2025 AFX MegaG+ FORD GT40 CHASSIS #1085 Slot Car Limited Edition w/Sticker Sheet: SlotCarCentral

This listing is for ONE (1) New on card AFX Mega G+ 1.5mm Short chassis HO Slot Car tribute to the iconic, Ford GT40.

Part 22130, Limited Collector Edition. Only 2004 pieces made.

Historical Context for Chassis #1085

As the last production GT40 Mk I (built late 1968 at Safir Engineering in England, serial #1085), this car closed the book on Ford's Le Mans dynasty. Assigned to JW Automotive's Gulf team, it raced as #6 at the 1969 24 Hours of Le Mans (driven by Jacky Ickx and Jackie Oliver), starting 3rd on the grid and finishing 3rd overall after a dramatic rain-soaked battle�behind the winning #6 Gulf Porsche 917 and a Ferrari 512. It was the GT40's swansong: post-1968 dominance, Ford shifted to the Mk IV for America, leaving #1085 as the "final warrior" in Gulf blue/orange. Post-race, it toured shows before restoration in the 2000s; as of 2025, it's in a private UK collection (valued $8-12M), occasionally displayed at Silverstone Classics.

Key Historical Racing Facts About the Ford GT40

The Ford GT40 was born from corporate rivalry and engineering ambition, ultimately revolutionizing endurance racing. Here's a curated list of pivotal facts from its development and racing legacy:

Origins in Revenge: Development began in 1963 after Henry Ford II's failed bid to acquire Ferrari, sparking a mission to dominate Le Mans. Ford partnered with Lola Cars' Eric Broadley and engineers like Roy Lunn and John Wyer to create a mid-engine prototype based on the Lola GT.
Iconic Naming: The "GT" stands for Grand Touring, while "40" refers to the car's low-slung height of just 40 inches (lowered from the Lola GT's 42 inches for better aerodynamics).
Early Powerplants: Initial prototypes used a 4.2-liter (255-cubic-inch) V8 producing around 350 hp, upgraded to a 4.7-liter (289-cubic-inch) version; later Mk II models adopted the beastly 7.0-liter (427-cubic-inch) V8 with 485�505 hp and up to 470 lb-ft of torque, proven in NASCAR.
Debut and Early Struggles: The GT40 first raced at the N�rburgring in May 1964, but its 1964 Le Mans debut was disastrous�both entries retired due to gearbox and suspension failures.
Shelby Takes Over: In 1965, Ford handed management to Carroll Shelby, leading to a win at the Daytona 24 Hours and a 1st-3rd finish at Le Mans (with a Shelby Cobra taking 2nd).
1966 Le Mans Triumph: The Mk IIs swept the podium at the 1966 24 Hours of Le Mans in rainy conditions, ending Ferrari's six-year dominance and marking the first 1-2-3 finish by American cars; drivers included Bruce McLaren and Chris Amon for the win.
Podium Dominance in '66: That year, GT40s also took 1st, 2nd, 3rd, and 5th at Daytona, and a podium sweep at Sebring, securing Ford the World Sportscar Championship Manufacturers' title.
1967 Upgrades and Wins: The Mk IV, with an aluminum honeycomb chassis, won Sebring (driven by Mario Andretti and Bruce McLaren) and Le Mans (Dan Gurney and A.J. Foyt finished four laps ahead), becoming the first all-American car to win Le Mans outright since 1921.
Tragic Setback: During 1967 testing, legendary driver Ken Miles died in a crash of the experimental "J-car" (precursor to the Mk IV), just months after his controversial photo-finish "loss" at Daytona due to Ford's marketing decision.
Back-to-Back Glory: Despite FIA rules limiting engines to 5.0 liters for prototypes, John Wyer's Gulf Oil-sponsored Mk Is won Le Mans in 1968 (chassis 1075) and 1969 (same chassis, driven by Jackie Ickx and Hans Herrmann), completing four straight victories.
Top Speed Feat: A 1967 Mk IV achieved a blistering 213 mph during testing, showcasing the car's raw potential on the Mulsanne Straight.
Rarity and Value: One of the 1966 Le Mans third-place GT40s sold for $9.8 million at auction in 2018; only seven road-legal Mk III variants were produced in 1967, featuring a detuned 305-hp V8.
Lasting Legacy: The GT40's success prompted Ford's withdrawal from European sports car racing in 1968, but its DNA influenced modern supercars like the 2005 Ford GT revival.

