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Forty years devoted to a brand representing Italian excellence in the sports car world. The stories of Valentino Balboni and Lamborghini have been entwined for a long time, in an extraordinary succession of coincidences and events Words Alessandro Giudice Photography Alessandro Barteletti Video Andrea Ruggeri Archive Courtesy of Valentino Balboni Archive Even if you live in the countryside, where perhaps doing the shopping, going to school or clearing snow from the road are more complicated, where when it rains everything floods and when it’s hot the air is filled with mosquitoes, not everything has to be troublesome. So, when Valentino Balboni – class of 1949, born and raised in Casumaro, a small farming town in the Po Plain just a stone’s throw from Cento, nestling in the Ferrara-Modena-Bologna triangle – finished technical school, the first thing he did was look for a job near home. No specific interests, no particular attraction for a given industrial sector, just a job that, in those days, meant that he could bring a bit of money home, contributing to the tight family budget. [click to watch the video]   When he heard that the car factory, set up by the tractor firm Lamborghini, was looking for staff, he turned up: not because he loved cars, not because he dreamed of becoming a mechanic, but simply because it was close to home and therefore convenient. But then for those who live in the countryside, convenience has a wholly different meaning: the 20 miles or so to Sant’Agata Bolognese didn’t seem far, even there and back on a bicycle or his father’s yellow Vespa, at dawn, in the spring sunshine or the winter frosts, in the fog and even the pouring rain. Anyway, he applied and they hired him. When do I start? Straight away!   And on 21 April 1968, his life changed radically. The department manager was explaining to him and another new colleague how the factory worked: “At one point, this very agitated guy comes into the office and starts shouting at the boss: “Get these young guys to work, stop wasting time.” “Why?” “Because we need people who work, not people who chat!”   It was Ferruccio Lamborghini and, far from daunted, the nineteen-year-old Valentino was charmed by the man’s force and determination, and this made him instantly feel an important part of this new company. A dynamic environment, squashed in the area between two legends, Ferrari and Maserati, yet full of the punch and vitality of its founder. And that’s how Balboni began, with a mechanic’s apprenticeship and the small tasks assigned to the new hires. Meanwhile, he, who didn't have a driving licence (“Doing the course was expensive and our family couldn’t afford it”) began to drive in the factory courtyard, in the only car available, used by the “experience” department to test new components. “I learned driving round the two sheds at the factory at the wheel of a Miura. Thinking back, it makes me shiver, but at the time there was nothing else and it was quite normal.”   The days passed, at the wheel he crunched the gears less and less and his driving became smoother. Also thanks to the advice of an exceptional tutor like Bob Wallace, the New Zealand engineer, tester and designer who had already worked with Maserati and Ferrari (he had been Phil Hill's chief mechanic in 1960, when the American driver won the F1 World Championship in the Ferrari single-seater) and who at the time was a key figure at Lamborghini.   In the meantime, Valentino Balboni became a mechanic, learning to work on all the car parts, from the engine to the transmission to the gearbox, following Wallace's guidance. And one day, on 5 September 1973, over five years after starting work, he was considered good enough to test the cars on the road, and for the first time, he left the factory at the wheel of a Lamborghini. “It was a black Miura SV, a masterpiece. I drove up to the entrance barrier, where the porter’s lodge was, and the porter, who years earlier had helped me to write my application, smiled at me. I was really, really scared. I thought I wouldn’t be able to hold the bends, or that I would go too fast, and in fact I drove really slowly for the first few miles. It was really embarrassing, and very tough. But then I fell in step with the Miura, and thankfully everything went fine, it was a thrill I will never forget.”   This marked the start of a new era in Valentino’s professional history, joining that exclusive club of the world’s most sought-after testers: “When I went out on a test drive, I often met colleagues from Maserati, Ferrari, De Tomaso. Near Sant’Agata, there was a place, an abandoned house with a huge tree in front that offered some lovely shade. Often, when I drove past, if a tester had parked there to check the vehicle, I would stop, and all the others did too. We would chat in the shade, and then set off again. Sometimes, out of curiosity, we would switch cars for the next three or four miles, and then of course everyone went back in their own car.”   As the brand grew in popularity, Lamborghini caught the eye of some rich and even some rather eccentric customers. “I still remember the man with a white Diablo with white seats and steering wheel: he came to Sant’Agata dressed all in white, socks and shoes included, with a tamed parrot - white, of course - on his shoulder.” And then, those who wanted to show him how well they drove - “A few scares, but luckily we never had an accident,” - and those who, on the other hand, could drive really well, like Renè Arnoux, who had a beautiful Miura, or Nelson Piquet. “He wanted to buy a Countach, and took it for a test drive on the motorway, at a speed that I didn’t think possible.”   