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To celebrate 2014... I'M BACK!
I've been working on this for months and months now, probably since May/June and I really hope you love it as it took so much time
Ill post a list of all the characters in there later today but I can safely say there's at least one hundred!
Here's the List of all 121 characters!
4.Winter Soldier
6.Pyro
7.Carnage
8.Green Goblin
10.Lady Pool
12.Silver Samurai
15.Sabretooth
17.Red Hulk
20.Cross Bones
23.Scorpion
24.Absorbing Man
25.Enchantress
26.The Thing
27.The Hulk
29.Colossus
35.Rogue
40.Groot
42.Emma Frost
44.Nova
46.Vision
50.Professor X
53.Black Widow
57.Kitty Pryde
58.Havok
60.Zabu
64.Elektra
65.Namor
66.Draxx
67.Electro
70.Wasp
73.Invisible Woman
74.Doctor Octopus
75.Sandman
77.Beast
78.Spiderman
79.Iron Fist
80.HumanTorch
81.Angel
82.Quicksilver
84.Ghost Rider
86.M.O.D.O.K
87.Galactus
88.The Mandarin
90.Black Panther
93.Gamora
94.Moon Knight
96.Captain Britain
98.Rescue
99.Captain Marvel
100.Wonderman
104.White Tiger
106.Warpath
107.Banshee
108.Whiplash
115.A-Bomb
117.Triton
119.Squirrel Girl
120.BlackCat
A new coach design on THE Base stand at Coach and bus 2015 was the Dealers own OPerator Holmeswood Coaches NC15HWC a MAN 25-480 / Barbi Gallalieo C61FL. Photo taken 30/09/15
Số cuối cùng trong năm sinh sẽ là họ của bạn
0. Mẹt
1. Từ
2. Đồng
3. Tạ
4. Tấn
5. Lạng
6. Kí
7. Chỉ
8. Lắc
9. Léo
Giới tính sẽ là chữ lót của bạn
Nữ: Thị
Nam: Văn
Tháng sinh và ngày sinh sẽ là tên đệm và tên của bạn
Tháng
1. Cùi
2. Bắp
3. Khóm
4. Hường
5. Té
6. Lục
7. Chí
8. Cu
9. Chim
10. Út
11. Rau
12. Bé
Ngày
1. Mắm
2. Mía
3. Muối
4. Chuối
5. Kèn
6. Trống
7. Sáo
8. Quéo
9. Đen
11. Ngu
10. Trắng
12. Ba
13. Đẹt
14. Mít
15. Xoài
16. Cóc
17. Bưởi
18. Lọt
19. Rắn
20. Mén
21. Chuột
22. Cành
23. Thơm
24. Mận
25. bình
26. Hợi
27. Nhút
28. Bướm
29. Lá
30. Lụa
31. Lành
---------------------------------
KÍ THỊ ÚT ĐEN ♥ =))))))))
This issue is from Peter Parker's perspective.
----
There's no such thing as good news without bad news. The good news for today is that I'm getting paid for the glorified selfies that I took a while back. The bad news is that I suck and the guy in charge of the contest—Ben Urich—now knows about my secret identity. Well, sort of. He thinks I was the photographer and that Spider-Man is my friend. I guess even the cleverest of investigative journalists can't figure out that cameras have timers. Either way, this is bothersome.
Urich seems really nice and I'm almost inclined to trust him. He called me here to say that, for my safety, he refuses to release the pictures I took. In other words, dangerous people might come after me if they see it and he doesn't want that to happen. Hopefully he legitimately cares and isn't just worried about the paper's reputation.
Sometime soon I'm going to retake the photos so that they don't look as staged. I actually tried to do that the first time, but apparently I didn't do it well enough. Urich said a reshoot was unnecessary, but I would feel bad if I took the prize without actually entering something. Besides, I know it would have to come out of his pocket in that case.
Urich taps his pencil on his desk to break the silence. He follows this up by asking, “Peter, have you ever thought of getting a job at the Bugle?”
I sigh, because his question makes me think of May's financial situation. “I'm not old enough to have a real job.”
“Oh. You look older than you really are.”
“I guess,” I murmur while trying to suppress the thought that stress might be prematurely aging me. “Why, are my photos really that good?”
He laughs at what I said. “Your photography skills are incredibly amateur. I was just thinking that your friend might find the Bugle’s resources useful,” he says with an awkward wink.
“Oh. I'll think about it. Are you a fan of Spidey’s work, then?”
“I'm not really a fan of vigilantism, but I think I can get behind Spider-Man. On top of all the small crimes he's put a stop to, he's also saved dozens of lives. He seems like a good guy.”
I don't know how to respond, so I look toward a clock for salvation. “I have to go now,” I say. “Sorry.”
“That's alright. Thanks for stopping by, Peter.”
“You're welcome,” I say while heading toward the exit. What a weird guy.
American Trans Air L1011 TriStar N192AT with 'Pleasant Hawaiian Holidays' tiles. Just being pushed off stand
s0701 6004 MeyA4B14 Schweden und Norwegen 1:7000.000. Meyers Konversations-Lexikon
----------------
Schweden (Sverige, hierzu Karte "Schweden und Norwegen"), Königreich, welches die größere Osthälfte der Skandinavischen Halbinsel umfaßt, liegt zwischen 55° 20'-69° 3' nördl. Br. und 11° 8'-24° 9' östl. L. v. Gr., wird westlich von Norwegen (die Grenze ist durch einen Vertrag von 1751 bestimmt), dem Skagerrak, Kattegat und Öresund, südlich und östlich von der Ostsee, dem Bottnischen Meerbusen und Finnland begrenzt, von dem letztern durch die Torneå- und die Muonioelf geschieden.
Physische Verhältnisse.
[Bodengestaltung.] Während Norwegen, welches die westliche Hälfte der Skandinavischen Halbinsel einnimmt, durchaus ein schroffes Gebirgsland ist, bildet S. (mit seinen drei großen historischen Landschaften: Gotland im Süden, Svealand in der Mitte und Norrland im N.) im großen und ganzen eine Ebene, die meistens nur unbedeutend über das Meer erhöht ist. Etwa 150,000 qkm haben eine Höhe von weniger als 89 m, 128,000 qkm zwischen 89 u. 238 m, 134,000 qkm zwischen 238 und 594 m und 38,000 qkm über 594, im Durchschnitt 650 m. Nur der mittlere und nördliche Teil des Reichs längs der norwegischen Grenze ist Gebirgsland. So tritt unter 61½° beim Hemfjäll zwischen der Westerdalelf und der Klarelf ein von dem norwegischen Gebirgssystem nördlich geschiedener Höhenzug ganz in S. ein und erfüllt, reich an Eisenerz, die Gegenden von Dalarne, Wermland und Westmanland mit seinen bewaldeten Höhen, die jedoch kaum irgendwo auf 450 m ansteigen. Derselbe tritt als Querrücken von W. nach O. zwischen den beiden Seen Wener und Wetter als Tiveden, östlicher (im N. des Meerbusens Bråviken) als Kolmården auf, während der Hauptzug weiter gegen Süden längs des Wetter hinreicht, das über 260 m hohe Bergplateau von Småland bildet, woselbst sich im Süden des Wettersees der Eisenberg Taberg bis 336 m erhebt, und sich endlich in Schonen, der südlichsten Provinz Schwedens, verflacht. Nördlicher erheben sich aus der Ebene noch einzelne ziemlich ansehnliche Berge, z. B. der Kinnekulle am Wenersee (279 m), weiter östlich der Billingen (275 m), der Mösseberg (323 m) und im O. des Wettersees der Omberg (263 m). Überall in den Ebenen (welche die Landseen Mälar, Wener und Wetter umgeben sowie auch längs der ganzen Küste einen ziemlich breiten Gürtel bilden) liegen, mit Ausnahme des südlichen Schonen, erratische Felstrümmer zerstreut. Die zu S. gehörige große Insel Gotland erreicht nur 60 m Höhe. In den Lappmarken erheben sich die höchsten Gebirgsspitzen Schwedens, vor allen der Sulitelma (1875 m), weiter südlich der Areskutan (1472 m) in Jemtland und der Städjan (1176 m) in Dalarne. Alpenlandschaften finden sich nur in den Lappmarken, und nur hier kann man von einer die beiden Königreiche der Skandinavischen Halbinsel scheidenden Gebirgskette sprechen, wie sie in den ältern Landesbeschreibungen eine große Rolle spielt. Westwärts, wo die Thäler zu Norwegen gehören, tritt diese Kette bis ans Meer hinan; ostwärts sinkt sie nach und nach zur Ebene ab, die von den großen auf ihr entspringenden Flüssen durchströmt wird.
Die Küstenbildung Schwedens ist viel einfacher als die von Norwegen. Die Fjorde, welche dort der Landschaft ein besonderes Gepräge verleihen, kommen in S. nur spärlich vor. Von den Busen und Buchten am Kattegat sind nur die kleinen Gullmars- und Kongsbackafjorde sowie die Laholmsbucht und der Skeldervik, an der Ostsee die Meerbusen Slätbaken und Bråviken sowie die sehr buchtenreiche, von vielen vorgelagerten Inseln erfüllte Einfahrt in den Mälar (bei Stockholm) anzuführen. Dagegen besitzt S. vielleicht einen mehr ausgebildeten Skärgård als Norwegen, der in S. nur selten gänzlich fehlt und an einigen Stellen sehr breit ist. Diese zahllosen kleinen Inseln sind für die Küstenfahrt von äußerster Wichtigkeit, da sie gegen offene Stürme und Wellen Schutz verleihen. Im Skagerrak und Kattegat bemerken wir unter den größern Inseln des Skärgård die beiden Inseln Oroust und Tjörn, im Öresund die Insel Hven und in der Ostsee außer Gotland und Öland die zu den Stockholmer Schären gehörenden Inseln Utö (Eisengruben), Muskö, Ornö, Wermdö (die größte derselben), Ljusterö, Gräsö u. a. Am Eingang des Bottnischen Meerbusens sind die (russischen) Alandsinseln, und wo der Bottnische Meerbusen am schmalsten ist (Ovarken), erstreckt sich zwischen Umeå und Wasa eine Gruppe kleiner Inseln über denselben.
