ford gt40 mk4

After the manufacture of chassis 1120, John Etheridge was hired to manage the GT40 build. It was undoubtedly the most radical and American variant of all the GT40's over the years. Safir produced five Big Block GT40s, serial numbers GT40P-1128 to GT40P-1132. It was decided to run the Mk IIs due to their proven reliability, however, and little or no development was done on the J-car for the rest of the season. The Mk.IIBs were also used for Sebring and Le Mans that year and won the Reims 12 Hours in France. They could reward an outstanding driver who had been at times extremely difficult to work with, or they could decide in favor of drivers (McLaren/Amon) who had committed less to the Ford program but who had been easier to deal with. The Mk III was a road-car only, of which seven were built.The first J-car was completed in March 1966 and set the fastest time at the Le Mans trials that year. Henry Ford II had wanted a Ford at Le Mans since the early 1960s. Miles died in a testing accident in the J-car (later to become the Mk IV) at Riverside (CA) Raceway just two months later. Baily changed the front suspension to Tennant Panels supplied the roof structure and the balance of the chassis was completed by Safir. During a test session at The Mk IV was built around a reinforced J chassis powered by the same 7.0 L engine as the Mk II.

The Ford GT was assembled in the Ford Wixom plant and painted by A second-generation Ford GT was unveiled at the 2015 This article is about the 1960s Le Mans-winning racing car. This meant that the McLaren/Amon vehicle, which had started perhaps 60 feet (18 m) behind the Hulme-Miles car, would have covered slightly more ground over the 24 hours and would, therefore, be the winner. Most GT40s were high-performance street cars however some of the MkV production can be described as full race. The first car, GT40P-1090, had an open-top in place of roofed doors. Miles' death occurred at the wheel of the Ford "J-car", an iteration of the GT40 that included several unique features. For the most part, the MkV resembled very closely the MkI car, although there were a few changes, and, as with the 60s production, very few cars were identical. While similar in appearance to the original cars, it was bigger, wider, and 3 inches (76 mm) taller than the original 40 inches (1020 mm). Bill Pink, noted for his electrical experience and the wiring installation of previous GT40s, was brought in. During practice at Le Mans in 1967, in an effort to preserve the highly stressed brakes, Gurney developed a strategy (also adopted by co-driver A.J. The X-1 was a roadster built to contest the Fall 1965 North American Pro Series, a forerunner of The Mk.II was very similar in appearance to the Mk.I but used the For 1967, the Mk.IIs were upgraded to "B" spec; they had re-designed bodywork and twin Holley carburetors for an additional 11 kilowatts (15 hp; 15 PS). Some cars deleted the ventilated seats, and at least one (chassis 1049) was built with the opening, metal-framed, windows from the Mk III. His company, Safir Engineering, was building and fielding JW Engineering wished to complete the GT40 chassis numbers GT40P-1087, 1088 and 1089. To form the development team, Ford also hired the ex-Shelby's first victory came on their maiden race with the Ford program, with The experience gained in 1964 and 1965 allowed the 7-liter Mk II to dominate the following year. Excluding the engine, gearbox, some suspension parts and the brakes from the Mk.II, the Mk.IV was totally different from other GT40s, using a specific, all-new chassis and bodywork. Dan Gurney often complained about the weight of the Mk.IV, since the car was 600 pounds (270 kg) heavier than the Ferrari 330 P4's.

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