Yvan Mahé
“The challenge is to maintain the same level of excellence”
Founded nearly 40 years ago, Équipe Europe is one of the largest historic racing teams operating in Europe. It’s no wonder that up to 30 cars are sometimes prepared, transported, and entered for a single event by Yvan Mahé’s team—an impressive logistical feat!
What does Équipe Europe’s activity involve?
Since 1986, Équipe Europe has been restoring, preparing, and entering historic racing cars in competitions such as Le Mans Classic or the Tour Auto. Our workshop in Seine-et-Marne houses 140 automobiles owned by clients from France, the United States, Japan, and China. We take up to thirty cars to some events, which involves ten semi-trailers and a team of around fifty people. It’s quite a logistical operation!
From what era are the cars you work on?
From the 1950s to the 2010s. My employees, all of whom have their own specialities, are assigned to sections of the workshop based on the production era of the cars.
Do you do everything in-house?
Yes, except for upholstery and painting. We work with suppliers for engines, gearboxes, and suspensions. And when parts aren’t available, we make them ourselves—even carbon fibre components! We’ve also just acquired a 3D printer, which will give us much more independence in manufacturing certain parts. For example, a plastic dashboard button can now be reproduced identically in just a few minutes.
How do you obtain the plans for these parts?
Sometimes we have the original CAD files. Other times, we use reverse engineering with a 3D scanner. Occasionally, we manage to recover the original body moulds from suppliers of the time.
Is every car a new challenge?
Not entirely, because manufacturers of each era tended to use the same equipment suppliers. So, once we’ve mastered one car, it’s easier to tackle its competitors.
What has been your biggest challenge?
Perhaps restoring the first Peugeot 905, a prototype for the 24 Hours of Le Mans in the early 1990s. I had to recruit technicians from the modern racing world, including some former Pescarolo team members, to deal with the electronics. They started by using the software of the time, which ran on MS-DOS and required endless lines of code. Then, with Oreca and Magneti-Marelli, we developed our own solution inspired by LMP2 systems. Now, we have full mastery of this type of restoration.
High-end restoration only works with exceptional models
What’s the secret to your longevity?
The challenge as we grow is to maintain the same level of excellence. One key is staff stability. We have fifteen permanent employees with virtually no turnover. At the workshop, we have fixed hours from 8:30 am to 6:00 pm. We don’t work late into the night, and we don’t finish assembling cars at race circuits. We pay our employees properly. Often, in motorsport, people take advantage of enthusiasts’ passion to underpay them.
What’s changed the most since 1986?
The reliability of cars. In the 1980s, thirty cars would start a race, and only ten would finish. Today, 95% make it to the end. Lubricants have improved tremendously, and so have material qualities. Mechanics have become more professional, and an entire ecosystem has developed. Early on, I had to buy up parts stockpiles whenever I found them. Today, companies reproduce engines and bodywork elements just as they were back then.
The costs must have skyrocketed too?
Of course! When I was 20, I bought my first MG for the equivalent of €2,000. Today, a youngtimer like a Golf GTI costs €40,000. You can’t afford that with just a summer job anymore.
You don’t work on that type of car, though…
High-end restoration only works with exceptional models. Properly restoring a Jaguar Mk II costs at least €150,000, but the car’s value doesn’t exceed €60,000. That’s not viable.
Has it all become a bit too elitist?
In historic racing, we genuinely try to stay connected with the public. The paddocks are open, and we take time to chat with visitors.
You’ve done some driving too. What’s your best memory behind the wheel?
I’ve been lucky enough to drive at Le Mans Classic several times in the Matra MS 660 owned by one of my clients. Driving at night, behind a Ferrari 512S, with the sound of V12 engines echoing through the Indianapolis forest… it’s just magical!
How do you see the future?
My son Guillaume is taking over at Équipe Europe. And the children of our clients are getting involved too. Everything is looking good!
