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Recipe for success Such was the popularity and commercial appeal of rallying at the turn of the new millennium that Ford was committed to throwing the kitchen sink at the competition version of its ‘New-Edge’ Focus, the long-heralded replacement for the much-loved Escort. Not only had it granted its de-facto motorsport arm M-Sport Ltd. carte blanche to design a full-fat gravel-churning rally-winning version of the Focus. But it also paid the 1995 World Rally Champion and by far the sport’s most famous name, Colin McRae, a record-breaking sum to drive it. M-Sport’s founder Malcolm Wilson poached Günther Steiner from Prodrive to head up the technical side of the car’s development, built a state-of-the-art 110-acre factory, lured Martini Racing back to the sport as a lead sponsor for the programme and leant on Ford when and where necessary – like when he borrowed its wind-tunnel to hone the new car’s bodywork and aerodynamics. The resulting Focus RS WRC was a technological tour de force and a clear signal of intent to the six other major manufacturers poised to contend the 1999 World Rally Championship. Though aesthetically it was not drastically different to its humble production counterpart, the Focus’ bragging rights were earned beneath the surface. Technical trump cards included a comparatively long wheelbase, enhancing stability, a wind-tunnel-honed aerodynamic package designed to re-equilibrate weight distribution and optimise cooling, and a electronically-actuated semi-automatic gearbox, operated by a stubby, peculiar-looking know mounted beside the steering wheel. In the hands of Colin McRae, the Focus won on its fourth time out. And the Safari Rally, to boot – arguably the most challenging and technically strenuous of them all! While Ford was denied a title victory with the original ‘New-Edge’ Focus (McRae missed out by an agonising two points in 2001), it did score 16 World Rally Championship victories and undoubtedly help boost sales in the showrooms. ‘V10 FMC’ Registered in the United Kingdom by Ford Motor Company on 20 July 2000 with the number ‘V10 FMC’, this Focus RS WRC made its competitive debut for the Works M-Sport team in Rallye Sanremo, round 12 of that year’s the World Rally Championship. It was earmarked for the double World Rally Champion Carlos Sainz Sr., who’d returned to Ford at the beginning of the season to bolster its remarkable squadron of drivers (spearheaded by Colin McRae) and strengthen its assault on the championship. ‘V10 FMC’ made its competitive debut in Rallye Sanremo in 2000, where it was driven by Carlos Sainz Sr. In the face of Sanremo’s unrelenting torrent of twists, turns and death-defying drops, ‘El Matador’ and his co-driver Luis Moya drove a mature rally, steering the Focus clear of trouble and finishing fifth overall, 30 seconds ahead of McRae in the sister Ford. It was to be the only outing in 2000 for ‘V10 FMC’. The winter period saw this Focus upgraded to 2001 specification: a small yet effective package of enhancements including a fly-by-wire electronic throttle, ceramic turbo internals designed to improve throttle response, and thinner window glass, which saved a not-insignificant eight kilograms. In Monte-Carlo, this Focus was drafted into action for the opening press conference introducing the 2001 World Rally Championship ‘V10 FMC’ was thrust back into action in the year’s traditional curtain-raiser, the 2001 Rallye Automobile Monte-Carlo, where it was to be driven once again by Carlos Sainz. The 2,000km marathon across the mountains that overlook the Côte d’Azur comprised 400km of flat-out special stages. It was the treacherous conditions on these stages that wrote the Monte’s early headlines, with five Works entries out by the end of the first leg. Having won the world’s most famous rally twice before, Sainz was better-equipped than most to avoid falling foul of the conditions. But even the Spaniard admitted how prevalent the risks were. “On the Col de Turini those were the worst conditions I’ve ever seen,” he said after completing the commonly-held jewel in the rally’s crown, “not because of the snow, but because of the black ice.” Carlos Sainz drove ‘V10 FMC’ to a stunning second-placed finish in the 2001 Rallye Automobile Monte-Carlo His deft display with this Focus saw him and his teammate Moya win two special stages and cross the finish line second overall – a fantastic result in the season’s opening round. It’s important to note that this Focus is accompanied by its original Monte-Carlo light pod and a set of ultra-rare snow-specification wheels and tyres. Sainz enjoyed one further outing with ‘V10 FMC’ in the 2001 World Rally Championship: Rallye Catalunya. At his home event, in front of tens of thousand of adoring fans, ‘El Matador’ once again realised his wealth of experience to finish fifth overall. Over the course of the next years, this Focus passed through the hands of a small number of private owners, all of whom maintained the original Works Ford ‘V10 FMC’ registration. The car was entered into a plethora of international and domestic rallies, including select rounds of the World Rally Championship as late as 2006. In 2019, this Ford joined one of the world’s largest, most diverse and most historically significant collection of rally cars. It was at this point the decision was taken to undertake a comprehensive restoration to the car’s original Works 2001 specification. The exhaustive two-year project was entrusted to BGMsport, the Northamptonshire-based rally preparation specialist, which left no stone unturned on its quest to present ‘V10 FMC’ in a condition as close to as it left the M-Sport factory. More recently, this Focus RS WRC made its – virtual – public debut in a Hagerty film presented by the renowned British motoring journalist Henry Catchpole. During the film, which explores the context of Ford’s activities at the time and, more specifically, the relationship between the road-going Focus RS and the rally car, Henry takes ‘V10 FMC’ to a Welsh asphalt special stage to stretch its legs a little. It’s a fantastic piece of cinematography and we thoroughly recommend taking the time to watch the film and understand more about what this Ford is all about. Today, ‘V10 FMC’ boasts many strings on its collector-car-desirability bow. Not only is it a factory Ford World Rally car built by one of the most successful teams in rallying history at a time when it was granted the budget to flex its technological muscles to the max. But it was also raced by one of the sport’s most famous and decorated names, Carlos Sainz Sr., to a podium finish in the greatest rally of them all: Monte-Carlo. Its period Ford registration, comprehensive restoration undertaken by one of the very best names in the business and evocative Martini livery all further bolster this Focus’ desirability. It goes without saying that these characteristics all increase its eligibility – especially today, in a world where rally cars from around the new millennium are growing in popularity. Besides the established events such as the Goodwood Festival of Speed, Rally Legend in San Marino and the Eifel Rallye Festival in Germany, examples of these new events harnessing this growing popularity include Velocity International and The Quail, A Motorsports Gathering in California. For one fortunate person, the future is bright – the future is Focused! 