GT40’s – chassis by chassis

PART 2 – Individual Chassis


GT/101 – 1964 Proto. fitted with 255 Cui engine


1/4/1964 – Ford Advanced Vehicles (FAV)

1964 – Le Mans Trials Schlesser Result:  Crashed & Destroyed

1964/65 – Chassis & Parts reused in another car ?? No longer exists


GT/102 – 1964 Proto. fitted with 255 Cui engine


11/4/1964 – Ford Advanced Vehicles (FAV)

1964 – Le Mans Trials Schlesser Crashed

1964 – Ring 1000KM Hill/ McLaren Retired

1964 – Le Mans Hill/ McLaren Retired

1964 – Rheims 12 Hours Hill/ McLaren Retired

1964 – Monza testing Crashed & Destroyed (throttle jammed) No longer exists


GT/103 – 1964 Proto. fitted with 255 Cui engine


June 1964 – Ford Advanced Vehicles (FAV)

1964 – Le Mans Ginther/ Gregory Retired

1964 – Rheims 12 Hours Ginther/ Gregory Retired

289 Cui engine fitted

1964 – Nassau TT Hill Retired

1964 – Nassau Governors Trophy Hill Retired

Ownership passed to Shelby USA (SAI)

1965 – Daytona 2000KM 1965 Miles/ Ruby 1st

1965 – Sebring 12 Hours McLaren/ Miles 2nd

1965 – Le Mans Trials McLaren

1965 – Monza 1000KM McLaren/ Miles 3rd

325 Cui engine fitted

1965 – Ring 1000KM Hill Retired

289 Cui engine fitted

1965 – Bill Wonder USA (Retained until 2005)

1965 – Daytona 24 Hours Wonder/ Wetanson Retired

1966 – Sebring 12 Hours Wonder/ Caldwell Disq.

1967 – Daytona 24 Hours Wonder/ Caldwell 8th

1967 – Sebring 12 Hours Wonder/ Caldwell Retired

1968 – Daytona 24 Hours Wonder/ Cuomo Retired

1968 – Sebring 12 Hours Wonder/ Cuomo DNS.

1969 – Daytona 24 Hours Wonder/ Cuomo DNS.

1970 – Daytona 24 Hours Wonder/ Cuomo 8th

2004 – Symbolic Motors Corp. offered @ USD$ 3.0 mil.

2005 – RM Auctions (Monterey) SOLD for USD$2.5 mil.

2005 – Larry Miller Collection


(More information here:


Courtesy of SCM Magazine – This 1964 Ford GT40 Prototype sold for $2,502,500 at RM’s Monterey sale, held August 20, 2005.

This car is a prime example of one of the great dilemmas facing the collector car hobby: What is the “correct” specification for vintage race cars? While street cars come from the factory and don’t change, racing cars can evolve over time, particularly if they have long careers.

My favorite thing about racing is that it revolves around the accumulation of knowledge and the development of technology. A race car stands as a clear example of the best machine that a very smart, very motivated group of people could create using the knowledge, technology and materials that were available to them at that particular moment in time. As such, a race car is a cultural artifact, a relic of immense historical interest and value.

This is, admittedly, a purist point of view. In the days when race cars actually lasted for more than one season, they were not considered artifacts. They were tools, weapons for the battle, and anything that could be done to make them faster or better was done. This divergence in attitude persists in contemporary vintage racing, with some organizations (notably the FIA) trying to preserve cars to a “point in time” specification while the “I gotta run at the front” crowd tries to find ways to make a 1964 car go as fast as a 1970 one.

The GT40 Prototype pictured here started out as Ford’s original concept of what the GT40 should be-however flawed that was-but over its racing life was modified so that today little remains of the original car that left the factory, save its chassis number. Whoever won the battle to own this car spent an absolutely scandalous amount of money to do so, presumably placing far more importance on the history of the car than the current historical correctness of the vehicle.

So what was actually purchased here? There seems to be no question that this car really is S/N 103, apparently in single ownership since it left Ford Advanced Vehicles in 1966. There is no suggestion that it was ever crashed or seriously damaged, so the tub is original and serviceable. The car is back in its blue and white Daytona livery, and has a very nice patina.

Everything else, however, is just flat wrong, even using 1965 Daytona as your reference. This car never used a four-cam Indy engine in period, and there’s debate as to whether anyone did. The transaxle is incorrect, the wheels aren’t right, and the brakes have been modified. The body is even wrong-just look at the historic and contemporary photos in the auction catalog and you can see that they’re barely even similar.

What we’ve really got here is a 1969-spec club racer being sold as a piece of history, which the physical specimen is not. It is a real car that has come by most of its modifications honestly (except for the engine, which is very cool but doesn’t belong), but this is not a historically important artifact anymore (even though the chassis number will always carry historical significance), as it doesn’t tell us anything about what racing technology was like in 1964 or 1965.

Thus the new owner has a problem. Having spent a wad of money buying an important chassis number fitted with a body and drivetrain that is incorrect in most details, but still exotic, fast, and reliable, does he spend a pile more to return it to its original specification? If he does, he can be proud of his contribution to history. But at the same time, his car will be relatively slow and unreliable compared to lesser-storied GT40s costing a fourth as much. (Except in Europe, where the FIA runs a pre-1966 class where this car could excel.)

For $2.5 million, my assumption is that the new owner had the right experts by his side, and knew exactly what he was buying. He’s got a historical artifact that has the potential to be restored to represent a significant moment in automotive history. But if he just wanted a weapon, modified so that he can run at the front of the pack, he spent way too much.


GT/104 – 1964 Proto. 255 Cui engine


June 1964 – Ford Advanced Vehicles (FAV)

1964 – Le Mans Attwood/ Schlesser Retired

289 Cui engine fitted

1964 – Nassau Governors Trophy McLaren Retired

Ownership passed to Shelby USA (SAI)

1965 – Daytona 2000KM 1965 Ginther/ Bondurant 3rd

1965 – Sebring 12 Hours Hill/ Ginther Retired

1965 – Le Mans Trials Bondurant

1965 – Monza 1000KM Amon/ Maglioli Retired (Accident)

1965 – Ring 1000KM Amon/ Bucknum/ Hill 8th

Ford styling Department

1970 – A. Turner

1970’s – Caught fire

1972 – John Stringer

1973 – Peter Patton

1978 – Bill Jacobs

1979 – Greg Longberger

2010 – SOLD for US$3.0 mil. +

2010/12 – Being restored in the UK

2012 – Gooding Auctions Monterey Est. US$5 million+ SOLD at US$4.95 million


Description courtesy of


As the fourth GT40 prototype built, GT/104 saw continued changes through its final construction. Of greatest importance was the use of thinner chassis steel (24-gauge as opposed to 22-gauge) in an effort to save weight, making GT/104 the first of four light- weight cars. As with its sister cars, GT/104 was classically finished in white with a matte blue nose and black stripes, and a set of Borrani wire wheels. After just 18 laps (50.4 mi) of testing at MIRA, GT/104 was shipped to France for the 24 Hours of Le Mans.


Wearing no. 12, GT/104 was given to Schlesser and Attwood, who manned the car to 8th fastest in practice at an impressive 3:55.4. After two days of practice, the race commenced with a field of tried-and-true veterans, including Ferrari Ps, Ferrari GTOs, Porsche 904s and Shelby’s Cobra Daytona Coupe. The three GT40s battled amongst the front-runners, but would soon find trouble. Both GT/102 and GT/103 suffered gearbox failures. In the fourth hour, running 6th, Attwood pulled GT/104 off the Mulsanne Straight with an engine bay fire caused by a broken fuel line. Track officials extinguished the flames, but the damaged car was out of the race. For Ford it was a setback, but nonetheless an important chapter in the GT40’s path to dominance.


Chassis GT/104 was returned to Ford Advanced Vehicles (FAV) for repair, and preparations were made for GT/104’s participation in the Nassau Speed Week. Come November, GT/104 was ready to ship to the Bahamas fitted with a Cobra 289 powerplant and a new nose. Unfortunately, both GT/103 and GT/104 failed to finish, similarly plagued by suspension trouble. It was an unsuccessful end to the 1964 season, which was marked by failure to complete a single race.


1965 would require a brand-new approach, and 10 weeks prior to the start of the season both GT/103 and GT/104 were sent to Shelby American, Inc. Lunn had made the decision to contract the racing of the GT40 to Carroll Shelby. After collecting GT/104 at Los Angeles International Airport, Carroll had the car painted in what is now iconic Shelby Blue with two white stripes.


Chassis GT/104 became SAI’s test bed, and with Ken Miles behind the wheel the car saw significant use at Riverside Raceway that January. Initial revisions were made to faulty air ducts, and soon suspension issues were remedied. Within two months, the Colotti transmissions had also been significantly reworked. A high-water-pressure input system was installed on both cars, and the external socket – mounted differently on GT/103 and GT/104 – made them distinguishable. Furthermore, the car received Halibrand alloy wheels in place of the Borranis. In February, as preparation continued, the car again appeared at Riverside with modifications – notably to the tailpiece – which included a hatch to the oiler filler.


The Daytona Continental was fast approaching and by the end of February two nearly identical and totally reworked GT40s rolled off the transporter in Florida. Both the GT40s and the Cobra Daytona Coupes practiced well, and it seemed as if Ferrari would have more competition than just Dan Gurney in his “rabbit” special. Shelby tasked Ginther and Bob Bondurant to man GT/104 (no. 72) and Miles and Lloyd Ruby were assigned GT/103 (no. 73). After qualifying, GT/104 proved dominant, setting the pace for the Shelby team. With both cars running well, Ford was hopeful. The GT40 was primed to make its mark.


After a minor spin on the first lap, Bondurant immediately had GT/104 pulling clear of the Surtees’ Ferrari at over 200 mph. Unfortunately, a second driver error put Bondurant at the back of the field, but soon both cars were running just at the heels of Gurney and the Ferraris. As expected, Gurney’s pace forced the Ferraris into retirement. Before long, GT/104 was running in 2nd and GT/103 in 3rd. Gurney’s unexpected retirement with a blown motor pushed the GT40s into the lead, with GT/104 at the head of the pack.


During a scheduled driver change, GT/104 refused to restart with a condenser issue and 27 minutes passed before the car returned to the track, now well out of the lead. The Ford men on hand feared for the reliability of the cars, demanding that Shelby slow his drivers down. Bondurant recalls, “[Shelby] came out later with a knock-off hammer. Slow down! I would slow going by the pits and then I would go like hell. We started un-lapping ourselves from everyone and Richie, who was a fantastic driver himself, and I started catching up.”


With a determined run, GT/104 met the checkered flag in 3rd place, winning 2nd in Class. Having run behind GT/104 for the majority of the race, GT/103 remained out in front after the unfortunate pit stop and took home the victory. For Ford and Shelby, the losing streak was over. The GT40 wasn’t just a contender, it was a winner.


Roughly a month later, both cars were run at the 12 Hours of Sebring against stiff competition, not from Ferrari but from Chaparral. Hill and Ginther were paired in GT/104 (no. 10) while Miles and McLaren were given GT/103 (no. 11). The GT40s battled the pack, but GT/104 was soon out after rear suspension failure.


Shortly afterwards, both SAI cars were shipped to France to join a pair of FAV GT40s at the Le Mans trials. Chassis GT/104 performed well for Bondurant, who set the seventh-fastest time of the weekend. On Sunday, SAI ran the car with an experimental extended nose, but Bondurant’s dislike of the car’s subsequent handling characteristics put an end to any panel modification.


As the World Championship season continued, SAI brought the GT40s to Monza for the 1,000 km. Things started poorly when Miles put GT/103 into a banking during practice, but both cars started. By mid-distance, it appeared that Chris Amon and Umberto Maglioli in GT/104 were the team’s best hope, having moved from 8th to 2nd, but at 160 mph a ball stud failed. Maglioli managed to bring the car to a controlled stop with a collapsed front suspension.


The following month, Shelby America entered the two cars in the Nürburgring 1,000 km. This May event was the last before 24 Hours of Le Mans, and SAI needed to maintain momentum. Chassis GT/104 was slated for Amon and Ronnie Bucknum wearing no. 11, but before long GT/103 – running a 325 cid engine – broke a driveshaft and Hill and McLaren were given GT/104 to complete the race. Unfortunately, as a result of a missed pitting, GT/104 ran out of fuel just shy of the pits, quickly dropping from 3rd to 23rd. Amon pushed the car to its refueling, only to find that the car was no longer his to drive. Hill and McLaren pushed the car to the limit, and in the minimal time remaining, they battled to a checkered flag in 8th place.


For Le Mans, Shelby American had chosen to run two new production chassis as well as two prototype 427 cars. Chassis GT/104 had fought hard for Ford and Shelby and proved that the GT40 was a machine capable of capturing the World Championship, but GT/104 was not through serving Ford. In late 1965, the car was given to Ford’s Kar Kraft for restoration. Invoiced in November from SAI to Ford Motor Company, GT/104 was taken over by the Ford Styling Department. The restoration amounted to some 500 hours and the end result included new bodywork with a smoother tail section. The car was returned to its earliest prototype livery of white with black stripes with the exception of the nose, which was painted a greenish blue. Additionally, the car retained the Halibrand alloy wheels.


While in Dearborn, Michigan, GT/104 was given the role of show car. It was additionally displayed at the Detroit Auto Show at Cobo Hall. After Ford had conquered the world with the GT40, GT/104 remained with the company until 1971 when they decided it was finally time to part ways with the prototype.


A.H. “Nub” Turner of Ann Arbor, Michigan, became the first private owner of GT/104. At some point during his ownership, the left fuel filler was improperly shut while refueling and a small fire ensued. Fortunately, a gas station attendant was quick to extinguish the flames and damage was limited to a small area of fiberglass around the filler. In 1972, GT/104 was sold to another Ann Arbor resident, John Beaudine Stringer of Road Sport International. In 1973, the car was sold to Dr. Peter Patton of Minneapolis, Minnesota, who soon began a restoration of the car. Chassis GT/104 remained with Dr. Patton until 1978 when an extended hospital stay brought on the sale of the unfinished car to Bill Jacobs of Chicago, Illinois. Greg Lonberger of Oak Park, Illinois, had also been pursuing Dr. Patton to purchase the GT40, captivated by a hunch regarding the car’s former glory.


In September 1978, Mr. Lonberger bought the GT40 and immediately brought it to his restoration shop. For years – in a disassembled state – the car remained with Mr. Lonberger who believed it to be the 1965 Daytona winner. Eventually GT40 expert Ronnie Spain visited the restoration shop and inspected the car with Mr. Lonberger. The bare chassis was scrutinized and an eventual magnet check of the rear bulkhead unearthed the filled hole of the water pressure valve. It was undoubtedly GT/104.


Mr. Lonberger soon began the restoration of GT/104. The chassis was assembled to a rolling state and several hundred hours were spent faithfully executing the fiberglass panels to Shelby specification, of which no originals are known to remain. The unfinished car was sold in June 2010 to its current owner. In August of that year, the restoration began anew in the capable hands of GT40 specialist Paul Lanzante in England, whose efforts on the car were substantial.


Chassis GT/104 was completed using many original and otherwise period-correct components. Even the lightweight chassis, which is noticeably thinner than standard cars, was found to retain the original 256 engine mounts. Chassis GT/104 also retains its Colotti gearbox, an unquestionably scarce component among GT40s. Most importantly, the powerplant is the correct type SAI 289 block with correct Le Mans specification components and is believed to be original to the car from its 1965 SAI campaigning. Interestingly enough, the earliest motors featured a five-bolt bell-housing pattern that was replaced in 1965 by a six-bolt pattern; a Colotti gearbox will only mount a five-bolt unit.


Mr. Lanzante’s experience with purebred race cars of various eras, in addition to five original GT40s, is reflected in the exceptional finish of GT/104. In conjunction with Ronnie Spain and Mark Allin, Mr. Lanzante has accurately returned the GT40 to its 1965 Daytona specification. Upon close inspection, GT/104 benefits from calculated finishes and appropriate materials, making for a period-correct appearance. Furthermore, the running gear was restored following original specifications and, as with any Lanzante restoration, GT/104 is assuredly track-ready at any venue worthy of participation.


Commenting on GT/104, Spain remarked, “As a result of my years researching all of this, I can state categorically that GT/104 has one of the clearest provenances…of all GT40s.”


Exceptionally presented, GT/104’s complete make up places the car among the best GT40s. Few prototypes can claim the ultimate success of the GT40. Since 1923, just four manufacturers have been able to clinch four outright victories at the 24 Hours of Le Mans, and the GT40 is perhaps the most notable example. At the leading edge of this marvelous campaign were the three-digit serial number prototype cars of which only a few remain today. Just two of these prototypes can claim the SAI campaigning that provided the GT40 with its first success.


Chassis GT/104 participated in Ford’s initial GT program and earned the first showing for Ford at Le Mans, the first podium finishes for a GT40, and Ford’s first year of World Championship competition. The list of individuals who had a direct hand in the development of GT/104 is certainly noteworthy, the list of race venues at which it competed is extensive, and the list of drivers who piloted GT/104 is a veritable who’s-who of 1960s sports car racing legends. Chassis GT/104 was additionally used by the Ford Styling Department as a show car and, after four decades of inactivity, is offered today in a stunningly fresh and accurate state.


Chassis GT/104 is the first ever 1965 SAI-specification car on public offer and is regarded as the most correct and original prototype Shelby team car. .


GT/105 – 1964 Proto. Mark 1 289 Cui


June 1964 – Ford Advanced Vehicles (FAV)

1964 – Rheims 12 Hours Attwood/ Schlesser Retired

1965 – Le Mans Trials Attwood/ Whitmore

1966 – Daytona 24 Hours Sutcliffe/ Grossman 14th

1966 – Sebring 12 Hours Ireland/ Sutcliffe Retired

1968 – Paul Hawkins UK

1968 – Briggs & Snow USA

1970 – Chuck Rahn

1970’s – Robert Peterson

1976 – Chuck Kasper

?? – Dick Buxbaum

?? – Charlie Kemp

?? – Eric Dearborn

1983 – ??

