Ford and Shelby
Except otherwise stated, all results include the premium.
See also : Cars 1962-63 Cars 1964-65 Cars 1966-67 Cars in movies
See also : Cars 1962-63 Cars 1964-65 Cars 1966-67 Cars in movies
1962 Shelby CSX 2000
2016 SOLD for $ 13.7M by RM Sotheby's
Carroll Shelby wisely stops competition for health reasons in 1960. He can now focus on a visionary project : to create a car that will be capable of defeating the Europeans. He will succeed where the major American brands had failed.
The basic idea of Shelby was simple : assemble a powerful engine on a small chassis. The difficulty of reaching the suitable stability needed all the experience of a champion. Going small had also ensured the success of Porsche.
Shelby is not yet an entrepreneur. He looks worldwide for the chassis and the engine that will best meet his request.
In England, the small AC Cars company is facing a major issue : the engine used on their AC Ace chassis is no longer manufactured. Shelby's project comes at the right time to start a cooperation. Ford is working at the same time on the development of lightweight engines. Shelby borrows an AC chassis and has a V-8 engine 221 cubic inches assembled by Ford in Dearborn. The feasibility is assured.
Shelby must now work out the technical details. He requires the modifications to the AC chassis that will generate the AC Cobra, and chooses a Ford V-8 260 cubic inches engine (4.2 liters). The prototype is assembled in February 1962 in California by Shelby helped by Dean Moon.
This prototype named CSX 2000 from its chassis number enters the legend. It serves both the technical development and the marketing. Shelby does not have the financial means to assemble other cars : his unique prototype is painted in a different color for each presentation to the specialized press in order to suggest that a production line is already operational. The performance of the CSX 2000 pleases Ford. What will follow is a remarkable American success story.
Carroll Shelby had kept the CSX 2000. It is intact and retains traces of the tools from the settings by Shelby and Moon. A friend of Rob Myers, Shelby had required that the CSX 2000 is auctioned by RM after his death. It was sold for $ 13.7M by RM Sotheby's on August 19, 2016, lot 117. Please watch the video shared by the auction house.
An image of CSX 2000 taken in 2010 is shared by Wikimedia with attribution : Jaydec at English Wikipedia [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons
The basic idea of Shelby was simple : assemble a powerful engine on a small chassis. The difficulty of reaching the suitable stability needed all the experience of a champion. Going small had also ensured the success of Porsche.
Shelby is not yet an entrepreneur. He looks worldwide for the chassis and the engine that will best meet his request.
In England, the small AC Cars company is facing a major issue : the engine used on their AC Ace chassis is no longer manufactured. Shelby's project comes at the right time to start a cooperation. Ford is working at the same time on the development of lightweight engines. Shelby borrows an AC chassis and has a V-8 engine 221 cubic inches assembled by Ford in Dearborn. The feasibility is assured.
Shelby must now work out the technical details. He requires the modifications to the AC chassis that will generate the AC Cobra, and chooses a Ford V-8 260 cubic inches engine (4.2 liters). The prototype is assembled in February 1962 in California by Shelby helped by Dean Moon.
This prototype named CSX 2000 from its chassis number enters the legend. It serves both the technical development and the marketing. Shelby does not have the financial means to assemble other cars : his unique prototype is painted in a different color for each presentation to the specialized press in order to suggest that a production line is already operational. The performance of the CSX 2000 pleases Ford. What will follow is a remarkable American success story.
Carroll Shelby had kept the CSX 2000. It is intact and retains traces of the tools from the settings by Shelby and Moon. A friend of Rob Myers, Shelby had required that the CSX 2000 is auctioned by RM after his death. It was sold for $ 13.7M by RM Sotheby's on August 19, 2016, lot 117. Please watch the video shared by the auction house.
An image of CSX 2000 taken in 2010 is shared by Wikimedia with attribution : Jaydec at English Wikipedia [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons
Ford-Ferrari Rivalry
The Ford–Ferrari rivalry of the mid-1960s, centered on the GT40 and the 24 Hours of Le Mans, is one of motorsport’s most famous corporate and technical battles. It arose from a failed business deal and became a high-stakes contest of engineering, resources, and national prestige that ended Ferrari’s long dominance in endurance racing.
Origins: The Failed Buyout (1963)In early 1963, Ford Motor Company (under Henry Ford II) negotiated to acquire Ferrari. Enzo Ferrari needed capital, and talks progressed to the point of near-agreement after extensive audits. The deal collapsed at the last stage because Ferrari refused to relinquish control of Scuderia Ferrari’s racing activities. Ford’s conditions would have limited Enzo’s autonomy over the competition department (including restrictions related to events such as the Indianapolis 500). Enzo walked away; accounts describe the episode as personally humiliating for Ford executives. Henry Ford II responded by directing the company to build a car capable of beating Ferrari at Le Mans, where the Italians had won every year from 1960 to 1965.
Development of the GT40
Ford partnered with British specialist Lola (Eric Broadley), whose mid-engined Mk6 GT already used a Ford V8 and had shown promise. Ford Advanced Vehicles (led initially by John Wyer) was established in England. The resulting GT40 (named for its approximate 40-inch height) featured a mid-engine layout, low-drag coupe body, and progressive Ford V8 engines (initially 4.2- then 4.7-liter small-blocks).
Early results were poor: the 1964 season (Nürburgring, Le Mans, etc.) brought multiple retirements despite occasional pace. After the 1964 Nassau races, responsibility shifted to Carroll Shelby’s operation in the United States. Development driver and engineer Ken Miles, along with Phil Remington and others, refined suspension, aerodynamics, cooling, and reliability. Larger 7.0-liter (427 cu in) engines arrived for the Mk II prototypes, dramatically increasing power.
Key Racing Confrontations
Ferrari relied on refined, relatively lightweight V12 Prototypes (the 250 P lineage evolving into 275/330 P, P2, P3, P4, and customer 412 P cars) emphasizing balance, handling, and continuous chassis/engine upgrades. Ford applied industrial-scale resources: larger-displacement American V8s (especially the 7.0-liter), rigorous testing, multiple teams (Shelby American, Holman-Moody, etc.), and rapid iteration. The GT40’s greater power and straight-line speed on circuits like Le Mans proved decisive once reliability was solved, though Ferrari remained highly competitive on tighter tracks and in overall championship points battles.
Impact and Legacy
The rivalry accelerated development on both sides. Ferrari’s P-series evolved rapidly under pressure; Ford’s program demonstrated that a major manufacturer could challenge specialist racing firms with focused investment. It produced iconic cars, legendary drivers (Miles, Gurney, McLaren, Surtees, Bandini, etc.), and enduring cultural resonance (popularized by the 2019 film Ford v Ferrari). Ford’s four straight Le Mans wins (1966–1969) remain a high-water mark, while Ferrari’s earlier dominance and later resurgence (including the modern Hypercar era) frame the contest as a pivotal chapter in endurance racing history.
In short, a rejected acquisition sparked a multi-year engineering war that Ford ultimately won at Le Mans through persistence, scale, and the GT40’s evolution from unreliable newcomer to dominant force.
Origins: The Failed Buyout (1963)In early 1963, Ford Motor Company (under Henry Ford II) negotiated to acquire Ferrari. Enzo Ferrari needed capital, and talks progressed to the point of near-agreement after extensive audits. The deal collapsed at the last stage because Ferrari refused to relinquish control of Scuderia Ferrari’s racing activities. Ford’s conditions would have limited Enzo’s autonomy over the competition department (including restrictions related to events such as the Indianapolis 500). Enzo walked away; accounts describe the episode as personally humiliating for Ford executives. Henry Ford II responded by directing the company to build a car capable of beating Ferrari at Le Mans, where the Italians had won every year from 1960 to 1965.
Development of the GT40
Ford partnered with British specialist Lola (Eric Broadley), whose mid-engined Mk6 GT already used a Ford V8 and had shown promise. Ford Advanced Vehicles (led initially by John Wyer) was established in England. The resulting GT40 (named for its approximate 40-inch height) featured a mid-engine layout, low-drag coupe body, and progressive Ford V8 engines (initially 4.2- then 4.7-liter small-blocks).
Early results were poor: the 1964 season (Nürburgring, Le Mans, etc.) brought multiple retirements despite occasional pace. After the 1964 Nassau races, responsibility shifted to Carroll Shelby’s operation in the United States. Development driver and engineer Ken Miles, along with Phil Remington and others, refined suspension, aerodynamics, cooling, and reliability. Larger 7.0-liter (427 cu in) engines arrived for the Mk II prototypes, dramatically increasing power.
Key Racing Confrontations
- 1964–1965: GT40s showed speed (leading at Le Mans in 1964) but suffered reliability issues. Ferrari continued winning Le Mans (including with 250/275/330 P cars and a privateer 250 LM in 1965). Ford scored early successes such as Daytona 1965 under Shelby.
- 1966: Breakthrough year. GT40 Mk IIs swept the podium at Daytona and Sebring. At Le Mans, three Mk IIs finished 1-2-3 (McLaren/Amon first after a controversial team-ordered photo finish that denied Ken Miles the outright win despite his leading performance). This ended Ferrari’s six-year Le Mans streak and marked the first overall Le Mans victory for an American manufacturer in the modern era.
- 1967: The all-American Mk IV (developed from the J-car prototype) won Le Mans with Dan Gurney and A.J. Foyt—the only all-American (drivers, team, chassis, engine, tires) victory in Le Mans history. Ferrari’s 330 P3/P4 and 412 P entries were competitive but could not match the Fords’ reliability and power on the day.
- 1968–1969: After FIA rules limited prototypes to 3.0 liters (partly in response to the big-engine Fords and Ferraris), privateer Gulf-Wyer Mk I GT40s (5.0-liter) continued winning Le Mans, extending Ford’s streak to four consecutive years.
en.wikipedia.org
Ferrari relied on refined, relatively lightweight V12 Prototypes (the 250 P lineage evolving into 275/330 P, P2, P3, P4, and customer 412 P cars) emphasizing balance, handling, and continuous chassis/engine upgrades. Ford applied industrial-scale resources: larger-displacement American V8s (especially the 7.0-liter), rigorous testing, multiple teams (Shelby American, Holman-Moody, etc.), and rapid iteration. The GT40’s greater power and straight-line speed on circuits like Le Mans proved decisive once reliability was solved, though Ferrari remained highly competitive on tighter tracks and in overall championship points battles.
