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1959 Abarth 2200 Coupe by Allemano Veni Vidi Vici Classic Cars BV 1959 Abarth 2200 Coupe by Allemano Veni Vidi Vici Classic Cars BV 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 22-0725001 FEATURED BY SPEEDHOLICS Sold The Netherlands Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Type 216 135 bhp, 2,162 cc inline six-cylinder engine three Weber 38DCOE carburettors four-speed manual transmission Description Type 216. 135 bhp, 2,162 cc inline six-cylinder engine with three Weber 38DCOE carburettors, four-speed manual transmission, front transverse leaf-spring suspension, rear coil springs, and four-wheel hydraulic disc brakes. Wheelbase: 2,450 mm Carlo Abarth founded his tuning company in Turin in 1950. He would eventually take over the failed Cisitalia business following its demise, and it was this that ensured Abarth would begin to produce desirable and successful cars in its own right. Following a string of collaborations with some of the most famous and respected Italian coachbuilders of the day, Abarth quickly became a well-established name, producing cars such as the 750 GT Zagato “Double Bubble.” Perhaps unsurprisingly, when Abarth chose to develop his own interpretation of the Fiat 2100 saloon, he turned to Turin-based Carrozzeria Allemano. Allemano was established in 1928 and worked with the likes of Ferrari, Alfa Romeo, Lancia, and Cisitalia. It is thought that just 28 examples of the Abarth 2200 (so named due to the increased displacement of the Fiat 2100) were produced, with a small number also bodied by Carrozzeria Ellena. This Abarth 2200 Allemano Coupé was delivered in 1959 in Mica-red with a black leather interior, the same combination in which it is presented in excellent condition today. Previously part of the Fritz Neuser Collection, it was restored between 2002 and 2011 by his Scuderia Auto Neuser in Nuremberg, Germany. An enormous file containing the history of the car, the invoices of the complete restoration and many, many photos is present. Highlighting both the quality and rarity of this car, it participated in the 2014 Schloss Bensberg Concours d’Elégance. In January 2020 this car won the first prize at Interclassics Maastricht in the category "Best Car of the Fourties & Fifties". It is not often that such rare examples of an Italian coach-built car become available, and this Abarth represents a fantastic opportunity for its new owner to stand out from the crowd. Registered in the Netherlands. Other Cars from Veni Vidi Vici Classic Cars BV 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Veni Vidi Vici Classic Cars BV 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Veni Vidi Vici Classic Cars BV 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Veni Vidi Vici Classic Cars BV Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1984 Audi Quattro WR 10v Iconic Auctioneers Ltd 1984 Audi Quattro WR 10v 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 23-1017010 FEATURED BY SPEEDHOLICS Sold United Kingdom Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Engine Number WR005163 Transmission Manual Body Colour Zermatt Silver Drive RHD Description This UK-supplied, right-hand drive Quattro WR has remained on a family farm for 39 years and is on offer at No Reserve. This 2,144cc in-line, five-cylinder, 10-valve Audi Quattro WR was purchased brand new in 1984 by a local farmer from Testwood Motors of Southampton. It was finished in Zermatt Silver with a Brazil cloth interior and was fitted from new with a sunroof and a Blaupunkt Atlanta radio/cassette. In 1995 (the final Tax Disc expired on 30th November 1995), he passed it down to his son at 139,000 miles but he chose never to drive it, storing it in a corner of a barn until recently. The storage area didn't let in much daylight and the car appears to be in remarkably original condition under the dust, the interior in particular benefitting from being kept in favourable light conditions. It's supplied with its original wider alloys on original Pirelli P7Rs which are uncracked due to the dark storage, three keys and the history file containing numerous MOTs, invoices, drivers manuals etc. On offer at No Reserve, this remarkable barn-find Quattro appears in good shape and would be great fun to recommission and detail prior to returning to the road. Other Cars from Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1981 Ferrari BB512 Historic Cars 1981 Ferrari BB512 Historic Cars 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 23-0829023 FEATURED BY SPEEDHOLICS Sold France Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Description With the success of the Lamborghini Miura and its mid-rear V12 engine, the “commendatore” in Maranello had to reconsider his old conception sports cars. The Ferrari 365 GTB/4 Daytona was selling well with its front engine, but the future seemed to be leaning towards the rear for top sports cars. For this reason, the study of a super sports car based on this type of architecture was launched in 1968, giving birth in 1973 to the Ferrari 365 GT4 BB, then to its descendants 512 BB (1976) and 512 BBi (1981). The Ferrari BB (berlinette boxer) follows the path inaugurated by the Dino 206 GT, the first mid-engined GT produced by Maranello. Its prototype was unveiled on the Pininfarina stand at the 1971 Turin Motor Show. The first foundations of the project were laid in 1968 with the presentation by Pininfarina of the Ferrari P6 concept car, designed by Leonardo Fioravanti. Although the rear end did not survive industrialization, the front end strongly inspired the design of the future Berlinetta Boxer and subsequently all the generations of Berlinetta (308, 288, 348 up to the 355): a style was born, immediately identifiable as a Ferrari for the next 30 years. If the car has a certain aesthetic kinship with the P6, the great novelty is its twelve cylinder flat engine. Placed in a central position, but in line with the chassis, it offers the advantage of its low height, which allows the vehicle's centre of gravity to be lowered. This results in finer aerodynamics and better handling. The BB owes its very sporty appearance to its low profile (only 1.12 metres in height), the effect being accentuated by the width of the body (1.80 metres) and the groove running along its sides. As for the vertical rear window, it is inserted between the long quarter-panels, which come to rest on the truncated stern. A spoiler has been placed in the extension of the roof line to create a depression zone above the engine. This system, which favors the ventilation of the twelve cylinders as well as the supply of air to the carburetors, makes it possible to avoid the use of side gills, generally unsightly. The Ferrari 365 GT4 BB was aerodynamically designed in Pininfarina's new wind tunnel and features a large sloping windscreen and retractable headlights. The doors are made of aluminium, with the front and rear bonnets tilting as a unit with the wings. The bodywork of the production car, manufactured by Scaglietti, was given a two-tone finish, with the lower body, roof spoiler and carburettor cover all painted black. While the boxer engine was being developed, the BB was not marketed until two years after its presentation. It is true that the success of the 365 GTB4 Daytona did not encourage its early replacement. At the 1973 Paris Motor Show, the latter was finally replaced by the BB, which took the official name of 365 GT4 BB - the number four referring to the four overhead camshafts and the number 365 corresponding to the unit capacity in cm3. The big attraction of the newcomer is its superb 4.4-litre light alloy engine. Like the V8 of the 308 GT4 launched at the same Paris Motor Show, which has identical dimensions (81 x 71 