In the meantime, Wallace confirmed how precious his advice and working method were (he drove from 5.30 in the morning to 3 in the afternoon, and then reported back to the mechanics), and handed it all on to Balboni, passing him the baton. “Bob had incredible mechanical sensitivity and knowledge, a natural flair for understanding cars, ‘feeling’ them. In practice he passed that all on to me, and helped me develop this sensitivity.” “And what’s more, I was a mechanic, and the combination of the two things – mechanic and tester – gave me a huge advantage, immediately testing any changes and their impact on the car’s performance and behaviour.” And this is why, when Bob Wallace left Lamborghini to return to New Zealand, and from there on to Phoenix in the United States, Valentino Balboni became chief tester at Sant’Agata, a role he covered for forty more years, even during the most complex periods of the company history, which he also got through thanks to the awareness of the role he had acquired, having worked directly with the founder. Ferruccio always being there was a thrill, even if at times it was like a roller coaster, so many new ideas, sales strategies, mood swings that were sometimes tough to follow. A pragmatic, farming mentality, with his feet on the ground and full attention to the customer’s needs. Balboni tells, “I remember that Lamborghini often delivered cars to customers who came to collect them in Sant’Agata personally. While I did the final checks before getting the car on the road, he entertained the guests and, when they left the factory, we would accompany them all as far as the gate, which was (and still is) on a very long straight road: turn left for Modena, right for Bologna. The customer would drive off, and you could hear the engine roaring miles away". “Ferruccio Lamborghini counted the gear changes on his fingers, and when he heard fifth gear, he would say, ‘OK guys, we can go home now, it’s not going to break!’ He was an incredible character.” Balboni's alarm went off at 6.30 every morning, he would get to work early and his day began at 8. He and the other two testers waited for the cars to come off the assembly line, and personally oversaw the first checks, the set-up, the tyre pressure, topping up the oil, water and fuel before setting off on a road test. “The route was always the same, from Sant’Agata Bolognese to Altedo, at the motorway exit, and then back again, a 70-mile round trip, ideal for running in the brakes and checking the noise levels and vibrations, as well as any leaks.”    Compared to today, when simulations with virtual tests speed up the validation process, then there was a huge difference between testing and development, the former merely checking that everything on the car to be delivered was OK, while the latter was part of the design, the only way to check the actual product against what had been designed on paper. “It was great explaining the sensations and performance to the engineers. We didn't always agree, and I must say that often they were right, and all these situations helped me to grow and improve every day,” Valentino Balboni says today. The Sant’Agata models still have that spirit that drove Ferruccio to challenge the world of sports car manufacturers, first and foremost Enzo Ferrari, who had the nerve to treat him with disdain during their first and only meeting, when Lamborghini, already a wealthy industrialist thanks to his tractors, was a mere customer of Maranello (he and his wife had two Ferrari 250 Coupé Pininfarinas, one each).   Would Ferruccio like today’s Lamborghinis? “I think so. In my opinion, they still embody his spirit, his idea. Today, though, things have changed. In my day, people who drove this type of car had to develop a certain kind of sensitivity, but today electronics control their behaviour and reactions, so anyone who drives a Lamborghini can focus more on enjoying its performance, without so much manual effort.” In all these years, were you ever tempted to switch sides? “In the early ’70s I had some high-level contacts with our cousins on the other side of the river (Balboni never mentions Ferrari by name, but alludes to the river Panaro, which separates Sant’Agata Bolognese from Maranello), but I got the impression that rather than wanting me with them, they were more interested in stealing me from the other team, and at that time we were developing the Countach. So I decided to stay where I was, and I stayed there my whole life, the best decision I ever made.”   Lamborghini repaid this loyalty in its own way. “One day, the technical director Maurizio Reggiani called me and told me I had six months, an engineer and three mechanics to develop a Gallardo with rear drive rather than four-wheel drive and a manual gearbox. I tried to tell him I didn’t agree, that it was a step back compared to our exceptional four-wheel drive and very sophisticated technology, but he wouldn't budge. Then, in 2009, they asked me to do a few signatures, and they would choose the best one. ‘But why?’ I asked, and they replied: ‘To put on the Gallardo LP550-2 Valentino Balboni Limited Edition’. I was gob-smacked, amazed, and it’s hard to believe still today.”   Hundreds of thousands of miles at the wheel of dream cars, an infinite number of contacts with customers and enthusiasts around the world who called him for advice, events and restorations have not changed Valentino Balboni, who still lives in Casumaro, in the Po Plain where he was born, with all the habits and rhythms of the farming world. Regrets? “None, I would do it all over again, perhaps correcting just a few details.” But then he stops for a moment, and adds: “In fact, with hindsight, I should have bought a Miura, perhaps with a few knocks and scratches, to keep in the garage and do up at leisure.”

