Thirty-five years ago I promised myself that one day I’d own a Ford GT40, the
blue-collar supercar that took an axle grinder to Ferrari’s aristocratic
halo at Le Mans. But 25 years ago my dreams were dashed as I grew too tall
to fit inside.
Happily, in 2002 Ford announced that it was to build a modern-day version of
the old racer. It would, they said, cost less than £100,000 and do more than
200mph. They also said it would be much bigger than the original so
pylon-people like me would be able to drive it.
And so, two years ago, having tested a prototype in America, I placed an order
for one of the 28 that were coming to Britain.
As the months groaned by there were rumours of big price increases, insatiable
thirst and catastrophic suspension failure. But there were also rumours of
the supercharged V8 pumping out 550bhp and a mountain of torque so massive
it was breaking the testing equipment. So I didn’t mind.
I didn’t even mind when it arrived at my house one month ago inside a truck
which had “On Time” written down the side. As we know from America’s arrival
into the second world war, their concept of “on time” differs slightly from
ours.
And anyway, it looked so gorgeous, a mass of bulging muscle struggling to
contain that massive 5.4 litre supercharged heart. It doesn’t look like a
GT40 but it looks like a GT40 looks in your head. And it’s huge. Longer than
a Volvo XC90 and as wide as a Hummer.
Which is why, on its first run, to London, it was like a blue and white Pied
Piper trailing a stream of ratty hatches in its wake. Everyone was taking
pictures, waving, giving me the thumb’s up. Never, not once in 15 years of
road testing cars, had anything drawn such a massive crowd. And never had
the crowd been so overtly supportive.
Of course you can’t run a car like this without a few problems rearing their
head from time to time. It’s too wide for the width restrictions on
Hammersmith bridge — backing up earned me a slot on the traffic news that
morning. The turning circle means every mini roundabout becomes a
three-point turn, and at oblique junctions, as is the case in a Ferrari
Enzo, you absolutely cannot see if anything’s coming.
But set against this is a surprisingly quiet and civilised ride. It’s like a
power station. Silent, as it gets on with the job of brightening up your
life.
Mind you, you are constantly aware of the Herculean power that nestles just
over your right shoulder. Partly because you can see the supercharger belt
whirring away in the rear-view mirror and partly because it makes a deep,
dog-baiting rumble when you do put your foot down.
Ford asked that I keep the revs below 4000 for the first thousand miles. But
since 100mph equates to 1900rpm it’s not really a hardship. And at this
speed you’re doing 15mpg, which isn’t bad at all. But three days later
everything started to go very, very wrong.
Leaving the Top Gear studio, the immobiliser refused to un-immobilise itself.
So the car was pushed into the hangar and I went home instead in a rented
Toyota Corolla.
Ford sent a tow truck, changed the immobiliser and delivered the car to my
house the following day. “Is it fixed?” I asked. “Yes,” they said.
It wasn’t. At three in the morning the alarm blew. And then again at four.
This meant my wife started to refer to it as “that f****** car”, which took
away a bit of the sheen, if I’m honest.
The next day, on the way back to the garage, I received a call on the
hands-free phone from the tracker company. “Your car’s been stolen, sir,”
said the man. “I’m sure it hasn’t,” I said, “because I’m in it.”
Fearing that I might be the burglar, the man asked if I could give him my
password. Tricky one that, since I have a different password for everything
on the internet and can never remember any of them. And that’s a big
problem, because the man at the end of the phone has the power to remotely
shut down the engine.
I threatened him, lightly, with some physical harm, but this didn’t work so I
had to guess. “Aardvark,” I ventured. “Abacus, Aesop, additional . . .”
Eventually he took pity and I was able to deliver the car back to Ford with
some stern warnings about the alarm, the immobiliser and the tracker system,
all of which seemed to be malfunctioning. As a courtesy car they gave me a
Ford Focus, with a diesel engine. Nice.
Two days later the GT was back. “Is it fixed?” I asked, again. “Yes,” they
said
Five minutes out of the Ford garage I received a text to say my car had been
stolen. And then, in the next half hour, three more. So, counting the two
I’d received before I was even out of bed, that meant my car had been stolen
five times before 9am.
This time I rang Ford and explained that I would personally come over there
and insert the whole car up the chairman’s backside if it wasn’t fixed. And
while I was on the phone a yellow warning light came on the dash.
“There’s a yellow warning light on the dash,” I bellowed, like Michael Winner,
only angrier. “Oh, that’ll be something to do with the engine management
system,” said the man with the bleeding ears. “You’ll need to get it looked
at . . .”
When Ford gave me the car back after its third hospital trip in as many weeks,
I didn’t ask if the security system was fixed. Because the notion of it
still being broken was simply inconceivable.
So imagine my surprise when, one hour later, while at my daughter’s school
play, I heard a familiar siren. I couldn’t believe it. The alarm had gone
off again.
In a fury this time, I called Ford and explained, loudly, that Roush, the
company charged with servicing and maintaining the 28 GTs in Britain, was
plainly incompetent. And that there was simply no point asking it to fix the
alarm again because it’d had three goes already.
I then did something the man at Ford wasn’t expecting. I asked for my money
back.
And that, the next day, is what happened.
They put £126,000 in my account and sent a man to pick up the car. “Is it the
alarm system?” he said. “They all do that.”
So there we are. A 35-year dream. A two-year wait. Ten years of damn hard
work. And what do I get? The most miserable month’s motoring it is possible
to imagine.
Strangely, however, as the GT rumbled down my drive for the last time, I felt
like Julie Walters watching Michael Caine getting on the plane at the end of
Educating Rita. I actually cried.
There’s a very good reason for this. I genuinely believe that some machines
have a soul and I can’t bear to think of my Ford sitting in a warehouse now,
unloved and unwanted. It is fine. It is perfect. It knows it’s a great,
great car that was ruined by a useless ape who fitted a crummy aftermarket
alarm system.
Ford has said I can buy the car back any time. It has even lent me an Aston
Martin DB9 while I make up my mind. I don’t know though. I just don’t know.
Normally I finish these columns with an opinion of mine. But this time it’s
the other way round. I’d love to hear yours.
One thing: I know I could sell the car privately and make a £50,000 profit.
But I have never profited from my position as a motoring journalist. And I
never will.
VITAL STATISTICS
Model Ford GT
Engine 5409cc V8 supercharged
Power 550bhp @ 6500rpm
Torque 500lb ft @ 3750rpm
Transmission Six-speed manual
Fuel 14.6mpg (combined cycle)
CO2 N/A
Acceleration 0-60mph: 3.8sec
Top speed 212mph
Price £126,000
Verdict So good you can have mine
Rating Five stars