[Gewässer.] Wie Norwegen, ist auch S. ein ungemein wasserreiches Land, welches Abdachung nach der Ostsee, dem Kattegat und Skagerrak hat. Ein großer Fluß heißt im Schwedischen Elf (Plural Elfvar), ein kleiner Å (Plural Åar). In die Ostsee ergießen sich: die Torneå- (mit Muonio-), Kalix-, Råneå-, Luleå-, Piteå-, Skellefteå-, Umeå- (mit Vindels-), Ångermanna-, Indals-, Ljusne- und Motalaelf; in das Kattegat: die Götaelf, der 82 km lange Abfluß des Wenersees, in welchen die Klarelf, das Philipstadsche und das Dalslandsche Wassersystem einmünden. Nur einige dieser Flüsse sind auf einen größern Teil ihres Laufs von Natur schiffbar, mehrere sind aber durch Kanalanlagen schiffbar gemacht. Von den Wasserfällen, welche mehrere dieser Flüsse haben, sind die bemerkenswertesten: der Niaumelsaska ("Hasensprung") in der Luleelf, 85 m, der Tännfors in Jemtland, 26 m, der Elfkarlebyfall in der Dalelf, 32 m, der Trollhätta in der Götaelf, 33 m hoch. Die wichtigsten Kanäle sind: 2 kurze Kanäle in der Luleelf, wodurch diese 150 km hinauf schiffbar wird (unvollendet), der Wäddökanal, der Strömsholms-, Hjelmar-, Eskilstuna-, Södertelge-, Kindakanal (in Ostgotland zur Verbindung mehrerer Landseen mit dem Roxen, durch welchen der Götakanal geht), der Götakanal (der bedeutendste von allen), 4 kurze Kanäle an der Götaelf, unter denen der Trollhättakanal der wichtigste ist, 5 Kanäle im Philipstadschen Wassersystem, der Seflekanal zwischen dem Wener und dem Glafsfjord (Arvika), ein Kanalsystem zur Verbindung der Seen in Dalsland untereinander und mit dem Wenersee. Ein besonderer Zug der schwedischen Landschaften ist die Menge der großen und kleinen Binnenseen, mit denen das ganze Land erfüllt ist. Sie nehmen im ganzen ein Areal von 37,370 qkm (678,6 QM.) ein, d. h. 8,3 Proz. des ganzen Areals. Nächst den russischen Landseen Ladoga und Onega ist der Wener in S. der größte See Europas (44 m ü. M., 5975 qkm); ihm zunächst folgen der Wetter (88 m ü. M.), der Mälar, welcher sich bei Stockholm fast unmittelbar mit dem Meer vereinigt, und der Hjelmar (23 m ü. M.). Diese großen, nur unbedeutend über das Meer erhöhten Seen haben für S. dieselbe Bedeutung wie die Fjorde für Norwegen und bieten auch jetzt noch trotz der großen Ausdehnung des Eisenbahnnetzes gute Kommunikationsmittel dar, indem sie von vielen Dampfschiffen befahren werden. Unter den übrigen Seen nennen wir: Siljan in Dalarne, Storsjön in Jemtland (291 m ü. M.), Dellen in Helsingland, Hornafvan, Storafvan, Lulejavr, Torneträsk in Lappland etc.
[Klima.] Infolge der nördlichen Lage hat die ganze Skandinavische Halbinsel ein rauhes Klima; doch ist dieses gesund und dabei milder als in irgend einem Land unter gleicher Breite. Der südlichste Teil gleicht in klimatischer Hinsicht ganz dem nördlichen Deutschland, während natürlich der höhere Norden ein strengeres Klima hat; auch bewirken die westliche Begrenzung durch den Ozean, die östliche durch das osteuropäische Flachland, die verschiedene absolute Höhe und andre lokale Ursachen eine bedeutende Verschiedenheit in der Witterung der einzelnen Teile. Die mittlere Temperatur beträgt zu Enontekis (68° 30') -3,2 C., Umeå (63° 50') +1,80°, Hernösand (62° 28') +2,34°, Stockholm (59° 20') +6,96°, Gotenburg (57° 42') +7,97°, Wexiö (56° 53°^[richtig: 53']) +6,96°, Lund (55° 42') +7,25° C. Das westliche S. ist reicher an Niederschlägen als das östliche; es beträgt nämlich die jährliche Regenhöhe in Lund 54,8 cm, Kalmar 32,4, Wisby 44,8, Jönköping 53,7, Stockholm 40,2, Örebro 53,2, Westerås 40,7, Upsala 59,1, Gefle 52,5, Falun 51,8, Hernösand 53,7, Umeå 60,0, Piteå 41,2, Haparanda 41,5 cm, dagegen in Halmstad 71,8, Gotenburg 82,7, Wenersborg 77,0 cm.
Areal und Bevölkerung.
Der Flächeninhalt Schwedens beläuft sich nach Strelbitskys Berechnung auf 450,574,3 qkm (8183 QM.); die Bevölkerung betrug nach der Volkszählung von 1880: 4,565,668 Seelen und wurde für Ende 1887 auf 4,734,901 Seelen berechnet. Areal und Bevölkerung der einzelnen Läns betragen:
LänsQKilometerQMeilenEinw. 1887Einw. auf 1 QKil.
A. Svearike.
Stockholm (Stadt)\\227964\
1) Stockholm7643,7138,8215216050
2) Upsala5313,896,5012008422
3) Södermanland6841,4124,2415229622
4) Westmanland6814,5123,7613462520
5) Örebro9118,0165,5918289520
6) Wermland19314,4350,7725684213
7) Kopparberg30010,8545,571956676
- Mälarsee1168,521,22--
- Hjelmarsee511,29,28--
B. Götarike.
8) Malmöhus4795,487,0936454376
9) Christianstad6511,5118,2522607034
10) Blekinge3010,754,6814167747
11) Halland4913,289,2313739828
12) Kronoberg9997,1181,5616500916
13) Jönköping11574,6210,2119307117
14) Kalmar11493,3208,7323633320
15) Gotland3152,557,255206517
16) Gotenburg u. Bohus5101,392,6428995756
17) Elfsborg12825,3232,9227921721
18) Skaraborg8561,0155,4825193929
19) Ostgotland10977,3199,3626608424
- Wenersee5974,9108,51--
- Wettersee1922,234,91--
C. Norrland.
20) Gefleborg19815,7359,871990449
21) Westernorrland25046,6454,831938687
22) Jemtland52218,7948,34974741,8
23) Westerbotten59098,31073,281169101,9
24) Norrbotten106818,41939,93987090,9
Zusammen:450574,38182,82473490110
Die Bevölkerung, welche 1830 erst 2,888,082 Seelen betrug, hat sich bis 1887 etwa verdoppelt; die Zunahme belief sich im Zeitraum 1870-80 auf 9,5 Proz., 1880-87 auf 3,7 Proz. (169,233 Seelen). Die Auswanderung war nach einer plötzlichen Steigerung zu Ende der 60er Jahre (1869: 39,064 Personen) bis 1877 allmählich auf 7610 Personen gesunken, erreichte dann schnell wachsend 1882 die höchste Ziffer mit 50,178 Personen und hat seitdem wieder bedeutend abgenommen (1886: 32,889 Personen). Dem gegenüber ist die Einwanderung unbedeutend, obwohl sie sich im Jahrzehnt 1876-85 von 3212 auf 5792 Personen gehoben hat. Das Ziel der Auswanderer war überwiegend Amerika; Dänemark und Norwegen kommen erst in zweiter Reihe in Betracht. In betreff der Dichtigkeit der Bevölkerung nimmt S. mit 10 Einw. auf 1 qkm unter den Staaten Europas den vorletzten Platz ein. Die größte Dichtigkeit weisen die südlichen und südöstlichen Läns: Malmöhus, Gotenburg-Bohus, Stockholm und Blekinge, die niedrigste die nördlichen Läns: Jemtland, Westerbotten und Norrbotten auf. Nach dem Geschlecht unterschied man 1887: 2,296,311 männliche u. 2,438,590 weibliche Personen, so daß auf 1000 Männer etwa 1062 Frauen (1870 noch 1000: 1067) kamen. Die Zahl der Eheschließungen betrug 1886: 30,133 und ist erheblich geringer als in den Jahren 1873-76. Lebend geboren wurden 1885: 137,308 Kinder, davon 14,294 uneheliche (10,1 Proz.); es starben, abgesehen von 4008 totgebornen Kindern, 82,781 Personen (17,8 auf 1000 Einw.); die Sterblichkeitsziffer ist seit 1875 fast ohne Unterbrechung zurückgegangen. Die große Mehrzahl der Bevölkerung wohnt auf dem Land, nur 17,2 Proz. in Städten, von denen nur eine (Stockholm) mehr als 200,000 Einw., 5 zwischen 20,000 und 100,000 und 11 zwischen 10,000 und 20,000 Einw. haben. S. zählt jetzt 92 Städte außer 20 Flecken (Köpingar). Auf dem Land bildet jedes Härad und jeder Gerichtssprengel, ja jedes Pastorat oder sogar Kirchspiel eine eigne Gemeinde.
Nach ihrer Nationalität sind die Einwohner mit wenigen Ausnahmen Schweden (in der Landessprache Svenskar, vormals Svear), die mit den Dänen und Norwegern (Isländern) einen Zweig des germanischen Volksstammes bilden. Die Sprache bietet auch mit denen der angrenzenden Völker so große Ähnlichkeiten, daß sie sich ohne Schwierigkeiten verstehen. Der Schwede hat in der Regel eine hohe, schlanke Gestalt, eine weiße Haut, braunes oder blondes Haar, ausdrucksvolle Gesichtszüge und blaue Augen. Beide Geschlechter zeichnet eine gewisse Leichtigkeit und Grazie in der Bewegung des Körpers aus, und man pflegt die Schweden deshalb wohl die "Franzosen des Nordens" zu nennen. Die Grundzüge des schwedischen Charakters sind nordischer Ernst, Liebe zu Religion, Vaterland, Gesetz und Freiheit, Ehrlichkeit und Uneigennützigkeit, Selbstgefühl, Gastfreundschaft, Mildthätigkeit, schnelle Fassungsgabe und scharfe Urteilskraft. Naturfehler sind Phlegma und Langsamkeit, Neigung zum Genuß geistiger Getränke und Hang zu äußerlichem Prunk. Manches Eigentümliche haben die Dalekarlier (s. Dalarne) bewahrt. Die Wohnungen sind in den verschiedenen Teilen des Landes verschieden, nur in den größten Städten, Stockholm und Gotenburg, fast durchweg von Stein, in den kleinern aber größtenteils von Holz, daher die Feuersbrünste so verheerend wirken; doch sind die Häuser geräumig und bequem. Besonders zeichnen sich die Bauernhöfe in den Landschaften Ångermanland, Medelpad und Helsingland aus, die fast sämtlich großen Herrensitzen gleichen. - Außer den Schweden wohnen auch Finnen an der Grenze von Finnland in Norrbottenlän sowie in einigen innern waldigen Gebirgsgegenden des mittlern S. (1880 im ganzen 16,976). Die Lappen wohnen jetzt eigentlich nur in Lappland und vereinzelt in den übrigen Teilen von Norrland (1880: 6404). Die Anzahl der in S. befindlichen Israeliten ist sehr gering (1880: 2993). Auch haben sich eingewanderte Fremde im Land niedergelassen, doch sie verschmelzen meist bald mit den Schweden. 1880 zählte man 18,587 Personen, die im Ausland geboren waren, vornehmlich Dänen, Norweger, Finnen und Deutsche.
Die herrschende und Staatsreligion ist die evangelisch-lutherische; doch besteht jetzt völlige Religionsfreiheit, und jedem ist die freie Ausübung seines Religionsbekenntnisses gestattet. Außer den schon erwähnten Israeliten waren indessen 1880 nur wenig Bekenner fremder christlicher Konfessionen vorhanden, nämlich 245 Reformierte, 810 Römisch-, 17 Griechisch-katholische, 14,627 Baptisten, 1591 Methodisten und 414 Mormonen. Die Landeskirche hat Bischöfe, an deren Spitze der Erzbischof von Upsala als Primas des Reichs steht. Die zwölf Bischofsprengel oder Stifter sind: Upsala, Linköping, Skara, Strengnäs, Westerås, Wexiö, Lund, Gotenburg, Kalmar, Karlstad, Hernösand und Wisby. Jedes Stift hat einen Bischof und ein geistliches Konsistorium oder Domkapitel (außerdem sind in Stockholm noch ein Hof- u. ein Stadtkonsistorium, beide unter dem Erzbischof zu Upsala stehend). Mehrere Pastorate bilden eine Propstei, deren es 180 gibt.