Impact and Legacy
The rivalry accelerated development on both sides. Ferrari’s P-series evolved rapidly under pressure; Ford’s program demonstrated that a major manufacturer could challenge specialist racing firms with focused investment. It produced iconic cars, legendary drivers (Miles, Gurney, McLaren, Surtees, Bandini, etc.), and enduring cultural resonance (popularized by the 2019 film Ford v Ferrari). Ford’s four straight Le Mans wins (1966–1969) remain a high-water mark, while Ferrari’s earlier dominance and later resurgence (including the modern Hypercar era) frame the contest as a pivotal chapter in endurance racing history.
In short, a rejected acquisition sparked a multi-year engineering war that Ford ultimately won at Le Mans through persistence, scale, and the GT40’s evolution from unreliable newcomer to dominant force.
The Ford GT40 racing program was a massive, well-funded effort by Ford Motor Company in the mid-to-late 1960s to defeat Ferrari in international endurance racing, particularly the 24 Hours of Le Mans. It stands as one of the most successful and iconic American motorsport campaigns in history.
OriginsHenry Ford II (“the Deuce”) wanted Ford success at Le Mans. In early 1963, Ford pursued acquiring Ferrari. Negotiations advanced significantly (including audits of Ferrari’s assets), but Enzo Ferrari abruptly ended talks. A key sticking point involved control of Ferrari’s racing activities, including restrictions related to Indianapolis 500 competition. Enraged, Henry Ford II directed his company to build a car capable of beating Ferrari on the world stage.
Ford explored partnerships with Lotus, Cooper, and Lola. It selected Lola because Eric Broadley’s Lola Mk6 GT (mid-engined and Ford-powered) had shown promise. Ford hired Broadley (on a short-term basis), former Aston Martin team manager John Wyer, and Ford engineer Roy Lunn. The project began in Britain under Ford Advanced Vehicles (FAV) in Slough. The name “GT40” refers to Grand Touring and the car’s approximate 40-inch height (the minimum allowed under regulations).
The first car (GT/101) was unveiled in April 1964. It used a mid-engine layout with a Ford 289 cu in (4.7 L) V8.
Early Struggles (1964–1965)Initial results were poor. At the 1964 Nürburgring and Le Mans, the cars suffered reliability and handling issues (all three Le Mans entries retired, though one had led briefly). After a disappointing 1964 season under Wyer, operational control shifted to Carroll Shelby (Shelby American) in late 1964, with engineering support evolving toward U.S.-based efforts (including Kar Kraft).
Shelby’s involvement brought improvement. The first major win came at the 1965 Daytona 2000 km (Ken Miles/Lloyd Ruby). Results remained mixed through 1965 as development continued.
Dominance and Le Mans Victories (1966–1969)Major upgrades produced the successful variants:
Technical CharacteristicsMid-engine layout (unusual for American designs of the era), low-slung coupe body for aerodynamics, Ford OHV V8 engines (289 to 427 cu in), and progressive chassis development (from Lola-derived to fully U.S. designs). Weights typically ranged from roughly 1,800–2,300 lb depending on specification. The program involved extensive resources, multiple teams (Shelby American, Holman-Moody, JW Automotive), and top drivers (Miles, McLaren, Gurney, Foyt, Amon, Hulme, and others).
LegacyThe GT40 program demonstrated that a large American manufacturer, with sufficient commitment and talent (Broadley, Lunn, Wyer, Shelby, and others), could conquer Europe’s premier endurance race. It ended Ferrari’s Le Mans dominance, produced four consecutive overall victories (1966–1969), and created an enduring icon. The story inspired books, documentaries, and the 2019 film Ford v Ferrari.
It contrasts with contemporary efforts like the Corvette Grand Sport (limited by GM’s racing restrictions) and complements the Shelby Cobra Daytona Coupe’s GT championship success. Modern Ford GTs continue the Le Mans and racing heritage.
The GT40 remains a benchmark for corporate motorsport ambition, engineering iteration under pressure, and the drama of 1960s sports car racing.
OriginsHenry Ford II (“the Deuce”) wanted Ford success at Le Mans. In early 1963, Ford pursued acquiring Ferrari. Negotiations advanced significantly (including audits of Ferrari’s assets), but Enzo Ferrari abruptly ended talks. A key sticking point involved control of Ferrari’s racing activities, including restrictions related to Indianapolis 500 competition. Enraged, Henry Ford II directed his company to build a car capable of beating Ferrari on the world stage.
Ford explored partnerships with Lotus, Cooper, and Lola. It selected Lola because Eric Broadley’s Lola Mk6 GT (mid-engined and Ford-powered) had shown promise. Ford hired Broadley (on a short-term basis), former Aston Martin team manager John Wyer, and Ford engineer Roy Lunn. The project began in Britain under Ford Advanced Vehicles (FAV) in Slough. The name “GT40” refers to Grand Touring and the car’s approximate 40-inch height (the minimum allowed under regulations).
The first car (GT/101) was unveiled in April 1964. It used a mid-engine layout with a Ford 289 cu in (4.7 L) V8.
Early Struggles (1964–1965)Initial results were poor. At the 1964 Nürburgring and Le Mans, the cars suffered reliability and handling issues (all three Le Mans entries retired, though one had led briefly). After a disappointing 1964 season under Wyer, operational control shifted to Carroll Shelby (Shelby American) in late 1964, with engineering support evolving toward U.S.-based efforts (including Kar Kraft).
Shelby’s involvement brought improvement. The first major win came at the 1965 Daytona 2000 km (Ken Miles/Lloyd Ruby). Results remained mixed through 1965 as development continued.
Dominance and Le Mans Victories (1966–1969)Major upgrades produced the successful variants:
- Mk I: Primary 289/302 cu in (4.7–5.0 L) cars. Homologated in sufficient numbers (over 50 built by 1965) for Group 4 sports car racing. Later privateer successes.
- Mk II: Fitted with the powerful 427 cu in (7.0 L) big-block V8. Dominated 1966.
- Mk III: Limited road-legal versions.
- Mk IV (and related J-car development): U.S.-designed and built chassis with the 427 engine; more advanced aerodynamics and construction. Won in 1967.
- 1966: Complete dominance. 1-2-3 finishes at Daytona (24 Hours) and Sebring (12 Hours). At Le Mans, Ford scored a controversial 1-2-3 finish. Team orders aimed for a photo finish between the Ken Miles/Denny Hulme and Bruce McLaren/Chris Amon cars; starting-position rules and the final-lap dynamics awarded victory to McLaren/Amon. This ended Ferrari’s six-year Le Mans winning streak and marked the first American manufacturer victory in a major European race since 1921.
- 1967: Mk IV victory at Le Mans with American drivers Dan Gurney and A.J. Foyt (Shelby American team). This remains the only all-American (chassis, engine, team, drivers, tires) overall win at Le Mans.
- 1968–1969: Rule changes limited prototypes to 3.0-liter engines (partly in response to the big Ford and Ferrari engines’ speeds). Privateer JW Automotive (John Wyer)/Gulf Oil team continued winning Le Mans with evolved Mk I cars (5.0 L) in 1968 and 1969.
Technical CharacteristicsMid-engine layout (unusual for American designs of the era), low-slung coupe body for aerodynamics, Ford OHV V8 engines (289 to 427 cu in), and progressive chassis development (from Lola-derived to fully U.S. designs). Weights typically ranged from roughly 1,800–2,300 lb depending on specification. The program involved extensive resources, multiple teams (Shelby American, Holman-Moody, JW Automotive), and top drivers (Miles, McLaren, Gurney, Foyt, Amon, Hulme, and others).
LegacyThe GT40 program demonstrated that a large American manufacturer, with sufficient commitment and talent (Broadley, Lunn, Wyer, Shelby, and others), could conquer Europe’s premier endurance race. It ended Ferrari’s Le Mans dominance, produced four consecutive overall victories (1966–1969), and created an enduring icon. The story inspired books, documentaries, and the 2019 film Ford v Ferrari.
It contrasts with contemporary efforts like the Corvette Grand Sport (limited by GM’s racing restrictions) and complements the Shelby Cobra Daytona Coupe’s GT championship success. Modern Ford GTs continue the Le Mans and racing heritage.
The GT40 remains a benchmark for corporate motorsport ambition, engineering iteration under pressure, and the drama of 1960s sports car racing.
Ford GT Prototype
1
1964 GT/104 Coupe
2014 SOLD for $ 7.6M by Mecum
At the command of Ford Motor Company, Henry Ford II (HF2) is a busy man who does not like his competitors and will not be contradicted. 1964 is a key year for both road and race. The Ford Mustang is developed by Lee Iacocca. Its innovative design will push the Ford brand on a par with General Motors which previously dominated this market.
In 1963 Ferrari had been for sale. Ford Motor Company was interested but Enzo Ferrari himself frustrated the negotiations despite his financial difficulties. Henry Ford II (HF2) is upset. He wants to beat Ferrari in its most prestigious playground, at Le Mans. He defines the target : Ford must win the 24 hours race of Le Mans in 1964 with a model capable of reaching 320 km/h in the Mulsanne Straight.
Ford, which does not have an experience in developing a competition car, finds the necessary alliances including with Lola Cars, Shelby and Kar Kraft, and hires as project manager John Wyer who had ensured the achievements of Aston Martin. The development is entrusted to the new Ford Advanced Vehicles (FAV) division created at Slough near Heathrow Airport for this project.
The development starts with seven prototype coupes, simply identified as Ford GT and numbered GT/101 to GT/107.
In April 1964, a testing at Le Mans is a disaster. The new model, whose aerodynamic characteristics were poorly designed, flow over at top speed. Their two cars crash.
