Ford GT40 Mk II

About this model

Despite the failure at Le Mans in ‘65, Ford had to persist with the Mk II. Eight cars (plus three lightweights for Alan Mann Racing) were assembled ahead of the 1966 season, with a sharp focus on Daytona, Sebring and Le Mans.

Ford brought five Mk IIs to Daytona, all painted white with black bonnets, with one debuting an experimental semi-automatic gearbox. After 24 hours of dominant racing against largely weak opposition, Mk IIs came home with first, second and third. A similar effort followed at Sebring, with Mk IIs scoring first and second.

For the Le Mans Test, Kar Kraft unveiled their latest project, the J-car. An aerospace-inspired, lightweight beast with a two-speed transmission, the J-car stormed to the head of the time sheets. Clouding the success, however, was the death of Mk I driver, Walt Hansgen, who badly collided with an unseen wall.

Despite this, the proven endurance potential of the Mk II swayed the odds in Ford’s favour. Eight Mk IIs lined up at La Sarthe, set for a tough fight with Ferrari. However, by 3 am the following day, the threat from Maranello was no more and Ford was on course for the victory they lusted for.

Sensing the marketing potential of three Fords crossing the finish line at the same time, Ken Miles was ordered to slow down so Bruce McLaren could catch up. By McLaren’s own admission, his impulses took over and he planted the accelerator at the end, taking the win.

Miles was crushed. His shot at the ‘triple crown’ had been snuffed due to bureaucratic nonsense. Still, his loyalty to Shelby saw him continue with development of the J-car, only to tragically lose his life in a testing accident just two months later.

Ford had achieved their goal. 1966 saw their win of both Le Mans and the International Manufacturers’ Championship. However, many outsiders viewed the Mk II as a British creation, with foreign drivers, and the Mk IV sought to change all of that.

Early in ‘67, a lack of ready Mk IVs saw Mk IIs upgraded to ‘B’ specification. Power rose to 500 bhp, and foibles including weight, braking and handling were improved.

Six Mk IIs started Daytona, but gearbox issues persisted and only a single Mk II finished, in seventh. Sebring saw the introduction of the Mk IV, which quickly proved its might. The Mk II was slowly superseded following this, both figuratively and literally overtaken by lighter, more nimble rivals.