Born into the craft, his father Giovanni already possessed a natural instinct for high-speed mechanics, Gian Carlo Minardi began in the minor racing categories in the 1970s and, in just over a decade, embarked on a remarkable 21-season journey to build his own Formula 1 team. Along the way, he crossed paths with Enzo Ferrari, Ayrton Senna, and Flavio Briatore, and continues today, long after stepping away from the circus, to cultivate motorsport culture through the Historic Minardi Day at the Imola circuit. This is the portrait of a visionary who transformed dreams into reality, overcoming obstacles and skepticism alike. Words : Marco Visani Photography : Leonardo Perugini Video : Andrea Ruggeri Archive photography courtesy of the Gian Carlo Minardi Archive There is a word in the local dialect that perfectly encapsulates a certain Romagnolo mindset, one that requires explanation to be fully understood. E mutòr does not simply mean “engine.” It signifies the passion ignited by anything that has one, especially when that engine is used to test oneself on a fast course. It is not a descriptive term, it is a way of being. Whether two wheels or four, whether few cylinders or many, is of little consequence. What matters is the desire to inhale the scent of mineral oil, to see the marks of burnt rubber etched into the asphalt, to watch your rival shrink in the rearview mirror after you’ve left him in your dust. Without mutòr, Giovanni Minardi of Faenza would likely be remembered by few. He would have remained a footnote in local history, significant, certainly, having managed the city’s Fiat dealership since 1927. But then something happened. In 1947, engineer Oberdan Golfieri, an associate of Enzo Ferrari, who at that very moment was founding the company that would bear his name, often invited his colleague Gioacchino Colombo, another engine designer, to dinner at his home in Faenza. It was during those Romagnolo evenings, over piadina and glasses of Sangiovese, that Golfieri met Minardi. Minardi, driven by that same mutòr, had conceived the idea of building a racing car. And since the Olympic ideal of participation did not interest him in the slightest, he wanted only to win, he secured backing from Counts Renzo and Rino Ferniani and commissioned Golfieri to design the most competitive 750cc engine ever built, to be mounted on a modified Fiat 500 Topolino chassis. The result would be the smallest inline six-cylinder engine in the world, derived from half of the V12 then taking shape for the Ferrari 125, the progenitor of all Ferraris. The car, named GM 75 (Giovanni Minardi 750), achieved little in terms of results, second-to-last at the 1948 Valentino Grand Prix in Turin, a retirement at the Coppa del Garda despite securing pole position, and just two unremarkable appearances in 1949. It could have remained a minor story, one of countless unsuccessful single-seaters of the postwar years. But it did not. The Minardi racing lineage had been born. Even if a quarter of a century would pass between its prologue and its first true chapter. Fast forward to 1972. One of Giovanni’s three sons, Gian Carlo, born in the very same year as the GM 75, for nothing ever happens by chance, was not only helping manage the family dealership but was, inevitably, captivated by racing. He founded a team, Scuderia del Passatore, its name paying homage to a legendary 19th-century Romagnolo bandit whom folklore had elevated into a kind of folk hero. The team entered single-seaters in Formula Italia and Formula 3 and maintained close ties with Angelo Gallignani, owner of Everest, a company based in nearby Fusignano producing rubber aftermarket components. Before long, the team became Scuderia Everest, reflecting its sponsor, and moved up to Formula 2. When Everest withdrew in 1980, the team took on the name of its founder, Scuderia Minardi was born. Appetite, as they say, grows with eating. And this small provincial team, having climbed from grassroots beginnings to what might already have seemed the fulfillment of a dream, was not content. It wanted more. It wanted the top tier. Gian Carlo wanted it, having tailored that dream around himself and his family, always supported by his brothers Giuseppe and Nando. That dream, pursued with relentless effort and few proclamations, was realized on April 7, 1985, at the Brazilian Grand Prix, for the first time, a Minardi, the M185, stood on the grid of the Formula 1 World Championship. Originally intended to run an Alfa Romeo turbocharged V8 promised by President Ettore Massacesi, who ultimately withdrew his commitment at the last moment, Minardi instead sourced a naturally aspirated Cosworth V8, sufficient for two races, before replacing it with a more competitive turbocharged V6 from the newly formed Motori Moderni, where Carlo Chiti had found a new home. If the engines represented a carousel of missed opportunities and fresh starts, the lead driver was a certainty, another Romagnolo, Pierluigi “Piero” Martini. Of the 118 Grands Prix he would contest, 102 would be under Minardi’s yellow and blue colors. Minardi and Martini became inseparable, so much so that even today, mention of one often blurs into the other. It mattered little that Martini retired in that overseas debut, a team born from nothing, with just one engineer, Giacomo Caliri, and ten technicians, had already achieved a minor miracle, quiet, proud, and distinctly Romagnolo. While Italy indulged in the hedonism of the 1980s, the Minardi Formula 1 adventure unfolded as something altogether singular. For one, Gian Carlo and his small, determined team extended the boundaries of the Motor Valley eastward, beyond the traditional axis of Modena and Bologna. More profoundly, Minardi achieved an almost anthropological shift. Before 1985, Faenza, a town of fewer than 60,000 inhabitants, was known worldwide for ceramics, so much so that the French word faïence derives from its name. After Minardi, Faenza became synonymous with Formula 1, a legacy that endures even beyond the team’s eventual ownership changes. As Gian Carlo himself likes to point out, “Faenza is the only city in the world to host two top-tier racing teams”, the other being Gresini Racing, founded in 1997 by the late Fausto Gresini. The Formula 1 journey of such a small team was never going to be easy, though it was undeniably exhilarating. Much of this was due to Minardi’s exceptional ability to build relationships. He was among the few granted access to the office of an aging Enzo Ferrari. And when the Commendatore faced a man who inevitably reminded him of his younger self, he listened, advised, and quietly approved. It was no coincidence that in 1991, three years after Ferrari’s passing, the Scuderia supplied Minardi with a V12 engine, leading to the team’s best-ever result, seventh place in the Constructors’ Championship. There was even a moment when Ayrton Senna might have joined Minardi. In 1982, while Minardi was still in Formula 2, Paolo Barilla suggested that Gian Carlo take notice of a young Brazilian driver. After watching him perform in the wet at Silverstone and in the dry at Hockenheim, Minardi offered him a contract for 1983. The reply was disarming: “You are the first person to offer me a professional contract, Gian Carlo, I will never forget that. But no, thank you. I plan to become Formula 1 World Champion within six years.” True to his word, Senna achieved the title in 1988. And he never forgot Minardi, often stopping by the team’s motorhome, renowned for its food, for an embrace and a plate of tagliatelle. His tragic death in 1994 at Imola, just a short distance from Minardi’s headquarters, felt like a cruel twist of fate, a modern Greek tragedy where passion and mortality intertwine. The years that followed were challenging, rising costs, lost sponsorships, and constant engine changes, from Ferrari to Lamborghini, Ford, Hart, and back to Cosworth. In September 2005, the team was sold to Red Bull and transformed into Toro Rosso. Yet Gian Carlo Minardi never left the world of motorsport. He served within the Italian Automobile Club, scouted new talent, and from 2021 to 2025 presided over Formula Imola, managing the Enzo e Dino Ferrari circuit. Above all, since 2016, he has been the creator of the Minardi Historic Day, held annually at Imola. What might sound like a gathering of historic Minardi cars is, in truth, far more, a Romagnolo interpretation of the Goodwood Festival of Speed, a kind of Woodstock for motorsport, where every inch of asphalt resonates with passion. With static displays, associations, memorabilia, and dynamic demonstrations, the event draws 20,000 visitors each year, a powerful statement of authenticity and coherence in an era where traditional motor shows have largely lost their identity. Behind the scenes, following the sudden passing of his brother Nando in 2021, Gian Carlo is supported by his niece Elena, ensuring that Minardi is not merely a dynasty, but a family. A family that has always believed, and continues to believe.

