1968 Ford GT40

During the 1960s, the Ford Motor Company undertook a global promotional advertising campaign called 'Total Performance,' which aimed to succeed in various motorsport competitions, ultimately benefitting their mainstream vehicles and endowing them with similar qualities. 'Win on Sunday, sell on Monday.' This quest led them to race tracks and drag strips around the world, with Ford engines ultimately earning hundreds of victories in NASCAR, CART, Can-Am, Formula One, and many other series. They earned victories at the 12 Hours of Sebring, the 24 Hours of Daytona, in SCCA competition, and rallying. The ultimate achievement were victories at the 24 Hours of Le Mans in 1966, 1967, 1968, and 1969. In 1966 alone, the Ford GT40 finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race's distinguished history.

Henry Ford II aggressively pursued a victory at Le Mans after a failed buy-out of Ferrari. Enzo Ferrari had shown interest in selling his company to the Ford Motor Company, and to that end, Ford had spent millions of dollars in an audit of Ferrari factory assents and in legal negotiations. Near the close of negotiations, Enzo left the proceedings due to concerns about his involvement in the race program and being denied the ability to compete at the Indianapolis 500 if the deal went through. Ford used their engines to power Indy cars and did not want to compete with Ferrari. Upon leaving, Enzo challenged Henry Ford II to find a company that could beat Ferrari in world endurance racing competitions.

Development

The gauntlet had been dropped, and just like Ferruccio Lamborghini had been challenged by Enzo to build a better GT car, Mr. Ford began writing blank checks. It would take more than money, however, to beat Ferrari, whose legacy in this level of competition dated back to the 1930s running Alfa Romeo's motorsport program. There was, perhaps, no one who had more experience and knowledge at endurance competition than Mr. Enzo, so Mr. Ford went looking for talent of his own. This path led to Lotus, Cooper, and Lola, with the task ultimately falling upon Lola due to their experience with the Ford V8 engine in its mid-engine Lola MK6 that raced at Le Mans in 1963. Eric Broadley, Lola Cars' owner and chief designer, agreed to the project, albeit without involving Lola Cars. Rather, Mr. Broadley acted as a consultant for a year and sold Ford two Lola MK6 chassis to be built around the Ford engine.

John Wyer, a former Aston Martin team manager, was part of the team along with Dearborn engineer Roy Lunn who had designed the mid-engined Mustang I concept car. The team of Wyer, Lunn, and Broadley was overseen by Harley Copp and initially worked out of the Lola Factory in Bromley, moving to Slough, near Heathrow Airport at the end of 1963. Under the direction of Wyer, Ford established Ford Advanced Vehicles (FAV) Ltd to manage the project.

The first example was chassis number GT/101 and its chassis was built by Abbey Panels of Coventry with the fiberglass moldings constructed by Fibre Glass Engineering Ltd of Farnham. Mounted mid-ship was an aluminum-block 289 cubic-inch (4.7-liter / 4183cc) V8 Fairlane engine with dual overhead camshafts and produced 350 horsepower. It was paired with a Colotti four-speed T.37 transaxle that used half shafts to send power directly to the rear wheels. At both the front and rear were an independent suspension setup masked by the lightweight fiberglass body panels.

Chassis numbers GT/101 and GT/102 were the first two prototypes, and 101 was displayed at the New York Motor Show in April of 1964. The first twelve examples were considered prototypes and received serial numbers GT/101 to GT/112. Production began with the MK I followed by the MK II, MKIII, and MK IV and given numbers GT40P/1000 through GT40P/1145. The MK IVs were numbered J1 through J12.

Two weeks after the New York show, the team (GT/101 and GT/102) arrived at LeMans for the practice weekend. The GT40's shape had been created with the aid of computers and refined in a wind tunnel, but on the first outings, drivers Jo Schlesser and Roy Salvadori encountered severe rear lifting at high speed that made the cars too dangerous to drive. Both drivers exceeded 190 mph, but only once. On the second day, Schlesser crashed on Mulsanne and Salvadori slid into the bank at the end of the straight. Both drivers were unscathed, but the cars were ruined.

The three cars that followed, GT/102, GT103, and GT104 continued testing at Motor Industry Research Association (MIRA). GT/101 was comprehensively destroyed but GT/102 was returned for repairs.

Racing

With persistence, skillful designers and engineers, talented drivers, and an unlimited budget, the GT40 would earn four consecutive overall Le Mans victories and Ford would win four FIA international titles. They won the Over 2000cc International Manufacturers Championship in 1966, the Division III (Over 2000cc) International Championship for Sports Cars in 1966 and 1967, and the International Championship for Makes in 1968.

The mid-engine Ford GT40 made its racing debut in May of 1964 at the Nürburgring 1000 km race (the seventh round of the 1964 World Sportscar Championship) where it failed to finish due to suspension failure. The car driven by Phil Hill and Bruce McLaren had shown tremendous potential throughout the race, holding second place before it was force to retire before the checkered flag dropped. The 24 Hours of LeMans was three weeks away, which gave the team time to resolve the suspension issue and make adjustments as needed. Reliability is always a factor during endurance races and teething problems were expected and often only identified under grueling conditions. The same was true for the car's handling issues when at top speed (the 865 kg Ford GT40 had a top speed of 207 mph). The vehicle's tendency to lift at high speed was remedied by forward ground effects, for which the spoiler additionally decreased drag.

1964 24 Hours of LeMans

The Ford GT40's first appearance at Le Mans was in 1964 and once again it proved to be tremendously quick, with the car (chassis GT/103) driven by Richie Ginther and Masten Gregory led the field from the second lap until its first pitstop. Two other Ford GT40's had been entered, with Phil Hill and Bruce McLaren driving GT/102 and Richard Attwood and Jo Schlesser in chassis GT/104. GT/103 had qualified in second place behind John Surtees and Lorenzo Bandini in a Ferrari 330P.

