¶2. Survey of the Cars involved in the 1964 FISA World Championship

FERRARI
 During the winter engines with a higher capacity are installed in the 3.0 Ferrari 250P, winner of the 1963 Le Mans 24 hours, inducing some smaller body transformations. By increasing the engine capacity of the 73 x 58.8 V12 engine of the 250P one obtained a 3.3-litre motor for the Ferrari 275P, now 320 bhp strong for a dry weight of 755 kg instead of initially 300 bhp for 760 kg. By using the 400 SA engine of the TestaRossa TRI 330 LM of 1962 one created already at the end of the previous season the Ferrari 330P. Its 3967 cc engine develops 370 bhp at 7300 rpm for a dry weight of 785 kg. So, no drastic modifications for the Maranello prototypes. The innovation for the new season was the rear engined 3.3 Ferrari 250 LM, having been already showed at the Geneva and Paris Exhibition at the end of last year. The car was intended to be the successor of the 250 GTO. It is 7.5 cm longer than the GTO, 2.5 cm higher and 3 cm wider, for a dry weight of 50 kg more (820 kg). We explained already in ¶1 that FISA's CSI refused the homologation of the car in the GT class, so that it became Maranello's third prototype of the 1964 season.
Being well-informed that Ford had the intention to win FISA's 1964 GT Worlds with their new 4.7 Shelby Cobra Daytona Coupe Ferrari changed in a hurry the body of its 250 GTO, resulting in three new 3.0 Ferrari 250 GTO-64 cars, whilst five 1962 units were transformed in a 250 GTO-64.
The 275P and 330P prototypes were not only raced by the SEFAC works team, but also by the N.A.R.T. (USA) of Luigi Chinetti, Maranello Concessionaires (GB) of colonel Ron Hoare and by the Écurie Nationale Belge (B) of Jacques Swaters. The 250 LM "prototype" was raced by the named Ferrari importers, the 250 GTO-64 and the old 250 GTO exclusively by gentleman drivers (privateers).
4.0 Ferrari 330P Barchetta (P) 3.3 Ferrari 275P Barchetta (P)
3.3 Ferrari 250 LM Berlinetta (P) 3.0 Ferrari 250 GTO-64 Berlinetta (GT-D3)
FORD
 The Dearborn giant announced by the end of 1963 to show at the FISA Worlds with at least three prototypes, called "Ford GT", later 4.2 Ford GT40 Coupe. They were expected on March 21 at the Sebring 12 hours. Being a project in hands of Ray Nunn, Phil Remington and Eric Broadley, the cars were hardly ready to show at the Le Mans April Tests. Their first race outing came on May 31 at the ADAC Nürburgring 1000-km. Race director is John Wyer (ex-Aston Martin) using exclusively very talented works drivers (some of them also ex-Aston Martin). Engine of the Ford GT is the V8 4.2 litre "Indy version" of the Ford Fairlane street car, but now with a full aluminium bloc good for a 350 bhp output at 7200 rpm. Official dry weight is announced for 875 kg (so high, due to Roy Nunn's steel chassis), but at Le Mans the car will weight more than a full ton. 
For the GT Worlds Ford counts on the brand new 4.7 Shelby Cobra Daytona Coupe, made by Carroll Shelby, and working also exclusively with talented works drivers.  Engine, in race version, was 380 bhp strong (75 more than that of its direct opponent, the 3.0 Ferrari 250 GTO) for a weight of 1043 kg.. Although the 4.7 Shelby Cobra 289 Roadster - already raced last year - used the same engine fuel consumption was 25 per cent higher and top speed 24 kph slower (266 kph versus 290 kph for the Daytona Coupe).  In races where the Daytona Coupe was not well adapted on the track - as in the Targa Florio and on the Nürburgring - Shelby let drive his works drivers the Roadster. Other roadsters were sold to privateers, but most of those private cars had a lower engine power of 350 bhp. Towards the end of the season Shelby developed a 485 bhp 7.0 Shelby Cobra Roadster, in view of the Nassau Speed Week (not counting for FISA's Manufacturer Worlds).
4.2 Ford GT40 Coupe (P) 4.7 Shelby Cobra Daytona Coupe (GT-D3)
4.7 Shelby Cobra 289 Roadster (GT-D3) 7.0 Shelby Cobra 427 Roadster (P)
A.C. BRISTOL
 The Cobras not directly manufactured by Shelby, but A.C. in England - where all Cobras had since 1962 their origins - could win no points for Ford at the Manufacturers Worlds. They could only win points for themselves. In 1964 Alan Turner designed a new body work for the 4.7 A.C. Cobra Coupe, similar to Peter Brock's, but longer, with more spoiler on the rear and heavier. The car was seen at the English public roads at ... 295 kph. Unfortunately the car crashed at Le Mans and was never more seen in competition. There was also the 4.7 A.C. Cobra Roadster, equipped with a hardtop, and raced by several privateers since 1963.
4.7 A.C. Cobra Coupe (GT-D3) 4.7 A.C. Cobra Roadster (GT-D3)
MASERATI & ISO GRIFO
 The 4.9 Maserati 151/3 was a further development by engineer Julio Alfieri of the 151/1 and 151/2, but with a longer and more elegant body, allowing speeds of over 300 kph at Hunaudières. The car, raced by Maserati France, developed 450 bhp for a dry weight of 875 kg. It could finish not one of the three rounds it entered, but was very spectacular at the Le Mans 24 hours.
The 5.4 Iso Grifo A3/C of Giotto Bizzarrini finished 14th at Le Mans, 39th at the Sebring 12 hours, 19th at the Nürburgring 1000-kms, could not finish the Reims 12 hours, caused a stir by finishing 10th out of 80 at the Sierra Montagna hill-climb and was 11th and 23rd at the Paris 1,000-kms. Equipped by a 5.4-litre Chevrolet engine, the car was reliable, but lacked horse power to compete with such top cars as the Shelby Cobras or Ferraris 250 GTO.
4.9 Maserati Tipo 151/3 (P) 5.4 Iso Grifo A3/C (P)
CHEVROLET CORVETTE
 The 6.2 Chevrolet Corvette Grand Sport - a prototype, not a grand touring car was only entered once at the FISA GT Manufacturers Worlds, at the Sebring 12 hours, where one of the three cars could qualify as seventh overall, being preceeded by the fastest 4.7 Shelby Cobra Daytona . The best of the three Grand Sports finished 18th OA. One saw one of those Grand Sports back at the Nassau Speedweek, where tuned by Roger Penske, and driven by himself, the car won the preliminary Nassau TT ahead over a Shelby 7-litre Cobra 489 Roadster and the Ford GT 40 with chassis GT/103. Jack Saunders's Grand Sport was sixth. At the main race, the Nassau TT, a race over one hour Penske won again, beating the Ferraris 250 LM prototypes of Walt Hansgen and Bob Grossman. The Ford GT40 was retired after 17 laps.