From the early 1970s to 2005 at Pininfarina—where he served for 17 years as Managing Director—Lorenzo Ramaciotti concluded his brilliant career as Head of Style for the FCA Group brands. This is the portrait of an engineer with a classical education and a profoundly global vision of automotive design—not merely in geographic terms. From prototypes to mass production, from one-offs to popular models, his philosophy of automotive form and design has shaped decades of Italian and international car culture. Words Marco Visani Photography Leonardo Perugini Video Andrea Ruggeri Archive photo courtesy of the Lorenzo Ramaciotti Archive He never says “I did,” “I designed,” or “I came up with it.” What strikes you most when speaking with Lorenzo Ramaciotti is how rarely he uses the first person. He never says “I did,” “I designed,” or “I came up with it.” And yet he could—given the hundreds of ideas and creations drawn from his hat over a long career, first as a designer and later as head of styling. [click to watch the video] Designing cars is a profession that easily feeds the ego: watered daily, it can grow luxuriant, inviting admiration—especially self-admiration. With Ramaciotti, instead, this was one of the least narcissistic conversations imaginable with someone whose résumé is so formidable. Even when he picks up one of the self-published volumes collecting memories from his long working life, he deflects praise: “It’s just a printed notebook. I didn’t have such an adventurous life to justify anything more.” Perhaps because, had it been up to him, Lorenzo Ramaciotti would not even have become a car designer. As a teenager, he had one ambition only: to do any job that would keep him close to automobiles. When he completed his classical high-school diploma in 1967, the only realistic option was mechanical engineering. Automotive engineering as we know it today did not yet exist, nor did modern design schools. Like many of his generation—raised on bread and Quattroruote magazine—he passed dull literature classes sketching car profiles in the margins of textbooks. We all shared that now-romantic idea that the automobile was the ultimate material aspiration: perhaps second only to housing, but far more attainable. That emotional foundation, grafted onto a rigorous technical education, shaped the engineer Ramaciotti into a rational thinker with a wide-angle view of both his own work and that of others—grounded in realism and immune to vanity. His character also reflects a dual “citizenship”: Emilian by birth—born in Modena, in the heart of Italy’s Motor Valley—and Turinese by adoption, having moved to Turin to study at the Politecnico. He never left. Even today, in retirement, he lives in the hills overlooking the city. Emilian warmth and creativity blend with Piedmontese logic, courtesy, and restraint—ingredients that seem hard to reconcile, yet yield extraordinary results when properly combined. Ramaciotti’s first paid job after graduating was at Pininfarina—the first to respond to his CV. He would stay there for almost his entire career, rising to Managing Director and Head of Styling from 1988 to 2005. Then came the call from Sergio Marchionne and a leap into a different but adjacent world: Director of Design for all FCA brands. Few designers have worked across such extremes—from Ferrari and Maserati to Fiat. Fewer still can claim both the Ferrari 456 and the Fiat Panda among their credits. Yet “designing” is reductive: Ramaciotti’s true role was directing those who designed—conducting an orchestra rather than holding the pencil. Even before that first job, there was a prologue. As a student, he entered the Grifo d’Oro competition launched by Nuccio Bertone. He presented a GT coupé model—still in his studio today. Seen sixty years later, its modernity is striking: taut lines, balanced curves, and low-profile tyres well ahead of their time. A clear sign of precocious talent. Design entered his life almost by chance. His true automotive idol was Colin Chapman—the man who made Lotus fast by making it light. Italy, he thought, focused too much on engines; Britain mastered handling. Why not do the same at home? That early international outlook would later define his career, even as his “less is more” philosophy found expression in exterior form—the first driver of desire in a car. At Pininfarina, Ramaciotti worked primarily with elite manufacturers and niche vehicles rather than mass-market dynamics. He directed the design of ten Ferraris, beginning with the Mythos concept of 1989, unveiled in Tokyo—a strategic move to assert Italian relevance in a design landscape increasingly dominated by Japan. The same logic guided projects like the Honda Argento Vivo of 1995, with its bold use of contrasting materials. Every car has its logic. The Peugeot 406 Coupé, for example, was born from manufacturing necessity, yet became an icon thanks to its elegance—enhanced by Ramaciotti’s insistence on preserving its proportions. This ability to maintain a strong, recognisable identity across countless designers is the Pininfarina miracle, sustained by just three heads of styling in over fifty years. Ramaciotti cites Touring Superleggera, Bertone, Giugiaro, and independent masters such as Mario Revelli de Beaumont, Franco Scaglione, and Giovanni Michelotti as pillars of Italian design. On the role of clients, he is clear: designers are not independent artists. True originality emerges not from isolation, but from dialogue—preferably with clients who love cars without believing they know better. Design today? He rejects claims that all modern cars look alike, noting an unprecedented diversity of styles. His eternal muse remains the Ferrari 250 SWB, alongside legends like the Alfa Romeo 8C 2900 and Bugatti Type 57 SC Atlantic. Above all, two figures shaped his professional life: Sergio Pininfarina and Sergio Marchionne—very different men, united by vision and relentless work ethic. Before Marchionne’s arrival, Ramaciotti fulfilled a lifelong dream: designing a Maserati. His Quattroporte V became the official car of President Carlo Azeglio Ciampi. Later came its successor and the Ghibli. As for Turin’s decline as an automotive capital, Ramaciotti offers no nostalgia: history moves forward, guided by reason, not sentiment. On AI, his view is measured: artificial intelligence can recombine existing forms efficiently, but true originality—for now—remains human. For how long, he does not yet know. About the author, Marco Visani.    