All three of the Ford GT40s had retired before the mid-way point of the race. The car driven by Attwood/Schessler retired due to a fire, while the other two cars retired due to mechanical issues (engine and gearbox).

Further issues plagued the team, leading to a decision to move the racing program from England to the United States. After the 1964 Nassau race and a season of disappointing results, Carroll Shelby was given control of the program and Roy Lunn oversaw the engineering. Shelby's development driver, Ken Miles, was instrumental in transforming the GT40 into a champion. Development was handled by Kar Kraft in the United States and Ford Advanced Vehicles in the UK.

Initial revisions by Shelby American, Inc. included improvements to the faulty air ducts, suspension updates, the addition of a high-water-pressure input system, and reworking of the Colotti transmission. The Borrani wheels were replaced by Halibrand alloy wheels.

Ken Miles and Lloyd Ruby drove the GT40 (GT/103) on its maiden outing and its first victory under the Shelby American banner in February of 1965, at the Daytona 2000km Continental. The second car, GT/104 driven by Richie Ginther and Bob Durant, had set the pace for the Shelby team during qualifying. During the race, Bondurant had a minor spin on the first lap and a second driver by Bondurant left him at the back of the field. As the hours ticked by, GT/104 eventually found itself in the lead, but during a scheduled driver change, it was unable to restart due to a condenser issue. The problem took 27 minutes to resolve and when it did return, it was well out of the lead. At the end of the race, GT/104 was in 3rd place, winning 2nd in Class.

The following month, Ken Miles and Bruce McLaren placed second overall and first in the prototype class at the 12 Hours of Sebring (in GT/103). GT/104 retired due to rear suspension failure. Bruce McLaren and Ken Miles placed 3rd at Monza. These were the highlights of the season, as further teething problems and disappointments followed the team throughout the season.

1965 24 Hours of LeMans

Six GT40s contested the 1965 LeMans, with the FAV entry using Alan Mann Racing and drivers Innes Ireland / John Whitmore. This car retired on lap 72 due to a head gasket, finishing six hours of the race. Shelby American supported the Rob Walker Racing Team with drivers Maglioli/Bondurant. They retired on lap 29 due to head gasket issues, finishing 3 hours of the race. Shelby American also supported the Swiss Scuderia Filipinetti team with drivers Müller/Bucknum who also retired on lap 29 due to head gasket issues. Ford France entered an open-top spyder variant for Maurice Trintignant/Guy Ligier who made it eleven laps (2 hours) before retiring due to a gearbox issue.

The final two GT40s were under the Shelby-American Inc. banner, with the car driven by Phil Hill and Chris Amon (a Ford GT40X) posting the fastest lap during practice and during the race. It reached a speed of 141.37 mph during practice and 138.44 mph during the race. Unfortunately, it retired on lap 89 (7 hours) due to a clutch issue. The car driven by Ken Miles and Bruce McLaren lasted 4 hours and 45 laps before an issue with the gearbox ended its race prematurely.

The Shelby-American team used 7-liter, 450-horsepower NASCAR racing engines based on a Ford Galaxie block. The cars driven by Whitmore/Ireland and Bondurant /Maglioli used a 4.7-liter V8, and the Muller/Bucknum car had a 5.3-liter V8. All engines, except for the Filipinetti entry which used the Colotti gearbox, were paired a ZF gearbox.

The 1966 Season

1966 was the first year Daytona was run in the 24 Hour format, and a trio of 7-liter Mk II dominated the race, placing 1st, 2nd, and 3rd. The following month, in March, the GT40s once again took the top three finishes at the 12 Hours of Sebring, with the X-1 Roadster in first, an MK II in second, and an MK I in third.

The 1966 24 Hours of Le Mans

The number 1 car driven by Ken Miles and Denny Hulme had a four-lap lead over the number 2 car of Bruce McLaren and Chris Amon until they were forced to replace the brake rotors, following an incorrect set being fitted on the previous lap. It was later discovered that the correct brake rotors had been taken by the No.2 crew. As a result, the No2 car gained ground on the No1 car. As the race wore on, Ford management had the decision of dictating the finishing order of the three cars, or having the outcome settled by the drivers. Had the drivers battled against each other, it would have put the multi-million project at risk of success, increasing the chance of mechanical issues or crashing.

Minimizing risk and favoring a better photographic outcome, Ford management informed Shelby to instruct the drivers to cross the line side by side. Just before the finish, the Automobile Club de l'Ouest (ACO), organizers of the Le Man's event, informed Ford that the geographical difference in starting positions would be taken into account at a close finish. This meant the McLaren/Amon vehicle, which had started around 60 feet behind the Hulme-Miles car, had covered slightly more distance over the 24 hours, and in the event of a tie, they would be the winner. Rather than reward Miles with the victory (who had been faithful and instrumental in the success with the GT40 program), Ford decided in favor of the photo finish, and gave the victory to McLaren/Amon.

Tragically, Miles died two months later while testing the J-car, which later became the Mk VI, at Riverside Raceway. The accident was attributed to the unproven aerodynamics and experimental chassis of the Ford 'J-Car.'

The prototype development racer was dubbed the J-Car in honor of the new FIA regulations (termed Appendix J to the International Sporting Code). Kar Kraft of Michigan had been commissioned to revise the model. The Brunswick Aircraft Corporation was contracted to provide honeycomb-aluminum paneling for racing tubs, which would later evolve and be adopted as a mainstay in motorsports technology. The sharply tapered front glass at the sides was done in accordance with windshield-width minimums, which aided in aerodynamics but left a relatively narrow cockpit. Adjustments that eventually followed included a more rounded nose and reshaping of the radiator exhaust vent.

