Return to the home page Contact the team Privacy policy on this website RML Lola Mazda B08/86
RML AD Group racing with Lola and Mazda
Click here for the latest news from RML AD Group
Information about racing with RML AD Group
Information and galleries for the motorsport media
Sponsorship opportunities with RML AD Group
Shop, downloads and merchandising from team RML AD Group
Ideas and innovations from RML AD Group

RML AD Group Sports Prototypes for Sale

MG Sportscar Collection for Sale

In what represents a rare and possibly unprecedented opportunity, the entire collection of RML AD Group sports prototypes is being offered for sale, ranging from the original MG Lola EX257 that the team first campaigned in 2003, through to the 2010 title-winning Lola HPD.

This is either a chance to acquire, at one time, a broad tranche of motor racing history, or an opportunity to obtain a highly competitive racecar that could be entered in this year's Le Mans Series or ALMS. Each car is offered for sale individually, or as a complete heritage collection to the right buyer.

For more information, please contact: Phil Barker - RML Group
Email: Phil Barker
Telephone: 01933 402440.

The cars being offered for sale include:

MG Lola EX257, Le mans 2001 MG Lola EX257, Le Mans 2004
1) MG Lola EX257
(chassis HU MG-LMP003, Engine # TBA
This is the ex-works MG that raced at Le Mans in 2001 (#33) and 2002 (#27) with Mark Blundell, Julian Bailey and Kevin McGarrity. Leased briefly to Intersport Racing for competition in the ALMS (2003), it was purchased from MG Cars by Mike Newton in 2007 and fully rebuilt. It has not raced since.
2) MG Lola EX257
(chassis HU MG-LMP002, Engine # AER P03-011)

This is the ex-works MG that raced at Le Mans in 2001 (#34) and 2002 (#26) with Anthony Reid, Warren Hughes and Jonny Kane. Purchased by Mike Newton in early 2003, it then raced in RML AD Group colours of red, white and blue in the Le Mans Endurance Series in 2003 and 2004
MG Lola EX264, Spa 2005 Lola HPD, Spa 2010
3) MG Lola EX264
Developed by Lola Cars and RML, this is the EX264 that won the LMP2 class at Le Mans in 2005 with Mike Newton, Thomas Erdos and Warren Hughes. Fitted with the Judd V8, the car also took Mike and Tommy to the brink of the 2005 Le Mans Endurance Series LMP2 title, missing out by a single point, despite a dominant class win in Istanbul. It could be updated to current LMP2 specification with, for example, the BMW-based Judd V8 powerplant.
4) RML Lola HPD Coupé
Introduced as the MG Lola EX265C in 2008, the car ran as a Lola Mazda through 2009 before being fully updated with the HPD V8-LM for the 2010 season, claiming the Le Mans Series LMP2 team and drivers' titles and finishing third at Le Mans.The car could be updated to meet the latest ACO regulations for either LMP1 or LMP2 (ELMS or ALMS), or restored to its original MG specifications, as the original bodywork is also available.

For more information, please contact:
Phil Barker - RML Group. Email: Phil Barker or Telephone: 01933 402440

A History of the MG Lola Collection

For six seasons, between 2003 and 2008, RML AD Group kept the flag flying for MG. While the original MG company first floundered, then stood dormant, before finally rising once again in Chinese hands, the distinctive red, white and blue livery of the team's MG Lolas kept the iconic octagonal badge firmly on track. Race and championship wins followed, both at Le Mans and around Europe, and ensured that the name of MG remained alive, and the marque's rich sporting heritage was perpetuated.

It was with much regret that circumstances demanded that the link with MG was finally broken in 2009. Now, as RML AD Group embarks on a new and exciting period in partnership with Honda Performance Development (HPD), the last ties with that memorable period in the team's history are being severed.

MG Lola EX257

First seen in 2001, the MG EX257 was developed in partnership with Lola and Advanced Engine Research (AER) during MG’s final years as a British motor manufacturer. It was seen as the vehicle to bring the iconic octagonal MG badge back to sporting prominence, and in that, it succeeded. When the works team arrived at Le Mans in June of that year, the two acid-green and grey prototypes caused quite a sensation.