millimetres), the four overhead camshafts are driven by two toothed belts, which are quieter and lighter than the traditional chains. The heart of this engine is its superb seven-bearing crankshaft made of chrome molybdenum steel. Fuelled by four Weber triple-body carburettors, the twelve-cylinder boxer offers 360 hp and 42 mkg of torque. With a speed of 280 km/h and a standing start kilometre covered in 25 seconds, the performance is close to that of the Daytona. The difference is elsewhere. It is in the driving pleasure that the BB asserts its superiority over the Daytona with the front engine, heavy and tiring to drive. Lighter and more manoeuvrable, the BB is also more comfortable thanks to its softer suspension. The BB had its first evolution in 1976, when its "flat twelve" was increased to five litres. The increase in displacement was achieved by a significant increase in stroke and a slight re-boring. The power did not change, but it was obtained at a lower speed (6800 rpm against 7700 rpm) while the torque increased by 10%. This is all to the benefit of driving pleasure. Unveiled at the Paris Motor Show at the same time as the 400i, the car became BB 512. In this new naming system, the numbers 5 and 12 stand for five litres and twelve cylinders. Apart from a few cosmetic changes, such as wider wheel arches, the BB 512 is most recognisable by its front spoiler and the air intakes in front of the rear wheels to cool the brakes. After the 400i in 1979 and the V8 (Mondial and 308) the following year, the BB was the last Ferrari to adopt fuel injection at the 1981 Frankfurt Motor Show. Largely motivated by compliance with anti-pollution standards, the use of the Bosch K-Jetronic mechanical system resulted in a 20 bhp reduction in power. The BB 512i received new, larger Cromodora wheels with Michelin TRX tyres. This is how the seductive BB ended its successful career, with the production of 2323 cars (total of three models). In 1984, it was replaced by the Testarossa. Although not designed for racing, the BB was entered in competition by the prancing horse enthusiasts Charles Pozzi, Luigi Chinetti and the Belgian Jean "Beurlys". With unofficial help from Maranello, four cars (two of which were for the French team) were prepared for the 1978 Le Mans 24 Hours. Developing 460 bhp and lightened, they all had to retire due to transmission problems. The lessons of this failure were learned for 1979. The transmission received straight cut gears, the front of the car was lengthened and streamlined, while indirect injection increased power to 480 bhp. But the verdict was just as disappointing: only the Belgian car finished the race in Le Mans in the middle of the classification (12th place). It was not until 1981 and the fine fifth place of the Andruet-Ballot-Lena team that the BB 512 LM obtained a flattering result in the Sarthe. These setbacks illustrate the difficulty of converting a road GT into a racing machine. Even when the name is Ferrari. The sixties are far away... The car we are presenting is a Ferrari 512BB was deliver new by POZZI and first registered in February 1981. The current owner, a former endurance driver including the 1995 Le Mans 24 hours, bought it from Osenat in 2007 with 63,000km. The car then joined his collection and took part in many rallies. It will be regularly and scrupulously maintained by reputable workshops: Garage Supersport : 2007 / 63 000 km. Inspection, general overhaul, gearbox adjustment, oil change, carburetor adjustment. 2008 / 69 000 km. Oil change, filters, front spoiler repair, wheel paint. 2009 / 72 000 km. Belts, oil change, clutch, unleaded cylinder head. Gipi Motor : 2010 General overhaul, rack and pinion, brakes, geometry, air conditioning. Pozzi : 2011 74 000 km. Fuses and connections check. Cleaning of jets and adjustments. 2011 74 000 km. Removal and adjustment of valves and cylinder head, check for engine leaks. Gipi Motor : 2014 / 77 000 km. General overhaul, engine oil change, brakes, new exhaust, paint polishing... Fiorano : 2017 79,000 km. Engine/transmission removal. Gearbox sprockets and shafts overhaul, engine/box sealing, belts, seals, rollers, bearings, timing. Heritage Motors Cars : 2022 81 000 km. Ignition/carburation adjustment. Geometry. Air conditioning. With 81,000 km on the odometer our 512BB is in perfect working order with a nice original patina. Other Cars from Historic Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Historic Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Historic Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Historic Cars Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1982 Lancia Rally 037 Stradale Evo II RM Sotheby's 1982 Lancia Rally 037 Stradale Evo II RM Sotheby's 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 22-1109001 FEATURED BY SPEEDHOLICS Sold USA-Florida Online auction SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright LISTED FOR AUCTION IN MIAMI - 10 DECEMBER 2022 Chassis No. ZLA151AR000000029 Documents US Title A legendary Group B homologation special The 29th of only 207 examples produced Desirably updated in-period with Abarth ‘Evolution II’ equipment Documented in Piergiorgio Pelassa’s 037 Ultimo Mito and Lancia 037: The Development and Rally History of a World Champion by Peter Collins Description In the summer of 1979, the FIA announced their Group B rallying regulations, a radical change in the racing-car classification system scheduled to begin competition in 1982. With very little time to at hand for the project, Lancia quickly determined their Group B creation would require extensive development from a preexisting chassis and powertrain. Consequently, Abarth and Pininfarina were immediately tabbed to design, engineer, and homologate the resulting Lancia vehicle using the triumvirate’s most recent joint project as a basis. Fortunately, that “most recent joint project” was the Lancia Beta Montecarlo Turbo Gr.5—which was already well on its way to delivering Lancia the 1980 and 1981 World Sportscar Championships. Like the Beta Montecarlo Turbo Gr.5, Lancia’s new rally car was to utilize the central monocoque of the production Montecarlo road car with the engine and suspension carried on tubular subframes front and rear. Abarth’s lead racing engineer and “SE 037” project manager Sergio Limone determined that, unlike the transverse-engined Gr.5, the 037’s 2.0-liter, twin-cam inline four-cylinder engine would be mounted longitudinally to allow more flexibility in rear suspension design, as well as better access to the suspension and gearbox. And for better throttle response, the Gr.5’s exhaust-driven turbo would be replaced by a Roots-type "Volumex" supercharger—as favored by Abarth president Aurelio Lampredi. By April 1980, Abarth had completed the “SE 037” project, with Lancia and Pininfarina subsequently greenlighting production. FIA certification was met on 1 April 1982, and Lancia subsequently debuted the 037 Rally in competition at the Tour de Corse Rallye de France on 6 May. Although the new car finished a promising 9th overall, Lancia focused their 1982 season on intense development rather than a championship run. The following year saw Walter Röhrl and Markku Alén lead the works Martini Racing team to wins at Monte Carlo, Tour de Corse, Acropolis, New Zealand, and Sanremo en route to the 1983 World Rally Championship—Lancia’s fifth constructors’ championship and the final WRC title by a two-wheel-drive car. Echoing the world-beating pedigree of its racing sibling (and Gr.5 predecessor), the roadgoing 037 Stradale is truly a homologation special to experience for one’s self. Much admired for its nimble, razor-sharp handling, direct feedback, and commendable power band that always yearns for the raucous delivery of max boost to the rear wheels, the 037 Stradale is very easy to enjoy but exceptionally difficult to master. When combined with its giant supercharger, the car’s lightweight bodywork, spartan cabin, and close-ratio five-speed transaxle work to surround the driver with a sensory rapture which more than one automotive journalist has called “terrifying”. This particular Evolution II model is an exhilarating, no-holds-barred, exceptionally-impractical-yet-road-registered direct counterpart to the WRC Championship-winning Group B racecar. 