A total of 12 MK IV chassis were built with the first four wearing the early J-Car bodywork. Two of these cars were subsequently destroyed in accidents occurring during testing. The next four chassis were built with the officially updated Mk IV bodywork and raced at Le Mans and other venues during 1967. Four additional chassis were built but were unable to compete after new engine displacement sizes were introduced for 1968. The final two chassis (J-11 and J-12) were completed during the 1980s. J-9 and J-10 were sold to privateers for use in the Can-Am Series.

1967 Season

Fresh off the embarrassing loss to Ford, Ferrari handily won the Daytona race with an equally impressive 1-2-3 finish. Mario Andretti and Bruce McLaren drove the new MK IV to victory at the next round at Sebring. Ford had also entered three MK IIBs (lightweight versions of the previous year's car) entrusted to Ford France, Holman & Moody (Jo Schlesser/Guy Ligier), and Shelby American (Ronnie Bucknum/Paul Hawkins).

1967 LeMans 24 Hours

The 1967 Le Man's race was contested by four Mark IVs, three Mark IIs, and three Mark Is.

The MK IV holds the distinction of being the only car designed and built entirely in the United States to achieve an overall victory at Le Mans. The chassis of the Mark IV was new and designed and built in the United States. Its 427 cubic-inch Ford Galaxie-derived engine from the MK II developed 530 horsepower. The LeMans' winning car was piloted by Dan Gurney and A.J. Foyt after leading from the second hour. Ferrari placed second and third.

The Ford MK IIB (of Ford Motor Company / Shelby-American) driven by Ronnie Bucknum / Paul Hawkins finished 271 laps before it retired due to valve issues. The MK IV (team Ford Motor Company and Holman & Moody) driven by Mario Andretti and Lucien Bianchi retired after an accident on the 188th lap. The Ford France MK IIB driven by Jo Schlesser and Guy Ligier crashed on lap 183. Roger McCluskey and Frank Gardner (Holman & Moody) crashed their MK IIB on lap 179. Head gasket issues sidelined the GT40 of Ford France (Pierre Dumay/Henri Greder) on lap 129 and the GT40 of Scuderia Filipinetti (Umberto Maglioli/Mario Casoni) on lap 116. The MK IV of Denny Hulme and Lloyd Ruby (Holman & Moody) crashed on lap 86, 8 hours into the race. The GT40 of JW Automotive Engineering driven by Mike Salmon and Brian Redman retired on lap 20 due to a fire.

1968 Season

Racing regulations for the 1968 season were introduced to limit the high speeds achieved during the previous season. Similar to Formula One rules, the Group 6 Prototypes were limited to a capacity of 3.0 liters (120-liter fuel tank), which meant the V12-powered Ferrari 330P, Chaparral, Mirage, Lola-Aston Martin, and the MK IV were obsolete. A displacement size of 5.0-liters was allowed if at least fifty cars were built. Group 4 Sports were given a limit of 5-liters and a 160-liter fuel tank. Group 3 GTs had no engine limit.

In protest, Enzo Ferrari canceled his Prototype program fearing that a 3-liter Prototype would be unable to compete with a 5-liter Sports Car. Only the big manufacturers were capable of producing the minimum 50 cars to qualify for Group 4 homologation, leaving the smaller manufacturers at a disadvantage.

1968 24 Hours of LeMans

Despite the absence of many major teams, 58 cars arrived to qualify for the 54 starting positions. Porsche had the most significant number of entries with 13 cars, followed by 11 from Alpine.

The Ford factory teams had also withdrawn from the race, and J.W. Automotive had acquired the rights to race the GT40 and purchased the Ford Advanced Vehicles facility at Slough. With sponsorship from Gulf Oil, the J.W. Automotive entries wore a unique light blue and orange livery. Two new cars were been built, and a previous year's Mirages was converted to a GT40, and all were powered by a 5.0-liter V8s developing approximately 415 horsepower. Several of the Mirage's improvements were integrated into the other GT40s, with additional efforts made to reduce the overall weight, including the use of high-tech and exotic materials. Much of the bodywork was comprised of a thin polyester sheet reinforced with carbon fiber.

With many of the major competitors absent from the race, and with sophisticated machines, the J.W. Automotive team was poised for victory. However, their two best drivers (Jacky Ickx and Brian Redman) were absent, as they both were suffering from injuries sustained during Formula 1 accent. In their place, were Alfa Romeo team driver Lucien Bianchi and former Ferrari driver Pedro Rodriguez. The team's other drivers included Paul Hawkins and David Hobbs - race winners at Monza - driving their regular car and Brian Muir and Jackie Olver in a new chassis.

Claude Dubois entered a GT40 for driver Willy Mairesse / 'Beurlys' Jean Blaton and Mike Salmon and Eric Liddell drove the GT40 entered by Strathaven Ltd. Sadly, Willy Mairesse and Mauro Bianchi would have career-ending injuries at this race. Mairesse crashed on the opening lap while trying to properly secure the door of his car while at speed on the Mulsanne Straight.

when the checkered flag dropped, the race had been won (by five laps) by Pedro Rodriguez and Lucien Bianchi, in the J.W. Automotive Gulf-Oil Ford GT40, which earned Ford the manufacturer's title.

