VIN: the works / Shelby Ford GT40 Prototype chassis GT 106
History of chassis GT 106
Over the winter of 1964-1965, Ford decided to shoehorn a seven-litre V8 into a suitably modified GT40 chassis. Prior to this, the GT40 Prototypes had been campaigned with engines of 4.2 and 4.7-litres.
The seven-litre programme, along with development of a suitably reinforced gearbox and long nose front clip, was carried out by Ford’s new American subsidiary, Kar Kraft. Kar Kraft was established to get things done quickly for the parent company’s various racing activities. GT40 designer, Roy Lunn, was installed at the head of the operation.
Upon completion in mid April, chassis GT 106 was tested by Ken Miles at Ford’s five mile oval at Romeo, Michigan. After a promising demonstration (which saw Miles breach the 200mph mark), Ford decided to enter a brace of the seven-litre cars for Le Mans.
However, time was tight and the new car (dubbed the Mk2 Prototype) had already missed the annual Le Mans Test weekend where Ferrari had gone fastest with their new 330 P2.
For the attack at la Sarthe, GT 106 was allocated to Bruce McLaren and Ken Miles while the sister car (GT 107, which wasn’t finished until just before the race) was driven by Chris Amon and Phil Hill. Both vehicles would be managed by Shelby American who had made a breakthrough with the GT40 in late February when they won the Daytona 2000km World Sportscar Championship race.
During the week-long build up to Le Mans, the Mk2 Prototypes stood out as the fastest cars ever seen at the circuit.
Amon / Hill took pole in GT 107. McLaren / Miles lined up fourth in GT 106 behind one of the works Ferraris and one of Shelby’s smaller-engined Mk1 GT40s.
The early stages of the race saw McLaren and Amon circulate five seconds per lap faster than their closest challenger (John Surtees’ Ferrari).
With an hour gone, the seven-litre Fords were still lying first and second with Surtees third in the Ferrari.
Unfortunately, when Amon came in to hand over the by now second placed car to Hill, GT 107 remained stationary for an extended period. It was rumoured all was not well with the gearbox and Phil Hill re-joined well down the order.
At the two hour mark, GT 106 had a 22 second lead over Surtees / Scarfiotti. However, by 7pm (three hours in), Ford had lost the lead owing to heavy fuel consumption; GT 106 was down in sixth position and the sister car of Amon / Hill was back in the pits with more gearbox trouble.
Half an hour later, GT 106 was out of the race with its own gearbox problems.
Mechanical issues for the rest of the Fords meant Ferrari romped home to their sixth straight win at Le Mans. Nevertheless, Roy Lunn was convinced that the big seven-litre engine was the way to go if Ford were to win at Le Mans. Accordingly, the Mk2 programme was continued for 1966.
After Le Mans, GT 106 was used as a test bed for the forthcoming 1966 Mk2.
During an outing at Daytona in the middle of October, it was noted that the chassis had fractured around the suspension pick-up points. The car never saw any further action and was stripped of all serviceable parts.
At some stage, the bare tub of GT 106 was dispatched to the Timken Roller Bearing Company in Ohio who supplied ball bearings to Ford. For reasons unknown, the chassis was cut clean through a few inches ahead of the rear bulkhead. The two chassis sections are assumed to no longer exist.
Notable History
Shelby American
20/06/1965 WSC Le Mans 24 Hours (B. McLaren / K. Miles) DNF (#1)
Subsequently used for testing
Later cut up while in the possession of the Timken Roller Bearing Company, Ohio
Text copyright: Supercar Nostalgia
Photo copyright: Ford - https://www.ford.com