The 5.3 Corvette StingRay was raced by privateers, but without success.
6.2 Chevrolet Corvette Grand Sport (P) 5.3 Chevrolet Corvette StingRay (GT-D3)
ASTON MARTIN & JAGUAR
 In 1964 there were no longer works Astons and works Jaguars at FISA's Manufacturers Worlds. David Brown (who with Roy Salvadori as driver could beat all Ferraris 250 GTO at the Monza Coppa Inter-Europa in 1963), out of financial support, sold his two DP214s to private racers, whilst Briggs Cunningham - the most British of all Americans - who was in 1963 systematically beaten by the Ferraris 250 GTO insisted no longer. Four Jaguars E-type were raced in 1964 by such privateers as Peter Lumsden/Peter Sergent, Peter Lindner/Peter Nöcker, Dick Protheroe/John M. Taylor and Peter Sutcliffe/John Coundley.  At the last round of the 1964 FISA Manufacturers Worlds Peter Lindner was killed in a fatal accident at the Paris 1,000-kms. Also Abarth's top racer, Franco Patria, was killed in the same accident.
3.8 Aston Martin DP214 (GT-D3) 3.8 Jaguar E-type Lightweight (GT-D3)
PORSCHE
 In 1963 Porsche raced mainly three 356B 2000 GS cars and a closed and open version of its 718. Plans of Alfa Romeo to show at the 1964 Manufacturer Worlds with their TZ-1 and of Carlo Abarth to show with the Simca-Abarth 2000 let Zuffenhausen decide to make a complete new car for the 1964 season. The space frame chassis construction of the 718 was replaced by a steel ladder frame, but the rear 2.0 engined 4 cylinder motor, 180 bhp strong, of the 718 and its windshield were maintained. A "plastic" body was made by the airplane manufacturer Heikel. It was constructed in such way that the car could also be used for simple road use. Indeed, 100 copies were needed to homologate the car is Division II and it was not realistic to hope that all 100 copies could be sold for racing purposes. So, initial plans, to equip the 100 Porsches 904 GTS with the 200 bhp six-cylinder motor, could not be realised, since there was not enough time to manufacture enough new motors between November 1963 and the first race of the season at Daytona. Eventually a restricted number of Porsches 904-6 GTS were made so that they had to race in the class of the prototypes.
For Daytona the 2.0 Porsches 904 GTS with 4 cylinder engine were not already homologated, so that the factory had to show with its old Porsche Carrera 356B 2000 GS. But up from the Sebring 12 hours the 904 GTS was homologated. The works 365B 2000 GS was still raced as support of the works 904s, e.g. at the Targa Florio (where Günther Klasse finished seventh) and at the Nürburgring 1,000-kms (where Klass finished 15th OA). The open 2.0 Porsche 718 Spyder was still used at Sebring (20th OA for Edgar Barth), at the Freiburg hill-climb (won by Barth), and at the Sierra Montagna hill-climb (DNF for Barth).  
2.0 Porsche Carrera 904-6 GTS (P) 2.0 Porsche 718 Spyder (P)
2.0 Porsche Carrera 904 GTS (GT-D2) 2.0 Porsche 365B 2000 GS (GT-D2)
MGB & ALFA ROMEO
 Having finished 13th at the 1963 Le Mans 24 hours BMC entered its In 1963 1.8 MGB 1800 Hardtop only at two rounds in 1964: the Le Mans 24 hours and the Tour de France. All other MGB entries came from privateers (e.g. Kjelle Qvalle and Walt Hansgen).
Scuderia San Ambroeus entered several times the new 1.6 Alfa Romeo Giulia TZ-1, initially 112 bhp strong for 1570cc, but tuned up to 158 bhp. The car had to replace the former racing version of the Alfa Romeo SS, also designed by Elio Zagato. With its tubular frame the car was a design of Carlo Chti, a former Ferrari engineer, and manufactured by Autodelta. Already present at the Turin Motorshow of 1962, the TZ-1 was only homologated in 1964 as Div II Grand Touring car, since it took more than a year before the 100 first copies were ready.
1.8 MGB 1800 Hardtop (GT-D2) 1.6 Alfa Romeo Giulia TZ-1 (GT-D2)
ALPINE
 The 1.1 Alpine-Renault A210 M64, developing 118 bhp, was an aerodynamically profiled race version of the A110. The car was launched in 1963 as Renault's answer on the Panhard CD having impressed the French crowd at the 1962 Le Mans 24 hours. Later in 1964 two fins were added to the M64, resulting in the 1.3 Alpine-Renault A210 M65, equipped with a 1,293cc Gordini 4-cylinder engine, developing 135 bhp, and able to reach 253 kph on the Le Mans straight. Unfortunately the new version, with the two rear fins, was only ready for the Paris 1,000-kms, last round of the 1964 FISA Manufacturers World Championship. At the other rounds where the Société Automobiles Alpine entered its cars it were always the M63 and M64 versions. The cars were homologated as prototypes, so that they could win no points in Div I. They aimed especially the index victory at Le Mans, Reims and the Paris 1,000-kms.
1.1 Alpine-Renault A210 M64 (P) 1.3 Alpine-Renault A210 M65 (P)
SIMCA-ABARTH
 The French automobile manufacturer Simca had always close connections with the Italian manufacturer Fiat. Simca was looking into producing a quicker version of the 1000, but figured it needed outside help to make it work. The logical person to go to was Carlo Abarth, whose Fiat based cars were winning races all over Europe. Abarth agreed to construct and test a number of 1000 derived prototypes. Simca would then decide which one to go for. Abarth basically functioned as research and development centre for Simca. In 1962 the first Simca-Abarth 1000 GT was ready, equipped with a Bialbero Double Overhead Camshaft (DOHC). In 1963 the 1.3 Simca-Abarth 1300GT Series I, with a 130 bhp engine. For 1964 Abarth changed the car's rear, now ending in a spoiler. It was the begin of the 1.3 Simca-Abarth 1300GT Series III. There was also 190 bhp 2-litre version for 1964, the 2.0 Simca-Abarth 2000GT.