037 RALLY STRADALE NUMERO VENTINOVE This 037 Rally Stradale is the 29th of 207 roadgoing examples produced by Lancia between December 1980 and January 1984. An accompanying history file clearly traces the car’s entire chain of ownership to the present, and much of Stradale 29’s provenance has been broadly documented in Piergiorgio Pelassa’s 037 Ultimo Mito, and Lancia 037: The Development and Rally History of a World Champion by Peter Collins. Delivered new to Italy in July 1982, Stradale 29 was subsequently imported to Switzerland on 15 March 1983 by a Fiat-Lancia agent, Marzio Cavadini, for his personal use. In 1984, Cavadini had Stradale 29 thoroughly improved with Abarth’s new “Evolution II” updates, which include an entirely revised supercharger, engine components, exhaust, intake, suspension, cockpit, and brakes. In this specification Stradale 29 is capable of more than 300 horsepower, nearly 50% more power than the standard 037 Rally Stradale. By 1986 this Stradale had passed from Cavadini to Andrea Beltrami of Biasca, then indicating 22,985 kilometers (~14,282 miles). Beltrami enjoyed the car for another 11,000 kilometers until 1992, when it was purchased by a dealer in Ponte Tresa and later consigned to auction on 30 April 1994. The original air conditioning and radio are believed to have been substituted for a fire suppression system during Cavadini—or Beltrami’s— previous ownership. Stradale 29 was thusly purchased by a Belgian collector and given the registration NHK 275 on 15 September 1994. Three years later, a move to the United Kingdom was in due order, and this Lancia was then treated to a comprehensive mechanical refresh completed in September 1998 at 33,867 kilometers (~21,040 miles) by MRH Engineering. After some 800 kilometers of exhilarating road use, this owner perhaps decided that Stradale 29 was a bit too exciting, and thusly sold it onward to the noted vintage racer Stuart Rolt on 10 May 1999. Rather ironically, Rolt’s family company, FFD, had created and developed the four-wheel drive technology which would see two-wheel drive cars like the Lancia 037 made universally obsolete in Group B and all other forms of championship rallying. Though as a former sportscar racer, and Director and Chairman of the prestigious British Racing Drivers’ Club (2004–2013), few were better suited than Rolt to exert mastery over this 037 Rally Stradale Evolution II, and he thusly retained it for the next 15 years. Under his careful ownership it was regularly maintained and occasionally enjoyed in amateur competition at several notable circuits between 2000 and 2014. Rolt finally passed the car to an American collector in late 2014. Some months later Motor Kraft in Noblesville, Indiana was commissioned to complete approximately $15,000 of expert sorting, which is highlighted by the fitment of two custom-fabricated gas tanks mounted just aft of the rear cabin bulkhead. A set of the factory-correct Speedline alloy wheels were also sourced during previous ownership, and today these are shod in BFGoodrich G-Force rubber. Acquired by the consignor in 2021 and now indicating just shy of 38,600 kilometers, (~23,985 miles) at time of cataloguing, Stradale 29 is a remarkable and well-documented Group B homologation special which succinctly echoes the all-conquering performance and thrill of its competition sibling. Where Stradale number 29 sets itself apart is that, if you were able to have both the means and indeed the desire, this is exactly what your money could have bought back in the heyday of Group B. Surely one can drive a rally car on pavement but, thanks to the era's homologation requirements, this truly is a rally car built for the road. Other Cars from RM Sotheby's 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup RM Sotheby's 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup RM Sotheby's 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup RM Sotheby's Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1981 Porsche 924 Carrera GTS Club Sport Canepa 1981 Porsche 924 Carrera GTS Club Sport Canepa 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 22-1002001 FEATURED BY SPEEDHOLICS Sold USA-California Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright New Condition. 40 original miles One of only fifteen 924 Carrera GTS “Club Sport” homologation specials 2.0 litre 270 HP 2337 lbs total weight Delivered new by Bob Hagestad Porsche-Audi in Denver, Colorado Extensive documentation paperwork, and service records Porsche Certificate of Authenticity Description The Porsche 924 was initially developed between Volkswagen and Porsche to replace the victorious 912 and 914. The 924 would become the new level entry car for Porsche. It was designed using a front engine and rear wheel drive layout, making it Porsche's first road-going front engine production configuration. The 924 was revealed in November of 1975, featuring a 4-cylinder normally aspirated engine. Three years later, a turbocharged version was introduced to the market, and it was an instant hit around the world. In 1981, Porsche decided to enter Group 4 racing utilizing the 924 production model. The 924 Carrera GTS variant would be 330 pounds lighter, with a lowered suspension and feature an upgraded engine producing 210 HP, the first step into making the 924 a true race car. Following this, Porsche took another step by creating 50 street legal samples named the Carrera GTS. The car featured fixed headlights, slightly wider wheel arches, and a lightweight hood held in place with hood pins. 3 of these examples competed at the 1981 24 hours of Le Mans and finished in an amazing 6th, 12th, and 13th overall. With this successful recipe, Porsche created 15 examples of the Carrera GTS Club Sport, featuring a larger 2.0L 270HP engine and additional oil coolers, making it one of the fastest production cars Porsche had ever built at the time. This example was hand-built and completed on 11 February 1981 at the Weissach facility, then shipped to Bob Hagestad Porsche-Audi in Denver, Colorado. It was sold to its first owner, Dr. William Jackson, an ophthalmologist and well-known Porsche collector from Pine Cliff, Colorado, on 23 July 1982. Known for his discerning eye and exceptional taste, Dr. Jackson was one of the first American collectors to appreciate the significance of early Porsche racing cars. At its height, Dr. Jackson’s collection included some of the most important examples of the marque, from four-cam Spyders and rear-engine prototypes to significant Turbo era 911s. After 24 years in his personal collection, Dr. Jackson sold the Carrera GTS to John Dixon at the Taj Ma Garaj in Dayton, Ohio in August 2005. The vehicle was subsequently purchased out of that collection in 2019 and entered the respected care of Garage 26. Recently serviced in 2021, the car received new engine belts, engine oil, spark plugs, etc. Upon arriving at Canepa, every vehicle is treated to the "Canepa Difference." This includes a complete mechanical inspection, services as needed, and ultimately road tested by Bruce Canepa. A concours level detail is part of the Canepa Difference, with everything cleaned and detailed to a show level finish—underbody/chassis, suspension, exterior finishes, trim, etc. The front engine