[Unterricht.] Das schwedische Volk ist ein sehr gebildetes und nimmt in dieser Beziehung einen hohen Rang ein. In allen Fächern des Wissens haben Schweden sich ausgezeichnet, und selbst in den menschenärmsten Gegenden des Landes gibt es unter 100 kaum einen, der nicht lesen und schreiben kann. Im allgemeinen ist für den höhern und niedern Unterricht sehr gut gesorgt. Für den Volksunterricht sowohl in den Städten als auch auf dem Land sorgen die Volksschulen, deren jedes Kirchspiel nach dem Gesetz vom 13. Juni 1842 wenigstens eine, womöglich feste Volksschule haben soll. In den Gegenden mit besonders dünner und armer Bevölkerung ist es gestattet, statt der festen eine fliegende (flyttande) Schule zu errichten. 1885 gab es 12 höhere, 3455 feste und 831 fliegende Volksschulen, 1103 Notschulen (mindre skolor) und 4626 Kleinschulen (småskolor), welch letztere zur Volksschule vorbereiten; ferner zählte man 25 Volkshochschulen (Fortbildungsschulen). Für die Bildung der Volksschullehrer bestehen 7, für Lehrerinnen 5 Seminare. Die höhern Lehranstalten (gemeinhin Elementarschulen genannt) sind eine Vereinigung von Gymnasium und Realschule und zerfallen meist in eine klassische und eine realistische Abteilung; neuerdings sucht man jedoch die höhern Schulen nach deutschem Muster zu reorganisieren. Unter den 78 höhern Schulen sind 34 vollständig (mit 7 Klassen und neunjährigem Kursus), 24 haben 5 Klassen und 20 drei Klassen; außerdem bestehen noch 18 Pädagogien mit 1-2 Klassen. Es gibt zwei Universitäten: Upsala (seit 1477) und Lund (seit 1668), außerdem in Stockholm das Karolinische Institut (für höhere medizinische Bildung). Es gibt ferner: 9 Navigationsschulen, eine Kriegsakademie und eine höhere Artillerie- und Ingenieurschule, eine Kriegs- und eine Marineschule, eine höhere Bergschule in Philipstad, ein Forstinstitut, eine landwirtschaftliche Akademie, 2 höhere landwirtschaftliche Institute, landwirtschaftliche Schulen (je eine in jedem Län), 2 Tierarzneischulen, eine technische Hochschule (in Stockholm), die Chalmersche Gewerbeschule in Gotenburg sowie technische und Gewerbeschulen (in mehreren Städten). Bibliotheken finden sich bei den beiden Universitäten, in Stockholm und bei den höhern Schulen; jetzt gibt es auch überall Kirchspielsbibliotheken. Für Taubstumme und Blinde gibt es je ein Institut und 13 Erziehungsanstalten, ferner 3 Lehranstalten für Taubstumme.
Ackerbau und Viehzucht.
Die Hauptnahrungsquelle der Bevölkerung bildet der Ackerbau, mit welchem sich drei Viertel derselben beschäftigen. Doch nur die milden Thon- und Kalkschiefer der Silurformation bieten eine ausreichende Erdkrume, um die Beackerung zu lohnen, während die schwer verwitternden Granitflächen, aus denen der größte Teil Schwedens besteht, mit Wald bedeckt sind. 1884 entfielen 7,4 Proz. des Areals auf Ackerland und Gärten, 4,8 Proz. auf natürliche Wiesen und 43,6 Proz. auf die Waldungen. Das Waldland überwiegt weitaus in den nördlich vom 61. Breitengrad liegenden Läns, von denen Westernorrland neben 73,9 Proz. Wald nur 7,4 Proz. Kulturland zählt, und selbst im fruchtbarsten Teil von Swealand, im Län Upsala, finden sich neben 55,5 Proz. Wald nur 35,4 Proz. Acker und Wiesen. Im südlichen S. erscheinen nur die Läns Skaraborg und Christianstad mit 39,4, resp. 39,6 Proz. Kulturland für die Landwirtschaft günstiger, während das Län Malmöhus, dessen Kulturland man auf 72 Proz. des Areals schätzt, völlig isoliert dasteht. Die Größe der Güter wird in S. nach Hufen (mantal, hemman) bestimmt; doch ist dieser Ausdruck ein sehr ungenauer, indem das Areal einer Hufe sowohl in den verschiedenen Teilen des Landes als auch in einem und demselben Län außerordentlich verschieden ist. Die Gesamtzahl der Hufen betrug 1884: 67,659. Diese Hufen haben nach den darauf lastenden Abgaben eine verschiedene Natur und demnach auch verschiedenen Wert. Die kleinere Zahl, aber die größten Güter, nämlich die ursprünglich adligen (frälsehemman), umfassend, ist von vielen Lasten befreit, die auf den übrigen ruhen, welche man unter den Benennungen "Steuerhufen" (skattehemman) und "Kronenhufen" (kronohemman) zusammenfaßt, obgleich noch viele andre Benennungen und Unterabteilungen vorkommen. 1884 gab es 5597 Kronohemman, 39,467 Skattehemman und 21,695 Frälsehemman. 1880 zählte man in S. 163 Fideikommisse mit einem Areal von 3099 Mantals zu einem Taxwert von 103½ Mill. Kronen (die wertvollsten in den Läns Malmöhus, Södermanland und Christianstad). Der Ackerbau hat im Lauf des 19. Jahrh. so große Fortschritte gemacht, daß S., welches 1764 nicht weniger als 660,000 Ton. Getreide einführte, seit 1820 keiner Getreideeinfuhr bedurfte, ja seit dieser Zeit in einer steigenden Progression Getreide ausgeführt hat (seit 1854 jährlich über 1½ Mill. Ton. nach Abzug des Getreideimports), und jetzt ist Getreide der wichtigste und wertvollste von allen schwedischen Ausfuhrartikeln. In Götarike (mit alleiniger Ausnahme des Elfsborgläns) erzeugen die sämtlichen Läns wenigstens das zum eignen Bedarf erforderliche Getreide, die meisten aber noch zur Ausfuhr; ebenso bedürfen in Svearike nur Dalarne und Wermland der Zufuhr; die übrigen fünf Läns haben Überfluß, ja sogar in Norrland erntet man in guten Jahren seinen Bedarf selbst. Was den Umfang der zur Landwirtschaft benutzten Oberfläche des Landes betrifft, so ward das Areal 1884 auf 6,077,086 Tonnenland Acker, 66,820 Tonnenland Gärten und 3,937,982 Tonnenland natürliche Wiesen angegeben. Der Wert des sämtlichen Landbesitzes ward 1886 auf 2241 Mill. Kr., der des übrigen versteuerten liegenden Besitzes auf 1233 Mill. Kr., der aller steuerfreien, dem Staate, den Kommunen etc. gehörenden Besitzungen auf 323 Mill. Kr. berechnet. Am weitesten nach N. verbreitet ist die Kultur der Gerste, welche noch jenseit des 70.° in vertikaler Höhe bis 800 m unterhalb der Schneegrenze stattfindet und in den fünf nördlichen Läns das Hauptprodukt des Landbaues ist. Hafer wird in den drei nördlichsten Läns nur sehr wenig angebaut; die größten Quantitäten liefern Skaraborg-, Wermland-, Elfsborg- und Malmöhuslän. Hafer ist Hauptexportartikel und geht besonders nach England. Roggen, das Brotkorn des Volkes und daher in geringerm Maß Gegenstand des Exports, wird in allen Läns angebaut, doch weniger stark in den 5 nördlichen und im Län Gotenburg als in den übrigen 18; die größten Quantitäten liefern die Läns Ostgotland, Malmöhus, Kalmar, Skaraborg, Christianstad, Upsala, Södermanland und Westmanland. Weizen wird in den Läns Norrbotten und Jemtland fast gar nicht, in den vier übrigen nördlichsten Läns sowie in Kronoberg-, Jönköping-, Blekinge-, Halland- und Elfsborglän nur wenig, in den übrigen aber ziemlich stark angebaut. Beinahe ebenso verhält es sich mit Erbsen und Bohnen, von denen Malmöhuslän und demnächst Gotenburglän die größten Quantitäten erzeugen. Überall gedeiht die Kartoffel, und die allgemein gewordene Kultur dieses Knollengewächses läßt so leicht keine Hungersnot mehr eintreten. Der Ertrag der Ernte für 1887 wurde folgendermaßen angegeben: 1,423,853 hl Weizen, 7,894,495 hl Roggen, 5,342,553 hl Gerste, 19,912,779 hl Hafer, 2,856,351 hl Mengkorn, 612,247 hl Erbsen, 77,228 hl Bohnen, 253,535 hl Wicken, 21,507,134 hl Kartoffeln. Gesamtgewicht und Wert der Halm- und Hülsenfrüchte wurden 1887 auf 2293 Mill. kg und 195 Mill. Mk. geschätzt. Fast überall, jedoch weniger im N., werden auch noch andre Wurzelgewächse (Runkelrüben, Rüben etc.) angebaut, deren Ertrag auf mehr als 1 Mill. Ton. angegeben wird. In einigen Läns, besonders Gefleborg, Kronoberg und Jönköping, baut man auch ziemlich viel Flachs und Hanf; doch reichen die Ernten ebensowenig wie die des Tabaks, Hopfens, Kümmels etc. zur Befriedigung des Bedürfnisses hin. Die Wiesenkultur hat erst in der neuern Zeit angefangen sich zu heben, ist aber immer noch zurück, obgleich wenigstens in der südlichen Hälfte des Landes der Erzeugung guter Futterkräuter große Aufmerksamkeit gewidmet wird. Am meisten vernachlässigt ist der Obstbau und die Kultur der Gartengewächse, obgleich im südlichen S., ja an günstigen Örtlichkeiten bis über den 64.° hinaus, vortreffliches Obst, besonders Äpfel sowie auch Stachel- und Johannisbeeren, und feinere Gemüse gut gedeihen und auch in den Gärten der Städte und der Herrensitze erzielt werden. Erheblicher für den Haushalt sind die reichen Ernten an wilden Beeren (Erd-, Heidel-, Preißel-, Multe-, Himbeeren u. a.), welche die Wälder und Gebirge selbst in den nördlichsten Gegenden im größten Überfluß erzeugen.
Die Viehzucht ist lange vernachlässigt worden und hat nicht den Ertrag geliefert, den sie bei der relativ großen Zahl der Haustiere im Vergleich zu andern Ländern hätte liefern können. Doch hat ein großer Fortschritt stattgefunden, obschon S. noch fortwährend alljährlich bedeutende Quantitäten dahin gehöriger Produkte aus dem Ausland bezieht. Die Viehzucht wird jetzt durchgängig nach rationellern Grundsätzen betrieben durch bessere Pflege und Veredelung der Rassen, durch zweckmäßigere Benutzung der Produkte (z. B. bessere Bereitung der Butter und des Käses), wozu die Regierung die Hand bietet, indem 3 Stutereien, 2 Meiereischulen, Stammholländereien und Stammschäfereien eingerichtet sind und Meieristen im Land umherreisen, um den nötigen Unterricht zu erteilen, etc. Die schwedischen Pferde- und Rinderrassen sind klein, aber kräftig, die Schafe liefern im allgemeinen nur grobe Wolle; doch gibt es auch schon veredelte Schafe, obgleich die klimatischen Verhältnisse der Schafveredelung große Schwierigkeiten in den Weg legen. Federvieh wird nicht viel gehalten; die Bienenzucht ist erst in neuerer Zeit in den südlichern Landschaften ein Gegenstand der Aufmerksamkeit geworden. Für die Lappen im N. bieten die Renntiere (vielleicht gegen 100,000 Stück) den ganzen Reichtum; bei ihnen werden außer diesen keine andern Haustiere unterhalten als die zur Bewachung der Herden notwendigen Hunde. 1884 zählte man im ganzen: 476,008 Pferde, 2,347,003 Stück Hornvieh, 1,410,177 Schafe, 101,496 Ziegen und 476,889 Schweine.
