#ford gt40 mk ii

[masoncarr2244]

[wheelsgoroundincircles]

Ken Miles and Carroll Shelby

Pre-grid of the 1966 Le Mans 24-Hour race displays no fewer than eight  GT40 Mk II’s primed and prepared to defeat the then-dominant Ferraris, which had won the event nine previous times. Ken Miles’ #1 Ford Shelby GT40 (light blue) is in the foreground.

Ford CEO Henry Ford II and his wife stroll the Le Mans paddock lane before the official start of the 1966 24-Hours of Le Mans. History in the making minute-by-minute, with the seeds of controversy quietly brewing.

Ken Miles shown here leading the 1966 24-Hours of Le Mans in late race wet conditions. He did so definitively in varied conditions, overcoming repeated setbacks. Scorers and mechanics in his paddock report that he was one full lap ahead by the final hour of the race.

Driver Ken Miles (sunglasses) gives an assuring eye to Phil Remington, his legendary co-crew chief, before his final stint in the 1966 24-hours of Le Mans.

Bruce McLaren, shown here trailing Ken Miles on a rainy track in the ’66 Le Mans 24-hour race, is sadly no longer alive to describe his view of how events unfolded.

An historic moment captured. Three Ford GT40 Mk Il’s are orchestrated by Ford to cross the finish line in unison, with Bruce McLaren slightly ahead, notwithstanding that in the final hours of the race the car of Ken Miles/Denny Hulme was leading dominantly — yet obediently slowed in order to achieve the Ford competition director’s order that the three cars cross the finish-line together. With McLaren marginally in the lead, he was awarded the win that rages with controversy to this day.

[frenchcurious]

Bruce McLaren & Chris Amon - Shelby American Inc. - Ford GT40 Mk II #1046 - les Vainqueurs des 24 Heures du Mans 1966. © François Bruère. - source Carros e Pilotos.

[coimbrabertone]

Team Orders: The Dirty Little Secret of Motorsports

In most team sports, your entire team either loses, wins, or draws. There isn't a state where some of your team wins and some of your team loses. Whilst in individual sports, it's you versus everyone else, so your job is pretty simple. Motorsports, however, exists in an awkward middle ground: you are both part of a team, and you are competing for individual glory.

This can meltdown in one of two ways. The first is when individual glory prevails over playing the team game, such as the Ayrton Senna and Alain Prost crash at Suzuka 1989, or the various Lewis Hamilton and Nico Rosberg collisions, most prominently at Spain 2016. Then there's the other way: when the team prevails over individual glory.

The team orders.

This last weekend we saw team orders come into play as Oscar Piastri was leading the Hungarian Grand Prix, but McLaren pit second placed Lando Norris early to cover off any potential threat from Lewis Hamilton. This was an odd move as Lewis wasn't really all that close to either McLaren at this point, and the undercut gave Lando a massive advantage over Oscar.

Oscar Piastri pits two laps later and comes out in second. The gap widens to about six seconds, and McLaren spends the next chunk of the race trying to tell Lando to be a good teammate and let Oscar by in the end. McLaren started with light requests, then told Lando to remember the team, and eventually just started guilt-tripping Lando into giving up second.

Lando eventually lifted off on the straight, let Oscar pass, and Piastri took his first Formula One Grand Prix victory.

Now, Lando got the pole and was clearly the faster car at the end of the race, however, Piastri got the lead off the start, pulled away, and was in the lead when McLaren decided to pit Lando first. Really, I think the biggest problem is that McLaren decided to pit Lando first despite the fact that everyone could see that fresh tyres were a massive advantage at the Hungaroring.

Still, it's clear that Lando didn't particularly want to move over, and it's clear that McLaren was pretty desperate to get him to let Oscar by.

The big lift off the straight necessary to let Piastri by is also somewhat of a statement, Lando was making a point over how choreographed this switch was.

So, the team made the strategy call that flipped the order and made the drivers flip it back despite the fact that Norris didn't particularly seem to want to.