2005 – SOLD via Maxted – Paige

2005 – John Etheridge UK


GT/106 – 1964 Proto.  Mark II 427 Cui


29/5/1964 – Kar Kraft Dearborn USA

1965 – Shelby USA (SAI)

1965 – Le Mans McLaren/ Miles Retired

1965 – Stripped for parts

1960’s – Possibly rebuilt with parts from #1031

1960’s – Believed Destroyed, actually sold

?? – Ellis King

2011 – For sale

2012 – Lutziger, Switzerland asking ??

(For more info,


GT/107 – 1964 Proto. Mark II 427 Cui


23/6/1964 – Kar Kraft Dearborn USA

1965 – Shelby USA (SAI)

1965 – Le Mans Hill/ Amon Retired

1965 – Ford Dearborn USA for testing

1960’s – Destroyed & no longer exists


GT/108 – 1964 Proto. Roadster 289 Cui


March 1965 – Shelby USA (SAI) for testing

1965 – Storage

1970’s – Harley Cluxton

1978 – John Robertson

1983 – Harley Cluxton

1983 – Tom Congleton

1992 – GTC
1992 – ??

2009 – Cavallino Collection


GT/109 – 1964 Proto. Roadster 289 Cui


March 1965 – Shelby USA (SAI)

1965 – Ford France (on loan)

1965 – Le Mans Trintignant/ Ligier Retired

1965 – Shelby

1965 – Stored

1968 – Dean Jeffries USA (retained until 2012)


GT/110 (A) – 1964 Proto. Abbey Panels Alloy Roadster 289 Cui


1965 – McLaren Racing UK

Group 7 Rebuild

427 Cui engine fitted

Renamed X-1

1965 – Mosport Park Amon Retired

1965 – Riverside Times GP Amon 5th

1965 – Nassau Governors Trophy Amon Retired

1965 – Nassau TT Amon Retired

1965 – Shelby USA (SAI)

Mark 2 Rebuild

1966 – Sebring 12 Hours Miles/ Ruby 1st

1966 – Stored

1970 – Destroyed & no longer exists (Shelby had never paid import duties when he purchased the car from McLaren)


GT/110 (B) – 1964 Proto. Abbey Panels Alloy Chassis only


1965 – Stored

1970’s – USA

1986 – Chris Mellia

2011 – Built as a 289 Cui Mark 1 Coupe


GT-111 – 1964 Proto. Roadster 289 Cui


1965 – Shelby USA (SAI)

1965 – Le Mans Trials Whitmore/ Attwood

1965 – Targa Florio Whitmore/ Bondurant Crashed

1965 – stripped of parts and stored

2006 – found in London lock – up

2006 – Gelscoe Motorsport Restoration

2006 – SOLD

2010 – Maxted – Paige asking ??

2011 – RM Auctions (Villa d’Este) est. EURO 2.4 mil. + (DIDN’T SELL)

2012 – ??


(Four 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 looking 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 looking 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: “Unfortunately 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 with 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 with the chassis in question, I was stunned to instantly realize I was looking 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.”



GT/112 – 1964 Proto. Roadster 289 Cui


1965 – Shelby USA (SAI)

1965 – Ring 1000KM Attwood/ Whitmore Retired

1966 – Peter Sutcliffe UK

1966 – Guards Trophy Sutcliffe 6th

1966 – Kyalami 9 Hours Sutcliffe/ Love Crashed

Converted to Coupe by Sutcliffe

1967 – Spa 1000KM Sutcliffe/ Redman 6th

1967 – Martini Trophy Sutcliffe 7th

1967 – Rheims 12 Hours Bond/ Sutcliffe 7th

1967 – BOAC 500 Sutton/ Bond 16th

1967 – Guards Trophy Sutcliffe 6th

1967 – Neil Corner

1967 – Bob Vincent

1968 – Malcolm Sinclair

1970 – Pierce

1970’s – Brian Classic

1973 – Ken Senior

2010 – Sold to Germany

2010 – Restored as Roadster spec.


#1000 – 1965 Mark 1 289 Cui engine Race Spec.


1965 – Used as frame to test fit of body panels

17/1/1966 – Ford Advanced Vehicles (FAV) (created using parts from #1006)

26/3/1966 – Loaned to Comstock Racing Canada

26/3/1966 – Sebring 12 Hours McLean/ Oulette Fatal accident & Destroyed


“I was standing at the fence perhaps 100 yds before the hairpin on the opposite side of the track from the pole. The way it veered, it appeared to me that something immediate and catastrophic happened to the right rear – the impression was as if the bearing siezed or the brake broke and jammed. The absolutely abrupt veer (more of an instant angle change than a rapid turn suggesting right rear lockup) began at the location on the track about where it seemed a fast car would first apply brakes. {I wrote more but too much space taken up – pls let me know if more wanted} Thanks for letting me reflect. [Nov 5, 2010]”


1966 – Most likely buried at Sebring or (highly unlikely) remains taken back to Comstock in Canada

2011 – Gelscoe constructed car claiming to contain the frame from #1000 (Most likely a replica using this number)

2011 – France


#1001 – 1965 Mark 1 289 Cui engine Road Spec.


30/3/1965 – Ford Advanced Vehicles (FAV) as a Shelby Team car look a like

1965 – Ford Motor Co/ FAV USA

1965 – New York Auto Show

1965 – Worlds Fair

12-6-1966 – FAV Rebuild as a Mark 1 Race Car

1966 – Essex Wire (on loan)

1966 – Le Mans Ickx/ Neerspach Retired

1966 – Bernard White UK

1966 – Austrian GP Ireland 10th

1966 – Kyalami 9 Hours Hobbs/ Spence Retired

1967 – Sid Taylor

1967 – Martini Trophy Gardner Retired

1967 – Charles Lucas

1967 – BOAC 500 Lucas/ Pike Retired

1967 – Austrian GP Hulme/ Lucas Retired

1967 – Guards Trophy Lucas Retired

1967 – via. Frank Williams

1967 – John Woolfe

1968 – Andy Cox

1968 – Monza 1000KM Raeburn/ Shenken Retired

1968 – Ring 1000KM Granville – Smith/ Raeburn 20th

1968 – Spa 1000KM Raeburn/ Shenken Retired

1969 – via. Charles Beattie

1969 – Ian Williams

1970 – Terry Smith

1970’s – Converted to Road car spec.

1970’s – PNS Ltd.

1970’s – Steve Stevenson

1970’s – Tony Mitchell

1973 – John Lees


#1002 – Mark 1 289 Cui. Race Spec.


13/5/1965 – F. English Ltd. UK (Registered FEL 1C)

1966 – Monza 1000KM Ireland/ Amon Retired

1966 – John Macklin

1967 – Plough Motors

1968 – Kyalami 9 Hours De Klerk/ Prophet Retired

1968 – BOAC 500 Prophet/ Bond Retired

1968 – Ring 1000KM Prophet/ Bond Retired

1968 – Spa 1000KM Prophet/ Bond 8th

1968 – J.A. Pearce

1970 – Brian Classic

1972 – via Willie Green

1972 – Roger Douglas – Hughes

1970’s – Heavily crashed & Rebuilt

1989 – Sothebys Germany SOLD for ??

1989 – ??

1999 – Coys UKP324,000

1999 – ??


#1003 – Mark 1 289 Cui. Race Spec.


1965 – Guy Ligier/ Ford France

1965 – Ring 1000KM Trintignant/ Ligier Retired

1966 – Ring 1000KM Ligier/ Schlesser 5th

Returned to Ford Advanced Vehicles for rebuild

1966 – Jean – Michelle Giorgi

1967 – Monza 1000KM Greder/ Giorgi Retired

1967 – Ring 1000KM Greder/ Giorgi 7th

1967 – Rheims 12 Hours Greder/ Giorgi Retired

1968 – Robs Lamplough UK

1960’s – Clive Young

Converted to Road car Spec.

1969 – Guy Tamplin

1969 – KDM & Cherrington Ltd.

1970 – M.H. Polkmell

1970 – Foley Park Motors

1973 – John Broad

1973 – Robert Horne

2012 – Fiskens asking ??


More information here:

(Built to take on the might of Ferrari, the Ford GT40 was one of those rare racing cars that not only successfully challenged the opposition but also comprehensively defeated it, winning Le Mans four successive times from 1966 to 1969.


In the hands of future Formula One constructor Guy Ligier, GT40 P/1003 was the first GT40 to claim a victory in Europe. It ran under the Ford France banner for Ligier through the 1965 and 1966 seasons before passing on to Jean-Michel Giorgi, who continued to race it as a Ford France car. During that time GT40 P/1003 was only ever out-performed by another GT40 on four occasions!


In Ligier’s hands it debuted at the 1965 Nurburgring 1000 Km’s, co-driven by Le Mans winner Maurice Trintignant. Ligier then gave the GT40 that historic first European win at Magny-Cours and followed it up with another victory in the Trophee du Cognac. There were class wins on the Chamrousse and Mont-Dore hillclimbs, with further competition that season at the Ollon-Villars mountain hillclimb and one final victory at Albi.


The following season Ligier, with close friend Jo Schlesser, took the class win and fifth overall at the Nurburgring 1000kms, before 1003 was bought for the 1967 season by the aforementioned Giorgi.


Giorgi continued where Ligier had left off. With Henri Greder co-driving, he and 1003 took an incredible class win in the Targa Florio, finishing an almost-as-astounding fifth overall. Exactly two weeks later, with the same driver pairing, the GT40 repeated its class win at the Nurburgring 1000kms, coming home seventh overall this time.


The Reims 12 Hours followed one month later, then another class win at Magny-Cours. 1003 ran what would prove to be its last race as a Ford France car in October 1967 at the Paris 1000kms at Montlhery.


Having had just one British owner for over 30 years, GT40 P/1003 ranks as one of the most original in existence. It signifies a momentous chapter in the motor sport history of both the Ford Motor Company and that of France, making it one of the most important GT40’s in the world.)


#1004 – Mark 1 Chassis Race Spec.


3/5/1965 – Shelby USA (SAI)

Built up as a 325 Cui Race Car

1965 – Loaned to Rob Walker Racing UK

289 Cui engine fitted

1965 – Le Mans Bondurant/ Maglioli Retired

1965 – Cobra Caravan tour

1966 – Ford Advanced Vehicles (FAV) UK

1966 – Stored

1968 – Rebuilt by FAV/ JWA

Renumbered #1084 and no longer exists


#1005 – Mark 1 Chassis Race Spec.


7/5/1965 – Shelby USA (SAI)

Built up as a 325 Cui Race Car

1965 – Loaned to Scuderia Filipinetti

289 Cui engine fitted

1965 – Le Mans Muller/ Bucknum Retired             

1965 – Terry Drury UK

1967 – BOAC 500 Drury/ Holland 14th

1967 – George Humble

1968 – Spa 1000KM Humble/ Smith Retired

1968 – Bob Darlington

1968 – Bob Vincent

Road Car Spec.

1968 – Ron Fry

1968 – Richard Ashcroft

1968 – Ashmore Brothers

1969 – Paul Chalmers

1970 – Odney Motor Co.

1970 – Julian Seddon

1971 – Michael Hipperson

1971 – Salt Walther USA
1974 – Garage Fire & car Destroyed

1974 – Remains bulldozed into a riverbed

2002 – Walther Family property dispersed including remains of #1005 (1 cylinder head, an alternater and not much else)

2003 – Recreation of #1005 built (ownership claimed by purchaser of remains)

2005 – Court case to decide who owns rights to #1005

2011 – (Legal ?) ownership of rights to #1005 claimed and number transferred to #1127 (SAFIR Replica), $500,000 paid for rights to #1005 (to Walther family ??). Of course this doesn’t make #1127 radically become #1005


#1006 – Mark 1 289 Cui Race Spec.


14/6/1965 – Ford Advanced Vehicles (FAV)

1965 – Le Mans Ireland/ Whitmore Retired

Testing at Monza Whitmore crashed & wrecked

Parts from wreck fitted to #1000

Rolling chassis sold

1966 – Terry Drury UK

Fitted spare Alan Mann body & 302 Cui Gurney – Weslake engine

1969 – Dennis Leech


1969 – Terry Drury


1970 – Bryan Prynn


?? – P. Evans


1973 – Melvyn Basted

1978 – Mike Haywood

Rebuilt to 1965 Le Mans spec. by Gelscoe eng.

1993 – Coys

1993 – ?? France


#1007 – Mark 1 289 Cui. Race Spec.


28/8/1965 – Ford France

1966 – Le Mans Trials Greder/ Giorgi/ Ligier

1966 – Monza 1000KM Ligier/ Greder 6th

1966 – Targa Florio Ligier/ Greder 12th

1966 – Le Mans Ligier/ Grossman Retired

1966 – Paris 1000KM Attwood/ Schlesser Retired (Crashed)

Rebuilt at FAV

1967 – Monza 1000KM Schlesser/ Ligier 6th

1967 – Targa Florio Schlesser/ Ligier Retired (Crashed)

1967 – Ring 1000KM Schlesser/ Ligier 10th

1967 – Pierre Bardinon France

1970 – Franco Sbarro Rebuild

427 Cui engine fitted

1970 – Rayrace Engineering asking ??

1971 – Not sold returned to France

?? – Claude Duval

1980’s – Brian Wingfield Restoration

20012 – still in France (Duval?)


#1008 – Mark 1 289 Cui. Race Spec.


17/8/1965 – Ford UK

Never Raced or sold

1966 – Rebuilt as #1046 for a show tour

1969 – Rebuilt as #1075 for a show tour

1969 – Displayed at Ford of Swansea or Donnington Museum

1986 – Permanent loan to GT40 Owners club

1986 – Bryan Wingfield Restoration to Road Spec.


#1009 – Mark 1 289 Cui. Race Spec.


18/8/1965 – Peter Sutcliffe UK

Road Registered

1965/66 – Springbok Series

1965 – Kyalami 9 Hours Ireland/ Sutcliffe 2nd

1966 – Spa 1000KM Sutcliffe/ Redman 4th

1966 – Ring 1000KM Sutcliffe/ Taylor 6th

1967 – Ed Nelson

1967 – Monza 1000KM Nelson/ Liddell 11th

1967 – Spa 1000KM Nelson/ Widdows Retired

1967 – Ring 1000KM Nelson/ de Klerk Retired

1967 – Rheims 12 Hours Nelson/ Liddell 12th

1967/68 – Springbok Series

1968 – Daytona 24 Hours Nelson/ Hailwood Retired

1968 – Sebring 12 Hours Nelson/ Piper 16th

1968 – Monza 1000KM Nelson/ Epstein Retired

1968 – Ring 1000KM Nelson/ Pierpont Retired

1968 – Malcolm Guthrie

1968 – Kyalami 9 Hours Guthrie/ Hailwood Crashed

#1009 Rebuilt as two separate vehicles see #1009 (A) & #1009 (B)


#1009 (A) – N/A


Alan Mann car built from John Wyer Assoc. (JWA) spare lightened chassis for Malcolm Guthrie using

1969 – Le Mans Gardner/ Guthrie Retired

1969/70 – Springbok series

Rebuilt as a Road car

1971 – Gil Jackson

2011 – via. Fiskens

2011 – Wills UK

2011 – Restored in the USA


#1009 (B) – N/A


Wrecked chassis and parts

1969 – Malcolm Guthrie

1969 – Bryan Wingfield

Rebuilt by Bryan Wingfield

1976 – Wayne Skiles

1976 – Walter Cantrell

2011 – Still in USA


#1010 – Mark 1 289 Cui. Race Spec.


23/8/1965 – R.L. Scott USA (Essex Wire Racing)

1966 – Daytona 24 Hours Revson/ Gregory 17th

1966 – Sebring 12 Hours Pabst/ Gregory Retired

1966 – Monza 1000KM Whitmore/ Gregory 2nd

1966 – Ring 1000KM Whitmore/ Neerspach Retired

Firestone tyre testing at Oulton Park Crashed & wrecked

1966 – Paddy McNally UK

1966 – Peter Sadler

New tub from John Wyer Assoc. (JWA) purchased & fitted during rebuild

1968 – Ring 1000KM Sadler/ Green 21st

1968 – Spa 1000KM Sadler/ Green 9th

1968 – Paris 1000KM Sadler/ Green 3rd

1969 – BOAC 500 1969 Sadler/ Vestey 11th

1969 – Monza 1000KM Sadler/ Vestey Retired

1969 – Spa 1000KM Sadler/ Vestey 9th

1969 – Le Mans Sadler/ Vestey Retired

1969 – Willie Green

1969 – Tour de France Green/ Davenport Retired

1969 – Paris 1000KM Green/ Baker 6th

1969 – Trevor Graham

1970 – Daytona 24 Hours Forrester/ Hedges Retired

1970 – Sebring 12 Hours Forrester/ hughes Retired

1970 – Brian Classic

1971 – Julian Seddon

1972 – Hexagon

1972 – Brian Poole

Road Spec.

1983 – via Adrian Hamilton

1983 – Paul Vestey

Race Spec.

1990’s – Symbolic Motors asking US$ 1.55 mil.

1990’s – ??

2007 – Adrian Newey UK


#1011 – Mark II Rolling Chassis Race Spec.


5/12/1965 – Shelby USA (SAI)

Fitted 427 Cui engine

1966 – Daytona 24 Hours McLaren/ Amon 5th

1966 – Le Mans Trials Hansgen Fatal Accident & Destroyed

1966 – Wreck returned to Holman & Moody USA

1960’s – Don Mecom (wrecked tub & some parts)

1970’s – Rick Nagel

2012 – Tub, parts & Title to Zicon, USA,  Engine & Transmission used in a Replica GT40 in New Zealand


#1012 – Mark II Rolling Chassis Race Spec.