The Ford team can not rest on this failure, although it is now accepted that it is not ready for the first wins. There are only two months left to change the bodywork. GT/103 and GT/104 are sent to Shelby for further testing and modification. The engineers meet this challenge : three Ford GT participate at the 24 Heures in June 1964. The spectacular start of the race shows that this model will ably compete with Ferrari. HF2 did not win, but he has not lost either.
GT/104, the first lightweight steel prototype and the 4th prototype overall, was sold for $ 7.6M by Mecum on April 12, 2014, lot S147.1.
The next prototypes are set by Shelby American after being built by Ford Advanced Vehicles. GT/105 is the first to be originally equipped with the 289 CI engine (4.7 liters) replacing the 255 CI (4.2 liters).
In 1963 Ferrari had been for sale. Ford Motor Company was interested but Enzo Ferrari himself frustrated the negotiations despite his financial difficulties. Henry Ford II (HF2) is upset. He wants to beat Ferrari in its most prestigious playground, at Le Mans. He defines the target : Ford must win the 24 hours race of Le Mans in 1964 with a model capable of reaching 320 km/h in the Mulsanne Straight.
Ford, which does not have an experience in developing a competition car, finds the necessary alliances including with Lola Cars, Shelby and Kar Kraft, and hires as project manager John Wyer who had ensured the achievements of Aston Martin. The development is entrusted to the new Ford Advanced Vehicles (FAV) division created at Slough near Heathrow Airport for this project.
The development starts with seven prototype coupes, simply identified as Ford GT and numbered GT/101 to GT/107.
In April 1964, a testing at Le Mans is a disaster. The new model, whose aerodynamic characteristics were poorly designed, flow over at top speed. Their two cars crash.
The Ford team can not rest on this failure, although it is now accepted that it is not ready for the first wins. There are only two months left to change the bodywork. GT/103 and GT/104 are sent to Shelby for further testing and modification. The engineers meet this challenge : three Ford GT participate at the 24 Heures in June 1964. The spectacular start of the race shows that this model will ably compete with Ferrari. HF2 did not win, but he has not lost either.
GT/104, the first lightweight steel prototype and the 4th prototype overall, was sold for $ 7.6M by Mecum on April 12, 2014, lot S147.1.
The next prototypes are set by Shelby American after being built by Ford Advanced Vehicles. GT/105 is the first to be originally equipped with the 289 CI engine (4.7 liters) replacing the 255 CI (4.2 liters).
2
1965 GT/108 Roadster
2019 SOLD for $ 7.7M by RM Sotheby's
The last five prototypes, GT/108 to GT/112, are open cockpit roadsters, aiming to demonstrate the duality of use of the GT for road and competition. These cars are using a special steel chassis. The production model will be the coupe, probably in a goal of industrial standardization.
The GT/108 and GT/109 are completed simultaneously in March 1965 and sent for testing to Carroll Shelby in California. GT/108 is demonstrated in a promotional tour while GT/109 is entered in Le Mans. Both cars will then be used as development models for the GT40 J-Car variant in another subsidiary of Ford, Kar Kraft.
Restored after 1983 in its original configuration, GT/108 was sold by RM Sotheby's for $ 7M on August 15, 2014 and for $ 7.7M on August 16, 2019, lot 252. Please watch the video shared in 2014 by the auction house including an introduction by Edsel Ford II, the son of Henry Ford II.
Completed by FAV in March 1965, the Ford GT/109 is prepared by Shelby for Le Mans. Driven by Trintignant and Ligier for Ford of France, it does not finish, gearbox broken in the 11th lap. It will remain the only Ford GT open cockpit car to have competed at Le Mans, against rain and cold.
It is afterward used by Kar Kraft as a development model for the J-Car.
This Ford GT Competition Prototype Roadster passed at Mecum on January 12, 2019, lot S138, after a three year restoration. The engine has been rebuilt but the original Le Mans livery has been re-established. Please watch the 2019 video shared by the auction house. It passed again at the same auction house on May 17, 2025, lot S139. Please watch the 2025 video.
GT/110, /111 and /112 are not surviving.
The GT/108 and GT/109 are completed simultaneously in March 1965 and sent for testing to Carroll Shelby in California. GT/108 is demonstrated in a promotional tour while GT/109 is entered in Le Mans. Both cars will then be used as development models for the GT40 J-Car variant in another subsidiary of Ford, Kar Kraft.
Restored after 1983 in its original configuration, GT/108 was sold by RM Sotheby's for $ 7M on August 15, 2014 and for $ 7.7M on August 16, 2019, lot 252. Please watch the video shared in 2014 by the auction house including an introduction by Edsel Ford II, the son of Henry Ford II.
Completed by FAV in March 1965, the Ford GT/109 is prepared by Shelby for Le Mans. Driven by Trintignant and Ligier for Ford of France, it does not finish, gearbox broken in the 11th lap. It will remain the only Ford GT open cockpit car to have competed at Le Mans, against rain and cold.
It is afterward used by Kar Kraft as a development model for the J-Car.
This Ford GT Competition Prototype Roadster passed at Mecum on January 12, 2019, lot S138, after a three year restoration. The engine has been rebuilt but the original Le Mans livery has been re-established. Please watch the 2019 video shared by the auction house. It passed again at the same auction house on May 17, 2025, lot S139. Please watch the 2025 video.
GT/110, /111 and /112 are not surviving.
Shelby Cobra Daytona Coupe
Shelby Cobra Daytona Coupe Program
Ambition
Carroll Shelby sought to create an American car capable of defeating Ferrari’s 250 GTO in the FIA International Championship for GT Manufacturers. The open Cobra roadster had power and acceleration but suffered from high aerodynamic drag on long straights such as the Mulsanne at Le Mans. Shelby needed a closed coupe that retained the Cobra’s mechanical strengths while adding high-speed stability and efficiency. The goal was straightforward and audacious: beat Ferrari on the world stage with a small California team of “hot rodders.”
Development and Program Details
Designer Pete Brock (Shelby American’s first employee and a former GM stylist) created an aerodynamic fastback body with a long roofline and Kamm tail. The first prototype (CSX2287) was built entirely at Shelby American in Venice, California. The remaining five received lightweight aluminum bodies from Carrozzeria Grandsport in Modena, Italy. All six cars used the Cobra’s chassis and drivetrain with a Ford 289 cu in V8 (typically around 380–390+ hp in race trim). Weight was approximately 2,300 lb. Only six original examples were completed between 1964 and 1965 (chassis CSX2286, CSX2287, CSX2299, CSX2300, CSX2601, and CSX2602). The program operated with Ford support but remained a relatively lean Shelby American effort.Breakthrough
The prototype showed immediate promise, leading early at Daytona 1964 before retiring and scoring a GT class win at Sebring. The full fleet of Daytona Coupes then challenged Ferrari throughout the 1964–1965 seasons.Racing Records
In 1964 the cars finished second in the GT championship (narrowly behind Ferrari). In 1965 they secured the FIA International Championship for GT Manufacturers—the first time an American manufacturer won an FIA world title. Key results included GT class victories at Sebring, Le Mans (1964), Daytona, Nürburgring, Reims, and other rounds. Drivers included Bob Bondurant, Jochen Neerpasch, Allen Grant, Jo Schlesser, Dan Gurney, and others. The cars earned the nickname “Snake Eaters” in some contemporary contexts for their ability to outperform Cobras’ rivals, though their primary target was Ferrari.Program Termination
After the 1965 championship, FIA regulations shifted and Shelby’s focus moved to the Ford GT40 program for prototype racing at Le Mans. The Daytona Coupes, having achieved their purpose, were no longer needed for the top level of GT competition and were sold or retired from factory use.
Legacy
The six cars delivered America’s first FIA manufacturers’ world championship title and proved a small independent team could defeat the established European order. All six survive. They rank among the most historically important and valuable American automobiles. One prototype was the first vehicle added to the U.S. National Historic Vehicle Register. Continuations and licensed replicas exist, but the originals remain unique.
Ambition
Carroll Shelby sought to create an American car capable of defeating Ferrari’s 250 GTO in the FIA International Championship for GT Manufacturers. The open Cobra roadster had power and acceleration but suffered from high aerodynamic drag on long straights such as the Mulsanne at Le Mans. Shelby needed a closed coupe that retained the Cobra’s mechanical strengths while adding high-speed stability and efficiency. The goal was straightforward and audacious: beat Ferrari on the world stage with a small California team of “hot rodders.”
Development and Program Details
Designer Pete Brock (Shelby American’s first employee and a former GM stylist) created an aerodynamic fastback body with a long roofline and Kamm tail. The first prototype (CSX2287) was built entirely at Shelby American in Venice, California. The remaining five received lightweight aluminum bodies from Carrozzeria Grandsport in Modena, Italy. All six cars used the Cobra’s chassis and drivetrain with a Ford 289 cu in V8 (typically around 380–390+ hp in race trim). Weight was approximately 2,300 lb. Only six original examples were completed between 1964 and 1965 (chassis CSX2286, CSX2287, CSX2299, CSX2300, CSX2601, and CSX2602). The program operated with Ford support but remained a relatively lean Shelby American effort.Breakthrough
The prototype showed immediate promise, leading early at Daytona 1964 before retiring and scoring a GT class win at Sebring. The full fleet of Daytona Coupes then challenged Ferrari throughout the 1964–1965 seasons.Racing Records
In 1964 the cars finished second in the GT championship (narrowly behind Ferrari). In 1965 they secured the FIA International Championship for GT Manufacturers—the first time an American manufacturer won an FIA world title. Key results included GT class victories at Sebring, Le Mans (1964), Daytona, Nürburgring, Reims, and other rounds. Drivers included Bob Bondurant, Jochen Neerpasch, Allen Grant, Jo Schlesser, Dan Gurney, and others. The cars earned the nickname “Snake Eaters” in some contemporary contexts for their ability to outperform Cobras’ rivals, though their primary target was Ferrari.Program Termination
After the 1965 championship, FIA regulations shifted and Shelby’s focus moved to the Ford GT40 program for prototype racing at Le Mans. The Daytona Coupes, having achieved their purpose, were no longer needed for the top level of GT competition and were sold or retired from factory use.
