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But it was not in any way his condo bangkok for sale (relevant website) creation. Negstad says, “a trial-and-error man” working in a “terribly old, obsolete building lit by a single 40-watt bulb.” The attraction for Ford was not Broadley’s design expertise, but rather his ability to quickly build what they wanted, plus the availability of a car of somewhat similar configuration that could serve as a driveable test bed while Ford’s own design was coming together.
At least this non-Ford part could be used to take the blame for an even more fundamental problem: The 289-cid V-8 itself just wasn’t up to the demands placed on it. Ford engineers started a new test program with some of their computer-savvy engineers (suspension guru Klaus Arning and Barney Larkin among them) during which a mathematical model of the Le Mans circuit was created. To achieve the kind of performance the GT was capable of (Ginther had apparently seen something like 210 mph on the Mulsanne straight at Le Mans), the little powerplant had been overstressed; several of the well-publicized “gearbox failures” of 1964 and after were, in fact, fatal engine malfunctions.
Some were minor (during one 1000-kilometer race the car was retired after either a distributor problem — the official reason — or because the wheel nuts wouldn’t stay tight on their studs). But time had run out for the Mark 6. Construction of Ford’s design was well under way and, of the three Mark 6s built, two became test mules for Ford, while the third was sold to Texas oilman and race team owner John Mecom, who gave it a Chevrolet engine. Some were major (a crash at Le Mans was blamed on gearbox failure, although some accounts point to a serious aerodynamic problem as the culprit). In March 1964, the Ford GT was presented to the automotive press at the New York Auto Show.
The AQ story had been culled from a paper submitted to the Society of Automotive Engineers plus, apparently, some material prepared for a lecture Lunn was to present. The story’s trail led from that innocuous sentence to retired Ford project engineer Bob Negstad, who was assigned to what would become the Ford GT project in its earliest days. Henry Ford II wanted to change that. Fords had won races on lots of tracks in lots of series by the early 1960s, but the 24-hour sports-car endurance classic at Le Mans was not on that list. Dearborn? That’s a heckuva long way from Slough Trading Estates in England.
Both, of course, used the small Ford V-8 powerplant, though the GT’s was brought up to what the press releases called “Indianapolis” specification in terms of internal upgrades and carburetion. Both had fiberglass body panels as well. Dimensionally, the two cars were close; the Ford GT had a 95-inch wheelbase, three inches longer than that of the Mark 6, was slightly wider, and considerably heavier, at a dry weight of 1820 pounds, versus the Mark 6’s 1,465 pounds.
At introduction time, Ford was being quite open about the GT’s gestation, giving full credit to its own people in Dearborn and in England. For more information on the the 1964-1967 Ford GT classic car, continue on to the next page. As a result of Ford’s new policy on the 1964-1967 GT, Lola’s role was given increasing prominence in print as time passed, even though Broadley himself had quickly grown tired of battling with Lunn and Wyer over design details. Word came down from the top that nobody at Ford, save designated spokesmen, was to talk to the press about the Ford GT. But somewhere along the way that changed, perhaps as a nervous reaction to the AMA ban on manufacturers’ direct participation in motorsport then still in effect.
