Yves... thank you for sharing your photographs with us. Were you at Le Mans in 1966 I wonder? Note the lack of driver's door air scoop. This was added in late 1966 or 1967 to cool the cockpit down in the African sun during its time racing in the Springbok series... Andrew
P1001
- Thread starter jazzyspies
- Start date
-
- Tags
- 1001 1042 gt40p/1001 p/1042
Jim Rosenthal
Supporter
You're right, it IS a typo, my fault, should have read "DB", sorry on that one.
Yes. It would be frowned upon, and illegal in most states that have laws against doing a 'rebody'. There are some states where the laws are a little vague about the legality of a 'chasis replacement'. This has come up a lot since Dynacorn started making repro unibodies for 67/78 fastbacks. I have seen some people get around this with full disclosure to the buyer, but it certainly hurts the value, even if the new (replacement) chasis is from an original car from the same year.
Based on prevailing wisdom, and vintage mustang 'morality', you would have two options. Sell off all the parts to help save some other shelby restoration. Or, use all your original parts and make a "clone" using the VIN from the doner chasis (unibody). I have personnally seen two such restorations that were very wll documented. These cars sold for much more than a garden variety 'clone', but still ~<50% of the value of an original.
I totally agree. i do agree that the full history of the car should be disclosed. (no fraud) But I just don't get why the rusted through example (GT350 barnfind), could not benefit from a nice original body donated by some 6 cylinder mustang. It would be much more "original" than welding in 80% reproduction metal and retaining only the VIN-stamped fender apron spots. (which is perfectly legal).
I know someone that saved an incredibly rare Cougar XR7, by transferring every nut, bolt and washer from the rusted-out original. The car was even checked over by an MCA judge, that did not suspect anything other than a very nice restoration. I would have been proud to own that car and don't think it deserved the 'stigma' of being a 'rebody'.
Sorry - I have come in a bit late on these comments but have just returned back to the UK after an extensive 7 week trip around the world trip to USA on an original parts gathering tour (many thanks to Jay Cushman) and then on to New Zealand to work on my own GT40 project there with Dave Brown & his whole team at Classic Car Developments.
I dont normally risk recommending anyone to anyone but with Dave Brown I was simply blown away with his whole set up and have no fear in recommending him full stop.
My own project is extremely complex in comparison (not that any GT40 is simple!) so this is why I had to arrange my own face to face visit but let me tell you the ability of these guys is amazing and I have had all my worries allayed of selecting Dave to build the car as opposed the alternatives.
So, why David Brown?
1. Authentic? = Yes, best in the world without any doubt.
2. Accurate? = Totally spot on. All press tooling based on original FAV drawings so the panel fit and subsequent chassis integrity is simply 100%.
Shortcuts on design/assembly/welding? = Nope. I cant write anything more about this though but those in the know will understand
3. Fully in-house? = Yes., therefore full control over quality & build is therefore achieved with every process.
4. Price? = CCD's tub is the best quality AND best value for money so there no more discussion needed
Dave Brown seems to like to keep a low profile as he has some top end customers for the GT40's as well as Jaguar C, D & XK's that he also manufactures there, but if you take the time to investigate then you will see he is a big player, if not the biggest with some 12 or so correct spec GT40's built to date.
As far as the geographical Distance to CCD, if you have any worries then just speak to Dave Brown and I'm sure you will quickly build up your confidence. In any case the world is a small place with phones/skype/email so its simple to keep your finger on the pulse.
Best regards
Paul
PS: Andrew - your car looks just great by the way. I have a few pics if you want them but I guess you have everything already.
Re: P/1042 (1001)
I know forum supporters have been patiently awaiting news of P/1042 (1001). Things have been a little slow due to a reshuffle at the works in New Zealand, but I am assured that steady progress is being made, so I thought you might like to share in the “story” of the car and rehash it’s history, from what I have found so far. It’s as accurate as I believe to be true, but unless we develop a time machine, then we’ll never know for certain, how some of our beloved cars (and associated parts) have found themselves today in 2013. I thank people like Ronnie Spain, John Allen, Gordon Jones, Jay Cushman, Stuart Mathieson, David Brown, Andy Booth, John Christian and many others for their involvement, in helping to unearth various elements of its history. I hope you enjoy the short article below, for what it’s worth.