Where does that leave this case in comparison to a few other famous cases of team orders?

Well, one of the most famous examples is from the 1966 24 Hours of Le Mans, where - as seen in the movie Ford vs. Ferrari - where Ken Miles and Denny Hulme's #1 Shelby American Ford GT40 Mk. II was leading from the #2 sister car of Bruce McLaren and Chris Amon. In third - albeit twelve laps down - was another GT40 Mk. II, the #5 Holman & Moody car of Ronnie Bucknum and Dick Hutcherson. Ford man Leo Beebe ordered the three cars to finish in a dead heat for the photo opportunity.

Miles in the #1 car slowed down to let the #2 catch up, and Ford got their photo finish. The only problem was that McLaren and Amon finished a nose ahead, on top of the traditional part of the story where they started a further two spots behind the #1 and therefore traversed a greater distance.

The commonalities between this and Hungary 2024? Well, the lead car was ordered to slow down and that led to the car in second place taking the victory.

Then in the late 1990s into the 2000s, we got a slew of controversial team orders in Formula One, which eventually culminated in team orders getting banned.

First comes the 1997 European Grand Prix at Jerez, where, after the championship deciding crash between Jacques Villeneuve and Michael Schumacher, Schumacher is out of the race, out of the championship hunt, and will soon be disqualified from the 1997 season altogether, while Jacques is limping his car home, currently in the lead.

However, Williams then tells Jacques to let the McLarens of Mika Hakkinen and David Coulthard through. Jacques thus finished third, narrowly ahead of fourth placed Gerhard Berger. Now, it made sense for Jacques to let the faster McLarens through since he only needed a single point to match Michael and then beat him on countback, or two to beat him outright. First was worth 10, third was still worth 4.

The thing is that Williams and McLaren actually had an arrangement where, if McLaren helped Williams - or at least didn't get in their way - then Williams would help McLaren, so it wasn't just a matter of Jacques protecting his car, he was ordered to let the McLarens by.

To add fuel to the fire, McLaren had used team orders in that very race already, as Hakkinen started ahead at Jerez only to wind up behind Coulthard on pit strategy, something McLaren "fixed" with team orders, in a case very similar to Hungary 2024.

Also similar was the very next race, Australia 1998, where Hakkinen had some sort of radio mishap - accounts vary from him mishearing something to someone outright tapping McLaren's comms to call Mika in - went through the pits and emerged behind Coulthard. Ron Dennis again used team orders to correct an issue that came out of pit lane.

Also in 1998 was the Jordans at Spa, which I talked about in last week's blogpost. There, in treacherous wet conditions, Jordan ordered Ralf Schumacher to stop catching teammate Damon Hill and remain in second place, conserving the team's first 1-2 finish on the stormy day.

Now that I've established Williams, McLaren, and Jordan were all doing this stuff too, let's get to the name synonymous with team orders in this period: Ferrari.

First was a rather understandable case: the 1999 German Grand Prix, where Mika Salo - filling in for Michael Schumacher who broke his legs at the British Grand Prix earlier that year - was ordered to let Eddie Irvine by for the win. Mika Salo was just the fill in driver, Eddie Irvine was competing for the championship, and championship rival Mika Hakkinen crashed out after a tyre failure, so this was a ten-point gain for Irvine. All of that made sense.

What made less sense was Austria 2002, where coming onto the start-finish straight for the final time, Rubens Barrichello lifted off big time to let Michael by and allowed Schumacher to take his fifth win of the season - fourth in a row - in just the sixth race of the season. Yeah...it was not particularly necessary...and the fans let Ferrari know by booing the podium.

Even Michael didn't seem proud of it, as he let Rubens stand on the top step of the podium in his place.

The similarity to Hungary 2024? The big show of a lift to let the teammate past, though this was more dramatic given Rubens did it quite literally on the run to the line.