At the time the ACO had split the prototype classes into two. The top LMP900 cars, like the Audi R8, were fast and powerful, but heavy. Against these, the cars in the LMP675 category employed much smaller, two-litre turbocharged engines, yet were lighter and more agile. In theory, both classes could challenge for victory at Le Mans, and having never achieved an outright win in the 24 Hours, this was the target MG aimed for.

The works team, managed by Hugh Chamberlain, included an impressive all-British driver line-up. Car #33 was shared by Mark Blundell, Julian Bailey and Kevin McGarrity (chassis MG-LMP003), while the drivers in car #34 (chassis MG-LMP002) were Anthony Reid, Warren Hughes and Jonny Kane. In qualifying for the 2001 race, the #34 had a narrow edge, and the two MGs stood first and second in class, with a best of 3:40.243 from Anthony Reid.

Although this equated to just 14th and 17th overall, the MGs had demonstrated impressive pace, especially through the corners, and Mark Blundell exploited this during the rain-affected first hours of the race to move through to 3rd overall. Reid, caught out by the weather, clipped a rear wing and pitted for repairs. Ultimately, both cars retired. The #34 dropped out after just 30 laps with a broken exhaust, but the #33 led the class for 8 hours, consistently inside the top ten overall, before electrical problems (brought on by torrential rain) and ultimately an oil leak ended the charge.

In America, Intersport and KnightHawk successfully ran customer EX257s, and in the 2002 ALMS season took first and second in LMP675, and with a late-starting Dyson entry finishing fifth. Suitable encouraged, MG returned to Le Mans in June – the Hot Wheels liveried cars stronger and fitter, and with the same squad. Reid, Hughes and Kane were in the #26 car, while Blundell, Bailey and McGarrity shared the #27.

This year the positions were reversed. Blundell qualified the #27 on class pole, 6th overall, with a time of 3:33.254. After a late engine change, Kane qualified the #26 second in LMP675 with a best of 3:36.694. Once again, the two MGs sprinted off like hares in the race, comfortably leading the class, and running well inside the top ten. The first to retire was the #26, pulling off on lap 129, just after midnight, with a gearbox problem. The #27 ran on strongly into the early hours of Sunday morning before the engine gave way.  

MG Lola EX257, Le Mans 2002. Photo: Marcus Potts

Financial pressures were starting to hit hard at MG, and with two attempts at the 24 Hours both ending in failure, the works squad was disbanded. However, the EX257 continued to perform well, especially in the States, where Dyson and Intersport campaigned with success in the ALMS. Regulation changes in 2004 forced the cars into the LMP1 category, but Dyson still managed to take race wins against the might of Audi. A total of six MG EX257 chassis were built by Lola, and the last retired from front-line competition in 2007. The final chassis never saw action, and is now in the Lola collection.

RML MG Lola EX 257, LM 1000 kms, 2003. Photo: Marcus PottsThe first of the ex-works cars to enter service for RML AD Group was the former Reid, Hughes, McGarrity chassis MG-LMP002, the #26 from 2002, which made its red, white and blue debut in the Le Mans 1000 Kilometres of November 2003. Mike Newton and Thomas Erdos, who were regularly sharing an RML Saleen in the FIA GT Championship, were joined for the inaugural Le Mans Endurance race by RML and McLaren test driver Chris Goodwin.

Still competing in the LMP675 class at this stage, Tommy set pole with a best (for the Bugatti circuit, right) of 1:29.533, but the race start was near-disaster. A brake problem sent him spinning, and although he recovered well, the car retired after 65 laps with a transmission issue. It may have been a disappointing beginning for the RML AD Group sports prototype programme, but it heralded a new era for the team.

In 2004, Mike and Tommy became regular competitors in the Le Mans Endurance Series, but by then the regulations had changed, and the EX257, with its turbo 2 litre AER XP-20 engine was reassigned into LMP1. It was a tough call.

