The Ford GT40 is one of the most important competition cars ever built and one of the defining automobiles of Ford’s performance history. Developed during the 1960s with the specific goal of defeating Ferrari in international endurance racing, the GT40 evolved from a difficult and initially unreliable prototype into a four-time consecutive winner of the 24 Hours of Le Mans. Its combination of a lightweight mid-engine chassis, American V8 power and British racing-car engineering produced a car that was extraordinarily fast, visually distinctive and durable enough to dominate the world’s most important endurance race.
Although the GT40 is often discussed as if it were a single model, several substantially different versions were built. The early Mk I began with Ford small-block V8 power, the Mk II adopted the enormous 427-cubic-inch FE big-block, the experimental Mk III attempted to make the GT40 more suitable for road use, and the heavily redesigned Mk IV used an American-built chassis and aerodynamic body while retaining the 427. Later small-block Mk I cars returned to Le Mans after regulations changed and famously won again in 1968 and 1969. Understanding these versions—and distinguishing original competition chassis from continuation cars, replicas and reconstructed examples—is essential to understanding the GT40 as a collector car.
Ferrari, Ford and the Origins of the GT40
The GT40 program grew from Ford’s desire to establish itself as a serious international performance manufacturer. In 1963, Ford explored purchasing Ferrari, which would have given the American company immediate access to a successful European racing operation. Negotiations collapsed late in the process, and Ford instead committed substantial resources to building a car capable of beating Ferrari at its own game, particularly at Le Mans.
Ford did not begin entirely from scratch. The company worked with Lola Cars and Eric Broadley, whose Lola Mk6 GT provided useful concepts for a compact mid-engine endurance racer. Ford Advanced Vehicles was established in England under John Wyer, and engineers including Roy Lunn played major roles in turning the concept into a purpose-built Ford racing car. The project therefore combined American corporate resources and engines with British racing expertise.
The name GT40 came from the car’s approximate height: only about 40 inches from the ground to the top of the roof. That extremely low profile reduced frontal area but also created one of the most distinctive shapes in racing history. Drivers sat deeply reclined between wide door sills, and portions of the roof extended into the doors to make entry possible.
1964 Ford GT40 Prototype racer, from an auction at Pebble Beach on August 18th, 2012
1964: The Early GT40
The first GT40 prototypes appeared in 1964. They used a steel monocoque chassis with independent suspension at all four corners and a Ford small-block V8 mounted longitudinally behind the passenger compartment. Early cars initially used a 4.2-liter Indianapolis-derived Ford V8, but development soon moved toward the more familiar 289-cubic-inch small-block.
The chassis was extremely low and compact, with unequal-length control-arm-type front suspension and a sophisticated independent rear arrangement. Coil-over dampers allowed spring rates and ride height to be tailored for different circuits, while four-wheel disc brakes provided the stopping power necessary for endurance racing. The basic architecture was advanced, but the early cars suffered from aerodynamic instability, gearbox problems, cooling issues and general reliability difficulties.
Ford entered three GT40s at Le Mans in 1964, but none finished. The cars demonstrated considerable speed, yet Ferrari remained dominant. The failure made clear that Ford had created a promising platform rather than a finished endurance racer.
Carroll Shelby Takes Over
At the end of 1964, Ford transferred a major portion of GT40 race development to Carroll Shelby’s Shelby American operation, which had already achieved international success with the Cobra and Daytona Coupe. Shelby and his team focused heavily on reliability, cooling, aerodynamics, brakes and drivetrain durability rather than simply increasing horsepower.
The results came quickly. In February 1965, a Shelby-prepared GT40 driven by Ken Miles and Lloyd Ruby won the Daytona Continental, giving the GT40 program its first major victory. The car had begun to demonstrate what the basic design could accomplish when properly developed.
Le Mans remained more difficult. Ford entered a formidable group of cars in 1965, including both small-block and new big-block versions, but again none finished. Ferrari won Le Mans for the sixth consecutive year, intensifying Ford’s determination to return with an even more powerful and thoroughly developed car.