2000 Ford Focus RS WRC 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 25-0205005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Raced by the double World Rally Champion Carlos Sainz Sr. to second overall in the 2001 Rallye Automobile Monte-Carlo Campaigned by the Works Ford Motor Co. Ltd team in the 2000 and 2001 World Rally Championships Entrant in eight rounds of the World Rally Championship between 2000 and 2006 Fresh from a fastidious two-year nut-and-bolt restoration undertaken by the British rally preparation specialist BGMsport Accompanied by its original light pod and two sets of wheels and tyres, one of which is in ultra-rare snow specification Offered directly from one of the world’s largest, most diverse and most historically significant collection of rally cars Finished in the iconic Martini livery – among motorsport history’s most evocative and recognisable liveries Built by Ford’s de-facto motorsport arm M-Sport Ltd., a company with seven World Rally Championships to its name Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 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 Recipe for success Such was the popularity and commercial appeal of rallying at the turn of the new millennium that Ford was committed to throwing the kitchen sink at the competition version of its ‘New-Edge’ Focus, the long-heralded replacement for the much-loved Escort. Not only had it granted its de-facto motorsport arm M-Sport Ltd. carte blanche to design a full-fat gravel-churning rally-winning version of the Focus. But it also paid the 1995 World Rally Champion and by far the sport’s most famous name, Colin McRae, a record-breaking sum to drive it. M-Sport’s founder Malcolm Wilson poached Günther Steiner from Prodrive to head up the technical side of the car’s development, built a state-of-the-art 110-acre factory, lured Martini Racing back to the sport as a lead sponsor for the programme and leant on Ford when and where necessary – like when he borrowed its wind-tunnel to hone the new car’s bodywork and aerodynamics. The resulting Focus RS WRC was a technological tour de force and a clear signal of intent to the six other major manufacturers poised to contend the 1999 World Rally Championship. Though aesthetically it was not drastically different to its humble production counterpart, the Focus’ bragging rights were earned beneath the surface. Technical trump cards included a comparatively long wheelbase, enhancing stability, a wind-tunnel-honed aerodynamic package designed to re-equilibrate weight distribution and optimise cooling, and a electronically-actuated semi-automatic gearbox, operated by a stubby, peculiar-looking know mounted beside the steering wheel. In the hands of Colin McRae, the Focus won on its fourth time out. And the Safari Rally, to boot – arguably the most challenging and technically strenuous of them all! While Ford was denied a title victory with the original ‘New-Edge’ Focus (McRae missed out by an agonising two points in 2001), it did score 16 World Rally Championship victories and undoubtedly help boost sales in the showrooms. ‘V10 FMC’ Registered in the United Kingdom by Ford Motor Company on 20 July 2000 with the number ‘V10 FMC’, this Focus RS WRC made its competitive debut for the Works M-Sport team in Rallye Sanremo, round 12 of that year’s the World Rally Championship. It was earmarked for the double World Rally Champion Carlos Sainz Sr., who’d returned to Ford at the beginning of the season to bolster its remarkable squadron of drivers (spearheaded by Colin McRae) and strengthen its assault on the championship. ‘V10 FMC’ made its competitive debut in Rallye Sanremo in 2000, where it was driven by Carlos Sainz Sr. In the face of Sanremo’s unrelenting torrent of twists, turns and death-defying drops, ‘El Matador’ and his co-driver Luis Moya drove a mature rally, steering the Focus clear of trouble and finishing fifth overall, 30 seconds ahead of McRae in the sister Ford. It was to be the only outing in 2000 for ‘V10 FMC’. The winter period saw this Focus upgraded to 2001 specification: a small yet effective package of enhancements including a fly-by-wire electronic throttle, ceramic turbo internals designed to improve throttle response, and thinner window glass, which saved a not-insignificant eight kilograms. In Monte-Carlo, this Focus was drafted into action for the opening press conference introducing the 2001 World Rally Championship ‘V10 FMC’ was thrust back into action in the year’s traditional curtain-raiser, the 2001 Rallye Automobile Monte-Carlo, where it was to be driven once again by Carlos Sainz. The 2,000km marathon across the mountains that overlook the Côte d’Azur comprised 400km of flat-out special stages. It was the treacherous conditions on these stages that wrote the Monte’s early headlines, with five Works entries out by the end of the first leg. Having won the world’s most famous rally twice before, Sainz was better-equipped than most to avoid falling foul of the conditions. But even the Spaniard admitted how prevalent the risks were. “On the Col de Turini those were the worst conditions I’ve ever seen,” he said after completing the commonly-held jewel in the rally’s crown, “not because of the snow, but because of the black ice.” Carlos Sainz drove ‘V10 FMC’ to a stunning second-placed finish in the 2001 Rallye Automobile Monte-Carlo His deft display with this Focus saw him and his teammate Moya win two special stages and cross the finish line second overall – a fantastic result in the season’s opening round. It’s important to note that this Focus is accompanied by its original Monte-Carlo light pod and a set of ultra-rare snow-specification wheels and tyres. Sainz enjoyed one further outing with ‘V10 FMC’ in the 2001 World Rally Championship: Rallye Catalunya. At his home event, in front of tens of thousand of adoring fans, ‘El Matador’ once again realised his wealth of experience to finish fifth overall. Over the course of the next years, this Focus passed through the hands of a small number of private owners, all of whom maintained the original Works Ford ‘V10 FMC’ registration. The car was entered into a plethora of international and domestic rallies, including select rounds of the World Rally Championship as late as 2006. In 2019, this Ford joined one of the world’s largest, most diverse and most historically significant collection of rally cars. It was at this point the decision was taken to undertake a comprehensive restoration to the car’s original Works 2001 specification. The exhaustive two-year project was entrusted to BGMsport, the Northamptonshire-based rally preparation specialist, which left no stone unturned on its quest to present ‘V10 FMC’ in a condition as close to as it left the M-Sport factory. More recently, this Focus RS WRC made its – virtual – public debut in a Hagerty film presented by the renowned British motoring journalist Henry Catchpole. During the film, which explores the context of Ford’s activities at the time and, more specifically, the relationship between the road-going Focus RS and the rally car, Henry takes ‘V10 FMC’ to a Welsh asphalt special stage to stretch its legs a little. It’s a fantastic piece of cinematography and we thoroughly recommend taking the time to watch the film and understand more about what this Ford is all about. Today, ‘V10 FMC’ boasts many strings on its collector-car-desirability bow. Not only is it a factory Ford World Rally car built by one of the most successful teams in rallying history at a time when it was granted the budget to flex its technological muscles to the max. But it was also raced by one of the sport’s