Forstwirtschaft, Jagd, Fischerei.
Von ganz besonderer Wichtigkeit sind die Waldungen, welche 181,000 qkm des Landes bedecken; davon liegen 104,000 qkm in Norrland. Aber auch in den Läns des mittlern S. nimmt das Waldland, außer in Kopparberg und Södermanland, mehr als die Hälfte des Areals ein, während im Süden nur die Läns Ostgotland und Kalmar dies Verhältnis zeigen. Ungefähr 20 Proz. sind Kronparke oder gehören den Kommunen etc., während 80 Proz. in Privatbesitz sind. Doch ist seit alter Zeit die Krone im ausschließlichen Besitz der Eichenwaldungen, wenn sie auch auf privatem Boden gewachsen sind. Die Bewirtschaftung der Privatwälder ist bis jetzt gänzlich frei, während die übrigen unter der Aufsicht der Forstdirektion (skogsstyrelsen) stehen. Fichten, Tannen und Birken, untermischt mit Erlen und Eschen, sind die am meisten und überall vorkommenden Waldbäume; in der südlichen Hälfte, doch wenig über den 60.° hinaus, sind auch Eichen sowie in Schonen und Blekinge Buchen allgemein. Was die vertikale Grenze der Bäume betrifft, so verschwindet die Tanne 1040 m, die Fichte 910 m, die Birke 594 m unterhalb der Grenze des ewigen Schnees; noch 130 m höher hinauf gehen einige Büsche (darunter die Zwergbirke), Moose und Flechten (Renntiermoos). Die Wälder liefern den größten Teil des den Berg- und Hüttenwerken nötigen Brennmaterials. Die Abtreibung der schwedischen Wälder kann alljährlich auf 30 Mill. cbm angeschlagen werden, wovon ca. 2½ Mill. cbm exportiert werden. Über die Hälfte der von S. ausgeführten Holzwaren geht nach England, das übrige nach Frankreich, Belgien, Spanien, Dänemark und Deutschland. Die "Pitprops" (Stützen, welche in den Gruben angewandt werden) gehen fast ausschließlich nach England, nur ausnahmsweise nach Frankreich. Für den Transport des Holzes vom Innern des Landes nach der Küste zu werden noch vorzugsweise die Flüsse benutzt, insbesondere die, welche nach dem Bottnischen Busen strömen, an dem auch die wichtigsten Exporthäfen gelegen sind. Daneben werden jedoch auch die Eisenbahnen benutzt. 1887 betrug die Ausfuhr 260,000 cbm Balken und Sparren, 47,082 Standards (à 120 Stück) holländische Balken, 128,085 Standards Grubenstützen, 492,866 Standards Planken und Latten, 209,196 Standards Bretter, 35,379 Standards gehobelte Bretter, 250,000 cbm Holzenden. Die Wälder haben erst in der neuesten Zeit durch die hohen Preise ihrer Produkte Wert erhalten, doch sind große Strecken, besonders in den westlichen Läns des südlichen S., entwaldet, und an neuen Anpflanzungen fehlt es vollständig. Selbst in Gegenden, wo das Waldland den größten Teil des Bodens bedeckt, nimmt der Holzreichtum von Jahr zu Jahr ab, und die Holzausfuhr mindert sich in erschrecklicher Weise.
Die Jagd, überall frei und früher ergiebig, ist jetzt von sehr untergeordneter Bedeutung; doch werden in den waldreichern Gegenden des Innern, besonders im N., immer noch Auer-, Birk-, Hasel- und Schneehühner sowie auch Hasen (die im Winter weiß sind) in ziemlicher Anzahl erlegt. An den Küsten lohnt sich die Jagd auf Seevögel sowie der Robbenschlag. Die Raubtiere sind durch die unablässige Verfolgung in bedeutender Abnahme begriffen; doch wurden 1886 noch für 31 als erlegt angemeldete Bären, 23 Wölfe, 16 Luchse und 85 Vielfraße Prämien ausgezahlt. Ferner wurden 16,415 Füchse und 18,641 Raubvögel (Adler, Uhus, Habichte) erlegt. Auch Biber sind noch vorhanden, aber sehr in Abnahme. Das Hochwild (Hirsche, Rehe und Elentiere) ist sehr selten. Von Vögeln sind beinahe alle Arten vorhanden, die in Deutschland vorkommen; doch ist die Zahl der Individuen bei weitem geringer, und die schwedischen Wälder sind daher weniger belebt. Nur im äußersten Süden läßt die Nachtigall ihre Stimme hören; weiter nördlich ist die Singdrossel (Turdus musicus) und in Lappland die nordische Nachtigall (Motacilla suecica) der vornehmste Singvogel. In neuerer Zeit, da S. mehr Kulturland darbietet, verbreiten sich auch Vögel, welche früher nicht vorhanden waren, weiter gegen N.; so z. B. geht jetzt die Wachtel bis zur Südgrenze von Norrland hinauf.
Ein wichtiger Erwerbszweig ist die Fischerei, vornehmlich in den Landschaften Blekinge und Schonen und auf der Insel Gotland. Hier gibt es ganze Dörfer, welche ausschließlich von Seefischerei leben, während an den Küsten des mittlern und nördlichen S. die Fischerei nur von Bauern und den Bewohnern der Küstenstädte betrieben wird. An der Ostseeküste, von Kalmar bis Haparanda, beschäftigen sich 3275 Fahrzeuge mit dem Heringsfang, welcher hier jährlich 66,500 Ton. gesalzene Fische abwirft; in den südlichen Läns ist der Ertrag noch größer (insgesamt 150,000 T.), zumal sich seit 1877 der gemeine Hering und die Sprotte auch an den Küsten von Westschweden wieder gezeigt haben. Außerdem sind von Bedeutung der Lachsfang auf offener See, an den südlichen Küsten und in den Flüssen. Von geringerer Ausdehnung ist die Fischerei auf Dorsche, Flundern, Aale und Makrelen. Von Bohuslän aus wird im Kattegat und an der Westküste Norwegens eine bedeutende Fischerei auf Kabeljaus und Frischfische betrieben, dagegen hat der Hummerfang dort sehr abgenommen. Wegen ihres geringen Salzgehalts haben die Küstengewässer eine Menge der sonst nur in Landseen heimischen Fische. Vgl. Yhlen, Die Seefischerei an der Westküste Schwedens (Gotenb. 1880); Smitt, The Swedish Fisheries (Lond. 1883).
Bergbau und Industrie.
Der Bergbau, besonders auf Eisen, demnächst auf Kupfer und auch andre Produkte des Mineralreichs, gehört zu den wichtigsten Nahrungsquellen in S. Vortreffliches Eisenerz wird mit wenigen Ausnahmen überall von Lappland bis Schonen angetroffen. Durch Wermland, Dalarne, Nerike, Westmanland und Upland breiten sich die vornehmsten Eisenerzlager aus, von denen sich die vorzüglichsten, z. B. Dannemora, Bispberget u. a., in dem im Gebiet der Gneisformation vorkommenden Hornstein finden. Außerdem erheben sich in S. ganze Berge von Eisenerz, z. B. der Taberg am Südende des Wettersees, eine von magnetischem Eisenerz geschwängerte Serpentinmasse, und in den Lappmarken (wo überhaupt eine große Menge noch gar nicht genau erforschter reicher Lager von Eisen-, Kupfer-, Silbererz etc. vorhanden ist) unter 67° nördl. Br. der Gellivara (s. d.), 5 km lang, 4 km breit, 580 m hoch, durchweg aus reinem magnetischen Eisenstein von 60-75 Proz. Metallgehalt von vorzüglicher Güte bestehend. Das Erz aus andern lappländischen Gruben läßt sich leichter über Norwegen an die See schaffen. Sogar die schwedischen Gewässer sind mit Eisen imprägniert, und es werden besonders in Småland, Dalarne, Helsingland, Wermland und Herjeådalen ansehnliche Quantitäten von Sumpfeisen gewonnen (21,900 Doppelztr.). 1885 wurden in ganz S. in 966 Gruben 871,000 Ton. Eisenerze gebrochen. In 179 Hochöfen gewann man 460,000 T. Roheisen sowie 41,820 Doppelztr. Gußeisen und in 62 Gießereien außerdem 173,150 Doppelztr. Gußeisen. In 226 Werken wurden 266,500 T. Stabeisen bereitet; an Stahl, Platten, Nägeln und verschiedenem Manufaktureisen wurden in 146 Werken 427,000 Doppelztr. produziert. Eisen und Stahl bilden auch einen der wertvollsten Ausfuhrartikel. Vgl. Ehrenwerth, Das Eisenhüttenwesen Schwedens (Leipz. 1885). Von Kupfer wurden in 8 Werken 6267 Doppelztr. Garkupfer gewonnen (davon das meiste bei Atvidaberg in Ostgotland, weniger in Falun). Die Silberproduktion ist jetzt nur unbedeutend (1885: 2326 kg), sie findet meistens bei Sala statt. Außerdem wurden 1885 gewonnen: 328 kg gereinigtes Kobalterz, 3356 Doppelztr. Messing, 558 Doppelztr. Nickelstein, 116 Doppelztr. Nickelkupfer, 4373 Doppelztr. Eisenvitriol und 486,000 Doppelztr. Zinkerz, endlich Marmor (besonders auf Kolmården) im Wert von 11,766 Kr. Steinkohlen werden in Schonen (bei Höganäs seit 1794) gewonnen und finden sich da in großer Ausdehnung; 1885 betrug die gesamte Ausbeute 2,162,000 hl. Die in vielen Gegenden über 9 Proz. des Areals bedeckenden Torfmoore werden erst neuerdings in Schonen, um das immer seltener werdende Holz zu ersetzen, in größerm Umfang ausgebeutet.