The 289-Cubic-Inch Small-Block
The Ford 289 V8 became the characteristic engine of the GT40 Mk I. Compared with the later 427, it was compact and relatively light, helping preserve the car’s balance and allowing the chassis to remain nimble. Competition specifications varied considerably, but racing engines could produce well over 300 horsepower while retaining the durability needed for endurance competition.
The small-block engine also made the Mk I considerably easier to package than the later big-block cars. Its lower mass placed less stress on brakes, suspension and drivetrain components, and the resulting cars were particularly effective on circuits where balance and fuel consumption mattered as much as maximum straight-line speed.
The engine was mounted longitudinally behind the cockpit and drove the rear wheels through a transaxle. Several gearbox types were used during GT40 development, and transmission durability was one of the program’s early challenges.
1965 Ford GT40 Mk I coupe, from an auction in Phoenix on January 18th, 2013
GT40 Mk I
The Mk I represents the original and most numerous basic GT40 configuration. Its steel monocoque chassis formed the structural core of the car, while lightweight fiberglass body panels created the familiar low, rounded shape. Large front air intakes fed the radiator and brakes, while ducts along the rear bodywork supplied the engine compartment.
Aerodynamic development changed the shape considerably from the earliest prototypes. Ford discovered that the original rear body configuration could generate dangerous lift at high speed, so the nose, tail, spoilers and ventilation were revised repeatedly. Consequently, a GT40’s exact body details can often reveal the period and competition specification it represents.
The Mk I was not exclusively a racing car. A limited number were prepared for road use with more civilized interiors and equipment, although even these remained fundamentally competition-derived machines. Road GT40s were extraordinarily exotic compared with almost anything Ford normally sold.
1965: The Big-Block Experiment
Ford concluded that outright speed at Le Mans required more power, particularly on the enormous Mulsanne Straight. Engineers therefore installed the 427-cubic-inch FE V8, derived from Ford’s NASCAR and endurance-racing programs, into a modified GT40 chassis.
The 427 was physically larger and substantially heavier than the 289, requiring changes to the chassis, cooling, suspension and drivetrain. Its advantage was enormous torque and horsepower. In endurance specification, the engine could produce roughly 450–500 horsepower while remaining relatively understressed compared with highly tuned smaller racing engines.
This big-block development led to the GT40 Mk II, the car that would finally achieve Ford’s primary objective.
1966 Ford GT40 Mk II coupe, from an auction on February 28th, 2025
GT40 Mk II
The Mk II retained the basic GT40 steel monocoque architecture but was substantially revised to handle the 427. The rear structure was strengthened, suspension and brakes were upgraded, cooling capacity increased and a stronger transaxle was installed.
The engine transformed the character of the car. A Mk I depended more heavily on momentum and balance, while the Mk II could use its enormous torque to accelerate out of corners and achieve tremendous speed on long straights. The tradeoff was additional weight, especially behind the cockpit, along with greater loads on the brakes and suspension.
The Mk II was therefore not simply a GT40 with a larger engine. It was a thoroughly developed endurance-racing package built around the demands of the 427.
1966: Ford Wins Le Mans
Ford approached the 1966 24 Hours of Le Mans with an extraordinary level of preparation. Multiple Mk II GT40s were entered by Shelby American, Holman-Moody and other Ford-supported teams, creating one of the largest and most heavily financed factory efforts the race had seen.
The strategy worked. Ford GT40 Mk IIs finished first, second and third, decisively ending Ferrari’s run of Le Mans victories. The winning car was driven by Bruce McLaren and Chris Amon, with the Ken Miles/Denny Hulme car classified second and the Ronnie Bucknum/Dick Hutcherson car third.
The finish became controversial because Ford attempted to stage a formation finish with the leading cars. Miles had been in position to achieve an extraordinary sweep of Daytona, Sebring and Le Mans in the same year, but because McLaren and Amon had started farther back on the grid, their car had traveled a slightly greater distance when the cars crossed the line together. It was therefore declared the winner.
