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AFX Ford GT40 MKIV

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  • AFX Ford GT40 MKIV

    Latest update:


    Screenshot 2021-11-18 154149.jpg

  • #2
    Looks good.

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    • #3
      Looking forward to seeing this on my scenic track

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      • #4
        There were only FIVE Ford Mk.IVs that ever raced in 1967: 1. The converted J Car (Ken Miles was killed in the other one one testing in the Fall of 1966 at Riverside) that was raced and won at Sebring; 2. The four new Mk.IVs built and raced at Le Mans. Let's hope that ALL FIVE are released, as well as the three Mk.IIBs that backed them up at that famous race.......

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        • #5
          And then add a Chaparral 2F and Ferrari 330P4 to the mix…

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          • #6

            The Shelby American Collection website contains the following:

            The first prototype, J-1 was finished in January 1966 and shown to the public at the Le Mans trials in April. After testing, the car required extensive modifications, mostly aerodynamic; thus it could not be made ready for the race in June. Two other prototypes, J-2 and J-3, were built that year and tested in the wind tunnel and on the track, resulting in more changes (and sadly, the death of Ken Miles in J-2 that August at Riverside). A fourth prototype, finished in January 1967, was quickly converted to Mk IV specifications and became the first J-Car to race, and win, under Mario Andretti and Bruce McLaren at the Sebring 12 Hours. But in a way, that was just a test run, too. Chassis J-5 through J-8, completed in early 1967 with the latest modifications, were designed, built and prepared specifically to win just one race, that year’s Le Mans 24 Hours. The four were said to have cost $1 million each, in 1966 dollars!

            Ford split its preparation and entry bets, using Shelby American to prepare J-5 and J-6 And – keeping its NASCAR/Firestone ties in mind – Holman-Moody to handle J-7 and J-8. Painted bronze with white stripes, J-7 was delivered from Kar Kraft to the Holman-Moody shops at the Charlotte airport in April. Among the body modifications were vertical ventilation louvers in the doors, side window vents and caps over the brake ducts in the nose.

            Bearing the race number 3, the car arrived in France on June 1st to make up the quartet of J-Cars, with three GT40 Mk IIBs as backup entries. Its drivers, Mario Andretti and Lucien Bianchi, had partnered in a GT40 at Le Mans the previous year. J-5 was assigned to an all-American crew, Dan Gurney and A.J. Foyt, while J-6 went to Bruce McLaren and Mark Donohue. The other H-M car, J-8, went to Denis Hulme and Lloyd Ruby.

            Then there is the story about the rear hood hinges. The hinges were originally at the front. A late change moved them to the rear. This change led to the #2 car hood failure. The repaired car with duct tape repaired fiberglass and latches made from mechanics leather belts finished third.

            What is true is that only FIVE were entered into competition. I just want one or maybe five. The two I would most want is the #1 Gurney/Foyt and #2 McLaren/Donohue.

            Add a 2F a 330P4 and the ever present Lola T70 and life would be wonderful.

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            • #7
              Great info, Maddman; the story of the Ford assault on both Ferrari & Le Mans is more complicated than the fanciful portrayal in the movie "Ford vs. Ferrari"; there are some excellent reference books on the topic, including the latest from Preston Lerner :"Ford GT- How Ford Silenced the Critics, Humbled Ferrari, and Conquered Le Mans" (pictures by Dave Friedman).......

              After the deaths of both Walt Hansgen (April Le Mans Test session) & Ken Miles (Riverside test of the J-Car) in 1966, Ford did extensive crash testing with a Ford Mk.II, and from those results, mandated full tubular roll cages & onboard fire extinguisher systems for both existing Mk.IIs & future Mk.IVs. This somewhat negated the efforts to save weight; but made the cars safer for the drivers. This was proved by an early 1967 Daytona test, where Pete Revson walked away from an end over end crash due to a deflating tire.

              Ford also mandated no more drivers over 40 years of age (as Hansgen & Miles were) to be in the program going forward.

              You mentioned the brake scoops in the nose being covered; While they worked well in the warm air of Sebring during the Mk.IVs debut win, Shelby knew from experience that the cool night air on the Mulsanne would "chill" the brake rotors to the extent that once applied at the end of long straight, the rotors could/would crack ( this happened to all the Ferrari P2s in 1965; forced to use their gearboxes more to slow down, they all had transmission failure as a consequence). So, he closed off the openings, and moved the brake scoop hosed BEHIND the water radiator; this "pre-heated" the air to the brakes. Gurney/Foyt took it one step further, by "coasting" a given distance prior to the hairpin. This not only saved the brakes/transmission from wear & tear; it allowed the winning car to also win the "Index of Performance" (created specifically for the small French cars of the time to win something; actually paid more prize money than the overall winner), which was unheard of for a car with such a big engine!

              While I can stage my own "Ford - Ferrari - Chaparral War" thanks to cast-resin examples, I will certainly be anticipating these new Mk.IVs; all of these cars raced in what I consider the "Golden Age" of racing........


              IMG_3121.JPG

              Last edited by Speedhoppy; 11-23-2021, 05:55 AM.

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              • #8
                I know the plan is to release several of the MK IVs, but I have not been told how many or which ones. We will all have to wait and see.

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                • #9
                  Will undecorated bodies be sold?

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                  • #10
                    “Then there is the story about the rear hood hinges. The hinges were originally at the front. A late change moved them to the rear.”
                    Kudos to AFX for modeling something as minuscule as hood retention clamps, but the ones on the Sebring winner are appropriate for the LeMans cars, not the Sebring. To add to the story, the rear hinge did not set well with Shelby when the change was made. History proves him correct.
                    Whatever, I’m just waiting for a slow boat with a container of cars to arrive.

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                    • #11
                      This is my favorite picture of them
                      FordGTMkIVlemans.jpg

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                      • #12
                        That picture is awesome looking,
                        they look like they're going 200 mph. standing still.

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                        • #13
                          And they sounded really mean, too...

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