Legacy
The six cars delivered America’s first FIA manufacturers’ world championship title and proved a small independent team could defeat the established European order. All six survive. They rank among the most historically important and valuable American automobiles. One prototype was the first vehicle added to the U.S. National Historic Vehicle Register. Continuations and licensed replicas exist, but the originals remain unique.
Shelby Cobra Daytona Coupe vs. Chevrolet Corvette Grand Sport
Both are ultra-rare, purpose-built American GT/racing prototypes from the mid-1960s created to challenge European dominance (especially Ferrari) and each other. They represent parallel but contrasting approaches: one with sustained factory/Ford support and superior aerodynamics that delivered a world championship, the other a lighter, more radical “black ops” Corvette effort that was cut short by GM corporate policy.
Production and Rarity
Design Philosophy and Engineering
Racing Achievements and Rivalry
Legacy and Market ValueBoth are icons of American motorsport ingenuity against European establishments. The Daytona Coupe is celebrated for delivering the actual FIA title and for its elegant, functional aerodynamics; one example was the first vehicle added to the U.S. National Historic Vehicle Register. Values for original Daytonas have reached the $20 million+ range, with estimates for top examples exceeding $25 million.
The Grand Sport is viewed as the ultimate “what if” Corvette—a pure expression of Duntov’s vision that was never allowed to reach its full potential. Chassis 003’s current estimate of $11–13 million reflects its rarity, documented racing history, high originality, and meticulous restoration to 1964 Sebring specification. While individual sale prices can fluctuate, both cars rank among the most valuable and historically significant American competition automobiles ever built.
In short: The Daytona Coupe was the more successful and aerodynamically refined championship winner with slightly higher numbers and peak market values. The Grand Sport was the lighter, more extreme prototype that scored notable victories against Cobras before corporate interference ended the program. They remain the two purest expressions of mid-1960s American ambition to beat Ferrari (and each other) on the world stage.
Both are ultra-rare, purpose-built American GT/racing prototypes from the mid-1960s created to challenge European dominance (especially Ferrari) and each other. They represent parallel but contrasting approaches: one with sustained factory/Ford support and superior aerodynamics that delivered a world championship, the other a lighter, more radical “black ops” Corvette effort that was cut short by GM corporate policy.
Production and Rarity
- Daytona Coupe: Exactly six examples built (1964–1965). Chassis numbers include CSX2286, CSX2287 (the original prototype, built entirely in California), CSX2299, CSX2300, CSX2601, and CSX2602. The first was completed at Shelby American in Venice, California; the rest received bodies in Modena, Italy. All six survive.
- Grand Sport: Exactly five built (1963)—three coupes and two later converted to roadsters. Chassis 003 is the first of the three coupes. All five survive, but the program was far more restricted.
Design Philosophy and Engineering
- Daytona Coupe (designed primarily by Pete Brock): An aerodynamic evolution of the Cobra roadster chassis and Ford 289 V8 drivetrain. The closed coupe body was optimized for high-speed circuits (especially the long Mulsanne Straight at Le Mans), addressing the open Cobra’s drag and top-speed deficit versus the Ferrari 250 GTO. Curb weight approximately 2,300 lb (about 1,043–1,090 kg). Power roughly 380–395 hp from the tuned 289 cu in (4.7 L) Ford V8. Top speeds in the 185–190+ mph range were achieved.
- Grand Sport (Zora Arkus-Duntov): A radical lightweight prototype based on the new 1963 Sting Ray but sharing almost no production components. Tubular steel chassis, ultra-thin hand-laid fiberglass body, extensive aluminum/magnesium parts, competition suspension and Girling disc brakes. Weight roughly 1,900 lb—dramatically lighter. Engines ranged from iron-block 327s early on to aluminum or iron 377 cu in V8s (period outputs up to ~550 hp; modern restored examples exceed 600 hp). Superior power-to-weight potential but notably inferior aerodynamics (more lift and drag at high speed) compared with the Daytona.
Racing Achievements and Rivalry
- Daytona Coupe: Built specifically to defeat the Ferrari 250 GTO in the FIA International Championship for GT Manufacturers. It finished second in the GT class in 1964 and won the championship outright in 1965—the first time an American constructor claimed an FIA world title. Notable results include GT class wins at the 1964 12 Hours of Sebring and 24 Hours of Le Mans (fourth overall), 1965 24 Hours of Daytona, 12 Hours of Sebring, Nürburgring 1000 km, and others. One car (CSX2287) also set multiple land-speed records at Bonneville.
- Grand Sport: Never raced with full official factory support due to GM’s racing ban. Strong early results against open Cobras at the 1963 Bahamas Speed Week (Nassau), where the three coupes outperformed them on the straights and earned the “Snake Eaters” nickname. Chassis 003 itself achieved class podiums at the 1964 and 1965 12 Hours of Sebring (2nd and 3rd in class) and various SCCA events, driven by talents including A.J. Foyt, Jim Hall, Augie Pabst, and others. The program was halted before full international development or homologation of the planned 100+ cars.
Legacy and Market ValueBoth are icons of American motorsport ingenuity against European establishments. The Daytona Coupe is celebrated for delivering the actual FIA title and for its elegant, functional aerodynamics; one example was the first vehicle added to the U.S. National Historic Vehicle Register. Values for original Daytonas have reached the $20 million+ range, with estimates for top examples exceeding $25 million.
The Grand Sport is viewed as the ultimate “what if” Corvette—a pure expression of Duntov’s vision that was never allowed to reach its full potential. Chassis 003’s current estimate of $11–13 million reflects its rarity, documented racing history, high originality, and meticulous restoration to 1964 Sebring specification. While individual sale prices can fluctuate, both cars rank among the most valuable and historically significant American competition automobiles ever built.
In short: The Daytona Coupe was the more successful and aerodynamically refined championship winner with slightly higher numbers and peak market values. The Grand Sport was the lighter, more extreme prototype that scored notable victories against Cobras before corporate interference ended the program. They remain the two purest expressions of mid-1960s American ambition to beat Ferrari (and each other) on the world stage.
1963 CSX2300 (titled 1964)
2026 for sale on August 14 by Gooding Christie's
Focus on CSX2300 (Gooding & Company / Christie’s Pebble Beach Auctions, Lot 39, 14 August 2026) featured in a pre sale press release.
Estimate: In excess of $25,000,000. Coachwork by Carrozzeria Grandsport. Chassis CSX2300 is the third Daytona Coupe completed.
Specific racing career
It debuted at the 1964 Tour de France Automobile (Bondurant/Neerpasch, No. 187), winning early stages before retiring. In 1965 it contested Daytona (Leslie/Grant: 6th overall, 3rd in class), Sebring (Leslie/Grant: 13th overall, 3rd in class after early contact damage; Grant set a GT lap record), Nürburgring 1000 km (Schlesser/Simon in unique Ford of France white/blue/red livery: 12th overall, 3rd in class), and Reims 12 Hours (Sears/Whitmore: 9th overall, 2nd in class after an improvised engine repair). These results contributed directly to the 1965 championship. After the factory program, it uniquely continued racing in Japan (1966–1968) under owners including Tadashi Sakai and Kazuo Myouchin, scoring overall wins at All Japan Suzuka and Diamond Trophy Fuji in 1966 plus further appearances at Fuji and the Japan Grand Prix.
Ownership
Shelby American retained it through 1965. It then passed to Oscar Koveleski (1966), Don Nichols (1966), a series of Japanese owners (Sakai, Myouchin, Yoshikawa, Kawanabe, Murakami, Rodem Corporation), and returned to the United States in 1975 when Michael Shoen arranged its sale to Carroll Shelby—the only Daytona Coupe ever personally owned by its creator (1975–1998). Subsequent owners included Prova International, Jim Spiro, Larry Bowman (2000), and the current consignor (from 2005).
Originality and condition
After its Japanese period (which included temporary use of a milder road engine), Shelby commissioned a restoration to 1965 specification by Mike McCluskey. Larry Bowman oversaw a further meticulous restoration around 2000–2003 that preserved competition scars (including Sebring rear-quarter damage) and Japanese-era markings rather than erasing them. Under current long-term ownership it has been conscientiously maintained and regularly exercised at events including the Monterey Historics, Goodwood Revival, Tour Auto, Modena Cento Ore, and Goodwood Festival of Speed. It is described as a dual-purpose car eligible for major concours and vintage racing, remaining rewarding to drive.
Estimate: In excess of $25,000,000. Coachwork by Carrozzeria Grandsport. Chassis CSX2300 is the third Daytona Coupe completed.
Specific racing career
It debuted at the 1964 Tour de France Automobile (Bondurant/Neerpasch, No. 187), winning early stages before retiring. In 1965 it contested Daytona (Leslie/Grant: 6th overall, 3rd in class), Sebring (Leslie/Grant: 13th overall, 3rd in class after early contact damage; Grant set a GT lap record), Nürburgring 1000 km (Schlesser/Simon in unique Ford of France white/blue/red livery: 12th overall, 3rd in class), and Reims 12 Hours (Sears/Whitmore: 9th overall, 2nd in class after an improvised engine repair). These results contributed directly to the 1965 championship. After the factory program, it uniquely continued racing in Japan (1966–1968) under owners including Tadashi Sakai and Kazuo Myouchin, scoring overall wins at All Japan Suzuka and Diamond Trophy Fuji in 1966 plus further appearances at Fuji and the Japan Grand Prix.
Ownership
Shelby American retained it through 1965. It then passed to Oscar Koveleski (1966), Don Nichols (1966), a series of Japanese owners (Sakai, Myouchin, Yoshikawa, Kawanabe, Murakami, Rodem Corporation), and returned to the United States in 1975 when Michael Shoen arranged its sale to Carroll Shelby—the only Daytona Coupe ever personally owned by its creator (1975–1998). Subsequent owners included Prova International, Jim Spiro, Larry Bowman (2000), and the current consignor (from 2005).