Regardless of the controversy, Ford had accomplished its central objective: an American manufacturer had defeated Ferrari at Le Mans with an American V8-powered car.
Brakes and Endurance Development
Braking was one of the greatest engineering challenges of the GT40 program, particularly with the heavier and faster 427-powered cars. The GT40 used large disc brakes at all four corners, but Le Mans required repeated deceleration from extremely high speeds for 24 hours.
Ford and its suppliers developed quick-change brake components and increasingly effective cooling arrangements so worn parts could be replaced rapidly during pit stops. This emphasis on serviceability became an important part of the GT40’s endurance-racing success. Reliability at Le Mans was not simply a matter of making components last 24 hours; it also meant designing the car so consumable components could be serviced efficiently during the race.
1967 Ford GT40 Mk III coupe, from an auction at Quail Lodge on August 15th, 2003
1966: The Mk III
The Ford GT40 Mk3 is an ultra-rare, street-legal road version of the legendary Le Mans-winning Ford GT40 endurance racer. Because of a very high price tag ($18,500 at the time, which was more expensive than the race cars) and low buyer interest, Ford stopped production after just seven cars.
1967 Ford GT40 Mk IV racer, from an auction at Pebble Beach on August 24th, 2018
1967: The Mk IV
Ford continued development after the 1966 victory rather than simply relying on the Mk II. The result was the Mk IV, which was substantially different from the British-developed Mk I and Mk II. Its origins lay in Ford’s experimental J-car program, and it used a lightweight aluminum honeycomb chassis rather than the earlier steel monocoque.
The Mk IV body was longer and more aerodynamic, optimized specifically for very high speeds at Le Mans. The car retained the 427 FE V8 but packaged it in a lighter and more aerodynamically efficient structure. The resulting machine looked related to the GT40 but was fundamentally a different design underneath.
The J-car development program was also marked by tragedy. Ken Miles was killed in 1966 while testing a J-car at Riverside. Subsequent development incorporated important structural and aerodynamic changes before the design evolved into the Mk IV.
1967 Le Mans Victory
Ford returned to Le Mans in 1967 with the Mk IV and again defeated Ferrari. The winning car was driven by Dan Gurney and A.J. Foyt, giving Ford its second consecutive overall victory.
The Mk IV demonstrated exceptional speed and durability, and its victory was particularly significant because the car was designed and constructed primarily in the United States and powered by an American Ford V8. Gurney’s celebration also became part of racing history when he sprayed champagne from the podium, helping popularize a tradition that remains associated with motorsport victories today.
Ford had now won Le Mans with both the British-developed Mk II and the more thoroughly American Mk IV.
Changing Regulations and the Return of the Mk I
International sports-car regulations changed dramatically for 1968, effectively eliminating the 7.0-liter prototype-class Mk II and Mk IV from front-line competition. However, the older GT40 Mk I remained eligible in the sports-car category when equipped with an engine meeting the new 5.0-liter displacement limit.
This gave the GT40 an unexpected second life. Rather than competing with the enormous 427, teams returned to the lighter small-block platform, now using approximately 4.9-liter Ford V8s. By this point the Mk I chassis had years of development behind it, making it exceptionally reliable.
1968 Le Mans Victory
In 1968, the Gulf Oil-sponsored JW Automotive GT40s became the leading representatives of the model. John Wyer’s organization had deep experience with the GT40 and developed the Mk I into a remarkably effective endurance racer.
A Gulf GT40 driven by Pedro Rodríguez and Lucien Bianchi won the 1968 24 Hours of Le Mans. The victory was especially significant because it came two years after the GT40’s first Le Mans triumph and with a fundamentally different engine strategy from the 427-powered Mk II.
The Gulf cars’ light blue-and-orange livery became one of the most recognizable racing color schemes in history and remains inseparably associated with the GT40.
1969 Ford GT40 coupe, from an online auction on June 11th, 2021
1969: The GT40 Wins Le Mans Again
The GT40 returned to Le Mans in 1969 despite being an aging design. Its principal opposition included the much newer Porsche 908, which was lighter and represented a more modern generation of prototype racing technology.