-RECONSTRUCTING A LEGEND-
The GT40 bug hit me about thirty years ago, while reading an old magazine road test, Autocar I believe. I can vividly recall being thrilled by a white GT40 being driven in excess of 150 mph on some English dual carriageway in the 1960s and how the test driver sped passed a waiting Police car, only laughing to himself how they couldn’t ever catch him; how times have changed!
Following a succession of replica GT40s, I realised that nothing but an original would satisfy my craving, so I began looking around for a suitable car. It soon became apparent that even those cars built using Tennant panels during the 1990s by Brian Wingfield, but wearing original GT40 VINs were not within my reach. One of these cars was offered to me for “an offer North of $3.5 million”!
A deal with a fellow club member sadly fell through, so I was left looking at a possible Mirage, Gox, Gelsco or Holman tub. None of these options were really open to me because it looked as if they’d take too long to construct or were outside of my budget. I can’t recall how I came across Classic Car Developments in New Zealand, but a deal was struck in November 2009. This had the added benefit that they had built a number of tubs or panels for original cars when their chassis’s were either rusted through or crash damaged. Hence, my tub does include a number of renovated panels from original cars which have, themselves, undergone restoration.
I am not certain whether this is down to good planning or pure coincidence, but the chassis number of my car is “P/1042” and declared on the official records as “manufactured 1966”. For legal reasons, I must differentiate between my car and “GT40P/1042”, although both cars were painted yellow around 2000 and might have some Franco Sbarro connection. I can say nothing more, other than I can prove provenance dating back to 1994 when P/1042 was imported into the UK. Before this, it appears Jean Blaton owned the car, as he wished to find his old GT40 which he previously enjoyed in the 1960s i.e. GT40P/1041, but as he couldn’t locate it, the next best thing was 1042. I do not know how true that story is however.
Interestingly, “word on the street” reports that GT40 P/1042 was rebuilt following the fire which consumed it back in 1968/69 and ran through various owners being painted blue, yellow then more lately returned to the striking red & white livery of the Scudery Filipinetti team, taking part in historic races from the mid 1980s. As stated, one such owner was the said Jean Blaton, a Belgium racing driver, who, as I have stated above, owned GT40P/1042 in the early 1990s and who painted it Belgium racing yellow.
However, the story goes on- I needed a shell to clothe my partly period original/ mostly remanufactured monocoque chassis in, when Frank Catt of Wealdon Engineering said he knew where an original shell was for sale. This was swiftly purchased, and my car was, hence, reconstructed using the fibreglass body shell off GT40 P/1001, the 1965 New York Motor Salon and World’s Fair show car, it being one of the most campaigned GT40s, taking part in no less than 29 races between 1966 and 1969.
In June 1966 the car took part in the 24 hours of Le Mans, being driven by Jacky Ickx & Jochen Neerpasch. Numbered car “60”, resplendent in the white with red & black stripes of the Essex Wyer company, it failed to complete the race, grinding to a halt in the early hours of Sunday morning, but as all GT40 aficionados will recall, Ford GT40s took the most historic of wins that year, placing 1st, 2nd & 3rd overall, in a well documented photo finish.
In August 1966 The car, numbered “109”, driven by Alan Rees, failed to finish at Brands Hatch, but managed a creditable 10th place at Zeltweg, driven by Innes Ireland & Mike Spence. However, it failed again to finish its next couple of races at Kyalami, with David Hobbs & Mike Spence and at Killarney, with David Hobbs & Mike Hailwood, during the month of November. The car ended the 1966 season out in South Africa being campaigned in the Springbox series, now painted white with green stripes, it recorded the following results; Kumalo, driven by Hobbs finishing 1st, Kumalo, driven by Hailwood finishing 1st, Lourenco Marques, driven by Hobbs finishing 2nd, Pietermaritzburg, driven by Hobbs & Hailwood, again finishing 1st, thus ending 1966 with a string of successes under its belt.
Over the next three years the car saw action at Snetterton, Silverstone, Crystal Palace, Oulton Park, Brands Hatch, Croft, Zeltweg, Monza, Zandvoort, Nuerburgring, Spa, Vila Real, Hockenheim, and its final event in August 1969 at Thruxton, where Matt Daghorn steered it into 7th place, a worthy conclusion to this GT40s racing career.