Die schwedische Industrie hat sich in den letzten Dezennien außerordentlich kräftig entwickelt. 1884 betrug die Zahl der Fabriken aller Art 2924, der Gesamtwert ihrer Produktion 191 1/3 Mill. Kr. Davon kamen auf Stockholm 20 Proz., auf Gotenburg (Stadt und Län) 20 Proz., auf Norrköping und Ostgotland 16,3 Proz. Früher waren die Wollfabriken und demnächst die Seidenfabriken die wichtigsten; späterhin schlossen sich ihnen die Baumwollfabriken (nebst Spinnereien) und die Kattundruckereien an, von denen erstere sich dermaßen entwickelt haben, daß sie 1860-62 jährlich Fabrikate zu einem Wert von über 19 Mill. Kr. lieferten. Doch schon 1863 sank der Wert derselben auf 5½ Mill. herab, hob sich dann 1864 wieder auf 7 Mill. und betrug 1884: 12,2 Mill. für die Spinnereien und 12,7 Mill. Kr. für die Baumwollfabriken. Hinsichtlich des Wertes ihrer Fabrikate gehörten 1884 zu den wichtigsten Industrieetablissements: 9 Zuckerraffinerien (19,3 Mill. Kr.), 46 Tuchfabriken (besonders in Norrköping), deren Produktion 11,1 Mill. Kr. betrug, 222 Gießereien und mechanische Werkstätten (30,8 Mill. Kr.), 104 Tabaksfabriken (10,9 Mill. Kr.), 657 Lederfabriken (5,2 Mill. Kr.), 36 Papierfabriken (8 Mill. Kr.), 34 Zündhölzerfabriken (9 Mill. Kr.). S. hat ferner 2 Porzellanfabriken (2,5 Mill. Kr.) und 2 Seidenfabriken (693,000 Kr.). Noch sind die Branntweinbrennereien hervorzuheben, deren Zahl 1885/86: 197 betrug, und die seit der durchgreifenden Veränderung in der Besteuerung des Branntweins 1855 nächst den Zöllen die reichste Einkünftequelle für den Staat geworden sind, indem sie einen Reinertrag von 13 Mill. Kr. geben. Die jährliche Produktion beträgt ungefähr 40 Mill. Lit. Der Branntwein wird vorzugsweise aus Korn und Kartoffeln zubereitet. Die Zahl der Besitzer sämtlicher Fabriken (mit Einschluß der Aktiengesellschaften) betrug 1884: 2796, die Zahl der Fabrikarbeiter 71,317 (darunter 18,631 Frauenzimmer). Der Hausfleiß ist im ganzen nicht unbedeutend, und besonders thun sich gewisse Gegenden in dieser Hinsicht vor andern vorteilhaft hervor, so z. B. die Landschaft Angermanland durch ihre weiße Leinwand, deren Fabrikation vom Staate durch Prämien ermuntert wird. Gröbere Leinwand wird in andern angrenzenden norrländischen Landschaften verfertigt. Im ganzen ist jedoch diese häusliche Industrie im Abnehmen begriffen. In Elfsborglän wird großartige Baumwollweberei als Hausindustrie betrieben, deren Ertragswert man zu 6-8 Mill. Kronen veranschlagt.
Handel und Verkehr.
Von sehr großer Wichtigkeit ist der Handel, welcher 1850 von 11,000, 1864 von 15,528, 1884 von 20,954 Personen betrieben wurde. Der Handel zerfällt in den inländischen und den ausländischen, da der Transithandel wegen der Lage des Landes nicht bedeutend sein kann. Der innere Verkehr wird befördert durch eine lange Küste, schiffbare Landseen, Flüsse, Kanäle, Landstraßen und Eisenbahnen. Die Küste bietet überall in den Schären die vortrefflichsten Häfen dar. Von den Landseen des Innern werden viele mit Dampfschiffen befahren, stehen auch mit Landstraßen und Eisenbahnen in Verbindung. Die Landstraßen sind chausseeartig angelegt und werden auch gut unterhalten; die Gesamtlänge derselben betrug 1880: 60,630 km. An denselben waren 1488 Stationen, in denen Reisende Bewirtung, Obdach und Pferde erhalten können; jährlich werden auch bei denselben ungefähr 1,9 Mill. Pferde geliefert, denn das Reisen mit Skjuts (spr. schuß), wie man diese Einrichtung nennt, ist bequem und nicht teuer. Die Eisenbahnen bilden im südlichen Teil bereits ein zusammenhängendes Netz und teilen sich in Stammbahnen und Privatbahnen, jene vom Staate, diese von Privatpersonen oder Kommunen, großenteils aber mit Unterstützung des Staats, angelegt und unterhalten. 1887 standen im Betrieb 7388 km Eisenbahnen (davon 4892 km Privatbahnen). Die größten Staatsbahnlinien sind: die Westbahn (Stockholm-Gotenburg, 456 km), die Nordbahn (Stockholm-Ange, 484 km), die Südbahn (Falköping-Malmö, 380 km), die Nordwestbahn (Laxå bis zur norwegischen Grenze in der Richtung auf Kongsvinger, 210 km), die Ostbahn (Katrineholm-Nässjö, 216 km) und die Linie Sundsvall-Torpshammar-Storlien (363 km). Unter den Privatbahnen ist am ausgedehntesten die Linie Falun-Kil-Gotenburg (486 km). Die Länge der Staatstelegraphenlinien betrug 1887: 8345 km (davon 100 km unterseeische Kabel), die der Drähte 21,304 km. Der Handel mit dem Ausland wird, außer zu Land mit Norwegen und Finnland, vorzugsweise von den 37 Stapelstädten betrieben, welche außer Jönköping (am Wettersee), Karlstad, Karlshamm und Wenersborg (am Wenersee) am Meer liegen, und in denen es Zollstationen gibt; doch besitzen auch andre See- und Landstädte, Flecken, ja das platte Land Schiffe, die daran teilnehmen. Die schwedische Kauffahrteiflotte zählte 1887: 3967 Schiffe mit 507,573 Ton. Gehalt (darunter 2128 Küstenfahrer mit 101,510 T.). Die Zahl der Dampfer ist seit 1871-87 von 419 auf 922 von 117,732 T. gestiegen. Der ausländische Handel erstreckt sich über die ganze Erde und hat sich besonders in der neuesten Zeit sehr gehoben, wozu die ermäßigten Zollsätze nicht wenig beigetragen haben. Die Haupteinfuhrartikel sind: Manufakturwaren von Gespinsten (1886: 50 Mill. Kr.), Gespinste (19,9 Mill.), Kolonialwaren (45,7 Mill.), Getreide und Mehl (30,8 Mill.), Mineralien (24,2 Mill.), verarbeitete Metalle (13,3 Mill.), Haare und Häute (12,3 Mill.), Fahrzeuge und Maschinen (11,9 Mill.), Pflanzenstoffe (7,5 Mill. Kr.). Zur Ausfuhr gelangen vornehmlich Holz und Holzwaren (92,1 Mill. Kr.), unverarbeitete Metalle (32,1 Mill.), Getreide und Mehl (30 Mill.), tierische Nahrungsmittel (27,4 Mill.), Papier (12,3 Mill.), lebende Tiere (6,6 Mill. Kr.). Der Wert der Einfuhr betrug 1886: 301,37 Mill., der der Ausfuhr 228,4 Mill. Kr. Aus- und Einfuhr verteilte sich auf die Hauptverkehrsländer wie folgt (in Tausenden Kronen):
StaatenEinfuhrAusfuhr
1885188618851886
Großbritannien8465077281121796110934
Dänemark50470444923085625743
Deutsches Reich100718922861912220797
Rußland und Finnland377132643473867686
Frankreich815667612447920857
Norwegen23736228231031111461
Belgien9964908789187330
Niederlande6748607290049260
Vereinigte Staaten864486828222634
Der Rest kam auf Spanien und Portugal, Brasilien, die Argentinische Republik, Westindien etc. Die Zahl der in die schwedischen Häfen vom Ausland eingelaufenen beladenen Fahrzeuge betrug 1886: 10,783 mit 2,184,814 Ton. (darunter 6222 schwedische mit 1,118,377 T.), die der ausgelaufenen 15,769 mit 3,304,751 T. (darunter 8351 schwedische mit 1,289,886 T.). Die wichtigste Handelsstadt ist seit langer Zeit Stockholm, die zweite Gotenburg. An Bankinstituten bestehen die Reichsbank in Stockholm, 27 andre Notenbanken und 16 Kreditaktiengesellschaften, ferner eine allgemeine Hypothekenbank und mehrere städtische und ländliche Hypothekenvereine. Die Zahl der Sparkassen betrug 1884: 383 mit 209¼ Mill. Kr. Einlagen. 1884 empfingen 4,8 Proz. der Bevölkerung Armenunterstützung. Im Münzwesen ist seit 1858 in S. das Dezimalsystem eingeführt. Man rechnet nach Kronen, die in 100 Öre geteilt werden; 1 Krone = 1 Mark 12½ Pfennig. Die Krone entspricht dem frühern Riksdaler. Seit 1873 hat S. den Goldfuß angenommen. Auch in Beziehung auf Maß und Gewicht steht die Einführung des französischen metrischen Systems bevor. Bis jetzt ist Längeneinheit der Fuß (fot), geteilt in 10 Zoll (tum) und 100 Linien = 0,2969 m. 10 Fuß = 1 Stång (Rute), 10 Stånger = 1 Ref (Schnur). Alte Maße sind die Elle (aln) à 2 Fuß, der Faden (famn) à 6 Fuß. Als Wegmaß ist die Meile à 360 Ref beibehalten worden; davon gehen 10,378 auf einen Grad des Äquators, folglich 1 schwedische Meile = 10,6886 km. Flächenmaß ist der Quadratfuß, für Güter Quadratref à 10,000 QFuß = 8,815 Ar, und Tonnenland (tunland) à 14,000 QEllen, eingeteilt in 32 Kappland = 49,366 Ar. Im großen rechnet man nach QMeilen, 1 schwedische QMeile = 114,247 qkm. Die Einheit des Hohlmaßes ist der Kubikfuß, geteilt in 10 Kannen à 100 Kubikzoll; 1 Kubikfuß = 26,172 Lit. = 0,02617 cbm, nasse Waren maß man längst nach Kannen, ganz gleich den jetzigen an Inhalt, eingeteilt in 2 Stop, 8 Quarter und 32 Jumfrur; 15 Kannen = 1 Anker, 60 = 1 Am, 90 = 1 Oxhufvud. Einheit des Gewichts ist das Pfund (skålpund), geteilt in 100 Ort à 100 Korn; 100 Pfd. - 1 Ztr. und 100 Ztr. = 1 Nyläst; 1 Pfd. = 0,425 kg. Die frühern Benennungen: Lispund (20 Pfd.), Skeppund (20 Lispund) und Skeppläst (à 14 Skeppund 8 Lispund) kommen im gemeinen Leben auch noch vor.
Staatsverfassung und -Verwaltung.
