Gabriel Rapetti
Head of Sale, Senior Specialist
LOT 117
2022 Ford GT Carbon Series Coupé Chassis no. 1FAGP9DW8NH200166
Sold for €598,000 inc. premium
Lot 117
One of the last non-hybrid Hypercars
2022 Ford GT Carbon Series Coupé
2022 Ford GT Carbon Series Coupé
2022 Ford GT Carbon Series Coupé
Chassis no. 1FAGP9DW8NH200166
Chassis no. 1FAGP9DW8NH200166
• Only c.23 original kilometres
• Delivered new in France
• Single owner from new
• Registered in France, all taxes paid
• Complete with service books, car cover, tools and production file
"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 third-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.
This Ford GT Carbon Series, "GT N166", left the factory on 13 September 2022 and was delivered in France to its first and current owner. Finished in silver grey, complemented by exposed carbon fibre stripes, it features red Brembo brake calipers and exposed carbon fibre door mirrors. In keeping with the Carbon Series specification, it is equipped with a titanium exhaust system, as well as gloss carbon fibre wheels secured by titanium wheel nuts. The interior also makes extensive use of carbon fibre, while the steering wheel is trimmed in Alcantara with stitching matching the GT's exterior colour.
Preserved in its owner's private collection since delivery, this extremely rare GT Carbon Series has covered only 23 kilometres at the time of cataloguing.
Offered with its service booklets still factory sealed, its tool kit, battery maintainer and original car cover, it has furthermore been registered in France since 2025, with all taxes paid, and therefore comes with a French registration document. It is also supplied with its spare set of keys, along with its production file, including factory build sheets and manufacturing photographs.
Representing what is likely one of the last examples of its kind, the Ford GT is a pure, non-hybrid hypercar. This example, virtually new yet already registered, is therefore ready to be enjoyed both on the road and on the track.
• Delivered new in France
• Single owner from new
• Registered in France, all taxes paid
• Complete with service books, car cover, tools and production file
"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 third-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.
This Ford GT Carbon Series, "GT N166", left the factory on 13 September 2022 and was delivered in France to its first and current owner. Finished in silver grey, complemented by exposed carbon fibre stripes, it features red Brembo brake calipers and exposed carbon fibre door mirrors. In keeping with the Carbon Series specification, it is equipped with a titanium exhaust system, as well as gloss carbon fibre wheels secured by titanium wheel nuts. The interior also makes extensive use of carbon fibre, while the steering wheel is trimmed in Alcantara with stitching matching the GT's exterior colour.
Preserved in its owner's private collection since delivery, this extremely rare GT Carbon Series has covered only 23 kilometres at the time of cataloguing.
Offered with its service booklets still factory sealed, its tool kit, battery maintainer and original car cover, it has furthermore been registered in France since 2025, with all taxes paid, and therefore comes with a French registration document. It is also supplied with its spare set of keys, along with its production file, including factory build sheets and manufacturing photographs.
Representing what is likely one of the last examples of its kind, the Ford GT is a pure, non-hybrid hypercar. This example, virtually new yet already registered, is therefore ready to be enjoyed both on the road and on the track.
Footnotes
La dernière Hypercar sans hybridation
2022 Ford GT Carbon Series
Châssis numéro 1FAGP9DW8NH200166
• Environ 23 kilomètres d'origine
• Livrée neuve en France
• Un seul propriétaire
• Immatriculée en France, toutes taxes payées
• Complète avec carnets, housse, outils et dossier de production
« Voilà à quoi ressemble la véritable innovation. De sa technologie EcoBoost® 3,5 litres à son aérodynamique ultra-efficiente, la Ford GT est l'aboutissement de tout ce que Ford sait faire de mieux. ... tout, dans la Ford GT, est conçu pour offrir des performances pures. »
— Ford Motor Company
Basée sur la Lola GT d'Eric Broadley, la Ford GT40 originelle est née de l'ambition du géant de Dearborn de battre Ferrari aux 24 Heures du Mans, un exploit qu'il réalisa pour la première fois en 1966. Le projet GT40 avait débuté trois ans plus tôt, à la suite de la tentative avortée de Ford de racheter Ferrari, et était implanté dans l'usine Ford Advanced Vehicles de Slough, en Angleterre. La GT40 participa à sa première course en 1964, mais échoua au Mans cette année-là, puis de nouveau en 1965. La première victoire tant attendue au Mans revint à la Mark II équipée du moteur 7,0 litres, tandis que la victoire de l'année suivante fut remportée par la Mark IV « J », construite aux États-Unis (la GT40 Mark III étant la version routière assemblée en Grande-Bretagne). Parmi les trois GT40 qui franchirent ensemble la ligne d'arrivée lors du célèbre triplé 1-2-3 au Mans en 1966, les deux premières étaient engagées par Shelby American, tandis que la troisième, pilotée par Ronnie Bucknam et Dick Hutcherson, était inscrite par Holman & Moody.