Thus, during 1966 to 1969, the car found itself being raced by a number of well known personalities such as; Jacky Ickx, Jochan Nerpasche, Allan Rees, Innes Ireland, Mike Spence, Mike Hailwood, David Hobbs, Denis Hulme, Frank Gardner, Charles Lucas, Roy Pike, John Raeburn, Martin Shenken, Andrew Cox, Ian Williams, Nicholas Granville-Smith and the aforesaid Matt Daghorn.
I have a series of monochrome photographs taken by a friend of the then owner, Terry Smith of Tunbridge Wells who, along with the previous secretary of the GT40 Enthusiasts Club, David Scaif, drove 1001 to Maidstone Police Station for road registration in 1970. Please note the wide rear grill which first appeared on the car in 1967. The reason for this unusual modification is unknown, but at least it is a significant land mark to look out for in period photographs. The other slightly less unusual detail is the fact this is a “cross over” car, meaning that while it has two fuel tanks, they are both interconnected, resulting in only one, offside, fuel filler; a Le Mans 1966 modification I believe.
a point of interest, is that as GT40P/1000 was destroyed in Bob MacLean’s fatal accident, when his Comstock-sponsored GT40 exploded in a fiery crash during the 1966 race at Sebring in Florida, means that the bodywork off 1001 is probably the oldest surviving gT40 shell around today.
My car, VIN “P/1042” and registered “JFL 97D” was, hence, reconstructed using one of the most original and historic body shells available.
The photograph showing the rear clip being renovated illustrates the archaeology of paint layers reflecting the various race teams. It surprised me to think that paint was simply applied on top of other layers, thus entombing the history of the car until revealed in Lee Dawson’s workshop.
During reconstruction of “JFL 97D”, No period detail was overlooked, and the vast majority of parts haven’t only come from GT40s, but are, in themselves, over 45 years old; from the 1965 DS25/ZF-0 gearbox, 1965 289 cu ins HiPo-GT40 V8, single nostril panel from P/1020 (the ex-Le Mans museum car), original GT40 BRM magnesium wheels shod with Dunlop racing crossply tyres, to the minor items such as: period Fispa fuel regulator, Italian 48 IDA Webbers, FAV inlet Manifold, and even original-style, rapidly decaying magnesium suspension uprights.
As the reconstruction progressed, more and more original & period parts became available to me via suppliers and I soon found myself ditching reproduction parts, replacing them with somewhat tired originals, ones which had seen real “life”. An example of this is my radiator which came from a retired JW Automotive engineer. The radiator had been built by Serck Services of London back in the day. It needed repairing, so I had the modern reincarnation of the company, now called “Serck of Hayes, Middx” repair it, a nice touch with continuing provenance I feel.
One of the biggest coincidences happened during a conversation about my 1965 289 cu ins engine, which had come from Mathwall Engineering. The cylinder heads are genuine C6FE ones and came from GT40P/1079, but the short motor was unknown. That is before Stuart Mathieson checked his records, informing me that my engine had come from a yellow GT40 in the late 1980s. Only Jean Blaton’s 1042 for heaven’s sake!
Hence, my GT40 is a “mongrel” of not only original, but period parts coming from the following cars: GT40P/1001, 1002, 1005, 1009, 1020, 1026, 1032, 1042, 1045, 1079 and 1088. The hundreds of other parts come from unknown GT40s although perhaps, one day, each of them will reveal themselves!
As a caveat, my latest acquisition is an original bronze medal, a trophy won by Mike Salmon for coming 2nd overall in his GT40 during the 1967 Martini International Trophy race at Silverstone. In this race the shell of my GT40 took part, but failed to finish, whereas my steering wheel, off Salmon’s GT40P/1026, won the trophy!
This project began in November 2009 and is hoped to be completed by late Autumn 2013, ready for the Goodwood Festival of Speed and Le Mans Classic 2014, although it will still have to go through the FIA’s Historic Technical Passport inspection, in order to make sure it complies with 1966 homologation standards and be thus, eligible for the European classic sports racing series.
