The chassis was made stiffer from thicker-gauge steel, it had stronger engine mountings and featured more advanced suspension with two-way adjustable Koni dampers. In mid-March the car was used for testing at Daytona and in April it was flown to the Le Mans trials at La Sarthe. Though the chassis numbers were among the sequence used for production GT40 road and racing cars, they were each built to new, Mk II specifications. During hour 17 the Mk II pulled ahead to 3rd place, while almost at the same time the last remaining Ferrari P3 (Lorenzo Bandini’s, which had drifted down to 11th place) retired early. mk i The set-up was complemented by dry-sump lubrication and weight-saving components such as aluminum heads and a magnesium oil pan. The chassis was made stiffer from thicker-gauge steel, it had stronger engine mountings and featured more advanced suspension with two-way adjustable Koni dampers. Rather than developing a prototype race car from scratch, something the company had never previously attempted, Ford acquired the rights to Eric Broadley’s promising rear-engine Lola GT and set about developing it into the GT40 at a new division based at Slough, UK: Ford Advanced Vehicles.The difficulties the new car initially experienced made the eventual 1966 Le Mans victory all the more rewarding. The early dominance of Bentley, Alfa Romeo’s four consecutive wins in the early 1930s, and five victories for Jaguar during the ’50s – each of these moments in the story of Le Mans penned significant chapters in their manufacturers’ respective history books.In the mid-to-late 1960s, Ford made company history by winning the famous 24-hour race four years in a row. The organization that Frey chose to prioritize instead was Holman-Moody, the Charlotte, North Carolina-based builder that had proved itself running Ford’s highly successful NASCAR program.Holman-Moody was initially allocated three GT40s for the 1966 season: chassis nos.

1966 ford gt40 mk i values and more. Durability was further improved with a heavier driveshaft, and ventilated Kelsey-Hayes disc brakes.The Mk II packed the 427-cu. The Mk IV only competed twice, winning both events.Five Mk I roadsters were built, a total of five Mk I and Mk II cars received weight-saving modifications by Alan Mann, and several cars used bored, 4.9-liter versions of the Cobra engine, rounding out the cars 133-unit production history.Today, the Ford GT40’s legacy is undisputable, and its importance to American automotive history cannot be overstated.
Most historians would agree that none of these victories was as important as the first, the 1966 contest in which the GT40 conquered all before it with a 1-2-3 sweep at La Sarthe.The overarching story of the victory was politically charged and years in the making.
Images are general in nature and may not reflect the specific vehicle selected. After being freshened for display purposes, in 1970 the car was donated to William Harrah’s Automobile Collection in Reno, Nevada.

Fields are required. Foyt. It was painted in Ford’s familiar racing colors of white with a matte black hood.

Fitted with brake-cooling ‘snorkel’ air intakes mounted on the tail section, and running as #4, the GT40 was driven to a 12th-place finish by Bucknum and the great A.J.

The sophisticated car could exceed 200 mph and was a sleek 40 inches tall (thus the “40” in the car’s name). Please note that this lot is offered on a Bill of Sale only. Password must be at least 8 characters Enter the email address associated with your rmsothebys.com account.


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