most famous and decorated names, Carlos Sainz Sr., to a podium finish in the greatest rally of them all: Monte-Carlo. Its period Ford registration, comprehensive restoration undertaken by one of the very best names in the business and evocative Martini livery all further bolster this Focus’ desirability. It goes without saying that these characteristics all increase its eligibility – especially today, in a world where rally cars from around the new millennium are growing in popularity. Besides the established events such as the Goodwood Festival of Speed, Rally Legend in San Marino and the Eifel Rallye Festival in Germany, examples of these new events harnessing this growing popularity include Velocity International and The Quail, A Motorsports Gathering in California. For one fortunate person, the future is bright – the future is Focused! Other Cars from Girardo & Co. Ltd 1985-Lancia-Delta-S4-Stradale-01.jpg 1985-Lancia-Delta-S4-Stradale-02.jpg 1985-Lancia-Delta-S4-Stradale-20.jpg 1985-Lancia-Delta-S4-Stradale-01.jpg 1/20 1985 Lancia Delta S4 Stradale Girardo & Co. Ltd United Kingdom 1968-Lamborghini-Miura-LP400-S-01.jpg 1968-Lamborghini-Miura-LP400-S-02.jpg 1968-Lamborghini-Miura-LP400-S-20.jpg 1968-Lamborghini-Miura-LP400-S-01.jpg 1/20 1968 Lamborghini Miura LP400 S Girardo & Co. Ltd United Kingdom 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-02.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-15.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1/15 1973 Ferrari 365 GTB/4 ‘Daytona’ UK RHD Girardo & Co. Ltd United Kingdom Last Featured Cars

"The lightest 911 of all time, that also smashed five long-distance records at Monza in 1967." A real Porsche 911 R? Forget it. Those are rarer than an empty parking spot at the Nürburgring on a sunny Sunday. But a perfectly built tribute that you can actually drive without museum anxiety? Now that’s even scarcer. This is a tribute to the legendary lightweight icon of 1967, with the exact right ingredients: featherweight, brute force, and a setup that not only pays tribute to history but is also ready for some serious rally adventures. In 1967, Porsche stripped away everything that wasn’t absolutely necessary to put the 911 in full attack mode. Out went the unnecessary weight, and in came fiberglass panels, plexiglass windows, plastic door handles, and much more. The result? 810 kg of pure speed—so light that a strong gust of wind could blow it straight to Monza to smash some records. Unfortunately, homologation rules got in the way, and only 20 examples were ever built. Fast forward to today: this 911 R Tribute – BP Weltmeister revives that history, but with a twist. It’s built on an LWB (Long Wheel Base) chassis, making it far more stable for rallying. The base? A rare 1972 Porsche 911 Ölklappe, a unique version with the iconic external oil filler cap. But the magic is in the details and here are some! - HABERTHUR 2.4S 911/53 engine (220 hp, 70,000 km) - Short-spaced 4th (26x26) and 5th (28x22). - 870 kg kerb weight (the 911 R is the lightest Porsche ever built by Porsche) - Fibre bodywork, Makrolon windows & 6-point roll cage - rally-ready setup - Bilstein suspension + sport clutch for that explosive character Oh, and for the purists: the original engine (911/51) and gearbox (915/02) are included, so she is still matching. This is not some Frankenstein project, but a meticulously built tribute with a fat stack of documentation. Whether you want to drive (win) rally stages, make the Alps tremble, or just own a 911 that makes your pulse race faster than an espresso in Rome—this is the one. Don’t wait too long. Cars like this disappear faster than a 911 R passing you on the Autobahn… Call. Mail. Visit. We are happy to tell you all about it! "It gets a little bit louder above 5000 RPM, so you can’t hear the passenger scream." 1972 Porsche 911 R Tribute "BP Weltmeister" Cool Classic Club 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 25-0213005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 220 PK Date Part I February 2, 1972 Color White Interior Black Transmission Manual VAT deductible Margin Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 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 lightest 911 of all time, that also smashed five long-distance records at Monza in 1967." A real Porsche 911 R? Forget it. Those are rarer than an empty parking spot at the Nürburgring on a sunny Sunday. But a perfectly built tribute that you can actually drive without museum anxiety? Now that’s even scarcer. This is a tribute to the legendary lightweight icon of 1967, with the exact right ingredients: featherweight, brute force, and a setup that not only pays tribute to history but is also ready for some serious rally adventures. In 1967, Porsche stripped away everything that wasn’t absolutely necessary to put the 911 in full attack mode. Out went the unnecessary weight, and in came fiberglass panels, plexiglass windows, plastic door handles, and much more. The result? 810 kg of pure speed—so light that a strong gust of wind could blow it straight to Monza to smash some records. Unfortunately, homologation rules got in the way, and only 20 examples were ever built. Fast forward to today: this 911 R Tribute – BP Weltmeister revives that history, but with a twist. It’s built on an LWB (Long Wheel Base) chassis, making it far more stable for rallying. The base? A rare 1972 Porsche 911 Ölklappe, a unique version with the iconic external oil filler cap. But the magic is in the details and here are some! - HABERTHUR 2.4S 911/53 engine (220 hp, 70,000 km) - Short-spaced 4th (26x26) and 5th (28x22). - 870 kg kerb weight (the 911 R is the lightest Porsche ever built by Porsche) - Fibre bodywork, Makrolon windows & 6-point roll cage - rally-ready setup - Bilstein suspension + sport clutch for that explosive character Oh, and for the purists: the original engine (911/51) and gearbox (915/02) are included, so she is still matching. This is not some Frankenstein project, but a meticulously built tribute with a fat stack of documentation. Whether you want to drive (win) rally stages, make the Alps tremble, or just own a 911 that makes your pulse race faster than an espresso in Rome—this is the one. Don’t wait too long. Cars like this disappear faster than a 911 R passing you on the Autobahn… Call. Mail. Visit. We are happy to tell you all about it! "It gets a little bit louder above 5000 RPM, so you can’t hear the passenger scream." Other Cars from Cool Classic Club 1975-Peugeot-504-01.webp 1975-Peugeot-504-02.webp 1975-Peugeot-504-15.webp 1975-Peugeot-504-01.webp 1/15 1975 Peugeot 504 Cool Classic Club Netherlands 1983-Porsche-911-SC-01.webp 1983-Porsche-911-SC-02.webp 1983-Porsche-911-SC-15.webp 1983-Porsche-911-SC-01.webp 1/15 1983 Porsche 911 SC 3.0 Cool Classic Club Netherlands 1977-Ferrari-512BB-Competizione-Stradale-01.webp 1977-Ferrari-512BB-Competizione-Stradale-02.webp 1977-Ferrari-512BB-Competizione-Stradale-15.webp 1977-Ferrari-512BB-Competizione-Stradale-01.webp 1/15 1977 Ferrari 512BB Competizione Stradale Cool Classic Club Netherlands Last Featured Cars