1969 Le Mans 24 Hours

The 1969 LeMans race was the final hurrah for the GT40s, ending their four-year-long dominance. Additionally, it was the final year for the traditional 'Le Mans' style start, in which the driver raced across the track to enter their cars, start them, and race away. This style of staring had become controversial, due in part to the career-ending injury of Mairesse the previous year. In protest, eventual winner Jacky Ickx walked to his car and carefully secured his belts, losing valuable time in the process. Driver John Woolfe flipped his car on the opening lap near Maison Blanche corner. His car broke apart and since he was not properly strapped and buckled, was killed instantly.

The cars favored to win the race were those from the German manufacturer Porsche, which had already secured the World Sportscar Championship. Over one-third of the cars entered were Porsches, and the 917 was clearly the fastest, having led for 90-percent of the race. It was only after the gearbox of the leading Porsche broke (driven by Elford and Attwood) that the Ford driven by Ickx and Jackie Oliver was able to secure the lead. It was not an easy victory as they were closely pursued by the Porsche 908 of Hans Herrmann and Gérard Larrousse. Ickx crossed the finish line first, just 120 meters ahead of the Porsche, in the same chassis that had won the previous year.

The Ford GT40 Road-Going and Race Versions

Approximately 133 GT40s of all variations were built, and 31 of the 87 GT40 P cars were equipped as road cars.

The MK I

The earliest prototypes were powered by a 255 cubic-inch all-alloy V8 engine with the production models receiving 289 CID V8s. Most were built as Coupes, and five prototypes received roadster bodywork, including the Ford X-1. AMGT40/1 and AMGT40/2 were built in 1966 by Alan Mann Racing with lightweight alloy bodies.

Most examples of the MKI used the ZF five-speed gearbox.

The Slough factory produced 31 examples of the MK I for 'road' use. They were very similar to the racing versions but received wire wheels, a cigarette lighter, carpeting, and fabric map pockets in the door.

The X-1 Roadster

The X-1 roadster received an aluminum chassis built at Abbey Panels and a 289 cubic-inch engine. It was later upgraded to MK II specifications with a 427 cubic-inch engine. The X-1 received several gearboxes during its existence, including a Hewland LG500. It was built to race in the 1965 North American Pro Series and entered by Bruce McLaren's team for driver Chris Amon, and later won the 12 Hours of Sebring in 1966.

Since the X-1 was built in the United Kingdom, it was liable for tariffs in the United States. Thus, United States customs officials later ordered that it be destroyed.

The MK II

The MKII was designed to accommodate the 7.0-liter FE (427 cubic-inch) engine from the Ford Galaxie. Its chassis was similar to the MKI, but modified by Homan & Moody in California to house and handle the larger, heavier and more potent powerplant. It was paired with a new Kar Kraft-built four-speed gearbox.

The MK III

The MK III was a road-going car fitted with four headlamps, a detuned 4.7-liter engine offering just over 300 horsepower, and the steering wheel could be installed on the left side. The shift lever was moved to the center, an ashtray was added, and the shock absorbers were softened. Four examples were built with left-hand drive configuration and three with right-hand drive.

Most customers seeking a Ford GT40 purchased a MK I that was available from Wyer Ltd, since the bodywork of the MK III was significantly different from the racing models.

The J-Car

The J-car was was ultimately a new vehicle designed by Ford's studios and produced by Ford's subsidiary Kar-Kraft under Ed Hull. Its lightweight 'tub' was formed of aluminum honeycomb panels bonded together and built in collaboration with the Brunswick Aircraft Corporation. The overall weight of 2,600 pounds was 300 pounds less than the MK II, thanks in part to its tub which weighed a mere 86 pounds. The chassis, in theory, was rigid, but during a test at Riverside International Raceway in August of 1966 with Ken Miles driving, it shattered upon impact. The accident and the ensuing fire claimed the life of Miles. The cause of the accident was blamed on the vehicle's aerodynamics and a lack of a spoiler. Subsequent development of the J-Car, specifically with more aerodynamic bodywork, resulted in the creation of the MK IV.

Of the nine J-car chassis built, six were designed as Mk IVs and one as the G7A.

The Mk IV (a.k.a Ford MK IV)

While the MK I through MK III cars were built in England, the MK IVs were constructed in the United States by Kar Kraft. Their chassis was a reinforced version of the J-car and equipped with the same 7.0-liter engine as the MK II. A NASCAR-style steel-tube roll cage was installed for safety purposes but its additional weight negated most of the weight-saving features of the honeycomb-panel construction. Although these were completely different from other GT40s, they did incorporate some of the same mechanical components including the brakes, gearbox, and suspension. A two-speed automatic gearbox was tested but later exchanged with a four-speed from the MK II. The streamlined bodywork helped it achieve 212 mph on the Mulsanne Straight.

The Ford GT40 holds the distinction of being Dearborn's first and most important purpose-built sports-racing model, achieving four consecutive wins at the 24 Hours of Le Mans.

by Dan Vaughan

Competition Coupe
Chassis number: P/1075

Ford's domination of World Championship Sportscar racing was complete by 1967. For 1968, however, the FIA decided to attempt to reduce the increasing speeds by limiting engine displacement to 5-liters. The changes to the rules caused Ford's factory team's 7-liter racers to become obsolete. Having nothing left to prove, Ford decided to withdraw from direct sports car racing participation.

With no direct factory entries for 1968, John Wyer's J.W. Automotive, sponsored by Gulf Oil Company, became the Ford representative in World Championship Sportscar Racing.

Two new GT-40s were built for the 1968 season, chassis 1074 (which was a rebuild of Mirage M.10003) and chassis 1075, which was a newly constructed Mirage-style lightweight that won at LeMans two years in a row in 1968 and 1969. Pedro Rodriguez and Lucien Bianchi drove it to victory at LeMans in 1968. The car held the lead for 17 of the 24 hours. It was the third win in a row for a Ford car, but the first for the original Mark I design. It repeated its victory at LeMans in 1969 where it was piloted by Jacky Ickx and Jackie Oliver. It won by just 394 feet after 24 hours. This feat has only been accomplished by two other vehicles in the 99-year history of the famous 24-hour race.

