 1964 GT40 |
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Image credits: © Ford.
1965 Ford GT40 news, pictures, and information | ||
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 |  |  | Roadster Chassis Num: GT108 |
GT108 has had a very active racing history, both in world-wide competition while new, and in vintage racing more recently. It has never been seriously damaged and is the only intact and fully original roadster remaining.
The initial prototypes were all coupes, based on the design criteria of the time. Only four roadsters were built. Of the other three, one exists only as parts, one was converted to a coupe and the other has long since vanished. This car was the official test bed for the ZF transaxle. Successfully completing thousands of miles and resulting in all GT40's using the ZF from then on.
From 1965 to 1992 the car was owned by George Sawyer, John Robertson and Tom Congleton. The car was restored for both Congleton and Robertson and successfully vintage raced through the 1980s and 90s. It is the only intact example that still carries the correct 1965-style nose, and the low tail section unique to roadsters. This car is also the only roadster , or 'Spyder', to remain in as-built condition.
 |  |  | Coupe Chassis Num: GT/111 |
| High bid of €2,100,000 at 2011 RM Auctions. (did not sell) | |||
Its genesis alone is the stuff of legends and the subject of countless books, summarised most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank cheques were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in summer. Úndaunted by a lack of wins, Ford regrouped for 1965 wîth Carroll Shelby – already a veteran wîth his Cobras – taking over the GT40 program.
He delivered a win at Daytona wîth Ken Miles and Lloyd Ruby in GT/103 and a 2nd place at Sebring wîth Ken Miles and Bruce McLaren in the same car.
GT/111Four cars were sent to Le Mans for the trials on 10-11 April. GT/103 and GT/104 came from Sebring, while GT/105 and GT/111, the car offered here, came from FAV in England. GT/105 was the surviving 1964 test car, while GT/111 was a brand new roadster, the 11th of 12 pre-production GT40s. Two other roadsters had been sent to Shelby in America. By now all four cars had 289-cubic inch Cobra engines, and the two FAV cars had the first ZF five-speed gearboxes, intended to cure one of the GT40's worrisome weaknesses.
Led by Surtees again, Ferrari set the top five times, but Attwood in FAV coupé GT/105 was 6th and Bondurant in GT/104 was 7th. Sir John Whitmore drove both the FAV cars but found GT/105 to be five seconds faster than the roadster. Shelby therefore elected to take GT/103 and GT104 to Monza in Italy for the 1,000 kilometre race, while John Wyer enlisted Whitmore and Bob Bondurant to take the new roadster GT/111 to the Targa Florio, thinking the open cockpit would be cooler for the Sicilian marathon.
The Targa Florio takes place over 10 laps on the island's 44-mile Little Madonie road circuit, which is mostly a series of narrow, interconnected turns. The weather can be hot, and the island's predominant rock is marble, which makes for a highly polished, razor-sharp road surface. GT/111 had been repainted from white to a light Linden green for the event, as #194. Car and drivers seemed well-suited to the course, and GT/111 ran as high as third, despite only firing on seven cylinders. But on lap five, a knock-off spinner came undone and Whitmore lost a front wheel. He recovered it but couldn't find the spinner, until a friendly policeman threatened a souvenir collector, who reluctantly handed it over. Bondurant took over and continued to make steady progress until, on the last lap, he ran into loose gravel scattered by another car and hit a wall, tearing off the front wheel that Whitmore had lost earlier. Whilst the damage was minimal, it was enough to force retirement from the race.
GT/111 was shipped back to England, and as GT40 production began, the idea of a roadster was dismissed. So, despite the fact it was repairable, GT/111 languished in the back of the shop and was gradually stripped of usable parts. Then one day FAV stalwart John Etheridge came to work to find the yard had been cleaned up and the chassis of GT/111 had been removed by the scrap merchant. It was presumed destroyed for more than 40 years.
GT/111 – Lost and Found
Of GT/111, no more was heard until September 2006, and the story now properly belongs to GT/111's present owner, a noted 20-year racing veteran. At the Goodwood Revival, mechanics from GT40 experts Gelscoe Motorsport Limited were working on a GT40 in the paddock when a passerby remarked, 'I've got a GT40.'
