two Interserie races, all DNF results
Most likely after Jo Bonnier’s death at the 1972 Le Mans 24 Hours, SL76/151 was sold to Swiss racing driver, Rene Herzog, who is not believed to have used the car.
The Lola then went through the hands of a couple more European owners before finding its way to George Stauffer of Wisconsin in the late 1990s. Since then the car has been restored to its 1969 specification.