Both chassis 1074 and 1075 were clothed in GT-40 carbon fiber reinforced superlight fiberglass bodywork. These two vehicles are the only GT-40s with this style of chassis.

Chassis 1075 racing record included 6 wins in its 11 races. After its racing career was finished, the GT40 was on display at the Indianapolis Speedway Museum for many years, before returning to private ownership in 1984.

This is one of only two race cars in history to record consecutive wins at LeMans.

Gulf/Mirage Lightweight
Chassis number: P/1074 (M.10003)

One of the most iconic photographs of a race finish at Le Mans would have to be the famed 1966 24 Hours of Le Mans. With headlights blazing a path forward, spray kicking up on the rain-soaked front stretch and the three Ford GT40s crossing the line near in formation, no image would more emphatically declare Henry Ford II's desire to take victory and beat Ferrari.

The Ford GT40 would be special in a number of ways. Not only would it be fashioned as a result of an intense manufacturer battle, but it would also be the first to use extensive computer technology. Unfortunately, this also means the GT40 would introduce an era in motor racing in which only those with great amounts of capital could expect to achieve success. Still, the GT40 would become a truly iconic GT car.

But if the GT40 is a truly iconic endurance sportscar, then the Ford GT40 that would be made available for purchase in the 2012 RM Auctions' event at Monterey would be noted for its exceptional exploits.

Soon after Ford had come to win Le Mans with its demonstrative one-two-three victory in 1966, and then again in 1967, the Ford factory would pull its backing from the GT40 program, but development would continue. The GT40 had already introduced a number of new technologies and techniques that were befitting of Ford's desire to remake Ford's image into a more youthful one, but the innovations and technologies that would continue to be introduced on the car after the pull out of Ford would help give birth to a whole new generation in motor racing.

The chassis offered through RM at the 2012 Monterey auction would actually begin life as a Mirage and would make its debut at Spa in May of 1967. In its first race, it would be driven by a couple of legends in endurance racing. Jacky Ickx would be joined by the 'Flying Dentist' Dr. Dick Thompson and the two would pair together beautifully. In its debut, chassis M.10003 would come through to score victory. And while, at the time, the victory would not be necessarily special, it would later be remembered as the first win for a car bearing the powder blue and marigold Gulf livery. But the highlights for this car were just beginning.

Though the car would suffer an early retirement at Le Mans in 1967, it would go on to score victory at Karlskoga and Montlhery, as well as, a 2nd place result at Skarpnack. It was clear: M.10003 certainly fit the lineage.

The following year would see some challenges for the J.W.A./Gulf Team. FIA regulations would reduce prototype engine size to five-liters in Group 4. This would require the team to ship the car back to England for conversion. The engine size needed to be reduced, but the car also needed to lose a little weight in order to remain competitive. Therefore, Mirage, chassis number M.10003 would change and would become GT40, chassis number P/1074.

As a result of the new regulations, the chassis would be the first to undergo the necessary updates. It would also be the first of three GT40s to be constructed using a new construction material.

A rather brand new material known as carbon-fiber would be developed and made for use in motor racing manufacturing. Reportedly one of the first, if not the first, to make use of carbon-fiber panel fabrication, chassis P/1074 would undergo a great deal of work to help lighten the chassis to overcome the performance lost from the reduction in engine size.

The new car would retain its Mirage substructure forward of the windscreen, but it would make use of Stage II ventilated disc brakes, a lighter-weight frame and a lightened roof. Carbon-fiber would be used in the panels for the fully-vented spare wheel cover, wide rear arches, engine coolers and the vented rear panel.

Upon conversion, the GT40 would make its way to Daytona where it would be raced by David Hobbs and Paul Hawkins. Unfortunately, the car would not achieve the same result as with its debut as a Mirage. At Daytona, the car would suffer a DNF, but that would not last all that long.

After finishing 28th at Sebring, Jacky Ickx would be back behind the wheel of the car during the Le Mans Trials where it would break the track record. Then, toward the end of April of '68, Hobbs and Hawkins would again be back driving the car and would go on to score victory in the Monza 1000km. The car would then go on to score a 6th a the Nurburgring and a 2nd at Watkins Glen. Unfortunately, the car would suffer yet another DNF at Le Mans. Then, in early 1969, David Hobbs and Mike Hailwood would take the car and would finish 5th at the BOAC 500 at Brands Hatch.

But just when it seemed P/1074's racing career had come to an end, it would be leased to take part in a very special race playing a very special role. The actor Steve McQueen had long been an avid racer and racing fan and he wanted to make a movie surrounding the epic French classic. However, he insisted on a couple of details before he would move forward with production. One of those most important particulars would be that he wanted to be able to film the race and to do so at speeds. This meant he needed a car capable of keeping up with the cars the film would be based around. This would be a tall order, but it would be determined P/1074 had what it took to fill the role.

So if the career of P/1074 wasn't worthy of making this GT40 of notable worth, then the fact it would take on the most important role in the most beloved movie surrounding Le Mans would cause this particular GT40 to rise above all others and join even those three captured in that iconic photograph taken at the end of the 1966 Le Mans.

In order to be used in the filming of the film, P/1074 would undergo heavily alterations. The roof would be entirely removed and a small windscreen of just a few inches would be added. Other aspects of the car's bodywork would undergo changes and alteration in order to be of use during the five months of filming.

