KEN BLOCK’S AUDI S1 HOONITRON is featured as one of the principal performers in the long-awaited, smokin’ Electrikhana video.

KEN BLOCK’S AUDI S1 HOONITRONA Drift along the famous Eiffel Tower, a spectacular jump from the parking deck of a neighboring hotel, or donuts on the legendary strip in front of spectating Le Mans legend Tom Kristensen: It’s all in a day’s work for Ken Block. Developed and assembled at Audi Sport in Neckarsulm, the all-electric prototype styled by Audi Design is Block’s latest ride.

KEN BLOCK’S AUDI S1 HOONITRON, and other models from Audi Tradition’s collection of treasures splashed during the night-time film shoot in Las Vegas. The US star in the Audi S1 e-tron quattro Hoonitron electrified the gambler’s paradise in Nevada’s desert for several days. Now Ken Block has released  Electrikhana.

“With the S1 Hoonitron we broke entirely new ground at Audi,” says Oliver Hoffmann, Member of the Board for Technical Development at AUDI AG. “Developing a fully electric prototype for the unique requirements of our partner Ken Block was a big and exciting challenge to which the whole team rose with flying colors”.

KEN BLOCK’S AUDI S1 HOONITRONKEN BLOCK’S AUDI S1 HOONITRON has two electric motors, all-wheel-drive, power galore, a carbon fiber chassis, and fully complies with the safety standards of the FIA. Audi Sport developed it as a one-of-a-kind car exclusively for Ken Block. Its body shell, for which Audi Design led by Marc Lichte is responsible, immediately evokes memories of the legendary Audi Sport quattro S1 with which the four rings charged to the top in the famous Pikes Peak hill-climb race. Ken Block and his team engaged in close exchange with the Audi departments during the development of the vehicle.

Alongside the S1 Hoonitron, the Electrikhana film features brief guest appearances by other models from Audi Tradition, such as the Audi 90 IMSA GTO (1989), the Audi 200 Trans Am (1988), the Audi Sport quattro S1 Pikes Peak (1987), the Audi quattro Gruppe B A2 (1984) as well as the Audi R8 LMP and Audi R18 e-tron quattro from Le Mans. Apropos Le Mans: Tom Kristensen, the record winner of the iconic endurance race with nine triumphs under his belt, also makes a brief guest appearance at a red traffic light.

Check out Ken Block’s Hoonigan video @


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,


Driving his Le Mans LMP1 Peugeot 908, Sarasota Café Racer DAVID PORTER WINS MASTERS AT WATKINS GLEN, and remains a dominant force in Masters Endurance Legends USA competition.


David Porter doubled up on his Saturday performance at the Glen by taking another dominant Masters Endurance Legends win in the Masters Historic Race Weekend action at the Finger Lakes Festival. In the 40-minute race, the Peugeot 908 driver created a 38-second margin over his nearest rival, the Whelen Coyote Corvette DP of John Reisman.

Reisman kept well ahead of Travis Engen’s Audi R8 in third, while Jim Devenport took another P2 class win in his ORECA-Nissan 03 by claiming fourth place. Pierce Marshall grabbed fifth overall on his way to a second GT class win, leading home the James Hagan/Kyle Tilley ORECA-Nissan 03 that came all the way from the back.

Will Lin decided another P3 class battle in his favour, his Ligier-Nissan JSP3-15 finishing seventh overall ahead of Francesco Melandi’s similar car. Derek Jones was ninth in Rick Carlino’s ORECA-GM FLM09 while Marcus Jewell (Porsche 997 GT3-R) and Loren Beggs (Porsche 996 GT3 RSR) profited from Douglas Baron’s demise in the Porsche 996 GT3 RS to take second and third in the GT class.

As the second Masters grid out on track on Sunday, the Masters Endurance Legends USA field got going with Porter taking charge from the start, already opening up a big gap to the chasing Reisman and Engen, as Larry Connor’s Audi R8 was a non-starter from its front-row starting position.

After four laps, Porter’s lead over Reisman’s Coyote Corvette DP was up to 12 seconds, with Engen’s Audi R8 following Reisman closely. 22 seconds down was P2 class leader Jim Devenport in his ORECA-Nissan 03, while Pierce Marshall occupied a stunning fifth overall to once again lead the GT class in his Corvette C7.R. Next up were the two P3 Ligier JSP3-15s of Will Lin and Francesco Melandri, the two continuing their battle from Saturday, while coming from the back, the James Hagan/Kyle Tilley ORECA-Nissan 03 was up to eighth. Rounding out the top-ten after ten minutes were the Porsche GTs of Douglas Baron and Marcus Jewell.