compartment, trunk, as well as the interior are also cleaned, ensuring that the Carrera GTS is presented as though it had just rolled onto the showroom floor. With the remaining step being the exterior, the finish is polished and waxed to "as new" finish. This rare and very desirable 924 Carrera GTS “Club Sport” is supplied with a tool kit, spare wheel, jack, factory literature, dealer correspondence, COA, and a file of service receipts. With its incredibly low mileage, this truly rare and exciting Porsche collectible is not to be overlooked. Other Cars from Canepa 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Canepa 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Canepa 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Canepa Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1966 Ferrari 330 GT 2+2 ISSIMI, Inc 1966 Ferrari 330 GT 2+2 ISSIMI, Inc 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 24-0226010 FEATURED BY SPEEDHOLICS In Stock Italy Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright VIN 8271 Total owners N/A Title status N/A (Non-US) Engine 4.0L V12 Transmission 5-Speed Manual Drivetrain Rear Wheel Drive Exterior color Dark Blue Interior color Cream Vehicle history N/A Description This Ferrari 330 GT 2+2 is one of the coveted Series 2 cars and was produced in March of 1966. Finished in a stunning shade of deep non-metallic blue, this is an excellent, largely original example of one of Ferrari’s quintessential V12-powered 2+2 grand touring cars. The shape for this 330 is attributed to Pininfarina, but the designer who is given credit for the shape is actually American Tom Tjaarda during his tenure at the famed design house. One of the few options on these cars when new was the choice between a set of Borrani wire wheels or Campagnolo alloys. This car is fitted with the single-lug Campagnolos, which gives the car a more modern appearance over the more classic wires. The interior is wrapped in beautiful cream leather, covering the seats, center console, and door cards. An original-style Blaupunkt radio is fitted in the center console with a single speaker behind an aluminum grille sitting below it. This car is fitted with power windows, and a full suite of gauges is affixed across the top of the wooden dashboard. The experience of driving this era of Ferrari is truly second to none- as you slide into the driver’s seat, you are greeted by a beautiful Nardi wood steering wheel, framing a large speedometer and tachometer built by Veglia. These Series 2 cars received an updated pedal box with suspended pedals, which make heel-toe downshifts simpler and allow you to feel instantly familiar with the car. Under the hood sits a 4-liter single overhead cam “Colombo” V12 rated for 300 horsepower and topped by a trio of Weber twin-choke carburetors. Power is then sent through a 5-speed manual gearbox out to the rear wheels. Under the hood, this 330 presents quite well, with the black crackle-coated cam covers, refinished to have the Ferrari logo, in bare aluminum. New-looking red sparkplug wires are fitted to the twin rear distributors, and some of the notoriously trouble-prone braided hoses look to have been replaced. The Colombo V12 is a thing of beauty and even more outstanding when you get to listen to it operating- this car with its combination of Weber carburetors and quad-exit Ansa exhaust, will put a smile on your face every time you press the throttle. For decades, the 2+2 Ferraris were deemed “uncool” by buyers, and thus, values remained low for far too long. Finally, people are seeing that these cars are just as beautiful as their 2 seat counterparts and, with the same underpinnings, provide a similar level of driving excitement. With that, values have been steadily climbing in recent years, but for someone looking to get into a vintage Ferrari they can drive and enjoy, cars like this 330 GT 2+2 still represent great value. Other Cars from ISSIMI, Inc 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ISSIMI, Inc 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ISSIMI, Inc 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ISSIMI, Inc Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1971 Porsche 911 AD Sportscars 1971 Porsche 911 AD Sportscars 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 23-1218018 FEATURED BY SPEEDHOLICS In Stock Belgium Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Gearbox Manual Fuel Gasoline Engine 2.2 L Flat 6 Exterior color Bahia Red Interior color Beige Tan Power kW (HP) 125HP Country Origin United States CO2 emission / Description The Porsche 911 2.2 T (T for Touring) is THE 911 Classic. It is often regarded as the little sister of the 2.2L. Produced for just two years, its 125 bhp engine was replaced by a 155 bhp on the 2.2 E and a 180 bhp on the 2.2 S. Light and precise, the Porsche 911T is a reliable car. Pleasant to drive, without forgetting that it’s an old lady, it will seduce purists. The characteristic sound of its flat 6 makes you vibrate as soon as you start the engine. As standard, the 911 T had a 4-speed manual gearbox. This one was ordered with an optional 5-speed gearbox, gold Porsche lettering on the rear bonnet and a single round rear-view mirror on the left, which gives it a real charm. Our 911 T is originally from the United States. It was delivered in 1971 in the much sought-after Bahia Red with the traditional Fuchs 5-spoke wheels, which are still in good condition. As its certificate of authenticity indicates, it has retained its original colour scheme and engine. The interior, all in tan beige leather, is original and in a good state of preservation given its age. The comfort seats are well supported and have no cracks or holes. The original maintenance book is supplied with the car. The 911 remained in the hands of its first owner for 16 years. It was then owned by the same family and serviced by the same specialist Porsche garage in Omaha between 1987 and 2016. All the invoices detailing the operations carried out are provided. In 2016, the Porsche belonged to a French gentleman living in the States. He brought it back to France in 2018 and waited until 2019 to register it. All necessary works were done to keep the body and the inside of the 911 beautiful. It continued to be serviced regularly. It was then sold to the current owner who has enjoyed his oldtimer occasionally. To ensure a perfect use, he recently spent another 4000 EUR of works. All in all, we can say that this 911T is a healthy car that was cherished by its various owners, has always been regularly maintained but has not benefited from a full restoration. It is a beautiful exemplar of the 2.2L , the purest incarnation of the 911, the real Porsche Classic. The 911 T is best appreciated on a daily basis. A car that’s easy to live with, so beautiful, so endearing … which is still as attractive after more than 50 years of existence. Options: US equipment / Antenna left w/ loudspeaker & Noise suppression / tinted windshield / Dunlop tires / comfort equipment Other Cars from AD Sportscars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup AD Sportscars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup AD Sportscars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup AD Sportscars Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1970 Ferrari 512 S Girardo & Co. Ltd 1970 Ferrari 512 S Girardo & Co. 