Showcasing original technical drawings, cutaways and period photos, GT40 UNCOVERED! treats readers to a unique look at the engineering story of Ford’s multiple Le Mans winners: GT40, Mark II and Mark IV.

GT40 UNCOVERED!GT40 UNCOVERED is more than simply a book. It’s a lavish production of a condensed research library, giving the reader rare access to the evolution of Ford’s iconic Le Mans-winning GT racecar via an almost endless cache of archival blueprints, drawings and photos. There are more than 250 original technical drawings, plus illustrations, graphics supporting period photos. Coverage also includes the Mark I and Mark III GT40 road cars. Calling GT40 UNCOVERED! “a book” is akin to labeling Ferrari’s 250 GTO, “a car.”


From birth as Roy Lunn’s Lola MK6-influenced Ford GT to the retired Le Mans winning Mark IV, this museum-quality book not only covers the interior and exterior details of each car line, but chapters are devoted to Concept, Chassis, Engines & Transmissions (transaxles) as well as Suspension, Brakes & Steering. The engine chapter covers the 255 Indy, 289 race and road, small-block Gurney Weslake and the 427 that powered the 1966 and 1967 Le Mans-winning Mark IIs. Plus, stunning cutaways of Claude Nahum’s GT/101 R, and GT40 P/1078 and Mark II P/1016.

To better understand the quality presentation of this book – a 176-page, cloth-covered hardback measuring 16.5 x 16.5 inches – one only has to look at the resumes of its author and co-author, Claude Nahum and Steve Rendle, respectively. Nahum raced while he was going to engineering college and in 2002 bought his first GT40 and competed in historic racing. Since then, he has owned a second GT40 and has commissioned two concours-quality recreations. He owns a treasure-trove of original GT40 drawings, but is probably best known for his GT/101 R, a superb recreation of the long-gone first Ford GT prototype, above, currently on display at the museum at Le Mans.

One of the high points Nahum experienced while working on this book was taking legendary Ford racing engine builder Mose Nowland for a ride in GT/101 R at Goodwood, above. Nowland was involved in the building of 427 Le Mans engines at Ford Engineering and was the recipient of the Spirit of Ford award in 2005 for 57 years as a Senior Motorsports Engineer. Co-Author Rendle is a passionate motorsports enthusiast, technical writer, editor, author, and publishing project manager.

Considering its size, price ($420 to $600) and quality, exactly who was this oversize, highly technical tome actually written for? Certainly, not the enthusiast looking to add another coffee table book to his collection. However, if you own a real Ford GT, GT40, Mark II, are considering buying, or in the process, of restoring one, or constructing a replica, it was written for you. Racing historians, research libraries, and racecar museum curators should own copies.


As an automotive journalist, author, editor of Hi-Performance CARS magazine in the 1960s-1970s, who road tested the prototype GT40 Mark III in 1967, was longtime friend of the late GT40 Godfather, Roy Lunn, left, and owner of a 2006 Ford GT, I highly recommend this impressive tome.

Because of the limited number produced (365 copies), I suggest ordering now or be prepared to pay a lot more when copies pop-up on the secondary market. For more information about GT40 UNCOVERED! ordering details, pricing and its publisher, please visit,


You may think that you know everything about GT40s, but this just-published book – FORD GT40 ANTHOLOGY – is true to its sub-title, ‘A unique compilation of stories about these most iconic cars.’ 


Since Hollywood took incredible liberties entertaining us with its blockbuster version of Ford beating Ferrari at Le Mans in 1966 – FORD v FERRARI – there has been a renewed interest in the Ford GT40 and the company’s program which created cars that won the 24 Hours of Le Mans for four straight years. There’s no shortage of GT40-related books – published both before and after the film broke cover. Some focus on engine and car specifications and chassis numbers, others on race records, driver profiles, etc. Pretty dry reading unless you’re restoring a car, own one, or want to impress someone at a cocktail party by rattling off numbers and who won what!

But, FORD GT40 ANTHOLOGY, A unique compilation of stories about these most iconic cars is different. And, what makes it different, also makes it worth buying, even at $90. Publisher Veloce is no stranger to books on this subject, having offered a trio of related titles in their portfolio that were published before this tome. It provides insights to the GT40’s design and racing achievements, starting with the first-built GTs, below, and some well-kept secrets about its development and financial aspects.