Originality and condition
After its Japanese period (which included temporary use of a milder road engine), Shelby commissioned a restoration to 1965 specification by Mike McCluskey. Larry Bowman oversaw a further meticulous restoration around 2000–2003 that preserved competition scars (including Sebring rear-quarter damage) and Japanese-era markings rather than erasing them. Under current long-term ownership it has been conscientiously maintained and regularly exercised at events including the Monterey Historics, Goodwood Revival, Tour Auto, Modena Cento Ore, and Goodwood Festival of Speed. It is described as a dual-purpose car eligible for major concours and vintage racing, remaining rewarding to drive.
1965 CSX2601
2009 SOLD for $ 7.7M by Mecum
Carroll Shelby was developing his cars by fitting British AC Cobra chassis with Ford engines. Ford was offering a particularly favorable context to second Shelby's project : the Mustang, created in 1964, needed to increase its dominance and its market share against Chevrolet and Plymouth.
In 1964 the Daytona Coupe Cobra had an improved coupe body fitted on an existing Cobra chassis to increase the top speed by 25 mph. It was thus able to compete against the Ferrari 250 GTO in the FIA GT class. Only six Daytona Cobra coupes were built.
CSX 2601 was the fourth car. On 1965 it won in class at Monza, Nürburgring, Reims and Enna. It secured at Reims the points for making Shelby American the first ever US brand to win an International Championship for GT Manufacturers.
This car was sold for $ 7.7M by Mecum on August 15, 2009.
Comparison of CSX2601 to CSX2300
CSX2601 (the fourth coupe built and third completed in Italy) was a core 1965 championship car that contested eight FIA races that season (Daytona, Sebring, Monza, Spa, Nürburgring, Le Mans, Reims, Enna). It scored multiple GT class wins, including the decisive class victory at Reims with Bondurant and Schlesser that helped clinch the title. It appeared in the film Red Line 7000, was later owned by driver Bob Bondurant, and sold at Mecum Monterey on 15 August 2009 for $7.25 million (user note of $7.7 million is close to reported figures; contemporary sources confirm $7.25 million). It is now in the Perez Companc collection in Argentina. By contrast, CSX2300 participated in the critical late-1964 and full 1965 campaigns (including unique liveries and drivers) and is the only Daytona Coupe that continued serious racing after the factory program ended, competing successfully in Japan through 1968. It is also the only example ever owned by Carroll Shelby himself. While CSX2601 has a denser pure championship-season race log with multiple class wins, CSX2300 offers broader historical narrative—early European debut, championship contribution, extended post-factory career, personal Shelby ownership, and strong documented originality with preserved period damage. Market context places CSX2300’s current estimate well above the 2009 CSX2601 result, reflecting both elapsed time and its distinctive provenance.
In 1964 the Daytona Coupe Cobra had an improved coupe body fitted on an existing Cobra chassis to increase the top speed by 25 mph. It was thus able to compete against the Ferrari 250 GTO in the FIA GT class. Only six Daytona Cobra coupes were built.
CSX 2601 was the fourth car. On 1965 it won in class at Monza, Nürburgring, Reims and Enna. It secured at Reims the points for making Shelby American the first ever US brand to win an International Championship for GT Manufacturers.
This car was sold for $ 7.7M by Mecum on August 15, 2009.
Comparison of CSX2601 to CSX2300
CSX2601 (the fourth coupe built and third completed in Italy) was a core 1965 championship car that contested eight FIA races that season (Daytona, Sebring, Monza, Spa, Nürburgring, Le Mans, Reims, Enna). It scored multiple GT class wins, including the decisive class victory at Reims with Bondurant and Schlesser that helped clinch the title. It appeared in the film Red Line 7000, was later owned by driver Bob Bondurant, and sold at Mecum Monterey on 15 August 2009 for $7.25 million (user note of $7.7 million is close to reported figures; contemporary sources confirm $7.25 million). It is now in the Perez Companc collection in Argentina. By contrast, CSX2300 participated in the critical late-1964 and full 1965 campaigns (including unique liveries and drivers) and is the only Daytona Coupe that continued serious racing after the factory program ended, competing successfully in Japan through 1968. It is also the only example ever owned by Carroll Shelby himself. While CSX2601 has a denser pure championship-season race log with multiple class wins, CSX2300 offers broader historical narrative—early European debut, championship contribution, extended post-factory career, personal Shelby ownership, and strong documented originality with preserved period damage. Market context places CSX2300’s current estimate well above the 2009 CSX2601 result, reflecting both elapsed time and its distinctive provenance.
Special Report
Ford GT40 varieties
Ford GT40 Mk I (1964–1969)
The Mk I was the original production GT40, primarily a race variant with a 289 ci (4.7 L) V8, though some were built or converted to road specification (detuned engine, full interior trim, quieter exhaust, etc.). Some late examples supported Gulf/JWA racing with wider bodies (1968–1969 style).
The Mk II featured the 427 ci (7.0 L) V8 for racing, primarily built for the 1966 Le Mans campaign (and early 1967).
Ford GT40 Mk III (1966–1969)
The Mk III was the dedicated road car, with modifications for street use (detuned 289 ci V8 ~305 hp, extended nose for headlights, luggage space, central shifter in some).
Notes:
Ford GT40 Auction Chassis Numbers
Here is a summary of the chassis numbers for the specified GT40 lots, based on auction records and historical documentation:
The Mk I was the original production GT40, primarily a race variant with a 289 ci (4.7 L) V8, though some were built or converted to road specification (detuned engine, full interior trim, quieter exhaust, etc.). Some late examples supported Gulf/JWA racing with wider bodies (1968–1969 style).
- Race (standard and competition, including privateer and later Gulf wide-body): Production primarily 1965–1968 (racing through 1969). Chassis range: GT40P/1000 to GT40P/1086 (approximately 87 chassis total for early production; many raced).
- Road (street specification): Built mostly 1966–1967 (some delivered later). Approximately 30–31 examples (sources vary slightly). Specific examples include P/1057, P/1058, P/1059, P/1065, etc., often from mid-1060s chassis.
- Lightweight (Alan Mann Racing specials): 1966. Only 2 completed (AMGT-1 and AMGT-2; aluminum bodies, weight reductions; raced but not successful).
The Mk II featured the 427 ci (7.0 L) V8 for racing, primarily built for the 1966 Le Mans campaign (and early 1967).
- Race (standard): 1965–1966 production (raced 1966–1967). Approximately 8–10 chassis (e.g., P/1016, P/1031, P/1032, P/1046, P/1047).
- Lightweight (Alan Mann or factory specials): 1966. 3 examples (XGT-1 to XGT-3; rare factory lightweight bodies).
Ford GT40 Mk III (1966–1969)
The Mk III was the dedicated road car, with modifications for street use (detuned 289 ci V8 ~305 hp, extended nose for headlights, luggage space, central shifter in some).
- Road: Production late 1966–1969. Only 7 built. Chassis: GT40 M3/1101 to M3/1107 (or equivalent P/1101–1114 range).
Notes:
- Total original GT40 production (Mk I–III): ~105–120 chassis (excluding prototypes GT-101 to GT-112 and Mk IV J-cars).
- The Mk IV (1967, ~12 J-chassis, honeycomb lightweight design) is sometimes considered a separate model, not a direct Mk I–III sub-variant.
- Chassis numbering: Prototypes GT-101–112; production GT40P/1000+.
- Sources include historical registries, auction records, and period documentation; exact counts vary slightly due to conversions and rebuilds.
Ford GT40 Auction Chassis Numbers
Here is a summary of the chassis numbers for the specified GT40 lots, based on auction records and historical documentation:
- Mecum, August 20, 2016, lot S103: Chassis GT40P/1028 (1966 Mk I road car; first road GT40 delivered to North America).
- Mecum, January 18, 2025, lot S214 (Kissimmee): Chassis GT40P/1034 (1966 Mk I road car; extensively raced but retaining many original components).
- Mecum, January 12, 2024, lot F155 (Kissimmee): Chassis GT40P/1089 (1966 Mk I road car; low-mileage original example, restored by RUF Automobiles; one of ~31 road cars produced).
- Broad Arrow, March 2, 2024, lot 229 (Amelia Island): Chassis GT40P/1069 (1967 Mk I road car).
- RM Sotheby's, August 24, 2018, lot 124 (Monterey): Chassis GT40P/1016 (1966 Mk II; finished 3rd at 1966 Le Mans).
- RM Sotheby's, February 27, 2025, lot 102 (Miami/ModaMiami): Chassis GT40P/1032 (1966 Mk II; competition history including 2nd at 1966 Sebring).
- RM Auctions, August 17, 2012 (Monterey): The primary GT40 sold was the famous Gulf/Mirage lightweight, chassis GT40P/1074 (1968; used as camera car for Le Mans film; record sale at the time). A second GT40 (Mk I road car, chassis GT40P/1059) was also offered but did not sell at this event.
- Mecum, August 17, 2024, lot S90 (Monterey/Daytime): Chassis GT40P/1080 (1969 Mk I lightweight; one of 10 factory competition lightweights).
- Chassis numbers are typically prefixed as GT40P/ followed by the four-digit number (e.g., P/1028).
- All identifications are cross-referenced from official auction listings, expert authentications (e.g., Ronnie Spain), and sale results. Variations in year designation (e.g., 1966 vs. 1967) often reflect completion/delivery dates.
- GT40s frequently appear at auction due to their rarity and value; these are distinct examples unless noted.
1966 Ford GT40 MkI Road Car
2025 SOLD for $ 7M by Mecum
Ford assembled 31 road going GT40 Mk I in support to the FIA GT homologation. With their additional trim, Borrani wire wheels and comfortable interiors including carpet, ruched fabric map pockets in the doors and a cigarette lighter, they are considered as the most beautiful variant.
Ford hopes that the commercial success of this vehicle will be at the level of its performance and the arrival from UK in the USA of a first demonstration car in the road legal version is eagerly awaited. Its promotional tour is extensive with a culmination at Sebring where it makes the parade throughout the weekend of the event. Four pages are devoted to it in Playboy magazine in July 1966.
This specific car appeals the customer with an additional care provided to comfort, including air conditioning, layout of luggage and increased use of leather.
It traveled less than 18,000 km from new, significantly for its promotional activities. When it was to restore it the experts were astonished by its authentic condition. This restoration that just ended had lasted four years and the car was established in the most detailed configuration from its glorious exhibition at Sebring half a century earlier.