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 22-0206001 FEATURED BY SPEEDHOLICS Sold United Kingdom Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Chassis no. 1004 Engine no. 26 Registration: EU taxes paid Vehicle Location: Italy A Works Ferrari entrant in the Daytona 24 Hours and 1000KM di Monza in 1970 Raced by veritable motorsport legends including Jacky Ickx and John Surtees, the latter of whom scored a podium finish with the car in the 1970 1000KM di Monza Owned and employed by the Ferrari factory as a test and development car, including for the development of the 512 S’s high-speed ‘Coda Lunga’ bodywork Subsequently owned by Steve McQueen’s Solar Productions company and used in the filming of the 1970 racing thriller ‘Le Mans’ Full red-book Ferrari Classiche certification and recently restored to its exact 1970 Daytona 24 Hours configuration and livery Description That most golden of eras Sure, Group C was a mind-bending kaleidoscope of colour and speed. And yes, GT1 was a formula which quite rightly deserves the renaissance it’s currently enjoying. But there’s really only one winner when it comes to sports-car racing’s most dramatic, dangerous and downright sexy of eras and that’s Group 5 of 1970 and 1971. Duking it out for glory in the fiercely contested World Sportscar Championship were the likes of Jacky Ickx, Jo Siffert, Brian Redman, ‘Quick Vic’ Elford and the brothers Rodríguez. These charismatic men were not just racing drivers, they were gladiators. Each and every time they buckled into their furious Group 5 prototypes – with socking-great five-litre engines behind, vast fuel tanks either side and tubular chassis ahead – they risked their lives for glory. The Ferrari 512 S – the Porsche hunter There are, of course, two cars most closely associated with the halcyon Group 5 years: the Porsche 917 and the Ferrari 512. To say there was no love lost between Maranello and Stuttgart would be an understatement-and-a-half. This was all-out war, waged between the most advanced automotive weapons in the world. Ferrari’s bespectacled chief engineer Mauro Forghieri pulled off something of a miracle with the 512 S. When Porsche introduced its 917 in 1969 and, with it, its serious intentions to dominate Group 5, all that stood between Enzo Ferrari and the retention of his company’s pride on the world stage was a hefty injection of funding and 25 cars to present to the FIA and satisfy the minimum production requirements to race. A sacrifice was needed and a sacrifice was made – Il Commendatore committed to sell half of his precious company to Fiat, thus awarding Forghieri with the cash to get to work on the new prototype and a challenging five-month timeframe with which to finish it. “A sacrifice was needed and a sacrifice was made – Il Commendatore committed to sell half of his precious company to Fiat.” Naturally, he and his crack team of engineers rose to the challenge. Ahead of the 1970 World Sportscar Championship curtain-raiser at Daytona in late January, Ferrari presented the required 25 512 Ss to the FIA in Maranello – 17 complete cars perfectly parked side by side and eight ready-to-assemble kits. The Porsche 917 was a great looking car. But the Ferrari 512 S made even it look frumpy. The soft-cornered and sculpted soap-bar body was the work of ingegnere Giacomo Caliri and crafted for the first time from glass-fibre. It tightly hugged a lightweight tubular chassis, itself cradling a five-litre V12 engine derived from the 612 Can-Am car with four valves per cylinder and which produced 550HP. The sound that emanates from said engine can only be as ungodly. Chassis number 1004 You might well have seen the grainy photo of the box-fresh 512 Ss lined up at the Ferrari factory in 1969 circulating on social media. It’s quite the spectacle, hence why it’s picked up by so many of those ‘period-correct’ accounts. The example Girardo & Co. is privileged to be presenting is one of those complete cars, more specifically chassis number 1004. A Works S.p.A. Ferrari SEFAC owned and campaigned car, chassis 1004 was distinguishable by its external door hinges, air outlet vent aft of the roof and slightly larger-diameter anti-roll bar. As only the second 512 S constructed, this chassis was swiftly pressed into duty as a test and development car and toured around the racetracks of Italy over the winter period, from Vallelunga in the south to Enna on the isle of Sicily. Adorned with a hastily applied factory number plate reading the number ‘PROVA MO53’, chassis 1004 pioneered a number of aerodynamic modifications including the winglets on either side of the nose and a selection of carefully positioned fins atop the tail section. These were implemented with the steep, high-speed banking of Daytona International Speedway in mind – round one of the 1970 season and this 512 S’s maiden competitive outing. The 1970 Daytona 24 Hours Keen to press its new Porsche 917 challenger into action and demonstrate its raw pace, the Works Ferrari team arrived in Daytona with a trio of 512 Ss for its squadron of hot-shoe drivers to pilot. Chassis 1004 was given the race number 27 and earmarked for Jacky Ickx and Peter Schetty. Unofficial practice began on the Wednesday before the race. Although the session was not officially timed, the pit crews naturally had their stop watches running. And to the delight of Mauro Forghieri, who also ran the Works Ferrari team at that time, the sister 512 S of Mario Andretti and Arturo Merzario clocked the quickest overall time – a sure[1]fire signal to Porsche that this wasn’t going to be the walk in the park they’d envisaged. Qualifying was hampered by a deluge and so the true pace of the front-runners was somewhat obscured – not that this stopped Mario Andretti and Ferrari from clinching an impressive pole position in very tricky conditions. In a forward-thinking move and with mechanical sympathy in mind, Jacky Ickx and Peter Schetty conserved their pace in chassis 1004, though still managed to qualify in fifth position for the race. The raw pace of the 512 S was obvious for everyone to see, although Mauro Forghieri’s outfit was to be plagued by an agonisingly trivial technical issue throughout the 24 hours. Jacky Ickx made an excellent start with chassis 1004, only to suffer said issue – the result of which was a tyre blowout – 115 laps into the race. It was subsequently discovered that the excessive wear was caused by weak suspension mounting points, which had cracked on Daytona’s bumpy banking and, in turn, increased the toe-in. Jacky Ickx was dropped into the Andretti/Merzario 512 S, the trio eventually finishing third overall after 24 hours of racing – an encouraging if not perfect debut for Forghieri’s Group 5 challenger. The 1970 1000KM di Monza Ferrari repatriated and repaired this car in advance of its second outing: the 1000KM di Monza in April. In front of the wildly passionate Tifosi, S.p.A. Ferrari SEFAC turned out in force with a three-car entry. Jacky Ickx was side-lined with burns injuries sustained after an accident in the Spanish Grand Prix, so the English Formula 1 World Champion John Surtees was chosen to drive this 512 S alongside Peter Schetty, who knew the lay of the land with this specific car having raced it at Daytona. Contesting the full Grand Prix loop of the Autodromo Nazionale di Monza, the sports-racing cars instantly showed the extreme rate of development in the discipline, lapping only hundredths of a second off the Formula 1 record. Surtees and Schetty once again went easy on chassis 1004, lining up on the grid in sixth position. The 25th of April 1970. Liberation Day in Italy. When the green flag waved on the 174-lap tour of Monza and a scarlet Ferrari exited the famous Parabolica corner first at the end of the first lap, the capacity crowd erupted with frenzied excitement. The racing was hard and fast – a frenetic cacophony of noise and colour. On lap 35, John Surtees assumed the lead of the race with chassis 1004, though soon had to relinquish it with a fuel stop and a driver change. As the race progressed further, so Surtees and Schetty reclimbed the order to finish third overall – a great result on home turf for the Scuderia. High-speed