The mechanics kept on working and the spectator continued. 'Ours is in need of restoration. We've had it for years…this car's for sale, if you're interested.' Phone numbers were exchanged.
Some days later, Gelscoe representatives went to see the car in a lockup garage in Stratford in East London and found GT/111 resting on an old mattress, which had kept it off the ground and from rusting away. It had no top and the windshield had been cut away. But they realised that it was quite different from the production cars they usually saw. For one thing, all the support ribs in the pontoons were perforated steel, which was unique to the 12 prototypes. They quickly realised that they were lòòking at one of the roadsters - one of the prototypes. So they agreed on a price and bought the car. At which point the owner produced the chassis plate GT/111…
The owner remembers that Gelscoe called an FIA official who examined the car 'and then rang me. 'You know you were lòòking for a GT40? I've found a restoration project that's unique.' So I had a look and I agreed to buy it subject to inspection by Ronnie Spain (one of the most respected GT40 experts), and if Gelscoe would restore it.'
Ronnie Spain was contacted in Scotland and agreed to examine the car. Though he was skeptical, he brought all his chassis records and measurements and he was thrilled. His three-page report of December 2006 clearly conveyed his excitement, recognising details which proved GT/111's authenticity and noting new details unique to this car.
Spain wrote: 'Únfortunately the years have developed in me a strong skeptical streak, due to all the supposed GT40 'discoveries' which had been proposed to me which then turned out to have absolutely nothing to do wîth the original chassis claimed, nor any other chassis either. As a result, I was, sadly, not really expecting this claim to come to any more than those claims, which had gone before.'Instead, on my arrival at Gelscoe and on being presented wîth the chassis in question, I was stunned to instantly realize I was lòòking at a genuine Ford GT40 chassis. And by being a genuine chassis, and a roadster, it could only be the chassis of the missing Targa Florio car #GT/111.'
'I am extremely happy that after all this time, one of the missing GT40 chassis has finally come out of the woodwork and can now be restored and join its many siblings on the historic racing circuit, where it belongs and I am grateful for having had the opportunity to examine it and being able to verify its authenticity as GT/111.'
With the provenance confirmed, the restoration was started, aiming to have GT/111 restored in time for the 2007 Goodwood Revival, a mere nine months away. The car was restored to original specifications, wîth correct period 'non roller rockers' engine and zero-type ZF transaxle wîth the exposed linkage. The detail of the restoration is exacting wîth the correct 'Raven Blue' colour monocoque including the parachute material seats, as opposed to the production cars which were black.
The car was painted back the Linden Green colour it was for the 1965 Targa Florio Race. A fully documented restoration dossier was kept and is available for inspection.
However, as wîth all restorations, GT/111 was barely completed in time for Goodwood. The owner remarked, 'I sat in the car on Thursday, and then it went straight to Goodwood. The next time I sat in it was during 20 minutes of qualifying.'
Teething troubles were worked out, just like 40 years ago, and since 2007, GT/111 has run the Spa 6 Hour race in 2007 and 2008 and the Le Mans Classic in 2008. Man and machine hit their stride wîth a 3rd at the 2009 Goodwood Whitsun Trophy, a 4th in the 2009 Spa 6 Hour race and 2nd in class at the 2010 Masters Festival at Brands Hatch. Highly competitive, GT40s are in high demand by organisers of the World's Blue Ribbon Events, added to which the super-rare status of this prototype roadster will ensure that the new owner will not be short of race entry invitations.Of the twelve prototypes built, seven were closed cars and five were roadsters. GT/111 is one of only four roadsters to survive and one of three to have been raced by the works, making this one of the rarest and most desirable Ford GT40s in the World. GT/111 is ready to race, and it seems that the car's greatest successes lie ahead of it.Source - RM Auctions
 |  | Coupe Chassis Num: P/1034 |
| High bid of $2,150,000 at 2013 RM Auctions. (did not sell) | ||
Ford Advanced Vehicles, Ford's English design studio responsible for GT40 production, completed this example (1034) in late-1965. The car's delivery date, March 17, 1966, makes this the fourth purpose-built road car. it was given the standard road car amenities including carpeting, non-perforated leather seats, and leather door pouches. Other options included a heated windscreen, reverse lights, fender mirrors, an electric clock, two fuel gauges, mufflers, and Pine Green paint. Another notable request was the stipulation of 'no lines stripes on the rocker panels.'
