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Eric Broadley's firm would gain notable recognition toward the mid-to-late 1960s as it partnered with Ford to mount an attack on Ferrari's dominance at Le Mans. However, the foundations would be laid much earlier causing Lola to be on the forefront of mid-engine sportscars.
The foundations would be laid at the Olympia Racing Car Show in January of 1963. Upon this stage Broadley would introduce Lola's latest GT creation, and it would be truly revolutionary.
At its introduction, the new Lola Mk 6 GT would require a bit of imagination as it was a non-running example, and therefore not much different than many other manufacturers who had tried to place big-bore engines at the back of a GT car. The display would suggest Broadley's team had solved the issue of the incredible torque, but the display wasn't necessarily proof. The proof would come about six months later.
At the 1963 24 Hours of Le Mans, Dickie Attwood and David Hobbs would take to the wheel of the Mk 6 GT around the famed eight mile circuit. Taking advantage of the 530hp, 5.7-liter Chevrolet V8, Attwood and Hobbs would come all the way from the back of the field to run as high as 9th place. Lap after lap, the Lola would redefine the big block, mid-engine sportscar. Completing 151 laps, the Lola would only come undone when it suffered an accident. Despite the accident, Attwood would immediately know the car was something special.
Sadly, finances would prevent the Mk 6 GT from being produced in any sizable numbers. In fact, just three examples would be built before Ford would realize what Broadley had built and inquired about building what would become the famed GT40. Nevertheless, the GT40's predecessor would not lack suitors.
One of those suitors that would recognize the strengths of the Mk 6 would be none other than John Mecom, the Texas racing team owner. Coming across the Lola while on his honeymoon, Mecom would put in an order and would receive chassis LGT-2. Mecom's example would be held for the Texan as he would enter the '63 24 Hours of Le Mans as part of the Lola factory effort. The car was intended to be a second car effort. Sadly, the car would sit idly by serving as a spare for LGT-1.
LGT-2 would actually take to the track in the International Guard's Trophy race held at Brands Hatch. Augie Pabst would get a demonstration run and then would be given the task of driving the car in the race. Fearing for his life behind the wheel, Pabst would find some relief when an oil pressure problem forced the car to retire after just a few laps.
Undaunted, Mecom would take LGT-2 and would have the problems rectified. However, before he would be able to do anything with the car Ford would come calling. They wanted every example of the Mk 6 GT for the GT40 project. Mecome would be rather annoyed by Ford's approach and would deny them the car. Instead, the Texan would ship the car back to the U.K. to have the Chevrolet engine tuned. The result would be a car that was not only faster, but lighter as well. In December of 1963 the car would make an appearance at the Nassau Speed Week and would duly go out and win its preliminary event. Then, in the Tourist Trophy race, LGT-2 would again end up victorious.
Heading into the 1964 12 Hours of Sebring, LGT-2 would be a favorite with Pabst and Walter Hansgen as the car's drivers. However, the car would complete just 44 laps before engine problems sidelined the car for the remainder of the race.
LGT-2 would return to the Lola factory once again where it would undergo some more modifications. These would include a further tuned suspension, wider track, GT40-style hubs and modified front and rear fenders. Once finished, this aggressive-looking Mk 6 GT would return to the United States ready for action.
Unfortunately, the car would continue to run into some reliability issues, and then, at the Los Angeles Times Grand Prix, held at Riverside, Pabst would suffer a sticking throttle. The result would be the Lola plowed hard into a guardrail nearly taking the top of the car clean off. Pabst, amazingly, would not be severely hurt in the incident, but the car would be finished.
Following the accident Mecom would store the Mk 6 GT away. The car would be nearly forgotten about for nearly a couple of decades. It had not undergone any restoration. It remained in its state when it plowed headlong into the guardrail. Then, in 1986, an attempt would be made to restore the car.
The restoration would be only partially completed before Gordon Gemball would show an interest in owning it. Gemball would take delivery of the car and would keep it in his possession for a couple of years before he would sell the Lola to Chuck Haines of Missouri.
Haines was intent on having the Lola restored. Therefore, he would commission Tom Frederick to take on the endeavor. Frederick was by no means a stranger to such cars. He had been a former Can-Am crew chief and had years of experience. Less than a year after coming to own the car, Haines would sell LGT-2 to Peter Kaus.