autostrada testing In Maranello, all eyes were looking ahead to the 24 Hours of Le Mans – the jewel in endurance racing’s crown. With the Circuit de la Sarthe’s desperately long straights in mind, Ferrari’s engineers decided a low-drag Coda Lunga (that’s long tail in Italian) was needed for the 512 S. Chassis number 1004 was drafted for according test and development duties. Using the influence of its shareholder Fiat, Ferrari had a stretch of the A21 autostrada between Turin and Piacenza closed so Peter Schetty and Arturo Merzario could sample the new long tail, which had been fitted to chassis 1004, at high speed. It’s said the drivers reported some disconcerting bumps at 215mph, the like of which you wouldn’t ordinarily experience in a regular saloon car. We can only imagine how the noise of the V12 singing flooded the local towns and villages that day. Solar Productions As per a Ferrari factory invoice dated 20 June 1970, this 512 S was stripped of its engine and gearbox and sold as a chassis and bodywork with the numbers 1024 to Jacques Swaters, founder of the Belgian privateer equipe Ecurie Francorchamps. “This 512 S was acquired by Solar Productions, the film production company of Steve McQueen which was about to start shooting Le Mans.” Less than a month later, this 512 S was acquired by Solar Productions, the film production company of Steve McQueen which was about to start shooting Le Mans. In the film, a remote-control Lola T70 (yes, really!) was fitted with the body panels from chassis 1004/1024 in order to create a dummy lookalike 512 S, which could then be used in the film’s most famous crash sequence. On the set, the Frankenstein sports-racing car was commonly referred to as the ‘Lolari’. When Le Mans wrapped at the end of 1971, four of the five Ferrari 512 Ss used in the filming were sold to Herbert Müller Racing in Switzerland. The team sold two cars to its wellheeled clients and retained two cars. Chassis 1004 was one of the two 512 Ss Müller kept. To the United States and back Almost a decade later, in 1979, the revered historian and Ferrari 512 S expert Manfred Lampe acquired this chassis – which was at this point assumed to be the missing chassis number 1012 – from a dealer in Turin. Lampe recalls buying a complete chassis, a selection of body panels and a small spares package. The 512 S was exported to the USA, not to return to Europe until 1987. Lampe decided in 1991 that this Ferrari 512 S deserved to be restored to its former glory. The well-known British marque specialist Bob Houghton was charged with the not-insignificant task. Over the course of the decade, the car was slowly returned to the original Spyder specification of chassis number 1012, which this 512 S was at that time believed to be. Lampe acquired a variety of original 512 S parts from an auction in 1996, some of which were installed on this car and some of which were traded for correct-type parts. Among the parts Lampe received in trade was the period Ferrari 512 S twelve-cylinder engine stamped with the number 26. The history of engine number 26 Engine number 26 was originally used by S.p.A. Ferrari SEFAC at the 1970 ADAC 1000 km-Rennen Nürburgring, during which it was fitted to chassis number 1010. Following a subsequent rebuild back in Maranello, the engine contested the 1970 24 Hours of Le Mans in chassis number 1026, as confirmed by the ACO scrutineering stamp still clearly visible on the engine block. As a Works competition engine, it was very common during this time to be swapped between chassis, along with other mechanical componentry. Crucially, throughout the eight-year process, Lampe consulted closely with the Ferrari factory to ensure the accuracy and authenticity of every last detail. In 1999, following an appearance at the Concours Automobiles in Bagatelle, Paris, this Ferrari 512 S was finally complete. Lampe had developed a great relationship with Ferrari, and even beyond the completion of this 512 S’s restoration, the factory kept searching for more information on his behalf. In November of 2002, they struck gold. They were able to confirm definitively that this could not be chassis number 1012, as 1012 was scrapped by the factory in period following an accident at the Nürburgring. It was in fact chassis number 1004. In 2011, Lampe presented this 512 S for Ferrari Classiche certification, which it duly received – the chassis was confirmed as number 1004, the engine as number 026 and the gearbox as number 012. Girardo & Co. has entered the chat After almost four decades, Lampe parted ways with this Ferrari 512 S, selling to a collector in the USA. With a view to racing chassis number 1004 in historic motorsport events around the world, the aforementioned collector commissioned Tim Samways’ renowned Sporting & Historic Car Engineers outfit in the United Kingdom to comprehensively disassemble, thoroughly inspect and fastidiously rebuild this Ferrari, bringing it up to modern safety standards while maintaining its extraordinary originality. “In 2017, after an extensive and far-reaching bespoke marketing campaign, we were able to find a fantastic home for this 512 S.” In 2017, we at Girardo & Co. had the privilege of publicly offering chassis number 1004 for sale for the very first time. After an extensive and far-reaching bespoke marketing campaign, which included exhibiting the car at Techno Classica Essen, we were able to find a fantastic home for the 512 S with a Swiss collector and historic racing driver. He promptly returned chassis 1004 to competitive action, contesting a plethora of events in the 2017 and 2018 historic motorsport seasons, including the Mugello Classic, the Monza Classic, the Dix Milles Tours at Paul Ricard and, the proverbial cherry on the cake, the Le Mans Classic. The return to Daytona configuration When the Covid-19 pandemic struck and the world ground to a halt, the current owner took the decision to restore the 512 S to its original closed configuration, exactly as it was raced by Jacky Ickx and Peter Schetty in the 1970 Daytona 24 Hours. Tommaso Gelmini of the Italian company GPS Classics oversaw the project together with Carrozzeria Quality Cars, using a wealth of period imagery and consulting directly with former owner Manfred Lampe in addition to the Ferrari factory in order to guarantee the authenticity of every component on chassis number 1004. Arguably the greatest and most challenging aspect of the restoration was converting the 512 S from open spyder configuration into a closed coupé. Suffice to say, there is far more to it than simply grafting a roof on the car. In fact, the open and closed 512 Ss are very different cars both above and beneath the surface. For example, the air-intake system is entirely different – the closed car has two distinctive ‘ears’ aft of the cabin, which Gelmini had to have specially fabricated to the original design. Furthermore, a secondary water-expansion tank had to be installed at the front of the engine and entirely new windscreen, doors and canopy had to be crafted. There are so many authentic, intricate and beautiful details now visible on chassis number 1004, from the two spotlights in the centre of the nose panel (covered, just as they were during the race) and the tall, sculptural wing mirrors which provide a clear view over the voluptuous rear haunches to the correct Plexiglas cover on the V12 engine’s velocity stacks and even the ‘PROVA MO 53’ factory registration number at the rear. Chassis number 1004 was completed in May of 2021 and immediately sent to the West Coast of America, where it starred in the prestigious Pebble Beach Concours d’Elegance. Each year at Pebble, the creator of the cult-classic racing video game Gran Turismo Kazunori Yamauchi presents the Gran Turismo Trophy to the car