6/8/1965 – Shelby USA (SAI)

Fitted 427 Cui engine

1966 – Daytona 24 Hours Gurney/ Grant/ Payne 2nd

1966 – Le Mans Trials McLaren/ Amon/ Miles Crashed

Alan Mann (on loan)

1966 – Spa 1000KM Whitmore/ Gardner 2nd

1966 – Le Mans Spare Car

Shelby USA (SAI)

Daytona 24 Hours 1967 McLaren/ Bianchi/ Gurney 7th

Destroyed in testing at Daytona by Revson

1969 – Don Davis (Total wreck)

Spare RHD Chassis purchased from John Wyer Assoc. (JWA) fitted

1989 – Stan Ross

2003 – via Symbolic Motors

2003 – Yves Sanguato France


#1012 – tub only


1969 – Don Davis

1960’s – Lyle Digness

1970’s – Walter Cantrell

1976 – Wayne Skiles

1978 ~ 1982 – Total rebuild by Brian Wingfield from the tub only in UK (approximately one third of the tub could be used in the build)

1981 – Andy Harmon

1984 – via Nick Soprano

1984 – Peter Livanos

1980’s – Edmond Hubbard

1994 – via. Symbolic Motors

1994 – Jean Pierre Grave

2000 – Jean Pierre Lecou


#1013 – Mark 1 289 Cui Road Car


1/1/1966 – Ford Advanced Vehicles (FAV)

1966 – Press car

1960’s – B. Bowles UK

1969 Rob walker

1969 – Willie Green

1969 – Peter Sadler

1970 – Alan Foster/ London Sports car centre

1970 – Falzon Malta

Caught Fire

1970 – Alan Foster/ London Sports car centre


1971 – Steven Smith

1980’s – Restoration

1997 – Coys SOLD UKP180,000


#1014 – Mark 1 289 Cui Race Car


28/9/1965 – Karl Richardson UK

1967 – Neil Corner

1967 – Paris 1000KM Corner/ Blades Retired

1968 – Martin Henry

1968 – Barry Wood

Road Car conversion

1970 – J.A. Pierce

1971 – Vince Woodman

1987 – ??


#1015 – Mark II Rolling chassis


11/9/1965 – Shelby USA (SAI)

Fitted 427 Cui. Engine

1966 – Daytona 24 Hours Miles/ Ruby 1st

1966 – Le Mans Miles/ Hulme 2nd

1967 – Daytona 24 Hours Bucknum/ Gardner Retired

Holman & Moody (Ford transfer)

1967 – Le Mans Schlesser/ Ligier Retired

Stored at SAI

Stored at Holman & Moody

1970’s – Richard Reventlow USA

Holman & Moody rebuild & fitted with D5HM-001-GT plate

1980’s – via Holman & Moody

1980’s – Les Lindley

1990 – Christies Auction (Monterey) SOLD for US$1.5 million

1990’s ~ 2012 – Larry Miller & family


#1016 – Mark II Rolling Chassis


11/9/1965 – Shelby USA (SAI)

427 Cui engine fitted

Testing at Sebring

Transferred to Holman & Moody

1966 – Daytona 24 Hours Ginther/ Bucknum Retired

1966 – Sebring 12 Hours Foyt/ Bucknum Retired

1966 – Le Mans Bucknum/ Hutcherson 3rd

1967 – Daytona 24 Hours Donohue/ Revson Retired

1967 – Le Mans Trials Donohue

Stored at Holman & Moody

Restored by Holman & Moody

1970 – Donated to Harrah Museum

1983 – via Joel E Finn

1983 – Leslie Barth

2005 – via Symbolic Motors

2005 – Claude Nahum Switzerland


#1017 –Mark 1 289 Cui Kit of parts


2/10/1965 – F. English Ltd. UK

Built Up

1966 – Spa 1000KM Ireland/ Amon 5th

1966 – Le Mans Ireland/ Rindt Retired

1966 – Ron Fry

1968 – Bob Vincent

1970’s – Nigel Moores

1993 – Brooks SOLD @ UKP250,000

2011 – Sally & Dudley Mason – Styrron                  


#1018 – Mark 1 289 Cui Race Spec.


5/11/1965 – Shelby USA (SAI)

Stored until 1967

1967 – Leon Murphy

1973 – Falconer & Dunn

1970’s – David Piper UK

1980’s – Laurie O’Neil Australia

1992 – Williams/ Clynne


2009 – Bonhams est. UKP900,000+

2010 – Maxted –  Page

2010 – Germany ??


(Description courtesy of Bonhams) Picture yourself easing open the long wrap-over driver’s door of this wonderfully capable, well prepared and beautifully presented Ford GT40. Just 40-inches high, of course, this classical 200mph legend barely comes up to your chest. Gaze down into its broad yet snugly tailored cockpit, and savour its period ’60s capability. Ease open the famous clamshell rear body ‘clip’, and study this GT40’s muscular 4.7-litre Ford V8 engine. This is a period-built, modern-day race prepared competition Coupe which has proved itself – in competent hands – to be a consistently competitive historic racing front runner and race winner.

If ever there was a make and model of long-distance racing car which required little introduction, the Ford GT40 is it. For many enthusiasts the stuff of boyhood dreams, Ford’s family of GT Coupes won the Le Mans 24-Hours Grand Prix d’Endurance no fewer than four consecutive times, 1966-1969. The GT40s such as this beautifully prepared example won at Le Mans in 1968 and ’69, and the cars added FIA World Championship-level classic race wins in the 1965 Daytona Continental, the 1968 BOAC ‘500’ at Brands Hatch, Barcelona 6-Hours, Monza 1,000Kms, Spa 1,000Kms and Watkins Glen 6-Hours, and the 1969 Sebring 12-Hours.

This particular car – chassis ‘1018’ – was first completed by Ford Advanced Vehicles Ltd at Slough, England, ready for despatch on November 5, 1965 to its first owner, Shelby American Inc of Los Angeles, California. The car was shipped to them in what was described in contemporary factory documentation as “show finish maroon” with “black (show finish)” interior trim. It was configured to race specification “as show car”. It was equipped as original with a 289 cubic inch Cobra Ford V8 engine, serial ‘52165’, driving through ZF five-speed transaxle gearbox ‘Nr 47’. It rode upon 6½-inch front and 8-inch wide rear Borrani wire wheels shod with Goodyear tyres, but it then seems to have been kept in reserve by Shelby American in case of urgent team requirements, which did not come about. It seems instead to have been kept in storage by them, and therefore its specific career with former Aston Martin Le Mans-winning driver Carroll Shelby’s now legendary team passed unrecorded.

It is listed, however, upon a Shelby American Inc inventory document dated July 31, 1967, and it is believed to have been the GT40 which was displayed at the 1967 Hemisfair exhibition in Dallas, Texas. We understand that it was subsequently sold to Leon Murphy of Wichita Falls, Texas, and that he then retained it until March 1971.

By April 1973 it was being offered for sale – in primer exterior finish – by Falconer & Dunn, the racing engine specialists, of Culver City, California, and it was acquired from them by leading British private entrant and driver David Piper. He had it shipped back to the UK, where it was subsequently refinished in pale blue-and-orange Gulf-JW racing team colours. It was also fitted at that time with a Weslake-headed Ford V8 engine and cast-alloy BRM wheels.

In this updated form the car was then sold in 1975 to the prominent Australian enthusiast and collector Laurie O’Neil of Auburn, New South Wales. He had the car further restored and used it in numerous Australian collectors’ car events.

In more recent years it passed into the hands of the present vendor, a former three-times Group C2 endurance racing World Champion amongst other frontline International race-winning exploits. In his ownership the car was impeccably race-prepared and developed virtually regardless of cost to become regarded as absolutely one of the fastest Ford GT40s on the contemporary Historic racing scene.

Competing in the Whitsun Trophy at the Goodwood Revival Meeting – the world’s most charismatic classic racing fixture – GT40 chassis ‘1018’ has a record of victory in the 2007 event, two second places and two thirds. In 2005 the car’s highly-useable versatility was amply demonstrated as it was placed first in the Competition category of both the Tour Britannia and the Tour de Espana.

But 1018’s finest performances have been reserved for the GT40 model’s spiritual home on the Sarthe circuit at Le Mans, where ‘1018’ has taken class honours in every running of the biennial Le Mans Classic – up to 2008 – since the event began in 2002. In fact the car’s record through that period features no fewer than 11 race wins from 13 starts.
Ford launched its assault upon the great promotional prize of victory in the Le Mans 24-Hours race after being rebuffed by Ferrari during prospective take-over negotiatioons in 1962-63. Lola Cars had used a Ford V8 engine in their rear-engined Mark 6 GT at Le Mans ’63, and designer/constructor Eric Broadley was engaged by Ford as a consultant to produce a developed car under their brand-name, to be built by newly-formed Ford Advanced Vehicles Ltd. Former Aston Martin team manager John Wyer – architect of their victory at Le Mans in 1959 – was signed-up to manage the project, and on April 1, 1964, the prototype ‘Ford GT’ was unveiled to an expectant public.
The sleek 40-inch tall Coupe was powered by the 4.2-litre Ford Fairlane V8 engine driving through a Colotti transaxle. But though fast, the Ford GT’s first races yielded only disappointment. Not until February 1965 did the Ford project achieve victory, when the Ken Miles/Lloyd Ruby Shelby American-entered GT40 won at Daytona. Enlarged 7-litre Ford GT Mark 2 cars finally won le Mans for Ford in 1966, followed by the very different 7-litre Ford GT Mark IV cars in 1967. Meanwhile production 4.7 and 5-litre Ford GT40s had begun winning everything, everywhere, in capable private customers’ hands, and with regulaton changes for World Championship-level endurance racing in 1968-69 these definitive Ford GT40s achieved frontline stature – most notably with the quasi-works Gulf-JW Automotive team, directed by John Wyer. It was one of his cars which then won back-to-back Le Mans 24-Hour races in 1968-69, driven respectively by Jackie Ickx/Jack Oliver and by Pedro Rodriguez/Lucien Bianchi.
Now as offered here, Ford GT40 chassis ‘1018’ is fully prepared for international historic competitions, without financial constraint, to FIA Appendix K regulations. Offered with the car is a spare gearbox (the gearbox originally installed at the time of purchase) and a set of wheels and bodywork. A further spares package that includes a complete 4.7-litre V8 engine, running gear and more bodywork is available under separate negotiation direct with the seller. This individual Ford GT40 is Internationally renowned as being the finest and currently the most competitive example offered for sale in recent times – and it is certainly one of the most attractive of its kind that we at Bonhams have ever had the privilege to offer. We recommend the closest inspection. For any would-be Historic racer – this really is a ticket to ride…and shine


#1019 –Mark 1 289 Cui Race Spec.


5/11/1965 – Alan Mann UK

Spare chassis sent to USA                                                                                                                 

Returned to UK and built up

1966 – Paul Hawkins UK/ Australia

Raced in Europe

1969 – Andrew Fletcher

1969 – via MRE Limited

1969 – George Crenier Belguim

1972 – via Hexagon

1972 – Tony Gosnell

1973 – via Hexagon

1973 – Robert Cooper

1970’s – Mike Novik USA

1979 – Dick Leppla

2005 – Larry Bowman USA


#1020 –Mark 1 289 Cui


9/11/1965 – Ford USA

Show car

1966 – FAV

1967 – Ford France

1967 – Le Mans Trials Ligier/ Schlesser/ Dumay

1967 – Spa 1000KM Schlesser/ Ligier Retired

1967 – Le Mans Greder/ Dumay Retired

1967 – Pierre Bardinon France

Franco Sbarro

1970’s – Hevre Guyromond

1970’s ~ 2012 – Le Mans Museum


#1021 –Mark 1 289 Cui Race Car


24/11/1965 – Nick Cussons

1966 – Monza 1000KM Redman/ Bond 9th

1966 – Ring 1000KM Bond/ Spence 12th

1966 – Vixen Instruments

1966 – Kyalami 9 Hours Nelson/ Crabbe Retired

1967 – Colin Crabbe

1967 – Ring 1000KM Crabbe/ Pierpont 8th

1967 – Rheims 12 Hours Pierpont/ Crabbe 8th

1967 – BOAC 500 Crabbe/ Charlton Retired

1968 – David Walter

Road Spec.

1970 – Bell & Colvill

David Walter

1986 – Sir Ian Lowson

Larry Miller USA

2005 – Bill Murray


#1022 – Mark 1 289 Cui Race Spec.



1966 – Nick Cuthbert

1966 – Spa 1000KM Sutcliffe/ Redman 4th

1967 – BOAC 500 Liddell/ Gethin 12th

1967 – Carlos Gaspar Portugal

1970 – J.A. Pearce UK

1971 – Tony Bancroft

1972 – John Cooper

Road Spec.

1979 – via. Adrian Hamilton

1979 – Paul Vestey

1983 – via Adrian Hamilton

1983 ~ 2012 – Keith Harvie USA


#1023 – Mark 1 Race Spec.


used for parts fittedto AMGT-1 & 2

finished 1966

289 Cui engine fitted

1966 – Paddy McNally

1966 – Malcolm Gartlan

Raced in the UK

1968 – Maurice Charles

1969 – Cedric Brierly

1980 – Bill Clouston

Via. David Cottingham

1986 – ?? France

2003 – Christian Glaesal


#1024 –Mark 1 Race Spec.


26/11/1965 – Shelby USA (SAI)

289 Cui engine fitted

1966 – Alan Whatley USA

SCCA Raced

1967 – James Philips

1970’s – Bob Bondurant

1973 – Rod Leach

1974 – Christopher Stewart

Nigel Hulme

Brian Angliss

1984 – Nick Soprano

Peter Livanos

Nick Soprano

1984 – David Cohen Canada/ South Africa

2005 – Marcel Roks

2005 ~ 2012 – Jose Albuquerque Portugal


#1025 – Mark 1 Race Spec


1965 – Shelby USA (SAI)

Returned FAV UK due to registration problems

289 Cui engine fitted

Road car Spec.

Shell Oil advertising campaign

1967 – Ken Luscombe – Whyte UK

1968 – Rodney Lyons

1968 – Hugh Bowman

1968 – Rodney Lyons

1968 – Peter Sheen

1968 – David Porter

1969 – Chris Long

Crashed & Rebuilt


2011 – Lynn USA


#1026 – Mark 1 289 Cui Race Spec.


6/1/1966 – Essex Wire Co. USA

1966 – Daytona 24 Hours Scott/ Thompson Retired

1966 – Sebring 12 Hours Revson/ Scott 3rd

1966 – Monza 1000KM Scott/ Revson Retired

1966 – Spa 1000KM Hobbs/ Neerspach Retired

1966 – Ring 1000KM Scott/ Revson Retired

1966 – Viscount Downe & Paddy McNally

1967 – Spa 1000KM Salmon/ Oliver 8th

1967 – Le Mans Salmon/ Redman Crashed & Burnt out

Retained and rebuilt

1982 – Victor Gauntlett

via. Richard Williams

1986 – Tony Goodchild USA

2003 – Thierry Lesparre


#1027 – Mark 1 289 Cui Race Spec.


24/4/1966 -Brussels Motor Show 1966

1966 – MGM Studios

Used to film the movie GRAND PRIX

1966 – Charles Sechan

Road Car spec.

1968 – Jim Toensing

256 Cui 4 cam Indy engine

289 Cui engine fitted

1987 – ??

1999 – via RM Auctions

1999 – Chip Connor Hong Kong/ USA

2002 – Barrett – Jackson

2002 – Sir Anthony Bamford UK

Restored by Gelscoe UK

2006 – via Maxted – Page

2006 – Irvine Laidlaw

2010 – Maxted – Page

2010 – ??

2011 – Maxted – Page asking ??


(Description courtesy of


“Chassis no. P/1027 was built new to race specification in 1965 and became the February 1966 Brussels Motor Show car where it was first displayed in the traditional Belgian racing colours of yellow.

Afterwards, in April 1966, the car was sold to MGM Films to be used in the making of the film ‘Grand Prix’ in which it acted as the camera car. They had the body colour changed to White with Blue Stripes. Movie cameras were then mounted onto both the front and rear of the car for filming at circuit speeds at Monaco and elsewhere.

At the end of 1966, the car was then sold to Charles Sechan of Pennsylvania. In 1968 it was then sold to Jim Toensing, Newport Beach, CA who had the body repainted back to Yellow with Black stripes as it is today. Toensing loaned the car for display to the Briggs Cunningham Automotive Museum in Costa Mesa, California, where it remained until its closure in the late nineties. It was sold in about 1987 to a collector in Chicago who commissioned a full restoration with Robert Ash – Fine Authentic Vehicles, Georgia. The car went onto win “Best Race Car” at the 1993 Meadowbrook Concours. The car was later purchased at Auction at Monterey in 1999 by Chip Conner II who kept the car for a short while, selling it again at auction in Monterey in 2002. In 2002, P/1027 was acquired by Sir Anthony Bamford of JCB Excavators Ltd, England, who imported the car to the UK and commissioned it to be fully rebuilt and prepared for historic racing with Gelscoe Motorsport under the close supervision of experienced GT40 racer Willie Green.

Between 2002 and 2005, P/1027 was raced for JCB by Green, who achieved numerous pole positions and race wins in the Gentleman Drivers Sports Endurance GT Championship, Goodwood Revival, Le Mans Classic and elsewhere. Finally, at the 2005 Goodwood Revival meeting, Sam Hancock drove the car to victory in the Whitsun Trophy at the same time posting fastest time of the weekend with an astonishingly quick lap of 1:23.7.

In 2006, P/1027 was sold for Sir Anthony Bamford via ourselves to Lord Irvine Laidlaw, in whose collection it had a temporary body colour change from yellow to his racing colours of burgundy with silver stripe. Maintained by Simon Hadfield and kept in fully race-prepared condition, the car was raced selectively in the Masters series, the 2008 Le Mans Classic and once more at Dijon in 2009. In 2010 it was fitted with a fresh, Tim Adams race engine and a newly rebuilt RBT gearbox.

In early 2010 we sold the car to the present owner who returned the colour scheme to its original yellow livery and subsequently raced the car just once at the 2010 at Le Mans Classic. Since its last race, the car has had new fuel bladders fitted by Premier Fuel systems and the gearbox freshly rebuilt.

We are delighted to once again offer this genuine, well-proven and race-winning pre-‘65 specification Ford GT40, available in race prepared condition. The car comes with FIA HTP papers (Period F), complete with new fuel bladders and certificates, along with a fully documented history file and all UK duties paid.

Price £POA”


#1028 – Mark 1 289 Cui Road Car


8/2/1966 – Ford Division USA

1966 – Dave Tallasken

1969 – Steve Earle


1975 ~ 2012 – Gordon & Carmen Schroeder


#1029 – Mark 1 289 Cui Race Spec.


