This is always a fascinating subject, particularly for Pathfinder as we are working with customers who are intent on having as-close-to-original details on their GT40Rs. Picking up on Alan's list of deviations, I thought you might be interested in how they compare with a Pathfinder GT40R (indicated in
BLUE).
- Wilwood brakes with drum-type parking brake, cables and center lever vs. Dunlop or Kelsey-Hayes. Pathfinder is using FIA-approved Girling brakes for their FIA cars.
- AC evaporator box where oil tank or spare tire might be, AC condenser in front of radiator; reciever-dryer, hoses, etc., AC compressor on motor vs no A/C. Pathfinder GT40Rs do not have a/c installed (although it is a rarely requested option) so this is as per the original.
- Ventilated seats simulated out of carved foam vs. webbing-suspended parachute cloth. Pathfinder builds its own seats, both racing spec and original style, using either original-style black parachute nylon material or Nomex to comply with some racing regs.
- Cable shift in center-shift cars vs. rod shift on RHS or at center in Mk IIIs. The Pathfinder GT40R comes with right hand steering and right hand rod shift linkage like the originals.
- Fuel tank crossover by flexible hose across engine bay vs. (this seems to vary among originals). Working with Fuel Safe and Olthoff Racing, FIA approved fuel cells replace the SPF tanks.
- Stainless steel fuel tanks vs. form-fitting bladders. Some original equipment would not pass scrutineering today, including the fuel tanks. For this reason, Pathfinder decided to go with FIA FT-3 spec fuel cells. Given the fuel tanks' location and the danger they potentially create in the event of a side-on collision, this is the only reasonable solution.
- Pedal cluster welded steel vs. cast aluminum. Original magnesium pedal box is available as an option.
- Sponson ribs slightly different (see other thread). There are actually variations among the original cars in the sponson ribs. I'm not sure there is a single correct style.
- Bilstein shocks vs. whatever. Original shocks available as an option.
- Aluminum wheels (vs. Magnesium?). While very expensive, original magnesium wheels are available as an option.
- Aluminum uprights (vs. Magnesium?). Original upright castings in aviation-spec magnesium available as an option.
- MK II exhaust in carbon steel, vs. stainless. Original and custom exhaust available as an option.
- Muffler vs. straight megaphone. Pathfinder GT40Rs have straight megaphones with customer option of 3", 4", or massive 5" outlets.
- Engine variations (eg, Windsor. Listed for completeness, although technically not under SPF's control). FIA-eligible 289/302 engines built by Holman Moody are standard on the Mk I; FIA-eligible 427 FE engines by Holman Moody are used for the Mk IIs.
- Ford interior mirror vs. Lucas. Please note the photos of our GT40Rs: Unless specified otherwise by the customer, we use genuine reconditioned Lucas 608 mirrors.
- Galvanized frame (I think Mk V's did as well, but then they have their own set of differences). Rustable frames may be available by special order.
- ZF vs T-44 transaxle in Mk IIs. T-44s can be built by Holman Moody as an expensive option for the Mk II - figure about $35,000.
One item Alan left out was that most original GT40 Mk I's did not benefit from a roll cage inasmuch as the monocoque was accepted back in the day as being sufficiently safe. No more. Several original GT40s have had roll cages retrofitted into them (Holman Moody was adding them to their Mk IIs back in the mid-'60's). All Pathfinder GT40Rs come standard with a six-point roll cage with side intrusion protection. If you plan on racing your GT40, you'd be crazy not to have a roll cage - period.
Also, many of the less-than-usually requested features are offered as options to keep our prices competitive. For example, unless you wish to enter FIA sanctioned racing events in Europe, there is little reason to specify magnesium components over aluminum, especially given their short operational life. Our standard GT40R is ready-to-race, and meets HSR and several other sanctioning body technical requirements for about $129,000. That said, we are preparing an FIA-spec car for Europe that will include all of the required bits to achieve an FIA Historic Technical Passport (HTP).
When you consider that a Gelscoe GT40 costs an extra $325,000± over the cost of a standard Pathfinder GT40R, that 5-10% difference in accuracy works out to cost a buyer between $32,000 and $64,000 per percentage point. My suggestion? Buy a Pathfinder GT40R, and with the money saved get an Ariel Atom
and a Ferrari 458 Italia to boot.
Just a thought ...