Born in Imola in 1967, he has been a journalist since 1986. After beginning his career as a reporter for Il Resto del Carlino and other local newspapers, he has been writing about automobiles since 1992. He has worked with magazines such as Quattroruote, Ruoteclassiche, TopGear, Youngtimer, Auto Italiana, Auto, AM, Sprint, InterAutoNews, and EpocAuto; with TG2 television; the portal Veloce.it ; and with the English publisher Redwood Publishing, active in the field of customer magazines. He is currently the Italian correspondent for the French classic-car magazine Gazoline, editor-in-chief of the bimonthly ZeroA, and contributor to L’automobileclassica, Youngclassic, Quadrifoglio, and Tutto Porsche. He also manages heritage communication for Volvo Car Italia. His writings have appeared in Corriere dello Sport-Stadio, Avvenire, Tecnologie Meccaniche, Rétroviseur (France), and Top Auto (Spain). He has published and co-authored several books for Giorgio Nada Editore and other publishers from 2016.

The Car Barn are very pleased to offer for sale this beautiful Ferrari 348. It is finished in the quintessential Ferrari colour combination of Rosso Corsa with Creama leather. The 348 is powered by a mid-mounted naturally aspirated 3.4-litre V8, delivering 296bhp to the rear wheels through an open-gate five-speed manual transmission. It was treated to a major service in November 2021, which included replacing the cam belts, water pump, and tensioners. The clutch was replaced in April 2015 at 47,670 miles. Factory-fitted equipment includes climate control, electric windows, and electric mirrors. The car is accompanied by the original owner’s book pack, including the service book with 12 stamps. It was last serviced in November 2021 at 50,081 miles, when Classic Car Solutions replaced the cam belt, water pump, tensioners, and coolant. Bell Classics previously carried out a service in April 2015 at 47,670 miles, which included replacing the engine oil and oil filter, cam belt, water pump, cam cover gaskets, camshaft seals, track rod ends, and CV joints, as well as rebuilding the steering rack. They also fitted uprated Hill Engineering tensioners, checked and set the valve clearances, and carried out a leak-down test, with all cylinders showing a compression loss of less than five percent. During this visit the Bell Classics also installed a single-plate clutch and technicians re-packed the flywheel, fitted Goodridge brake hoses, re-cored the radiators, rebuilt the dampers, replaced the second-gear synchromesh, replaced the hand brake cable and all brake pads, installed poly-bushes to the suspension. The current owner bought it in 2022 and has kept it in storage since. It has only done 60 miles since he purchased it. Jonathon's comments: 'The 348 has been an under appreciated Ferrari for years and finally starting to be recognised. It's a real event to drive, not the fastest by todays standards but the way it makes you feel is what's important. The car has got a good service history and it has spent a lot of its life in storage, hopefully the next owner will drive it!' The car will receive a fresh service and MoT test prior to leaving the Car Barn. We welcome any part exchanges and we provide a 6 month warranty on most of our cars (subject to terms and conditions) For more information or to book an appointment to view the vehicle please contact Jonathon Webb on +44(0)7442 897760 or on Jonathon@carbarn.co.uk About Car Barn Beamish Car Barn Beamish is the leading independent sports, prestige and classic car specialist in the North East, as well as an official Caterham dealer and INEOS Grenadier servicing agent. Located on the historic Red Row Estate, an idyllic 37-acre country estate set in the North East countryside, Car Barn Beamish is one of three sister companies that all serve to provide fantastic customer service to the owners of luxury automotive brands. We offer a wide variety of used vehicles for sale in our showroom including special editions, low mileage examples, supercars and high-performance models by Lotus, Ferrari, Porsche, Bentley, Morgan, McLaren, Jaguar, Ariel and of course Caterham. Our specialist service, repair and diagnosis workshop at Car Barn Beamish is staffed by experienced local mechanics with a wide range of skills and diagnostic equipment. If your specialist car has developed a fault, please call by and we will be happy to give a no obligation estimate. In addition to annual or routine servicing and maintenance we also undertake classic car restorations including all aspects of chassis repair, engine tuning, paint and body work. We are one of the North East’s few specialist sports, prestige and classic car buyers who will buy your vehicle directly or offer sale or return and part exchange from our showroom. We are constantly seeking used stock. If you find yourself thinking “the time has come to sell my car”, be it classic, sports or prestige, and you want to deal with a well-established North East company please contact us to discuss our best price. We provide a more personal and flexible approach than car buying