The Lotus Elan was introduced in 1962 and would go on to become one of the most successful sports cars of all time. It was the first Lotus road car to use the steel backbone chassis with fibreglass bodywork embodying Colin Chapman’s minimum weight design philosophy, weighing in at just 1,600 Ib. It was quickly adopted as the car of choice for privateer entrants who saw the competition potential. On the back of their successes, Chapman began producing factory uprated cars, which were later homologated in 1964. The Lotus Elan GTS 1965 FIA Race car offered here at Autostorico, is finished in Blue with a White nose. Having been converted to full FIA specification in 2018, the car was purchased by Autostorico’s Cliff Gray, who successfully campaigned the car until 2022 including several Class wins in Equipe Libre and overall winner of Equipe 3 Hour Relay. The current owner campaigned the car during the 2022/23 season, he is reluctantly selling the car due to work commitments. Specification highlights include original shell, fitted with lightweight 26R arches, bonnet, boot, hardtop, bumpers, and diff scoop. Heated front windscreen, Lexan operating side window, Full roll cage, Tillet seat with OMP harnesses, Racetech instruments, long range fuel tank, Fire extinguisher, Facet fuel pumps, Oil cooler, 5 ½ “ Minilite style bolt on wheels, Aeroquip lines, Alloy radiator and header tank, Wosp alternator, FIA spec engine with 45 DCOE’s carburettors Yarwood gearbox, TTR output shafts along with heavy-duty engine and gearbox mounts. 1965 Lotus Elan GTS Autostorico Partners LLP 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 24-0205020 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright CONFIGURATION Right Hand Drive ENGINE 1595 TRANSMISSION Manual Autostorico Partners LLP Unit 5, Lys Mill Howe Road Watlington United Kingdom Contact details sales@autostorico.co.uk +44 (0)1491 917444 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 Lotus Elan was introduced in 1962 and would go on to become one of the most successful sports cars of all time. It was the first Lotus road car to use the steel backbone chassis with fibreglass bodywork embodying Colin Chapman’s minimum weight design philosophy, weighing in at just 1,600 Ib. It was quickly adopted as the car of choice for privateer entrants who saw the competition potential. On the back of their successes, Chapman began producing factory uprated cars, which were later homologated in 1964. The Lotus Elan GTS 1965 FIA Race car offered here at Autostorico, is finished in Blue with a White nose. Having been converted to full FIA specification in 2018, the car was purchased by Autostorico’s Cliff Gray, who successfully campaigned the car until 2022 including several Class wins in Equipe Libre and overall winner of Equipe 3 Hour Relay. The current owner campaigned the car during the 2022/23 season, he is reluctantly selling the car due to work commitments. Specification highlights include original shell, fitted with lightweight 26R arches, bonnet, boot, hardtop, bumpers, and diff scoop. Heated front windscreen, Lexan operating side window, Full roll cage, Tillet seat with OMP harnesses, Racetech instruments, long range fuel tank, Fire extinguisher, Facet fuel pumps, Oil cooler, 5 ½ “ Minilite style bolt on wheels, Aeroquip lines, Alloy radiator and header tank, Wosp alternator, FIA spec engine with 45 DCOE’s carburettors Yarwood gearbox, TTR output shafts along with heavy-duty engine and gearbox mounts. Other Cars from Autostorico Partners LLP 1962-Jaguar-MKII-3.8-Sloon-01.jpg 1962-Jaguar-MKII-3.8-Sloon-02.jpg 1962-Jaguar-MKII-3.8-Sloon-10.jpg 1962-Jaguar-MKII-3.8-Sloon-01.jpg 1/10 1962 Jaguar MKII 3.8 Saloon Autostorico Partners LLP United Kingdom 1972-AC-Cobra-289-Evocation-by-Hawk-01.jpg 1972-AC-Cobra-289-Evocation-by-Hawk-02.jpg 1972-AC-Cobra-289-Evocation-by-Hawk-15.jpg 1972-AC-Cobra-289-Evocation-by-Hawk-01.jpg 1/15 1972 AC Cobra 289 Evocation by Hawk Autostorico Partners LLP United Kingdom 1973-Porsche-911-2.7-RS-FIA-Replica-01.jpg 1973-Porsche-911-2.7-RS-FIA-Replica-02.jpg 1973-Porsche-911-2.7-RS-FIA-Replica-15.jpg 1973-Porsche-911-2.7-RS-FIA-Replica-01.jpg 1/15 1973 Porsche 911 2.7 RS FIA Replica Autostorico Partners LLP United Kingdom Last Featured Cars

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 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 SEARCH OTHER CARS United Kingdom Dealer 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 Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 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. 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The notice and take down procedure is described here: https://www.speedholics.com/copyright 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 1985-Lancia-Delta-S4-Stradale-01.jpg 1985-Lancia-Delta-S4-Stradale-02.jpg 1985-Lancia-Delta-S4-Stradale-20.jpg 1985-Lancia-Delta-S4-Stradale-01.jpg 1/20 1985 Lancia Delta S4 Stradale Girardo & Co. Ltd United Kingdom 1968-Lamborghini-Miura-LP400-S-01.jpg 1968-Lamborghini-Miura-LP400-S-02.jpg 1968-Lamborghini-Miura-LP400-S-20.jpg 1968-Lamborghini-Miura-LP400-S-01.jpg 1/20 1968 Lamborghini Miura LP400 S Girardo & Co. Ltd United Kingdom 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-02.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-15.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1/15 1973 Ferrari 365 GTB/4 ‘Daytona’ UK RHD Girardo & Co. Ltd United Kingdom Last Featured Cars

1993 marked the 30th anniversary of the 911 and to celebrate, Porsche developed a unique “Jubilee” edition of the 964. Based on the widebody Turbo, the Jubilee was the only 964 coupe to pair this bodywork with the standard Carrera’s naturally aspirated flat-6. The car also received the all-wheel-drive system from the Carrera 4 and in place of the typical Turbo rear wing, the electronically deployable wing found on the narrow-body cars was fitted. This unique combination of pieces resulted in a fantastic looking car that was also outstanding to drive and is considered to be the predecessor to the 993 and 996 Carrera 4S that followed in later generations, utilizing the same design principles. This 964 Jubilee is a late production example from the 1994 model year produced in November of 1993. Originally sold through Porsche Center Brescia, the first buyer traded the car in after just 4 months when it was purchased by the consignor who has owned the car ever since. The Jubilee was only offered in three colors from the factory and this example is finished in Polar Silver. Over the years, the car has received some paintwork but is a very honest, original car that shows just 75,421 km at the time of cataloging. In addition to the 911 Turbo flared fenders, the 964 Jubilee was also given the Turbo’s striking set of “Cup 1” wheels in a wider size to properly fill out the arches and give the car the desired, aggressive look. The interior is fitted with supple black leather throughout including on the dashboard, door cards, and center console, which all presents in very good condition. 