The FIA sports prototypes were some of the most exciting purpose-built racing cars ever designed. They competed under the regulations set fourth 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 1000 Kilometers 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 and the Monterey Motorsports Reunion. Due to their technology, great design, eligibility and low production numbers, FIA sports prototypes have steadily been increasing in value.
1964 Ferrari 250LM
By the early 1960s, Ferrari S.P.A of Modena, Italy, was world famous for building its winning, front-engine, V12-powered sports cars. Ferrari had won the Group 3 category of the World Manufacturers Championship with the beautiful 250 GTO. However, the era of the mid-engine car had arrived and Ferrari had built a series of winning mid-engine Formula One cars and the mid-engine Ferrari 250P. The 250LM was intended to be the first mid-engine, rear-transaxle Ferrari GT car, as well as street legal. Whereas the 250 GTO got approved by the FIA as a derivative of the 250SWB, the 250LM was a derivative of the open-cockpit 250P. The FIA required that 100 examples be built to be homologated as a GT car and declined the LM’s entry as a Group 3 GT car. Thirty-two 250LMs were built, and they raced as sports prototypes in 1964-1965 until 1966 when they raced as a Group 4 sports car. Notable differences between the 250P and the 250LM were the fixed roof and the higher-gauge-steel tubing for chassis rigidity. The engine on the prototype was the 3.0-liter, 60-degree V12 with light alloy block and cylinder heads—Testa Rossa heads no less—and six Weber 38DCN carburetors. All other cars had 275-cc per cylinder 3.3-liter engines producing about 325 bhp. The LM had a 5-speed gearbox and four-wheel disc brakes. Vaccari of Modena built the (Tipo 577) aluminum-welded tubular steel chassis. The beautiful aluminum body was designed by Turin-based Carrozzeria Pininfarina and fabricated by Scaglietti of Modena. The 250LM was first introduced at the Paris Auto Salon in October 1963. This was a Ferrari suitable for privately entered teams. It had immediate success, winning the 1964 Reims 12 Hours, the 1964 Road America 500, the 1964 Kyalami 9 Hours and is famous for its outright victory in the 1965 Le Mans 24 Hours. The 250 LeMans is yet another fine example of Ferrari’s design genius.
1963 Lola Mark VI GT
Eric Broadley of Lola Cars was already known for building successful sports racing cars, as the front-engined Mark I had a winning history. So, by 1963 Broadley set about designing a very advanced mid-engine sports car. He also saw Ford’s new small block V8 as an engine suitable for long-distance sports car racing and suitable for his new design. The Lola Mark VI GT was a monocoque design. The new Ford V8 engine was mid-mounted and mated to a Colotti gearbox. There was independent wishbone suspension at all four corners, with Girling disc brakes and aluminum calipers. The uprights were magnesium. Wheels were 15 x 6.5 front and 15 x 8 rear. The body shape was quite stunning with low frontal area, curved windscreen, and short tail. The car stood 40 inches high (a sign of things to come with Eric Broadley’s early involvement with the GT40). The car’s debut was at Silverstone driven by Tony Maggs, then later at the Le Mans 24 Hours driven by David Hobbs and Richard Attwood. The Lola Mark VI GT came to the attention of Ford’s top brass and a partnership was formed with Broadley to design the new Ford GT. John Wyer was on board as well, but that is another story. Today it is a rare sight to see a Mark VI GT in action. They are a true icon of motor sports and an appreciating investment.
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 |