18/2/1966 – William McKelvy/ Scuderia Bear

1966 – Sebring 12 Hours Holquist/ Jennings/ Koveleski 13th

1966 – Le Mans Holquist DNS

Destroyed at Le Mans

Returned to FAV

Wreck sold to RRR Motors USA

Chassis scrapped

Parts to Gene Hamlin c1966/67

F5000 Special “Marnita”

William Schweiger

1990’s – Robert Ash – USA (Being rebuilt as a GT40 containing original front and rear suspension and few other original #1029 parts)



#1029 (#2) – Replica seen at the Nurburgring c.2011 (apparently contains no parts from #1029)


#1030 – Mark 1 Race Spec.


23/12/1965 – Shelby USA (SAI)

289 Cui engine fitted

Returned FAV UK due to registration problems

Road car Spec.

Shell Oil advertising campaign

1967 – Ken Luscombe – Whyte UK

1968 – Rodney Lyons

1968 – via Paul Hawkins

1968 – Colin Hyams


1986 – Alec Copland

1992 – Christies

2007 – USA


#1031 – Mark II Race Spec. Rolling Chassis


5/11/1965 – Shelby USA (SAI)

427 Cui engine fitted

1966 – Daytona 24 Hours Hansgen/ Donohue 3rd

1966 – Sebring 12 Hours Gurney/ Foyt Disq.

Transferred to Holman & Moody

1966 – Le Mans Andretti/ Bianchi Retired

Show car

Holman & Moody uprated to 1967 race spec.

1967 – Daytona 24 Hours Andretti/ Ginther Retired

1967 – Sebring 12 Hours Foyt/ Ruby 2nd

Holman & Moody rebuilt to Mark IIB Spec. & renumbered #1047

1967 – Le Mans Hawkins/ Bucknum Retired

Holman & Moody rebuild

1967 – Ford France

1967 – Rheims 12 Hours Schlesser/ Ligier 1st

1967 – Pierre Bardinon

1970’s – Freddy Chandon

2000’s – Collier Collection


#1032 – Mark II Race Spec. Rolling Chassis


5/11/1965 – Shelby USA (SAI)

427 Cui engine fitted

1966 – Holman & Moody

1966 – Sebring 12 Hours Hansgen/ Donohue 2nd

1966 – Le Mans Hawkins/ Donohue Retired

Resprayed as #1046

Show Car


1970 ~ 2012 – Tony Hulman/ Indy Museum


#1033 – Mark 1 289 Cui Road Car


14/1/1966 – Georges Filipinetti

Graber Mods

1966 – via M. Weber

1967 – Ortiz Patino Bolivia

Race Spec.

1967 – Zitro/ ESCA Racing

1969 – Le Mans Trials Martin/ Hanrioud

1969 – Monza 1000KM Hanrioud/ Martin 15th

1969 – Le Mans Martin/ Hanrioud DNS

1970 – Buenos Aires 1000KM Forrester/ Martin Retired

Burnt Out

Stored in Switzerland

1970’s – Wreck to USA

1980’s – Various owners

1980’s – Bud Romak

1989 ~ 2012 – Tom Armstrong USA

2012 – Canepa asking ??

2012 – Bonhams sold at US$2.2 million


Description courtesy of


“The ex-Filipinetti/ex-Dominique Martin Team ZITRO, Tom Armstrong

1966 Ford GT40

Chassis no. GT40P/1033

* 302-cid V8

* Gurney-Weslake heads with 48IDA Webers

* Fully authenticated by Ronnie Spain

* Ex-Geneva Auto Show Car

* Extensive international race record

* Restored by Phil Reilly

* Proven vintage race car

* Offered from the Tom Armstrong Collection

* Impressive spares package


Ford GT40 P ‘1033’ was shipped to Geneva, Switzerland, from the Ford Advanced Vehicles Ltd production plant at Slough, Buckinghamshire, England, on January 14th, 1966. The car was shipped unpainted and incomplete, as it was destined for the Graber coachworks, where it was to be completed, trimmed and prepared as a very special road car for Georges Filipinetti, patron of Switzerland’s celebrated Scuderia Filipinetti racing team.


As entered by FAV on their contemporary Production Car Record Sheet, ‘1033’ was intended as a “Road Car. Sent with std. race engine and transmission to be changed later.” Graber’s work was completed early in 1967, the car finished in light metallic blue with minimal over-rider-style nose protectors, electric door windows, full leather interior and that most sensible GT40 option, air-conditioning. The car featured on the front cover of the British ‘Car’ magazine issue of February 1967, and was displayed at the Geneva Salon the following month. Mr Filipinetti immediately offered it for sale through Geneva Ferrari dealer Jean-Jacques Weber, who found an eager buyer in Bolivian tin millionaire Jaime Ortiz-Patino who at that time resided in Geneva. On May 5, 1967, ‘1033’ was Swiss road registered for him as ‘GE 136999’. In subsequent correspondence with premier GT40 authority Ronnie Spain, Mr Ortiz-Patino confirmed that he had driven the car quite often in Switzerland and France before having all its special trim removed and the car converted into a pure race car for his godson, Dominique Martin to drive in competition.


This aspiring young French racing driver initially gained experience in the GT40 by contesting a series of minor-league national hill-climb events, as at the Col de la Faucille and at Beaujolais in 1968. He qualified for a full competition license and raced the car at Montlhery, outside Paris. Into the new year of 1969 Dominique Martin then entered ‘1033’ for a series of major international endurance races, including the Le Mans 24-Hours. Co-driving the GT40 with the more experienced Frenchman Jean-Pierre Hanrioud, Martin appeared at the Le Mans Test Weekend on March 29-30, 1969, the still pale blue car then wearing prominent ‘ZITRO’ lettering across its nose, reflecting its Ortiz-Patino family sponsorship.


On Italy’s Liberation Day – April 25 – the Martin/Hanrioud pairing raced ‘1033’ in the Monza 1,000Kms round of that year’s FIA World Championship of Makes, and finished 15th overall. Their Le Mans ambitions were foiled by a major engine failure during practice which prevented them taking the start, but on October 12, 1969, Martin and Pierre Maublanc drove the car well in the Montlhery 1,000Kms and finished ninth overall, fourth in their class. The following weekend saw ‘1033’ contest the Hockenheim 300-Miles in Germany, again finishing ninth.


Into 1970 Dominique Martin shipped the now well-developed Ford to Buenos Aires, Argentina, for the opening round of the new year’s World Championship series. In a preliminary 200-mile event at the Buenos Aires Autodrome on January 11, Martin retired due to transmission failure, but on January 18 placed twelfth overall in the Championship-qualifying Buenos Aires 1,000Kms there. Back in France that March, ‘1033’ contested the public road Rallye de l’Ouest, Martin finishing second overall with navigator Chini by his side.


Dominique Martin then decided to change sporting direction and the ZITRO Ford GT40 – surplus to his requirements – was subsequently repainted in a non-metallic pale blue and was offered for sale via ex-Scuderia Filipinetti mechanic Michel Berney. Unfortunately, on October 26 that year while driving it between his home and garage premises, Michel Berney had the car catch fire. He escaped unscathed, but could only watch the fire take hold. The local fire brigade arrived in time to save the GT40’s steel-panelled chassis virtually intact, but almost everything else within the car that would burn had burned. M. Berney subsequently stripped and cleaned the monocoque chassis and photographed it ‘for the record’. Most significantly, his photos have survived and would enable Ronnie Spain to identify the surviving monocoque structure absolutely as this individual GT40 – ‘1033’.


As Mr Spain writes: “Very importantly…when the chassis was repaired in England several years later, the necessary work as told to me was the fitting of a new floor and outer sills, and a new outer roof skin”. He then points out that “…apart from the roof skin, the floor and outer sills are work that has been necessary on quite a few GT40s…” – since these still-skinned monocoque cars have proved notoriously prone to corrosion. A pair of as-original perforations in this GT40’s left-front tub structure are amongst other detail features which have proved unique to ‘1033’ as now offered here.


These distinctive perforations are clearly visible in M. Berney’s 1970 photographs of the fire-damaged tub, and also visible in photography of the cleaned-up and painted structure in 1972 when it was subsequently owned by fellow Scuderia Filipinetti alumni Franco Sbarro. The same entirely distinctive identifying feature then appears upon photography of the same tub when celebrated Californian preparation specialist Phil Reilly began serious restoration of it – under alternative (and mistaken) chassis identity – in 1983.


Meanwhile, from Sbarro the chassis had gone to legendary British racer David Piper in 1974, the Swiss description of the car claiming it to be the Filipinetti team GT40 that had burned out at Monza in 1967 (which was actually ‘GT40 P/1040’). David Piper sold the car under that mistaken identity to American Paul Chandler, and the chassis was part-restored during this period by British specialists John Etheridge, Paul Weldon and Reg Chapple. Ronnie Spain observes: “The inner roof panel had sagged slightly during the fire and that minor sag is also still in the car today as further proof of its originality…”.


The car was then sold to new American owner Bud Romak – still mistakenly identified as ‘1040’ – and it was entrusted to Phil Reilly for full restoration in 1983. Mr Romak subsequently enjoyed vintage racing the car for several years before deciding to sell it in 1988, when he asked Ronnie Spain to verify its true identity. Having established its absolute provenance as the ex-Martin Team ZITRO car, ‘1033’, Mr Romak then sold the car to prominent American connoisseur Tom Armstrong who has retained it ever since. In his hands the car has made multiple appearances at the Monterey Historics and numerous other US vintage races, including Elkhart Lake, Sears Point and Portland International Raceway amongst others.


This simply gorgeous Ford GT40 car has long-since become established as one of the most exquisitely well-prepared and most familiar within the American treasury of these now intensely desirable and hugely useable competition/street masterpieces.


With the appended internationally accepted confirmation of authenticity to support its self-evident quality as offered here today, ‘GT40 P/1033’ is a gleaming example of Ford’s ‘sixties Le Mans-winning legend. This example can be regarded as being instantly acceptable for such world-class circuit racing events as the Goodwood Revival Meeting, or for such European public road rally/races as the French Tour Auto, or for such hugely attractive American events as well as virtually any historic race meeting Stateside.


The full wording of respected Ford GT authority Ronnie Spain’s statement in regard to ‘1033’ here, verifying its identity absolutely as Ford GT40 serial ‘1033’, is as follows. He writes:


“I began researching the GT40 in 1978, and…have been researching the GT40 extensively for over three decades now, have seen 106 of the 134 original GT40s and variants that were ever built, and have amassed an unparalleled amount of documentation, information and detailed photographs of the cars’ chassis. All of this has armed me with an unequalled knowledge of each individual car’s history, as well as the ability to positively identify an individual car by the absolutely unique details to be found in its chassis. (This) has fortuitously proved possible due to the very nature of the car’s construction around a monocoque chassis built of sheet steel. By the very hand-built nature of its construction, each chassis has absolutely unique seam & spot ‘weld-patterns’ throughout, as good as DNA, where the around 250 individual panels were welded together. On top of this the basic chassis configuration underwent numerous modifications over the six years of GT40 production. All of this, plus the knowledge of factory modifications carried out to convert certain of the chassis to a different road specification, as well as the knowledge of the modifications carried out on all the chassis raced by the different ‘works’ teams, enables me to absolutely and positively identify the genuine original chassis of any GT40 for which I have unearthed sufficient detail.


“My book, ‘GT40: An Individual History and Race Record’, was published by Osprey in 1986, and has been re-issued three times. I am currently in the final stages of a much larger, much more detailed, and much more thoroughly illustrated new GT40 book. I have been consulted by GT40 owners and buyers, car magazines, police forces, lawyers, the FBI. You name them, I’ve been consulted by them.


“In this capacity, I state here, categorically and absolutely, that the car which is to be auctioned by Bonhams at Quail Lodge on August 12th this year is the one and only genuine ‘GT40 P/1033’, and has absolute provenance from me as such. More than that, of all original GT40s, GT40 P/1033 comes with one of the top provenances I have ever been able to supply.


“By request, this document has been kept to the most basic statement on the authenticity of ‘GT40 P/1033’. I have a detailed document which gives the full history of ‘GT40 P/1033’, including details of the absolute proof of the car’s authenticity, which I will be happy to supply to any interested parties.”


Ladies and gentlemen – we present Ford ‘GT40 P/1033’ – for your delectation.

Sold for US$ 2,205,000 inc. premium “


#1034 – Mark 1 289 Cui Road Car


17/3/1966 – James Fielding

1971 – Paul Weldon

1974 – Anthony Hutton

George Lassum Australia

1986 – George Parlby

1999 – Coys

2000’s – David Bowdon Australia

2009 – Ecurie Investments asking AUD$2.5 million

2012 – Ecurie Investments POA & Not for sale

2012 – Tom Shaunnessy USA ??


#1035 – Mark 1 Rolling Chassis


1965 – Shelby USA (SAI)

Returned FAV UK due to registration problems

Road car Spec.

289 Cui engine fitted

Shell Oil advertising campaign

1967 – Ken Luscombe – Whyte UK

1968 – Rodney Lyons

1968 – Axon

1970 – Michael Hoskison

Rupert Glydon

1973 – Michael Dawes

2000’s – Japan


#1036 – Mark 1 Rolling Chassis


1965 – Shelby USA (SAI)

Returned FAV UK due to registration problems

Road car Spec.

289 Cui engine fitted

Shell Oil advertising campaign

1967 – Ken Luscombe – Whyte UK

1968 – Rodney Lyons

1968 – H.R. Owen

1986 – Eric Bird

2000’s – USA


#1037 – Mark 1 289 Cui Race Spec.


1/3/1966 – Comstock

1966 – Sebring 12 Hours Wietzes/ Fisher Withdrawn

Ford of Canada

Show Car

1971 – East – west Imports

1986 – Don Marsh

1998 – RM Auctions

2012 – Larry Miller/ Tom Mabey (Shelby USA Museum)


#1038 – Mark 1 289 Cui Race Spec.


1/4/1966 – Essex Wire UK

1966 – Spa 1000KM Scott/ Revson 3rd

1966 – Le Mans Scott/ Revson Retired

1966 – Paddy McNally

1967 – Sebring 12 Hours McNamara/ Grossman 8th

1967 – via Mike Spence

1967 – John Jordan

Club Raced in the UK 1967 – 69

1970 – John Bailey



#1039 – Mark 1 289 Cui Race Spec.


28/2/1966 – Scuderia Filipinetti Switzerland

1966 – LM Trials Mairesse/ Muller/ Ireland

1966 – Spa 1000KM Mairesse/ Muller Retired

FAV Race Prepped

1966 – Pierre Bardinon France

Road Car spec. mods by Franco Sbarro

1968 – Henri Chemin


1975 – Pierre Brunet

1983 –



#1040 – Mark 1 289 Cui Race Spec.


1/3/1966 – Scuderia Filipinetti Switzerland

1966 – Le Mans Trials Mairesse/ Muller/ Ireland

1966 – Monza 1000KM Muller/ Mairesse 3rd

FAV Race Prep for Le Mans

1966 – Le Mans Sutcliffe/ Spoerry Crashed

Rebuilt at FAV

1967 – Le Mans Trials Muller crashed

1967 – Borel & Grandjean

1967 Monza 1000KM Borel/ Ballot – Lena Crashed & Wrecked

Franco Sbarro Rebuild from part of the chassis & frame

1976 – Charles Grendroz Switzerland

1976 – Construction finished

1977 – Harley Cluxton USA

1978 – Don Silawsky

2005 – asking US$285,000

2005 – Davis


#1040 – (Replica)


Replica built on a Sbarro chassis by Sbarro mid 1980’s


2010 – Bos, Netherlands asking EURO 1.85 mil.


For more information about Car #1   or see here for Car #2 (courtesy of ) #1040 has been sold new to the Filipinetti Scuderia in 1966 – It came in “red signal”, the swiss color, from the factory on the 1th mars 1966 –

– Participated on trials of the 24 hours of “Le Mans” on the 2d and 3th of april 1966 –

– Participated to 1000 km of Monza, with Willy Mairesse and Hubert Muller – 3th place –

– Prepared by “Ford advanced vehicles” to run at “Le Mans” in June 1966 – driven by Muller, Sutcliff and Spoery -Eliminated after 233 lap –

– Sold to Mrs Bovel and Grandjean for the trails of “Le Mans” in 67 – Damaged again –

– Participated to 1000 km of Monza in april 1967 – The Ford Gt 40 #1040 was burnt in the 85h lap (out of 100). The car was almost entirely burnt and the wreck sold to Georges Filipinetti and the stored in his castle of Grandson –

In October 73, #1040 was the objetct of a transaction between Filipinetti and Sbarro against some mechanical work on a Lotus F1 –

– Sbarro was probably the man who knows the best about Ford GT 40, having participated to its elaboration at the Ford Advenced Vehicle in the USA and having been the chief mechanic of the Filipinetti Racing Team, being in charge of the GT 40s.

– Sbarro started to rebuilt the car, slowly, during his rare spare time. it was in the mid seventies. In 1986, the last owner signed a contract with Sbarro for the purchase of #1040 and also for the restoration to be done on the car –

The car was imported to France like it was, a wrecked car, to clear the custom, and was send back to Sbarro who promised by contract to do the job of restoration in 12 months – I have a copy of this contract – The engine was rebuilt in 2001 by the specialist Dave Dralle from Willow Spring CA, with a genuine block of a GT 40 –

– Participated to Le Mans classic in 2002 –


#1041 –Mark 1 289 Cui. Race Spec.


23/8/1966 – Jean Blaton Belguim

1966 – Paris 1000KM Beurlys/ Mairesse Retired

1967 – Firmin Dauwe



2005 – Ron Rowse Australia


#1042 – Mark 1 289 Cui Race Spec.


4/1/1967 – Scuderia Brescia Corse Italy

1967 – Daytona Casoni/ Maglioli Ret.

1967 – Sebring 12 Hours Maglioli/ Vaccarella 5th

1967 – Le Mans Maglioli/ Casoni Ret.

1967 – Austrian GP Vaccarella/ Maglioli 3rd

1967 – Augusto Colli

Via Maglioli

1967 – Capelletti Mec – Auto

Burnt out

Via Maglioli

Guido Fossati

Roberto Castagna

Rebuilt by Castagna


2000 – Coys


2005 – Colonna USA


#1043 –Mark 1 289 Cui Road Spec.


6/5/1966 – Heeresperger USA

1960’s – Ralph Bockmeir

1970’s – Herb Wetanson

1974 – via Mark Derish

1986 – Les Lindley

2005 – John Brice

2008 – Gooding Auction NOT SOLD @ US$1.6 mil.