This historically important example of one of the most elegant road cars of the twentieth century was sold for $ 4.4M before fees by Mecum on August 20, 2016, lot S103. Its chassis number is P/1028.
Ford hopes that the commercial success of this vehicle will be at the level of its performance and the arrival from UK in the USA of a first demonstration car in the road legal version is eagerly awaited. Its promotional tour is extensive with a culmination at Sebring where it makes the parade throughout the weekend of the event. Four pages are devoted to it in Playboy magazine in July 1966.
This specific car appeals the customer with an additional care provided to comfort, including air conditioning, layout of luggage and increased use of leather.
It traveled less than 18,000 km from new, significantly for its promotional activities. When it was to restore it the experts were astonished by its authentic condition. This restoration that just ended had lasted four years and the car was established in the most detailed configuration from its glorious exhibition at Sebring half a century earlier.
This historically important example of one of the most elegant road cars of the twentieth century was sold for $ 4.4M before fees by Mecum on August 20, 2016, lot S103. Its chassis number is P/1028.
The Ford GT40 Mk I road car represents one of the rarest and most iconic production variants of Ford's legendary Le Mans-winning program. Out of approximately 87 Mk I GT40s built (1964–1969), only 31 were configured as road-legal examples (detuned for street use, with full interior trim, comforts like carpeting, ashtrays, and road-oriented features while retaining the core mid-engine layout, 289 ci V-8, ZF transaxle, and lightweight construction). These were primarily built to aid FIA Group 4 homologation for racing. All share the same basic specs: ~306 hp from the 289 High Performance V-8 (with Weber carburetors on many), top speeds over 160 mph, exceptional handling, and aluminum/monocoque construction.The three chassis in question are all genuine Mk I road cars from this ultra-limited group, with documented histories, low-to-moderate use, and strong provenance—making them among the most desirable non-racing GT40s on the market.
Here’s a comparison of the two specific 1966 examples from the Mecum auction links you provided, focusing on overall views and key differences:
First Car: Mecum Lot 1106987 (P/1052)
Here’s a comparison of the two specific 1966 examples from the Mecum auction links you provided, focusing on overall views and key differences:
First Car: Mecum Lot 1106987 (P/1052)
- Sold for a final price of $6.93 million (hammer $6.3M + buyer's premium). by Mecum on January 12, 2024, lot F155.
- One of the best-preserved original examples, with only 13,442 original miles on the odometer.
- Described as an "outstanding original" road car.
- From available imagery of similar blue examples (matching descriptions and period photos tied to this era of GT40 road cars at Mecum), it appears in a striking metallic blue exterior (often a deep or bright blue tone), with silver wire wheels, classic GT40 badging, and a clean, unrestored or lightly restored look emphasizing originality.
- Overall view: Sleek, aggressive profile from any angle — low roofline, long hood with air vents, rear-heavy proportions due to the mid-engine V8, and signature rear ducktail spoiler-like lip.
- Auctioned at Mecum Kissimmee 2025. It was sold for $ 7M by Mecum on January 18, 2025, lot S214. It is accompanied from new by an additional spare engine. Please watch the video shared by the auction house.
- This is historically significant as the first production road car delivered to a private customer (and the first delivered in the UK), handed over by Jackie Stewart.
- Extremely low mileage shown at 4,472 miles on the odometer.
- One of only 31 produced, with emphasis on original components and high-quality restoration/factory precision.
- Appears in imagery and descriptions as a dark metallic color (often described as dark blue or similar deep hue in auction previews), right-hand drive configuration (notable for UK delivery), black interior likely, and classic chrome details/mirrors.
- Overall view: Identical iconic GT40 silhouette — compact, muscular, with the same flowing lines, but potentially showing subtle differences in badging, wheel style, or minor trim based on its early production status and history.
- Similarity in Design: Both are authentic 1966 MkI road cars with the same fundamental shape — no major body differences. The overall view from side, front, or rear is nearly identical: low, wide, purposeful, with the distinctive roof hump, side air intakes, and quad round taillights.
- Color & Presentation: The first (P/1052) often shown in vibrant metallic blue; the second (P/1034) in a deeper, darker shade (possibly metallic dark blue), which can make it look more subdued or sinister depending on lighting.
- Mileage & Condition: P/1034 has significantly lower documented miles (ultra-low for any GT40), while P/1052's 13k+ miles still qualify as exceptionally original/low-use.
- Historical Note: P/1034 edges out in provenance as the "first" private-owner delivery, adding extra collectible appeal.
- Value Context: Both commanded multi-million-dollar prices at auction, reflecting their rarity and condition.
The Shelby Cobra (particularly the iconic 427 models from the mid-1960s) and the Ford GT40 MkI Road Car (like the 1966 examples discussed previously) represent two of the most legendary American performance icons from the same era. Both were born from Ford's racing ambitions in the 1960s, shared engines and some engineering DNA through Carroll Shelby's involvement, and embodied raw, visceral driving thrills. However, they differ significantly in design philosophy, purpose, and character.
Overall Design and Appearance
Key Specifications Comparison (Focusing on 1960s Originals)
Owners and track comparisons often highlight:
Both command astronomical prices for originals:
Overall Design and Appearance
- Shelby Cobra: Open-top roadster based on the British AC Ace chassis, with a lightweight tubular frame, minimal bodywork, exposed wheels, side pipes, roll bar/hoops, and a long hood/short deck profile. It's raw, aggressive, and unmistakably American muscle in convertible form — think bulging fenders, chrome details, and a stripped-down, elemental look.
- Ford GT40 MkI Road Car: Fully enclosed mid-engine coupe with a low, aerodynamic silhouette, gullwing-style doors (upward-opening), pop-up headlights, wide stance, side air scoops/vents, and a purposeful racing-derived shape optimized for high-speed stability.
Key Specifications Comparison (Focusing on 1960s Originals)
- Engine: Both used Ford V8s. The Cobra 427 featured the big-block 427 ci (7.0L) FE side-oiler (often 425+ hp). The GT40 MkI road car typically had the smaller 289 ci (4.7L) V8 (around 300-350 hp), though some race versions shared bigger blocks.
- Power-to-Weight: Cobra wins here — curb weight around 2,300-2,500 lbs vs. GT40's ~2,200-2,500 lbs (road versions similar), but the Cobra's lighter open design and big-block torque give it explosive acceleration. Many owners note the Cobra feels quicker off the line.
- Layout: Cobra is front-engine/rear-drive (traditional muscle). GT40 is mid-engine/rear-drive (better balance, handling).
- Aerodynamics: GT40 far superior for high speeds (stable above 150-200 mph). Cobra suffers lift and instability at very high speeds without a roof or Daytona Coupe body.
- Drivability: Cobra is raw, twitchy, and demanding — a handful requiring constant attention, with wheelspin and a brutal ride. GT40 (especially road versions) is more planted, easier to drive fast, and somewhat more "civilized" for an endurance racer derivative.
- Purpose: Cobra started as a street/race hybrid to beat European sports cars. GT40 MkI road cars were detuned race cars made street-legal (very few built, ultra-rare).
- Production: Cobra: Hundreds built (originals ~1,000 total). GT40 road cars: Only ~31 genuine MkI street versions.
Owners and track comparisons often highlight:
- Cobra: Better power-to-weight in many setups, visceral acceleration, but harder to tame (prone to snap oversteer, wheelspin).
- GT40: Superior high-speed stability, better weight distribution, and more confidence-inspiring at the limit — feels like an endurance machine designed for long stints. In vintage events (e.g., Goodwood), GT40s often catch or pass Cobras in corners and straights due to aero and balance, though a well-driven 427 Cobra can dominate short bursts.
Both command astronomical prices for originals:
- Genuine 1960s Shelby Cobra 427: Often $1-5+ million+ depending on provenance.
- Authentic 1966 GT40 MkI Road Car: Frequently $5-10+ million (rarer, with Le Mans heritage prestige). Many enthusiasts prefer the GT40 for its purity and rarity (less risk of being mistaken for a replica/kit car), while the Cobra wins for raw fun and open-air drama.
1966 Ford GT40 Mk II
1
1016
2018 SOLD for $ 9.8M by RM Sotheby's
The first GT40 series, in 1964, is the Mk I with a 4.7 liter V8 engine. Aerodynamics is poorly designed and the results are bad. Meanwhile the arch-rival Ferrari won at Le Mans in 1965 for the sixth year in a row.
From the beginning of the GT40 project, Ford managed to be seconded by competent racing specialists with a mission to perfect the model, independently from one another. They were Shelby American, Holman-Moody, and Alan Mann Racing.
HF2 is stubborn. In 1966 you have to win at any price. The Mk II series is equipped with a 7-liter Ford V8 engine. Carroll Shelby replaced Wyer and transferred the maintenance to the United States. The technical problems observed on the early Mk I have been dealt with and the performances of the Mk IIs at Daytona and Sebring are promising.
The triumph occurred at the 24 Hours of Le Mans 1966 in the presence of the boss. Entrusted to several private teams, the eight built Mk II and five Mk I are qualified after the practice. Of these cars only three finish the race, all of them Mk II, but they occupy brilliantly the first three positions. For the first time an American brand has won the 24 Hours of Le Mans.
There is no reason to minimize this success, and the GT40 will win again the next three editions, in 1967 with a Mk IV and with a return of the Mk I in 1968 and 1969 following a rule change limiting the power. However it should also be reminded the very poor result of Ferrari in 1966, the first car of this brand being outpaced not only by the three Ford but also by four Porsche 906.
On August 24, 2018, RM Sotheby's sold at lot 124 for $ 9.8M an MkII from the 1966 winning trio. This example assembled and teamed by the US racecar constructor Holman-Moody ranked 3rd at Le Mans in 1966 behind two MkII from the Shelby team.
After that race it was used as a promotional car and then as a development car for the Mk IIB series. Timed at 326 Km/h at Mulsanne in 1967, it meets HF2's target that his GT40 exceed 320 Km/h.
