The Mk6 GT was conceived by Lola owner Eric Broadley at the end of 1962. At the time, the mid-engine layout had been popularized in Formula One by the Cooper Car Company, but it was rarely applied to large Grand Tourers. This was due to FIA regulations requiring a minimum production run of 100 identical units for GT homologation, a risk few manufacturers were willing to take. However, the FIA's Experimental Grand Touring class (later known as Prototypes) allowed for one-off research vehicles, provided they remained roadworthy.
A primary technical hurdle for high-displacement mid-engined cars was the lack of a transaxle gearbox capable of managing the torque of a large V8. Broadley solved this by utilizing the Colotti Tipo 37 gearbox, which had been developed for the Lotus 29 single-seater intended for the 1963 Indianapolis 500. The design of the Mk6 GT followed the influence of John Tojeiro’s 1962 Buick-engined EE, pushing the boundaries of mid-engine application for high-displacement engines.
The Mk6 GT utilized an aluminium monocoque, though the initial prototype used steel to accelerate development. This was a highly advanced feature for the period, as most competitors, with the exception of Jaguar, utilized space frame chassis. The vehicle's Ford-Colotti engine-gearbox assembly functioned as a stressed member, with the rear suspension mounted directly to it. This specific engineering choice preceded its full adoption in Formula 1, which did not occur until the appearance of the Lotus 49 in 1967.
The car's physical dimensions were extremely compact, resulting in a wheelbase shorter than Lola’s contemporary formula cars despite the inclusion of a 400 hp pushrod V8. The coachwork, designed by John Frayling and constructed from FRP, featured reduced overhangs, a Kamm-tail, and a roof-integrated engine air intake. A notable design innovation was the inclusion of special doors that extended into the roofline to facilitate easier cockpit access, a feature later inherited by the Ford GT40.
The prototype chassis, LGT-P, debuted in January 1963 at the UK Olympia Racing Car Show. Its competitive debut followed shortly after, with South African driver Tony Maggs racing it at Silverstone). Despite starting last on the grid, Maggs finished fifth. The car was then entered in the Nürburgring 1000 km, where it was forced to retire due to technical issues. Following this event, LGT-P was retired from active competition and was eventually sold to Allen Grant in 1965 for $3,000.
The second chassis, LGT-1, featured an aluminium monocoque and was prepared for the 1963 24 Hours of Le Mans. Due to severe time constraints, Eric Broadley delivered the car for technical verification at the last moment. The lack of testing time meant the car competed with incorrect gear ratios. To avoid overrevving the engine on the Mulsanne Straight, drivers were unable to use full throttle, resulting in a top speed 30 mph lower than the car's theoretical potential. After 15 hours of racing, LGT-1 retired following an accident caused by a gear selector failure.
The third chassis, LGT-2, was not completed in time for Le Mans and was sold to the American Mecom Racing Team. During its debut at Brands Hatch, the Ford engine failed after four laps. Mecom subsequently fitted the car with a Traco-tuned 6 L (370 cu in) Chevrolet V8 producing 530 hp. In this configuration, the car was campaigned extensively in North America and achieved victory at the 1963 Bahamas Speed Week.
The performance and engineering potential demonstrated by the Mk6 GT attracted the attention of the Ford Motor Company. Following the 1963 Le Mans effort, Ford purchased LGT-1 to conduct further testing. This acquisition and the subsequent involvement of Eric Broadley laid the technical foundation for the Ford GT40 project. While Broadley eventually left the program, the fundamental design language and mid-engine V8 philosophy of the Mk6 GT were integral to the development of Ford's subsequent endurance racing success.
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