Une décennie plus tard, le statut de la GT40 comme l'une des plus grandes sportives classiques de tous les temps était solidement établi, entraînant une forte demande pour des exemplaires d'origine préservés et l'émergence d'une industrie spécialisée dans les répliques. La seule véritable surprise concernant la renaissance d'une version « officielle » est peut-être le fait qu'il fallut près de quarante ans à Ford pour la concrétiser.
La GT de « nouvelle génération » fut développée par le département d'ingénierie Special Vehicle Team (SVT) de Ford, sous la direction de John Coletti et Fred Goodnow. Comme sur l'originale, les panneaux de carrosserie en composite n'étaient pas porteurs, mais au lieu de la construction monocoque des années 1960, SVT conçut un tout nouveau châssis en aluminium de type spaceframe, combinant sections extrudées et panneaux. Alors que les imposants bas de caisse de la GT40 d'origine, faisant office de réservoirs de carburant, contribuaient largement à la rigidité du châssis, la nouvelle GT reposait sur une structure centrale en « colonne vertébrale », améliorant considérablement l'accès à bord. La suspension représentait une nette évolution, avec des triangles de longueurs inégales et un système à poussoirs et renvois agissant sur des combinés ressort-amortisseur montés horizontalement. Le freinage était assuré par des étriers Alcon à six pistons et des disques ventilés et percés aux quatre roues.
En triomphant des V12 Ferrari, plus fortement sollicités, Ford démontra que le traditionnel V8 américain possédait toutes les qualités nécessaires pour rivaliser au plus haut niveau de l'endurance internationale. Bien loin des simples moteurs à tiges et culbuteurs des années 1960, le V8 MOD suralimenté de 5,4 litres développait 550 ch à 5 250 tr/min et 500 lb-ft de couple à 3 250 tr/min, des chiffres comparables à ceux du moteur 7,0 litres vainqueur au Mans en 1966 et 1967. La boîte transaxle à six rapports entièrement synchronisés utilisait des composants ZF et provenait de RBT Transmissions, dont le fondateur, Roy Butfoy, avait fait partie de l'équipe Ford au Mans. L'habitacle accueillait des sièges baquets Recaro garnis de cuir, avec des œillets de ventilation en aluminium intégrés aux panneaux. L'instrumentation reprenait l'esprit de l'originale, avec des compteurs analogiques et un large compte-tours, complétés par des versions modernes des traditionnels interrupteurs à bascule.
En 1966, la Ford GT40 de course d'endurance devint la première voiture à dépasser les 200 mph sur la ligne droite des Hunaudières au Mans. Égale performance pour une version de série relevait de l'exploit, même en tenant compte de près de quarante ans de progrès technologiques. Testée pour le magazine Motor Trend par la légende de l'IndyCar Bryan Herta, la nouvelle Ford GT franchit effectivement le cap des 200 mph sur la piste d'essais Ford de Kingman, en Arizona, prouvant de manière éclatante qu'elle était digne de ce nom mythique. Lorsque la production s'acheva fin 2006, 4 038 exemplaires avaient été construits, dont plus des trois quarts livrés aux États-Unis.
En 2015, une Ford GT de troisième génération fut dévoilée au North American International Auto Show. Technologiquement très éloignée de ses devancières, cette nouvelle GT était dotée d'un V6 3,5 litres biturbo, d'un châssis monocoque en fibre de carbone, de panneaux de carrosserie en carbone, d'une suspension à poussoirs et d'une aérodynamique active. Développant 647 ch, le V6 EcoBoost entraînait les roues arrière via une boîte double embrayage Getrag à sept rapports. Le constructeur annonçait un 0 à 60 mph en moins de 3,0 secondes et une vitesse de pointe de 216 mph (347 km/h), rendant les freins carbone-céramique Brembo indispensables plutôt qu'optionnels.
