Description:

The last of the coveted sixteen original Lola T70 MkIIIb's built in period, boasting a successful early racing career before becoming a dominant force in historic motorsport over the past two decades.

OVERVIEW

• The last of just sixteen original Lola T70 MkIIIb’s produced by the British marque in period

• Extensive European and South American period racing history, including victory at Interlagos with former Grand Prix driver Wilson Fittipaldi, brother of double World Champion Emerson

• Raced with tremendous success in historic events over the past two decades, including pole positions and outright victories from Peter Auto’s CER 1, Masters FIA Historic Sports Cars, and Plateau 5 at Le Mans Classic

• Prepared over two decades to the highest standards, with no expense spared, by Simon Hadfield Motorsport - one of historic motorsport’s most decorated specialists

• Powered by a 5.0 litre Chevrolet V8 prepared by highly regarded engine builder Kenny Coleman

• Accompanied by an enormous spares package including a complete engine and gearbox

• Eligible for many of the finest historic racing events on the calendar, including Le Mans Classic (Plateau 5), HSR’s Daytona and Sebring Classics, Peter Auto’s CER 1, and more

BACKGROUND

Introduced in 1965, the Lola T70 is celebrated as one of the all-time great sports racers. John Surtees drove the original Spyder version to victory in the inaugural Can-Am Challenge Cup, after which the T70 continued to evolve, culminating in the stunning T70 MkIIIb Coupe of 1969. This model achieved a landmark victory at the Daytona 24 Hours, piloted by Mark Donohue and Chuck Parsons. Even today, the T70 MkIIIb remains a formidable competitor in historic racing events.

The T70 was the first sports racer developed by Lola founder Eric Broadley after his work on the Ford GT40 project. In many ways, it was a more refined version of the GT40, featuring a predominantly aluminium monocoque and sleek Spyder bodywork. Designed to accommodate either Chevrolet or Ford small-block V8 engines, the T70 Spyder enjoyed success on both sides of the Atlantic following its debut in 1965. In 1966, John Surtees drove the an evolution of the model, then powered by a Chevrolet V8, to victory in the first Can-Am series.

In 1967, Lola introduced the MkIII Coupe, which competed at Le Mans with an Aston Martin V8 engine that proved unreliable. However, Chevrolet-powered versions were more successful. A rule change before the 1968 season further boosted the Coupe's prospects. Pure prototypes were restricted to three-litre engines, while production GT cars could use five-litre engines. With the homologation rules initially requiring at least 50 examples to have been produced, a later adjustment to just half that amount enabled the T70 to become eligible for the new Group 4 class.

Ahead of the 1969 season, Lola introduced the ultimate T70 development: the MkIIIb, known internally as the T76. This model featured a lighter and more rigid monocoque with aluminium bulkheads, suspension from the new T142 Formula 5000, magnesium uprights, and ventilated disc brakes on all four corners. It was equipped with a Traco-prepared '304' Chevrolet V8 engine with four carburettors as standard.

Visually, the MkIIIb evolved from its predecessor, incorporating twin headlights and broader rear bodywork to accommodate wider tyres. The rear also featured adjustable trim tabs to enhance downforce. The bodywork included pioneering carbon-fibre reinforcement strips in both the front and rear sections. Forward-tilting doors replaced the 'gull-wing' doors of the MkIII for improved safety. According to Lola's specifications, the T70 MkIIIb weighed 860 kilograms with fluids, while the Traco-built V8 produced 480bhp.

To ensure full homologation as a Group 4 sports car, the new MkIIIb retained the T70 name. Production began in late 1968, and one of the first cars was sent to Roger Penske for the Daytona 24 Hours. In a particularly gruelling race, Mark Donohue and Chuck Parsons drove the Sunoco-liveried T70 MkIIIb to a sensational victory. Lola eventually built and sold sixteen MkIIIb examples, achieving considerable worldwide success.

The T70 was ultimately outpaced by the Porsche 917, which adopted a rear bodywork design similar to the T70 MkIIIb. During its career, the T70 MkIIIb also received a fuel-injected version of the Chevy small-block. While this engine struggled in period with the low-grade pump fuel available at European circuits, the T70 MkIIIb has enjoyed a renaissance in historic racing today where the V8 engine's reliability and performance underline its enduring appeal.

Factory-built continuation models were produced in the late 1970s and again in the 2000s, but none are more coveted than the original sixteen MkIIIbs built in late 1968 and early 1969.

THIS CAR

Chassis SL76/153 is the sixteenth and final Lola T70 MkIIIb built by the factory in period.

First painted yellow, it was purchased when new by Englishman Terry Croker and entered by his A&J Motors car dealership in select events during the 1970 season. Croker competed in several Special GT races in the British Isles and also raced the MkIIIb at Dijon, the Norisring, and Hockenheimring. He qualified on pole position for the Special GT race at Snetterton but did not start the race. His last outing with the Lola was at the Interserie Südwestpokal at Hockenheimring.