From Round 1 at Monza it became evident that the little MG was going to be hard pressed to compete with the regular P1 cars, including the likes of the Audi R8 and Zytek 04S. With only one flying lap and a below-power engine, Tommy qualified 11th, but ran as high as 4th in the race, before Mike settled for seventh at the flag. Next time out, at the Nürburgring, qualifying went better, and the Brazilian posted 8th fastest, and the EX257 went on to finish seventh again. From Silverstone in August the pair was joined by Miguel Ramos – also a regular in the FIA GT squad – and the results show a brace of eights. However, the season’s final race, at Spa, saw the best qualifying run to 5th for Erdos, behind a trio of works Audis and the Creation Zytek. In the race, Erdos moved up to third, which Newton held, but a slow puncture for Ramos dropped the #7 back down the order, taking the flag in sixth.

RML MG Lola EX 257, 2004. Photo: Marcus Potts

Mid-way through the LMES season, the RML MG EX257 headed for Le Mans. For a third time the former works MG would make battle with the demanding Sarthe circuit. Mike Newton and Thomas Erdos shared the cockpit that year with Nathan Kinch, at the time a hot prospect in British GT but making his Le Mans debut. Up against the LMP1 regulars, the former 675 chassis was outgunned in terms of outright pace, but still retained agility and good wet-weather potential. Erdos qualified 12th in class, but within minutes of the start the car was back into the garage needing a new starternator. A cracked exhaust followed, and the team spent next seventeen hours playing catch-up – with some success – until the engine threw a piston after 256 laps, twenty hours into the race. It was to be the best-ever run in a 24 hour race from the EX257.

Despite this, the change in regulations had clearly not suited the less powerful MG Lola EX257, and with hearts and minds set on winning, RML AD Group elected to move into the LMP2 category for the 2005 season.

In 2004 Mike Newton acquired the second works chassis (MG-LMP003) from MG; the one-time Blundell, Bailey and McGarrity #27, reuniting the two-car squad from 2001/2002. This second car has been comprehensively restored to its original specification, and retains the distinctive green and grey livery and XP-20 AER turbocharged engine. As such, it is not perfectly suited to competition, but would make a very appealing show car, and would also be eligible for historic events, including Goodwood.

By contrast, the RML AD Group EX257 has continued to lead an active life, and has made regular appearances on track, including a run at Oulton Park as part of the Lola 50th anniversary celebrations with Mike Newton in 2009.

MG Lola EX264

The 2004 season had demonstrated that the EX257, designed to compete in the defunct LMP675 category, could never be made truly competitive within the constraints of the revised ACO regulations. Lola, in close cooperation with RML, embarked on an ambitious project to carry the MG name forwards into the new era, and the MG EX264 was the result. Fully compliant with the LMP2 regulations of the time, the EX264 was built around the Lola B05/40 chassis, but incorporated many of the successful endurance and reliability innovations RML had developed for the EX257. The highly-stressed turbocharged engine had also been exchanged for a naturally aspirated Judd V8, badged once again as an MG, although, at about this time, the MG factory at Longbridge was closing its doors.

Full details and technical specifications for the 2005 EX264 can be found here:

RML AD Group arrived at Round 1 of the 2005 Le Mans Endurance Series with a brand new car, and Tommy Erdos promptly took class pole. He went on to lead the class by a huge margin, but a string of electrical issues would eventually see the car home fourth. It was an encouraging start none the less.

RML MG Lola EX264, Le Mans 2005. Photo: marcus Potts

It became significantly better at Le Mans in June, when Mike and Tommy were joined by former MG works driver Warren Hughes. Erdos qualified a relatively conservative third in class, but lost any advantage in the opening hours of the race with an overheating engine. The team sorted that, and so began another historic recovery. Seventeen hours later the MGEX264 took the class lead, for the first time anyway. A crack in the gearbox casing meant another enforced stop for repairs, but with five hours remaining, the MG was back in the race and gunning for third. Within the hour Erdos was through to second, but as he came through the Ford Chicane with two hours to go, a rear suspension component snapped. He managed to crab the EX264 back to the garage, where the team repaired the entire corner in 35 minutes. By a quirk of fate, the class leading Belmondo Courages were also in trouble, and when Erdos emerged once more, the race was on to narrow the gap. With less than an hour remaining Erdos swept through into the lead, and pressed on to the chequered flag and RML AD Group’s first Le Mans win.

