Maximilien Gagnebin
Senior Specialist
LOT 127
2021 Ford GT Carbon Series Coupé Chassis no. 2FAGP9DW4LH100251
Estimate: CHF700,000 - CHF750,000
Lot 127
250 kilometres and only one owner from new
2021 Ford GT Carbon Series Coupé
2021 Ford GT Carbon Series Coupé
2021 Ford GT Carbon Series Coupé
Chassis no. 2FAGP9DW4LH100251
Chassis no. 2FAGP9DW4LH100251
• Modern reworking of an iconic racing GT
• 'Second generation' V6 turbo model
• Delivered new in Switzerland
• Serviced prior to sale
• All books, tools and accessories
"This is what true innovation looks like. From its 3.5L EcoBoost® technology to its ultra-efficient aerodynamics, the Ford GT is the culmination of everything great we do at Ford. ...everything about the Ford GT is designed to deliver pure performance." - Ford Motor Company.
Based on Eric Broadley's Lola GT, the original Ford GT40 was spawned by the Dearborn giant's ambition to beat Ferrari at Le Mans, a feat it duly achieved for the first time in 1966. The GT40 project had commenced three years previously, following Ford's failed attempt to buy into Ferrari, and was based at the Ford Advanced Vehicles plant at Slough, England. The GT40 first ran competitively in 1964 but failed at Le Mans that year and again in 1965. That first sweet Le Mans victory would fall to the 7.0-litre Mark II, with victory the following year going to a US-built Mark IV 'J' car. (The GT40 Mark III was the British-built road-going version). Of the three GT40s that lined up together for that famous 1-2-3 clean-sweep finish at Le Mans in 1966, the first two were entered by Shelby American while the third, driven by Ronnie Bucknam and Dick Hutcherson, was entered by Holman & Moody.
A decade later and the GT40's status as an all-time great classic sports car had been firmly established, leading to an increased demand for unmolested originals and the start of a replica-building industry. Perhaps the only surprise concerning the emergence of a reconstituted 'official' version is that it took Ford the best part of 40 years to get around to it.
The 'new generation' GT was developed by Ford's Special Vehicle Team Engineering department under the direction of John Coletti and Fred Goodnow. The composite body panels were unstressed, as on the original, but instead of the monocoque chassis construction used in the 1960s, SVT Engineering developed an all-new aluminium spaceframe combining extruded sections and panels. Doubling as fuel reservoirs, a pair of massive sills contributed much to the original's chassis stiffness, whereas the new GT relied on a centre-tunnel 'backbone' that greatly improved ease of entry and exit. The suspension design was an advance on the original's, consisting of unequal-length control arms and a pushrod/bell-crank system acting on horizontally mounted coil spring/damper units. Braking was handled by six-piston, Alcon callipers with cross-drilled and ventilated discs all round.
In defeating Ferrari's more highly stressed V12s, Ford proved that the traditional American V8 possessed all that was necessary to compete at the cutting edge of international endurance racing. A far cry from the simple pushrod units of the 1960s, the supercharged MOD 5.4-litre V8 produced 550bhp at 5,250rpm and 500lb/ft of torque at 3,250 revs; figures on a par with those of the 7.0-litre engine that won at Le Mans in 1966 and 1967. The all-synchromesh six-speed transaxle used ZF internals and was sourced from RBT Transmissions, whose founder Roy Butfoy had been a member of Ford's racing team at Le Mans. The interior featured leather-upholstered, Recaro bucket seats with aluminium ventilation grommets embedded into the panels. The instrument layout followed the original's, comprising analogue gauges and a large tachometer complemented by modern versions of the traditional toggle switches.
Back in 1966, the Ford GT40 endurance racer became the first car to exceed 200mph along the Mulsanne straight at Le Mans. Matching that would be some achievement for the production road car, even allowing for nearly 40 years of technological progress. Tested for Motor Trend magazine by Indycar racing legend Bryan Herta, the new Ford GT duly topped 200mph at Ford's Kingman test facility in Arizona, emphatically demonstrating that it was indeed worthy of that famous name. A total of 4,038 cars had been completed when production ceased at the end of 2006, over three quarters of which were delivered in the USA.