Its image at 1966 Le Mans 24 is shared by Wikimedia with attribution : ZANTAFIO56, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons
RM Sotheby's, August 24, 2018, lot 124 (Monterey): Chassis GT40P/1016 (1966 Mk II; finished 3rd at 1966 Le Mans).
Ford's sporting goal is now achieved. FAV is dissolved and the Slough factory is sold to John Wyer as a subcontractor for Ford's commercial production.
From the beginning of the GT40 project, Ford managed to be seconded by competent racing specialists with a mission to perfect the model, independently from one another. They were Shelby American, Holman-Moody, and Alan Mann Racing.
HF2 is stubborn. In 1966 you have to win at any price. The Mk II series is equipped with a 7-liter Ford V8 engine. Carroll Shelby replaced Wyer and transferred the maintenance to the United States. The technical problems observed on the early Mk I have been dealt with and the performances of the Mk IIs at Daytona and Sebring are promising.
The triumph occurred at the 24 Hours of Le Mans 1966 in the presence of the boss. Entrusted to several private teams, the eight built Mk II and five Mk I are qualified after the practice. Of these cars only three finish the race, all of them Mk II, but they occupy brilliantly the first three positions. For the first time an American brand has won the 24 Hours of Le Mans.
There is no reason to minimize this success, and the GT40 will win again the next three editions, in 1967 with a Mk IV and with a return of the Mk I in 1968 and 1969 following a rule change limiting the power. However it should also be reminded the very poor result of Ferrari in 1966, the first car of this brand being outpaced not only by the three Ford but also by four Porsche 906.
On August 24, 2018, RM Sotheby's sold at lot 124 for $ 9.8M an MkII from the 1966 winning trio. This example assembled and teamed by the US racecar constructor Holman-Moody ranked 3rd at Le Mans in 1966 behind two MkII from the Shelby team.
After that race it was used as a promotional car and then as a development car for the Mk IIB series. Timed at 326 Km/h at Mulsanne in 1967, it meets HF2's target that his GT40 exceed 320 Km/h.
Its image at 1966 Le Mans 24 is shared by Wikimedia with attribution : ZANTAFIO56, CC BY-SA 2.0 <https://creativecommons.org/licenses/by-sa/2.0>, via Wikimedia Commons
RM Sotheby's, August 24, 2018, lot 124 (Monterey): Chassis GT40P/1016 (1966 Mk II; finished 3rd at 1966 Le Mans).
Ford's sporting goal is now achieved. FAV is dissolved and the Slough factory is sold to John Wyer as a subcontractor for Ford's commercial production.
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2
1032
2025 SOLD for $ 13.2M by RM Sotheby's
Three GT 40 MkII have been allocated by Ford to Holman-Moody for the 1966 season. One of them, narrated above, was sold for $ 9.8M by RM Sotheby's in 2018.
An MkII finished by Shelby and raced by Holman-Moody was 2nd overall at the 12 hours of Sebring and did not finish Le Mans after losing its tail section.
Still in a highly original condition, it was displayed after the 1966 season in European motor shows and was donated in 1968 to the Indianapolis Motor Speedway Museum. Restored in 2011 in its Le Mans configuration, it was sold for $ 13.2M from a lower estimate of $ 8M by RM Sotheby's on February 27, 2025, lot 102 in the sale of 11 cars from that museum.
RM Sotheby's, February 27, 2025, lot 102 (Miami/ModaMiami): Chassis GT40P/1032 (1966 Mk II; competition history including 2nd at 1966 Sebring).Pre sale response by Grok :
Quote
RM Sotheby's @rmsothebys Dec 30, 2024 0:25
The 1966 Ford GT40 Mk II, chassis P/1032, roars with the unmistakable sound of Ford’s Le Mans dominance, a symphony of raw power and engineering excellence. https://bit.ly/3DDRwLi
An MkII finished by Shelby and raced by Holman-Moody was 2nd overall at the 12 hours of Sebring and did not finish Le Mans after losing its tail section.
Still in a highly original condition, it was displayed after the 1966 season in European motor shows and was donated in 1968 to the Indianapolis Motor Speedway Museum. Restored in 2011 in its Le Mans configuration, it was sold for $ 13.2M from a lower estimate of $ 8M by RM Sotheby's on February 27, 2025, lot 102 in the sale of 11 cars from that museum.
RM Sotheby's, February 27, 2025, lot 102 (Miami/ModaMiami): Chassis GT40P/1032 (1966 Mk II; competition history including 2nd at 1966 Sebring).Pre sale response by Grok :
Quote
RM Sotheby's @rmsothebys Dec 30, 2024 0:25
The 1966 Ford GT40 Mk II, chassis P/1032, roars with the unmistakable sound of Ford’s Le Mans dominance, a symphony of raw power and engineering excellence. https://bit.ly/3DDRwLi
- The X post by RM Sotheby's features a 1966 Ford GT40 Mk II, chassis P/1032, a rare and historically significant race car that competed in the 1966 12 Hours of Sebring and the 24 Hours of Le Mans, where it faced mechanical issues but contributed to Ford's dominance in endurance racing.
- This particular GT40 Mk II, one of only eight ever built, is being auctioned with an estimate of $8,000,000–$11,000,000, reflecting its value due to its racing history and the iconic status of the GT40 series, which famously achieved a 1-2-3 finish at Le Mans in 1966.
- The video showcases the car's powerful engine sound and dynamic visuals, emphasizing its engineering excellence and the legacy of Ford's rivalry with Ferrari, as dramatized in the film "Ford v Ferrari," which highlights the development of the GT40 to challenge Ferrari's dominance at Le Mans.
3
MkII Factory Lightweight, XGT-3
2026 SOLD for $ 12.4M by Mecum
A 1966 Ford GT40 Factory Lightweight was sold for $ 12.4M by Mecum on January 16, 2026, lot F188. The car's near-unrestored state, with 95% original components including paint and engine, justifies the price.
pre sale asking :
Ford GT40 : Compare XGT3 (MkII factory lightweight, for sale by Mecum on January 16, 2026, Lot F188), with AMGT-1 (Alan Mann MkI lightweight, passed at Gooding on August 13, 2021, lot 39). Which one should be the more valuable ?
Comparison: Ford GT40 XGT-3 (Mk II Factory Lightweight) vs. AMGT-1 (Alan Mann Mk I Lightweight)
Chassis/Model
Factory : XGT-3; 1966 Mk II factory lightweight (one of 3 lightweight Mk IIs out of ~11 total Mk IIs built)
Mann : AMGT-1; 1966 Mk I lightweight (one of only 2 aluminum-bodied Mk I lightweights built)
Engine
Factory : 427 ci (7.0L) V8
Mann : 289 ci (4.7L) V8
Racing History
Factory : Built as spare for 1966 Le Mans; never raced in period. Used for U.S. victory tours and advertisements post-Ford's 1-2-3 win.
Mann : Competed in 1966 Sebring 12 Hours (retired with clutch issue) and Le Mans test weekend (4th fastest time).
Provenance/Condition
Factory : Considered by GT40 historian Ronnie Spain as "the most original Mk II in existence" – retains original body, thin-gauge steel chassis, aluminum roof, suspension, and engine/transmission. Minimal owners (including Ford).
Mann : Meticulously restored over 15 years; Pebble Beach Concours participant (2nd in class, 2019). Only surviving intact aluminum-bodied Mk I lightweight.
Rarity/Significance
Factory : Ultra-rare lightweight spec tied to 1966 Le Mans-winning program (Mk II era). Bridge between Alan Mann's small-block experiments and big-block winners.
Mann : Prototype development car for Alan Mann's advanced lightweight program; represents "what could have been" for small-block evolution (later influenced Mirage/Gulf winners).
Auction Details
Factory : Upcoming sale; no estimate published, but expected in high seven figures (multi-million).
Mann : Offered with $7M–$9M estimate; passed unsold (did not meet reserve).
Which is More Valuable?
The XGT-3 (Mk II lightweight) should command a higher value in the current market.
ArtHitParade notes about AMGT-1 :
From the beginning of the GT40 project, Ford managed to be seconded by competent racing specialists with a mission to perfect the model, independently from one another. They were Shelby American, Holman-Moody, and Alan Mann Racing.
Based in Surrey, Mann had previously improved the Ford Cortina. He started by evaluating two GT40 Mk I. Actively supported by Ford in 1965, he endeavors to reduce the weight and orders five chassis to Abbey Panels in his own specifications including about one hundred modifications from the FAV design.
For the body Abbey Panels replaced the standard fiberglass by lightweight aluminum. Two GT 40 Alan Mann cars were completed in parallel in March 1966, using the 289 cubic inch (4.7 liters) V 8 Ford engine. Both immediately debuted at the 12 hours of Sebring where AM GT-2 was driven at Sebring by no less than Jackie Stewart and Graham Hill.
Despite a promising early achievement, Ford abruptly terminated the Alan Mann design before the 24 hours of Le Mans superbly dominated by the new 7 liter GT 40 Mk II. AM GT-1 was then sold to Holman-Moody who used it for the Mk IIB development. It was acquired soon afterward by Firestone for high speed testing.
Presented again in its original configuration including Alan Mann livery with gold stripes, AM GT-1 passed from a lower estimate of $ 7M at Gooding on August 13, 2021, lot 39. Please watch the video shared by the auction house.
pre sale asking :
Ford GT40 : Compare XGT3 (MkII factory lightweight, for sale by Mecum on January 16, 2026, Lot F188), with AMGT-1 (Alan Mann MkI lightweight, passed at Gooding on August 13, 2021, lot 39). Which one should be the more valuable ?
Comparison: Ford GT40 XGT-3 (Mk II Factory Lightweight) vs. AMGT-1 (Alan Mann Mk I Lightweight)
Chassis/Model
Factory : XGT-3; 1966 Mk II factory lightweight (one of 3 lightweight Mk IIs out of ~11 total Mk IIs built)
Mann : AMGT-1; 1966 Mk I lightweight (one of only 2 aluminum-bodied Mk I lightweights built)
Engine
Factory : 427 ci (7.0L) V8
Mann : 289 ci (4.7L) V8
Racing History
Factory : Built as spare for 1966 Le Mans; never raced in period. Used for U.S. victory tours and advertisements post-Ford's 1-2-3 win.