Authors John Allen and Graham Endeacott, both Brits, have immersed themselves for years in everything Ford GT/GT40. Allen is a published author and photographer; Endeacott has owned a replica GT40 since the mid-1990s. Allen also co-authored THE FORD THAT BEAT FERRARI, A Racing History of the GT40 with Gordon Jones in 2019. When it comes to Ford GT/GT40 history, these guys are experts.

FORD GT40 ANTHOLOGYGT40 ANTHOLOGY, is highly recommended for serious GT40 nerds who never seem to get enough words and photos about their favorite marque, as well as “newbies” who discovered GT40s watching FORD v FERRARI. That goes for me as well, a veteran enthusiast automotive journalist and magazine editor. What I truly appreciate is the way Allen and Endeacott handled the ever-popular conspiracy theory about Ken Miles being robbed, by Ford, of what could have been his win at Le Mans in 1966, when three Ford Mark IIs crossed the line for an unprecedented 1-2-3 victory. They devote 9 pages, a complete chapter (13) titled DEAD HEAT, to debunking that myth that surfaces every time a new book or film on the subject surfaces.

“… it was claimed by some that when the planned dead heat was announced, somebody from Ford (recollections vary as to who it was) had – allegedly – been sent to ACO to try and get a lap taken off Miles’ car, thus ensuring a win for McLaren and Amon. There’s no evidence in the ACO’s IBM timing records for P/1015 to suggest that any such lap had been removed, and it is difficult to see how it could have been done.”

They finish off the chapter with, “Whatever one’s view of the subject, the fact is that P/1046 and its drivers won according to the race rules, rules that applied to everybody, and nothing what so ever can, or should attempt to, take that victory from them. So … the congratulations rightly went to Bruce McLaren, Chris Amon and GT40P/1046 for winning the 34th Grand Prix d’Endurance -les 24 Heures du Mans!”

FORD GT40 ANTHOLOGYDuring the development of the Ford GT and subsequent GT40 and Mark II, even later when the Mark II was replaced by the Mark IV, Ford’s Roy Lunn who headed up the Le Mans program, was enamored with Ford’s Indy engines. First it was the 1963 aluminum small-block used in Ford’s first Indy car; later with the sophisticated purpose-built four-cam race engine that replaced it in 1964 and went on to dominate Indy 500 racing. The first GTs were powered by the single-cam, two-valve Fairlane based Indy engine, later replaced with 289s.

Ford’s Engine and Foundry Division supplied Lunn with a total of 10 Indy engines, 5 of each version. The authors do a great job of following the applications and use of the engines, supported by photos of the four-cam motor in Bill Wonder’s GT/103, above. Wonder had actually installed it himself. The injected Gen II Indy motor was also considered for use in a modified sports car built around the Mark IV platform. While the Mark IV chassis # J-9 was being built by Lunn’s team at Kar-Kraft, below, it was fitted with one of the four-cam motors. There’s a great photo of that chassis with Indy engine installed, a photo that I’ve never seen before.

GT40 ANTHOLOGY is packed with interesting chapters tracking the history of important cars and their owners, a broad selection of examples of GT40 road and racecar advertising, and the most coverage I’ve yet seen on Safir Engineering, its owner Peter Thorp and the company’s Mark V continuation GT40s. And, how they ended up with rights to “GT40” and Ford not using it for its 2005-2006 modern variant of the GT40. As a genuine GT40 “nerd” and the owner of an ’06 Ford GT, I found the final chapter (32, MARK V) of great personal interest.

I already own just about every book written on the Ford GT/GT40, Mark II & Mark IV road and racecars, and if Allen and Endeacott decide to write another, it will end up in my library! Be aware, FORD GT40 ANTHOLOGY, A unique compilation of stories about these most iconic cars, is a true coffee table book, not the kind you take along to read on an airplane flight. It measures 12 x10.5 inches, is packed with around 500 photos over 320 pages and weighs approximately 5 pounds. It’s a heavyweight read, highly recommended; well worth the $90 tariff.

Check out FORD GT40 ANTHOLOGY, A unique compilation of stories about these most iconic cars @


Racing historian Mike Matune represented the CarGuyChronicles at the Simeone Museum’s BIRTH OF THE FORD GT40 Seminar, and produced this feature.