The first owner of this car was James Fielding, of Gloucester, England and was the first GT40 production road coupe delivered to the United Kingdom. In 1971, Mr. Fielding traded the car to his neighbor, Paul Weldon. The exchange was for a Rolls-Royce that Mr. Fielding desired, which Mr. Weldon soon located. Mr. Weldon repainted 1034 in British Racing Green and set about some vintage racing, including the six-hour relay at Silverstone in 1973, as well as an exhibition at Le Mans and a GT40 concours at Brands Hatch, where the car took Best in Show. Mr. Weldon also used the car as a road-going vehicle.
In July of 1974, Mr. Weldon traded 1034 to fellow Englishman Anthony Hutton for Mirage M1/10001, the first of just three Mirage GT40s built. Less than a year later, 1034 was purchased by George Parlby, who relocated the car to Australia and commissioned mechanical work by a shop in Sydney. Mr. Parlby campaigned 1034 frequently at various venues until 1982. Over the next two years, a full engine rebuild was performed on 1034, as well as a repaint in the Gulf Team color livery of Powder Blue offset with Marigold stripes. In this guise, the car was presented at the 1985 Australian Grand Prix. A few years later, the car came to the United States and into the care of Harley E. Cluxton III of Scottsdale, Arizona, before passing to Mr. Walton of Arizona. Under his care, the car participated in the third Copperstate 1000. It was then passed into the hands of George Stauffer, of Blue Mounds, Wisconsin, by 1995. Later that year it was purchased by David Bowden, of Queensland, Australia. Mr. Bowden entered the car in several vintage races, frequently driven by Kevin Bartlett, a two-time Australian Driver's Champion and former teammate of F1 driver Frank Gardner. These events included the 1999 Adelaide Classic, the International Supersports Cup Race at the 2000 Australian Grand Prix, and the 75th Anniversary Rally for Ford Australia, held in March 2000. By May 2001, Mr. Bowden had repainted the car in its original factory shade of Pine Green. He also gave it silver Le Mans stripes.
The current owner returned the car to the United States. It has since participated in the Carmel-By-The-sea Concours on the Avenue, The Quail, 'A Motorsports Gathering', and Car Classic Concours held at the Art Center College of Design in Pasadena.
The car is one of 87 Mark I production examples and one of 31 GT40 Mark I road cars.
In 2013, the car was offered for sale at RM Auction's sale in Scottsdale, Arizona. Bidding reached $2,150,000 but was not enough to satisfy the vehicle's reserve. It would leave the auction unsold.
By Daniel Vaughan | Feb 2013
 |  |  | Coupe |
The history of the Ford GT40 began as an attempt to beat a certain Italian Automobile Manufacturer at the grueling 24 Hours of LeMans race. Each June, some of the world's best in the automotive industry descend onto a town West of Paris called LeMans, France to compete in a 24-Hour endurance competition. This tradition began in 1923 and since has become the pinnacle of automotive racing that challenges speed, performance and durability. A select group of European marques had since dominated the race such as Porsche, Ferrari, Jaguar, Bentley, and Alfa Romeo. Ford wanted to join this elite group.
During the early part of the 1960's, Ford attempted to buy Ferrari for $18 million to run its international racing program. The purpose was to use the Ferrari company and technology to help Ford achieve a LeMans victory. The negations unraveled and Ferrari walked away from bargaining table in May of 1963. Enzo Ferrari gave no indication as to why he had decided his company was no longer for sale. Ford decided to build their own super-car and beat Ferrari at International Racing.
Roy Lunn was an Englishman who had began his career at Ford of Britain and later came to the United States in 1958. He had played a role in helping to create the 1962 mid-engined Ford Mustang I Concept. The vehicle was an aluminum-bodied, two-seater that was powered by a 1.7-liter 4-cylinder engine.
After the Mustang I, Roy Lunn along with Ray Geddes and Donald Frey turned their attention to a racing program. The car that Ford had conceived was similar to a Lola GT, being low and mid-engined. The Lola was designed and built by Eric Broadley in Slough, England and first displayed in January of 1963 at the London Racing Car Show. Broadley was running low on funds and consequently more than eager to join with Ford.
