Editing Ford GT40 (section)

====Mk V====
{{original research|section|date=August 2024}}
{{unreferenced section|date=August 2024}}

For years{{when|date=August 2024}} Peter Thorp, owner of Safir Engineering, had searched for a GT40 in good condition. Most of the cars had problems, including significant rusting. His company was building and fielding [[Formula 3]] race cars; in addition, it had a {{clarify span|text=Token|reason=What does this word here mean, and why is it capitalized?|date=August 2024}} Formula One car purchased from the [[Ron Dennis]] Company, Rondell Racing. Formula One events in which Safir Engineering competed{{when|date=August 2024}} included [[Brands Hatch]] and [[Silverstone Circuit|Silverstone]]. Safir was also redesigning and exporting [[Range Rover]]s, modifying them to six-wheel drive. Safir had the technical capabilities to rebuild GT40s. Desiring to build new GT40s from scratch, Thorp approached John Willment,{{who|date=August 2024}} partner of [[John Wyer]],{{who|date=August 2024}} for his thoughts. It was soon decided{{by whom|date=August 2024}} that there would be a limited, further run of the GT40. JW Engineering would oversee the build, with Safir doing the work. The continued JW Engineering/Safir Engineering {{clarify span|text=GT40 production|reason=Authorized by whom, or what corporate entity? Who owned the intellectual patent rights to the GT40?  How were they acquired by JW/Safir?|date=August 2024}} would utilize sequential serial numbers starting at the last used serial number. Maintaining the vehicle's Mark nomenclature, the new cars would be referred to as GT40 Mk Vs.

JW Engineering wished to complete the existing GT40 chassis numbers GT40P-1087, 1088 and 1089 prior to the beginning of Safir production; this, however, was very much delayed.

Ford's{{which|date=August 2024}} Len Bailey{{who|date=August 2024}} was hired to inspect the proposed build and engineer any changes to minimize known problems with the car, and upgrade safety to modern standards he thought prudent. While the GT40 chassis was upgraded without making any major changes, Bailey upgraded the front suspension to [[Alan Mann Racing]] specifications, which minimized nose-dive under braking. Zinc coated steel replaced the previous uncoated rust-prone sheet metal. The vulnerable drive donuts were replaced with [[CV joint]]s and the leak-prone rubber gas tanks were replaced with aluminum.

Metal fabricator Tennant Panels supplied the roof structure, and the balance of the chassis was completed by Safir with parts from Adams McCall Engineering. Bill Pink, noted for his electrical experience and the wiring installation of previous GT40s, was brought in. Also, Jim Rose{{who|date=August 2024}} was hired for his experience with working at both Alan Mann and Shelby. After the manufacture of chassis 1120, John Etheridge{{who|date=August 2024}} was hired to manage the MkV GT40 build.

For the most part, the Mk V resembled very closely the Mk I car; as with the '60s production, very few cars were identical.

The first new build, GT40P-1090, had an open-top in place of roof-hinged doors. Most motors were Ford "small block" V8s, fitted with twin-Weber or 4-barrel carburettors. Safir produced five "big block" Mk V GT40s, serial numbers GT40P-1128 to GT40P-1132. These aluminium bodied cars all had easily removable door roof sections.{{why|date=August 2024}} Although most Mk V GT40s were high-performance street cars, some were built solely to race specs. Two road cars, a roadster (GT40P-1133), and a standard configuration (GT40P-1142), were built with lightweights aluminium honeycomb chasses and carbon fiber bodywork.