8-way power-adjustable seats have been optioned in the front as have both air conditioning and a power sunroof. One of the things that makes the 964 such a desirable car is that it really represents the intersection between the classic 911s of the past 30 years, paired with much of the newer technology that was beginning to filter into high end cars by the 1990s. Sitting in the driver’s seat, you may mistake the view in front of you for a 1975 Carrera, but then in looking down at the center console, you are availed with knobs to raise the rear wing or lock the diffs on the all wheel drive system- features which prior to the 964 had never been seen in a 911. Sitting out behind the passengers is a 3.6 liter naturally aspirated flat 6, rated at 247 horsepower and 228 lb-ft of torque. Although in modern terms that doesn’t sound like much, it was enough to propel the 964 from 0-60 mph in 5.5 seconds and on to a top speed in excess of 160 mph. This is then run through a 5-speed manual transaxle with the power being sent to all four wheels. The all wheel drive system on this car was one of the most advanced systems of the era- utilizing 3 differentials, it was based on lessons learned from building the 959 supercar and is described as a simplified version of what was found in that car. Included with the car is the original books and service manual with stamps from a Porsche main dealer. During the one year of production for this special model, only 911 examples were produced and they have become particularly desirable in recent years. The combination of the stunning Turbo flares and wheels, without the wing, creates a stunning silhouette and the revvy, naturally aspirated Flat-6 offers a great soundtrack for your drive. If you are on the hunt for a vintage 911 but want something off the beaten path, this 1 of 911 964 Jubilee fits the bill perfectly. 1994 Porsche 911 Carrera 4 Jubilee Edition 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 23-0613001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 3.6L Flat-6 Transmission 6-Speed Manual Drivetrain All Wheel Drive Exterior Color Polar Silver Interior Color Black Leather Total Owners 2 ISSIMI, Inc 1830 Industrial Way Redwood City United States Contact details N/A +1 650-352-4648 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 1993 marked the 30th anniversary of the 911 and to celebrate, Porsche developed a unique “Jubilee” edition of the 964. Based on the widebody Turbo, the Jubilee was the only 964 coupe to pair this bodywork with the standard Carrera’s naturally aspirated flat-6. The car also received the all-wheel-drive system from the Carrera 4 and in place of the typical Turbo rear wing, the electronically deployable wing found on the narrow-body cars was fitted. This unique combination of pieces resulted in a fantastic looking car that was also outstanding to drive and is considered to be the predecessor to the 993 and 996 Carrera 4S that followed in later generations, utilizing the same design principles. This 964 Jubilee is a late production example from the 1994 model year produced in November of 1993. Originally sold through Porsche Center Brescia, the first buyer traded the car in after just 4 months when it was purchased by the consignor who has owned the car ever since. The Jubilee was only offered in three colors from the factory and this example is finished in Polar Silver. Over the years, the car has received some paintwork but is a very honest, original car that shows just 75,421 km at the time of cataloging. In addition to the 911 Turbo flared fenders, the 964 Jubilee was also given the Turbo’s striking set of “Cup 1” wheels in a wider size to properly fill out the arches and give the car the desired, aggressive look. The interior is fitted with supple black leather throughout including on the dashboard, door cards, and center console, which all presents in very good condition. 8-way power-adjustable seats have been optioned in the front as have both air conditioning and a power sunroof. One of the things that makes the 964 such a desirable car is that it really represents the intersection between the classic 911s of the past 30 years, paired with much of the newer technology that was beginning to filter into high end cars by the 1990s. Sitting in the driver’s seat, you may mistake the view in front of you for a 1975 Carrera, but then in looking down at the center console, you are availed with knobs to raise the rear wing or lock the diffs on the all wheel drive system- features which prior to the 964 had never been seen in a 911. Sitting out behind the passengers is a 3.6 liter naturally aspirated flat 6, rated at 247 horsepower and 228 lb-ft of torque. Although in modern terms that doesn’t sound like much, it was enough to propel the 964 from 0-60 mph in 5.5 seconds and on to a top speed in excess of 160 mph. This is then run through a 5-speed manual transaxle with the power being sent to all four wheels. The all wheel drive system on this car was one of the most advanced systems of the era- utilizing 3 differentials, it was based on lessons learned from building the 959 supercar and is described as a simplified version of what was found in that car. Included with the car is the original books and service manual with stamps from a Porsche main dealer. During the one year of production for this special model, only 911 examples were produced and they have become particularly desirable in recent years. The combination of the stunning Turbo flares and wheels, without the wing, creates a stunning silhouette and the revvy, naturally aspirated Flat-6 offers a great soundtrack for your drive. If you are on the hunt for a vintage 911 but want something off the beaten path, this 1 of 911 964 Jubilee fits the bill perfectly. Other Cars from ISSIMI, Inc 1996-Ferrari-F512-M-01.webp 1996-Ferrari-F512-M-02.webp 1996-Ferrari-F512-M-15.webp 1996-Ferrari-F512-M-01.webp 1/15 1996 Ferrari F512 M ISSIMI, Inc Switzerland 1965-Porsche-911-01.webp 1965-Porsche-911-02.webp 1965-Porsche-911-20.webp 1965-Porsche-911-01.webp 1/20 1965 Porsche 911 ISSIMI, Inc United States 1991-Peugeot-205-Rallye-01.webp 1991-Peugeot-205-Rallye-02.webp 1991-Peugeot-205-Rallye-20.webp 1991-Peugeot-205-Rallye-01.webp 1/20 1991 Peugeot 205 Rallye ISSIMI, Inc United States Last Featured Cars

The Jaguar XJS enjoyed a long production run, but the later cars have become particularly coveted thanks to their increased levels of performance, comfort and quality. This 1995 Convertible carries with it the additional appeal of having covered just over 26,000 miles from new. It was delivered on 15 May 1995 to Jaguar Cars Ltd’s company vehicles department, and its pre-delivery inspection was carried out in the service department at the Browns Lane factory. The XJS was subsequently sold via Hollingdrake Jaguar in December 1997 to an owner who was based in Stockport. The service book shows that it was maintained by main dealers in the north-west of England through to 2012, when it was serviced by Royles Jaguar in Wilmslow at 19,910 miles. The Jaguar covered less than 1000 miles between then and 2016, when it was serviced by marque specialist Classic Motor Cars in Bridgnorth. More recently, it returned to CMC in February 2024 for a full service, since when it has been used only sparingly. The car sports a stylish quad-headlamp conversion, but the original headlamps have been retained and are included in the sale. The same goes for the original five-spoke wheels, which have been replaced by Jaguar’s distinctive ‘lattice’ alloys, and the factory jack is in the boot, wrapped in its leather case. Inside, the XJS still features its factory floor mats, but elsewhere it has some well-chosenmodern upgrades. A Jaguar Classic infotainment system has been fitted and provides sat-nav, a USB connection, DAB radio and Bluetooth phone pairing. Parking sensors have been installed and are activated via a discreet button next to the steering column, and a wooden gear knob has been fitted. Being a 1995 car, this XJS also benefits from having outboard rear discs, makingmaintenance much easier than on the earlier cars, which had inboard brakes. This superbly presented, low-mileage Convertible is now being offered for sale with a full set of service and maintenance books, while its combination of an ultra-smooth six-cylinder engine, luxurious interior and top-down style make it an extremely rewarding grand tourer. 