S. ist eine durch den Reichstag beschränkte selbständige Erbmonarchie, welche von einem König nach den Reichsgrundgesetzen regiert wird. Diese Grundgesetze sind: 1) die Regierungsform vom 6. Juni 1809; 2) die Reichstagsordnung vom 22. Juni 1866 (abgeändert 20. März 1876); 3) das Erbfolgegesetz vom 26. Sept. 1810 (nach welchem den männlichen Deszendenten Karls XIV. Johann die Thronfolge zugesichert ist; nach dem Aussterben seines Hauses tritt das Wahlrecht der Volksrepräsentation wieder ein) und 4) die Preßfreiheitsordnung vom 6. Juni 1812. Hierzu kann noch 5) die Reichsakte von 1815 gezählt werden, welche die unionellen Verhältnisse zwischen S. und Norwegen bestimmt. Die Volljährigkeit des Königs tritt mit dem zurückgelegten 18. Jahr ein. Der König, jetzt Oskar II. Frederik (geb. 21. Jan. 1829, seit 18. Sept. 1872 Regent), muß sich zur lutherischen Religion bekennen, befehligt Land- und Seemacht, schließt Bündnisse und Frieden und übt das Begnadigungsrecht aus. Die von ihm ausgehenden Befehle müssen von dem vortragenden Mitglied des Staatsrats mit unterzeichnet sein. Die Zivilliste des Königs (1888: 1,338,000 Kr.) sowie die der übrigen zum königlichen Haus gehörenden Personen wird von dem Reichstag bestimmt. Der König residiert in dem Residenzschloß zu Stockholm. Lustschlösser sind: Drottningholm, Svartsjö, Ulriksdal, Haga, Rosersberg, Strömsholm, Gripsholm, Tullgarn, Bäckaskog und im Tiergarten bei Stockholm Rosendal. Die Volksrepräsentation bildet der Reichstag. Derselbe besteht aus zwei Kammern mit gleicher Machtvollkommenheit in allen Fragen. Der ordentliche Reichstag tritt alljährlich 15. Jan. zusammen und dauert je vier Monate. Die Mitglieder der Ersten Kammer, welche keine Diäten erhalten, werden gewählt von den Landstingen und den Bevollmächtigten der größern Städte (je ein Mitglied auf 30,000 Seelen). Zu dieser Kammer, deren Mitglieder auf neun Jahre gewählt werden, ist nur wählbar, wer 35 Jahre alt ist und seit wenigstens drei Jahren Grundstücke besessen hat, deren Taxwert mindestens 80,000 Kr. beträgt, oder während dieser Zeit für ein jährliches Einkommen von wenigstens 4000 Kr. an den Staat gesteuert hat. Die Anzahl der Mitglieder ist jetzt 139. Zur Zweiten Kammer wird für jeden Gerichtssprengel ein Bevollmächtigter gewählt; hat der Sprengel aber 40,000 Einw. oder darüber, so wird er in zwei Wahlkreise geteilt, von denen jeder einen Bevollmächtigten wählt; jede Stadt, die 10,000 Einw. oder darüber hat, wählt für jede 10,000 einen Bevollmächtigten; die übrigen Städte aber werden in besondere Wahlkreise von 6-12,000 Einw. geordnet. Die Zahl der Mitglieder beträgt jetzt 206. Aktives Wahlrecht kommt in der Kommune jedem Mann zu, der in den allgemeinen Angelegenheiten der Kommune stimmberechtigt ist und Grundstücke zu einem Taxwert von wenigstens 1000 Kr. besitzt, oder der für seine Lebenszeit oder wenigstens auf fünf Jahre ein Grundstück pachtet, dessen Taxwert nicht unter 6000 Kr. ist, oder der für ein jährliches Einkommen von wenigstens 800 Kr. an den Staat steuert. Die Wahlen, welche im September jedes dritten Jahrs vollständig erneuert werden, geschehen auf dem Lande durch Elektoren, von denen 1000 einen wählen, in den Städten aber, die einen Bevollmächtigten oder mehrere zu dieser Kammer zu wählen haben, unmittelbar durch die Wahlberechtigten; doch dürfen auch die Kommunen, welche gemeinschaftlich einen Bevollmächtigten zu wählen haben, die unmittelbare Wahlart anwenden, wenn sie solches mit Stimmenmehrheit beschließen. Wählbar ist jeder unbescholtene Mann, der wenigstens 25 Jahre alt ist und ein Jahr in der Kommune Stimmrecht besessen hat und noch besitzt. Jedes Mitglied dieser Zweiten Kammer erhält für jeden Reichstag (von vier Monaten) 1200 Kr. Diäten. Was beide Kammern übereinstimmend beschließen, wird als Reichstagsbeschluß dem König zur Sanktion vorgelegt und erhält Gesetzeskraft, wenn der König es annimmt. Jede Frage, über welche beide Kammern sich nicht einigen, fällt für den bestehenden Reichstag aus, mit Ausnahme solcher, welche Staatsausgaben oder Bewilligungen oder die Verwaltung, die Einnahmen und Ausgaben der Bank und des Reichsschuldenkontors betreffen. In diesen Fällen stimmt jede Kammer über die gefaßten verschiedenen Beschlüsse ab, und die Meinung, welche dann die meisten der in beiden Kammern zusammengezählten Stimmen enthält, gilt als Reichstagsbeschluß. Ohne Bewilligung des Reichstags kann von dem König keine Abgabe erhöht, keine Staatsanleihe gemacht, kein Kronbenefizium veräußert, kein Gebietsteil abgetreten werden. Der Reichstag hat gemeinschaftlich mit dem König die Macht, Gesetze zu geben, zu verändern, aufzuheben und zu interpretieren. Der Reichstag verwaltet allein die Reichsbank und das Reichsschuldenkontor; er ernennt in jedem dritten Jahr einen Ausschuß von 48 Mitgliedern, welcher prüft, ob alle Mitglieder des höchsten Tribunals ihre Pflicht erfüllt haben; auch kann er die Ratgeber des Königs in den Anklagestand vor dem Reichsgericht versetzen. Er ernennt einen Justizsachwalter (justitie-ombudsman), welcher in den Zeiten, wo der Reichstag nicht versammelt ist, die Richter und Beamten überwacht und die Freiheit des Einzelnen schützt, sowie er neben diesem Justizsachwalter ein Komitee von sechs Personen zum Schutz der Preßfreiheit ernennt. Außer dieser Repräsentation wird jede Stadt durch eine Kommunalregierung sowie das Land jedes Läns laut Gesetz vom 21. März 1862 durch ein Landsting repräsentiert, zusammengesetzt aus den Städten von weniger als 25,000 Einw. und den Häradern oder Gerichtssprengeln des Läns. Das Landsting hat zu beraten und zu beschließen über Angelegenheiten des Läns, welche die allgemeine Haushaltung, die Entwickelung des Landbaues und der Gewerbe, die Anstalten zur Beförderung des Kommunikationswesens, Gesundheitspflege, Unterricht, allgemeine Sicherheit etc. betreffen. Das Landsting tritt alljährlich im September in der Hauptstadt des Läns zusammen und kann sechs Wochentage versammelt sein. Den Sprecher ernennt jedesmal der König.
Die Staatsverwaltung hat ihren Mittelpunkt in dem nur aus Schweden lutherischen Glaubens gebildeten Staatsrat, der aus zehn Mitgliedern (sieben mit Portefeuilles für Justiz, Auswärtiges, Inneres, Finanzen, Krieg, Marine, kirchliche Angelegenheiten und drei konsultative Staatsräte) besteht. Die alte Einteilung in Götarike (Gotland), Svearike und Norrland sowie in Landschaften oder Provinzen ist zwar jetzt amtlich nicht mehr im Gebrauch, wird aber in Schriften und im Munde des Volkes beibehalten (s. jene Art.). In administrativer Hinsicht verfällt S. in eine Oberstatthalterschaft (Stockholm) und 24 Läns (Regierungsbezirke), an deren Spitze je ein Landeshauptmann (landshofding) steht. Jedes Län zerfällt wieder in Vogteien (fögderier, im ganzen 117) und Härader, die an der östlichen Küste Skeppslag (Schiffsgenossenschaften) genannt werden, während in den sechs nördlichsten Läns die Tingslag (Gerichtsgenossenschaften) an die Stelle der Härader treten. Die Verwaltung führt in den Städten der Magistrat, an dessen Spitze ein Bürgermeister steht, in den ländlichen Ortschaften der Gemeindevorstand (kommunalnämnd). Oberste Justizbehörde ist das Tribunal des Königs (konungens högsta domstol), welches aus 16 vom König ernannten Gerichtsräten besteht. Appellationsgerichte sind drei Hofgerichte: 1) Svea-Hofgericht in Stockholm für Svearike, Norrland und Gotland, 2) Göta-Hofgericht in Jönköping und 3) das Hofgericht für Schonen und Blekinge in Christianstad. In erster Instanz entscheiden in den Städten (mit Ausnahme von Trelleborg, Borgholm, Skellefteå und Haparanda, die noch unter dem Landgericht stehen) die Rathausgerichte, auf dem Land aber die (116) Häradsgerichte, von denen jeder Gerichtssprengel (domsaga) eins hat, das aus einem von dem König ernannten Richter (häradshöfding) und zwölf von den landbesitzenden Bauern aus ihrer Mitte gewählten Beisitzern (nämndemän) besteht. Geschwornengerichte urteilen nur in Preßangelegenheiten.
Was die Finanzen Schwedens anlangt, so betragen nach dem Budget für 1889 (laut Angabe des Gothaischen "Jahrbuchs") die ordentlichen Einnahmen 18,929,000 Kr. (darunter Eisenbahnen [netto] 6 Mill., Grundsteuern 4,43 Mill., Kopfgeld 2/3 Mill., Staatsländereien 2,7 Mill. Kr.), die außerordentlichen Einnahmen 65,280,000 Kr. (darunter Zölle 36 Mill., Branntweinsteuer 15 Mill., Einkommensteuer 3,6 Mill.), die Stempelsteuer 3,5 Mill. Kr., in Summa, mit Einschluß eines Überschusses aus den Vorjahren im Betrag von 3,5 Mill. Kr.: 87,681,000 Kr. Dem gegenüber betragen die ordentlichen Ausgaben 65,493,411 Kr. (Armee 19,9 Mill., Marine 6 Mill., Kultus und Unterricht 11,5 Mill.), die außerordentlichen Ausgaben 9,368,589 Kr., die Ausgaben des Reichsschuldenkontors 10,955,000 Kr., in Summa: 87,681,000 Kr. Die Staatsschulden, erst in den letzten Jahrzehnten besonders für den Bau der Eisenbahnen kontrahiert, beliefen sich 1. Jan. 1888 auf 21,23 Mill. Kr. inländische und 224,74 Mill. Kr. ausländische Schuld, in Summa: 246 Mill. Kr. Dieser Schuld steht ein bedeutendes Aktivvermögen (Fonds, Domänen, Forsten, Eisenbahnen) des Staats gegenüber, dessen Überschuß Ende 1885: 127 Mill. Kr. betrug. Ungünstiger sind die Finanzverhältnisse der Kommunen, zumal der Städte. 1884 beliefen sich die Einnahmen auf 52,8 Mill. Kr. (in den Städten 29,4 Mill.), die Ausgaben auf 59,7 Mill. Kr. (in den Städten 36 Mill.); den Schulden im Betrag von 119,8 Mill. Kr. (in den Städten 106,7 Mill.) standen an Aktiven 198,8 Mill. Kr. (in den Städten 140,7 Mill.) gegenüber.
Heer und Flotte, Wappen etc.