Readers can imagine how excited I’ll be when my wife, Debbie, and I, travel down to Southampton in order to collect my fully reconstructed 1966 Ford GT40 from the docks. I am not sure I will sleep a wink that night!
Andrew Komosa (June 2013).
I know forum supporters have been patiently awaiting news of P/1042 (1001). Things have been a little slow due to a reshuffle at the works in New Zealand, but I am assured that steady progress is being made, so I thought you might like to share in the “story” of the car and rehash it’s history, from what I have found so far. It’s as accurate as I believe to be true, but unless we develop a time machine, then we’ll never know for certain, how some of our beloved cars (and associated parts) have found themselves today in 2013. I thank people like Ronnie Spain, John Allen, Gordon Jones, Jay Cushman, Stuart Mathieson, David Brown, Andy Booth, John Christian and many others for their involvement, in helping to unearth various elements of its history. I hope you enjoy the short article below, for what it’s worth.
-RECONSTRUCTING A LEGEND-
The GT40 bug hit me about thirty years ago, while reading an old magazine road test, Autocar I believe. I can vividly recall being thrilled by a white GT40 being driven in excess of 150 mph on some English dual carriageway in the 1960s and how the test driver sped passed a waiting Police car, only laughing to himself how they couldn’t ever catch him; how times have changed!
Following a succession of replica GT40s, I realised that nothing but an original would satisfy my craving, so I began looking around for a suitable car. It soon became apparent that even those cars built using Tennant panels during the 1990s by Brian Wingfield, but wearing original GT40 VINs were not within my reach. One of these cars was offered to me for “an offer North of $3.5 million”!
A deal with a fellow club member sadly fell through, so I was left looking at a possible Mirage, Gox, Gelsco or Holman tub. None of these options were really open to me because it looked as if they’d take too long to construct or were outside of my budget. I can’t recall how I came across Classic Car Developments in New Zealand, but a deal was struck in November 2009. This had the added benefit that they had built a number of tubs or panels for original cars when their chassis’s were either rusted through or crash damaged. Hence, my tub does include a number of renovated panels from original cars which have, themselves, undergone restoration.
I am not certain whether this is down to good planning or pure coincidence, but the chassis number of my car is “P/1042” and declared on the official records as “manufactured 1966”. For legal reasons, I must differentiate between my car and “GT40P/1042”, although both cars were painted yellow around 2000 and might have some Franco Sbarro connection. I can say nothing more, other than I can prove provenance dating back to 1994 when P/1042 was imported into the UK. Before this, it appears Jean Blaton owned the car, as he wished to find his old GT40 which he previously enjoyed in the 1960s i.e. GT40P/1041, but as he couldn’t locate it, the next best thing was 1042. I do not know how true that story is however.
Interestingly, “word on the street” reports that GT40 P/1042 was rebuilt following the fire which consumed it back in 1968/69 and ran through various owners being painted blue, yellow then more lately returned to the striking red & white livery of the Scudery Filipinetti team, taking part in historic races from the mid 1980s. As stated, one such owner was the said Jean Blaton, a Belgium racing driver, who, as I have stated above, owned GT40P/1042 in the early 1990s and who painted it Belgium racing yellow.
However, the story goes on- I needed a shell to clothe my partly period original/ mostly remanufactured monocoque chassis in, when Frank Catt of Wealdon Engineering said he knew where an original shell was for sale. This was swiftly purchased, and my car was, hence, reconstructed using the fibreglass body shell off GT40 P/1001, the 1965 New York Motor Salon and World’s Fair show car, it being one of the most campaigned GT40s, taking part in no less than 29 races between 1966 and 1969.
In June 1966 the car took part in the 24 hours of Le Mans, being driven by Jacky Ickx & Jochen Neerpasch. Numbered car “60”, resplendent in the white with red & black stripes of the Essex Wyer company, it failed to complete the race, grinding to a halt in the early hours of Sunday morning, but as all GT40 aficionados will recall, Ford GT40s took the most historic of wins that year, placing 1st, 2nd & 3rd overall, in a well documented photo finish.