1995 Jaguar XJS Convertible The Classic Motor Hub 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 25-0628002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Originally supplied to Jaguar’s company vehicles department Jaguar Classic navigation and audio system Lattice-style wheels and quad-headlamp conversion The Classic Motor Hub Old Walls Ablington, Bibury United Kingdom Contact details info@classicmotorhub.com 01242384092 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 Jaguar XJS enjoyed a long production run, but the later cars have become particularly coveted thanks to their increased levels of performance, comfort and quality. This 1995 Convertible carries with it the additional appeal of having covered just over 26,000 miles from new. It was delivered on 15 May 1995 to Jaguar Cars Ltd’s company vehicles department, and its pre-delivery inspection was carried out in the service department at the Browns Lane factory. The XJS was subsequently sold via Hollingdrake Jaguar in December 1997 to an owner who was based in Stockport. The service book shows that it was maintained by main dealers in the north-west of England through to 2012, when it was serviced by Royles Jaguar in Wilmslow at 19,910 miles. The Jaguar covered less than 1000 miles between then and 2016, when it was serviced by marque specialist Classic Motor Cars in Bridgnorth. More recently, it returned to CMC in February 2024 for a full service, since when it has been used only sparingly. The car sports a stylish quad-headlamp conversion, but the original headlamps have been retained and are included in the sale. The same goes for the original five-spoke wheels, which have been replaced by Jaguar’s distinctive ‘lattice’ alloys, and the factory jack is in the boot, wrapped in its leather case. Inside, the XJS still features its factory floor mats, but elsewhere it has some well-chosenmodern upgrades. A Jaguar Classic infotainment system has been fitted and provides sat-nav, a USB connection, DAB radio and Bluetooth phone pairing. Parking sensors have been installed and are activated via a discreet button next to the steering column, and a wooden gear knob has been fitted. Being a 1995 car, this XJS also benefits from having outboard rear discs, makingmaintenance much easier than on the earlier cars, which had inboard brakes. This superbly presented, low-mileage Convertible is now being offered for sale with a full set of service and maintenance books, while its combination of an ultra-smooth six-cylinder engine, luxurious interior and top-down style make it an extremely rewarding grand tourer. Other Cars from The Classic Motor Hub 1963-Maserati-3500-GTI-Sebring-01.jpg 1963-Maserati-3500-GTI-Sebring-02.jpg 1963-Maserati-3500-GTI-Sebring-12.jpg 1963-Maserati-3500-GTI-Sebring-01.jpg 1/12 1963 Maserati 3500 GTI Sebring The Classic Motor Hub United Kingdom 1965-Ferrari-275-GTS-01.jpg 1965-Ferrari-275-GTS-02.jpg 1965-Ferrari-275-GTS-15.jpg 1965-Ferrari-275-GTS-01.jpg 1/15 1965 Ferrari 275 GTS The Classic Motor Hub United Kingdom 1965-Jaguar-E-type-S1-4.2-01.jpg 1965-Jaguar-E-type-S1-4.2-02.jpg 1965-Jaguar-E-type-S1-4.2-15.jpg 1965-Jaguar-E-type-S1-4.2-01.jpg 1/15 1965 Jaguar E-type Series1 4.2 The Classic Motor Hub United Kingdom Last Featured Cars

Alfa-Romeo Guilia TZ1 recreation by John Weinberger the official Ferrari/Maserati dealer, vintage racer and member of the Sports Car Club of America. In 2005 he bought an original tubolare Zagato with chassisnr. 750038 from Felix Chiu. This car had a long history in American racing (see:www.zagato-cars.com). Around 2013 JW used the cars of his collection more for touring than racing. The TZ wasn't suited for touring since being a full race car, so JW decided to built a TZ 1 road version. This resulted in a painstaking reconstruction of his TZ1 750028. He decided to built the body in ''vetro resina''as per 4 last TZ's built by Zagato. It took 4 years to finish the reconstruction project and both cars looked identical! UnfortunatelyJW passed away in 2020 and some of his cars were sold including this reconstructed TZ1.The car comes with Belgian road registration papers, FIA fiche qualified in GR F cars from 1962-1965 GTS Grand Tourisme.Fantastic car, ready to be enjoyed !! 1978 Alfa Romeo Guilia TZ1Recreation Speed8 Classics 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 23-1017012 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Belgium Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 1600cc/4cil. Transmission five speed manual Speed8 Classics Lierselei 130 Malle Belgium Contact details info@speed8classics.com +32 473 323 725 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 Alfa-Romeo Guilia TZ1 recreation by John Weinberger the official Ferrari/Maserati dealer, vintage racer and member of the Sports Car Club of America. In 2005 he bought an original tubolare Zagato with chassisnr. 750038 from Felix Chiu. This car had a long history in American racing (see:www.zagato-cars.com). Around 2013 JW used the cars of his collection more for touring than racing. The TZ wasn't suited for touring since being a full race car, so JW decided to built a TZ 1 road version. This resulted in a painstaking reconstruction of his TZ1 750028. He decided to built the body in ''vetro resina''as per 4 last TZ's built by Zagato. It took 4 years to finish the reconstruction project and both cars looked identical! UnfortunatelyJW passed away in 2020 and some of his cars were sold including this reconstructed TZ1.The car comes with Belgian road registration papers, FIA fiche qualified in GR F cars from 1962-1965 GTS Grand Tourisme.Fantastic car, ready to be enjoyed !! Other Cars from Speed8 Classics 1971-De-Tomaso-Pantera-01.jpg 1971-De-Tomaso-Pantera-02.jpg 1971-De-Tomaso-Pantera-15.jpg 1971-De-Tomaso-Pantera-01.jpg 1/15 1971 De Tomaso Pantera Speed8 Classics Belgium 1985-Jaguar-XJS-C-01.jpg 1985-Jaguar-XJS-C-02.jpg 1985-Jaguar-XJS-C-10.jpg 1985-Jaguar-XJS-C-01.jpg 1/10 1985 Jaguar XJS-C Speed8 Classics Belagium 1962-Jaguar-E-Type-S1-01.webp 1962-Jaguar-E-Type-S1-02.webp 1962-Jaguar-E-Type-S1-11.webp 1962-Jaguar-E-Type-S1-01.webp 1/11 1962 Jaguar E-Type S1 Speed8 Classics Belgium Last Featured Cars

According to marque expert Marcel Massini, chassis number 03266 was specified for the French market with yellow headlamps, and instruments in kilometres. Finished in Azzurro Metallizzato paint over an interior trimmed in Blu leather, the Dino was completed in January 1972 and distributed to Charles Pozzi SA, the official marque importer in Paris. Initially purchased by a French woman, the Dino was sold later that year to a second woman living in Paris who retained possession for 13 years. In 1986 the 246 GT was acquired by the consignor, and they soon commissioned Etablissements Tessier to perform a restoration, with correct parts sourced directly from Charles Pozzi SA, and a cosmetic refinish in the current livery of Rosso over black leather. Some years later, in February 2001, the engine was rebuilt by SOPRAD of Saint-Ouen-L’Aumone. Now offered from nearly 40 years of single-owner care, and claiming just two owners from its earliest days, this 246 GT presents beautifully, having been completely detailed for the current offering, and it may be enjoyed as is or considered for further restorative attention. Such a minimally used and well-maintained example of the celebrated Dino would make a handsome addition to any sporting collection. 