Guide: Mirage M1
Background
In October 1966, John Wyer was visiting New York on business when he took a call from Gulf Oil Executive Vice President, Grady Davis.
The two men had met for the first time at the Sebring 12 Hours in March, after which Davis placed an order for a Mk1 GT40 (chassis P/1049). Back then, Wyer merely ran Ford Advanced Vehicles (FAV) which handled GT40 production and certain aspects of the racing programme.
However, by the time of his visit to New York, Ford had agreed to sell FAV to Wyer, along with the GT40 production rights.
Grady Davis was a big motor racing fan and had been extremely impressed with his new car which Dick Thompson successfully raced in a number of SCCA and USRRC events.
Gulf Oil was looking to expand its operations in Europe and Davis thought promotion through motor sport was the ideal platform to raise the company’s profile.
Davis sent Gulf’s private plane to New York and Wyer travelled to Pittsburgh for a meeting. Here, the two men thrashed out a sponsorship deal for 1967 and 1968 that would see John Wyer Automotive Engineering (JWAE) campaign cars under the Gulf Racing banner.
Rather than compete with an existing GT40, the 1967 programme would focus on an uprated variant albeit one intended for the Group 4 Sports class. Wyer and Davis thought the GT40 platform still had considerable development potential; with that in mind, JWAE set about creating a super GT40: the Mirage M1.
Lighter, lower, more powerful and better aerodynamically than the existing GT40, the Mirage M1 was expected to be the class of the Group 4 field. It might even stand a chance of beating the Group 6 Prototypes.
Chassis
Three M1s were constructed at the ex-FAV facility in Slough.
The M1 used the original GT40’s lower semi-monocoque structure (made of steel), but the top part was redesigned and fabricated from aluminium. This was done to give the M1 a narrower, more rounded cockpit profile that was better able to cut through the air.
Additionally, the front section of the chassis was squared off.
As usual, subframes were fitted front and rear for the engine and suspension.
The revised tub and more sophisticated suspension arrangement (with lower roll centres) was designed by Len Bailey. However, the GT40’s basic suspension layout was retained. It comprised double wishbones at the front with dual trailing links, transverse top arms and inverted lower wishbones at the rear.
Coil springs with adjustable dampers were fitted all round along with anti-roll bars at either end.
Bigger ventilated disc brakes were installed. The fronts came with flexible air hoses and aluminium muffs that fed cool air over the braking surface.
Halibrand magnesium alloy wheels were shod with Firestone tyres.
A flexible bag-type fuel tank was fitted in each sill.
Engine / Gearbox
JWAE initially used the standard 4.7-litre Ford 90° V8 as found in the Mk1 GT40, but this was quickly switched to a stroked 5-litre engine and then a 5.7-litre unit. All ran Weber carburettors.
Power outputs were a closely guarded secret. Between 400bhp and 500bhp was routinely quoted.
Transmission was via a five-speed ZF DS25 gearbox with triple-plate Borg & Beck clutch and limited-slip differential.
Bodywork
Len Bailey’s redesigned fibreglass bodywork was noticeably smoother than the original.
The Mk1 GT40’s engine cooling scoops mounted down each flank and on each sail panel were deleted in favour of a single NACA duct located high up behind each side window.
The cockpit was given a narrower, more aerodynamic profile similar to the latest generation of Ferrari Group 6 cars.
The rear clip was home to bulbous fenders and a more pronounced rear spoiler. A Gurney flap was routinely riveted in place for additional downforce.
Interior
Interior appointments were much like the standard GT40 with right-hand drive and a right-hand gear change.
1967 Season
As the Mirages would not be ready until April, JWAE transformed Grady Davis’s personal Mk1 GT40 into a fully fledged racing car for the first couple of races in 1967. An orange stripe and Gulf branding was added to the otherwise dark blue car.
Jacky Ickx and Dick Thompson finished sixth overall and first in the five-litre Sport class driving P/1049 at Daytona. They then retired at Sebring with engine trouble.
The first Mirage M1 was tested at Snetterton on March 21st. Unlike P/1049, the Mirages were painted what became the iconic Gulf Racing colours of powder blue and orange.