In the United States Grand Prix at Indianapolis at the end of that season, Schumacher would lift off and let Rubens finish alongside, which actually led to Rubens winning the race by 0.011 seconds. Schumacher and Ferrari have maintained that this was a botched photo finish, much like Le Mans 1966, but there has been a persistent theory that Michael was returning the favor for Austria earlier that season.

All of these incidents in quick succession and the growing controversy around them led to the FIA, after the 2002 season, banning the use of team orders.

So why were team orders allowed to happen in Hungary 2024?

Well, it turns out enforcing a ban on team orders is hard.

The crashgate scandal in 2008 - where Renault ordered Nelson Piquet Jr. to crash deliberately as Fernando Alonso was coming to the pits to bring out the safety car - was revealed in the summer of 2009.

Then in the 2010 German Grand Prix, we have the famous "Felipe, Fernando is faster than you, confirm you understood the message" case, where Massa was ordered to let Fernando by for the championship.

These two incidents led to the FIA conceding that they weren't actually able to police team orders, so as much as they would ban Briatore and Symonds on the Renault front and fine Ferrari, neither race result was overturned. The team orders ban was gone after the end of 2010, having only lasted eight seasons.

So team orders are now legal again, and the case of Multi-21 from the 2013 Malaysian Grand Prix is the most famous example. Sebastian Vettel was ordered to remain behind Mark Webber, refused, and overtook the Australian to take the win. For what it's worth, Mark Webber is Oscar Piastri's manager. Multi-814 doesn't quite have the same ring to it though.

Disregarding team orders and taking the win is something a lot of people have suggested that Lando should've done, that yielding proves he doesn't have the ruthless edge to be a championship caliber driver.

On the other hand, McLaren's team radio to Lando insisted that Lando and Oscar have helped each other countless times and they'll need each other's help to win the championship. Multi-21 was in Vettel and Webber's last year as teammates and there's always been the suggestion that Vettel refusing to yield is part of the reason why Mark retired.

Lando and Oscar are both young and quick, they can both be with McLaren for a long time provided Zak Brown can keep his lust for young drivers in check, so maybe Lando yielding to Oscar was the right call.

Time will tell if giving the position in the end was enough, or if all the will-he-or-won't-he itself will ensure Piastri won't be as trusting of Norris in the future.

Always in motion the future is.

[strictlyfavorites]

1966 Shelby GT350H

Carroll Shelby avec la Ford GT40 Mk II de Phil Hill & Chris Amon du Shelby-American Inc.@ 24 Heures du Mans 1965. 2

shelby 47

Steve McQueen discute de l'AC Cobra avec Carroll Shelby à Los Angeles, 1963

1968 Ford Mustang Shelby GT500

Witness the birth of a legend Factory assembly of the iconic 1969 Ford Mustang Shelby GT500

1968 Shelby Cobra GT 350 Advertisement

Carroll, Ken, the GT40, and the Shelby GT40 engineering team. - source Enis Yeneriz via Team Shelby Club

Shelby 427 Cobra 1966

1966 Shelby Cobra 427 Super Snake

Shelby 427 S C Cobra CSX3040 1965

Shelby Cobra Daytona 427 SOHC

Ken Miles, Carroll Shelby

The Only De Tomaso Mangusta Shelby MkV Prototype Ever Made

The Mangusta has unusual engine bay lids that can both open fully to give excellent access.

vintage ads

[chantichanti321]

Del Ford GT40 se fabrican entre 1964 y 1969 un total de 107 unidades organizadas en series: MK I, MK II, MK III y MK IV. Luego vendrán las innumerables réplicas y la reedición del siglo XXI, bautizada por los de Dearborn como Ford GT y la velocida del GT40 es  velocidad máxima de 320 km/h y medias por encima de los 200 km/h el motor que tiene es  EcoBoost de 3,5 litros y configuración V6 el precio es de Las unidades copias de taller tienen un precio de partida de 305.000 euros, incluidos impuestos. para mi es uno de los mejores carros del mundo.