 (When this GT40, chassis 1043, left the factory in 1965, it was configured as a road-going car, one of just 31 cars to be built to such specifications. The car was fitted at the factory with unique options that would make the thoroughbred GT40 – a car capable of 200 mph at Le Mans – civilized enough to live with on public roads. For this car, Weber carburetors, a black leather interior, a body finished in primer and relatively narrow Borrani wire wheels wearing Goodyear tires completed the package. Upon completion in June 1966, it was dispatched and sold to a Mr. Heeresperger, who had air-conditioning fitted and the car finished in stunning Guardsman Blue paint. While little is known of its earliest years, by May 1971 the car had covered a mere 8,000 miles and was in the care of Ralph Bockmier of Spokane, Washington. Bockmier sold the car a few years later and it settled on the East Coast with Long Island car dealer Herb Wetanson. In October 1974, Wetanson sold the car to Les Lindley of Anaheim, California. When Lindley took delivery, it had only covered 14,000 original miles and was still in its road-going trim. Lindley was an avid GT40 enthusiast, and when he purchased 1043 he had already acquired a most impressive stable of GT40s that included chassis J-5, an Mk IV car that placed 4th at the 1967 Le Mans; chassis number 1015, the 2nd place finisher at the 1966 Le Mans; and chassis number J-3, the 1967 Le Mans trials Mk IV. Upon receiving his newest GT40, Lindley planned on racing it in the growing number of vintage races throughout California. He painted it in a stunning white livery with a single red center stripe and complementing sill lines, and upgraded the car to full race specifications. Since that time, 1043 has been raced extensively by subsequent owners, including running at Daytona in 2005. Never restored but rather sympathetically maintained through the years, 1043 retains its original, never-damaged and unrestored body tub and chassis, a very rare occurrence among GT40s. Now showing just 20,400 original miles, 1043 is in fully sorted, “on the button” race-ready or extremely fast road-use-ready condition, a true dual-purpose world-beating car as originally intended. It has been meticulously prepared with a no-expense-spared mentality that is immediately apparent from the moment one thumbs the starter button and brings 1043 to life. Fitted with the finest components including original and nearly priceless magnesium GT40 Halibrand wheels, it bears desirable Gurney Eagle Westlake era-correct heads and 52 mm Weber induction. The original wet-sump lubrication system of GT40s has always been known to be inadequate in competition, so 1043 has been converted to a sophisticated yet easily reversible dry-sump setup by noted Ford engine guru Dave Dralle. The original ZF Type O transaxle, serial #106, is complete with its original sequential shift drum and has been prepared by ZF authority Lloyd Buttfloy. In the interest of safety at the incredible speeds 1043 can achieve, the original brakes have been upgraded to vintage legal Alcon Type B calipers with full-floating and ventilated AP brake rotors. All of the original brake hardware is neatly boxed and inventoried and is included with the car. Another important safety item is the fuel tanks – the original dual tanks were converted to fuel cells by Fuel Safe, and filled through the original factory fillers. Complete safety harnesses for both driver and passenger are fitted, holding 1043’s occupants safely in its original seats. One further concession to safety is the nearly invisible integration of a complete fire system, the main bottle hidden behind the radiator. In recent years Cobra Automotive of Wallingford, Connecticut, has maintained the car, keeping it in top mechanical and cosmetic condition. The 1043 is among the best-sorted and most successful GT40s still being driven as intended. In 2006, the current owner raced this car at the Shelby American Automobile Club’s national convention (SAAC 31) with codriver Tom Yaeger, one of the great Shelby American factory team drivers. When asked how he thought it performed after his first on-track practice, Yaeger commented that 1043 was “just like I remember, only this one is a whole hell of a lot faster!” In 2008, 1043 was returned to its original Guardsman Blue road car livery, which nicely complements its original black interior. In spite of 1043’s incredible prowess on track, the consignor also reports it is an impressively enjoyable road car, and as such has all of its original road-specification equipment present, which are fully operational, from the lights to the windshield wipers. From city traffic to many multiples of the highest legal speeds in the US, 1043 does not disappoint. A true automotive legend, this impressive and original GT40 is a prime candidate to campaign the premier American vintage races, long-distance road rallies as well as a number of wonderful European events such as France’s Tour Auto and the Tour de Espana, where its impeccable condition and excellent preparation will make it an ideal entry. Chassis 1043’s history is well documented and unbroken, and is listed in the Shelby American World Registry, Ronnie Spain’s definitive work GT40: An Individual History and Race Record and Trevor Legate’s magnificent book Ford GT40. Collectors prize GT40s for their significant contribution to international motor sport in the 1960s, proving time and time again to be premier American sports car of the era. Presented here is a rare opportunity to acquire a fully sorted, renowned GT40 that is ready to continue its proud competition legacy.) Goodings 2008 est. ??


#1044 – Mark 1 289 Cui Road Spec.


14/1/1966 – Julian Moulton France


1967 – Vintage Car Store

1967 – Stone Ventures

Rebuilt as a Spyder after a testing crash

Rebuilt as standard

1971 – Kirk F. White

1971 – Don Fitzgerald

1972 – Michael Graham

1980 – Andrew Wareing UK

1986 – Straight Six asking ?



#1045 – Mark 1 289 Cui Road Spec.


20/9/1966 – Girling Ltd. UK

1968 – Duncan Hamilton

1983 – David Saunderson

1992 – Rick Cole USA

2010 – David Hidalgo


#1046 – Mark II Rolling Chassis


17/1/1966 – Shelby USA (SAI)

427 Cui engine fitted

1966 –  Le Mans Amon/ McLaren 1st

Transferred to Holman & Moody

Testing for final Mark IIB spec.

1967 – Daytona 24 Hours Ruby/ Hulme Crashed


David Brown USA (rolling chassis)

Ed Zambrelli

Rebuilt by Freddy McCall as a Road car

Steve Juda

Rebuilt by Freddy McCall to Race Spec.

1980 – Bob Richmond

Stored in Belguim for three years but eventually shipped back to the USA

1983 ~ 2010 – George Stauffer

2010 – SOLD for US$9.2 million

2010 – ??


#1047 – Mark II Rolling Chassis


17/1/1966 – Shelby USA (SAI)

427 Cui engine fitted

1966 – Le Mans Gurney/ Grant Retired

1967 – Daytona 24 Hours Foyt/ Gurney Retired

1967 – Le Mans McClusky/ Gardner Crashed

Wreck Returned to Holman & Moody

Holman & Moody rebuild

1976 – Freddy McCall

Restored by Freddy McCall

1970’s – Japan

2006 – USA

Restoration commenced c2006


#1047B – Replica


Tennant tub and some original parts

1980’s – Brian Winfield UK

George Stauffer

2001 – Bill Ostrower USA

2009 – Mecum did not sell @ $220,000

2010 – Dan Mershon

(Re-creation of a Mk II built mostly from original N.O.S. GT40 components, including most of the tub. Very well done, but at the end of the day, it’s still not a real one…but it is a hell of a lot cheaper. Should be worth the low estimate of $250k, which would have basically been the high bid plus vig.)


#1048 – Mark 1 289 Cui Road Spec.


24/5/1966 – Umberto Maglioli/ Scuderia Brescia Corse Italy

1966 – Paris 1000KM Vaccarella/ Casoni crashed

1967 – Paris 1000KM Vaccarella/ Maglioli Retired

1967 – Willie Konig Germany

1969 – Jean – Pierre Rouget France

1969 – Paris 1000KM Rouget DNS./ Crashed


Burnt out

1971 – J.C. Wilmat

1970 – van der Doorn

Sent to Franco Sbarro Switzerland for a rebuild/ restoration

Rebuilt (very few original parts)

Sbarro illegally sold

1980 – Giuseppe Lucchini Italy

2000 – Bonhams NOT SOLD @ UKP350,000+

2002 – Coys SOLD for UKP518,000


#1048 – Replica


Sbarro built c1980

1980 – van der Doorn



 (Courtesy of GT40 Ford, chassis #1048, was completed 5/24/66. The original Production Car Record Sheet, issued by Ford Advanced Vehicles of Slough, England, lists the first principal customer as Umberto Maglioli – winner of such races as the 24 Hours of LeMans, Targa Florio, and the Carrerra Panamericana.


After initial shakedown testing by Innes Ireland at Goodwood, the car was delivered to the Italian racing team of Scuderia Brecia Corse for competition use.


Mario Casoni, the Scuderia Brescia Corsa team driver, gave #1048 its competition debut July 10, 1966, in the Trento-Bondone European Mountain Championship. Casoni finished 3rd in Group 4, 7th quickest overall.


On August 7, 1966, Casoni set the track record and placed #1048 on the pole for the Enna Cup race at Pergusa, Sicily. Right rear suspension failure caused the car to retire on lap 53 of 70.


In September, Casoni and #1048 finished 7th in the Austrian GP at the Zeltweg aerodrome. In October, Nino Vaccarella, also a winner of the 24 Hours of LeMans, qualified #1048 third quickest for the Paris 1,000 kms at Montlhery. Unfortunately, #1048 slid off into a ditch during the race, sustaining minor damage, but ending its day.


In 1967, #1048 received cosmetic modifications. Its original U.K. street license plates were removed, and white number roundels were applied to the nose and doors. Maglioli and Vaccarella co-drove #1048 in the Reims 12 hour race that year, but retired with engine failure. On August 6, 1967, the Scuderia Brescia Corse GT40, #1048 won the Enna Cup at the hands of Vaccarella. Vaccarella and #1048 averaged over 130 mph for the 187.74 mile distance.


After its Brescia Corse career, #1048 was sold to the German Ferrari specialist, Willy Konig. Koenig modified #1048 by widening the rear bodywork, flaring the sills, and attaching canard fins at the front sides of the nose. Konig entered the car at the Nuremberg 200 Miles race at the Norisring in June, 1969. A failure in practice resulted in a DNS.


Jean-Pierre Rouget and Herve Bayard entered #1048 in its Konig-modified form in the Paris 1,000 kms in 1967. However, #1048 failed to start. A week later in the Casablanca G.P., Rouget crashed the car. #1048 survived the mishap and competed in further French events during the 1970 season.


In 1971 the tail bodywork section of #1048 was further modified, similar to the 917 Porsches of the period, with the taillights relocated on the frame on each side of the exhaust pipes. The car was raced in this configuration at LeMans in the 3 hour race on April 18, 1971. The car caught fire and was severely damaged.


Jean-Claude Geurie purchased #1048 in its still fire-damaged condition in 1972. The car was rebuilt, finished in a light green, and then sold to Michel Dagorne, also in 1972. Dagorne then sold #1048 to Jean-Pierre Van Den Doorn December 29, 1973.


GT40 #1048 remained with Jean-Pierre Van Den Doorn for the next six years. Then, in December, 1979, Van Den Doorn turned #1048 over to former Scuderia Filipinetti mechanic, Franco Sbarro, for proper restoration. With little “restoration” work done, and still maintaining the distinctive scars and features accumulated during its long competition history, #1048 was passed from Sbarro to Giuseppi Lucchini in 1980. Now, chassis #1048 carried a reproduction FoMoCo chassis tag, not its original chassis tag. Three years later Sbarro shipped a newly constructed GT40 replica back to Van Den Doorn, with the original GT40P-1048 chassis tag.


Lucchini subsequently commissioned Ronnie Spain, noted GT40 Ford expert and author of GT40-An Individual Race History and Race Record, Osprey, London, 1986, to inspect the Lucchini car to determine its authenticity. That inspection, the ensuing lawsuit against Sbarro, and the results of that lawsuit are set forth below in the excerpt on GT40P/1048 from the Shelby American World Registry.


Shelby American World Registry, 1997, Page 329:


“P/1048: Production racing coupe completed 5/24/66. Purchased by Umberto Maglioli (Como, ITL) and raced under the banner of Scuderia Brescia Corse; painted red. 7/10/66 Trento-Bondone (Casoni, 7th); 8/7/66 Enna (Casoni-DNF); 9/11/66 Zeltweg (#8 – Casoni – 7th); 10/16/66 Montlhery (#36, Vaccarella/Casoni-crashed); 6/25/67 Rheims (#24, Magioli/Vaccarella, DNF); 8/6/67 Enna (Vacerella-1st); 10/9/67 Innsbruck (Magioli-4th). Purchased by Willie Konig (GER) ’68. Norisring (Konig-DNS); 10/12/69 Montlhery (Rouget/Bayard-DNS); crashed in practice. 10/19/69 Casablanca (Rouget-crashed); 4/26/70 Montlhery (Greiller/Geurie-DNF); 5/3/70 Magny Cours (#64 Greiller-DNF); 7/14/70 Magny Cours (Greiller); 8/9/70 Mont Dore (#176); 8/23/70 Magny Cours (#176). 10/25/70 Montlhery (Rouget-DNF); Caught fire and totally gutted at LeMans ’71 (the last GT40 raced at LeMans). Purchased (still as burned chassis) by Jean Claude Geurie (FRA) ’71; rebuilt over the next year, finished in metalliclight green. Purchased by Michel Dagorne (FRA) ’72, purchased by Jean Pierre Van Den Doorn (l’etang La Ville FRA) ’73. Sent to Franco Sbarro (Tuileries de Grandson, SWI) for restoration 12/79. Sbarro sold the original GT40 P/1048 to Guiseppe Lucchini (ITL) ’80. It carried a repro FoMoCo chassis plate. Three years later Sbarro shipped a newly constructed GT40 to van den Doorn which carried the original GT40 P/1048 chassis plate. Lucchini subsequently commissioned Ronnie Spain to inspect his car in Italy. Spain suspected that the car Van Den Dorn now had after Sbarro’s “restoration” was likely not the original. His inspection of Lucchini’s car verified it as being the original car owned by Van Den Doorn. Spain provided a report on Lucchini’s car’s authenticity and information was also supplied to Van Den Doorn, who subsequently instigated a suit against Sbarro. Van Den Doorn was awarded a Lola T-70 replica, another Lola replica, and cash as compensation from Sbarro (as well as retaining the Sbarro built “P/1048″ car). Lucchini is now recognized as the legal owner of P/1048. Van Den Doorn has possession of a Sbarro reproduction which apparently still carries the number P/1048. Has reportedly been for sale, represented as the original.”


#1049 – Mark 1 289 Cui Road/ Race Spec.


13/4/1966 – Grady Davis USA (VIP Gulf Oil Corp.)

SCCA Raced

1967 – JWA/ Gulf Team

1967 – Daytona 24 Hours Ickx/ Thompson 6th

1967 – Sebring 12 Hours Thompson/ Lowther Retired

Road Spec.

1967 – Grady Davis

1968 – Francis Grant

Race Spec.

1969 – Sebring 12 Hours Grant/ Ouest Retired

1969 – Watkins Glen 6 Hours Grant/ Heppenstall/ Brown Retired

1970 – Daytona 24 Hours Grant/ Marcus Retired

1970 – Sebring 12 Hours Grant/ Heppenstall/ Brown Retires

Road Car spec.

?? – Tom Clarke (Paid $11,500)

1971 – Jerry Jolly

1982 – Steve Meyer

2000 ~ 2012 – Collier Collection


#1050 – Mark 1 289 Cui Road Spec.


21/4/1966 – General Motors USA

Chevrolet Engineering Centre

1967 ~ 2012 – Jim Kinsler


#1051 – Mark 1 289 Cui Road Spec.


13/9/1966 – Ford UK

Press Car

1967 – David Benney

Road Car spec.

1970 – William Rattey USA

1983 ~ 2012 – Chris McAllister


#1052 – Mark 1 289 Cui Road Car


14/11/1966 – Antonio Allecce Italy

1968 – Umberto Maglioli

1984 – via Burani Italy

1984 – Germany

1992 – Coys



#1053 – Mark 1 289 Cui. Road Spec.


31/10/1966 – Vic Damone USA

1971 – Doug Schulz

?? – Richard Bretz

1972 – Brad Lundy

1973 – David Piper UK

?? – Vic Norman

1974 – Hexagon

1974 – Alan Foster/ London Sports Car Centre

1975 – Mike Wheatley

1978 – John Heath

1979 – via. John Etheridge

1979 ~ 2012 – David McErlain


#1054 – Mark 1 289 Cui Road Spec.


Unknown pre 1992 (Was this the car given to Leonard Brezhnev)

1992 – Guernseys

Converted to Race Spec.

2012 – Fran Kress

2012 – John Allen asking ??


(Description courtesy of  This is a genuine original 1966 GT40 built by Ford Advanced Vehicles at Slough. Originally delivered as a road car, it has been modified for vintage racing, but most, if not all, of the road-car parts have been retained for subsequent re-fitting if required – the original Borrani wire wheels are still there!


1054 has had only two retail owners, the current one having acquired the car in 1987 – that’s 25 years ago.  And now, you could be the third.)


#1055 – Mark 1 289 Cui Road Spec.


10/11/1966 – Al Vizri USA

1977 – Edsel Ford

1983 – Jim Toensing

1983 – via Sports Car Exchange

1983 – John Mecom

1993 – Sothebys

1996 – Sothebys

2007 – Hall & Bradfield

2008 – Leo Voyazides


#1056 – Mark 1 289 Cui Road car


14/11/1966 – Ford USA

1966 – Robert Shaw USA

1969 – Abel Lunn

1970 – Walter Hanssen

1972 – Jerry Scheberies

1973 – Herb Wetanson

1974 ~ 2012 – Tom Powers


#1057 –Mark 1 289 Cui Road car


23/12/1966 – Nick Nero USA

1969 – Vernon Shields

?? – Ron Stafford


?? – David Jungerman

1984 – Robert Ash

Rebuilt 1980’s

1992 – Barrett – Jackson

2010 – Greg Whitten


#1058 – Mark 1 289 Cui Road Car


23/12/1966 – Al Grillo USA
1969 – Skip Barber

1969 – Harvey Siegel

1991 – ?? asking US$950,000

1992 – Guernseys Not sold

2006 – Barrett – Jackson sold



#1059 – Mark 1 289 Cui Road Car


23/12/1969 – Edward Schoenherr USA


Returned to Ford

1973 – Herb Wetanson

Via. Mark Derish

1986 – Jack Frost

2003 – Barrett Jackson

2009 – ?? asking US$2.0 million

2012 – RM Auctions (Monterey) Est. USD$2.0 mil. +


Description courtesy of


It is difficult to overstate the significance of Ford’s legendary GT40 to the history of American racing and sports car design. Initiated in the wake of Ford’s failed attempt to acquire Ferrari in 1963, the GT40 was devised with the intent of beating the Italian Scuderia at its own game. Built by Ford Advanced Vehicles’ (FAV) studio in Slough, England, the first-generation GT40 Mk I leapt out to a promising competition career. Not content with anything but dominance, Ford brought in Carroll Shelby to fine-tune the race program, and his input resulted in a one-two-three finish at the 1966 24 Hours of Le Mans. Concurrent road cars featured similar mechanical specifications but slightly less spartan cockpits, which included fully upholstered interiors. Concluding production in 1969, only approximately 133 examples of all variations of the original factory GT40 were built, and the revered model remains an aesthetic and competitive highpoint of American motorsports lore.