En réalité, la nouvelle supercar de Ford avait été conçue dès l'origine en vue de la compétition GT, d'où la présence d'un arceau de sécurité intégré et de nombreuses technologies issues de la course. Pourtant, malgré une suspension ultramoderne orientée circuit, la GT offre un confort de roulement rivalisant avec celui d'une berline de luxe. Matt Prior, d'Autocar, s'en montra particulièrement impressionné : « la GT... possède un niveau de maîtrise — cet équilibre entre confort et tenue de route — que je ne suis pas certain d'avoir déjà rencontré en vingt ans d'essais routiers. Elle est si souple, tout en présentant si peu de roulis et des mouvements de caisse si bien contrôlés, que c'en est véritablement stupéfiant ». Les 1 000 exemplaires routiers prévus furent tous vendus avant même le début des livraisons en 2017, et ces supercars exclusives demeurent aujourd'hui très recherchées.
Quant aux ambitions sportives du constructeur, la nouvelle GT ne déçut pas. Le 19 juin 2016, au Mans, la Ford GT numéro 68 du team Ford Chip Ganassi Racing, pilotée par Hand / Müller / Bourdais, s'imposa en catégorie LM GTE-Pro, une victoire marquant le cinquantième anniversaire du premier succès de Ford au Mans en 1966 avec la GT40 originelle.
En 2018, Ford annonça une nouvelle série limitée : la Carbon Series, positionnée à mi-chemin entre la GT standard et la Competition Series. Comme son nom l'indique, la Carbon Series faisait un usage encore plus étendu de la fibre de carbone, tandis que l'adoption d'un échappement en titane et de jantes en carbone permettait de réduire le poids de 18 kg. La climatisation et le système d'infodivertissement étaient conservés (contrairement à la Competition Series réservée au marché américain), tandis que d'autres spécificités notables incluaient des palettes de changement de vitesses anodisées et des surpiqûres argentées sur les sièges et le volant. Le moteur demeurait inchangé.
Ford fit évoluer la GT pour le millésime 2020 en introduisant plusieurs améliorations mécaniques et de nouvelles éditions spéciales. Le V6 3,5 litres suralimenté reçut des pistons refroidis par galerie, des bobines d'allumage à plus haute énergie et des échangeurs plus grands. La puissance atteignait désormais 651 ch, tout en offrant, selon Ford, une « plage de couple plus large », bien que le couple maximal restât inchangé. Autrefois optionnel, l'échappement standard devenait le système en titane plus léger signé Akrapovič, conservant la sonorité évocatrice du moteur. La suspension était raffermie en mode Track, et les contreforts arrière furent redessinés afin d'améliorer les flux d'air autour de la voiture. La production de la Ford GT de seconde génération prit fin en 2022.
Cette Ford GT Carbon Series, « GT N166 », sortit d'usine, le 13 septembre 2022 et fut livrée en France à son premier et actuel propriétaire. Peinte en gris argent assorti des bandes en fibre de carbone apparant, elle est pourvue d'étrier Brembo rouges et des rétroviseurs en carbone apparant. Conformément aux spécifications « Carbon Series », elle est équipée du système d'échappement en titane, ainsi que des jantes en carbone brillant fixées par des écrous en titane. L'habitacle également fait la part belle au carbone tandis que le volant est garni d'alcantara à coutures assorties à la teinte de la GT.
Conservée dans la collection privée de son propriétaire depuis sa livraison, cette très rare GT Carbon Series n'a parcouru que 23 kilomètres au moment de la rédaction de ce catalogue.
Vendue avec ses carnets d'entretien encore sous blister, sa trousse à outils, son maintien de charge, ainsi que sa housse d'origine, elle est qui plus est immatriculée en France depuis 2025, toutes taxes payées et vient donc avec sa carte grise française. Elle vient également avec son double de clés, ainsi que son dossier de production, comportant les fiches usines et photos de fabrication.
Représentant probablement l'un des derniers exemples de son espèce, la Ford GT est une hypercar pure, sans hybridation et cet exemplaire, quasi-neuf, mais déjà immatriculé est donc prêt à être utilisé sur route comme sur circuit !
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