websites or auctions and as a classic and vintage car specialist are happy to discuss cars which have been in long term storage, off the road, SORN or vehicles which are otherwise described as barn finds. We have an in-house transport service which offers collection, storage and delivery facilities and Car Barn Beamish are happy to purchase used classic, sports and luxury cars from across the North East region and the wider UK. Our experienced team are also pleased to help and advise if you are a collector or seeking to purchase a car specifically for investment purposes. The benefits of buying and selling with us include: Nationwide collection and delivery service on our own covered transporters. Cars which are prepared by technicians working exclusively on classic and sports cars. Our own warranty programme. A comprehensive customer service which truly works for the duration of ownership. The confidence of dealing with a leading independent specialist established over 35 years ago. Finance available on all stock including classic cars. 1991 Ferrari 348 Car Barn If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." 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SH ID 26-0417003 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side Right Exterior ColourRosso Corsa Interior ColourCreama Leather Car Barn Red Row, Beamish Durham United Kingdom Contact details sales@carbarn.co.uk +44 (0) 1207 606 120 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Car Barn are very pleased to offer for sale this beautiful Ferrari 348. It is finished in the quintessential Ferrari colour combination of Rosso Corsa with Creama leather. The 348 is powered by a mid-mounted naturally aspirated 3.4-litre V8, delivering 296bhp to the rear wheels through an open-gate five-speed manual transmission. It was treated to a major service in November 2021, which included replacing the cam belts, water pump, and tensioners. The clutch was replaced in April 2015 at 47,670 miles. Factory-fitted equipment includes climate control, electric windows, and electric mirrors. The car is accompanied by the original owner’s book pack, including the service book with 12 stamps. It was last serviced in November 2021 at 50,081 miles, when Classic Car Solutions replaced the cam belt, water pump, tensioners, and coolant. Bell Classics previously carried out a service in April 2015 at 47,670 miles, which included replacing the engine oil and oil filter, cam belt, water pump, cam cover gaskets, camshaft seals, track rod ends, and CV joints, as well as rebuilding the steering rack. They also fitted uprated Hill Engineering tensioners, checked and set the valve clearances, and carried out a leak-down test, with all cylinders showing a compression loss of less than five percent. During this visit the Bell Classics also installed a single-plate clutch and technicians re-packed the flywheel, fitted Goodridge brake hoses, re-cored the radiators, rebuilt the dampers, replaced the second-gear synchromesh, replaced the hand brake cable and all brake pads, installed poly-bushes to the suspension. The current owner bought it in 2022 and has kept it in storage since. It has only done 60 miles since he purchased it. Jonathon's comments: 'The 348 has been an under appreciated Ferrari for years and finally starting to be recognised. It's a real event to drive, not the fastest by todays standards but the way it makes you feel is what's important. The car has got a good service history and it has spent a lot of its life in storage, hopefully the next owner will drive it!' The car will receive a fresh service and MoT test prior to leaving the Car Barn. We welcome any part exchanges and we provide a 6 month warranty on most of our cars (subject to terms and conditions) For more information or to book an appointment to view the vehicle please contact Jonathon Webb on +44(0)7442 897760 or on Jonathon@carbarn.co.uk About Car Barn Beamish Car Barn Beamish is the leading independent sports, prestige and classic car specialist in the North East, as well as an official Caterham dealer and INEOS Grenadier servicing agent. Located on the historic Red Row Estate, an idyllic 37-acre country estate set in the North East countryside, Car Barn Beamish is one of three sister companies that all serve to provide fantastic customer service to the owners of luxury automotive brands. We offer a wide variety of used vehicles for sale in our showroom including special editions, low mileage examples, supercars and high-performance models by Lotus, Ferrari, Porsche, Bentley, Morgan, McLaren, Jaguar, Ariel and of course Caterham. Our specialist service, repair and diagnosis workshop at Car Barn Beamish is staffed by experienced local mechanics with a wide range of skills and diagnostic equipment. If your specialist car has developed a fault, please call by and we will be happy to give a no obligation estimate. In addition to annual or routine servicing and maintenance we also undertake classic car restorations including all aspects of chassis repair, engine tuning, paint and body work. We are one of the North East’s few specialist sports, prestige and classic car buyers who will buy your vehicle directly or offer sale or return and part exchange from our showroom. We are constantly seeking used stock. If you find yourself thinking “the time has come to sell my car”, be it classic, sports or prestige, and you want to deal with a well-established North East company please contact us to discuss our best price. We provide a more personal and flexible approach than car buying websites or auctions and as a classic and vintage car specialist are happy to discuss cars which have been in long term storage, off the road, SORN or vehicles which are otherwise described as barn finds. We have an in-house