It was no change in the top-ten at the 15-minute mark, with Reisman closing slightly on Porter in his Whelen-liveried Corvette DP while inching away from Engen. Outside the top-ten, Loren Beggs ran 11th in his 996 GT3 RSR, followed by Paul Reisman in the invitational 991 GT3-R and Derek Jones in Rick Carlino’s ORECA-GM FLM09. Trailing in 14th was the Brandon Kidd/Kurt Schultz Dallara-built Chevrolet DP, but out was Baron from tenth with a puncture.

Now, with the pit window open, Porter turned up the wick while simultaneously Reisman was the first to pit, momentarily losing second place to Engen as a result. Porter was in next, as were all the rest, Melandri the last one to come in.

When all the stops had panned out, Porter still led Reisman but by six seconds only – the Peugeot 908, however, immediately set fastest lap of the race, with a stunning 1.38.6. Engen trailed Reisman by 34 seconds, with Devenport in the leading P2 car 16 seconds further adrift. Marshall still dominated GTs in fifth, leading the two P3 Ligiers that now sandwiched the Hagan/Tilley ORECA. In ninth and tenth, Jewell and Beggs had each won a place after the demise of Baron. The Kurt Schultz/Brandon Kidd Chevy DP was the next car to retire.

On the next lap, Porter produced a 1.38.3 to blast to a 13-second lead over the Coyote Corvette, while further back Kyle Tilley got the hammer down to move past both Lin and Marshall to be fifth, but class rival Devenport was still a long way away – 23 seconds, to be precise.

At the front, Porter continued to get the diesel power down to increase his advantage to 22 seconds with five minutes still to run. The clock having ticked down, the Peugeot received the checkered flag on lap 23, winning by 38 seconds. Reisman took second, 35 seconds ahead of Engen, with Devenport maintaining fourth ahead of GT class winner Marshall and Tilley who dropped away on the final lap. In seventh, Lin doubled up on P3 wins, again beating Melandri, while Derek Jones got his ORECA FLM09 ahead of the two GT Porsches of Jewell and Beggs, the two taking second and third in the GT class.

For more information about DAVID PORTER WINS MASTERS AT WATKINS GLEN, Masters Historic Racing, and Ron Maydon, its founder & president and Sarasota Café Racer, please visit


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

Follow Harry Hurst, racing historian and author @


Project GTP Hypercar previews the third-generation prototype racecar – 2023: CADILLAC GTP HYBRID HYPERCAR – from Cadillac.


In 2023, Cadillac will contest the IMSA WeatherTech SportsCar Championship and the FIA World Endurance Championship, including the 24 Hours of Le Mans.

“Cadillac will be competing again on the world racing stage, and we are all thrilled to return to Le Mans after 20 years,” said Global Cadillac Vice President Rory Harvey. “By competing in both the 2023 IMSA and WEC championships, Cadillac Racing has the opportunity to demonstrate its capability, craftsmanship and technology.”

Co-developed by Cadillac Design, Cadillac Racing and Dallara, the 2023: CADILLAC GTP HYBRID HYPERCAR incorporates key brand design characteristics. Elements of the brand’s heritage such as vertical lighting and floating blades are present throughout and connect the racecar to the future of Cadillac.

“The Project GTP Hypercar is a unique convergence of form and function and showcases Cadillac’s future performance aesthetic,” said Chris Mikalauskas, lead exterior creative designer, Cadillac. “We have plenty more to come, from the upcoming race car to amazing production vehicles.”

“Competing for the overall win at Le Mans with an iconic American brand like Cadillac is an honor,” said Laura Wontrop Klauser, GM sports car racing program manager. “The entire team is excited to continue building Cadillac’s racing legacy by competing against the very best internationally and in the world’s toughest race.”

2023: CADILLAC GTP HYBRID HYPERCARCadillac’s commitment to performance is embodied in the V-Series portfolio. Its recent expansion includes the CT4-V and CT5-V sedans, Escalade-V as well as the track-capable CT4-V Blackwing and CT5-V Blackwing. The 2023: CADILLAC GTP HYBRID HYPERCAR will begin on-track testing this summer and first race at the Rolex 24 at Daytona in 2023.

Recent Cadillac Racing achievements include:

Winning the IMSA WeatherTech SportsCar Championship three times: 2021, 2018 and 2017

Winning the Rolex 24 at Daytona four times in a row: 2020, 2019, 2018 and 2017

Winning the Michelin North American Endurance Cup four times: 2020, 2019, 2018 and 2017

Prior to competing in the IMSA WeatherTech SportsCar Championship, Cadillac competed in the Pirelli World Challenge Championship, earning five Manufacturer’s Championships (2014, 2013, 2012, 2007, 2005), and five Driver’s Championships (2015, 2014, 2013, 2012, 2005).

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For information about the latest luxury & performance Cadillacs, please visit