1.3  Simca-Abarth 1300GT Series I (GT-D1)

1.3  Simca-Abarth 1300GT Series III (GT-D1)
LOTUS
 With his 1.2 Lotus 14 Elite developing 105 bhp with its 1,216cc Coventry Climax engine for 673 kg Colin Chapman had since 1958 an excellent GT Div I car. The car was the first road car equipped with a glass fibre body. It scored excellent at the Le Mans 24 hours. But in 1962 ACO refused Chapman's Lotus 23 at the start of the Le Mans 24 hours. That resulted in Chapman's decision to send never more a Lotus works car to La Sarthe. The 1.6 Lotus Elan 26R of 1964 was the racing version of the road Elan 26. Lotus put a 160bhp Ford Cosworth engine inside a great handling chassis, which gave it the grunt it needed to compete with the other bigger horsepower cars of its time. The racing version featured competition suspension, and bigger anti-roll bars. Light alloy callipers added, and chassis strengthened to make it tough enough to rub fenders with the big boys.
1.6 Lotus Elan 26R (GT-D2) 1.2 Lotus Elite Mk14 (GT-D1)
AUSTIN-HEALEY & MG MIDGET
 Donald Heyley launched in 1958 a little sports car, the Austin-Healey Sprite, better known in Europe as the Frogeye, in the States as the Bugeye. Initially the car - costinl less than $ 2,000 US - was equipped with a 43 bhp 948 cc motor. Up from 1962 the car - now a Series II - received a stronger 56 bhp 1098cc motor. For the 1964 season the Donald Healey Motor Company developed the 1.1 Austin-Healey Sebring MkII   prototype with a glass fibre body and a tuned 1098cc engine, 105 bhp strong. Several works entries were planned for the 1964 season. Among them the Sebring 3 hours, the Sebring 12 hours, the Nürburgring ADAC 1000-kms, and the Le Mans 24 hours. Two works cars were prepaired with as works drivers Clive Barker, Paddy Hopkirk, Jogn Colate and Bob Morley. The factory had also a 3.0 Austin-Healey 3000 available. The 1.2 MG Midget Hardtop was exclusively entered by privateers.
1.1 Austin-Healey Sebring MkII (P) 1.2 MG Midget Hardtop (GT-D1)

¶3. From Daytona to Rossfeld (rounds #1 to #8)

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