In 2015 a second-generation Ford GT was unveiled at the North American International Auto Show. Technologically a far cry from its predecessors, the new Ford GT featured a 3.5-litre twin-turbocharged V6 engine; a carbon-fibre monocoque chassis; carbon-fibre body panels; pushrod suspension; and active aerodynamics. Producing 647bhp, the EcoBoost turbo V6 drove the rear wheels via a Getrag seven-speed DCT gearbox. The factory claims a sub-3.0 second 0-60mph time and a top speed of 216mph (347km/h), which makes the Brembo carbon-ceramic brakes a necessity rather than a luxury.
In fact, Ford's new supercar had been created with GT racing in mind, hence the presence of an integral roll cage and a host of other competition-car technologies. Yet despite its start-of-the-art track-focused suspension, the GT has a ride quality rivalling that of a luxury saloon. Autocar's Matt Prior was obviously impressed: "the GT... has a level of composure - that balance between ride and handling – that I'm not sure I've better experienced in 20 years of road testing. It's so compliant, yet there's so little roll, and body movements are so well controlled, that is genuinely astonishing". All of the planned 1,000 road models had been sold before deliveries commenced in 2017, and these exclusive supercars remain highly sought after today.
And as for its maker's racing aspirations, the new GT did not disappoint. At Le Mans on 19th June 2016, the number '68' Ford GT of Ford Chip Ganassi Racing driven by Hand/Müller/Bourdais finished 1st in the LM GTE-Pro class, their victory marking 50 years after Ford's first Le Mans win in 1966 with the original GT40.
In 2018 Ford announced a new limited edition model: the Carbon Series, which was positioned in the range midway between the regular GT and the Competition Series. As its name suggests, the Carbon Series made much more extensive use of this lightweight material than the GT, while the adoption of a titanium exhaust and carbon-fibre wheels helped reduce the weight by 18kg. Air conditioning and an infotainment system were retained (unlike in the US-only Competition Series) while other notable special features included anodised paddle shifters and silver stitching on the seats and steering wheel. The GT's engine was retained unchanged.
Ford updated the GT for the 2020 model year, introducing several mechanical upgrades and new special editions. The 3.5-litre blown V6 now incorporated gallery-cooled pistons, higher-energy ignition coils and larger intercoolers, and produced 651bhp while at the same time delivering a 'broader torque band' according to Ford, although peak torque remained unaltered. Previously optional, the standard exhaust was now the lighter titanium system by Akrapovič, which still delivered the GT's evocative engine note. The suspension was now stiffer in Track mode, and the rear buttresses had been redesigned to increase airflow over the car. Production of the second-generation GT ceased in 2022.
Finished in Matt Black with matching interior, this one-owner, limited edition Ford GT Carbon Series has covered a mere 250 kilometres since it left the factory and is presented in commensurately 'as new' condition. The car was delivered new in Switzerland where it is currently resident and has scarcely been driven, covering only the minimal distance required to keep it in running order. It has only been used on public roads and has never been driven competitively. On account of this restricted use the car has only been serviced once: on 10th June 2025, to make it ready for sale.
Offered with all books, tools and accessories, and presented in stunning, 'as new' condition, this pristine Carbon Series example represents a not-to-be-missed opportunity to join the select band of Ford GT owners.
• 'Second generation' V6 turbo model
• Delivered new in Switzerland
• Serviced prior to sale
• All books, tools and accessories
"This is what true innovation looks like. From its 3.5L EcoBoost® technology to its ultra-efficient aerodynamics, the Ford GT is the culmination of everything great we do at Ford. ...everything about the Ford GT is designed to deliver pure performance." - Ford Motor Company.