Just 31 of the 87 GT40 P production cars were equipped as road cars; as one of those examples, 1059 is an extremely authentic Mk I example that has seen such minimal use that renowned authority Ronnie Spain recently declared it to be “one of the most original GT40s I have ever seen.” According to its Production Car Record Sheet, P/1059 was originally equipped with a High Performance Ford 289-cubic inch engine with Weber carburetors and a ZF five-speed transmission, components that continue to grace the car to this day. Otherwise trimmed to road car specifications, this Mk I example was equipped with Borrani wire wheels mounted with Goodyear tires and finished in Opalescent Maroon paint by the Slough factory.


Dispatched to the United States on December 23, 1966, GT40 P/1059 was one of twenty such cars that were selected for an Mk I Promotion and Dispersal Program that was initiated on February 16, 1967. Under this program, 1059 became one of six GT40 examples that were consigned to Shelby American for promotional use by their field managers. In preparation for this purpose, GT40 P/1059 was delivered to Kar Kraft, in Brighton, Michigan, who famously partnered in the development of numerous race cars. Kar Kraft re-sprayed 1059 in Pearlescent White paint with blue stripes, typical American racing colors. As this paint scheme was authorized by Ford very early in the car’s life and implemented prior to private ownership, it can essentially be considered the car’s original color finish.


During the promotion program, GT40 P/1059 was acquired by Stark Hickey Ford, a dealership in Detroit, where it remained for several years under the watch of owner Edward Schoenherr. As described in Mr. Spain’s seminal volume on the model, GT40: An Individual History and Race Record, during Stark Hickey’s custody, the car was reportedly involved in an accident that required some repairs to the roof. However, with an opportunity to personally inspect the car last October, Mr. Spain noticed that occasional chips in the white paint on the roof revealed the original maroon finish remained underneath, confirming that the car actually only suffered minor damage to the driver’s side A-pillar. Thus, it is now fair to say that the only reported blemish on 1059’s recorded history has been invalidated, making the car among the most desirable GT40 examples to become available in many years.


In September 1973, GT40 P/1059 was purchased by Herb Wetanson, of Long Island, New York, a dealer and restaurateur who has campaigned in SCCA, Trans-AM, IMSA, and vintage racing for many decades. Mr. Wetanson is also well-known within GT40 circles for his prudent recognition of the investment potential of the model, having owned six different examples within the span of just a few years during the early-1970s. Roughly one year after his purchase, Mr. Wetanson sold P/1059, then displaying just 2,000 miles, to Dr. Jack Frost, of Dubuque, Iowa. Dr. Frost was a noted collector of vintage sports cars who retained possession of the GT40 for over twenty years while accruing a massive file of documentation of nearly unprecedented scope for a GT40. According to Mr. Spain, he has “only come across more complete files on a handful of occasions.” Furthermore, it should be noted that because Mr. Wetanson was a registered dealer and that Stark Hickey was technically the original selling dealer, Dr. Frost was P/1059’s first private owner of record.


During Dr. Frost’s care, he undertook a few safety measures, including the installation of a fire extinguisher and the replacement of the fuel bladders with aluminum tanks, which were fabricated in 1978 by renowned GT40 developer John Horsman, the former chief engineer at FAV and the John Wyer-managed Gulf racing team that campaigned the GT40. In 1985, Dr. Frost repainted P/1059 in its Kar Kraft livery of white with blue stripes, while continuing to use the car sparingly, including attendance at the 1994 Thirtieth Anniversary GT40 Reunion in Elkhart Lake, Wisconsin. GT40 P/1059 remained a centerpiece of Dr. Frost’s impressive collection until early-2002.


Then displaying only 4,500 original miles, this remarkable GT40 was purchased by its current owner, who has since taken some minor steps to ensure optimal mechanical condition and continued long-term preservation. This work included disassembling, cleaning, and adjusting the original Weber carburetors and installing a newer fuel pump with improved seals to avoid fuel leaks. This work was overseen by Rick Parent, a former employee of John Collins, who was also an original GT40 technician with FAV and a crew chief with the GT40 racing teams. According to Mr. Spain, as of last October, P/1059 displayed only 4,749 miles from new, making it “without doubt, one of the lowest mileage GT40s in the world today.”


During recent ownership, GT40 P/1059 has incurred only approximately 250 miles, which has essentially consisted of occasional exercise mileage intended to keep the car in fresh mechanical order. Garaged in a climate-controlled facility and regularly maintained as needed by Mr. Parent, this GT40 Mk I was presented by the consignor at the 2009 GT40 reunion.


With a delicately patinated state of presentation that even includes its original Borrani wire wheels and Goodyear tires, GT40 P/1059 offers such overwhelmingly originality and sparing use that it may be regarded as a time capsule example of exceptional quality. The positive evaluation by Mr. Spain, as well as a thoroughly documented history, bolster the provenance of this strikingly authentic example of Ford’s legendary GT40 Mk I. Additionally, as the car’s first two custodians were licensed dealers, this car may essentially be regarded as a two-owner example. Offering minimal use and overwhelming originality, GT40 P/1059 is a peerless example that has never been properly exhibited on the national stage it deserves. This rare Mk I road car will doubtlessly command the attention of the most passionate sports car collectors, promising its next caretaker a warm reception at premium-level concours d’elegance and vintage touring and racing events, such as the Le Mans Classic, Tour Auto, and the Goodwood Revival.


#1060 – Mark 1 289 Cui Road Spec.


21/11/1966 – William Arterberry USA

Burnt Out

1979 – Jim Toensing



1990’s – Brett Mackinnon


#1061 – Mark 1 289 Cui Road Spec.


21/11/1966 – Ford USA

1966- Bill Watkins USA

1968 – Harry Heinl

1969 – Ken Kloster

1970 – Hamilton Vose

1972 – Herb Wetanson

1973 – Chris Long UK

1974 – Bruce Spicer Australia

1984 – Bib Stillwell USA/ Australia

2005 – Jim Click USA


#1062 – Mark 1 289 Cui Road Spec


28/11/1966 – Ford USA

1966 – Len Cheney


1970’s – David Brown

1970’s – Harley Cluxton

1986 –  Jeff Lewis (1986)

1999 – Coys

2000’s ~ 2012 – Hans Hugenholz Belgium


#1063 – Mark 1 289 Cui Road Spec


28/11/1966 – Ford USA

Ford as Show Car


1980 – Gary Kohs/ Ford Motorsports



#1064 – Mark 1 289 Cui Road Spec


23/12/1966 – Ford USA

1966 – Ford for promotional work

1971 –  Northwestern Ford



#1065 – Mark 289 Cui Road Spec


23/12/1966 – Ford USA

1960’s – Charles Hill USA

1969 – Andy Harmon

?? – Nick Shirgley – Fiegl UK

1984 – William Loughran

1984 – Richard Allen

1989 – Alan Baker

2000 – John McCaw USA

2002 – Christies SOLD UKP436,000

2002 – Graham Revell

2004 – Frank Sytner UK

2007 – RM Auctions SOLD US$1.95 million

2007 – ??

2008 – RM Auctions SOLD US$1.45 million

2008 – ??


(Description courtesy of RM Auctions) Though an exact date is not known, it is believed that this car was initially acquired in late 1967 by Charles Hill of Dallas, Texas, who kept it for approximately two years. In 1969, Mr. Hill sold this GT40 to Andy Harmon of Hattiesburg, Mississippi, who set about changing the color scheme. Mr. Harmon sprayed P/1065 in turquoise blue with white pinstripes and non-standard Ford GT side stripes, a livery that matched his collection

of other Shelby-related cars, including several Mustangs and one Cobra. In addition, Mr. Harmon added Mk III-style side windows and slightly flared the rear wheel lips.


In 1970, this rare Mk 1 traveled across the Atlantic when it was purchased by Nick Shrigley-Feigl, a resident of Great Britain who repainted the car purple with white stripes. Records indicate that, upon completion of a full restoration that occurred from 1982 to 1984, the odometer displayed a mere 2,035 miles. In 1984, after more than ten years of ownership, Mr. Shrigley-Feigl sold his GT40 to a fellow Englishman, William Loughran of Preston, England. Mr. Loughran again modified P/1065’s color scheme, painting it red with black trim, and registered the car with the tag number “GT 40” for visual impact. With that eye-catching livery, P/1065 was replicated as a die cast miniature by Jouef/Eagle’s Race that was sold in 1:43 and 1:18 scale editions.


This captivating GT40 Mk I remained in England through the millennium, acquired next by Richard Allen and then, in 1989, by Alan Baker, who kept it for the following 11 years. An inspection of the car in 1998 revealed that it still displayed only 2,540 miles. In 2000, P/1065 returned to America when purchased at auction by well-known collector John McCaw of Bellevue, Washington. Subsequently bought by Graham Revell in 2002, this car returned to the UK once again when purchased in 2004 by Frank Sytner. In 2008, this remarkable GT40 MK I was purchased by its current owner, an American collector who has carefully cared for and stored this automotive treasure among his valuable collection.


The provenance of P/1065 is bolstered by a thoroughly documented recor

d of continuous ownership, one that has been officially corroborated by both the Shelby Registry and the GT40 Enthusiasts Club. Furthermore, this car has been featured in a number of books and magazine articles about the GT40 model, including Ford GT40 by John S. Allen, GT40: An Individual History and Race Record by Ronnie Spain, the September 1978 issue of Autocar and the Spring 1984 issue of Supercar Classics. P/1065 was also photographed extensively for the substantial entry on the GT40 featured in Ultimate Automobiles by Alberto Martinez and Jose Rosinski.


Over the last year, this car has also undergone a substantial restoration that has included a rebuild of the engine, transmission, brakes and suspension, and a repaint in its original color. This work, conducted by Driver Source Fine Motor Cars of Houston, Texas, incurred roughly $100,000 in receipts, and ensures that the next owner is afforded the full potential of this car’s breathtaking performance and arresting presentation. Offered in its original color of Azure Blue without racing stripes, featuring Halibrand wheels and still displaying a remarkably low mileage of just under 3,200 miles, this GT40 Mk I is a heart-stopping example of the exhilarating American sports car that captivated the world. It is accompanied by full documentation of its recent restoration work, including receipts, parts orders, and numerous photographs. Indisputably rare, beautifully finished and historically rich, P/1065 is a striking testament to the early road-going counterpoint that such production cars offered to the model’s celebrated racing achievements. It would easily qualify as the crown jewel of most collections and would make a peerless addition to any assemblage of 1960s sports cars.


#1066 – Mark 1 289 Cui Road spec


1966 – Al Grillo USA

?? – Robert Monk

1968 – Herb Wetanson

1973 – Hexagon Motors UK

1974 – T.C. Harrison

2012 – UK being restored by Gelscoe Eng.


#1067 – Mark 1 289 Cui Road Spec


23/12/1966 – Ford USA

19?? – Doug Schulz

1971 – Jim Scott

1972 – Harley Cluxton

?? – George Walther

1986 – Dennis Murdoch

2010 – USA


#1068 –Mark 1 289 Cui Road car


17/3/1967 – Ford USA

1966 – Sherwood Johnston

1968 – Harry Heinl

1971 – Paul Hess

1976 – Stephen Volk

1977 – Phillip di Mambro

1978 – Don Cummings

1984 – Frank Gallogly

1985 – Ron Finger

1985 – Harley Cluxton

2000’s – Unknown USA


#1069 – Mark 1 289 Cui Road Spec.


24/2/1967 – Ford USA

1967 – Performance cars Geneva Switzerland (on loan)


1968 – Anthony Bamford UK

1970 – via. Willie Green

1970 – Kevin McDonald

1970 – Harrison

1971 – Willie Green

1970’s – James Robinson

1972 – via Adrian Hamilton

1972 – Robert Danny

1973 – via Adrian Hamilton

1973 – Bruce Ropner

Car burnt out in a road accident

1970’s – Eric Mather (Wreck)

Car being rebuilt

1970’s – Martin Johnson

Rebuilding finished by John Etheridge

1977 – Roger Hedge

1998 – Coys sold for UKP160,000

1998 – Barney Hallingby USA 2000

2005 – Maxted & Paige asking ??


#1070 –  Mark 1 289 Cui Road Spec.


17/3/1967 – Roger West USA

1967 – Paul Higgenbottom

1968 – Charles Schmitt

1969 – Watts Hill Jnr.

1969 – Dick Leppla

1969 – Dick Baer

Destroyed in a fire c1970

1970’s – Bob Gressard (Wreck)

2000’s – restored by Gelscoe

2012 – ?? – UK


#1071  – Mark 1 289 Cui Road Spec.


April 1967 – Piers Weld-Forrester UK/ Germany

Club Raced in 1969

1971 – Stormont Engineering asking ?

1972 ~ 2012 – Mark Finburgh


#1072 – Mark 1 289 Cui Road Spec.


15/11/1967 – John Cussins UK

Club Raced in 1968

1968 – Bernard White

1968 – A & B Motors

1968 – William Loughran

1970 – Willie Green

1970 – P & M Blankstone

Hillclimbed 1971 – 1972

1975 – Noel Edmonds

Restored by John Etheridge

1983 – via Adrian Hamilton

1983 – Frank Gallogly USA

1984 – Phil Gallant

1990 – Christies

1990’s – George Gillett

?? ~ 2012 – Bill Marriott


#1073 – Mark 1 Chassis only


10/11/1967 – Terry Drury UK

Constructed 1967/68 with a 289 Cui engine

1968 – BOAC 500 Drury/ Holland Retired

1968 – Monza 1000KM Drury/ Sanger Retired

1968 – Targa Drury/ Sanger 54th

1968 – Ring 1000KM Drury/ Sanger 34th

1968 – Martini 300 Drury DNS (Practice crash that nearly destroyed car)

Replacement chassis purchased from JWA but not fitted before,

1969 – Dennis Leech

1969 – Bryan Prynn

Replacement chassis fitted with all parts from #1073 & 1006 – #1073A

Original #1073 chassis – #1073B


#1073A – as above


1969 – Bryan Prynn

Road Spec.

1970 – Glynis Childs

1979 – Martin Johnston

1982 – via. Ronnie Spain

1982 – George Stauffer USA

1984 – Nick Soprano

1980’s – Peter Kaus (Rosso Biano Museum) Germany

2006 – Bonhams Est. US$700,000+


(description courtesy of Bonhams) Picture yourself easing open the long wrap-over driver’s door of this wonderfully patinated Ford GT40. Just 40-inches high, of course, this classical 200mph legend barely comes up to your chest. Gaze down into its broad yet snugly tailored cockpit, and savor its wonderful period ’60s look. Relatively few GT40s today retain the original-style perforated driver-cooling upholstery. This one does. Relatively few GT40s today retain the original-style thin-rimmed leather-bound steering wheel. This one does. Ease open the famous clamshell rear body ‘clip’, and study this GT40’s muscular Ford V8 engine. Relatively few GT40s today have featured Gurney-Weslake cylinder heads for the greater part of their lives. Yet this one has. Within context, what we are offering here is a wonderful GT40 for the discerning enthusiast – one with the patina of long preservation, coupled with the history of having been a genuine enthusiasts’ car throughout its long life.


British Ford racing privateer Terry Drury – from Rainham, Essex – had been running another GT40 (chassis ‘1005’) during 1967 when he began ‘1073’s story. He pulled together sufficient finance during the winter of 1967-68 to purchase from Ford’s chosen manufacturers, JW Automotive Engineering Limited of Slough, Buckinghamshire, a brand-new but bare GT40 monocoque chassis, plus sufficient other components to complete assembly himself to racing standards.


He fitted a tail body section which had been taken from a Paul Hawkins mould – ‘Hawkeye’ being the colourful Australian racing driver and GT40 campaigner who famously drove for all manner of factory teams, including both Ferrari (in the P4s) and Porsche (for whom he had won the legendary Sicilian Targa Florio road race) in addition to Gulf-JW Ford themselves (for whom he would win the Monza 1,000Kms classic).


According to Ford GT40 authority Ronnie Spain, Terry Drury installed ‘as new’ a standard Ford 289 cubic inch V8 engine and ZF gearbox, but the contemporary race report in ‘Autospor’t weekly covering its debut event – the British BOAC ‘500’ World Championship round on April 7, 1968 – describes it as follows:


“Chassis no 1073 (was) in a peculiar orangey-gold colour, for Terry Drury/Keith Holland; this one had Weslake heads and Tecalemit-Jackson fuel injection”. The bronze-liveried car then qualified on the centre position of the ninth row in the 3-2-3 starting grid, with a lap time of 1 minute 43.2 seconds. In the second hour of the race Keith Holland brought the car into the pits to report a rough-running engine and Drury took over, only to return a couple of laps later for a plug change. Eventually – after no fewer than 91 laps racing against the works Gulf-JWA GT40s, Porsche 907s, Ferrari 275LMs and Lola-Chevrolet T70GTs, Drury/Holland were forced to retire their private entry ‘1073’ as the engine lost oil pressure.