The race produced one of the closest and most dramatic finishes in Le Mans history. Jacky Ickx and Jackie Oliver, driving Gulf GT40 chassis P/1075, battled the Porsche 908 of Hans Herrmann and Gérard Larrousse through the closing stages. Ickx ultimately won by only a few seconds after 24 hours of racing.
Remarkably, P/1075 was the same GT40 that had won Le Mans in 1968, making it one of the most historically significant individual racing cars ever built. The victory gave the GT40 its fourth consecutive Le Mans win: 1966, 1967, 1968 and 1969.
1968 Ford GT40 racer built for J.W.A. Gulf team, from an auction in Monterey on August 17th, 2012
Gulf GT40s
The Gulf-sponsored GT40s are among the most famous Mk I cars. Their blue-and-orange paint scheme is instantly recognizable, but their significance goes much deeper than appearance. JW Automotive refined the cars extensively for endurance competition, benefiting from years of experience with the chassis.
Genuine Gulf competition GT40s occupy the highest levels of collector-car value. Because thousands of replicas have been painted in Gulf colors, however, the livery itself has no bearing on authenticity. Chassis identity and documented competition history are what establish the importance of a genuine Gulf car.
GT40 Mk III
The Mk III was the version most explicitly developed for road use. It received numerous changes intended to make the GT40 more practical, including revised lighting, softer suspension, additional interior trim and changes to the rear bodywork to provide greater luggage capacity.
The Mk III retained small-block Ford V8 power but was less competition-focused than the Mk I road cars. Its extended rear body makes it visually easy to distinguish from most racing GT40s.
Only a tiny number were produced. Its rarity makes the Mk III highly collectible, though some enthusiasts prefer the more aggressive appearance and competition heritage of the Mk I.
Road-Going Mk I Cars
Some Mk I chassis were constructed or finished for road use without adopting the full Mk III body configuration. These cars retained much of the racing GT40’s appearance while incorporating equipment necessary or desirable for street driving.
Even in road specification, a GT40 remained extremely demanding compared with a normal grand tourer. The cockpit is cramped, visibility is limited, the engine sits directly behind the occupants and heat and noise are considerable. The car was fundamentally a racing machine adapted to the road rather than a luxury GT designed from the beginning for everyday use.
Cockpit and Driving Position
The GT40’s approximately 40-inch height dictated an unusual driving position. The seats are mounted extremely low, and the driver reclines with legs extending forward into the narrow footwell. The wide central tunnel and substantial side structures make the cockpit feel tightly enclosed.
The doors incorporate large sections of the roof, creating the famous roof cutouts that allow occupants to enter despite the car’s low height. Drivers must be careful when closing the door because part of the roof effectively comes down beside their head.
Right-hand-drive cars typically place the gear lever along the right sill, creating a particularly direct linkage to the rear transaxle. The arrangement is unconventional but highly effective in competition.
Suspension
GT40 suspension was fully independent, with racing-oriented geometry designed around low ride height, wide tires and high-speed stability. The front used unequal-length control arms with coil-over dampers, while the rear used upper and lower links with trailing or radius links and coil-over spring/damper units.
Suspension specification evolved continuously as Ford, Shelby and JW Automotive learned more about the car. Spring rates, dampers, anti-roll bars, geometry and wheel sizes could differ substantially depending on chassis and race configuration.
For collectors, this means there is no single universal GT40 suspension specification. A historically important race car should be evaluated against its documented configuration at a particular point in its competition history.
Wheels and Tires
Early GT40s used lightweight racing wheels appropriate to their competition specification, with wheel widths increasing as tire technology developed. Halibrand-style magnesium wheels are particularly associated with many GT40 configurations, while other wheel designs appeared during development and competition.
Original magnesium components require careful inspection because age can produce corrosion and structural deterioration. Many GT40s used in historic racing therefore run modern reproduction wheels for safety while preserving original components separately.