1972 Ferrari Dino 246 GT by Scaglietti 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 25-0117003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine No. 9289 Body No. 468 Offered from nearly 40 years of single ownership Retains its matching-numbers engine Benefits from well-maintained 1980s restoration Delivered new through the famed Charles Pozzi SA of Paris Documented with SEFAC delivery sheet copy, prior owner’s registration, restoration and parts invoices, test certificate, and history report by Marcel Massini A beautifully maintained example of the legendary Dino RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 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 According to marque expert Marcel Massini, chassis number 03266 was specified for the French market with yellow headlamps, and instruments in kilometres. Finished in Azzurro Metallizzato paint over an interior trimmed in Blu leather, the Dino was completed in January 1972 and distributed to Charles Pozzi SA, the official marque importer in Paris. Initially purchased by a French woman, the Dino was sold later that year to a second woman living in Paris who retained possession for 13 years. In 1986 the 246 GT was acquired by the consignor, and they soon commissioned Etablissements Tessier to perform a restoration, with correct parts sourced directly from Charles Pozzi SA, and a cosmetic refinish in the current livery of Rosso over black leather. Some years later, in February 2001, the engine was rebuilt by SOPRAD of Saint-Ouen-L’Aumone. Now offered from nearly 40 years of single-owner care, and claiming just two owners from its earliest days, this 246 GT presents beautifully, having been completely detailed for the current offering, and it may be enjoyed as is or considered for further restorative attention. Such a minimally used and well-maintained example of the celebrated Dino would make a handsome addition to any sporting collection. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

Now that our new showroom here at Belchers Farm is up and running, we’re getting more and more visitors swinging by to take a look around. For the last few weeks, this Mercedes-Benz 300SL Roadster has been sitting in pride of place. And we’re not over exaggerating when we say that every person who’s walked through the door has left with the gorgeous convertible at the very top of their fantasy wish lists. It got us thinking. Is there a more desirable classic all-round convertible than the 300SL Roadster? Even devoid of the coupé’s signature gullwing doors, the drop-top 300SL has so much going for it. Most obviously, it’s drop-dead gorgeous – a proportionally perfect and über-glamorous embodiment of the 1950s Jet Set. Is it any wonder why it proved such a hit among royals, pop stars and actors in the period? Then there’s the underpinnings – very similar to that of its tin-top counterpart, so retaining all of its motorsport-bred credentials, but with a number of key changes. The slight increase in power to offset the slight increase in weight, for example. The revised single-joint rear axle which made chief engineer Rudolf Uhlenhaut so pleased. Or the modified spaceframe chassis, which, when coupled with the relocation of the spare wheel and the slight reduction in size of the fuel tank, made space for a magnificent bespoke luggage set. Genuinely very useful for longer trips. “Most obviously, it’s drop-dead gorgeous – a proportionally perfect and über-glamorous embodiment of the 1950s Jet Set. Is it any wonder why it proved such a hit among royals, pop stars and actors in the period?” Miraculously, neither the looks nor the way it drives are the most overwhelming attributes when you actually drive the Mercedes-Benz 300SL Roadster (though, of course, they are nothing short of exceptional). It’s the exquisite quality of the car which shines the brightest. Every surface, touch-point and action feels reassuringly solid and of the highest possible quality. Most Ferraris, Aston Martins or Maseratis of the same era simply don’t hold a candle. It's ironic that it was a slump in demand which essentially birthed the 300SL Roadster – a car pitched directly at the sunny West-Coast US market. Today, more than six decades later, the Mercedes-Benz has matured into one of the most sought-after classics and a stalwart of the collector-car market. Chassis number 8500257 The exquisite 300SL Roadster presented here left the Mercedes-Benz factory in the summer of 1958 – one of only 267 examples produced that year. Finished in Weisgrau (white grey) over a Rot (red) leather interior, chassis number 8500257 was specified with a number of optional extras including a Becker Le Mans radio, a full matching luggage set and, most importantly, disc wheels with Rudge hubs – an incredibly rare and desirable feature for today’s collectors. Delivered new to Brussels, this Mercedes remained with its first owner in Belgium for over 20 years, before correspondence indicates it was sold to a man by the name of Jacques Ernest Marie Guegan in Pulheim, Germany. Guegan cherished chassis number 8500257 for eight years, as evidenced by the wealth of invoices, correspondence and detailed driving log, before selling it on to another German owner located in Frechen. This Mercedes’ story continues in the 2000s, when this 300SL was acquired by Daimler AG. A zero-compromise restoration was commissioned to Mercedes-Benz Classic in Stuttgart. Who better to return the car to its former glory than the very company which constructed it in 1958? Chassis 8500257’s current European owner, a man with a stunning collection of classics including a restored 300SL ‘Gullwing’, sought a great 300SL Roadster to add to his stable. He approached Mercedes-Benz Classic itself with a clear mission: to find and buy an example truly elevated by special features above its production brethren and restore it to his unique specification and to the highest possible standard. “ The extensive wonderfully compiled binder confirms the authenticity of chassis 8500257, in addition to the fact it is a fully matching-numbers example, down to the steering box and axles.” Mercedes went to work, using its unrivalled network to discover chassis 8500257, an ultra-rare matching-numbers 300SL Roadster – one of a mere 28 delivered with Rudge knock-off wheels – which had been in the same family ownership in Germany since 1987. Such was the anonymity of this car that even the most highly regarded marque experts were unaware of its existence. With the car in Daimler’s ownership, Mercedes-Benz Classic turned its focus to the zero-compromise restoration. Who better to return the car to its former glory than the very company which constructed it in 1958? It was the owner who took the decision to finish the car in the stunning colour of Anthrazitgrau Metallic (anthracite grey metallic), with the Rudge wheels in a contrasting Blau Metallic (metallic blue). The über-high-quality cabin, meanwhile, is festooned with blue leather, ivory and chrome. The owner also asked Mercedes-Benz to source a hardtop (also painted metallic blue) and two very smart spare bucket seats, which were trimmed with plaid fabric – a specification choice only available to the closed ‘Gullwing’ in period. The spectacular restoration of this 300SL Roadster has been outlined by Mercedes-Benz Classic in its ‘Expert Assessment’, which was issued immediately after the car was completed in 2012. The extensive wonderfully compiled binder confirms the authenticity of chassis 8500257, in addition to the fact it is a fully matching-numbers example, down to the steering box and axles. Today, this 300SL is accompanied by a raft of treasures which only serve to enhance its desirability, from the toolkit, portable jack and matching luggage set to the spare wheel, fabric seat covers and Mercedes-Benz picnic blanket. In addition to the aforementioned ‘Expert Assessment’, the generous history file which accompanies chassis number 8500257 includes copies of its original Mercedes-Benz Fahrzeug Daten card, period spare parts catalogue and workshop manuals, and definitive Mercedes-Benz 300SL book. Perhaps more pertinently than the above, it’s the spectacular quality of this 300SL Roadster which strikes you the most when you see it in the metal. Everywhere you look, the finishing is flawless – telling not only of the quality of the restoration, but of the quality of the manufacturer. The engineering is so exquisite. The engineering is so German. Suffice to say, from behind the large, ivory-rimmed steering wheel, chassis number 8500257 drives every bit as good as it looks. 