It would be a very interesting sight seeing the greatly altered GT40 with a gigantic camera sticking out the top of the car beside the driver. Ironically, one of the car's former drivers, Jacky Ickx would be busy preparing for the race itself as he would be at the wheel of one of the Ferrari 512Ss.

Sitting in a small seat beside the driver, camerman Alex Barbey had to have nerves of steel as he would clearly protrude up into the airflow powering down the Mulsanne at speeds of 150mph.

Once filming wrapped the now GT40 roadster would make its way to the United States via Harley Cluxton of Illinois. However, no sooner would the car arrive in the United States that it would be shipped off to Staffordshire, England as noted collector Sir Anthony Bamford would become the car's next owner.

When the car arrived in England, it would be shipped to Willie Green in Derby who would begin the process of returning the car to its more familiar GT40 look. The roof would be rebuilt from a new roof structure and the doors, which had been cut down and taped shut during filming, would be replaced, but with older GT40 model doors. This would cause a departure from the doors that had been on the car originally. Later model doors on the GT40s featured sliding levers. P/1074, however, would be equipped with older doors that featured 'rocker' style door handles.

There would be more restoration work that would need to be done to the car. As a result of the changes made for the filming, Green would have to replace the rear bodywork with a new panel that lack one of the outlet vents that was familiar to the Gulf GT40s. In addition, the new rear bodywork would not feature carbon-fiber reinforced rear wheel arches.

Though not original from nose to tail, the car would be restored to such a condition that Mr. Green would begin racing it at events all around the United Kingdom. Interestingly, Mr. Cluxton would come to reacquire the car in 1983 where he would have the car go through even more restoration work.

In September of 1989, at the 25th Anniversary Reunion for the GT40, chassis P/1074 would be there, as it would be in July of 1994 at the 30th anniversary. Throughout these years P/1074 would be featured in a number of magazines and other advertisements and publications. Interestingly, its look during filming of Le Mans would even inspire other cut-down GT40s.

Cluxton would sell the car in 2002 but would still be an active member in P/1074's life as he would be commissioned to complete the restoration of the car. This would include painting a straight nose stripe and even replacing the doors units. It is also reported the original cut-down tail section still survives somewhere in France.

With the restoration complete, the Mirage/GT40 would make an appearance at the 2003 Goodwood Festival of Speed with Jackie Oliver at the wheel. In 2004, it would again appear at Goodwood, but this time it would come with nose fins and an adjustable height rear spoiler. In 2009, the car would make yet another appearance. This time it would be the Amelia Island Concours d'Elegance where it would be awarded Best in Class and would even be driven by one of its former drivers, David Hobbs.

Any original GT40 for sale attracts a very special price, but the opportunity to own a race winning chassis, as well as, one of the specially-designed cars used to capture those famous scenes for Le Mans, causes this particular GT40 to become listed amongst the priceless of the GT40 family. The car is the very definition of 'iconic'. Between being a Ford GT40, boasting of the famed Gulf-livery and being used as a camera car in the acclaimed Le Mans, P/1074 certainly commands a handsome price and a place of honor in even the most spectacular of collections.

Due to its provenance and its remarkable career, full of accomplishment and legend, estimates for the car would only be available upon request. Therefore, when this car is scheduled to roll across the auction block on Friday, the 17th of August, it will certainly be a very special moment.

Sources:

'Lot No. 139: 1968 Ford GT40 Gulf/Mirage Lightweight Racing Car', (http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r176). RM Auctions. http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r176. Retrieved 2 August 2012.

'1965 Ford GT40 News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z1004/Ford-GT40.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z1004/Ford-GT40.aspx. Retrieved 2 August 2012.

'Ford GT40 'AM Lightweight'', (http://www.ultimatecarpage.com/car/4671/Ford-GT40--AM-Lightweight-.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4671/Ford-GT40--AM-Lightweight-.html. Retrieved 2 August 2012.

by Jeremy McMullen

Gulf/Mirage Lightweight
Chassis number: P/1074 (M.10003)

To construct the first race car to bear the name Mirage and sponsored by Gulf Oil, a standard GT40 chassis frame was drawn from stock. When they finished, only the sill panels remained unchanged from the original. Three such cars, fitted with the Ford 302 cubic-inch, 5-liter engines, were ready for the 1967 season. The third M1 Mirage was completed just in time for the car to be taken to the second race of the season where it won, being driven by Jacky Ickx and Dr. Dick Thompson. At Le Mans, the car retired early with the usual Ford engine problem of cylinder head gasket failure. At the next race at Brand hatch, the Mirage was crashed after about 70 laps. This was followed by two minor races in Sweden where it won the first race driven by Ickx and a second to its sister car. In October, it was taken to Monthlhery where Ickx and Aussie Paul Hawkins drove it to another win. This concluded its life as a Mirage since prototype race cars were limited to a 3-liter engine.

Over the winter of 1967-78, the roof was cut-off again and the car reconstructed back into a GT40. As a GT40 in the World Championship series, it was less successful. David Hobbs and Paul Hawkins did win the race at Monza and came in second at Watkins Glen.

The car eventually had the top removed and it was used as a film car for the movie Le Mans starring Steve McQueen.

Competition Coupe
Chassis number: 1076

This Gulf Oil Company car, chassis number 1076, was entered in the 1969 24 Hours of LeMans driven by David Hobbs and Mike Hailwood. The car was on pace to win the race when mechanical problems arose and lost a considerable amount of time in and out of the pits before the problem was found. Meanwhile, sister car number 1075 took over the lead and eventually won the race, just a few yards ahead of 908 Porsche, with this car, #1076 closely behind and finishing 2nd in class and 3rd overall. This example is one of the first race cars to use carbon fiber bodyworks and an on-board fire extinguisher system. The rest of the story - at the end of the Le Mans race, owner John Wyer offered to sell this car to driver David Hobbs for $3,000. Hobbs replied, 'I just spent 12 hours in that car, why would I want to buy it?' The car also raced at Daytona and Sebring.