BIRTH OF THE FORD GT40For an oft-talked about and much analyzed subject like Ford’s iconic GT40, the amount of interest that it still elicits is amazing. A full-house crowd filled the Simeone Foundation Automotive Museum near the Philadelphia, PA airport to hear a panel of renowned GT40 aficionados bring the GT40’s history into sharper focus.

Gathered on the stage, were (L to R) Janos Wimpffen author (Time and Two Seats) and authority on sports car racing, Mike Teske, author (Ford Racing Century), archivist, and creator of the continuation Kar-Kraft/Ford Mark IV and Allen Grant, Shelby American driver. The entire event was ably moderated by Harry Hurst, author and curator of the Glory Days of Racing Facebook Group. Janos Wimpffen (forefront with microphone) kicked off the seminar by setting the stage for the world of international sports car racing Ford entered in the 1960s.

Then Mike Teske, right,  told the story of Ford’s ill-fated efforts to buy Ferrari and their subsequent approaches to English racecar constructors Lotus, Cooper and Lola. Mike’s presentation was backed up by rare documentation from his personal archives. And as if that wasn’t enough, in front of the stage were Allen Grant’s Lola Mark V1 GT and Benjamin Levy’s race-spec, road-worthy GT40 P/1030, below, (originally used by Ford and Shell Oil for advertising, never raced) along with the Simeone Collection’s Alan Mann lightweight XGT-1 (GT40 Mark II) and Ford Mark IV Chassis # J-8). To the back of the lecture area were numerous examples of the First (2005-2006) and Second (2017-2022) generations of the modern Ford GT.

After the BIRTH OF THE FORD GT40 presentation portion of the Seminar, all the cars were exercised behind the museum. In the background flags and lights indicate all is green! On “track” and separated by some 60 years, Alan Grant’s Lola Mark VI GT waits to rejoin the fun as a Second-Generation Ford GT moves past. To some the Lola is the basis for Ford’s subsequent efforts, to others merely the inspiration; either way, it was an important benchmark along the timeline of the original Ford GT/GT40.

In short order, Ford’s Roy Lunn who had been responsible for the Mustang 1, took four building blocks (the Mustang 1 suspension, Indy car engine & Colotti transaxle and Ford Styling’s body shape) and created the Ford 1964 GT. Quickly the development cycle pushed the Mark 1 forward. The original body-shape would be refined to better address aerodynamics. Borrani wire wheels would be replaced with Halibrand cast wheels and powerplants shifted from the 255-inch aluminum Indy small-block to the race-prepped, production-version cast-iron 289, but still with four 48 IDA Weber carburetors.

BIRTH OF THE FORD GT40But racing never stands still and Ford realized they would have to improve the GT40’s overall power to weight ratio to gain a competitive advantage. Enter the Ford GT40 Mark II. Among its advancements were an aluminum-head Ford 427 backed by a Kar-Kraft transaxle, and the resulting chassis modifications to bring it all together.

Long proven in drag and stock cars, the 427 fills the engine bay of the Simeone Collection’s yellow (Alan Mann Racing) XGT-1. Topped by a familiar Holley four-barrel and utilizing an impressive “bundle of snakes” exhaust system, it raced in the fabled 1966 Le Mans contest where Ford scored an impressive 1-2-3 finish. In answer to a question during the BIRTH OF THE FORD GT40 Q&A, the panel acknowledged the race’s controversial finish, but concluded it was accurate based on the rules in effect at the time and a thorough analysis of all available documentation, including lap charts and timing paperwork from ACO/Le Mans, IBM and Shelby.

BIRTH OF THE FORD GT40What could top Ford’s 1966 domination at Le Mans, quite simply, why another victory in 1967 of course! This would be an All-American victory in the new Ford Mark IV. Dan Gurney and A. J. Foyt came home first in the car constructed by Kar Kraft, Ford’s Detroit-based “Skunk-Works”.

The Mark IV also featured a Ford 427, considerably improved by the use of aluminum Tunnel Port heads and intake manifold with a pair of Holley four-barrels. A Kar-Kraft T-44 four-speed transaxle completed the powertrain, same as used in previous year’s Mk IIs.  Simeone’s blue J-8 was the last Mark IV built at Kar-Kraft, with the final four chassis set aside for other projects. The Mark IV platform was all-new, constructed of lightweight honeycomb aluminum in place of sheet steel and aluminum. This Mark IV was raced at Le Mans in 1967 by Holman & Moody, but did not finish the race.