1967 Le Mans Test
A brace of M1s were on hand for the model’s public debut at the Le Mans Test which took place over the weekend of April 8th and 9th.
David Piper and Richard Attwood travelled to la Sarthe to drive both cars (chassis M10001 and M10002).
Tellingly, the Le Mans governing body (the Automobiles Club de l’Ouest) put the Mirages in the Group 6 Prototype category instead of the Group 4 Sports class.
M10001 ultimately went on to post sixth fastest time overall and third quickest in the five-litre Prototype class.
Meanwhile, David Piper crashed M10002 on its maiden lap as a result of a defective front brake which locked and could not be released. M10002 was repaired in time for some gentle shakedown runs on Sunday that garnered 32nd fastest time.
Scuderia Ferrari finished top of the time sheets with their P3/4 and P4 prototypes which ran in the same under five-litre class as the Mirages. Lola’s new Aston Martin-powered T70 Mk3 GT was next, followed by Shelby’s Ford Mk4 and a Holman Moody Mk2 GT40, all of which ran in the over five-litre class.
Unfortunately, the weekend was marred by the fatal accident of Roby Weber who was driving the new BRM-powered Matra M630. Weber’s car was running incorrect tyres and suspension settings when it went out of control down the Mulsanne Straight.
The Matra struck the barriers, rolled several times and burst into flames.
Poor Roby Weber was killed on the initial impact.
1967 Monza 1000km
The Mirages subsequently made their competition debut at the Monza 1000km two weeks later (April 25th). The Italian race was round three of the 1967 World Sportscar Championship. Daytona had gone to a Ferrari P3/4 and Sebring to a Ford Mk4.
As had been the case at the Le Mans Test, the M1s ran in the Group 6 Prototype class although JWAE had lodged an appeal with the FIA. A judgement was expected in May.
The same two cars from the Le Mans Test were present at Monza: M10001 for Jacky Ickx / Alan Rees and M10002 for David Piper / Dick Thompson. Both were now running stroked 4942cc engines to replace the original 4736cc units.
In addition to some minor suspension niggles, practice saw Ickx have a nasty moment on the banking when his top rear spring mount collapsed as the spring had become coil bound. Both cars were hastily reinforced and different springs were fitted in time for the race.
Piper / Thompson lined up fourth on the grid with Ickx / Rees fifth. Pole went to the brand new Chaparral 2F followed by a brace of works Ferrari P4s.
Although Lorenzo Bandini’s Ferrari got a great start in the race, the Chaparral was back in front by the end of lap one. The Mirages of Ickx and Piper were fifth and sixth respectively.
Piper span at Parabolica during the opening hour; a loose manifold stud had caused water to spray onto a rear tyre. A long stop to carry out a repair dropped the M1 well down the order.
Soon afterwards, Ickx abandoned his car out on the circuit with ignition trouble.
Piper and Thompson spent the rest of the race trying to regain lost ground. Unfortunately, in the later stages they were delayed again when the continual hammering on the banking broke a shock absorber. After another lengthy stop for a replacement to be fitted, they eventually crossed the line ninth overall and fourth in the over two-litre Prototype class.
1967 Spa 1000km
Round four of the World Sportscar Championship was the Spa 1000km on May 1st.
JWAE once again ran a pair of M1s. The car for Ickx / Rees (chassis M10003) was brand new and had a 5.7-litre Holman Moody engine. Piper / Thompson used the five-litre car from Monza (M10001).
Fastest in qualifying was the Chaparral 2F which went 2.4 seconds quicker than the previous lap record set by John Surtees in a Formula 1 Ferrari. Next best was the 5.7-litre Mirage followed by a works Ferrari P4 in third. The Equipe Nationale Belge Ferrari 412 P was fourth, Jackie Epstein’s privateer Lola T70 Mk3 GT was fifth and the other Mirage was sixth.
Race day dawned with grey skies and steady rain.
Ickx made a superb start to lead from Mairesse (412 P), Parkes (P4) and Spence (Chaparral).
