With that route closed, it was decided to start the GT project in-house and enlist the help of Eric Broadley of Lola Cars. Lola had produced a mid engined GT car using a Ford 4.2 and it looked a promising basis for development. In 1963 a subsiduary - Ford Advanced Vehicles  - was set up with a couple of dozen employees and a couple of Lola cars to use as the basis for research and development.

The first prototype was completed in April 1964. Measuring just over 40 inches in height, it was christened the GT40. Also housing a 4.2 litre V8, this dry-sumped engine featured an aluminium block and heads, good for 350bhp and 275 lb ft of torque. Racing at Le Mans, the Nurburgring, Reims and Nassau provided valuable development data for the car, including aerodynamic trimming which allowed them to achieve the top speed of 207mph, making it very competitive with the Ferraris of the era.

Mk I

By mid 1965, after some experimentation with engines including culminating in a 4.7 litre V8, Ford was confident enough in the car to put it into limited production. Fifty cars were assembled, enough to satisfy the Production Sports Car homologation regulations and to give enough statistical feedback on the new business of high speed motoring.

A production line was set up in Slough where final assembly took place using components delivered from throughout Europe.

Mk II

The Mark I didn't deliver the number of wins required so a power upgrade was sought. The answer came in the shape of 7 litre V8 that had successfully been used in American Saloon racing. This monster of an engine kicked out 485bhp and an enormous 475 lb ft of torque. Various bodywork changes were necessary and extra ducts and scoops were added to cool the busy components. A success it was though, with the car finishing first, second and third in the Daytona 24 hours.

GT40 a favourite amongst replica builders

Interestingly, the shape of the nose of the GT40 also went through a redesign due to a quirk in the rules for Le Mans. At that time it was necessary to carry a spare wheel in the front of the car which then had to be swapped out at pit stops. The design of the car was changed to a more 'Droop Snoot' style to ease this process.

The greater prize of the 1966 Le Mans 24 hours was still up for grabs. Both Mark I and Mark II GT40's set out to steal the crown. None of the Mk I's finished, but neither did Ferrari leaving the Mk II GT40's to take first second and third. A result, as one might say.

Mk III

During 1967, whilst the Mk II was being built for the track, a Mk 3 GT40 was constructed, targeted at the American market and destined for the road. Styling differed, with two pairs of round headlamps instead of the rectangular units and a longer body to create luggage space. The interior was reworked, rerouting some of the cooling system and placing the gear stick to the centre, as opposed to the right hand lever. A detuned 4.7 litre V8 was used producing 306 bhp. It didn't sell in great numbers.

1967 proved a good year on the track again however. Le Mans once again fell to Ford.

Mk IV

Input from the Advanced Concepts Department of Ford's Special Vehicles facility in Michigan in late 1965 resulted in work on the final incarnation of the car - the Mk IV. The driving concept for this version was the use use of the lightest structural teqhnique then known, aluminium honeycomb. Built in the US using a different frame and bodywork - and returning to the 7 litre engine - they were raced by an American team who again won Le Mans for Ford. This was the ultimate evolution of the car capable of 220mph.

Henry Ford II's dream of GT had turned into a fairy-tale and truly rubbed Ferrari's nose in it. Ford had established itself as a major force in the racing world.

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