FIA Sports Prototypes – 2014 Market & Price Guide

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. The idea was 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, that included racing in the great endurance races such as the 24 Hours of Le Mans, the Nürburgring, Spa and Monza 1000km as well as 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 activity 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 and the Monterey Motorsports Reunion. Due to their technology, great designs, eligibility and low production numbers, FIA sports prototypes have steadily been increasing in value.

1969 Lola T70 Mark 3BGT

Eric Broadley’s Lola Cars of Rye, Huntingdon, England, had just won the inaugural 1966 Can-Am championship with the new monocoque T70 Mark 1 spider and was having success with its Mark 2 and Mark 3 spiders. In 1967, Lola homologated the T70 Mark 3 coupe for Group 4 competition in Europe, and entered the FIA World Championship of Makes to compete against the might of Porsche, Ferrari, Alfa Romeo and Ford. For the 1969 season, Eric Broadley developed the T70 Mark 3BGT coupe. It was evident to him that a redesign of the monocoque, would raise the torsional rigidity of the tub, get better suspension movement and lighten the entire car. The bodywork was stunning; the engine was a 302 cubic-inch Chevy V8 mated to a big Hewland LG600 5-speed gearbox. Just 16 of these SL-76 serial-numbered 3BGT cars were built. For the first part of the season it was the fastest car on the grid. A Penske-entered 3BGT won the Daytona 24 Hours and led the Sebring 12 Hours. Soon Porsche would enter its powerful 12-cylinder 917 FIA coupe, but many still think the T70 Mark 3BGT would have had a chance had there been enough funding for the effort. In the end, the T70 Mark 3BGT was one of the most competitive cars, the ultimate privateer entry against the factories. Mark 3BGT drivers of the ’69-’70 season included Jo Bonnier, Brian Redman, Mark Donohue, Frank Gardner, Paul Hawkins, David Hobbs and David Piper, to name a few. T70 team owners included Bonnier, Roger Penske, James Garner and Sid Taylor. Today the T70 Mark 3BGT is eligible for the Classic Endurance Series, the Le Mans Classic and the Monterey Motorsports Reunion among others. It is a rare car, exciting to drive and a sound investment.

1967 Porsche 910

During the mid-1960s Porsche AG   of Stuttgart, Germany, developed an extraordinary number of sports prototype racing cars, one right after the other. The Porsche competition department designed the Type 906, 910, 907, 908 and variants of the 908 in short-tail, long-tail, coupe and spider form as well as the famed 917. Engines varied from 2.0-liter 6-cylinder, 2.2-liter 8-cylinder, 3.0-liter 8-cylinder and 4.5-,4.9- and 5.4-liter 12-cylinder. All of this from 1966 to 1969, culminating in Porsche winning the FIA World Manufacturers Championship. This remarkable era started with the first tubular space frame design, the Type 906 in 1966, the second was the Type 910 in 1967. This is the model we will discuss here. The 910 had its fiberglass body bonded to the tubular space frame. It was a two-seat coupe with removable driver’s roof panel. Power was from a Type 901 2.0-liter 6-cylinder engine on fuel injection with 220 bhp, or some of the factory cars ran a Type 771 2.2-liter 8-cylinder engine with fuel injection giving 270 bhp. The gearbox was a Type 906 5-speed with magnesium case and limited-slip differential. There were many suspension and halfshaft improvements over the 906. The car was very light, sat low to the ground, was aerodynamically efficient and handled magnificently. Just over 30 910s were produced and achieved numerous class wins and high overall finishes at all of the great endurance races on the calendar, including 6th overall at Le Mans and an outright win at the Targa Florio. Once again, Porsche proved that lightweight, fuel efficient, small displacement cars could win. These exciting cars are eligible to race with a variety of U.S. historic clubs, and in Europe at the Le Mans Classic and Classic Endurance Racing series. The Porsche 910 Sports Prototype is a sought after model, an appreciating investment and an example of Porsche’s design and engineering excellence.

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.