The 1969 Le Mans 24 Hours was the last hurrah for the GT40s, as their 4-year-long dominance was finally coming to an end. The factory team cars were eventually dispersed to museums or private ownership. GT40 #1076 was painted up to look like the famous 2-time Le Mans winner, sister car #1075 and was displayed in the Louvre in Paris after the race. IN the late 1990s, #1076 was purchased by a collector who decided it was time for the car to return to its racing heritage. After much discussion and study, a state-of-the-art restoration was commissioned to return #1076 back to its 'most significant point in time.'

Competition Coupe
Chassis number: GT40P/1073

This 1968 Ford GT40 Competition Coupe has chassis number GT40P/1073 and was first owned by racing privateer Terry Drury from Rainham, Essex. Drury had been racing chassis number 1005 and in the winter of 1967-1968, was able to purchase this example from JW Automotive Engineering Limited of Slough, Buckinghamshire. The vehicle was purchased as a bare GT40 monocoque chassis plus components. The car was assembled by Drury to his racing specifications. The car was given a tail body section with a design that was taken from a Paul Hawkins mould. Mounted mid-ship was a Ford 289 cubic-inch V8 engine with Weslake heads and Tecalemit-Jackson fuel injection. There engine was mated to a ZF gearbox. The exterior of the car was finished in an 'orangey-gold colour.'

The car made its racing debut on April 7th of 1968 at the British BOAC '500' World Championship. The car was driven by Keith Holland during the first part of the race, until he brought it into the pits due to a potential problem with the engine. Drury took over the reigns and determined the car required a plug change. The car was raced for 91 laps before it retired prematurely due to a loss of oil pressure in the engine.

The next race for 1073 was at Monza in the 1000 Kilometers race. For this race, the car had been fitted with 48IDA twin-choke downdraught Weber carburetors and the fuel-injection system was removed. This race was also short for the 1073, as it again experienced mechanical difficulties. The car as spun by Drury and it crashed into a barrier.

The car was rebuilt and repaired and brought to Sicily for the Targa Florio. This time, the newly fabricated body panels were painted in white. The car ran five of the ten laps.

At Nurburgring, driving duties were shared by Drury and Terry Sanger. The car made its first racing finish, and was able to secure a 34th position overall. A week later, the car was competing at Spa in torrential rain. The car performed magnificently for twelve laps before a clutch failure side-lined the car for the day. All of the twelve laps had been driven by Drury.

In June, the car was sold to Ron Fry who added the car to his magnificent collection of racing pedigree. The purchase was intended for club-racing, which would undoubtedly overwhelm the rest of the racing field. The car was repainted in red and brought to the Castle Combe aerodrome circuit on July 13th of 1968. It easily finished ahead of the competition. A month later, it was driven to a 2nd place finish at Thruxton. On August 31st, the car finished in 1st place at Silverstone. At Brands Hatch, the car was overturned and required a rebuild.

Fry purchased a new chassis JW Automotive and began the task of rebuilding the car. Before it could be completed, he had been persuaded by his family to retire from racing. The chassis was sold to Karl Davis of Bristol who kept the vehicle in unassembled form. The car components and two chassis changed hands a few times before coming into the possession of Bryan Prynn. Suspension components from chassis number 1006 were used. Once completed, the car was painted orange and black and fitted with wide alloy wheels. The tail section of the body had been widened to accommodate these larger wheels. The car was registered for road use and later sold to Glynis Childs in Much Wenlock, Shropshire. Childs used the car in 1970 and 1971 in sprint and hill climb competition. After 1971, it was stored until 1979 when it was sold to Martin Johnson in Newton-le-Willows. Under Johnson's care, the car was used sparingly. In 1982, it was sold to George Stauffer who commissioned a two-year restoration. During the restoration, the car was traded with Nick Soprano who took delivery after the restoration. Possession of the car was later passed to the Rosso Bianco Collection.

This car was offered for sale at the 2006 Bonhams & Butterfields auction held at the Quail Lodge in Carmel, California where it was estimated to sell between $700,000 - $900,000. Sadly, a buyer was not found and the car left unsold.

by Dan Vaughan

Coupe
Chassis number: 1103

The story of the GT40 has been told many times. Henry Ford II had wanted a Ford at LeMans for years. In 1963, Ford found out through a European intermediary that Enzo Ferrari was interested in selling to Ford Motor Company. Ford would then spend several million dollars in an audit of Ferrari factory assets and in legal negotiations, only to have Ferrari cut off talks at a late stage due to disputes about the ability to direct open wheel racing.

It is said that Ferrari wanted to remain the sole operator of his company's motor sports division. He was angered when he was told that he would not be allowed to race at the Indianapolis 500 if the deal went through, as Ford fielded Indy cars using its own engine and didn't want competition from Ferrari. Enzo immediately ended negotiations and Henry Ford II, enraged, directed his racing division to find a company that would build a Ferrari-beater. And thus, the GT40 was born.

GT40's would go on to win the 24 Hours of LeMans four times, including a 1-2-3 victory in 1966, beating Ferrari.

A total of 84 production versions of the racing GT40 were completed at Ford's Advanced Vehicle facility in Slough, England. J.W. Automotive Engineering took over the Slough facility and started manufacturing a strictly road-going version of the GT40 in 1966. The company was headed by John Weyer, the ex-GT40 team manager and Ford's GT40 distributor in England. His goal was to create a more roadworthy GT40 than Ford's racing versions. The MKIII was a GT40 for the street, just as the Jaguar XK-SS was a D-Type for the street. The MK III had a slightly detuned Cobra 289 or 302 V8, a more civilized interior, more ground clearance, a storage compartment for touring and 'bumperettes' among other detail changes. A total of seven were built with a price tag of $18,500, more than a Ferrari or Maserati.