The EX264 then returned to the LMES for the remaining four races of the year. The team qualified third at Monza and finished second; took pole at Silverstone but crossed the line third again; set pole again at the Nürburgring, and once more finished third; but then rounded off the year with a second place in qualifying and a first Series win in Istanbul. Mike and Tommy missed the 2005 LMES title by a single point.

The 2006 followed on in similar style, but the team used a second Lola B05/40 chassis and reverted to the turbocharged AER-derived four-cylinder engine. Designated as the MG XP-20, the unit had benefited from AER’s experience and two more years of development. Not only light and powerful, the engine was now also significantly more reliable. Pole in the opening race of the Le Mans Series (no “Endurance” from 2006) at Istanbul confirmed that the pace was there, but after Tommy was punted off the line at the start the engineers had to rebuild the car almost completely before the MG could begin its race. It finished 6th. Pole again at Spa was followed by second at the flag after a puncture delayed the run. More misfortune at the Nürburgring, when a bizarre brake-pad failure cost valuable minutes, and the MG crossed the line fourth. A win at Donington put Mike and Tommy back on course for the title, and in the final race, the Brazilian was leading comfortably with five minutes to go when, for the first time all year, the engine gave way. This time they missed out on the title by just two points.

Making up for that disappointment was the knowledge that, back in June, and co-driving with Andy Wallace, Mike and Tommy had clocked up their second class win in the 24 Hours. 2006 proved to be a much easier run at Le Mans that the fraught experiences of 2005. A dominant pole was followed by a race where the MG led LMP2 almost from start to finish, only losing the top slot through pitstops, and crossed the line 8th overall, Mike Newton moving through from ninth on the last lap.

In the hands of Thomas Erdos, the MG EX264 took pole in every race during 2006, including Le Mans, making an unbeaten run that began in August 2005. The following season would not be so straightforward, but that perhaps is why it became so much more satisfying for the two drivers when they took the Le Mans Series title for the first time. Pole may have been harder to come by, and Erdos only managed that accolade twice, at the Nürburgring and Spa, but finishing 2nd at Monza, 6th in Valencia, 1st in Germany, and again at Spa (where the MG finished third overall) and 4th at Silverstone was more than enough to secure the 2007 crown.

MG Lola EX265

That was three very successful years for the MG EX264, but the competition was becoming tougher than ever. A radical re-think was necessary, and the chassis underwent a major revision over the winter of 2007/08. So much so, that the car had to be re-homologated as the MG Lola EX265. The major difference was in the engine. Significant work by AER had resulted in the creation of the MG XP-21. Still a turbocharged four-cylinder, it was notably more efficient and powerful than its predecessor, and it was hoped that the upgrade would allow the MG EX265 to compete against the new dominant force in LMP2 competition, the Porsche Spyder.

It soon became apparent that race wins in 2008 were going to be hard to come by for anyone without one of the Spyders. RML’s newly updated EX265 finished 4th in Barcelona, 4th in Monza, 6th Spa and 6th Nürburgring, with a retirement at Le Mans after just 100 laps. Something drastic had to be done, and that came, much to everyone’s surprise, at the final round of the Le Mans Series at Silverstone in September.

Very much on the quiet, and behind closed doors at Wellingborough, RML had used the gap in the schedule after the Nürburgring race to strip the EX265 down into its component parts and completely rebuild the car. It emerged, like a butterfly from its chrysalis, as the MG Lola EX265C. The svelte coupé made its debut, untried, at Silverstone, and rewarded the team with 4th place.

Of the two MG EX264/5 chassis developed by RML and Lola, the 2006 example, which took the class win at Le Mans, is now in the hands of RLR Motorsport, and contesting LMP2 in the Le Mans Series. The 2005 chassis, which won at Le Mans with RML AD Group when fitted with the Judd V8, is now available for sale. Fitted with the latest BMW-based Judd V8, for example, it could compete under the ACO’s current LMP2 regulations or, with some additional development, could also be made eligible for LMP1.