The car was then taken to Italy for the superfast Monza 1,000 Kilometres in Milan’s royal park on April 25. While the Gulf-JW ‘works’ car of Hawkins/David Hobbs won outright, the Terry Drury/Terry Sanger ‘1073’ – now running on 48IDA twin-choke downdraught Weber carburettors in place of the troublesome T-J fuel injection system – again had a troubled race, this time with detached brake ducts and other ancillaries shaking loose at maximum speed around the punishingly bumpy Pista de Alta Velocita speedbowl section of the combined road-and-track circuit. They were not alone for Jo Siffert’s brand-new second-placed works Porsche 908 also had a gearbox cooling duct wind itself round a half-shaft and rip oil pipes off its gearbox! Journalist Paddy McNally reported: “Drury, after his early stop, had been going like a bomb until he got blinded by dirt at Lesmo and lost the GT40, spinning and riding the crash barrier…”. The two English enthusiasts then repaired and rebuilt ‘1073’ and trailed it far to the south down the leg of Italy and by ferryboat across the Straits of Messina to Sicily for the Targa Florio. The repaired and replacement body panels were sprayed overall white by a Sicilian painter, who charged Terry Drury the princely sum of £10 for his services. The rugged 44-mile Piccolo Madonie circuit won in the end, however, ‘1073’ retiring after five of the scheduled ten laps.


The ADAC 1,000 Kilometres classic at the Nürburgring, Germany, followed, on May 19 with Drury and Terry Sanger again sharing the wheel of ‘1073’. For the first time they finished, 34th overall, after completing 37 laps of the awe-inspiring 14.2-mile Nordschleife circuit. A really high-speed challenge then followed one week later, with the Spa 1,000 Kilometres classic in Belgium on May 26.


Friday practice ended with ‘1073’ having lapped the long and dauntingly fast circuit in 4 minutes 0.4 seconds, and when the race began that Sunday under torrential rain Terry Drury put in a spectacular opening lap, completing it in 10th place overall, but after 12 laps the car’s clutch failed and Terry Sanger did not get to drive at all.


Terry Drury then sold the car in June that year to Ron Fry, an English west country garage owner who had a long record of success in minor club events with the best available motor cars – including a Ferrari GTO, Ferrari 275LM, and an older Ford GT40 – chassis ‘1017’. He had then bought this lighter, more highly specified ’68 GT40 as his next ‘big bazooka’ with which to overwhelm the club-racing fields. He made his winning debut in the ex-Drury car – now resprayed red – at Castle Combe aerodrome circuit on July 13, 1968, and on August 4 took a second place at Thruxton. He won at Silverstone on August 25, and again on August 31 but then overturned the car at Brands Hatch during the Guards Trophy meeting of September 1-2.


Ron Fry began to rebuild ‘1073’ around a new chassis that he had purchased from JW Automotive before being persuaded by his family to retire from further competition. Ford GT40 authority Ronnie Spain, relates how, “Stripped and scrapped, the original chassis was sold off for £75 to Karl Davis of Bristol (15 March 1969), who still appears to have it and hopes it might someday be possible to rebuild it”. More recently, in fact, that damaged tub has been sold on into other hands. Meantime the replacement chassis which Ron Fry had just purchased, together with his complete package of components, panels etc, was sold by him to enthusiastic British club racer Dennis Leech in Exeter, as a kit of parts. On February 9, 1969, all of this material was sold to existing GT40 owner Bryan Prynn in Oxfordshire.


Bryan Prynn then reassembled the car using a body clip bought from Paul Hawkins for £225 and all the chromed suspension parts from his other GT40, ‘1006’. This re-emergent ‘1073’ was sprayed orange and black, and featured wide alloy wheels and widened tail body section to accommodate them. It was registered for road use ‘B 133’, and on February 22, 1970, it was sold to Glynis Childs in Much Wenlock, Shropshire, for whom the car was driven in sprints and hill-climbs by Michael Wright 1970-71.


It was then stored until 1979, when it was acquired by Martin Johnson in Newton-le-Willows, who used it very rarely. On April 13, 1982, it was sold to American Ford GT collector George Stauffer – via Ronnie Spain – in Wisconsin. A two-year restoration was then undertaken, supervised by Jeff Sime.


In 1983 the car was part-exchanged in mid-restoration with Nick Soprano of White Plains, New York who took delivery upon completion of the restoration early in 1984. Old ‘1073’ had been repainted in its current red livery and from Mr Soprano it passed subsequently to Peter Kaus’s fabulous Rosso Bianco Collection, situated in Aschaffenburg, Germany. Upon recent inspection the car is reported to have been run and driven a modest distance but the brakes will need attention.


The car has been very little used in Rosso Bianco’s tenure, and is offered here in beautifully ‘aged’ condition – reflecting quite accurately the very best of customer Ford GT40 allure for the private owner/drivers of the later 1960s; with the extra cachet of its Gurney-Weslake-headed 289 cubic inch Ford V8 engine, and its continuous identity’s historical association with daring deeds on the World Championship tour – Brands Hatch, Monza, Nurburgring, Spa-Francorchamps…and the mighty Targa Florio…


With the emergence of so many appropriate events and races – from the Tour Auto and Goodwood Revival in Europe, to the Monterey Historics here in the USA – GT40s are the all encompassing road/track 1960s V8 racer to have.


#1073B – as above


1970 – Karl Davis UK(Paid UKP75)

Fate unknown


#1074 – Mark 1 302 Cui Lightweight Race Spec.


Either Mirage #M.10002 or M.10003

23/1/1968 – Gulf Oil Corp./ JWA USA

1968 – Daytona 24 Hours Hawkins/ Hobbs Retired

1968 – Sebring 12 Hours Hawkins/ Hobbs 28th

1968 – Monza 1000KM Hawkins/ Hobbs 1st

1968 – Ring 1000KM Hobbs/ Redman 6th

1968 – Watkins Glen Hawkins/ Hobbs 1st

1968 – Le Mans Hawkins/ Hobbs Retired

1968 – Jean Blaton France

1968 – Paris 1000KM Beurlys/ de Fierlant Retired

1969 – JWA UK

1969 – BOAC 500 1969 Hobbs/ Hailwood 5th

1969 – David Brown USA

1970 – Steve McQueen/ Solar Productions (Used as a camera car for the movie Le Mans)

1971 – Harley Cluxton

1971 – Anthony Bamford UK

1979 – Harley Cluxton USA

1980 – Steve Juda

1980 – Bob Richmond

Stored in Belguim for three years but eventually shipped back to the USA

1983 – George Stauffer

1983 – Adrian Hamilton UK

1983 – Harley Cluxton USA

1984 – Jamey Mazzotta

1992 – Williams/ Clynne

1990’s ~ 2012 – Bernie Carl

2012 – RM (Monterey) Estimate unknown, sold at US$11 million

2012 – Miller Family, USA


Description courtesy of


In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.


Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.


Blank checks 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 the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.


He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.


The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.


Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!


Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.


It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.


The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.


Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.


Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.


In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.




This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.


For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.


The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.


P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.


But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.


After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.


Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.


The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.


In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d’Elegance, where it was awarded Best in Class.


For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.


This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.


Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.


Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.


#1075 – Mark 1 302 Cui Lightweight Race Spec.


Either M.10003 or a new Chassis

23/1/1968 – Gulf Oil Corp./ JWA USA

1968 – Daytona 24 Hours Ickx/ Redman Retired

1968 – Sebring 12 Hours Ickx/ Redman Retired

1968 – BOAC 500 Ickx/ Redman 1st

1968 – Monza 1000KM Ickx/ Redman Retired

1968 – Ring 1000KM Ickx/ Hawkins 3rd

1968 – Spa 1000KM Ickx/ Redman 1st

1968 – Watkins Glen Ickx/ Bianchi 1st

1968 – Le Mans Rodriguez/ Bianchi 1st

1969 – Daytona 24 Hours Hobbs/ Hailwood Retired

1969 – Sebring 12 Hours Ickx/ Oliver 1st

1969 – Le Mans Ickx/ Oliver 1st

Returned to Gulf HQ USA

1976 – Indy Museum (On loan)

1984 – Harley Cluxton

1990’s ~ 2012 – Rob Walton (WAL-MART)


#1076 – Mark 1 302 Cui Lightweight Race Spec.


22/9/1968 – Gulf/ JWA USA

1968 – Le Mans Muir/ Oliver Retired

1969 – Daytona 24 Hours Ickx/ Oliver Retired

1969 – Sebring 12 Hours Hobbs/ Hailwood Retired

1969 – Le Mans Hobbs/ Hailwood 3rd

1969 – David Brown USA

1972 – Harry Heinl

1976 – Fredf Knoop

Griswold Co. Restoration

1970’s – Joel E. Finn

1970’s – Otis Chandler

1970’s – Chuck Kendall

1984 – Leslie Barth 1984

1996 – Symbolic Motors

1996 ~ 2012 – Harry Yeaggy


#1077 – Mark 1 289 Cui Lightweight Race spec.


13/4/1968 – Yamaha Motor Co. Japan

1969 – ?? Japan

1970’s – Yoshiyuki Hayashi

1999 – via. RM Motors


2005 – John Mayston – Taylor UK

2009 – Fiskens asking ??


(Chassis GT 40 P/1077 was specially built as one of a series of ultra-lightweight ‘GULF’ specification GT40’s by Ford Advanced Vehicles. Supplied to the Yamaha Motor Co Ltd, Japan in April1968, this remarkably original example has an outstanding provenance with a continuous and long term ownership history from new. Meticulously maintained with regular, proven success in many historic events including the Goodwood Revival, Le Mans Classic and displayed at the prestigious Pebble Beach Concours d’elegance this is a rare opportunity to acquire one of the genuine lightweight GT40’s.)

#1078 – Mark 1 289 Cui Lightweight Race spec.


5/4/1968 – Geoffrey Edwards Channel Islands

1968 – BOAC 500 Salmon/ Piper 11th

1968 – Monza 1000KM Piper/ Salmon Retired

1968 – Ring 1000KM Salmon/ Piper 14th

1968 – Spa 1000KM Salmon/ Piper Retired

1968 – Le Mans Salmon/ Liddell Retired

1970 – David Weir/ Geoffrey Edwards

Destroyed while testing at Silverstone

1971 – John Etheridge

Chassis scrapped, replaced by un-numbered spare (#1111)

Car rebuilt between 1971 – 1978

1978 – John Heath

1980 – Romans Ltd.

1980 – Campbell McLaren

Road Spec.

1982 – via. Adrian Hamilton

1982 – Phil Rudd Australia/ New Zealand (AC/DC)

2000’s – Claude Nahum Switzerland


#1079 – Mark 1 289 Cui Lightweight Race spec.


20/4/1968 – Jean Blaton Belguim

1968 – Monza 1000KM Mairesse/ Beurlys 7th

1968 – Le Mans Beurlys/ Mairesse Crashed & Written Off

1969 – Wreck sold to Franco Sbarro Switzerland

Rebuilding 1970 onwards

?? – Yvan Caillet (Half finished)

Rebuilding completed by Caillet

1985 – C. Dessoyas France

2007 – Jan Leuhn Switzerland asking ??

2007 – Gelscoe Restoration

2007 – Chris Stahl Germany


(GT40 P/1079 was delivered new from Ford Advanced Vehicles (FAV) as one of the few privately entered Group 4 racing cars to Mr Jean Blaton from Brussels, Belgium. Compared to the road cars (which are today often rebuilt and used as race cars), the competition cars had a stronger race spec engine, a smaller, but improved clutch and a 140 litre fuel tank. They also featured a lighter flywheel and 25% stiffer suspension all around. Further the race cars were missing its interior trim, the door pockets, a radio, the heater and exhaust silencers compared to the normal road cars. As this car was one of the very late cars built by John Wyer, it belongs to the last series of GT40 which had slightly modified body parts and was lighter than any of the earlier cars.

The original invoice, which comes with the car, proves that Blaton received the yellow car on the 20th April 1968 in Ostende, Belgium. This was just in time to put the car on a transporter for the 1.000 km race in Monza. The drivers Willy Mairesse and “Jean Beurlys” (the racing name of Jean Blaton) qualified the car 6th on the grid, but had to stop the race after 89 laps due to wheel problems. The where still qualified 7th overall and 2nd in class!


The next race for 1079 were the 1.000 km of Spa-Francorchamps, were the car was entered by the Belgium Claude Dubois in the name of the Ecurie Francorchamps, still in its Belgium racing colors. The car was again driven by Mairesse and “Beurlys” who qualified the car in third position, only beaten by the local hero Jacky Ickx in another GT40 and a experimental Ford on pole. The start went very well but the Ecurie Francorchamps had to retire after 45 laps.

 For the 1968 24 hours of Le Mans, the car was once more entered by Claude Dubois in the name of his team Ecurie Claude Dubois. The original and stamped (18 March 1968) entry form and application forms which are coming with the car, are stating Dubois, “Beurlys” and Mairesse as drivers. After some technical problems during the tests, the ended up in qualifying, now with a fresh engine, 10th on the grip. Shortly before the start of the 24 hours race it started to rain. Mairesse drove off first, but lost the car in the rain and crashed it at high speed on the Mulsanne as a door flew open. 

After the accident the car remained untouched for a while before it went to Switzerland where it was restored, but with using some wrong components. In the late eighties/early nineties the car was sold to a French based investment funds including some other high valued cars. The car was then offered at a French auction in 1994 and also stayed in France. until the last owner bought it in the late nineties.

 As a big GT40 collector, he immediately realised the rather poor restoration quality of 1079 and carried out a new restoration. The car has been fully stripped and some wrong parts have been replaced or corrected. The car was then showed to Ronnie Spain, author of the book “GT40: An individual history and race record”, who immediately recognised the car and stated it in writing as the original, ex-Jean Blaton car.

 Since then, the GT40 was successfully driven at Le Mans Classic 2002, 2004 and 2006. It is already entered for the 2008 event. Further the car was raced at various events as the Tour Auto or the Jan B. Lühn trackday in August 2007, see a short video of this on our webpage.

 Before the Tour Auto 2007, which 1079 finished 2nd in class, the fully correct 4.7 litre engine, the gearbox and the clutch were completely overhauled or replaced. At the recent test drive in Spa the car ran faultlessly and showed very good performance.

 We are very proud to offer this rare and original racing Ford GT40 in race-ready condition. Only very seldom do original competition GT40 appear on the market as most of the cars which are found in historic motorsport are modified road cars.)


#1080 – Mark 1 289 Cui Lightweight Race spec.


6/2/1969 – A.F. Pires Angola

1970 – Emilio Marta

Raced in the Angolan Championship 1970 – 1974

1974 – Emilio Marta Portugal

1990’s – Henri Bercher Switzerland

2005 – via. Maxted – Page

2005 – Gary Fitzgerald Australia

(More info. Here


#1081 – Mark 1 289 Cui Lightweight Race spec.


10/4/1969 – Hans Lehmann Germany

1969 – BOAC 500 Kelleners/ Jost 16th

1969 – Monza 1000KM Kelleners/ Jost 4th

1969 – Spa 1000KM Kelleners/ Jost 10th

1969 – Ring 1000KM Kelleners/ Jost 6th

1969 – Le Mans Kelleners/ Jost 6th

1969 – Watkins Glen Kelleners/ Jost 5th

1970 – Siegfried Schneider

1980 ~ 2000’s – Henri Bercher Switzerland


#1082 –Mark 1 289 Cui Lightweight Race spec.


18/4/1969 – Michel Martin France

1969 – Monza 1000KM Martin/ Bayard DNS

1969 – Le Mans Bayard/ Martin DNS

1969 – Tour de France Martin/ Salmon Retired

302 Cui engine fitted

1970 ~ 2000’s – Serge Pozzoli


#1083 – Mark 1 289 Cui Race spec.


7/10/1969 – via. MRE UK

1969 – CAI Racing team Brazil

1971 – Wilson Fittipaldi

Road Spec. mods

1982 – Adrian Hamilton UK

1982 – George Stauffer USA

1983 – Restored

2000 – Barrett – Jackson

2000 – Archie Urcioli

2012 – Fantasy Junction asking US$2.6 million


(description courtesy of The Ford GT 40 is one of the greatest race cars from one of the greatest racing periods. The 1960’s were the time of the famous Ford-Ferrari wars at Le Mans and in the World Sports Car championship, and purportedly, the GT 40’s existence arose out of Ford’s desire and then failure to purchase Ferrari. What ensued is one of the greatest motorsports battles of all time, between Ferrari, who had won Le Mans six consecutive times (1960-1965), and Ford, who then won Le Mans four consecutive times (1966-1969), proving that they too could compete at an international level. Consequently, given the cars’ competition pedigree and beautiful styling, these cars have become highly sought after as collector’s pieces, as well as mounts for international historic competition.


The chassis offered here, s/n P/1083, was sold new to Brazilian Sidney Cardoso of C.A.I. (Colegio Arte e Instrucao) Racing team in Rio de Janeiro. The car was the last true Competition coupe sold by Ford, and the only chassis number to have been advertised by the Works prior to delivery. As a late production example, this car benefited from all the development and knowledge gained from Ford’s racing efforts to date, and it is therefore no surprise that it was equipped almost identically to the two-time Lemans winning team car, s/n P/1075, with a 289 C.I.D. competition engine, Gurney-Weslake Mk. I heads, a ZF 5-speed transaxle, and 10” front and 12” rear wheels. Having been tested at Thruxton in May of 1969 by David Hobbs, s/n P/1083 was painted carnival red and delivered to Brazil by boat in late 1969.


Raced under the banner of “Team C.A.I.” until late 1970, and driven by Sidney Cardoso, this chassis proved successful right from the start winning in its first outing in Rio de Janeiro, and accumulating several podiums finishes during Cardoso’s ownership.


#1084 – #1004 Rebuilt and renumbered


#1004 Rebuilt to full Gulf/ JWA racing spec and renumbered #1084

24/5/1968 – John Wyer Assoc./ JWA UK

1968 – Spa 1000KM Hawkins/ Hobbs 4th

1970 – MRE asking ??

1970 – Rodney Clarke UK

1981 – Martin Colvill

1990’s – Anthony Bamford

2008 – Duncan Hamilton asking US$6 mil.

2009 – Rofgo collection UK


#1085 – Mark 1 rolling chassis


20/3/1969 – Malcolm Guthrie

1969 – Gil Jackson USA

Construction finally being completed c.2006/7

2010 – Maxted – Page asking ?

2010 – ??


(Information courtesy of


On March 20th 1969 Ford GT40 chassis number – P/1085 became the last GT40 to be numbered in production sequence by the works during official GT40 production and is detailed on the JWA Production Car Record Sheet and being supplied as “Chassis only”.