which stands out as exemplary and which he’d most like to be included in the franchise. In 2021, this Ferrari 512 S was the recipient of the award. Following its public debut, the car was dismantled and parts including the brake pedal and the steering pinion were sent for crack-testing. Upon completion of the restoration, this 512 S was reinspected by the Ferrari factory and issued with an updated Classiche certification binder. Furthermore, in the spring of this year, the key components of the car were submitted for crack testing and chassis number 1004 had its FIA Historic Technical Passport successfully renewed. The final event this 512 S’s owner contested with the car was the Mugello Classic at the end of June. We’d like to note that a comprehensive photographic study of the restoration including all the corresponding invoices will accompany the car, in addition to a significant spares package. A word from the boss The Mugello Classic in June of 2022 was the last historic motorsport event contested by chassis number 1004 “When I saw this 512 S at the Pebble Beach Concours d’Elegance in 2021, I could hardly believe that it was in fact chassis 1004, such is the extent and quality of the restoration. It’s incredibly rewarding when our clients recognise the historical significance of the cars we sell to them and invest great time, effort and resource into presenting them in the best possible light. This Ferrari, which is now in the exact configuration in which it tore around the banking at Daytona in 1970, is a fantastic case in point. It was personally even more rewarding for me when chassis number 1004’s custodian entrusted Girardo & Co. with presenting this most special of prototype racing cars for sale once again.” Max Girardo Closing statements Fantastic provenance and ready-to-race condition – it’s a rare combination of attributes for any historic racing car, let alone a sports-racing prototype from the Group 5 era of the early 1970s. As a Works Ferrari, chassis number 1004 contested two of the most famous endurance races of them all, the Daytona 24 Hours and the 1000KM di Monza, and was piloted by three of the epoch’s most talented drivers: Jacky Ickx, John Surtees and Peter Schetty. That it played an integral role in the development of the Coda Lunga bodywork and subsequently starred in Steve McQueen era-defining racing flick Le Mans are the proverbial cherries on the cake for this 512 S’s period history. Fastidiously restored and boasting full Ferrari Classiche certification and valid FIA HTP papers until 2032, this 512 S is a car which is highly eligible for the world’s most prestigious historic motoring events, from automotive beauty pageants including the Pebble Beach Concours d’Elegance and the Concorso d’Eleganza Villa d’Este to race meetings such as the Le Mans Classic and the HSR Classic 24 Hour at Daytona. To return chassis number 1004 to the history-steeped banking of the Daytona International Speedway for the first time since 1970 would be a moment to live in the memory forever. Ownership History: 1970 S.p.A. Ferrari SEFAC, Italy 1970 Ecurie Francorchamps, Belgium 1970 Solar Productions, France 1971 Herbert Müller Racing, Switzerland 1979 Manfred Lampe, Germany 2011 Peter Read, USA 2017 Current owner Other Cars from Girardo & Co. Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Girardo & Co. Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Girardo & Co. Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Girardo & Co. Ltd Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1963 Jaguar E-Type D.K. Engineering Ltd 1963 Jaguar E-Type D.K. Engineering 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 23-1121031 FEATURED BY SPEEDHOLICS In Stock United Kingdom Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side RHD Description At its reveal at the Geneva Motorshow in 1961, the Jaguar E-Type caused quite a stir, a beautiful 150mph car available at half the price of an Aston Martin. Manufactured by Jaguar between 1961 and 1975, a combination of good looks, high performance, and competitive pricing ensured the car was an instant legend. In period, a Ferrari cost three times more and supplied less horsepower which established the E-Type as an icon not just of 1960s motoring but of British culture. The model became a great success for Jaguar; at its release Enzo Ferrari called it "The most beautiful car ever made". The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known, unofficially, as "Series 1½". For collectors today, the earlier cars are the most desirable. As successful as the E-Type was with consumers, it was perhaps even more significant when it arrived at the track. The race car’s aluminium bodywork, independent suspension and disc brakes were evocative of the D-Type before it and were still incredibly advanced at the time. This made the E-Type a very well performing car, and it underwent several racing guises. The E-Type racing legacy began with the Low Drag Coupe and was followed by twelve, now eighteen, factory lightweights. Unfortunately, Jaguar did not fully commit to any 1960s racing endeavours, but thanks to third party efforts both in period and more recently, the E-type has a continued legacy not only as a stylistic and cultural icon, but also as a staple model in any historic racing paddock. This E-type was converted through the winter of 2008/9 to the semi-lightweight form it presents in today. Restored from the ground up, this example now benefits from elegant Opalescent Dark Blue coachwork over an oxblood red leather interior. With a power plant built by renowned marque specialists, Sigma Engineering, this semi-lightweight E-type benefits from a narrow angle head on an iron block, complete with triple 48 Weber carburettors and a wet sump. Recently converted to full race specification, although retaining all parts needed to be road legal, this E-type has been used most recently as an introduction to historic motorsport. Sold twice by DK Engineering before, this example has competed in two seasons of Equipe Libre, where the car made regular appearances near the top of the timesheets and on the podium. Run by the specialists Pursuit Racing, this example has had over £200,000 spent on it since 2020, including tireless and comprehensive maintenance as well as a full gearbox and differential rebuild. The engine setup affords the car a healthy 275bhp at the wheels, or circa 325-335bhp at the flywheel. Demonstrating a near peak in torque quite low down, this E-Type offers a linear torque delivery after 2000rpm, offering great usability and drivability. The build specification includes: Full ‘semi-lightweight’ specification with thin aluminium lightweight bonnet, doors, bootlid and hardtop Full race engine by Sigma Engineering Recently rebuilt differential New oil cooler Pursuit race suspension set up Aeroquip fuel lines Running legal MSD Tillet race seat Straight through and silenced options New quick-release steering wheel and boss Repainted for 2023 Accompanied by an extensive spares package including spare wheels, this E-type provides the opportunity to own a race proven semi-lightweight conversion, which also could easily be reverted to an enjoyable and presentable road car. It is available for viewings by appointment only. Other Cars from D.K. Engineering Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup D.K. Engineering Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup D.K. Engineering Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup D.K. Engineering Ltd Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1977 Jaguar XJC JamesEdition B.V. 1977 Jaguar XJC JamesEdition B.V. 