transport service which offers collection, storage and delivery facilities and Car Barn Beamish are happy to purchase used classic, sports and luxury cars from across the North East region and the wider UK. Our experienced team are also pleased to help and advise if you are a collector or seeking to purchase a car specifically for investment purposes. The benefits of buying and selling with us include: Nationwide collection and delivery service on our own covered transporters. Cars which are prepared by technicians working exclusively on classic and sports cars. Our own warranty programme. A comprehensive customer service which truly works for the duration of ownership. The confidence of dealing with a leading independent specialist established over 35 years ago. Finance available on all stock including classic cars. Other Cars from Car Barn 1991-Ferrari-348-01.webp 1991-Ferrari-348-02.webp 1991-Ferrari-348-20.webp 1991-Ferrari-348-01.webp 1/20 1991 Ferrari 348 Car Barn United Kingdom 1993-Lotus-Carlton-01.webp 1993-Lotus-Carlton-02.webp 1993-Lotus-Carlton-20.webp 1993-Lotus-Carlton-01.webp 1/20 1993 Lotus Carlton Car Barn United Kingdom 1982-Mercedes-Benz-380SL-01.webp 1982-Mercedes-Benz-380SL-02.webp 1982-Mercedes-Benz-380SL-20.webp 1982-Mercedes-Benz-380SL-01.webp 1/20 1982 Mercedes-Benz 380SL Car Barn United Kingdom Last Featured Cars 1998-Ferrari-550-Maranello-01.webp 1998-Ferrari-550-Maranello-02.webp 1998-Ferrari-550-Maranello-15.webp 1998-Ferrari-550-Maranello-01.webp 1/15 1998 Ferrari 550 Maranello Iconic Auctioneers Ltd United Kingdom 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Ontario 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-02.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-20.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1/20 1969 Alfa Romeo 1750 Spider Veloce RHD The Classic Motor Hub United Kingdom

The Ferrari 308 GTB was introduced at the Paris Salon in 1975 as the successor to the Dino 246 GT, marking Ferrari’s return to Pininfarina styling. Its design combined contemporary wedge influences with flowing, balanced lines and signature elements from the Dino such as scalloped side intakes and twin circular rear lamps, a shape that remained largely unchanged throughout production. Early cars were constructed in lightweight glass-fibre before a transition to steel bodies from late 1976. Mechanically, the carburettor-fed cars gave way to fuel-injected models from 1980, primarily to meet emissions regulations, resulting in a reduction in power. This was later addressed with the introduction of the four-valve ‘Quattrovalvole’ cylinder head in 1982. European-market examples retained desirable dry-sump lubrication throughout the carburettor production run. Consequently, late steel-bodied, European supplied, carburettor-equipped GTB models are widely regarded as the purest and most highly sought after among Ferrari enthusiasts and classic car collectors. Offered here with Iconic Auctioneers at Supercar Fest 2026 is this stunning, UK-supplied, right-hand drive Ferrari 308 GTB, supplied new by Coopers of Leicester and first registered in January 1981. It is understood to be one of just 211 right-hand drive examples. At the time of cataloguing, the odometer displayed just 31,077 miles and the V5C registration document detailed three previous keepers, the first being Coopers themselves, probably as a demonstrator or for the dealer principal's own use. Today the car presents beautifully in traditional Rosso Corsa with Nero leather seats and Rosso carpets. The overall condition is described as excellent and, in preparation for the sale, the car will be entrusted to a marque specialist for a fresh service including cambelts. Opening the driver’s door, you are met with the familiar scent of Italian leather, complemented by well-preserved period dials and switchgear. The engine starts readily, settling quickly to a light V8 rumble and breathing happily through its four 40DCNF Webers. It's accompanied by a substantial history file including the original book pack and service book, along with a large collection of invoices supporting careful maintenance over the years. The fitment of a Birdman fuse board is a sensible upgrade improving safety and reliability and for the past decade, the car has been maintained by a respected Ferrari specialist familiar with the 308. In summary, this represents a rare opportunity to acquire a low-mileage, low-owner, 1980s V8 Ferrari, presented in a classic colour combination, benefitting from the sought-after steel-bodied, dry-sump, carburettor specification, freshly serviced, and now ready to be enjoyed. 1981 Ferrari 308 GTB Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 16-0416001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Body Colour Rosso Corsa Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Ferrari 308 GTB was introduced at the Paris Salon in 1975 as the successor to the Dino 246 GT, marking Ferrari’s return to Pininfarina styling. Its design combined contemporary wedge influences with flowing, balanced lines and signature elements from the Dino such as scalloped side intakes and twin circular rear lamps, a shape that remained largely unchanged throughout production. Early cars were constructed in lightweight glass-fibre before a transition to steel bodies from late 1976. Mechanically, the carburettor-fed cars gave way to fuel-injected models from 1980, primarily to meet emissions regulations, resulting in a reduction in power. This was later addressed with the introduction of the four-valve ‘Quattrovalvole’ cylinder head in 1982. European-market examples retained desirable dry-sump lubrication throughout the carburettor production run. Consequently, late steel-bodied, European supplied, carburettor-equipped GTB models are widely