Based on Eric Broadley's Lola GT, the original Ford GT40 was spawned by the Dearborn giant's ambition to beat Ferrari at Le Mans, a feat it duly achieved for the first time in 1966. The GT40 project had commenced three years previously, following Ford's failed attempt to buy into Ferrari, and was based at the Ford Advanced Vehicles plant at Slough, England. The GT40 first ran competitively in 1964 but failed at Le Mans that year and again in 1965. That first sweet Le Mans victory would fall to the 7.0-litre Mark II, with victory the following year going to a US-built Mark IV 'J' car. (The GT40 Mark III was the British-built road-going version). Of the three GT40s that lined up together for that famous 1-2-3 clean-sweep finish at Le Mans in 1966, the first two were entered by Shelby American while the third, driven by Ronnie Bucknam and Dick Hutcherson, was entered by Holman & Moody.
A decade later and the GT40's status as an all-time great classic sports car had been firmly established, leading to an increased demand for unmolested originals and the start of a replica-building industry. Perhaps the only surprise concerning the emergence of a reconstituted 'official' version is that it took Ford the best part of 40 years to get around to it.
The 'new generation' GT was developed by Ford's Special Vehicle Team Engineering department under the direction of John Coletti and Fred Goodnow. The composite body panels were unstressed, as on the original, but instead of the monocoque chassis construction used in the 1960s, SVT Engineering developed an all-new aluminium spaceframe combining extruded sections and panels. Doubling as fuel reservoirs, a pair of massive sills contributed much to the original's chassis stiffness, whereas the new GT relied on a centre-tunnel 'backbone' that greatly improved ease of entry and exit. The suspension design was an advance on the original's, consisting of unequal-length control arms and a pushrod/bell-crank system acting on horizontally mounted coil spring/damper units. Braking was handled by six-piston, Alcon callipers with cross-drilled and ventilated discs all round.
In defeating Ferrari's more highly stressed V12s, Ford proved that the traditional American V8 possessed all that was necessary to compete at the cutting edge of international endurance racing. A far cry from the simple pushrod units of the 1960s, the supercharged MOD 5.4-litre V8 produced 550bhp at 5,250rpm and 500lb/ft of torque at 3,250 revs; figures on a par with those of the 7.0-litre engine that won at Le Mans in 1966 and 1967. The all-synchromesh six-speed transaxle used ZF internals and was sourced from RBT Transmissions, whose founder Roy Butfoy had been a member of Ford's racing team at Le Mans. The interior featured leather-upholstered, Recaro bucket seats with aluminium ventilation grommets embedded into the panels. The instrument layout followed the original's, comprising analogue gauges and a large tachometer complemented by modern versions of the traditional toggle switches.
Back in 1966, the Ford GT40 endurance racer became the first car to exceed 200mph along the Mulsanne straight at Le Mans. Matching that would be some achievement for the production road car, even allowing for nearly 40 years of technological progress. Tested for Motor Trend magazine by Indycar racing legend Bryan Herta, the new Ford GT duly topped 200mph at Ford's Kingman test facility in Arizona, emphatically demonstrating that it was indeed worthy of that famous name. A total of 4,038 cars had been completed when production ceased at the end of 2006, over three quarters of which were delivered in the USA.
In 2015 a second-generation Ford GT was unveiled at the North American International Auto Show. Technologically a far cry from its predecessors, the new Ford GT featured a 3.5-litre twin-turbocharged V6 engine; a carbon-fibre monocoque chassis; carbon-fibre body panels; pushrod suspension; and active aerodynamics. Producing 647bhp, the EcoBoost turbo V6 drove the rear wheels via a Getrag seven-speed DCT gearbox. The factory claims a sub-3.0 second 0-60mph time and a top speed of 216mph (347km/h), which makes the Brembo carbon-ceramic brakes a necessity rather than a luxury.