Borrowed from the Lola GT was the monocoque center section and aerodynamic design. It was longer, wider, and stronger with a rigid steel section. In the mid-section lay an all-aluminum 4.2-liter V8 engine. The gearbox was a 4-speed Colotti unit; the suspension was double-wishbone. Excellent stopping power was provided by the 11.5 inch disc brakes on all four wheels. In April 1964 the GT40 was displayed to the public at the New York Auto Show. Two weeks later the car was at Le Mans being put through pre-race testing. The result of a very rushed program became evident. The car suffered from aerodynamic and stability issues and as a result ended in two crashes.
The GT represented 'Grand Turismo' while the designation 40 represented its height, only 40 inches. The number 40 was added to the designation when the Mark II was introduced.
The Mark II, still built in England, was put through extensive testing which solved many of the stability issues. Carroll Shelby was brought onboard to oversee the racing program. He began by installing a 7-liter NASCAR engine that was more powerful and more reliable. The result was a vehicle that was much more stable and quicker than the Mark I. For the 1965 LeMans, the Mark II proved to be a stronger contender but resulted in another unsuccessful campaign.
The third generation of the GT-40, the Mark III, was introduced in 1966 and only seven were produced. Ford continued to fine-tune and prepare the GT-40 for LeMans. The GT40 led the race from the beginning. This lead continued throughout the evening and into the morning hours. During the morning the GT40's were ordered to reduce their speed for purposes of reliability. By noon, ten out of the thirteen Fords entered had been eliminated. The remaining three Fords went on to capture first through third place. This victory marked the beginning of a four-year domination of the race.
In 1967 Ford introduced the Mark IV to LeMans. It was built all-American, where the previous versions had been criticized as being English-built and fueled by monetary resources from America. This had not been the first attempt for an all-American team using an American vehicle to attempt to capture victory at LeMans. Stutz had finished second in 1928. Chrysler had finished third and fourth during the same year, 1928. In 1950 the first major attempt to win at Lemans was undertaken by a wealthy American named Briggs Cunningham. Using modified Cadillac's he captured 10th and 11th. His following attempts to win at LeMans included vehicles that he had built where he managed a third place finish in 1953 and fifth place in 1954. This had been the American legacy at LeMans.
Of the seven vehicles Ford entered in 1967, three crashed during the night time hours. When the checkered flag dropped it was a GT40 driven by Gurney/Foyt to beat out the 2nd and 3rd place Ferrari by only four laps.
For 1968 the FIA put a ceiling on engine displacement at 5 liters. Ford had proven that Ferrari could be beaten and an American team and car could win at LeMans. Ford left international sports racing and sold the cars to John Wyer. Gulf Oil Co. provided sponsorship during the 1968 LeMans season. The Ford GT40 Mark I once again visited LeMans and again in 1969 where they emerged victorious both times. In 1969 the margin of victory for the GT40 was just two seconds after the 24 Hours of racing.
In 1969 new FIA rules and regulations ultimately retired the GT40's from racing and ended the winning streak.
Around 126 Ford GT-40's were producing during the production life span. During this time a wide variety of engines were used to power the vehicle. The MKI used a 255 cubic-inch Indy 4-cam, a 289 and 302 small block. The 289 was by far the most popular, producing between 380 and 400 horsepower. When the MKI returned during the 1968 and 1969 season it was outfitted with a 351 cubic-inch Windsor engine. The MKII came equipped with a 427 cubic-inch NASCAR engine. The third generation, the MK-III, had 289 cubic-inch engines. The final version, the MK-IV all were given 427 cubic-inch power-plants.
America, more specifically Ford, had proven that American automobiles and drivers were able to compete in all arenas.
After the production of the Ford GT40 ceased, there were several companies interested in creating replicas. One such company was Safir Engineering which purchased the rights to the name. In 1985 the Ford GT40 MKV was introduced and examples would continued to be produced until 1999. Chassis numbers continued in sequence where the original Ford cars stopped. The cars were powered by a Ford 289 cubic-inch OHV engine that produced just over 300 horsepower and was able to carry the car to a top speed of 164. Zero-to-sixty took just 5.3 seconds. Disc brakes could be found on all four corners. The cars were nearly identical to the original.