Piper held sixth in the sister Mirage until lap seven when he span off in a big way just before Malmedy. Although the car finished up in a ditch 50 yards off the circuit, Piper emerged unhurt.
The race then settled down with Belgians Ickx and Mairesse pulling clear of Parkes in third.
By lap 20, the rain had eased off. This suited the Ferraris, but by mid distance, Ickx was nearly a lap clear of the second placed 412 P.
Instead of Rees, Gulf Racing team manager, David Yorke, decided to put the faster Dick Thompson in the Mirage to try and stay ahead of the Belgian Ferrari. This proved unnecessary when Mairesse crashed out on his first lap back behind the wheel.
The Mirage was then able to cruise round for a comfortable maiden win.
Second place went to the works Porsche 910 of Jo Siffert / Hans Herrmann (75 seconds down the road). Richard Attwood / Lucien Bianchi were third in the Maranello Concessionaires Ferrari 412 P.
The FIA Drops a Bombshell
Three weeks after the victory at Spa, JWAE were dealt a blow when the FIA decided the Mirage M1 was not a Ford and would have to participate in the Group 6 class. It therefore continued to race against purpose built Prototype machinery for the rest of the year.
1967 Nurburgring 1000km
JWAE had decided to skip the Targa Florio (May 14th), but were back for round six on May 28th: the Nurburgring 1000km.
Chassis M10001 was entered for Jacky Ickx / Richard Attwood and had a 5.7-litre engine.
Chassis M10002 was entered for David Piper / Dick Thompson and had a new five-litre Gurney Weslake motor with alloy heads. Because all the power was at the top end, Piper and Thompson had to work the gearbox hard.
During practice, Thompson landed askew having taken off shortly after Klostertal. Chassis M10002 span down the road and demolished a stationary Ginetta that had been crashed a few hours earlier.
Fortunately, Thompson emerged unscathed, but the car was a write off.
The sole remaining M1 qualified ninth. Pole went to the Chaparral 2F. The Aston Martin-powered Lola Mk3 GT lined up second for its competition debut and a works Porsche 910/8 was third. More works Porsches were fourth, fifth, sixth, seventh and eighth. Scuderia Ferrari were absent.
The Mirage held ninth off the grid and then steadily began to move up the field as other cars retired and the pace began to drop.
When Attwood took over from Ickx, M10001 was fifth.
With 15 of the 44 laps to go, the Mirage was third, but when Attwood ran over some sharp stones at the edge of the track near Adenau, the two right-hand side tyres burst and the car retired on the spot.
Porsches filled the top four positions. Victory went to the works 910 of Udo Schutz and Joe Buzzetta.
1967 LeMans 24 Hours
Next up was most important sports car race of the year: the Le Mans 24 Hours (June 10th and 11th).
Ford had taken their first Le Mans win in 1966 (with the Mk2 GT40) and were determined to make it back-to-back victories. No less than four of the latest American-built Mk4 GT40s were on hand in addition to a trio of Mk2Bs.
Outside of the factory effort were three privateer Mk1 GT40s and the two Gulf Racing Mirage M1s.
Jacky Ickx was back in the Spa-winning example (M10003) which he shared with Brian Muir. The sister car (M10001) was entered for David Piper and Dick Thompson. Both machines were running 5.7-litre engines.
Ickx / Muir qualified 15th and Piper / Thompson were 16th.
Although the cars had more speed in them, both suffered engine failures during the build up and JWAE had no spare power units.
John Wyer therefore decided to change back to five-litre engines for the race, but the scrutineers pointed out this could not be done as the cars still carried the larger fuel tanks for the over five-litre class. Luckily, Ford supplied a pair of 5.1-litre engines that enabled the Mirages to race.
Ford dominated qualifying to take pole, third, fourth, fifth and sixth fastest times. The General Motors-backed Chaparral 2F qualified second while the best Ferrari was a works P4 in seventh.
In the race, both Mirages ran outside the top ten and it was not long until the unproven 5.1-litre motors started to develop issues.