In fact, Ford's new supercar had been created with GT racing in mind, hence the presence of an integral roll cage and a host of other competition-car technologies. Yet despite its start-of-the-art track-focused suspension, the GT has a ride quality rivalling that of a luxury saloon. Autocar's Matt Prior was obviously impressed: "the GT... has a level of composure - that balance between ride and handling – that I'm not sure I've better experienced in 20 years of road testing. It's so compliant, yet there's so little roll, and body movements are so well controlled, that is genuinely astonishing". All of the planned 1,000 road models had been sold before deliveries commenced in 2017, and these exclusive supercars remain highly sought after today.
And as for its maker's racing aspirations, the new GT did not disappoint. At Le Mans on 19th June 2016, the number '68' Ford GT of Ford Chip Ganassi Racing driven by Hand/Müller/Bourdais finished 1st in the LM GTE-Pro class, their victory marking 50 years after Ford's first Le Mans win in 1966 with the original GT40.
In 2018 Ford announced a new limited edition model: the Carbon Series, which was positioned in the range midway between the regular GT and the Competition Series. As its name suggests, the Carbon Series made much more extensive use of this lightweight material than the GT, while the adoption of a titanium exhaust and carbon-fibre wheels helped reduce the weight by 18kg. Air conditioning and an infotainment system were retained (unlike in the US-only Competition Series) while other notable special features included anodised paddle shifters and silver stitching on the seats and steering wheel. The GT's engine was retained unchanged.
Ford updated the GT for the 2020 model year, introducing several mechanical upgrades and new special editions. The 3.5-litre blown V6 now incorporated gallery-cooled pistons, higher-energy ignition coils and larger intercoolers, and produced 651bhp while at the same time delivering a 'broader torque band' according to Ford, although peak torque remained unaltered. Previously optional, the standard exhaust was now the lighter titanium system by Akrapovič, which still delivered the GT's evocative engine note. The suspension was now stiffer in Track mode, and the rear buttresses had been redesigned to increase airflow over the car. Production of the second-generation GT ceased in 2022.
Finished in Matt Black with matching interior, this one-owner, limited edition Ford GT Carbon Series has covered a mere 250 kilometres since it left the factory and is presented in commensurately 'as new' condition. The car was delivered new in Switzerland where it is currently resident and has scarcely been driven, covering only the minimal distance required to keep it in running order. It has only been used on public roads and has never been driven competitively. On account of this restricted use the car has only been serviced once: on 10th June 2025, to make it ready for sale.
Offered with all books, tools and accessories, and presented in stunning, 'as new' condition, this pristine Carbon Series example represents a not-to-be-missed opportunity to join the select band of Ford GT owners.
Footnotes
Moins de 250 kilomètres et un seul propriétaire depuis l'origine
2021 Ford GT Carbon Series Coupé
Châssis n° 2FAGP9DW4LH100251
• Réédition moderne d'une voiture de course légendaire
• Modèle V6 turbo de 'deuxième génération'
• Livrée neuve en Suisse
• Entretien effectué avant la mise en vente
• Vendue avec tous ses accessoires, outils et brochures
« Voilà à quoi ressemble une véritable innovation. De la technologie mise en œuvre sur son 3.5L EcoBoost® à son aérodynamique hyper efficace, la Ford GT représente le summum de tout ce que nous faisons de grandiose chez Ford ... Tout dans la Ford GT est conçu pour la performance pure. » - Ford Motor Company.
La Ford GT40 d'origine, dérivée de la Lola GT d'Eric Broadley, fut créée pour satisfaire l'ambition qu'avait le géant de Dearborn de battre Ferrari au Mans, un exploit qui fut accompli pour la première fois en 1966. Le projet GT40 avait pris naissance trois ans auparavant, alors que Ford venait d'échouer dans sa tentative de rachat de Ferrari. Ce projet était hébergé dans l'atelier des véhicules spéciaux de Ford situé en Angleterre, à Slough. La GT40 courut une première fois avec des perspectives de succès en 1964, mais elle ne parvint pas à triompher au Mans cette année, ni même d'ailleurs en 1965. Il fallut attendre 1966 pour voir Ford s'imposer au Mans, avec la GT40 MkII de 7 litres, et puis l'année suivante, grâce à la MkIV 'J' construite aux USA (la GT40 MkIII étant l'appellation réservée à la version de route construite en Grande-Bretagne). Sur les trois GT40 qui remportèrent les trois premières places au Mans en 1966, les deux premières étaient engagées par Shelby American et la troisième, pilotée par Ronnie Bucknam et Dick Hutcherson, par Holman & Moody.
