{"id":491123,"date":"2010-01-01T07:00:54","date_gmt":"2010-01-01T07:00:54","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=42535"},"modified":"2023-12-31T20:49:40","modified_gmt":"2023-12-31T20:49:40","slug":"fia-prototypes","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/fia-prototypes\/","title":{"rendered":"FIA\u2008Sports Prototypes \u2013 2010 Market & Price Guide"},"content":{"rendered":"

The FIA sports prototypes were some of the most exciting purpose-built racing cars ever designed. They competed under the regulations set forth by the FIA (Federation International Automobile) in the International Championship of Makes from 1964\u20131971, and the World Championship of Makes from 1972\u20131981. The regulations changed somewhat as the years passed, 5.0-liter engines then 3.0-liter engines, etc., but the concept remained the same\u2014to allow manufacturers to design the most fascinating, technically advanced sports racing cars the world had seen. These cars were built to compete in a World Championship, which included racing in the great endurance races such as the Le Mans 24 Hours, the N\u00fcrburgring, Spa and Monza 1000 Km, and the Targa Florio. Alfa Romeo, Alpine Renault, Ferrari, Ford, Lola, Matra, and Porsche, all designed very lightweight, successful sports prototypes to compete in the World Championship. From this came the Alfa Romeo Tipo 33\/12, Ferrari 512M, Ford GT40, Matra 670, and Porsche 917. These fantastic cars were driven by the world\u2019s best drivers at a time when Formula One drivers still enjoyed driving in sports car races. Today FIA sports prototypes qualify to race in many great historic events such as the Le Mans 24 Hour Classic and Monterey Historics. Due to their technology, great designs, eligibility, and low production number, FIA sports prototypes have steadily been increasing in value.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
<\/a>Make<\/strong><\/td>\n<\/a>Model<\/strong><\/td>\nLevel III<\/strong><\/td>\nLevel II<\/strong><\/td>\nLevel I<\/strong><\/td>\n<\/tr>\n
Alfa Romeo<\/td>\nTipo 33\/2<\/td>\n$525,000<\/td>\n$575,000<\/td>\n$650,000<\/td>\n<\/tr>\n
Tipo 33\/3<\/td>\n$700,000<\/td>\n$750,000<\/td>\n$800,000<\/td>\n<\/tr>\n
Tipo 33 TT\/3<\/td>\n$600,000<\/td>\n$650,000<\/td>\n$700,000<\/td>\n<\/tr>\n
Tipo 33 TT SC12<\/td>\n$550,000<\/td>\n$600,000<\/td>\n$650,000<\/td>\n<\/tr>\n
Alpine<\/td>\nA220<\/td>\n$300,000<\/td>\n$350,000<\/td>\n$400,000<\/td>\n<\/tr>\n
A442<\/td>\n$1,650,000<\/td>\n$1,800,000<\/td>\n$2,000,000<\/td>\n<\/tr>\n
Ferrari<\/td>\n250 P\/ 275 P<\/td>\n$8,000,000<\/td>\n$8,500,000<\/td>\n$9,000,000<\/td>\n<\/tr>\n
330 P<\/td>\n$5,000,000<\/td>\n$5,500,000<\/td>\n$6,000,000<\/td>\n<\/tr>\n
250 LM \/ 275 LM<\/td>\n$5,000,000<\/td>\n$6,000,000<\/td>\n$7,000,000<\/td>\n<\/tr>\n