The well known German collector would have to have the Lola and would display it proudly in his Rosso Bianco Museum where it would stay until 2006.
Following the period with Kaus, the Lola would go on to be a part of the Louwmn Family Collection in Holland. While with the family the Lola would continue to undergo restoration work. Hall and Hall in England would take up the effort. Their more than two decades of experience would come in handy as the car would be renewed. The effort would finally come to an end in 2010. Immediately, LGT-2 would make its presence felt in a number of vintage events, such as the SOVREN Historics held at the Pacific Raceway in Kent. This appearance would be followed up with a trip to the 2011 Silverstone Classic and then the 2012 Techno Classic held in Essen, Germany.
In addition to all of the events, LGT-2 would receive a FIVA Historic Technical Passport from the UK Motor Sports Association, which only furthered the car's eligibility for vintage and historic events.
Muscular from every angle, mean and aggressive, the 1963 Lola Mk 6 GT certainly has the blood lines of the iconic GT40. From select breeding come champions and the Mk 6 GT was what made the GT40 possible. The car is not a mere footnote in GT racing history. It represents a landmark of discovery; a moment that made everything else possible.
One of just three ever built, LGT-2 represents very select company. It didn't achieve the success, notoriety or the fame of the later generation, but it is by no means unspectacular and unimportant. It is one of just three automobiles that changed…well the whole landscape of mid-engined sportscars.
Offered at the 2014 RM Auctions event held in Monterey, chassis LGT-2, the 1963 Lola Mk 6 GT would draw pre-auction estimates ranging well into the seven figure categories. As it made its appearance the bidding would go north of $1,000,000 but would ultimately fall short of the reserve having a high bid top out at $1,200,000.By Jeremy McMullen
The foundations would be laid at the Olympia Racing Car Show in January of 1963. Upon this stage Broadley would introduce Lola's latest GT creation, and it would be truly revolutionary.
At its introduction, the new Lola Mk 6 GT would require a bit of imagination as it was a non-running example, and therefore not much different than many other manufacturers who had tried to place big-bore engines at the back of a GT car. The display would suggest Broadley's team had solved the issue of the incredible torque, but the display wasn't necessarily proof. The proof would come about six months later.
At the 1963 24 Hours of Le Mans, Dickie Attwood and David Hobbs would take to the wheel of the Mk 6 GT around the famed eight mile circuit. Taking advantage of the 530hp, 5.7-liter Chevrolet V8, Attwood and Hobbs would come all the way from the back of the field to run as high as 9th place. Lap after lap, the Lola would redefine the big block, mid-engine sportscar. Completing 151 laps, the Lola would only come undone when it suffered an accident. Despite the accident, Attwood would immediately know the car was something special.
Sadly, finances would prevent the Mk 6 GT from being produced in any sizable numbers. In fact, just three examples would be built before Ford would realize what Broadley had built and inquired about building what would become the famed GT40. Nevertheless, the GT40's predecessor would not lack suitors.
One of those suitors that would recognize the strengths of the Mk 6 would be none other than John Mecom, the Texas racing team owner. Coming across the Lola while on his honeymoon, Mecom would put in an order and would receive chassis LGT-2. Mecom's example would be held for the Texan as he would enter the '63 24 Hours of Le Mans as part of the Lola factory effort. The car was intended to be a second car effort. Sadly, the car would sit idly by serving as a spare for LGT-1.
LGT-2 would actually take to the track in the International Guard's Trophy race held at Brands Hatch. Augie Pabst would get a demonstration run and then would be given the task of driving the car in the race. Fearing for his life behind the wheel, Pabst would find some relief when an oil pressure problem forced the car to retire after just a few laps.
Undaunted, Mecom would take LGT-2 and would have the problems rectified. However, before he would be able to do anything with the car Ford would come calling. They wanted every example of the Mk 6 GT for the GT40 project. Mecome would be rather annoyed by Ford's approach and would deny them the car. Instead, the Texan would ship the car back to the U.K. to have the Chevrolet engine tuned. The result would be a car that was not only faster, but lighter as well. In December of 1963 the car would make an appearance at the Nassau Speed Week and would duly go out and win its preliminary event. Then, in the Tourist Trophy race, LGT-2 would again end up victorious.