[motorsportsminiatures]

[bonkasaurus]

66 Ford GT40 MK II

[automotiveamerican]

9 Classic Ford Cars That'll Soon Be Worth A Fortune - Peter Akpejeluh @HotCars

Ford has been in the business of large-scale automotive manufacturing since the early 1900s and churned out some of the most iconic American cars over the decades. Fords like the 1965 Shelby GT350R, 1966 GT40 Mk II, 1967 Shelby GT500, and 1970 Boss Mustang 429 are very valuable, commanding 6–7 figures if you can manage to find them. For enthusiasts and collectors who don’t have millions of…

[masoncarr2244]

[wheelsgoroundincircles]

Ford GT40

The Ford GT40 is one of the most iconic cars in automotive history, renowned for its dominance in endurance racing during the 1960s. Here's the full story:

Origins:

In the early 1960s, Henry Ford II, known as "Hank the Deuce," was determined to beat Ferrari at the 24 Hours of Le Mans, the world's oldest active sports car race. Enzo Ferrari had rebuffed Ford's attempt to buy the Italian company, which led to Ford's determination to defeat Ferrari on the racetrack.

Development:

Ford tasked its newly acquired subsidiary, Ford Advanced Vehicles, with developing a car capable of winning Le Mans. The project was named GT (for Grand Touring) with the intention of building 100 road cars to homologate it for racing. Carroll Shelby, who had been involved in motorsports and had success with the Shelby Cobra, was brought in to manage the racing program.

GT40 Mark I:

The first iteration of the GT40, known as the Mark I, debuted in 1964. It was powered by a 4.7-liter V8 engine and showed promise but faced reliability issues.

GT40 Mark II:

Ford made significant improvements with the Mark II, featuring a 7.0-liter V8 engine, and refined aerodynamics. In 1966, Ford achieved its goal when the GT40 Mark II, driven by Bruce McLaren and Chris Amon, won the 24 Hours of Le Mans, marking the first time an American car had won the prestigious race outright.

GT40 Mark III:

In 1967, Ford introduced the GT40 Mark III, a road-going version of the race car. It featured a more luxurious interior and was intended for homologation purposes.

Continued Success:

The GT40 went on to win the 24 Hours of Le Mans three more times consecutively from 1966 to 1969, solidifying its place in motorsport history. Notably, the 1967 race saw an all-American victory with the GT40 Mk IV driven by Dan Gurney and A.J. Foyt.

Legacy:

The Ford GT40's dominance in endurance racing and its rivalry with Ferrari became legendary. It remains an icon of American automotive engineering and a symbol of Ford's determination to compete at the highest level of motorsport.

Modern Resurrection:

In the 2000s, Ford resurrected the GT nameplate with the Ford GT, a modern supercar inspired by the original GT40. The new Ford GT debuted in 2004 and again in 2017, paying homage to its predecessor while showcasing cutting-edge technology and performance.

[frenchcurious]

Carroll Shelby avec la Ford GT40 Mk II de Phil Hill & Chris Amon du Shelby-American Inc.@ 24 Heures du Mans 1965. - source Moto Vitelloni - Wheels n' wings.

[carsthatnevermadeitetc]

What a difference 55 years makes juxtaposition of Ford GT40 MK II, 1966 & Ford GT Heritage Edition, 2021. Ford Performance has unveiled a special edition GT to commemorate their first endurance win at the 1966 Daytona 24 Hour Continental race. Inspired by the white, black and red exterior of the 1966  race car, the new Heritage Edition features Frozen White exterior paint with exposed carbon fibre hood. There are asymmetrical Race Red accents on the front fascia and roof edge, driver’s side door and underneath the rear wing, while exposed carbon fibre shapes the signature 98 roundel graphics

[strictlyfavorites]

Carroll Shelby avec la Ford GT40 Mk II de Phil Hill & Chris Amon du Shelby-American Inc.@ 24 Heures du Mans 1965.2

[murumokirby360]

2017 Ford GT vs 05 Ford GT vs Ford GT40 mkII vs #66 Ford GT Le Mans Drag Race | Forza 6