It was delivered to Sir Malcolm Guthrie of Worcestershire, England who was acting on behalf of its American purchaser, Gil Jackson of New York. Equipped as a rolling chassis, it was then shipped in 1970 to the USA, together with Guthrie’s lightweight GT40 racecar, (the ex-Alan Mann Mark II chassis number XGT-2). Jackson had acquired both cars plus sufficient parts to maintain XGT-2 and also to build up GT40 P/1085, when it was required.


This was not the only case of a car being supplied like this from new. In a similar vein, it is noted that the works also sold GT40 P/1073 in November 1967 to Terry Dury as a ‘chassis only’. Terry then built up GT40 P/1073 from new parts, which he sourced before launching the car on its successful racing career.


Jackson however put GT40 P/1085 into storage in 1970 for what would become the next 35 years. The chassis was black-painted on a trolley frame and stored together with numerous crates containing many original parts, plus a correct Gulf Mk1 spec. Gurney-Weslake engine, original exhaust system, original sequential 5-speed ZF gearbox, a full set of unpainted body-panels, together with original drive shafts, suspension and even a new unused set of wheels.


In 2006, GT40 P/1085, plus all the parts stored were sold by Gil Jackson and purchased by UK collector Jonathan Turner. Everything was flown back to the UK and Turner then commissioned Ian Jones of Racing Fabrications, to fully restore and prepare P/1085 for historic racing. –


The brief given to Racing Fabrications had been to adhere as much as possible to originality. The chassis itself was still as-new and in totally unmodified and original condition and using correct period ancillaries, pipe-work and wiring etc, within 12 months the build was completed. The Gurney-Weslake engine was totally re-built by Tim Adams to 430bhp. Being a 68 Gulf spec car, P/1085 is fitted with 10” and 14” wheels with vented disc brakes and 4-pot callipers.


In 2009, Turner competed P/1085 on the Tour Auto and also raced it in the Masters series at Donnington.


In 2010, P/1085 was then sold via ourselves to the current owner for whom we have since stored and maintained the car.


We are now delighted once again to have the opportunity to offer this wonderfully genuine and little used GT40, which remains in immaculate, and fully race-prepared condition.


The car comes complete with a fully documented history file, including its “original” J.W. Automotive manufactures statement of origin, copies of original shipping and delivery paperwork, plus a full authenticity report from Ronnie Spain and comprehensive file and photographic record of the restoration. P/1085 is also offered with UK V5 registration title, MOT and valid F.I.A. Historic Technical Passport (no: GB 7529).

Price £POA


#1086 – Mark 1 Rolling Chassis


1971 – John Willment UK

Car constructed late 1970’s & numbered #1086

Construction finished 1984 by Brian Angliss

1984 – via Adrian Hamilton

1984 – Peter da Silva USA

2003 – Brian Barnes

2008 – ?? asking

2012 – For sale, seller asking US$3.9 million


#1087 – #1100 – NOT USED


#1101 – Mark III Road car


1/4/1967 – Ford USA

1967 – New York Auto Show

Used for promotional work

Full rebuild at JWA in 1968

18/9/1968 – Ford USA

Stored at Kar Kraft

Rebuilt in 1973

1973 – ?? USA
?? – Prosser Mellon

1976 – Vintage Car Store

1978 – Ralph Brass


2010 ~ 2012 – JD Classics UK asking ??



#1102 – Mark III Road car


1/1/1967 – JWA UK

Never sold

Displayed at National Motor Museum

1980’s – George Stauffer USA
1990’s ~ 2011 – Shelby Museum



#1103 – Mark III Road car


25/4/1969 – Max Aitken UK

1973 – Brian Auger

1980 – Romans Ltd.

1981 – ?? UK

2005 – ?? UK

2005 – Displayed at Nation Motor Museum in the UK

#1104 – Mark III Road car


17/10/1968 – Joseph Chandler USA

Never sold

1997 – Christies sold for US$310,000


#1105 – Mark III Road car


1/7/1968 – von Karajan Austria

1973 – ??

1973 – Tony Brown UK

1975 – Robert Cooper

1976 – Mike Novik USA

1978 – Charles Kalko

2003 – Barrett – Jackson

2003 – Peterson collection LA


#1106 – Mark III Road car


18/9/1968 – Ford USA

Sued by VIP’s at Dearborn

1972 – David Morrell

2010 – ?? UK Asking UKP710,000


#1107 – Mark III Road car


27/6/1969 – Ford Motor Co. UK

Used for Promotional work

On display at either Donnington or Ford Swansea

Never sold


#1108 – Unused Mark 1 tub


1971 – J. A Pearce

1972 – David Piper

Car constructed to Mark 1 Race Spec.

1972 – Thomas Eddelborn Germany

1982 – Hall & Fowler Restoration

2005 – Bonhams Auction  NOT SOLD @ US$430,000

2005 – Graf Strasoldo – Graffember

2010 – Burgol Switzerland sold

2010 – ??

2012 – Burgol Switzerland SOLD


(Information courtesy of ??) This chassis was produced by Abbey Panel after the end of the production of GT40 at the end of 1969. This monocoque was considered by the factory as a RESERVE for competition and street GT40


It was sold at the begining of 1971 by JWA (John Wyer Automotive) to J.A Pearce in Southall, Middlesex-GB with the other sister monocoque P/1109 and other original spare parts coming straight from the factory.


A customer wanted a GT40, so David Piper bought and assembled P/1108 and converted it to right hand drive. Always according to that order, the P/1108 was painted in black with gold strips like « John Player Special Edition », interior of the car is the same of Racing version, except a radio added in the right door and speakers. Pilot seat upholstery was made at the level of the floor, because of the size of the new owner ! Early 1972, the P/1108 was delivered to West Germany to Mister Thomas Esselborn from Mannheim. He used it regulary on the street, with the English licence plate PPJ99L with the David Piper’s title.


The German authorities refused for his GT40 the street approval (homologation). Years later, the P/1108 was accepted by the German authorities, a registration document was issued. The original title in the name of David Piper is preserved until now.


Tomas Esselborn drove daily P/1108 during 10 years for short drives between his residence and his working place. A first restoration was made late 70’ P/1108 change of colour to white with a central green stripe and all the back face green as well. The Borani wires wheels were replaced by aluminium BRM wheel. Unsatisfied by the result, Mr Esselborn sent, few years later P/1108 to England to Hall & Fowler. He got it back in April 1985. P/1108 at that moment was painted again in white with central green stripe. It is in 2005, at the time when the speedometer was showing only 7300 miles that the P/1108 changed for the first time owner, after 33 years. It became the property of his compatriot Mr Graf Strasoldo-Graffember. He made a complete rebuild of engine, transmission, suspension and brakes. He painted it in white and this time with a central strip and two small green lines on each side of the central stripe. He drove it daily.


The actual owner bought through Burgol SA this car in october 2010 fullfilling a longtime dream to own a real Ford GT40.


A demanding collector, he found the finish of paint and body not up to his expectations. Burgol SA was given the contract to change front and rear hood, including side panels as well as painting it in the classic Ford “Wimbledon White”. During work it was found that the rear hood came from the original competition GT40 P/1002.


All removed parts including the original P/1002 hood are retained and included in the price.


The detail of the extent of work done by Burgol Automobiles is at disposal. The owner took part in the Tour Auto 2011, where P/1108 performed faultlessly, which convinced him of the qualities and potential of the Ford GT40. He has decided to go full racing but do not want to alter one of the few undamaged Ford GT40 street version. For this sole and only reason he has decided to sell P/1108.


This GT40 is in perfect cosmetic and mechanical condition. It can be driven any distance and is available for immediate delivery


#1109 – Unused Mark 1 tub

1971 – J.A. Pearce UK

1970’s – David Piper

Car constructed to Mark 1 Race Spec.

1970’s – Brian Classic

1970’s – John Tattersall

1970’s – William Loughram

1970’s – David Bee

1970’s – Freddy Cliffe

1970’s – Roger Phillips

1970’s – Harley Cluxton/ GTC USA
Renumbered #GT/102

1970’s – Checkered Flag

1970’s –Terry Clark

1970’s – Checkered Flag

1979 – Jamey Mazzotta

1985 – Harley Cluxton

2003 – RM Auctions (Monterey) Not Sold @ US$300,000+

2005 – Ron Sherrard Australia


#1110 – Unused Mark 1 tub


2/8/1971 – Don Davis USA

Tub used to rebuild #1012 and no longer exists


#1111 – Unused Mark 1 tub


1972 – via. P & M Race Prep.

1972 – John Etheridge UK

Tub used to rebuild #1078 and no longer exists


#1112 – Unused Mark 1 tub


1972 – via P & M Racing Prep.

1972 – Tony Bianchi UK

Construction to Mark 1 Spec. 1980’s (Never finished)

2003 – Christies SOLD UKP192,000


#1113 – Unused Mark 1 tub


1973 – Freeman Racing Services USA (Chassis only)

Constructed into a GT40

2000’s – Alain Schlesinger USA


#1114 – Unused Mark 1 tub


1972 – David Towill UK

Construction to Mark 1 Comp. spec. begun

1974 – via. John Etheridge

1974 – Sir Ian Lowson

Construction finished

1976 – Mike Novik USA

1977 – Jerry Scheberies USA


#AM GT-1 – Mark 1 Lightweight 289 Cui engine Race Spec.


Constructed by Alan Mann with all aluminium panels

March 1966 – Alan Mann Racing UK

1966 – Sebring 12 Hours Whitmore/ Gardner Retired

1966 – Le Mans Trials Whitmore/ Gardner

1966 – Holman & Moody USA

1966 – Firestone Tires

1967 – Buck Fulp

1968 – Holman & Moody

1969 – Douglas Champlin

Road Spec. mods

Vehicle stolen and crashed at high speeds

1970’s – Ed Recknagel

?? – Larry Zane

1982 – Rex Myers

2004 – Restored


#AM GT-2 – Mark 1 Lightweight 289 Cui engine Race Spec.


Constructed by Alan Mann with all aluminium panels

March 1966 – Alan Mann Racing UK

1966 – Sebring 12 Hours Hill/ Stewart Retired

1966 – Le Mans Trials Whitmore/ Gardner Retired

1966 – Paul Hawkins UK/ Australia

Rebuilt in Fibreglass to Group 4 Spec.

1967 – Austrian GP Hawkins 1st

1968 – BOAC 500 Hawkins/ Hobbs 4th

1968 – Juncadella Spain

1968 – Paris 1000KM Godia/ Juncadella Retired

1969 – BOAC 500 Juncadella/ Spice Retired

1969 – Paris 1000KM Juncadella/ Spice Retired

1970 – Buenos Aires 1000KM Serra/ Brea Retired

1971 – Jeff Uren UK

1972 – David Farnell

1972 – via Willie Green

1972 – Bob Roberts

1982 – via Adrian Hamilton

1982 – George Stauffer USA
1985 – Jack Launtz

2000’s – Racing Icons Restoration

2009 – Mecum Not sold @ US$2.2 million

2009 – Aston Martin of New England asking ??

2009 – SOLD to the UK

2009 – Lanzante Restoration


#XGT-1 – Mark II Chassis only Lightweight Spec.


Shelby USA built up with 427 Cui engine

May 1966 – Alan Mann Racing UK

1966 – Le Mans Whitmore/ Gardner Retired

Stored at Holman & Moody

Roof removed & re-roofed

1967 – Jim Haskell USA

1971 – Roger Wilcox

Restored by Holman & Moody and fitted with plate #D5HM-002-GT

1982 – Rick Nagel (Shelby Museum)

?? – Simeone collection 


#XGT-2 – Mark II Chassis only Lightweight Spec.


Shelby USA built up with 427 Cui engine

May 1966 – Alan Mann Racing UK

1966 – Le Mans Hill/ Muir Retired

Stored at Holman & Moody


?? – Doug Whitworth USA

2010 – Fiskens SOLD ??


#XGT-3 – Mark II 427 Cui engine Lightweight Spec.


May 1966 – Alan Mann Racing UK

1966 – Le Mans Spare car

USA as a show car

Stored at Ford Dearborn

1977 – Don Eichstaedt USA

1978 – Steve Wright

1981 – Dale & Pat Nichols

2003 – Holman & Moody (Not Sold)

2006 – MCC asking ??

2006 – ??


#M10001 – Mirage Chassis


April 1967 – Gulf Oil Corp. USA

289 Cui engine fitted

1967 – Le Mans Trials Attwood

305 Cui engine fitted

1967 – Monza 1000KM Ickx/ Rees Retired

1967 – Spa 1000KM Piper Retired

351 Cui engine fitted

1967 – Ring 1000KM Ickx/ Attwood Retired

305 Cui engine fitted

1967 – Le Mans Piper/ Thompson Retired

1967 – Kyalami 9 Hours Ickx/ Redman 1st

1967 – Malcolm Guthrie UK

1968 – Kyalami 9 Hours Ickx/ Redman 1st

1969 – Kyalami 9 Hours Hailwood/ Gethin Retired

1972 – Frank Williams

1972 – Derek Robinson

1972 – Anthony Hutton

1974 – Paul Weldon

1974 – David Mulvaney

1974 – Harley Cluxton USA

1978 – Jo Shoen

1979 – Terry Clark

1984 – Chequered Flag

?? – Blackhawk

2011 – Blackhawk asking ??


#M10002 – Mirage Chassis


April 1967 – Gulf Oil Corp. USA

289 Cui engine fitted

1967 – Le Mans Trials Piper

1967 – Monza 1000KM Piper/ Thompson 9th

1967 – Ring 1000KM Thompson DNS. Or Written off in practice

Either rebuilt as GT40 #1074 or destroyed at the Nurburgring by Thompson and ceased to exist


#M10003 – Mirage Chassis


April 1967 – Gulf Oil Corp. USA

305 Cui engine fitted

1967 – Spa 1000KM Ickx/ Thompson 1st

351 Cui engine fitted

1967 – Le Mans Ickx/ Muir Retired

305 Cui engine fitted

1967 – BOAC 500KM Rodriguez/ Thompson Crashed

1967 – Paris 1000KM Ickx/ Hawkins 1st

Rebuilt as GT40 #1075 or #1074 and ceased to exist


#J-1 – J – car


1/3/1966 – Kar Kraft USA

Tested by Bruce McLaren at Ford Dearborn

Tested by Bruce McLaren and Ken Miles at Riverside

1966 – Le Mans Trials McLaren/ Amon

Testing by Miles at Kingman

Tesing by Miles and Marvin Panch at Riverside

Stored and later returned to Kar Kraft

Possible crash testing

1960’s – Remains SOLD to an anonymous private owner (apparently only parts)

1982 – Rick Nagel (Shelby Museum)


#J-2 – J – car


August 1966 – Shelby USA (SAI)

Completed to CanAm Coupe spec.

Ken Miles Fatal accident in testing at Riverside

Vehicle destroyed


#J-3 –J – car


October 1966 – Shelby USA (SAI)

1967 – Le Mans Trials McLaren

Returned to SAI and stored

1970 – Harry Heinl

1973 – James Rogers

1977 – Salt Walther

1977 – Les Lindley

1984 – Andy Harmon

2000’s – Nick Soprano


#J-4 –J- car


21/1/1967 – Shelby USA (SAI)

Testing at Daytona

1967 – Sebring 12 Hours Andretti/ McLaren 1st

Testing at Daytona

Storage at SAI

1970 – Doug Schulz

1973 – Harley Cluxton

1974 – Anthony Bamford UK

1979 – Harley Cluxton USA
1979 – Steve Juda

1980 – Bob Richmond

Stored in Belguim for three years but eventually shipped back to the USA

1983 – George Stauffer

1990’s – Larry Miller


#J-5 – Mark IV


March 1967 – Shelby USA (SAI)

1967 – Le Mans either McLaren/ Donohue 4th or Foyt/ Gurney 1st

Returned to SAI and used as a Show car

1967 – Henry Ford Museum


#J-6 – Mark IV


April 1967 – Shelby USA (SAI)

1967 – Le Mans either McLaren/ Donohue 4th or Foyt/ Gurney 1st

Returned to SAI

1972 – A.J. Foyt

1976 – Les Lindley

1980’s – Peter Livanos

1991 – Jim Glickenhaus


#J-7 – Mark IV


24/4/1967 – Holman & Moody

1967 – Le Mans Andretti/ Bianchi Retired/ Crashed

Returned to H & M and stored

1970 – Harry Heinl

1982 – Jo Shoen

1982 – Rick Nagel (Shelby Museum)

Rebuilt to 1967 Le Mans spec.

1990’s – Steve Volk (Shelby Museum)


#J-8 – Mark IV


28/4/1967 – Holman & Moody USA

1967 – Le Mans Hulme/ Ruby Retired

Returned to H & M and used as a show car


1970’s – Harrah Collection

1985 – George Stauffer

1980’s – Fred Simeone


#J-9 –J – car chassis only G-7A (Group 7 Can Am) spec.


1967 – Kar Kraft USA

Car constructed to Can Am Spec.

Tested by Mario Andretti but never raced

1969 ~ 2012 – Charlie & Kerry Agapiou

2000’s – Being restored to G-7A spec.


#J-10 –J – car chassis only G-7A (Group 7 Can Am) spec.


1967 – Kar Kraft USA

1968 – Charlie & Kerry Agapiou

Car built to Can Am Spec.

1969/70 – Unsuccessfully raced in CanAm

Badly crashed at Riverside in 1970

Stored in Los Angeles

1989 – Motor Classic Corp asking US$325,000

1989 – Marty Yacoobian

Rebuilt as a Mark IV Coupe

1996 – Mark Holden

2009 – ?? asking US$1.5 million


#J-11 –J- car Unnumbered spare chassis tub


1967 – Kar Kraft USA

1970 – Harry Heinl USA

Intended to replace damaged chassis of #J-7

Never used

1977 – Brian Angliss UK

1978 – Rod Leach

Car created using accumulated parts

1988 – Car completed

1990’s – Rebuilt USA

2005 – Tom Malloy USA


#J-12 –J- car Unnumbered spare chassis tub


1967 – Kar Kraft USA

1970’s – USA

1977 – Brian Angliss UK

Car created using accumulated parts

1978 – Colin Crabbe

1983 – George Stauffer USA

1986 – Car completed

1988 – George Stauffer asking ??

2009 – Bennett Dorrance


One thought on “GT40’s – chassis by chassis

  1. Pingback: Kenneth digness | Everythingturb

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