Engine problems ultimately accounted for both cars: Ickx / Muir went out in the fourth hour and Piper / Thompson in the fifth.
1967 was the fastest Le Mans on record. Victory went to Dan Gurney and AJ Foyt whose Mk4 GT40 finished four laps clear of the works Ludovico Scarfiotti / Mike Parkes Ferrari P4. Another factory P4 loaned to Equipe Nationale Belge driven by Willy Mairesse / Jean Blaton placed third.
The FIA Bans Over 3-litre Prototypes for 1968
The day after Le Mans, the FIA stunned the racing fraternity by announcing that Group 6 Prototypes would be limited to three-litres for 1968.
Speeds had risen to the point that the governing body felt drastic action was needed. The decision meant that, in a few months, cars like the seven-litre Mk4 and Mk2 GT40s, Ferrari’s five-litre P cars, the Chaparral 2F and Mirage M1 would no longer be eligible to compete in the World Sportscar Championship.
Ford, Ferrari and Chaparral decided to quit.
John Wyer decided to run Mk1 GT40s for 1968. The GT40 qualified for the Group 4 Sports class on account of more than 50 having been produced. As cars of up to five-litres were permitted in Group 4, the GT40 would have a two-litre advantage over the new generation of Group 6 Prototypes.
1967 Brands Hatch 6 Hours
With the M1 programme effectively dead in the water, JWAE contested just one more round of the 1967 World Sportscar Championship: the Brands Hatch 6 Hours on July 30th.
A single entry was filed for Pedro Rodriguez / Dick Thompson. The Spa winner was selected (chassis M10003), which by this time had reverted to its usual 5.7-litre engine.
Peter de Klerk was originally down to drive with Thompson, but the South African did not find the car to his liking and Pedro Rodriguez was called up at the last moment.
The Mirage qualified ninth.
During the early stages, Rodriguez engaged in a fierce duel with Richard Attwood’s Maranello Concessionaires Ferrari 412 P.
With 15 laps gone, the Mexican had moved up to eighth position and then put on a real charge. At the one hour mark, he was fifth and during the second hour, he moved to the head of the field as other cars came in early to pit.
Rodriguez then handed over to Thompson and all four wheels were changed.
Unfortunately, on lap 66, Thompson overcooked it at Clearways and stuffed the M1 into the barrier. The driver was uninjured, but the car sustained sufficient damage that its race was over.
That was the last time the Mirages were seen at World Championship level. However, JWAE entered the brace of remaining M1s for two races in Sweden over the summer.
1967 Swedish GP, Karlskoga
First up was the Swedish Grand Prix, a 20 lap race at Karlskoga on August 12th.
JWAE took M10003 for Jacky Ickx and M10001 for local hero, Jo Bonnier. Both cars had 5.7-litre Holman Moody engines.
Ickx put his car on pole and Bonnier was third. The Lola T70 Mk3 GT of Yngve Rosqvist was in between the pair of Gulf Racing machines.
Ickx quickly built up a healthy lead while Bonnier moved past Rosqvist. The Lola did briefly re-take second, but the Mirages proved too quick and Ickx-Bonnier finished in formation.
1967 Stockholmsloppet, Skarpnack
On September 24th, the Skarpnack airfield was the location for the 20 lap Stockholmsloppet which supported the weekend’s international Formula 3 race.
This time, Bonnier emerged as the victor driving M10001 with team-mate Paul Hawkins second in M10003.
1967 Paris 1000km, Montlhery
There was a better class of opposition at Montlhery on October 15th for the Paris 1000km. An extra chicane had been added in the middle of the banking to reduce speeds.
Just the one 5.7-litre Mirage was taken: chassis M10003 for Jacky Ickx and Paul Hawkins which started on pole. Second spot went to privateer Max Wilson’s Lola T70 Mk3 GT, which was expertly qualified by David Hobbs. The Maranello Concessionaires and Equipe Nationale Belge Ferrari 412 Ps were next, a works Matra M630 was fifth and the Ford France GT40 Mk2B was sixth.
At the end of lap one, Ickx led from Hobbs’ Lola and Bianchi in the Belgian 412 P.