Une dizaine d'années plus tard, la GT40 avait indiscutablement acquis le statut de grand classique parmi les voitures de course, ce qui avait conduit à une demande croissante de voitures d'époque et au démarrage d'une production de répliques. La seule chose surprenante dans l'apparition d'une réédition produite par l'usine est peut-être qu'il fallut à Ford près d'une quarantaine d'années pour s'y mettre !
La GT 'nouvelle génération' fut développée par le département SVT de Ford dédié à la conception des véhicules spéciaux et dirigé par John Coletti et Fred Goodnow. Les panneaux de carrosserie en composite n'étaient pas porteurs, tout comme ceux de l'original, mais SVT Engineering remplaça l'architecture à châssis monocoque par un tout nouveau châssis treillis en aluminium qui associait des profilés extrudés et des panneaux. Alors que deux bas de caisse massifs servant de réservoirs de carburant faisaient beaucoup pour la rigidité du châssis d'origine, la nouvelle GT s'appuyait sur un robuste tunnel central qui facilitait grandement l'accès à bord et la sortie. La conception de la suspension était en progrès par rapport à celle de l'originale, avec des bras d'inégales longueurs et un système de basculeur agissant sur des ensembles ressort/amortisseur montés horizontalement. Le freinage était assuré par des étriers Alcon à six pistons et quatre disques perforés et ventilés.
En battant les V12 Ferrari beaucoup plus pointus, Ford avait apporté la preuve que les V8 américains traditionnels avaient toutes les qualités requises pour courir au plus haut niveau de l'endurance internationale. Le V8 suralimenté MOD de 5,4 litres, à des années-lumière des simples moteurs culbutés des années 1960, délivrait 550 ch à 5 250 tr/min et 680 N.m de couple à 3 250 tr/min, des valeurs comparables à celles du 7,0 litres vainqueur au Mans en 1966 et 1967. Sa boîte-pont manuelle à six rapports synchronisés était fournie à partir de composants ZF par RBT Transmissions, dont le fondateur Roy Butfoy avait fait partie de l'écurie Ford du Mans. On trouvait à l'intérieur des sièges baquet Recaro garnis de cuir et munis sur leurs coussins d'œillets de ventilation en aluminium. La disposition de l'instrumentation de cette interprétation moderne de la voiture des années 60 reproduisait celle de l'époque, y compris des cadrans analogiques et un grand tachymètre que venaient compléter, sous une forme moderne, les traditionnels interrupteurs à levier.
En 1966, la Ford GT40 d'endurance avait été, au Mans, la première voiture à dépasser les 320 km/h sur la ligne droite des Hunaudières. Reproduire cette performance était déjà une belle réussite pour la voiture de série, même si celle-ci bénéficiait de près de 40 ans de progrès technique. Lors d'un essai effectué par le légendaire pilote d'Indycar Bryan Herta pour la magazine Motor Trend, la Ford GT atteignit 320 km/h sur la piste d'essai Kingman de Ford, située en Arizona, ce qui démontra avec brio qu'elle était digne de porter ce nom célèbre. Lorsque la production cessa à la fin de 2006, 4 038 voitures étaient sorties d'usine, dont les trois-quarts avaient été livrés aux Etats-Unis.
En 2015, une Ford GT de deuxième génération fut révélée lors du Salon international d'Amérique du Nord. Très différente techniquement de ses devancières, la nouvelle Ford GT était équipée d'un V6 double turbo de 3,5 litres, d'un châssis monocoque en fibre de carbone, de panneaux de carrosserie en fibre de carbone, d'une suspension à basculeurs et d'une aérodynamique active. Son V6 turbo Ecoboost de 656 ch entraînait les roues arrière par l'intermédiaire d'une boîte Getrag à sept rapports et double embrayage (DCT). L'usine annonçait un 0 à 100 km/h en moins de 3,0 secondes et une vitesse de pointe de 347 km/h, ce qui enlevait tout caractère superflu à ses freins Brembo en carbone-céramique.