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 23-0515001 FEATURED BY SPEEDHOLICS Sold The Netherlands Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Engine 6 Cylinder Gearbox Automatic Drive Lhd Drive train Rwd Fuel type Petrol Power 182 hp (136 kw) Condition Used Color Silver Interior color Black Description Where the E-type stood for pace, the XK for grace, the XJ stood for space. A wonderfully spacious tourer packed with class, the Jaguar flagship where they loved to show off all their gadgets and new gizmos. The fastest four-seater in the world when the car first rolled off the assembly line. The car was rarely delivered as a coupe anyway, which now makes this a real collector’s item. Anyway, enough about investment and performance, let’s talk about what lasting impression this car leaves behind. After all, a Jaguar driver also knows that you have to drive this car with respect. That means spinning the sports hangover of yesteryear quietly, not roaring. It is sometimes said in the car world, the car looks like its owner. However, this tomcat also knows how to take the owner with her grandeur. Indeed, when you get in, you immediately get the feeling that you know about opera, wine, politics and poetry. Ours? Dutch delivered! A 6-cylinder which in terms of consumption and weight ratio feels a little more favorable than the 12-cylinder and can still insert well. Just completely serviced at Kroymans and fully matching. That’s a nice start, right? Other Cars from JamesEdition B.V. 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup JamesEdition B.V. 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup JamesEdition B.V. 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup JamesEdition B.V. Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1974 Alfa Romeo Montreal ARNAGE Classic Car Consulting 1974 Alfa Romeo Montreal ARNAGE Classic Car Consulting 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 23-1211005 FEATURED BY SPEEDHOLICS In Stock France Dealer SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright Description The Alfa Romeo Montreal was introduced as a concept car in 1967 at Expo 67, held in Montreal, Canada. Originally, the concept cars were displayed without any model name, but the public took to calling it The Montreal.It was a 2+2 coupe using the 1.6-litre engine of the Alfa Romeo Giulia Ti and the short wheelbase chassis of the Alfa Romeo Giulia Sprint GT, with a body designed by Marcello Gandini at Bertone. One of the two concept cars built for Expo 67 is displayed in the Alfa Romeo Museum in Arese, while the other is in museum storage. The first production car, Tipo 105.64, was shown at the 1970 Geneva Motor Show and was quite different from the original, using a 2593 cc 90° dry-sump lubricated, cross-plane V8 engine with a bore of 80.0 mm and a stroke of only 64.5 mm and using Spica pump that produced around 200 PS (147 kW; 197 hp), coupled to a five-speed ZF gearbox and a limited-slip differential. This engine was derived from the 2-litre V8 used in the 33 Stradale and in the Tipo 33 sports prototype racer. The chassis and running gear of the production Montreal were taken from the Giulia GTV coupé and comprised double wishbone suspension with coil springs and dampers at the front and a axle with LSD at the rear. Since the concept car was already unofficially known as The Montreal, Alfa Romeo kept the model name in production. Stylistically, the most eye catching feature is the car's front end with four headlamps partly covered by unusual "grilles", that retract when the lights are switched on. Another stylistic element is the NACA duct on the bonnet. The duct is actually blocked off since its purpose is not to draw air into the engine, but to optically hide the power bulge. The slats behind the doors contain the cabin vents, but apart from that only serve cosmetic purposes. Paolo Martin is credited for the prototype instrument cluster. Production was split between the Alfa Romeo plant in Arese and Carrozzeria Bertone's plants in Caselle and Grugliasco outside Turin.Alfa Romeo produced the chassis and engine and mechanicals and sent the chassis to Caselle where Bertone fitted the body. After body fitment, the car was sent to Grugliasco to be degreased, partly zinc coated, manually spray painted and have the interior fitted. Finally, the car was returned to Arese to have the engine and mechanicals installed. It is worth noting that because of this production method, there is not necessarily a correspondance between chassis number, engine number and production date. Total production was around 3,900. A Montreal can be seen in the 1974 movie The Marseille contract where Michael Caine drives a metallic dark brown example. A careful observer can find a red Montreal in the beginning of the James Cameron movie True Lies immediately prior to the lead character saying "Here is my invitation." A Montreal is also featured in the 2017 movie Atomic Blonde. According to Alfa Romeo Storico, our car, AR 1428308, left the Factory in September 1974, with one of the best combo, Blu Francia body with blu interior. The car spent all its life in Iran, with only two owners and due to the nice and dry Iranian climate, the car never suffered from any corrosion, or any damage. The car was found in lovely unrestored condition and showing just over 58.000 km on the tachy, all the panels are completely original and correctly aligned, only the body was re-painted in the late 90’s in Metallic Grey. The bodywork is totaly rust free, the car has always been well preserved. All the rare Montreal specific units, chrome, badges and stainless steel finishers are original, and the car will come with all its original Alfa Romeo documents, Uso e manutenzione, Alfa Romeo folder… Its original factory 00564*02243 engine with Spica pump and dual ignition is still in place, waiting to shout again. The car is currently under a complete body and mechanical restoration to recover its original shine and beautiful Blu Francia body color. A unique opportunity to buy a delicious « Gran Turismo » Alfa car, with a magic dry-sump 2,6l 90 degrees Alfa V8 born for racing with the mythic 33 race car… Other Cars from ARNAGE Classic Car Consulting 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ARNAGE Classic Car Consulting 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ARNAGE Classic Car Consulting 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup ARNAGE Classic Car Consulting Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit

1980 Maserati Merak SS Iconic Auctioneers Ltd 1980 Maserati Merak SS 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 22-1017001 FEATURED BY SPEEDHOLICS Sold United Kingdom Auction SEARCH OTHER CARS COMMENT ON FACEBOOK This Car Contact the Dealer I am Interested Legal & Copyright LIVE AUCTION: Saturday 12th November | 10.00am GMT A late-production 'SS' in a rare colour, from long-term ownership and recently refreshed. Flamboyant 70s Italian styling at its very best. Make MASERATI Model MERAK Variant SS COUPE Registration Number HPD 212V Chassis Number AM122A551 Engine Number AM122A551 Transmission Manual Body Colour Acapulco Blue Description Our car, #1629GT, is a Series 2 produced on December 15, 1959 in an elegant "Nero Tropicale" livery with a "Verde" interior and benefits from the latest evolutions of the type (disc brakes, 128F engine and overdrive). Its first owner was none other than Piero Portaluppi, a great architect of the Italian art deco and rationalist movement to whom we owe many achievements such as the famous Villa Necchi Campiglio in Milan. Other Cars from Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Iconic Auctioneers Ltd Last Featured Cars 1/1 Switzerland 1998 Alfa Romeo 156 Group N Cup Lutziger Classic Cars AG 1/1 Belgium 1997 Porsche 993 4S AD Sportscars 1/1 The Netherlands 1962 Ferrari 250 GTE Cool Classic Club Comments: No co mments yet. Be the first Submit