Das schwedische Militär umfaßt fünf verschiedene Klassen von Wehrleuten, von denen die beiden ersten das stehende Heer bilden: 1) angeworbene Truppen (värfvade), aus Freiwilligen mit zwei- bis sechsjähriger Dienstzeit bestehend; 2) "eingeteilte" Truppen (indelta), welche teils von Grundbesitzern des Landes, teils aus den Krongütern außer ihrem "Torp" (Wohnhaus mit Acker etc.) einen jährlichen Lohn an Geld oder Produkten und, wenn zum Dienst berufen, von der Krone ihren Sold erhalten. Nach ihrer Ausbildung als Rekruten werden diese Truppen jährlich einmal zusammenberufen und 30-36 Tage hindurch geübt; außerdem nehmen abwechselnd alle Truppen an den großen, seit 1873 stattfindenden Herbstmanövern teil. Der Soldat dient so lange, als er tüchtig ist. Neben diesem stehenden Heer gibt es 3) eine Landwehr (beväring), in der jeder Schwede vom 21. Lebensjahr ab auf die Dauer von 12 Jahren (6 in der aktiven Armee, 6 in der Reserve) dienen muß; im Frieden werden die beiden jüngsten Jahrgänge der Infanterie innerhalb zwei Jahren auf zusammen 42 Tage einberufen; 4) die Miliz von Gotland, die aber nicht außerhalb der Insel zu dienen braucht, und 5) die seit 1861 bestehenden freiwilligen Schützenvereine (1886: 8618 Mann stark). Der Formation nach besteht die Infanterie aus 2 Leibgarderegimentern, 2 Leibgrenadierregimentern, 2 Leibgrenadierbataillonen, 17 Infanterieregimentern und 4 Jägerbataillonen (jedes Regiment im Frieden zu 2 Bataillonen à 4 Kompanien, im Krieg zu 3 Bataillonen); die Kavallerie aus 1 Regiment berittener Leibgarde, 4 Husaren- und 2 Dragonerregimentern, 1 Jägerkorps zu Pferde, zusammen 47 Eskadrons. Die Artillerie umfaßt 3 Regimenter von zusammen 30 Batterien (22 fahrende, 6 reitende, 2 Fußbatterien), dazu 6 Festungskompanien, eine Reserveartillerie von 9 Batterien, 1 Feuerwerkerkorps und 3 Batterien in Gotland. Ein Artillerieregiment wird in 5 Divisionen à 2 Batterien, eine Batterie in 3 Abteilungen zu je 2 Kanonen geteilt. Die Genietruppen bestehen aus 1 Pontonierbataillon, 1 Sappeurbataillon und 1 Feldtelegraphenkompanie. Endlich besteht 1 Trainbataillon. Von diesen Truppen gehören die 3 Leibgarderegimenter (darunter das zu Pferde), 1 Jägerbataillon, 1 Husarenregiment, die 3 Artillerieregimenter, die Genie- und Traintruppen zu den angeworbenen, die übrigen zu den "eingeteilten" Truppen. Der Bestand der schwedischen Landmacht war 1888 an Linientruppen: 1732 Offiziere, 477 Beamte, 1510 Unteroffiziere, 1550 Spielleute, 33,020 Soldaten, zusammen 38,289 Mann mit 246 Kanonen und 6178 Pferden; ferner an Reservetruppen (beväring): 156,288 Mann, in Summa 194,577 Mann. Was die Seemacht betrifft, so geht damit seit 1860 eine zeitgemäße Reorganisation vor. Die Stärke derselben war 1888: 64 Dampfer von 27,350 Pferdekräften und 6 Segelschiffe mit zusammen 150 Kanonen und 4109 Mann. Darunter waren 5 Korvetten (61 Kanonen), 1 Fregatte (16 Kanonen), 15 Panzerkanonenboote, 16 Kanonenschaluppen und 18 Torpedofahrzeuge. Das Personal der schwedischen Flotte besteht seit der Reorganisation vom 27. Aug. 1875 aus der "königlichen Flotte", der "Reserve" und der "Seewehr" (sjöbeväring). Die königliche Flotte umfaßt 176 Offiziere (darunter 1 Vizeadmiral, 3 Konteradmirale, 6 Kommandeure). Die Reserve besteht zur Zeit aus 77 Offizieren, 81 Unteroffizieren und 9 Ingenieuren. Die Seewehr umfaßt ca. 50,000 Mann.
Seit dem Verkauf von St.-Barthélemy an Frankreich (1877) besitzt S. keine Kolonien.
[Wappen, Orden etc.] Das Unionswappen ist ein vertikal in zwei Hälften geteilter Schild, von denen die linke, horizontal in zwei Teile geteilte Hälfte auf blauem Grunde die beiden schwedischen Wappen (s. unten), die rechte Hälfte aber auf rotem Grunde das norwegische Wappen, einen aufrecht stehenden, gekrönten goldenen Löwen, der mit den Vordertatzen die Hellebarde oder Streitaxt des heil. Olaf trägt, mit der goldenen Krone darüber, enthält. Der Schild wird gehalten von zwei aufrecht stehenden, gekrönten, züngelnden Löwen mit doppelten Schwänzen. Das schwedische Reichswappen (s. Tafel "Wappen") ist ein blauer, ebenfalls von zwei Löwen gehaltener Schild, quadriert durch ein schmales gelbes Kreuz; in den Feldern oben zur Linken und unten zur Rechten ist das schwedische Wappen (drei Kronen) und in den beiden andern das gotische (ein über drei weiße Ströme springender Löwe) angebracht; der Herzschild hat die Wappen der Häuser Wasa und Pontecorvo. Die Landesfarben sind Blau und Gelb. Die Flagge (s. Tafel "Flaggen") ist blau, durch ein stehendes gelbes Kreuz in vier Quadrate geteilt; auf dem obern innern Quadrat aber befindet sich seit der Vereinigung mit Norwegen das Unionszeichen, bis 1844 aus einem schiefen weißen Kreuz in rotem Feld bestehend, seitdem aber aus einem rechtwinkeligen Kreuz, dessen senkrechter Strich blau mit weißen Rändern, der horizontale aber gelb ist; die vier dadurch gebildeten Felder werden durch diagonale Linien in acht abwechselnd blaue und rote Dreiecke geteilt. S. hat fünf Ritterorden: den Seraphinen- (gestiftet 1285, erneuert 1748), Schwert-, Nordstern- (beide 1748 gestiftet), Wasaorden (seit 1772, s. Tafel "Orden", Fig. 17) und den Orden Karls XIII. (seit 1811); letzterer wird nur dem höchsten Grade des Freimaurerordens erteilt.
[Geographische Litteratur.] Tuneld, Geographie öfver konungariket Sverige (Stockh. 1827-33, 5 Bde.); Dahlmann, Inledning till Sveriges physikalska geographie (das. 1857); Hofberg, Illustrerad Sverige (das. 1875); Agardh und Ljungberg, Statsökonomisk statistik öfver Sverige (Karlstad 1852-62, 4 Bde.); Thomée, Statistik (Stockh. 1859-61); Törnebohm, Geognosie der schwedischen Hochgebirge (das. 1873); Almquist, La Suède, ses progrès sociaux etc. (das. 1879); Jonas, S. und seine Entwickelung (Berl. 1875); Sidenbladh, Royaume de Suède, exposé statistique (Stockh. 1878); Rosenberg, Geografiskt-statistiskt handlexicon öfver Sverige (das. 1882-1883, 2 Bde.); Aschehoug, Staatsrecht der vereinigten Königreiche S. und Norwegen (Freiburg 1887); Dahl, Der Handelsverkehr Schwedens mit dem Ausland 1829-79 (Stockh. 1884). Eine Hauptquelle für die Kenntnis Schwedens ist die vom statistischen Zentralbüreau seit 1862 herausgegebene Zeitschrift "Statistisk Tidsskrift"; als besonderes Heft erscheint "Sveriges officiela statistik i sammandrag"; deutsche Reisehandbücher von Nielsen (5. Aufl., Leipz. 1887), Bädeker (3. Aufl., das. 1885). Kartenwerke: Eine topographische Karte in 1:100,000 wird seit 1859 publiziert, für die Läns teilweise auch in 1:200,000 (seit 1874), doch beziehen sich dieselben nur auf Südschweden; ferner M. Roth, Geografisk Atlas öfver Sverige (1:400,000, seit 1878); "Generalkarta öfver Sverige" (1:1,000,000, 3 Blatt, seit 1870); "Geologische Übersichtskarten" von Angelin (über Schonen, 1861-68) und Olbers (über Westschweden, 1858-67); Forsell, Geognostisk karta öfver södra Sverige (1863, 18 Blatt).
Geschichte.
Schweden unter einheimischen Königen im Mittelalter.
Die älteste Geschichte Schwedens ist dunkel und sagenhaft. Die Urbevölkerung, finnische Stämme, wurde von kriegerischen germanischen Stämmen nach und nach in die unwirtbaren Gegenden des Nordens verdrängt. Die Einwanderer im Süden, in Schonen und Gotland, gehörten dem gotischen Volk an, während die am Mälarsee seßhaften und von da über das nördliche und südliche Küstenland verbreiteten Svea (Schweden) hießen. Beide Stämme hatten als Mittelpunkt ihres Königtums und ihrer Religion ein gemeinsames Heiligtum in Sigtuna am Mälarsee, dann in Upsala. Unter dem Oberkönig, aus dem Geschlecht der Ynglinger, der zugleich Oberpriester war und in der Volksgemeinde (alljärharthing) zu Upsala den Vorsitz hatte, standen Gaukönige an der Spitze der Fylken (Stämme), welche die Macht desselben immer mehr einschränkten. Wilde Kämpfe erfüllten daher die ersten Jahrhunderte der schwedischen Geschichte. Um 600 n. Chr. versuchte Ingiald Ildrade, sich zum alleinigen König über das ganze Land zu erheben; doch fanden er und sein ganzes Geschlecht dabei den Untergang. Hierauf war Ivar Widfadme zum König erwählt; sein Geschlecht erlosch schon mit seinem Tochtersohn, dem gewaltigen Krieger Harald Hildetand, der in der berühmten Schlacht auf der Heide von Bråvalla in Ostgotland (um 740) gegen seinen Brudersohn Sigurd Ring fiel. Sigurd gründete eine neue Dynastie, welche nach und nach zur Alleinherrschaft über ganz S. gelangte, und unter welcher die Schweden ebenso wie die Dänen und Norweger Eroberungszüge in die Nachbarlande unternahmen; Sigurds Nachfolger, Ragnar Lodbrok und Björn Jernsida (Eisenseite), waren berühmte Wikinger. Anderseits faßte seit dem 9. Jahrh. das Christentum in S. Fuß. König Björn der Alte (gestorben um 935) und sein Sohn Erich der Siegreiche hielten zwar noch fest am alten Glauben. Aber der Sohn Erichs (der um 1000 starb), Olaf Schoßkönig, trat zum Christentum über, das jedoch nur im Süden, in Gotland, zur Herrschaft gelangte, während Svealand dem Heidentum treu blieb. Als daher mit Olafs zweitem Sohn, Edmund Gammal (dem Alten), 1061 das Königsgeschlecht ausstarb, brach zwischen Goten und Schweden ein Krieg aus, der sowohl unter dem Geschlecht Stenkils (1061-1129) als auch besonders unter den beiden nun auftretenden feindlichen Dynastien, der gotischen Sverkers und der schwedischen Erichs des Heiligen (1133 bis 1250), 200 Jahre dauerte, und in dem nicht nur die Kriegsgeschlechter sich aufrieben, sondern auch der Wohlstand des Volkes zerrüttet wurde. Ein kriegerischer Adel kam empor, der, steuerfrei und im Besitz eignen Gerichtsstandes und andrer Vorrechte, sich der obersten Gewalt bemächtigte, die er später nur mit dem Klerus teilte, und die königliche Gewalt zu einem Schatten herabminderte.
Nachdem Stenkil das Christentum begünstigt und sein Sohn Inge den Göttertempel zu Upsala hatte verbrennen lassen, verhalf Erich IX. oder der Heilige dem Christentum in S. zum Sieg; derselbe unterwarf und bekehrte auch einen Teil Finnlands, wurde aber 18. Mai 1160 von einem Kronprätendenten, dem dänischen Prinzen Magnus Henrikson, gefangen und enthauptet. Unter seinem Nachfolger Karl VII., dem Sohn Sverkers, welcher den Titel "König der Schweden und Goten" annahm, ward 1163 das Erzbistum Upsala errichtet. 1167 kehrte Knut, Erichs des Heiligen Sohn, aus Norwegen, wohin er sich geflüchtet hatte, mit Heeresmacht zurück, besiegte und tötete mit Hilfe der Upländer 1168 auf Wisingsö den König Karl und regierte bis an seinen Tod 1195, worauf Sverker II., Karls Sohn, zur Herrschaft gelangte. Derselbe ward jedoch von Knuts Sohn Erich X. 1208 bei Leva besiegt und in der zweiten Schlacht bei Gestilren 1210 getötet. Erich ließ sich darauf vom Erzbischof krönen, wodurch die Macht und das Ansehen der Geistlichkeit zu einer Höhe stiegen, die nachher den Königen äußerst gefährlich wurde, besonders nachdem auf der Kirchenversammlung zu Skenninge (1248) das Cölibat eingeführt und den Geistlichen verboten worden war, dem König den Eid der Treue zu schwören, wodurch sie allein vom Papst abhängig wurden.