In August 1966 The car, numbered “109”, driven by Alan Rees, failed to finish at Brands Hatch, but managed a creditable 10th place at Zeltweg, driven by Innes Ireland & Mike Spence. However, it failed again to finish its next couple of races at Kyalami, with David Hobbs & Mike Spence and at Killarney, with David Hobbs & Mike Hailwood, during the month of November. The car ended the 1966 season out in South Africa being campaigned in the Springbox series, now painted white with green stripes, it recorded the following results; Kumalo, driven by Hobbs finishing 1st, Kumalo, driven by Hailwood finishing 1st, Lourenco Marques, driven by Hobbs finishing 2nd, Pietermaritzburg, driven by Hobbs & Hailwood, again finishing 1st, thus ending 1966 with a string of successes under its belt.
Over the next three years the car saw action at Snetterton, Silverstone, Crystal Palace, Oulton Park, Brands Hatch, Croft, Zeltweg, Monza, Zandvoort, Nuerburgring, Spa, Vila Real, Hockenheim, and its final event in August 1969 at Thruxton, where Matt Daghorn steered it into 7th place, a worthy conclusion to this GT40s racing career.
Thus, during 1966 to 1969, the car found itself being raced by a number of well known personalities such as; Jacky Ickx, Jochan Nerpasche, Allan Rees, Innes Ireland, Mike Spence, Mike Hailwood, David Hobbs, Denis Hulme, Frank Gardner, Charles Lucas, Roy Pike, John Raeburn, Martin Shenken, Andrew Cox, Ian Williams, Nicholas Granville-Smith and the aforesaid Matt Daghorn.
I have a series of monochrome photographs taken by a friend of the then owner, Terry Smith of Tunbridge Wells who, along with the previous secretary of the GT40 Enthusiasts Club, David Scaif, drove 1001 to Maidstone Police Station for road registration in 1970. Please note the wide rear grill which first appeared on the car in 1967. The reason for this unusual modification is unknown, but at least it is a significant land mark to look out for in period photographs. The other slightly less unusual detail is the fact this is a “cross over” car, meaning that while it has two fuel tanks, they are both interconnected, resulting in only one, offside, fuel filler; a Le Mans 1966 modification I believe.
a point of interest, is that as GT40P/1000 was destroyed in Bob MacLean’s fatal accident, when his Comstock-sponsored GT40 exploded in a fiery crash during the 1966 race at Sebring in Florida, means that the bodywork off 1001 is probably the oldest surviving gT40 shell around today.
My car, VIN “P/1042” and registered “JFL 97D” was, hence, reconstructed using one of the most original and historic body shells available.
The photograph showing the rear clip being renovated illustrates the archaeology of paint layers reflecting the various race teams. It surprised me to think that paint was simply applied on top of other layers, thus entombing the history of the car until revealed in Lee Dawson’s workshop.
During reconstruction of “JFL 97D”, No period detail was overlooked, and the vast majority of parts haven’t only come from GT40s, but are, in themselves, over 45 years old; from the 1965 DS25/ZF-0 gearbox, 1965 289 cu ins HiPo-GT40 V8, single nostril panel from P/1020 (the ex-Le Mans museum car), original GT40 BRM magnesium wheels shod with Dunlop racing crossply tyres, to the minor items such as: period Fispa fuel regulator, Italian 48 IDA Webbers, FAV inlet Manifold, and even original-style, rapidly decaying magnesium suspension uprights.
As the reconstruction progressed, more and more original & period parts became available to me via suppliers and I soon found myself ditching reproduction parts, replacing them with somewhat tired originals, ones which had seen real “life”. An example of this is my radiator which came from a retired JW Automotive engineer. The radiator had been built by Serck Services of London back in the day. It needed repairing, so I had the modern reincarnation of the company, now called “Serck of Hayes, Middx” repair it, a nice touch with continuing provenance I feel.
One of the biggest coincidences happened during a conversation about my 1965 289 cu ins engine, which had come from Mathwall Engineering. The cylinder heads are genuine C6FE ones and came from GT40P/1079, but the short motor was unknown. That is before Stuart Mathieson checked his records, informing me that my engine had come from a yellow GT40 in the late 1980s. Only Jean Blaton’s 1042 for heaven’s sake!
Hence, my GT40 is a “mongrel” of not only original, but period parts coming from the following cars: GT40P/1001, 1002, 1005, 1009, 1020, 1026, 1032, 1042, 1045, 1079 and 1088. The hundreds of other parts come from unknown GT40s although perhaps, one day, each of them will reveal themselves!