MG Lola EX265C

Technically perhaps, the EX265C only ever raced once. Fitted with the MG XP-21 turbocharged unit, the coupé competed at Silverstone in 2008 and was then completely refurbished. It reappeared for the 2009 season fitted with the Mazda AER MZR-R 2.0 litre turbocharged engine. Still beautiful, and bearing the familiar red, white and blue livery, the Mazda-powered car contested the full Le Mans Series and also the 24 Hours in 2009, but finished only one race. The engine took an instant dislike to the new regulation fuel of that year, and despite the best efforts of the AER and RML technicians, the unit failed repeatedly.

In a last-ditch effort to get a result, the team replaced the MZR-R for the final round of the year at Silverstone, and duly earned themselves a long-overdue second-place finish. Now, eighteen months or so later, it’s fair to admit that the engine that went back in on that occasion was the MG XP-21. The record books may never state as much, but the EX265C did race twice, and finished on the podium as a swansong.

Lola HPD, 2010, Hungaroring. Photo: Marcus PottsHowever, after such a disappointing season, RML AD Group was determined to regain the upper ground, and in February 2010 announced a new engine deal with Honda Performance Development; HPD. The Lola coupé had been totally rebuilt over the closed season and fitted with the HPD LM-V8. From the outside the only obvious change was the appearance, above the cockpit, of the air inlet for the naturally aspirated engine. Underneath there had been many modifications. Combining the HPD engine’s excellent track record for reliability with RML’s meticulous preparation resulted in a racecar that never missed a beat. It ran faultlessly throughout 2010 to record a championship-winning performance, giving RML the team title, and Mike Newton and Thomas Erdos their second set of LMP2 drivers’ titles in the Le Mans Series.

The car also completed a near-faultless run to third place in the Le Mans 24 Hours, returning Mike Newton, Thomas Erdos and Andy Wallace to the Le Mans podium for the first time since the trio shared the top step in 2006.

Full details of the car, as offered for sale, are included here, where there is also a full listing of the comprehensive spares package offered with the car. However, the option remains to return the car to its original form as the MG Lola EX265C, fitted with the final generation MG XP-21 engine. This would enable the committed MG enthusiast to put together a unique collection of all the MG Lola sports prototypes, from ex-works 257 through to podium-winning coupé.

For more information, please contact:
Phil Barker - RML Group
Email: Phil Barker
Telephone: 01933 402440

MG Lola EX265c, Silverstone 2008. Photo: David Downes

Further information:
Wikkipedia Link: MG-Lola EX257
MG race report 2001: MG Cars Press Release 2001
MG Race report 2002: MG Cars Press Release 2002

RML AD Group
Sports Prototypes for Sale

Published February 9th 2011

MG Lola EX257 for sale


MG Lola EX257 for sale


MG Lola EX264 for sale


RML Lola HPD for sale












MG Lola EX257 for sale







MG Lola EX257, Le Mans 2002. Photo: Marcus Potts






MG Lola EX257, Le Mans 2002. Photo: Marcus Potts











RML MG Lola EX 257, 2004. Photo: Marcus Potts






RML MG Lola EX 257, Le Mans 2004. Photo: Marcus Potts

RML MG Lola EX 257, Le Mans 2004. Photo: Marcus Potts

RML MG Lola EX 257, 2004. Photo: Marcus Potts




RML MG Lola EX264, 2005. Photo: Marcus Potts



RML AD Group, LMP2 Class Winners. Le Mans 2005



RML MG Lola EX264, Le Mans 2005. Photo: marcus Potts


RML MG Lola EX264, 2005. Photo: marcus Potts



RML MG Lola EX264, 2005. Photo Marcus Potts









MG Lola EX265c, Silverstone 2008. Photo: Marcus Potts


MG Lola EX265c, Silverstone 2008. Photo: Marcus Potts


Lola HPD, 2010,Algarve. Photo: Marcus Potts


Lola HPD, 2010,Algarve. Photo: Marcus Potts





Click here to return to the main News menu