This GT 40 MK III number 1103, was first owned by Sir Max Aitken of London, and in 1973 Brian Auger became the second owner. Auger had it painted from its original maroon to white with blue stripes and installed MKI wheels and tires. No other modifications were made. In 1981 it passed to a new owner and the car had covered only 6,000 documented miles. The new owner put the car in the National Motor Museum at Bealieu where it resided until the current owner purchased it in August 2011.

He had CKL Developments in Battle, East Sussex, England, begin a 'sympathetic' restoration, taking the car back to the original colors and original specifications including rebuilding the engine. Even the Borrani wire wheels along with the original Goodyear tires are with the car.

The car was dismantled to being the process of cleaning components and replacing 'consumables' like bearings, seals, hoses, brake hydraulics, valve springs, piston rings and valves. Even the original Borrani wire wheels along with the original Goodyear tires are with the car. The objective of this process was to return 1103 to its original specification.

Exceptional care has been taken to ensure it remains in such unmolested condition and not damage its originality.

Competition Coupe
Chassis number: J-10

The GT Mark IV began as the 'J Car', the letter 'J' referring to the Appendix J regulations introduced by the FIA for the 1966 season. The J-car's aerodynamics proved less efficient than had been hoped for and as a result changes were made to the bodywork. The redesigned car was named the Mark IV.

A total of twelve J-car chassis were built with early-type J-car bodywork and the next four, J-5 to J-8, were completed with revised bodywork as Mark IVs.

This car is powered by 427 cid V8 developing 500 horsepower and is coupled to a Ford/Kar Kraft T-44 4-speed transmission.

Competition Coupe
Chassis number: J-10

The Ford GT40 evolved out from Eric Broadley's Lola GT mid-engine sports racer powered by an American V8 engine. Ford purchased the rights to develop Broadley's design, and a subsidiary was established to build the car in Slough, UK, called Ford Advanced Vehicles. John Wyer was hired to run FAV.

At the 1965 Le Mans 24 Hours Race, all three of the Ford-entered GT40s retired early. The following year, the GT40 dominated, with Carroll Shelby's seven-liter GT40 Mk II examples finishing first and second, and a Holman-Moody Mk II entry finishing third.

Seeking to make the GT40 into an all-American product, Ford commissioned Kar Kraft of Michigan, to substantially revise the model. The Brunswick Aircraft Corporation was contracted to provide honeycomb-aluminum paneling for racing tubs. With the relatively narrow cockpit, Kar Kraft was able to sharply taper the front glass at the sides for improved aerodynamics.

The prototype was named the J-Car in honor of the new FIA regulations (termed Appendix J to the International Sporting Code). At the Le Mans trials in April of 1966, it set the fastest times.

After a year of additional improvements, modifications, and changes to the bodywork, the J-Car was ready for Le Mans. Work had been done to the rounded nose and the radiator exhaust vent was reshaped. The new car was re-christened as the GT40 Mk IV. At LeMans, Dan Gurney and A.J. Foyt drove for Shelby American and won the 1967 Le Mans 24 Hours race.

Twelve examples of the Mk IV chassis were built, the first four of which were built with early J-Car bodywork. Two examples were later destroyed in accidents during testing. The next four chassis were built with the officially updated Mk IV bodywork and raced at Le Mans and other venues during 1967. An additional four more chassis were under construction when the FIA announced new rules for 1968 limiting engine displacement to five liters, thus making the Mk IV obsolete. While the final two chassis, J-11 and J-12, were ultimately completed during the 1980s, J-9 and J-10 were sold to a private racing team for use in the Can-Am series. They were sold to Charles Agapiou of Los Angeles in February 1969 for $1. Additionally, the sale included chassis parts used to assemble the cars.

The Agapiou brothers outfitted the car for Can-Am competition with purpose-built spider bodywork, naming the car G7A. In this guise, J-10 raced during the 1969 and 1970 seasons for Agapiou Racing, achieving its best result at the Fuji 200 Miles in November 1969, when John Cannon finished in 2nd Place. Other drivers included Jack Brabham, Vic Elford, George Follmer, David Hobbs, and Peter Revson.

In November of 1970, at Riverside, California, the car was involved in an accident. It was then sent to John Thompson's TC Prototypes in the UK for repair, including restoration of the tub from the bulkhead forward. In 1989, the car was sold to Martin Yacoobian of Los Angeles, who began refurbishing the car to original Mk IV specifications. In incomplete state, it was sold in January 1996 to dealer Nick Soprano. Mr. Soprano would sell J-10 later that year to the current owners.

Around 2013, the GT40 refurbishment recommenced, including the creation of proper new Mk IV bodywork built with molds produced from chassis no. J-6. The new body was fabricated by Ken Thompson of North Carolina. The new bodywork was finished in the 1967 Le Mans livery of red and white. The running gear was completely restored, and the car was equipped with a correct 427 CID V-8 engine mated to a proper Kar Kraft-built all-synchromesh T-44 four-speed transaxle.

The restoration was completed in late 2017 and put on display in 2018 at the Amelia Island Concours d'Elegance.

by Dan Vaughan

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 the 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 its own super-car and beat Ferrari at International Racing.

Roy Lunn was an Englishman who had begun 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 were 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 on board 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 Ford vehicles 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 place 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. In 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 continue 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 were 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 Dan Vaughan