330 P2\/P3<\/td>\n$6,000,000<\/td>\n$7,000,000<\/td>\n$8,000,000<\/td>\n<\/tr>\n
365 P2 \u2013 P3<\/td>\n$5,000,000<\/td>\n$5,500,000<\/td>\n$6,000,000<\/td>\n<\/tr>\n
330 P3 \u2013 4 (412)<\/td>\n$10,000,000<\/td>\n$11,000,000<\/td>\n$12,000,000<\/td>\n<\/tr>\n
330 P4<\/td>\n$12,000,000<\/td>\n$13,000,000<\/td>\n$14,000,000<\/td>\n<\/tr>\n
512 M\/S<\/td>\n$3,000,000<\/td>\n$3,250,000<\/td>\n$4,000,000<\/td>\n<\/tr>\n
312 P<\/td>\n$5,000,000<\/td>\n$5,500,000<\/td>\n$6,000,000<\/td>\n<\/tr>\n
312 PB<\/td>\n$3,000,000<\/td>\n$3,250,000<\/td>\n$3,500,000<\/td>\n<\/tr>\n
Ford<\/td>\nGT 40 Mk I<\/td>\n$1,700,000<\/td>\n$2,000,000<\/td>\n$2,500,000<\/td>\n<\/tr>\n
GT 40 Mk II<\/td>\n$2,500,000<\/td>\n$3,000,000<\/td>\n$3,500,000<\/td>\n<\/tr>\n
GT 40 Mk III<\/td>\n$350,000<\/td>\n$425,000<\/td>\n$500,000<\/td>\n<\/tr>\n
GT 40 Mk IV<\/td>\n$2,500,000<\/td>\n$2,750,000<\/td>\n$3,000,000<\/td>\n<\/tr>\n
Gulf Mirage<\/td>\nM6\/GR7<\/td>\n$750,000<\/td>\n$800,000<\/td>\n$850,000<\/td>\n<\/tr>\n
Ligier<\/td>\nJS3<\/td>\n$500,000<\/td>\n$525,000<\/td>\n$550,000<\/td>\n<\/tr>\n
Lola<\/td>\nMk VI<\/td>\n$900,000<\/td>\n$950,000<\/td>\n$1,000,000<\/td>\n<\/tr>\n
T70 Mk III<\/td>\n$450,000<\/td>\n$500,000<\/td>\n$550,000<\/td>\n<\/tr>\n
T70 Mk IIIB GT<\/td>\n$525,000<\/td>\n$575,000<\/td>\n$625,000<\/td>\n<\/tr>\n
T280<\/td>\n$600,000<\/td>\n$650,000<\/td>\n$700,000<\/td>\n<\/tr>\n
T282, 284, 286<\/td>\n$575,000<\/td>\n$625,000<\/td>\n$620,000<\/td>\n<\/tr>\n
T600<\/td>\n$200,000<\/td>\n$225,000<\/td>\n$250,000<\/td>\n<\/tr>\n
Matra<\/td>\nMS 630\/650<\/td>\n$1,500,000<\/td>\n$1,700,000<\/td>\n$2,000,000<\/td>\n<\/tr>\n
MS 670\/670B<\/td>\n$2,000,000<\/td>\n$2,250,000<\/td>\n$2,500,000<\/td>\n<\/tr>\n
Rondeau<\/td>\nM 379\/M 382<\/td>\n$225,000<\/td>\n$275,000<\/td>\n$350,000<\/td>\n<\/tr>\n
Porsche<\/td>\n906<\/td>\n$650,000<\/td>\n$700,000<\/td>\n$750,000<\/td>\n<\/tr>\n
910<\/td>\n$800,000<\/td>\n$850,000<\/td>\n$900,000<\/td>\n<\/tr>\n
907<\/td>\n$900,000<\/td>\n$1,000,000<\/td>\n$1,100,000<\/td>\n<\/tr>\n
908K<\/td>\n$1,200,000<\/td>\n$1,300,000<\/td>\n$1,400,000<\/td>\n<\/tr>\n
908 LT Coupe<\/td>\n$1,300,000<\/td>\n$1,400,000<\/td>\n$1,500,000<\/td>\n<\/tr>\n
908\/02<\/td>\n$1,100,000<\/td>\n$1,200,000<\/td>\n$1,300,000<\/td>\n<\/tr>\n
908\/02 LT Spyder<\/td>\n$1,400,000<\/td>\n$1,450,000<\/td>\n$1,500,000<\/td>\n<\/tr>\n
908\/03<\/td>\n$1,800,000<\/td>\n$2,000,000<\/td>\n$2,200,000<\/td>\n<\/tr>\n
917K<\/td>\n$2,500,000<\/td>\n$3,000,000<\/td>\n$3,500,000<\/td>\n<\/tr>\n
956<\/td>\n$500,000<\/td>\n$700,000<\/td>\n$900,000<\/td>\n<\/tr>\n
962<\/td>\n$600,000<\/td>\n$800,000<\/td>\n$1,200,000<\/td>\n<\/tr>\n
956-962 Rothmans<\/td>\n$2,000,000<\/td>\n$2,250,000<\/td>\n$2,500,000<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