Aerodynamics
Aerodynamics were critical to GT40 development because Le Mans required sustained speeds exceeding 180 mph. Early prototypes experienced serious front-end lift and instability, forcing Ford to undertake extensive wind-tunnel and track testing.
The nose, radiator exits, rear deck, spoilers and wheel openings evolved repeatedly. Small changes that might appear cosmetic often served important aerodynamic purposes. The Mk IV took this development further with a longer, smoother body optimized specifically for the speeds achievable with the 427.
Cooling
Cooling was another persistent development challenge. Large front radiators handled engine cooling, while extensive ducting managed airflow through the brakes and engine compartment. The mid-engine layout made heat management particularly difficult because exhaust, engine, gearbox and fuel systems were concentrated around the cockpit and rear chassis.
A road-driven GT40 can become extremely hot inside, particularly in slow traffic. Competition cars were designed primarily around cooling at racing speeds, not around comfort while idling on a summer day.
Fuel System
Competition GT40s carried substantial quantities of fuel in tanks or flexible fuel cells positioned within the chassis structure. This kept fuel mass relatively centralized but placed significant importance on cell condition and plumbing.
On historic cars, fuel cells have finite service lives and require periodic replacement if the vehicle is being raced. Old hoses and fittings are equally important because a fuel leak in a mid-engine racing car presents an obvious hazard.
Exhaust System
The GT40’s V8 exhaust system is one of its most visually and acoustically distinctive features. Competition cars often use complex bundled tubular headers feeding into collectors behind the engine. The intertwined pipes are frequently referred to as a “bundle of snakes.”
The arrangement is not merely visual theater. Correctly designed equal-length exhaust primaries help optimize cylinder scavenging and power delivery. The resulting sound is one of the defining characteristics of a competition GT40.
GT40 Versus Mk IV
Although the Mk IV is routinely included within GT40 history, it differs substantially from the Mk I and Mk II. The earlier cars use the British-developed steel monocoque structure, while the Mk IV evolved from the J-car and uses an aluminum honeycomb chassis with very different bodywork.
The relationship is therefore more conceptual and historical than simply evolutionary sheetmetal. The Mk IV was Ford’s next-generation endurance racer, built to accomplish the same mission with more advanced construction.
Original Cars, Continuation Cars and Replicas
Few collector cars require more careful terminology than the GT40. The extraordinary value of original cars and the relative simplicity of installing a Ford V8 into a purpose-built replica chassis have resulted in a huge number of reproductions.
A period original GT40 has a documented chassis identity from the 1960s program. Some cars have complicated histories involving replacement bodies, chassis repairs or competition modifications, making specialist research essential.
Later continuation cars can be extremely accurate and may use authorized GT40 identities or construction methods depending on manufacturer and series, but they are not equivalent to period-built cars. High-quality replicas can provide remarkably authentic driving experiences at a fraction of the price, yet they occupy a completely separate collector category.
Chassis Identity
Chassis number is the foundation of GT40 valuation. Individual GT40s frequently have well-documented histories including factory construction records, race entries, drivers, accidents, rebuilds and ownership changes.
Competition cars often evolved constantly. Engines, gearboxes, body panels and suspension components were routinely replaced, so expecting a heavily raced GT40 to retain every component installed when new can be unrealistic. Instead, collectors evaluate the continuity and documentation of the chassis itself and the historical correctness of its current configuration.
Competition Damage and Rebuilding
Many important GT40s suffered crashes during their racing careers. Period competition practice often involved repairing damaged monocoques, replacing body sections and installing new mechanical components rather than retiring the car.
Consequently, evidence of period repairs does not automatically reduce historical significance. A GT40 that crashed at Le Mans and was correctly rebuilt during its active career may have stronger provenance than a less important chassis that never raced seriously. The crucial issue is whether the history is documented and the surviving structure corresponds with that history.
Engine Authenticity
Engine specification varies enormously across the GT40 family. Mk I cars are primarily associated with Ford small-block V8s, Mk IIs with the 427 FE and Mk IVs with highly developed versions of the same big-block family.