With ten laps gone, Jo Siffert had moved to the front in the Maranello Concessionaires Ferrari while Ickx held station in second. The Ford France GT40 was third.
These three remained at the front for the next couple of hours and lapped the rest of the field.
However, the rain started soon afterwards, at which point wet weather maestro Ickx forged ahead in the sole Mirage.
The Gulf car ploughed through the rain for the next few hours and took the M1’s fourth win of the year.
Lucien Bianchi / Jean Blaton finished second in the Belgian 412 P and Hans Herrmann / Udo Schutz wrapped up the podium positions in their works supported Scuderia Lufthansa Porsche 910.
1967 Kyalami 9 Hours
JWAE’s final outing of the year came at the Kyalami 9 Hours on November 11th which was the opening race of the 1967 South African Springbok series.
Chassis M10001 was selected for Jacky Ickx and Brian Redman to drive. They qualified third behind the pole-starting Ferrari P3/4 of David Piper / Richard Attwood and the Lola T70 Mk3 GT of Frank Gardner / Mike Spence.
In the race, the Mirage proved to be the class of the field.
By the four mark, Ickx / Redman were a lap ahead of the second place Paul Hawkins / John Love Lola T70 Mk3 GT.
At 9pm (with two hours to go), the Gulf crew’s lead had been extended to 13 laps and they were able to cruise home to a well-deserved win.
Hawkins / Love finished second and Ed Nelson / Mike Hailwood took third in Nelson’s Mk1 GT40.
Subsequent Histories
At the end of the 1967 season, both remaining Mirage M1s were retired from competition duty.
M10001 was retained by JWAE in its original configuration.
M10003 was rebuilt into a Mk1 GT40 (chassis P/1074) and raced by the team in 1968.
M10002 had been destroyed in Dick Thompson’s practice accident at the Nurburgring.
One never completed Mirage M1 tub also existed and this too was transformed into a Mk1 GT40 that saw action with JWAE in 1968 (P/1075). That year, the Gulf-backed GT40s won six World Championship events including Le Mans on their way to taking the title.
1968 Kyalami 9 Hours
As for the sole remaining Mirage M1 (M10001), it was eventually wheeled out for one more event at the end of 1968: the Kyalami 9 Hours on November 9th. Organised outside the auspices of the FIA, the five race Springbok series still permitted over three-litre Group 6 Prototypes to compete.
M10001 was taken to South Africa for Jacky Ickx and David Hobbs to drive. They qualified third behind pole-starting Paul Hawkins in his Team Gunston Ferrari 350 Can-Am and David Piper’s Ferrari P3/4.
David Hobbs did the opening stint in the Mirage as Jacky Ickx had recently broken his leg and was not up to running across the track for the Le Mans start.
The early stages of the race saw the top three cars dice amongst themselves and exchange the lead several times.
Despite an extra stop for the Mirage to have spilt fuel mopped out of the seat, JWAE won the Kyalami 9 Hours for the second year running.
Heavy rain had hampered the progress of many of the Prototypes and Ickx / Hobbs ultimately finished twelve laps clear of the second placed Ferrari Dino 206 S of Tony Dean / Basil von Rooyen. Paul Hawkins / John Love finished on the same lap as the Dino and took third.
JWAE Sells M10001 to Malcom Guthrie
During the 1968 Kyalami race, Malcolm Guthrie had crashed his Mk1 GT40 badly enough that the car could not be locally repaired. To continue in the series, he concluded a deal with John Wyer to purchase M10001.
Guthrie used M10001 for the next four Springbok races.
At the Cape Town 3 Hours he was joined by David Hobbs who had stayed on for a holiday. They finished second overall.
Guthrie then drove solo in the Rhodesian Grand Prix at Bulawayo where he finished third.
Guthrie was partnered by Mike Hailwood for the three hour races at Lourenco Marques (finished first) and Pietermaritzburg (finished third).
Malcolm Guthrie continued to race M10001 into 1969.
Text copyright: Supercar Nostalgia
Photo copyright: Ford - https://www.ford.com