<\/p>\n

1981 Porsche 956\/962<\/h3>\n
\"\"<\/a>
Photo: Pete Austin<\/figcaption><\/figure>\n

In June of 1981 Porsche AG of Stuttgart, Germany, embarked on a new design, the 956, aimed at the FIA World Championship of Makes and America\u2019s IMSA GTP championship. This sports prototype was Porsche\u2019s first aluminum alloy monocoque design, and was powered by variations of the 6-cylinder turbo engine used in the 935. Designed and built in house by a very talented team, in less than 12 months it went from idea to first race win. The 956 debuted in the 6-hour race at Silverstone in May of 1982, and a month later placed 1st, 2nd, and 3rd at Le Mans. By the end of the year it had won the FIA World Championship of Makes and the Drivers World Championship.<\/p>\n

The 962, introduced in 1984, was an evolution of the 956 with a slightly longer wheelbase\u2014primarily due to safety modifications so the driver\u2019s feet would no longer be ahead of the front axle line. What is fascinating about the 956\/962 design is that it was Porsche\u2019s most successful racing car, winning races from 1982 until 1993, during a time when it had to compete against the might of Jaguar, Lancia, Mazda, Mercedes, Nissan, Toyota, and Spice, with competition in IMSA and Group C at its highest.<\/p>\n

The 956\/962 model won 10 World Championships, 50 national championships, and countless individual races, including Sebring, Daytona, and Le Mans. There were 28 956s and 92 962s built between 1982 and 1991\u2014not counting further monocoques built by privateers. The cars varied over the years due to regulation changes and efforts to remain competitive.<\/p>\n

With historic Group C racing active in Europe and Bobby Rahal\u2019s new Historic Motorsports Productions group, we have the good fortune to see these great cars out on the track once again.<\/p>\n

<\/p>\n

1963 Ford GT40 MKII<\/h3>\n
\"\"<\/a>
Photo: Brian Green<\/figcaption><\/figure>\n

In 1963 Ford Motor Company decided that it wanted to make its mark on international motorsports, in particular to win the World Championship of Makes and the ultimate race, the 24 Hours of Le Mans. Following a failed attempt to purchase Ferrari, and driven by the dreams of Henry Ford, a design team based in England was put together and in 1964 the first Ford GT took part in competition. It was a monocoque construction, powered by a 5.0-liter carbureted V-8, sturdy 5-speed ZF gearbox, four-wheel discs brakes, and independent suspension. Although heavy, it was reliable and fast and became known as the GT40. GT was for Grand Touring and 40 was for being 40 inches high. The GT40 Mark I evolved into the Mark II and J4 7.0-liter cars. Less than 15 Mark II variants were built, 8 GT40 Mark II coupes, 3 lightweight GT40 XGT cars, and a Mark II roadster. Although heavier than the Mark I, the Mark II was surprisingly well balanced, reliable, and fast. In 1966 it was able to win the major long-distance races finishing 1st, 2nd, 3rd at the Daytona 24 hrs, 1st, 2nd at the Sebring 12 Hours, and the controversial 1-2-3 finish at the Le Mans 24 Hour. The GT 40 Mark II is one of the most famous racing cars of the era and is still exciting to see at the track today.<\/p>\n

\n

Criteria Used For Assessing Valuations for this Guide:<\/h2>\n
    \n
  • Degree of Originality<\/li>\n
  • Overall Condition, Restoration<\/li>\n
  • Technology, Design, Coachbuilder<\/li>\n
  • Production Numbers\/Rarity<\/li>\n
  • Competition History<\/li>\n
  • Ownership History, Documentation<\/li>\n
  • Modern Event Eligibility<\/li>\n<\/ul>\n

    Regional Variances<\/h2>\n

    The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT. Most of the time, we are able to document known sales or closed escrows, as they say in real estate. When this is not possible, a logical estimate of the car’s value is given, based on its sales history and relationship to cars of its type.<\/p>\n

    The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT.<\/p>\n\n\n\n\n\n\n
    \n

    LEVEL<\/h2>\n<\/th>\n

    		\n

    VALUATION CATEGORIES<\/h2>\n<\/th>\n<\/tr>\n

    \n

    I<\/h2>\n<\/td>\n

    		The best combination
    \nof all criteria.<\/td>\n<\/tr>\n
    \n

    II<\/h2>\n<\/td>\n

    		Satisfies mid-range
    \nof criteria.<\/td>\n<\/tr>\n
    \n

    III<\/h2>\n<\/td>\n

    		In need of restoration. Meets
    \nonly a few points of criteria<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

     <\/p>\n","protected":false},"excerpt":{"rendered":"

    The FIA sports prototypes were some of the most exciting purpose-built racing cars ever designed. They competed under the regulations set forth by the FIA (Federation International Automobile) in the International Championship of Makes from 1964\u20131971, and the World Championship of Makes from 1972\u20131981. The regulations changed somewhat as the years passed, 5.0-liter engines then 3.0-liter engines, etc., but the concept remained the same\u2014to allow manufacturers to design the most fascinating, technically advanced sports racing cars the world had seen. […]<\/p>\n","protected":false},"author":183,"featured_media":591050,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[11325,17263],"tags":[17257,11645,17256,17265],"class_list":["post-491123","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-vintage-racecar-market-guide","category-market-guide-vintage-race-cars","tag-fia-sports-prototype","tag-market-guide","tag-market-fia-sports-prototype","tag-market-guide-vintage-race-cars"],"yoast_head":"\nFIA\u2008Sports Prototypes \u2013 2010 Market & Price Guide<\/title>\n<meta name=\"description\" content=\"FIA Prototypes\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.supercars.net\/blog\/fia-prototypes\/\" \/>\n<link rel=\"next\" href=\"https:\/\/www.supercars.net\/blog\/fia-prototypes\/2\/\" 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