An engine installed today may not be the same physical engine used throughout a car’s racing career, because racing engines were routinely rebuilt and replaced. What matters is understanding whether the engine is period-correct, specification-correct and documented as part of the car’s history.
Understanding the Major Ford GT40 Variants
The principal GT40 versions can be summarized as follows:
- Early GT40 Prototypes: 1964 development cars that established the steel-monocoque, mid-engine architecture but suffered significant aerodynamic and reliability problems.
- GT40 Mk I: Original production and competition version, most strongly associated with Ford small-block V8 power and the basic GT40 body shape.
- Road-Going Mk I: Street-equipped examples retaining much of the competition Mk I appearance and mechanical character.
- GT40 Mk II: Heavily developed 427-cubic-inch big-block version that gave Ford its breakthrough 1966 Le Mans victory.
- GT40 Mk III: Extremely rare road-oriented version with revised bodywork, additional luggage capacity and more civilized equipment.
- GT40 Mk IV: American-developed aluminum-honeycomb endurance racer powered by the 427 and winner of Le Mans in 1967.
- Gulf/JW Automotive Mk I: Highly developed small-block Mk I racers that won Le Mans in 1968 and 1969.
- P/1075: The individual Gulf GT40 that won Le Mans in both 1968 and 1969 and stands among the most significant GT40 chassis.
- Continuation GT40: Later-built cars constructed to original-style specifications or under authorized programs but distinct from period 1960s chassis.
- GT40 Replica: Modern reproduction ranging from relatively basic kit cars to extremely accurate competition-spec recreations.
What Matters to Collectors
For a genuine GT40, chassis identity and provenance dominate virtually every other consideration. These cars were racing machines, and many underwent extensive changes during their active lives. An original chassis with major documented racing history can remain extraordinarily important despite having replacement mechanical components or repaired bodywork.
Competition history can produce enormous differences in value. A car that raced at Le Mans, Daytona or Sebring—or was driven by figures such as Ken Miles, Bruce McLaren, Dan Gurney, A.J. Foyt, Jacky Ickx or Pedro Rodríguez—belongs in a different collector category from a road GT40 with no significant racing record.
Configuration also matters. A chassis restored to the specification in which it achieved its most important result is often particularly desirable. Period photographs, race records and factory documentation can establish details such as bodywork, paint scheme, engine specification and wheel configuration.
Original components are desirable but must be considered in the context of racing history. A Le Mans car may have used numerous engines, transmissions, brakes and body panels during its career. Demanding conventional “numbers-matching” originality can therefore misunderstand how competition GT40s actually lived.
The distinction between an original period GT40 and a later continuation or replica is critical. Some reproductions are extraordinarily accurate and may actually be easier and safer to race, but their market value and historical importance are fundamentally different.
Collector Hierarchy
At the top of the GT40 hierarchy are the actual Le Mans-winning cars and other factory racers with major international competition histories. These cars are cultural artifacts as much as automobiles, and their values can reach levels comparable with the most important Ferraris, Jaguars and other landmark racing machines.
The 1968–69 Le Mans-winning P/1075 is particularly significant because it won the race twice. The 1966 Mk II winner and 1967 Mk IV winner likewise occupy exceptional positions in American motorsport history.
Other factory competition Mk I and Mk II cars with documented Le Mans, Daytona or Sebring histories follow closely. Genuine road GT40s are also extremely valuable because of their rarity and direct connection to the original production program, even without major racing histories.
The Mk III occupies an unusual position. It lacks the competition record of the great racing cars but is extraordinarily rare and represents Ford’s most deliberate attempt to make the GT40 into a genuine road-going grand tourer.
Continuation cars and replicas form their own hierarchy based on manufacturer, accuracy, construction quality and mechanical specification. The best examples can deliver an experience remarkably close to an original competition GT40 without requiring the owner to risk an irreplaceable historical artifact.