As a caveat, my latest acquisition is an original bronze medal, a trophy won by Mike Salmon for coming 2nd overall in his GT40 during the 1967 Martini International Trophy race at Silverstone. In this race the shell of my GT40 took part, but failed to finish, whereas my steering wheel, off Salmon’s GT40P/1026, won the trophy!
This project began in November 2009 and is hoped to be completed by late Autumn 2013, ready for the Goodwood Festival of Speed and Le Mans Classic 2014, although it will still have to go through the FIA’s Historic Technical Passport inspection, in order to make sure it complies with 1966 homologation standards and be thus, eligible for the European classic sports racing series.
Readers can imagine how excited I’ll be when my wife, Debbie, and I, travel down to Southampton in order to collect my fully reconstructed 1966 Ford GT40 from the docks. I am not sure I will sleep a wink that night!
Andrew Komosa (June 2013).
Attachments
-
010 1966The Start.jpg -
070 dawson rear.jpg -
100 000b Chassis 1000 No18 Seb 66 crashing.jpg -
1001 le mans 66 gendarme.jpg -
360ssis1001no41cp67.jpg -
180b Drivers Photographs.jpg -
365 offsiderear.jpg -
367 lookinginto doorscoopandwheelarch.jpg -
Resize box good front.jpg -
1042 Monza Fire.jpg -
GT40P1001 Hulme Interior.jpg -
540 ak thumbs up.jpg
Hi Andrew,
Thanks for the update. The finish line is getting close !
All the best, Steve
Thanks for the update. The finish line is getting close !
All the best, Steve
P/1042 (1001)
"SHAZAM"... an update from New Zealand! Pictured here is the rear bodywork off GT40P/1001 now in primer and fitted to the monocoque. All the pipework is dry fitted, suspension been on and off, steering, brakes and radiator in, then tantalisingly removed before painting. Looking back at the 1970 images, note how the rectangular slots have been filled, but are still feintly present. I'll keep the outline, as it illustrates the historical changes to the shell. Otherwise, an original-style wiring loom has been located and it looks like the car might just be completed in the New Year... Andrew
"SHAZAM"... an update from New Zealand! Pictured here is the rear bodywork off GT40P/1001 now in primer and fitted to the monocoque. All the pipework is dry fitted, suspension been on and off, steering, brakes and radiator in, then tantalisingly removed before painting. Looking back at the 1970 images, note how the rectangular slots have been filled, but are still feintly present. I'll keep the outline, as it illustrates the historical changes to the shell. Otherwise, an original-style wiring loom has been located and it looks like the car might just be completed in the New Year... Andrew
Attachments
Doc Watson
Lifetime Supporter
"Interestingly, “word on the street” reports that GT40 P/1042 was rebuilt following the fire which consumed it back in 1968/69 and ran through various owners being painted blue, yellow then more lately returned to the striking red & white livery of the Scudery Filipinetti team, taking part in historic races from the mid 1980s. As stated, one such owner was the said Jean Blaton, a Belgium racing driver, who, as I have stated above, owned GT40P/1042 in the early 1990s and who painted it Belgium racing yellow."
I find this very interesting as I have an original rear clip reputedly from P1041 and was a racing spare.
When I recieved the clip I investigated the history of paint and it looks like this...
Looks like, from bottom to top.....
Glass - Blue - Gulf Blue? (yea right) - Yellow (Beurly?) - white primer - yellow gelcoat - red wash
The red wash was applied by Ray Webber, it had a yellow gelcoat applied by Chris Melia who I bought it from way back when (about 2006) prior to this it follws youe description quoted but 2 shades of blue are shown.
I wonder if there is a strip under there... as my 'mancave' is finally sorted I will investigate that tonight with some soft strokes of 800 grit.
As always Andrew you car looks superb.
I find this very interesting as I have an original rear clip reputedly from P1041 and was a racing spare.
When I recieved the clip I investigated the history of paint and it looks like this...
Looks like, from bottom to top.....