These facts highlight the GT40's journey from underdog to legend, immortalized in the film Ford v. Ferrari (though it took some liberties, like depicting Enzo Ferrari at the 1966 race�he wasn't there).

Peculiar Facts about the 1969 Ford GT40 Chassis P/1085

The Ford GT40 chassis P/1085 (often just referred to as #1085) is a fascinating outlier in the GT40 lineage, as it marks the absolute end of Ford's legendary program. Here are some standout peculiar details:

The Final Factory GT40: This chassis was the very last GT40 ever built by Ford at their facility, with a dispatch date of March 20, 1969�making it the concluding chapter in a story that began with fierce Le Mans rivalry against Ferrari. It was the final one numbered by the works team.
A Road-Going Rarity: Unlike most GT40s designed purely for the track, P/1085 is a Mk III variant, part of Ford's under-the-radar push to "civilize" the car for street use. This road-legal iteration featured tweaks like softer suspension and more comfort-oriented interiors, though it still packed a ferocious 479 horsepower from its 7.0-liter V8.
Sold as a Bare-Bones Kit: Delivered new as a rolling chassis (no body or engine installed) to American collector Gil Jackson via British agent Sir Malcolm Guthrie, it arrived stateside ready for personalization�essentially a high-performance DIY project for one of the era's affluent enthusiasts.
A Long-Term Hoarder's Gem: Jackson held onto it (alongside sister chassis P/1009) for an astonishing 37 years, during which it was stripped down to its skeletal frame and stored on a trolley, preserving its originality while gathering dust as a time capsule.
Auction Block Blockbuster: In 2021, it fetched nearly $3.5 million at a UK auction, underscoring its status as a "unicorn" among GT40s�rarer than many race-winning examples due to its position as the program's swan song.

More Peculiar Facts about the 1969 Ford GT40 Chassis P/1085

Here are additional standout quirks and tidbits that make this chassis even more of an enigma:

Abandoned Street Dream Survivor: It was one of 20 chassis from a late-1966 batch earmarked for Ford's ambitious Mk III road car program, intended as a luxurious, street-legal halo vehicle�but the project was scrapped due to skyrocketing costs, leaving just seven completed Mk IIIs and 13 orphans like P/1085, which languished unused for decades.
Steel-Born in Coventry: Like all GT40s, its monocoque was hand-stamped from steel sheets by Abbey Panels in Coventry, England, with the entire batch finished by late 1966, yet it didn't roll out until 1969, turning it into a bizarre time-traveler from the program's twilight.
Holy Grail of Unbuilt Oddities: GT40 expert Ronnie Spain likened its 40-year dormancy as an unassembled kit to unearthing a mythical 38th Ferrari 250 GTO chassis�utterly original, untouched, and a collector's fever dream, complete with FIA papers and his personal authentication.
Carbon Fiber Pioneer: Its body incorporates early experimental carbon fiber panels, including a rare unused Gulf-liveried rear clip, predating widespread adoption in racing and giving it an avant-garde edge over its fiberglass-clad siblings.
Debutante at 40: After sitting in crates for nearly four decades, it finally hit the track for the first time at Donington Park in April 2009�then promptly entered the prestigious Tour Auto rally, proving the old beast could still roar with a 479-hp, Weslake-headed 5.0-liter V8.
Police-Magnet Pedigree: Original owner Gil Jackson, a prolific collector who hoarded two GT40s, multiple Cobras, and even Shelby's leftover parts, was notorious for cruising his other GT40 (P/1009) around Garden City, NY, much to the local cops' chagrin�P/1085 was his "backup" in that eccentric fleet.