Das Geschlecht Sverkers war schon 1222 mit Johann ausgestorben, der letzte König aus dem Erichschen Stamm war Erich XI. Unter ihm war Birger, "Jarl der Schweden und Goten", aus dem Geschlecht der Folkunger, der eigentliche Regent Schwedens und blieb es als Dux Sueciae auch nach Erichs Tod (1250), als die schwedischen Großen seinen noch unmündigen Sohn Waldemar, den ersten Folkunger, zum König wählten, bis zu seinem Tod 1266. Er besiegte die aufrührerischen Folkunger, seine eignen Verwandten, durch Verrat und ließ eine große Anzahl derselben hinrichten, stiftete einen allgemeinen Land- und Kirchenfrieden, hob durch Handelsverbindungen mit der Hansa den Wohlstand in S. und gründete 1255 Stockholm, fügte aber dem Land großen Schaden zu, indem er seinen drei jüngern Söhnen Herzogtümer verlieh und dadurch den Grund zur Uneinigkeit unter den Brüdern legte. 1275 empörte sich einer derselben, Herzog Magnus von Södermanland, gegen Waldemar, der besiegt und bis an seinen Tod (1302) auf dem Schloß zu Nyköping gefangen gehalten wurde. Magnus I. wurde 1249 zu Upsala gekrönt und erwarb sich durch eine gute Regierung große Verdienste um das Land. Er schützte die Bauern vor dem gewaltsamen "Gasten" der Edelleute, weshalb er den Ehrennamen Ladulas, d. h. Scheunenschloß, erhielt, unterdrückte 1280 die Folkunger, worunter man alle Adelsverbindungen zu gegenseitiger Waffenhilfe verstand, suchte aber auch den Adel durch Erteilung von Vorrechten und Erweckung des ritterlichen Ehrgefühls an den königlichen Dienst zu knüpfen und begünstigte die Kirche. Bei seinem Tod (18. Dez. 1290) teilte er seinen jüngern Söhnen Erich und Waldemar Herzogtümer zu, während er dem ältesten, aber noch unmündigen Sohn, König Birger II., den Marschall Torkel Knutsson als Vormund bestellte. Derselbe regierte vortrefflich und blieb auch, als Birger 1303 selbst die Herrschaft antrat, sein Ratgeber, wurde aber, als die Brüder des Königs einen Aufruhr anstifteten, diesen als Preis der Versöhnung geopfert und 6. Febr. 1306 zu Stockholm hingerichtet. Dennoch wurde Birger acht Monate später von seinen Brüdern bei Håtuna am Mälar verräterisch überfallen, gefangen und 1310 zur Teilung des Reichs gezwungen. Er rächte sich, indem er seine Brüder, die Weihnachten 1317 im Schloß zu Nyköping bei ihm zu Gaste waren, verhaften und in einem unterirdischen Gefängnis in Eisen schmieden ließ, wo sie den Hungertod starben. Unter Führung des tapfern Mats Kettilmundsson empörte sich das ganze Volk, vertrieb Birger, der 1321 in Dänemark starb, und dessen Sohn Magnus 1320 hingerichtet wurde, und r
Man 25.510 Beulas Cugnus nº 65 (1606 LSR) d'Autocars Barrera de Tordera (Barcelona)
Matriculat el 01/09/2021
VIN: WMARR4ZZ8LF012939
El beiem el 8 Setembre 2023 al seu pas per Lloret de Mar (Girona)
The airport has a large parking area, where coaches wait for the incoming flights.
Maxorata Bus 78 (1727KKT) is a MAN 25.460/Noge Titanium with a grill that reminds me of an old Riley car.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
LC Verse Spider-Man #25 "The Alpha"
I fire my dual AK-47s at the large Parasite but it just keeps on coming, I retreat back as it bellows loudly " YOU ARE INFERIOR, I AM SUPERIOR, I AM THE ALPHA, I AM ALPHASITE!" It delivers a large swipe with its abominable hand sending me soaring through the air across the road. People flee in panic as I create a large trail of rubble behind me, I grunt in pain getting up as I let my parasite heal my wounds. Alpha site bounds after me before I can get up and grabs me in its hand like a rag doll throwing me through the air off a nearby building, my whole body throbs in pain and I cry out as I fall to the floor groaning. "Where are you Pete?" I mutter slowly getting to my feet, Alphasites large footsteps get louder as it begins to enclose in on me, I can't defeat it on my own I'm going to have to run. I look around and see a manhole cover, I quickly lift it up and jump down into the sewer for a desperate escape, I pull the cover back over me drowning out the loud bellowing of Alphasite.
_________________________________________________________________________________________
The wretched stench of the sewer fills my nostrils but that's the least of my problems, "How did that thing find me?" I say to myself running through the sewer panting, a large crash erupts behind me and the painful scream of Alphasite echoes behind him and not far behind either. "YOU CANNOT RUN FROM THE ALPHA!" It bellows behind me as I hear it's loud footsteps charge behind me like a stampede of rhinos, I look behind me seeing the large abomination lunge at me grabbing my body in its hand.
_________________________________________________________________________________________
"Aaaah!" I scream out in pain as its claws pierce my back. It squeezes me like a half empty tube of toothpaste, the parasite heals my wounds but even I can tell its straining to keep up with the damage. Alphasites maw stretches open, all around its gums elongated teeth sprout out as if it were a flower opening up to the rays of the sun. I let out a final scream as it crams my body down its wide throat, It's like a sac of sillyputty. It begins to suffocate me, it's gooey insides drowning out my cries for help. I begin to feel like I'm burning, the heat intensifies and my parasitic suit boils shrieking in agony as its singed from my skin.
_________________________________________________________________________________________
I am spat out of Alphasites gullet as if I were nothing but disgusting phlegm, I collapse to the floor crawling away weakened I feel like I've just been drained. I look up at Alphasite with desperation, knowing I am defeated. I am without my Parasite, my lifeline. "THIS WILL LAST ME SOME TIME." It says to itself as it begins to lumber away leaving me cast out on the sewer floor for dead, my body begins to ache and I groan in pain as my cancerous cells begin to once again become active in my system. Only this time I have no Parasite suit to keep them inactive.
13 'Kissack' passes through Ballabeg on the Isle of Man, 25/4/17. Photo taken during a David Williams photo charter.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
Citibus 25 (MCK 225J) and 23 (MCK 223J), both former Preston Corporation Leyland Panthers that Citibus had acquired from the Isle of Man. 25 carries the original Citibus blue and black livery, while 23 shows off the later two-tone blue version - not that you can really tell in a black and white photo, though...
Manchester, Piccadilly Bus Station, 21/02/1989.
Army vet and a good man. 25 years ago after the Northridge earthquake he was the first one in our neighborhood going from house to house checking on everybody.
Another MAN 25-256 V8 with Aust. forward axle treatment.
This one owned by Laurie Oke.Pictured here outside Bartholomew's Smash Repairs(Wagga Wagga) after a rebuild (in which I was involved) following a mishap at Mildura 1978.As I recall the cab was a write off and we modified and fitted a cab from a "normal" MAN we had in the yard.
Line and scroll work done by Des Gibbs.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
I had considered going out on a photo walk since the sub-zero temperatures had abated but it turned out to be the messiest of days instead of the coldest of days. It was raining in Toronto from start to finish and the considerable amount of snow on the ground had turned to slippery slush. Having given up on the photo-walk idea, I still headed out to meet a former coworker for lunch, umbrella in hand.
I dried out (more or less) during the lunch visit and headed for home. Walking along a downtown sidewalk, covered with construction scaffolding, I paused to observe passers-by and found myself reaching for my cell phone camera as a man approached, umbrella in hand. I took a photo which I thought would be good in monochrome (see comment photo below) and satisfied my usual urge to at least photograph something. I have seen others refer to this as “photo therapy.” It feels “wrong” to return home without having observed at least something to photograph.
A few minutes later I approached Yonge and Bloor, one of the cities iconic intersections and found myself surrounded by pedestrians dodging the rain or moving their umbrellas up and down to avoid umbrella collisions. It was then that I saw him. He was elderly, walking slowly with a cane, and was braving the day without an umbrella. His knit cap set off a face which had a lot of character, making him an excellent subject for a street portrait. Fortunately, a red light halted his slow progress and I had a chance to introduce myself and explain I was photographing strangers. He smiled and said “But we’re not strangers.” I told him we wouldn’t be in a moment. Meet Colin.
Scanning the intersection, I noted another covered sidewalk across the street, protected by scaffolding. I guess this was my scaffolding day. Colin and I crossed the street and he kindly posed for a few quick portraits. Stepping aside from the flow of pedestrians in the narrow passage, we chatted. Colin spoke with a British accent and said he was from the south of England. He has been in Toronto for twenty five years and – most impressive of all – he is 98. I expressed my surprise and admiration and asked his secret. He said he never drank or smoked and has remained active. “I wake up at 3:30 every morning, take care of my household chores, and then do this: walk a lot. When I asked what his mission was, he explained his mission was just walking. When I commented that foul weather doesn’t deter him he replied with an impish “Why would it?”
Colin told me that his career had been as a Professor. “Of what?” I asked. “Law” he replied. I asked where he had taught and he said “In several places. Anywhere in England that they were willing to pay me.” We shared a laugh at his quip. He went on to explain that he was a World War 2 veteran. His comment about the war was “Back then we were trying to kill the Germans and not that long after we were trying to help them rebuild. Life is strange.” He explained that after the war his perspective on “the enemy” shifted. Once the war was over, I started seeing them as people the same as me, men with wives and children. What’s to hate?”
Colin’s message to the project, delivered after a moment of reflection, was “Every coin has two sides.”
He doesn’t have an email address and explained that his daughter handles his bill-paying and any correspondence. He didn’t know her email address but took my contact card and said he would have her write me so I could send him the photos.
It was only then that he said “This isn’t the first time we’ve met. We met once before and you took my picture and talked to me.” I was embarrassed and apologized for not having recognized him. He didn’t want me to be embarrassed. “That’s not something to be embarrassed about. Please don’t be. I enjoyed it both times.”
We parted with a handshake and I said “Then this will be a reunion photo.” He smiled and wished me well.
Epilogue: This encounter left me thinking that this man, 25 years my senior, would probably still be sharp enough to teach law at a time when I’m struggling to remember how to tie my shoelaces. When I got home I searched through my project portraits and did a name search as well and came up empty. I wonder if another street photographer had seen his promise as a subject and had photographed him.
This is my 800th submission to The Human Family Group on Flickr.
You can view more street portraits and stories by visiting The Human Family.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.
P/1074
440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"
Please note that this vehicle will be sold on a Bill of Sale only.
• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations
In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.
Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.
Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.
He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.
The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.
Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!
Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.
It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.
The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.
Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.
Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.
In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.
McQueen
This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.
For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.
The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.
P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.
But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.
After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.
Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.
The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.
In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.
For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.
This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.
Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.
Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.
[Text from RM Auctions]
www.rmauctions.com/mo12/monterey/lots/1968-ford-gt40-gulf...
This Lego miniland-scale Ford GT40 Guld/Mirage P/1074 (1968), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house on Friday, August 17, 2012, where it sold for US$11,000,000.