Before the end of the 1970 season, chassis SL76/153 was sold to Brazilian owner Antonio Carlos Avallone, who entered the car for Wilson Fittipaldi in the Copa Brasil São Paulo. Wilson, the older brother of two-time World Champion Emerson Fittipaldi, won the race outright. Nine days later, at Interlagos, Emerson won, and Wilson finished third in the T70.

From 1971, Avallone himself raced the T70, now painted white with a sky-blue nose. He campaigned it extensively, achieving notable success at Interlagos with two second-place and one third-place finish in 1971. Avallone switched to a Chrysler-engined sports car in 1972, selling chassis SL76/153 to fellow Brazilian Mario Antunes. Antunes entered the T70 in the 1972 Interlagos 500 km for Marinho Fernandes, but a significant practice accident ended its participation and signalled the end of the Brazilian’s custodianship.

The damaged racer was sold to South Africa, where it remained until 1994, when ownership passed to Mauro Borella, who shipped it back to Europe before selling it to historic racer Nigel Hulme in 1996. Hulme commissioned specialist Clive Robinson to completely rebuild the car for a competitive return to historic racing.

Having campaigned SL76/153 successfully and extensively throughout the late 1990s and early 2000s, Hulme then sold it to well-known collector, dealer, and racer David Clark in 2008, from whom our vendor purchased it a year later.

Prepared ever since by the hugely respected British preparer, Simon Hadfield Motorsport, and fitted with a Kenny Coleman-built V8, ‘SL76-153’ became a perennial front-runner in the Masters series throughout the 2010s, with the vendor and Hadfield sharing driving duties. Sporting its striking 'Avallone' livery, the car also raced in Peter Auto’s CER1 series, with highlights including the overall pole position and race victory at Paul Ricard Le Castellet in 2013.

During its second appearance at Le Mans Classic in 2014, our vendor drove beautifully to qualify SL76-153 on the overall pole position for Plateau 5 before finishing 2nd in one of the three heats. Later that year, the car took another fantastic victory in the FIA Masters Historic Sportscar Championship at Zandvoort - the first of an astonishing three victories it would accrue at the iconic venue over the following three seasons. Along the way, the car further asserted itself with subsequent pole positions, podium appearances and fastest laps from other FIA Masters Historic Sports Car outings.

Since our vendor retired from competitive racing a few years ago, the car has remained in track-ready condition at the workshops of Simon Hadfield Motorsport but has seen little use and therefore requires the normal crack testing and fuel cell recertification (or replacement as needed) before it can be presented for formal scrutineering at a race meeting. It is, however, accompanied by valid FIA HTP papers, which do not expire until 31st December 2025.

The ex-Terry Croker, Wilson Fittipaldi, and Antonio Carlos Avallone Lola T70 MkIIIb is a sensational competition car with a fabulous history, an attractive livery and proven dominance at the highest levels of historic motor racing. That it is accompanied by a perfect spares package and has been maintained for nearly two decades by one of the most accomplished preparers in the business leaves this example with not a single box unchecked and surely offers its next custodian a fast track to further victories at the most prestigious events in historic motorsport.

CERTIFICATION & MILEAGE

Historic Technical Passport:

• Issuer: FIA

• Expiry Date: 31st December 2025

Crack Testing:

• Last Date Completed: 7th February 2022 (new tests required)

Engine Life:

• Current Engine Mileage: please enquire

Gearbox Life:

• Last Rebuild Date: please enquire

Fuel Cell Certification:

• Expiry Date: March 2023

Seat Certification:

• Expiry Date: Not Applicable

Seatbelt Certification:

• Expiry Date: 2025

TECHNICAL SPECIFICATION

Category: Group 4

Chassis: Aluminium riveted and bonded Monocoque, steel front & rear crossmembers

Engine: 4943 cc, 16 valves, OHV, Chevrolet 90° V8 engine


Gearbox: Hewland LG600 5-speed manual transmission


Front Suspension: Wishbones, Coil Springs, Adjustable Telescopic Dampers, Adjustable Anti-roll Bar

Rear Suspension: Reverse Wishbones and Links, Coil Springs, Adjustable Telescopic Dampers, Adjustable Anti-roll Bar

Braking System: Girling ventilated steel discs all-round, hydraulic actuation, 4-piston callipers

Weight: in the region of 860kg (please enquire for exact weight of this example)

Tyres: Avon (treaded)

ELIGIBILITY

• Le Mans Classic (Plat. 5)

• Peter Auto - CER 1
  (please note: unlike continuation or replica cars, this car should NOT attract a handicap penalty)

• Masters Sportscar Legends

• HSR Sebring & Daytona Classics

SPARE PARTS SUMMARY - (a comprehensive list is available on request)

• Engine x 1

• Gearbox x 1

• Bodywork

• Front Clam Shell x 1

• Rear Clam Shell x 1

• Rear Wheels (wheels & tyres, spare wheel rims and spare tyres) x 6

• Front Wheels (wheels & tyres, spare wheel rims and spare tyres) x 8

• A number of suspension and steering components

• A number of fuel system components

• A number of drivetrain components

• A number of braking system components

• A number of electrical components

LOCATION & TAX STATUS

This car is located in the UK and is a UK tax paid vehicle.

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