Glass - Blue - Gulf Blue? (yea right) - Yellow (Beurly?) - white primer - yellow gelcoat - red wash
The red wash was applied by Ray Webber, it had a yellow gelcoat applied by Chris Melia who I bought it from way back when (about 2006) prior to this it follws youe description quoted but 2 shades of blue are shown.
I wonder if there is a strip under there... as my 'mancave' is finally sorted I will investigate that tonight with some soft strokes of 800 grit.
As always Andrew you car looks superb.
Attachments
Last edited:
Re: "P/1042"(1001)
Thanks Doc and every one else. Also thanks to Rich Brookes for this fascinating email received by me this week which I copy, in its entirity, below and adds to the overall picture nicely-
"Hi Andrew,
Was just doing some research on my 2005 Ford GT Essex Wire Tribute car and found your post in the GT40 forum. Congratulations on the build! Your history of the parts for your car is superb and I
thought you might like this pic that another Ford GT owner sent me some time back to add to your collection. As his story goes his Dad owned a car dealership in TX (Hamon Ford) and they used
to race with Carroll Shelby back then. Supposedly his Dad took the picture in LeMans before the engine expired.
Once again amazing story and I will watch the process of your car.
Here is a link to the new Ford GT forum about my car.
Essex Wire "tribute" car
I run a small business that works just on the new 2005-6 Ford GT. Check out our "About Us" on our website if you get a chance.
The GT Guy LLC - Specializing in Ford GT performance upgrades, custom mods, and repair
Rich Brooks
The GT Guy LLC"
Thanks Doc and every one else. Also thanks to Rich Brookes for this fascinating email received by me this week which I copy, in its entirity, below and adds to the overall picture nicely-
"Hi Andrew,
Was just doing some research on my 2005 Ford GT Essex Wire Tribute car and found your post in the GT40 forum. Congratulations on the build! Your history of the parts for your car is superb and I
thought you might like this pic that another Ford GT owner sent me some time back to add to your collection. As his story goes his Dad owned a car dealership in TX (Hamon Ford) and they used
to race with Carroll Shelby back then. Supposedly his Dad took the picture in LeMans before the engine expired.
Once again amazing story and I will watch the process of your car.
Here is a link to the new Ford GT forum about my car.
Essex Wire "tribute" car
I run a small business that works just on the new 2005-6 Ford GT. Check out our "About Us" on our website if you get a chance.
The GT Guy LLC - Specializing in Ford GT performance upgrades, custom mods, and repair
Rich Brooks
The GT Guy LLC"
Attachments
P/1042(1001)
Coming in thick & fast at the moment! I've just got a bit more Le Mans 1966 memorabilia in the form of an original entry ticket, as GT40P/1001 was car No.60 driven by Ickx and Nerspach for the Essex Wire team, as detailed in Rich Brooks photograph above. The 66 ticket is green, the other two are from 65 and 70.. Andrew
Coming in thick & fast at the moment! I've just got a bit more Le Mans 1966 memorabilia in the form of an original entry ticket, as GT40P/1001 was car No.60 driven by Ickx and Nerspach for the Essex Wire team, as detailed in Rich Brooks photograph above. The 66 ticket is green, the other two are from 65 and 70.. Andrew
Attachments
P/1042 (1001)
Hello... all the parts now fitted are period original e.g. the door handles were bought off EBay described as "bonnet latches", but when I got my sticky mits on them, they turned out to be off an original GT40 as witnessed by the embossed serial number on the rear of the handle. It's a part number which looks like a cast on dymo lable! Lights all original, but I added the Le Mans marker because it had in 1966/67, but lost it by 1970 when the wheel arches had been extended (see earlier monochrome photos). This is the story so far- Andrew
Hello... all the parts now fitted are period original e.g. the door handles were bought off EBay described as "bonnet latches", but when I got my sticky mits on them, they turned out to be off an original GT40 as witnessed by the embossed serial number on the rear of the handle. It's a part number which looks like a cast on dymo lable! Lights all original, but I added the Le Mans marker because it had in 1966/67, but lost it by 1970 when the wheel arches had been extended (see earlier monochrome photos). This is the story so far- Andrew
Attachments
Jim Rosenthal
Supporter
Brian, shoot us some photos of both cars, would you? We have a foot of snow on the ground here and there is no fun driving for the foreseeable future. Give us a fix of sunny days and hot cars, please.....