regarded as the purest and most highly sought after among Ferrari enthusiasts and classic car collectors. Offered here with Iconic Auctioneers at Supercar Fest 2026 is this stunning, UK-supplied, right-hand drive Ferrari 308 GTB, supplied new by Coopers of Leicester and first registered in January 1981. It is understood to be one of just 211 right-hand drive examples. At the time of cataloguing, the odometer displayed just 31,077 miles and the V5C registration document detailed three previous keepers, the first being Coopers themselves, probably as a demonstrator or for the dealer principal's own use. Today the car presents beautifully in traditional Rosso Corsa with Nero leather seats and Rosso carpets. The overall condition is described as excellent and, in preparation for the sale, the car will be entrusted to a marque specialist for a fresh service including cambelts. Opening the driver’s door, you are met with the familiar scent of Italian leather, complemented by well-preserved period dials and switchgear. The engine starts readily, settling quickly to a light V8 rumble and breathing happily through its four 40DCNF Webers. It's accompanied by a substantial history file including the original book pack and service book, along with a large collection of invoices supporting careful maintenance over the years. The fitment of a Birdman fuse board is a sensible upgrade improving safety and reliability and for the past decade, the car has been maintained by a respected Ferrari specialist familiar with the 308. In summary, this represents a rare opportunity to acquire a low-mileage, low-owner, 1980s V8 Ferrari, presented in a classic colour combination, benefitting from the sought-after steel-bodied, dry-sump, carburettor specification, freshly serviced, and now ready to be enjoyed. Other Cars from Iconic Auctioneers Ltd 1998-Ferrari-550-Maranello-01.webp 1998-Ferrari-550-Maranello-02.webp 1998-Ferrari-550-Maranello-15.webp 1998-Ferrari-550-Maranello-01.webp 1/15 1998 Ferrari 550 Maranello Iconic Auctioneers Ltd United Kingdom 1981-Ferrari-308-GTB-01.webp 1981-Ferrari-308-GTB-02.webp 1981-Ferrari-308-GTB-15.webp 1981-Ferrari-308-GTB-01.webp 1/15 1981 Ferrari 308 GTB Iconic Auctioneers Ltd United Kingdom 1960-Alfa-Romeo-Guiletta-1600-Spider-01.webp 1960-Alfa-Romeo-Guiletta-1600-Spider-02.webp 1960-Alfa-Romeo-Guiletta-1600-Spider-15.webp 1960-Alfa-Romeo-Guiletta-1600-Spider-01.webp 1/15 1960 Alfa Romeo Guiletta 1600 Spider Iconic Auctioneers Ltd United Kingdom Last Featured Cars 1998-Ferrari-550-Maranello-01.webp 1998-Ferrari-550-Maranello-02.webp 1998-Ferrari-550-Maranello-15.webp 1998-Ferrari-550-Maranello-01.webp 1/15 1998 Ferrari 550 Maranello Iconic Auctioneers Ltd United Kingdom 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Ontario 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-02.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-20.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1/20 1969 Alfa Romeo 1750 Spider Veloce RHD The Classic Motor Hub United Kingdom

SpeedHolics Marketplace Search Engine, built to enhance your experience and to let you immediately find the car of your dreams. marketplace Your Car On SpeedHolics. All Cars In Stock Recently listed Race cars Performance cars Sold cars Year More search options Reset search Maker Model Model Body Style Country Dealer Year 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Mileage 0 3.3 6.6 9.9 13.2 16.5 19.8 23.1 26.4 29.7 33 36.3 39.6 42.9 46.2 49.5 52.8 56.1 59.4 62.7 66 69.3 72.6 75.9 79.2 82.5 85.8 89.1 92.4 95.7 99 100 0 0 Reset Include cars without mileage information Search Page Results 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100 Sort by 1998-Ferrari-550-Maranello-01.webp 1998-Ferrari-550-Maranello-02.webp 1998-Ferrari-550-Maranello-15.webp 1998-Ferrari-550-Maranello-01.webp 1/15 United Kingdom 1998 Ferrari 550 Maranello In Stock 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 Monaco 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina In Stock 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-02.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-20.jpg 1969-Alfa-Romeo-1750-Spider-Veloce-RHD-01.jpg 1/20 United Kingdom 1969 Alfa Romeo 1750 Spider Veloce RHD In Stock 1991-Ferrari-348-01.webp 1991-Ferrari-348-02.webp 1991-Ferrari-348-20.webp 1991-Ferrari-348-01.webp 1/20 United Kingdom 1991 Ferrari 348 In Stock 1981-Ferrari-308-GTB-01.webp 1981-Ferrari-308-GTB-02.webp 1981-Ferrari-308-GTB-15.webp 1981-Ferrari-308-GTB-01.webp 1/15 United Kingdom 1981 Ferrari 308 GTB In Stock 1979-Ford-RS2000-Custom-01.jpg 1979-Ford-RS2000-Custom-02.jpg 1979-Ford-RS2000-Custom-15.jpg 1979-Ford-RS2000-Custom-01.jpg 1/15 United Kingdom 1979 Ford RS2000 Custom In Stock 1965-Bizzarrini-5300-GT-Competizione-01.webp 1965-Bizzarrini-5300-GT-Competizione-02.jpg 1965-Bizzarrini-5300-GT-Competizione-20.jpg 1965-Bizzarrini-5300-GT-Competizione-01.webp 1/20 Germany 1965 Bizzarrini 5300 GT Competizione In Stock 1984-Mercedes-Benz-500SL-01.webp 1984-Mercedes-Benz-500SL-02.webp 1984-Mercedes-Benz-500SL-15.webp 1984-Mercedes-Benz-500SL-01.webp 1/15 Netherlands 1984 Mercedes-Benz 500SL In Stock 1990-Porsche-944-S2-01.jpg 1990-Porsche-944-S2-02.jpg 1990-Porsche-944-S2-20.jpg 1990-Porsche-944-S2-01.jpg 1/20 Switzerland 1990 Porsche 944 S2 In Stock 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 Monaco 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina In Stock 1969-Porsche-911-E-01.webp 1969-Porsche-911-E-02.webp 1969-Porsche-911-E-20.webp 1969-Porsche-911-E-01.webp 1/20 United Kingdom 1969 Porsche 911 E In Stock 1968-Porsche-911-01.jpg 1968-Porsche-911-02.jpg 1968-Porsche-911-20.jpg 1968-Porsche-911-01.jpg 1/20 United States 1968 Porsche 911 In Stock 1 2 3 4 5 1 ... 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 ... 100