![]() Glass Fibre Engineering of Farnham, Surrey, fabricated the plastic doors and hinged front and rear bodywork sections which were then delivered unpainted to FAV in Slough. Developed at FAV, the new nose used a different subframe assembly that also allowed space for a full size spare wheel (as dictated by the Group 4 regulations). BodyworkĪside from a handful of very early examples (which retained the pointier Mk1 Prototype nose), Mk1 GT40s came with a flatter nose profile than before. A triple-plate Borg & Beck clutch was also fitted along with a limited-slip differential.Īll Mk1 GT40s were right-hand drive with a right-hand gear change. ![]() Importantly, the original Colotti four-speed gearbox was replaced with a five-speed DS25 all-synchromesh unit from ZF in Germany. ![]() With a compression ratio set at 10.0:1, peak output was 380bhp at 6500rpm and 330lb-ft at 5500rpm. The valve covers and alternator were also modified and a racing exhaust system was fitted. Two versions were available: one for street use and the other for competition.įAV equipped the competition versions with four twin choke Weber 48 IDA downdraught carburettors. Displacement was 4736cc thanks to a bore and stroke of 101.6mm and 72.9mm respectively. They featured cast-iron for the block and pushrod heads. The 4.7-litre 90° V8 engines used in Mk1 GT40s were sent from the US as bare units and subsequently uprated to the same specification as Shelby’s competition Cobras. These centre-lock rims measured 6.5-inches wide at the front, 8-inches wide at the back and were originally shod with Goodyear tyres.Įach sill housed a flexible bag-type fuel tank. The 11.5-inch disc brakes were supplied by Girling.ġ5-inch diameter wire wheels came from Borrani. Coil springs with adjustable dampers were fitted all round along with anti-roll bars at either end. Suspension was via double wishbones at the front with dual trailing links, transverse top arms and inverted lower wishbones at the rear. On their return to Ford Advanced Vehicles in Slough (FAV), the suspension, steering, wiring, engine and gearbox were installed.Įach GT40 then went back to Radford’s to be finished with an interior and glass. Once fitted with front and rear subframes, each unpainted chassis was sent to Harold Radford in London where the fibreglass doors and hinged single-piece front and rear clams were fitted. The original steel semi monocoque chassis fabricated by Abbey Panels in Coventry was little changed although the Mk1’s longer, smoother nose cowling required a different subframe assembly ahead of the front bulkhead. The sequence started at GT40 P/1000 and ran to P/1084. Road and racing versions were both offered and the aim was to produce two cars per week until the end of the year.Ī new chassis numbering system was introduced to differentiate these production GT40s from the Mk1 prototypes that came before. The first 4.7-litre Mk1 GT40 production car was delivered in May 1965. Until 1966 though, these early 4.7-litre GT40 Mk1 production cars would still have to race in the Prototype category. The new Group 4 class was also an attractive proposition as, with the proven 4.7-litre GT40 platform, Ford felt they could easily reach the 50 car production requirement for 1966. It had no minimum production requirement and no engine limit.Īs Le Mans was Ford’s main priority and for 1966, they decided to focus their works programme on the Group 6 Prototype category for which a batch of special seven-litre GT40s were assembled (the Mk2). This category had a 50 car requirement and five-litre engine limit. ![]() The big change concerned the category for prototype sports cars which were now split into two categories. Group 3 was for Grand Touring cars and Group 7 was essentially an unlimited class for cars that were not eligible to race in the FIA World Sportscar Championship. Qualifying machinery would be split into one of seven new groups. For 1966, the FIA announced well in advance that new motor racing regulations would come into effect. ![]()
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