It would prove to be the end of the line for the Ford factory effort as rules changes limited engine displacement to five-liters, eliminating 427 racecars from competition. John Wyer’s “Gulf” GT40 (P/1075) would win two additional times in 1968-1969 before the curtain finally came down on the Ford GT40 at Le Mans.

 Words & Photos (engines, Lola GT, Mark I) by Mike Matune.

Event photos by Andrew Taylor, Simeone Museum.

For more information on the Simeone Foundation Automotive Museum, ranked #1 in the world, please visit

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Thirty years – 1992, 2002, 2012 – of CONCEPT CARS AT THE NEW YORK INTERNATIONAL AUTO SHOW, courtesy of Hemmings’ Mark J. McCourt.


 After a coronavirus-forced two-year hiatus, the New York International Auto Show returned to the recently expanded Jacob K. Javits Center this past April. Billed as America’s longest-running auto show (first held at the original Madison Square Garden on November 3, 1900!), the Big Apple’s celebration of all things automotive has included thousands of fascinating, futuristic one-off concepts and special show cars and trucks through the years. Ford GT40 Concept, top, was displayed at the 2002 NYIAS. CGC editor, Marty Schorr, left, with the IsoRivolta Grifo 90 Concept he arranged for display at the 1992 show.

My first visit to the NYIAS was as a wide-eyed, starstruck teenager in 1990. Attending that show – an experience courtesy of and shared with my dad – was a life-changing event. Until I got my first digital camera in the mid-2000s, I came home each time with pockets filled with spent rolls of 35-mm film, the results of which often (but not always) made it into my many photo albums.

Continue reading this feature and the photo [email protected]

To learn more about the history of the NYIAS, check out


What better venue than the Simeone Museum – displaying the Ford Mark I GT40 that inspired the 2005 Ford GT – could there be for a CAMILO PARDO, FORD GT SEMINAR?


On June 11th, Camilo Pardo will discuss the inspirations he used to design the ’05 Ford GT at an event at the Simeone Museum in Philadelphia, PA. Camilo will have an example of the 2005 model to use in his discussion, alongside the same car Camilo used as inspiration for his design almost two decades ago – the ‘66 Ford Mark I GT40 Mk I, chassis #1030, owned by Benjamin Levy. The event will take place at 11:15 – Noon as part of the Museum’s “Demo Days,” where cars from the collection are driven on the back parking area. The theme of the Demo Day is “Americans at Le Mans.” Historian/photographer Harry Hurst will moderate.

Born in New York City, Camilo moved to Detroit at the age of 10 and had by that age developed a fascination with 1960s and 1970s-era sports cars and modern art. After graduating from Detroit’s prestigious Center for Creative Studies in 1985, Camilo was hired by Ford to work at its Design Center in Dearborn, MI. His assignments included working in the Dearborn Advanced Studios, Ford of Europe Studio in Torino, Italy, and the Design Studios in Cologne, Germany. After 15 years at Ford Motor Company, he took on what was for him the ultimate assignment – a state-of-the-art re-design of the classic Ford GT40 racecar. This project produced the ‘02 Ford GT Concept car.

CAMILO PARDO, FORD GT SEMINARAs Chief Designer of the Ford GT and the SVT Studio, Camilo’s team worked on the 2005 and 2006 production Ford GT. The GT became an instant success capturing the interest of car enthusiasts around the world. GT40 P/1030, above, with prototype ’05 Ford GT

Camilo is also a multi-faceted artist, working in oil paintings, fashion, and furniture. His automotive fine art is highly prized by collectors and Camilo plans to have a sampling on display at the Simeone, available for sale. HIs fashion pieces have been created for auto shows and runway exhibits. Camilo’s industrial design reaches into sculptural furniture design that has made the rounds from art galleries in Metro Detroit, Italy, Japan, and the Contemporary Furniture Fare in New York. Check out Camilo’s art @

For additional information on CAMILO PARDO, FORD GT SEMINAR event, and Museum displays and details, please visit