Heading into the 1964 12 Hours of Sebring, LGT-2 would be a favorite with Pabst and Walter Hansgen as the car's drivers. However, the car would complete just 44 laps before engine problems sidelined the car for the remainder of the race.
LGT-2 would return to the Lola factory once again where it would undergo some more modifications. These would include a further tuned suspension, wider track, GT40-style hubs and modified front and rear fenders. Once finished, this aggressive-looking Mk 6 GT would return to the United States ready for action.
Unfortunately, the car would continue to run into some reliability issues, and then, at the Los Angeles Times Grand Prix, held at Riverside, Pabst would suffer a sticking throttle. The result would be the Lola plowed hard into a guardrail nearly taking the top of the car clean off. Pabst, amazingly, would not be severely hurt in the incident, but the car would be finished.
Following the accident Mecom would store the Mk 6 GT away. The car would be nearly forgotten about for nearly a couple of decades. It had not undergone any restoration. It remained in its state when it plowed headlong into the guardrail. Then, in 1986, an attempt would be made to restore the car.
The restoration would be only partially completed before Gordon Gemball would show an interest in owning it. Gemball would take delivery of the car and would keep it in his possession for a couple of years before he would sell the Lola to Chuck Haines of Missouri.
Haines was intent on having the Lola restored. Therefore, he would commission Tom Frederick to take on the endeavor. Frederick was by no means a stranger to such cars. He had been a former Can-Am crew chief and had years of experience. Less than a year after coming to own the car, Haines would sell LGT-2 to Peter Kaus.
The well known German collector would have to have the Lola and would display it proudly in his Rosso Bianco Museum where it would stay until 2006.
Following the period with Kaus, the Lola would go on to be a part of the Louwmn Family Collection in Holland. While with the family the Lola would continue to undergo restoration work. Hall and Hall in England would take up the effort. Their more than two decades of experience would come in handy as the car would be renewed. The effort would finally come to an end in 2010. Immediately, LGT-2 would make its presence felt in a number of vintage events, such as the SOVREN Historics held at the Pacific Raceway in Kent. This appearance would be followed up with a trip to the 2011 Silverstone Classic and then the 2012 Techno Classic held in Essen, Germany.
In addition to all of the events, LGT-2 would receive a FIVA Historic Technical Passport from the UK Motor Sports Association, which only furthered the car's eligibility for vintage and historic events.
Muscular from every angle, mean and aggressive, the 1963 Lola Mk 6 GT certainly has the blood lines of the iconic GT40. From select breeding come champions and the Mk 6 GT was what made the GT40 possible. The car is not a mere footnote in GT racing history. It represents a landmark of discovery; a moment that made everything else possible.
One of just three ever built, LGT-2 represents very select company. It didn't achieve the success, notoriety or the fame of the later generation, but it is by no means unspectacular and unimportant. It is one of just three automobiles that changed…well the whole landscape of mid-engined sportscars.
Offered at the 2014 RM Auctions event held in Monterey, chassis LGT-2, the 1963 Lola Mk 6 GT would draw pre-auction estimates ranging well into the seven figure categories. As it made its appearance the bidding would go north of $1,000,000 but would ultimately fall short of the reserve having a high bid top out at $1,200,000.By Jeremy McMullen
2014 RM Auctions at Monterey
Pre-Auction Estimates :
USD $1,500,000-USD $2,000,000
High Bid (Lot was not sold)
USD $1,200,000
Recent Sales of the Lola Mk 6 GT
(Data based on Model Year 1963 sales)
Lola Mk 6 GTs That Failed To Sell At Auction
1963 Lola Mk 6 GT's that have appeared at auction but did not sell.
| Vehicle | Chassis | Event | High Bid | Est. Low | Est. High |
|---|---|---|---|---|---|
| 1963 Lola Mk 6 GT | LGT-2 | 2014 RM Auctions at Monterey | $1,200,000 | $1,500,000 | $2,000,000 |
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1963 Lola Mk 6 GT
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