By Daniel Vaughan | Jan 2007
For more information and related vehicles, click hereDuring the early part of the 1960's, Ford attempted to buy Ferrari for $18 million to run its international racing program. The purpose was to use the Ferrari company and technology to help Ford achieve a LeMans victory. The negations unraveled and Ferrari walked away from bargaining table in May of 1963. Enzo Ferrari gave no indication as to why he had decided his company was no longer for sale. Ford decided to build their own super-car and beat Ferrari at International Racing.
Roy Lunn was an Englishman who had began his career at Ford of Britain and later came to the United States in 1958. He had played a role in helping to create the 1962 mid-engined Ford Mustang I Concept. The vehicle was an aluminum-bodied, two-seater that was powered by a 1.7-liter 4-cylinder engine.
After the Mustang I, Roy Lunn along with Ray Geddes and Donald Frey turned their attention to a racing program. The car that Ford had conceived was similar to a Lola GT, being low and mid-engined. The Lola was designed and built by Eric Broadley in Slough, England and first displayed in January of 1963 at the London Racing Car Show. Broadley was running low on funds and consequently more than eager to join with Ford.
Borrowed from the Lola GT was the monocoque center section and aerodynamic design. It was longer, wider, and stronger with a rigid steel section. In the mid-section lay an all-aluminum 4.2-liter V8 engine. The gearbox was a 4-speed Colotti unit; the suspension was double-wishbone. Excellent stopping power was provided by the 11.5 inch disc brakes on all four wheels. In April 1964 the GT40 was displayed to the public at the New York Auto Show. Two weeks later the car was at Le Mans being put through pre-race testing. The result of a very rushed program became evident. The car suffered from aerodynamic and stability issues and as a result ended in two crashes.
The GT represented 'Grand Turismo' while the designation 40 represented its height, only 40 inches. The number 40 was added to the designation when the Mark II was introduced.
The Mark II, still built in England, was put through extensive testing which solved many of the stability issues. Carroll Shelby was brought onboard to oversee the racing program. He began by installing a 7-liter NASCAR engine that was more powerful and more reliable. The result was a vehicle that was much more stable and quicker than the Mark I. For the 1965 LeMans, the Mark II proved to be a stronger contender but resulted in another unsuccessful campaign.
The third generation of the GT-40, the Mark III, was introduced in 1966 and only seven were produced. Ford continued to fine-tune and prepare the GT-40 for LeMans. The GT40 led the race from the beginning. This lead continued throughout the evening and into the morning hours. During the morning the GT40's were ordered to reduce their speed for purposes of reliability. By noon, ten out of the thirteen Fords entered had been eliminated. The remaining three Fords went on to capture first through third place. This victory marked the beginning of a four-year domination of the race.
In 1967 Ford introduced the Mark IV to LeMans. It was built all-American, where the previous versions had been criticized as being English-built and fueled by monetary resources from America. This had not been the first attempt for an all-American team using an American vehicle to attempt to capture victory at LeMans. Stutz had finished second in 1928. Chrysler had finished third and fourth during the same year, 1928. In 1950 the first major attempt to win at Lemans was undertaken by a wealthy American named Briggs Cunningham. Using modified Cadillac's he captured 10th and 11th. His following attempts to win at LeMans included vehicles that he had built where he managed a third place finish in 1953 and fifth place in 1954. This had been the American legacy at LeMans.
Of the seven vehicles Ford entered in 1967, three crashed during the night time hours. When the checkered flag dropped it was a GT40 driven by Gurney/Foyt to beat out the 2nd and 3rd place Ferrari by only four laps.
For 1968 the FIA put a ceiling on engine displacement at 5 liters. Ford had proven that Ferrari could be beaten and an American team and car could win at LeMans. Ford left international sports racing and sold the cars to John Wyer. Gulf Oil Co. provided sponsorship during the 1968 LeMans season. The Ford GT40 Mark I once again visited LeMans and again in 1969 where they emerged victorious both times. In 1969 the margin of victory for the GT40 was just two seconds after the 24 Hours of racing.
