1968 Mirage M2

The Mirage M2, featuring an aluminum monocoque with fiberglass bodywork, was constructed in 1968 by John Wyer for the 1969 WSC. Sponsored by Gulf Oil, powered by a BRM Formula One 3-liter V-12 engine developing approximately 370 hp, it is configured as raced in the 1969 Nurburgring 1000 km with the original two-valve heads and Lucas mechanical injection mated to a ZF five-speed transaxle. Tested by Ickx and Oliver and raced by David Hobbs and Mike Hailwood, with a seventh-place finish at Spa, it is significant because of its position in the history of the WSC. Of the three M2 chassis, only '03' is fitted with the original two-valve engine making its significance even more evident. A rare, seldom-seen example of John Wyer Automotive's innovative engineering design and execution, the BRM Mirage is exotic and beautiful by any automotive enthusiast's standards.

JW Automotive at Slough in England produced the Mirage series of racing cars intended to compete in international sports car races. They were clothed in the colours of the Gulf Oil Corporation and often referred to as Gulf-Mirage. The M1 was created in 1967 by John Wyer Automotive (JWA) which was a Sports-Prototype class car and based on the Ford GT40. It was powered by a Ford V8 engine that came in various displacement sizes, up to 5.7 liters. The Ford GT40 used the same engines.

The M1 was a solid and competitive racer with the highlight of its career being the 1967 Spa-Francorchamps 1000 Kms race where Jacky Ickx and Dick Thompson piloted chassis number M.1003 to a victory.

At the end of the 1967, the M1 became obsolete due to rule changes. After Ford's withdrawal from racing, JWA became responsible for the construction of the GT40s. The GT40 met the 50-car production limit and was able to be homologated as a 'Group 4' GT car. The Group 4 category limited displacement size of five-liters. The Group 6 class was designed for purpose-built prototype racers and restricted displacement to just three liters.

The engine was installed in a Len Terry-designed conventional aluminum monocoque chassis. It was mated with a ZF five-speed gearbox which had also been used in the GT40s produced by JWA. A double wishbone suspension setup was used at the front with top links and lower wishbones at the rear. A fiberglass coupe body was used to clothe the M2.

David Hobbs and later Robin Widdows tested the first Mirage M2 after it had been completed in the fall of 1968. Early testing quickly revealed an overheating issue, even with the twin-side mounted radiators. The issue was quickly resolved. After further testing, the Mirage M2 made its racing debut at the BOAC 500 at Brands Hatch in April 1969. Jacky Ickx and Jackie Oliver qualified in 11th but were forced to retire early due to a drive shaft failure.

Qualifying went much better for Ickx at the Spa 1000 km, where he was seated second in the grid. Again, reliability issues forced an early retirement.

By this point, the BRM V12 engine had been updated to a four-valve specification but still lacked the performance that Wyer was seeking. Since Wyer had close ties to Ford, they naturally turned to them to help resolve the issue. They were able to secure a DFV V8 engine which was used in a third chassis, dubbed the M3. Fitted with a Hewland gearbox, it made its racing debut alongside a four-valve V12 engined Mirage in June at the Nurburgring 1000 km.

In similar fashion to the M2, the M3 was forced to retire early due to mechanical failure. In an effort to reduce weight even further, the roof was cut off the M3, transforming it into a Spyder body. The reduction in weight appeared to help, as the M3 qualified on pole at the Zeltweg 1000 km. Again, mechanical issues forced its early retirement. In September, however, Ickx drove the M3 to pole position at the Imola 500 km, and finally scored its first victory.

A full season of testing and development was finally paying off, until rule changes brought its future into question. Group 4 homologation limits were dropped to just 25 examples for the 1969 season. Porsche developed their 917, and Ferrari had their 512 S. Wyer was given the opportunity to run a team of Porsche 917s, which they accepted, and the Gulf-liveried Porsche 917s would go on to have a successful racing career, despite not winning at LeMans.

By Daniel Vaughan | Apr 2017