Cette nouvelle supercar de Ford avait en fait été créée pour courir en catégorie GT, d'où la présence d'un arceau de sécurité et le recours à d'autres technologies issues de la compétition. Mais malgré une suspension proche des spécifications piste, la GT offrait une qualité de confort comparable à celle d'une berline de luxe. Matt Prior, d'Autocar, avait manifestement été impressionné : « La GT ... présente une assurance – cet équilibre entre confort et comportement – que je ne suis pas sûr d'avoir rencontré à un meilleur niveau en vingt ans d'essais. Elle est tellement docile, elle présente si peu de roulis et ses mouvements de caisse sont si bien contrôlés que le résultat est véritablement époustouflant. » La totalité des mille exemplaires prévus fut vendue avant que les livraisons ne commencent, en 2017, et ces supercars si exclusives demeurent encore à ce jour très recherchées.
En ce qui concerne les ambitions sportives de son constructeur, la nouvelle GT n'a pas démérité. Le 19 juin 2016, au Mans, la Ford GT n° 68 de Ford Chip Ganassi Racing pilotée par Hand, Müller et Bourdais termina première dans le groupe LM GTE-Pro, une victoire qui survenait 50 ans après le premier triomphe de Ford au Mans en 1966 avec la GT40 d'origine.
En 2018, Ford présenta une nouvelle série limitée, la Carbon Series, positionnée à mi-chemin entre la GT de base et la Competition Series. Comme son nom l'indique, la Carbon Series utilisait bien plus que la GT ce matériau léger, et l'adoption d'un échappement en titane et de roues en fibre de carbone permit un gain de poids supplémentaire de 18 kg. La voiture était équipée de l'air conditionné et d'un système d'info-divertissement, contrairement aux Competition Series réservées aux Etats-Unis, et on relevait parmi ses caractéristiques remarquables des palettes sous volant anodisées et une piqûre argentée courant sur le volant et les sièges. Son moteur était celui de la GT.
Ford modernisa sa GT pour l'année modèle 2020 au moyen de plusieurs améliorations mécaniques et de nouvelles séries spéciales. Le V6 suralimenté de 3,5 litres était désormais doté de pistons à refroidissement par galerie, de bobines d'allumage à haute énergie et de plus gros intercoolers, le tout lui permettant de délivrer 660 ch et de disposer, selon Ford, d'une 'plus large plage de couple', même si son couple maximal était resté inchangé. Précédemment monté en option, l'échappement allégé en titane Akrapovič était désormais en série, mais il émettait toujours la sonorité particulière du moteur de la GT. La suspension était devenue plus raide en mode piste et les contreforts arrière redessinés permettaient d'améliorer l'écoulement de l'air au-dessus de la voiture. La production de la deuxième génération de GT prit fin en 2022.
De couleur noir Matt Black avec un intérieur assorti, cette Ford GT de la série limitée Carbon Series, qui n'a connu qu'un seul propriétaire, a parcouru moins de 250 km depuis sa sortie d'usine et se présente par conséquent dans un état 'comme neuf'. Elle a été livrée neuve en Suisse, où elle se trouve actuellement, et n'a que peu roulé ; elle n'a effectué que les distances nécessaires à son maintien en bon état de marche, uniquement sur route et jamais sur circuit. Du fait de cette utilisation réduite, elle n'a subi qu'un seul entretien, le 10 juin 2025, en vue de sa mise en vente.
Munie de tous ses outils, accessoires et brochures, et présentant un impressionnant aspect 'comme neuf', cet exemplaire immaculé de la Carbon Series constitue une occasion à ne pas manquer pour faire partie du cercle restreint des proprietaires de Ford GT.
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