The FIA sports prototypes were some of the most exciting purpose-built racing cars ever designed. They competed under the regulations set forth by the FIA (Federation International Automobile) in the International Championship of Makes from 1964–1971, and the World Championship of Makes from 1972–1981. The regulations changed somewhat as the years passed; 5.0-liter engines, then 3.0-liter engines, etc., but the concept remained the same. To allow manufacturers to design the most fascinating, technically advanced sports racing cars the world had seen, then have them compete in a World Championship, which included racing in the great endurance races such as the Le Mans 24 Hours, Nürburgring, Spa and Monza 1000km and the Targa Florio. Alfa Romeo, Alpine Renault, Ferrari, Ford, Lola, Matra and Porsche, all designed very lightweight, successful sports prototypes to compete in the World Championship. From this came the Alfa Romeo Tipo 33/12, Ferrari 512M, Ford GT40, Matra 670 and Porsche 917. They were driven by the world’s best drivers at a time when Formula One drivers still enjoyed driving in sports car races. Today FIA sports prototypes qualify to race in many great historic events such as the Le Mans 24 Hour Classic, Classic Endurance Series, Bobby Rahal’s Legends of Motorsports and the Monterey Motorsports Reunion. Due to their technology, great designs, eligibility and low production number, FIA sports prototypes have steadily been increasing in value.
1970 Ferrari 512M
New FIA-mandated regulations in 1968 limited engine displacement for the new season to 3.0 liters for Group 6 sports prototypes and 5.0 liters for the Group 5 sports cars. Porsche did not waste any time introducing their 5.0-liter flat-12-cylinder 917K in 1969, and Ferrari followed nine months later with the 512S. The new homologation requirements stipulated that 25 cars be built in order to compete. The 512S was a semi-monocoque construction with stressed alloy panels over a steel space frame. The 5.0-liter, 4-valves per cylinder, DOHC V12 engine was a downsized variant of the 6.2-liter Can-Am engine. It had Lucas fuel injection and, in final form, produced over 600 bhp. The gearbox was a Ferrari-built 5-speed with a ZF limited-slip differential. The 512S proved heavier than the 917K with its aluminum frame, so efforts were made to lighten it. Eventually, 15 cars were modified and designated 512M. The first outing for the 5112S was the Daytona 24 Hours where Mario Andretti put one on pole, but had suspension problems in the race. With some development time, Andretti once again achieved pole position for the Sebring 12 Hours. This time, however, coming away with the 512S’s first outright victory. For the Le Mans 24 Hours, eight cars were entered. During the season, the 512M driver lineup was impressive with Mario Andretti, Derek Bell, Jacky Ickx, Arturo Merzario, Jackie Oliver and Ronnie Peterson, to name a few. The World Championship of Makes was fiercely contested by the two dominant models: the 917K and the 512M. Because of the dominance, the FIA got rid of the 5.0-liter cars at the end of the 1971 season. For 1972 Ferrari concentrated on the new 3.0-liter flat-12-cylinder 312PB with which it won the championship. That was the end of Ferrari’s participation in sports car racing as it focused solely on Formula One. The 512M is the ultimate large-engined Ferrari endurance racing car.
1972 Gulf Mirage GR7
A change in the regulations for the World Manufacturer’s Championship for the 1972 season to a 3.0-liter engine displacement meant out with the dominant 5.0-liter Porsche 917K and in with the new 3.0-liter cars from Ferrari, Lola, Matra and Alfa Romeo. After winning the World Manufacturers Championship and the Le Mans 24 Hours with Aston Martin, Ford and Porsche, John Wyer, with sponsorship from Gulf Oil, developed a sports prototype for the new 3.0 Liter Formula—the Mirage 6 or Gulf Research 7 Sports Prototype. There was much to be expected from John Wyer and his talented staff. The Mirage GR7 had a monocoque chassis designed by Len Bailey, who had been with Wyer during the GT40 days. It had wishbone suspension and vented disc brakes sitting outboard at both ends. This new racecar was powered by the Cosworth DFV V8 Engine and mated to a Hewland DG 300 5-speed gearbox. Only four spyders and one coupe were built to compete against the might of Ferrari, Matra, Alfa Romeo and Lola. These innovative cars took part in the FIA World Championship from 1972 to 1974. The GR7 was driven by some of the greatest drivers of the day (Bell, Van Lennep, Adamowicz, Ganley, Reutemann, H. Muller, H. de Fierlant, Watson, Hunt, Schuppan, Wisell, Ickx, Hobbs, etc.) at all the Worlds Best Circuits (Le Mans, Monza, Spa, Nürburgring, Daytona, Paul Ricard, Dijon, Brands Hatch, Silverstone, etc.) Although the GR7 won races, it did not win at Le Mans. So, for the 1975 season John Wyer designed the GR8, which was to win Le Mans outright.
Criteria Used For Assessing Valuations for this Guide:
- Degree of Originality
- Overall Condition, Restoration
- Technology, Design, Coachbuilder
- Production Numbers/Rarity
- Competition History
- Ownership History, Documentation
- Modern Event Eligibility
Regional Variances
The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT. Most of the time, we are able to document known sales or closed escrows, as they say in real estate. When this is not possible, a logical estimate of the car’s value is given, based on its sales history and relationship to cars of its type.
The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT.
LEVEL | VALUATION CATEGORIES |
|---|---|
I | The best combination of all criteria. |
II | Satisfies mid-range of criteria. |
III | In need of restoration. Meets only a few points of criteria |