Driving the GT40
Driving a GT40 is dominated initially by its physical dimensions. The roof is exceptionally low, the doors cut deeply into it and the driver sits almost on the floor. Visibility to the rear is limited, the cockpit is noisy and the engine is only inches behind the occupants.
At low speed the car can be demanding. Steering is heavy, the clutch requires deliberate operation and the cabin quickly fills with heat. The wide sills and restricted visibility make parking almost comically difficult compared with an ordinary sports car.
At speed, however, the design begins to make sense. The low center of gravity, wide track and mid-engine weight distribution produce immediate responses, while the car’s aerodynamic shape becomes increasingly stable. A small-block Mk I feels relatively agile and balanced, with the engine responding quickly and allowing the driver to use the chassis.
The 427-powered Mk II is a very different experience. Torque dominates the car, and acceleration is immense even without using high engine speeds. The additional weight changes the balance, but the ability to accelerate down long straights is exactly what Ford wanted when developing the car for Le Mans.
A genuine competition GT40 is not a polished grand tourer in the modern sense. It is loud, hot, cramped and physically demanding. Those characteristics are inseparable from its purpose: the car was designed first to survive and win 24-hour endurance races.
Lasting Importance
The Ford GT40 matters because it represents one of the most extraordinary manufacturer racing programs in automotive history. Ford began with enormous resources but relatively little experience building mid-engine international sports-racing cars, endured repeated failures, recruited some of the best engineers, teams and drivers available, and ultimately built a family of cars capable of defeating Ferrari at the race Ferrari had dominated.
The progression tells the story. The early GT40 established the concept, the Mk I developed the chassis, the 427-powered Mk II finally won Le Mans in 1966, the radically different Mk IV repeated the victory in 1967, and the refined small-block Gulf Mk I returned to win again in 1968 and 1969. Four consecutive Le Mans victories made the GT40 far more than a successful racing car; they turned it into a symbol of Ford’s ability to compete at the highest level of international motorsport.
Its engineering was equally significant. The mid-mounted V8, low steel monocoque, independent suspension, four-wheel disc brakes and intensive aerodynamic development created a platform that could accept everything from a relatively compact 289 to the enormous 427 FE. The later Mk IV then demonstrated how rapidly Ford’s racing technology had advanced by moving to aluminum honeycomb construction.
For collectors, the GT40 is unusual because the history of each individual chassis can matter more than conventional originality. These were working racing machines, repeatedly rebuilt and modified in pursuit of victories. Knowing where a chassis raced, who drove it, how it was configured and what happened to it afterward is essential to understanding its importance.
More than six decades after the program began, the Ford GT40 remains one of the most recognizable racing cars ever built. Its 40-inch-high silhouette, thunderous American V8 and four consecutive Le Mans victories embody one of motorsport’s most compelling combinations: American power, British racing engineering and a single-minded determination to win.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Ford GT40, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Ford GT40 sold at auction.
1967 Ford GT40The early history of this roadgoing GT40 is particularly fascinating, outlined in extensive detail by marque specialist Ronnie Spain, whose report remains on file for this car and is available for review by interested potential bidders. It begins on February 16, 1967, one week before its scheduled delivery date, and its assignment by Ford to […]Read more
1969 Ford GT40One of the little-known aspects of Ford’s GT40 program was the company’s early interest in civilizing it for the road as the Mk III, to be marketed as an exotic halo model. To that end, 20 late-production GT40 chassis were commissioned in late 1966 by Ford headquarters in Detroit for the planned Mk III program. […]Read more
1965 Ford GT40 Roadster PrototypeThe first of five GT40 roadsters built The only GT40 roadster known to have continually survived in its original form Driven by legendary drivers including Ken Miles, Carroll Shelby and Jim Clark Award winner at the 2003 Pebble Beach Concours d’Elegance Few automobiles have achieved such status as the Ford GT40. Detroit’s first purpose-built prototype-class […]Read more- 1966 Ford GT40 Mk II CoupeHolman-Moody was initially allocated three GT40s for the 1966 season: chassis P1016 (the car offered here), P1031 and P1032. Although the chassis numbers were among the sequence used for production GT40 road and racing cars, they were each built to new Mk II specifications. The GT40 Mk II was the product of Kar Kraft, Ford’s […]Read more
- 1965 Ford GT40 Roadster PrototypeChassis number GT108 is one of just six open-top GT40 roadsters constructed, reflecting Ford’s experimentation with the open configuration to test for market appeal and salability. Built for Shelby American as a test and development vehicle, it was driven by Ken Miles, Lew Spencer, Carroll Shelby, Jim Clark and others. Documented by GT40 historian Ronnie […]Read more
Cars For Sale
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Past Auction Sales – Ford GT40
Average Ford GT40 Sale Price by Year from SCM’s Platinum Auction Database:
Ford GT40 Sales from SCM’s Platinum Auction Database:
RM Sotheby's
Condition: 3
Feb 28, 2025
$13,205,000
Broad Arrow Auctions
Condition: 1-
Mar 1, 2024
$4,405,000
Gooding & Co.