Mann : Competed in 1966 Sebring 12 Hours (retired with clutch issue) and Le Mans test weekend (4th fastest time).
Provenance/Condition
Factory : Considered by GT40 historian Ronnie Spain as "the most original Mk II in existence" – retains original body, thin-gauge steel chassis, aluminum roof, suspension, and engine/transmission. Minimal owners (including Ford).
Mann : Meticulously restored over 15 years; Pebble Beach Concours participant (2nd in class, 2019). Only surviving intact aluminum-bodied Mk I lightweight.
Rarity/Significance
Factory : Ultra-rare lightweight spec tied to 1966 Le Mans-winning program (Mk II era). Bridge between Alan Mann's small-block experiments and big-block winners.
Mann : Prototype development car for Alan Mann's advanced lightweight program; represents "what could have been" for small-block evolution (later influenced Mirage/Gulf winners).
Auction Details
Factory : Upcoming sale; no estimate published, but expected in high seven figures (multi-million).
Mann : Offered with $7M–$9M estimate; passed unsold (did not meet reserve).
Which is More Valuable?
The XGT-3 (Mk II lightweight) should command a higher value in the current market.
- Market Evidence: Mk II GT40s consistently outperform Mk I variants at auction due to their direct association with Ford's landmark 1966 Le Mans 1-2-3 victory (the year Ford decisively beat Ferrari). Recent comparables include a race-proven 1966 Mk II selling for $13.2M (RM Sotheby's, 2025) and another for ~$9.8M (2018). Even non-race Mk I lightweights have topped out around $7–8M (e.g., 1969 P/1080 at $7.85M in 2024).
- Preservation Premium: XGT-3's unmatched originality (praised as the "most original Mk II surviving") is a massive draw for collectors, often adding millions over restored examples.
- Rarity Balance: Both are extraordinarily rare (3 lightweight Mk IIs vs. 2 aluminum Mk Is), but the Mk II's big-block power and victory-era tie give it broader appeal.
- AMGT-1 Context: Its 2021 no-sale at a $7–9M estimate reflects caution around restored cars and the Mk I's lesser "win" pedigree compared to Mk II/Mk IV. If re-offered today, it might approach $8–10M, but still likely below a pristine Mk II.
ArtHitParade notes about AMGT-1 :
From the beginning of the GT40 project, Ford managed to be seconded by competent racing specialists with a mission to perfect the model, independently from one another. They were Shelby American, Holman-Moody, and Alan Mann Racing.
Based in Surrey, Mann had previously improved the Ford Cortina. He started by evaluating two GT40 Mk I. Actively supported by Ford in 1965, he endeavors to reduce the weight and orders five chassis to Abbey Panels in his own specifications including about one hundred modifications from the FAV design.
For the body Abbey Panels replaced the standard fiberglass by lightweight aluminum. Two GT 40 Alan Mann cars were completed in parallel in March 1966, using the 289 cubic inch (4.7 liters) V 8 Ford engine. Both immediately debuted at the 12 hours of Sebring where AM GT-2 was driven at Sebring by no less than Jackie Stewart and Graham Hill.
Despite a promising early achievement, Ford abruptly terminated the Alan Mann design before the 24 hours of Le Mans superbly dominated by the new 7 liter GT 40 Mk II. AM GT-1 was then sold to Holman-Moody who used it for the Mk IIB development. It was acquired soon afterward by Firestone for high speed testing.
Presented again in its original configuration including Alan Mann livery with gold stripes, AM GT-1 passed from a lower estimate of $ 7M at Gooding on August 13, 2021, lot 39. Please watch the video shared by the auction house.
Ford GT40 MkI Lightweight
1
1967-1968 Ford GT40 by JWA, 1074, originally a Mirage Prototype
2012 SOLD for $ 11M by RM Auctions
Ford's sporting goal is achieved with the full podium at Le Mans in 1966. FAV is dissolved and the Slough factory is sold to John Wyer, the former head of FAV as a subcontractor for Ford's commercial production with the company name John Wyer Automotive (JWA).
For 1968, the FIA limited the capacity of the engines, obsoleting the Ford GT40 7 liter MkII and IV but not the MkI.
A series of 10 MkI was then built in a lightweight competition configuration with a Ford V-8 engine enlarged from 4.7 to 4.9 liters and special alloy Gurney-Weslake cylinder heads. Three of them were allocated for JWA/Gulf and the rest of it for other private teams. A Gulf won the 24 hours of Le Mans in 1968 and 1969.
There were only 133 GT40 overall, cumulating all variants. The GT40 P/1074, sold for $ 11M by RM Auctions on August 17, 2012, is related to the JWA phase of the model. Please watch the video shared by RM Auctions.
It successfully started its career by winning at Spa in May 1967 in a Mirage M configuration. Due to one of these changes in race regulations, it was rebuilt in the following year by Wyer under a configuration identified as 1968 Ford GT40 Gulf / Mirage Lightweight Racing Car.
It is one of two survivors from three lightweight GT40 by Wyer, and one of the earliest racing cars to use carbon fiber.
It then went to the movies industry, but not in the star role which its supreme elegance would have earned. In 1970, its roof was cut to allow the use of a 35 mm camera by an operator on the passenger seat, and it was launched in the pursuit of the Porsche 917 of Steve McQueen as a camera car for the preparation of the film Le Mans.
The Ford GT40 in question is chassis P/1074 (also originally Mirage M.10003), a Gulf/Mirage lightweight racing car. It was constructed in 1967 as a Mirage prototype but converted and titled/registered as a 1968 Ford GT40 Group 4 spec car (completed February 23, 1968). This is the one sold by RM Auctions (now RM Sotheby's) for $11,000,000 (including buyer's premium; $10 million hammer price) on August 17, 2012, at their Monterey sale during Monterey Car Week/Pebble Beach weekend. It set a world record at the time for the highest price paid for an American car at auction.
Here is the full known historical timeline of this car (P/1074), based on its documented racing, ownership, and appearance history:
This timeline draws from RM Sotheby's original auction catalog description, period reports, and GT40 historical records. The car's story blends motorsport achievement with Hollywood cinema.
For 1968, the FIA limited the capacity of the engines, obsoleting the Ford GT40 7 liter MkII and IV but not the MkI.
A series of 10 MkI was then built in a lightweight competition configuration with a Ford V-8 engine enlarged from 4.7 to 4.9 liters and special alloy Gurney-Weslake cylinder heads. Three of them were allocated for JWA/Gulf and the rest of it for other private teams. A Gulf won the 24 hours of Le Mans in 1968 and 1969.
There were only 133 GT40 overall, cumulating all variants. The GT40 P/1074, sold for $ 11M by RM Auctions on August 17, 2012, is related to the JWA phase of the model. Please watch the video shared by RM Auctions.
It successfully started its career by winning at Spa in May 1967 in a Mirage M configuration. Due to one of these changes in race regulations, it was rebuilt in the following year by Wyer under a configuration identified as 1968 Ford GT40 Gulf / Mirage Lightweight Racing Car.
It is one of two survivors from three lightweight GT40 by Wyer, and one of the earliest racing cars to use carbon fiber.
It then went to the movies industry, but not in the star role which its supreme elegance would have earned. In 1970, its roof was cut to allow the use of a 35 mm camera by an operator on the passenger seat, and it was launched in the pursuit of the Porsche 917 of Steve McQueen as a camera car for the preparation of the film Le Mans.
The Ford GT40 in question is chassis P/1074 (also originally Mirage M.10003), a Gulf/Mirage lightweight racing car. It was constructed in 1967 as a Mirage prototype but converted and titled/registered as a 1968 Ford GT40 Group 4 spec car (completed February 23, 1968). This is the one sold by RM Auctions (now RM Sotheby's) for $11,000,000 (including buyer's premium; $10 million hammer price) on August 17, 2012, at their Monterey sale during Monterey Car Week/Pebble Beach weekend. It set a world record at the time for the highest price paid for an American car at auction.
Here is the full known historical timeline of this car (P/1074), based on its documented racing, ownership, and appearance history:
- 1967 (built as Mirage M.10003): Constructed as a Mirage prototype racer by John Wyer Automotive (J.W.A.) in the UK. Debuted in Gulf's iconic powder blue and marigold livery.
- May 1967: First race at Spa-Francorchamps (1000 km). Driven by Jacky Ickx and Dick Thompson to 1st overall—marking the first win in Gulf colors for any car.
- 1967–early 1968: Raced in other events as Mirage M.10003.
- 1968 (converted to GT40 P/1074): Following FIA regulation changes (limiting prototypes to 3.0L engines), converted to Group 4 GT40 spec at J.W.A. Retained original Mirage lightweight bodywork (easily reversible). Chassis number became P/1074.
- 1968 racing season: Competed extensively for the J.W.A./Gulf team in powder blue/marigold livery. Key events included Daytona, Le Mans trials, Le Mans 24 Hours, and other rounds—often driven by Jacky Ickx (among others).
- Post-1968: Retired from active factory racing after the season.
- 1970: Sold to Solar Productions (Steve McQueen's company). Modified (body cut down for camera mounts) and used extensively as a high-speed camera car during filming of the 1971 movie Le Mans (starring McQueen). It captured much of the on-track footage.
- 1971–1980s: Post-film ownership transitioned through private collectors. Maintained as a historically significant piece tied to both Gulf racing and the McQueen film.
- September 1989: Appeared at the GT40 25th Anniversary Reunion at Watkins Glen.
- July 1994: Appeared at the GT40 30th Anniversary Reunion.
- 1990s–2012: Remained in private collections, preserved with its racing and film history intact. Well-documented in GT40 registries and literature.
- August 17, 2012: Sold by RM Auctions at Monterey, California, for $11,000,000. This was lot 139 in the sale, a highlight of the event. The buyer was not publicly named at the time, but it achieved a standing ovation and set the American car auction record (surpassed in later years by other sales).
This timeline draws from RM Sotheby's original auction catalog description, period reports, and GT40 historical records. The car's story blends motorsport achievement with Hollywood cinema.