In 1969 new FIA rules and regulations ultimately retired the GT40's from racing and ended the winning streak.
Around 126 Ford GT-40's were producing during the production life span. During this time a wide variety of engines were used to power the vehicle. The MKI used a 255 cubic-inch Indy 4-cam, a 289 and 302 small block. The 289 was by far the most popular, producing between 380 and 400 horsepower. When the MKI returned during the 1968 and 1969 season it was outfitted with a 351 cubic-inch Windsor engine. The MKII came equipped with a 427 cubic-inch NASCAR engine. The third generation, the MK-III, had 289 cubic-inch engines. The final version, the MK-IV all were given 427 cubic-inch power-plants.
America, more specifically Ford, had proven that American automobiles and drivers were able to compete in all arenas.
After the production of the Ford GT40 ceased, there were several companies interested in creating replicas. One such company was Safir Engineering which purchased the rights to the name. In 1985 the Ford GT40 MKV was introduced and examples would continued to be produced until 1999. Chassis numbers continued in sequence where the original Ford cars stopped. The cars were powered by a Ford 289 cubic-inch OHV engine that produced just over 300 horsepower and was able to carry the car to a top speed of 164. Zero-to-sixty took just 5.3 seconds. Disc brakes could be found on all four corners. The cars were nearly identical to the original.
By Daniel Vaughan | Jan 2007
| ALL-AMERICAN CAR TO BE CONSERVED BY ALL-AMERICAN RACERS | |
 | One of the race cars American racing legend Dan Gurney is most closely associated with is the Ford Mark IV that he and A.J. Foyt took to a historic victory at the 1967 24 Hours of Le Mans. Gurney will get a chance to become even more familiar with the car he helped make famous when his All-American Racers shop in California takes possession of the car's conservation on behalf of Henry Ford Museum, it was announced today. 'I don't think we could have found a better person or better organiza...[Read more...] |
| 1966 24 Hours of Le Mans: Bewildered Bruce | |
 | The look on Bruce McLaren's face as he climbed from his GT40 would be one of stark contrast to the rest of those with the Ford team. It was clear who the winner was, and yet, confusing as well. In the midst of one of the most demonstrative and authoritative victories in Le Mans history, McLaren and his co-driver Chris Amon would find themselves the beneficiaries of a saga that upset the team management at Ford as much as Ferrari's presence. It was an all-out effort. Tremendous amounts of capi...[Read more...] |
| Rodeo Drive Concours Celebrated Great Britain And Aston Martin | |
 | In celebration of the Queen's Diamond Jubilee and the coming London Olympics, Rodeo Drive became decidedly British this past Sunday for the annual Rodeo Drive Concours d'Elegance on Father's Day with 'THE BRITISH ARE COMING!' theme. Aston Martin was this year's featured marque and Gearys Beverly Hills was the presenting sponsor in celebration of their new Rolex store opening on Rodeo Drive. Thousands of guests were joined by comedian Jerry Seinfeld, who stopped by Rodeo Drive for the annual e...[Read more...] |
| 45Th Anniversary Of 'All-American' Victory At 1967 Le Mans | |
 | Forty-five years ago this past week, American racing history was made, and thus far has neve rbeen matched again. With the 24 Hours of Le Mans this weekend, Racing in America reflects on the 45th anniversary of the Ford Mark IV claiming the second of four consecutive victories for Ford Motor Company cars at LeMans, arguably the greatest American racing victory on foreign soil. That day in 1967, the stunning red Mark IV, now in the procession of Henry Ford Museum as part of its Racing in ...[Read more...] |
| Shelby Heritage Display Features Rarest of the Rare at Rolex Monterey Motorsports Reunion | |
 | Complementing the impressive number of authentic competition Shelby Cobras thundering around the circuit in their dedicated race group (3A) at this year's Rolex Monterey Motorsports Reunion, August 17-19, will be a collection of unequalled magnitude at Ford Motor Company's onsite Shelby Cobra Heritage Display. The Rolex Monterey Motorsports Reunion at Mazda Raceway Laguna Seca is a cornerstone, along with the famed Pebble Beach Concours d'Elegance, of Monterey Classic Car Week. The event is ...[Read more...] |
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