Condition: 2
Jun 11, 2021
$3,478,486
RM Sotheby's
Condition: 1
Jan 22, 2021
$324,000
Silverstone
Condition: 2+
May 23, 2020
$411,504
Mecum Auctions
Condition: 2
Jan 2, 2020
$484,000
RM Sotheby's
Condition: 2+
Aug 15, 2019
$7,650,000
RM Sotheby's
Condition: 2-
Aug 24, 2018
$9,795,000
Motostalgia
Condition: 2
Mar 10, 2018
$86,000
Gooding & Co.
Condition: 2
Mar 9, 2018
$1,925,000
RM Sotheby's
Condition: 1-
Aug 19, 2016
$2,900,000
Mecum Auctions
Condition: 1-
Aug 18, 2016
$4,840,000
Gooding & Co.
Condition: 2
Mar 11, 2016
$3,300,000
RM Auctions
Condition: 2+
Aug 16, 2014
$6,930,000
Gooding & Co.
Condition: 2
Aug 16, 2014
$3,520,000
Mecum Auctions
Condition: 2+
Apr 12, 2014
$7,560,000
Gooding & Co.
Condition: 2+
Aug 18, 2012
$4,950,000
Bonhams
Condition: 1-
Aug 17, 2012
$2,205,000
RM Auctions
Condition: 1-
Aug 17, 2012
$11,000,000
RM Auctions
Condition: 2-
Aug 17, 2012
$2,860,000
Gooding & Co.
Condition: 1-
Aug 14, 2010
$1,650,000
eBay
Condition: 3
Feb 26, 2010
$74,000
Artcurial
Condition: 1-
Feb 14, 2010
$116,658
RM Auctions
Condition: 2+
Aug 14, 2008
$1,465,000
RM Auctions
Condition: 2+
Oct 31, 2007
$2,041,380
Russo and Steele
Condition: 2+
Jan 18, 2007
$198,000
H&H Auctioneers
Condition: 2+
Feb 21, 2006
$514,388
RM Auctions
Condition: 2
Aug 19, 2005
$2,502,500
Russo and Steele
Condition: 1
Jan 23, 2004
$128,000
Bonhams
Condition: 2+
Sep 5, 2003
$36,570
Christie's
Condition: 2
Mar 24, 2003
$301,833
Barrett-Jackson
Condition: 2+
Jan 16, 2003
$318,600
Barrett-Jackson
Condition: 2-
Jan 16, 2003
$347,760
Barrett-Jackson
Condition: 1
Jan 16, 2003
$118,800
Christie's
Condition: 1
Aug 18, 2002
$436,500
Christie's
Condition: 2-
Aug 19, 2001
$340,000
Mecum Auctions
Condition: 2-
Jul 20, 2000
$110,000
Brooks
Condition: 2
Aug 6, 1999
$38,588
Coys
Condition: 3
May 9, 1999
$547,086
Coys
Condition:
Nov 19, 1997
$344,950
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