1958 Mercedes-Benz 300SL Roadster 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 23-0814005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 198.980.8500259 One of only 28 original Rudge-wheel examples, accompanied by a rare optional hard-top and matching luggage set Benefitting from a zero-compromise comprehensive restoration undertaken by Mercedes-Benz Classic Certified by Mercedes-Benz Classic, as evidenced by the accompanying Expert Assessment binder A fully matching-numbers example delivered new to Belgium, with only three private owners from new Specified from new with Rudge wheels, a Becker Le Mans radio and a matching luggage set Accompanied by copies of its original Mercedes-Benz Fahrzeug Daten card, its Mercedes-Benz Classic Expert Assessment, a generous history file, its toolkit, luggage set and two spare seats trimmed with plaid fabric Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 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 Now that our new showroom here at Belchers Farm is up and running, we’re getting more and more visitors swinging by to take a look around. For the last few weeks, this Mercedes-Benz 300SL Roadster has been sitting in pride of place. And we’re not over exaggerating when we say that every person who’s walked through the door has left with the gorgeous convertible at the very top of their fantasy wish lists. It got us thinking. Is there a more desirable classic all-round convertible than the 300SL Roadster? Even devoid of the coupé’s signature gullwing doors, the drop-top 300SL has so much going for it. Most obviously, it’s drop-dead gorgeous – a proportionally perfect and über-glamorous embodiment of the 1950s Jet Set. Is it any wonder why it proved such a hit among royals, pop stars and actors in the period? Then there’s the underpinnings – very similar to that of its tin-top counterpart, so retaining all of its motorsport-bred credentials, but with a number of key changes. The slight increase in power to offset the slight increase in weight, for example. The revised single-joint rear axle which made chief engineer Rudolf Uhlenhaut so pleased. Or the modified spaceframe chassis, which, when coupled with the relocation of the spare wheel and the slight reduction in size of the fuel tank, made space for a magnificent bespoke luggage set. Genuinely very useful for longer trips. “Most obviously, it’s drop-dead gorgeous – a proportionally perfect and über-glamorous embodiment of the 1950s Jet Set. Is it any wonder why it proved such a hit among royals, pop stars and actors in the period?” Miraculously, neither the looks nor the way it drives are the most overwhelming attributes when you actually drive the Mercedes-Benz 300SL Roadster (though, of course, they are nothing short of exceptional). It’s the exquisite quality of the car which shines the brightest. Every surface, touch-point and action feels reassuringly solid and of the highest possible quality. Most Ferraris, Aston Martins or Maseratis of the same era simply don’t hold a candle. It's ironic that it was a slump in demand which essentially birthed the 300SL Roadster – a car pitched directly at the sunny West-Coast US market. Today, more than six decades later, the Mercedes-Benz has matured into one of the most sought-after classics and a stalwart of the collector-car market. Chassis number 8500257 The exquisite 300SL Roadster presented here left the Mercedes-Benz factory in the summer of 1958 – one of only 267 examples produced that year. Finished in Weisgrau (white grey) over a Rot (red) leather interior, chassis number 8500257 was specified with a number of optional extras including a Becker Le Mans radio, a full matching luggage set and, most importantly, disc wheels with Rudge hubs – an incredibly rare and desirable feature for today’s collectors. Delivered new to Brussels, this Mercedes remained with its first owner in Belgium for over 20 years, before correspondence indicates it was sold to a man by the name of Jacques Ernest Marie Guegan in Pulheim, Germany. Guegan cherished chassis number 8500257 for eight years, as evidenced by the wealth of invoices, correspondence and detailed driving log, before selling it on to another German owner located in Frechen. This Mercedes’ story continues in the 2000s, when this 300SL was acquired by Daimler AG. A zero-compromise restoration was commissioned to Mercedes-Benz Classic in Stuttgart. Who better to return the car to its former glory than the very company which constructed it in 1958? Chassis 8500257’s current European owner, a man with a stunning collection of classics including a restored 300SL ‘Gullwing’, sought a great 300SL Roadster to add to his stable. He approached Mercedes-Benz Classic itself with a clear mission: to find and buy an example truly elevated by special features above its production brethren and restore it to his unique specification and to the highest possible standard. “ The extensive wonderfully compiled binder confirms the authenticity of chassis 8500257, in addition to the fact it is a fully matching-numbers example, down to the steering box and axles.” Mercedes went to work, using its unrivalled network to discover chassis 8500257, an ultra-rare matching-numbers 300SL Roadster – one of a mere 28 delivered with Rudge knock-off wheels – which had been in the same family ownership in Germany since 1987. Such was the anonymity of this car that even the most highly regarded marque experts were unaware of its existence. With the car in Daimler’s ownership, Mercedes-Benz Classic turned its focus to the zero-compromise restoration. Who better to return the car to its former glory than the very company which constructed it in 1958? It was the owner who took the decision to finish the car in the stunning colour of Anthrazitgrau Metallic (anthracite grey metallic), with the Rudge wheels in a contrasting Blau Metallic (metallic blue). The über-high-quality cabin, meanwhile, is festooned with blue leather, ivory and chrome. The owner also asked Mercedes-Benz to source a hardtop (also painted metallic blue) and two very smart spare bucket seats, which were trimmed with plaid fabric – a specification choice only available to the closed ‘Gullwing’ in period. The spectacular restoration of this 300SL Roadster has been outlined by Mercedes-Benz Classic in its ‘Expert Assessment’, which was issued immediately after the car was completed in 2012. The extensive wonderfully compiled binder confirms the authenticity of chassis 8500257, in addition to the fact it is a fully matching-numbers example, down to the steering box and axles. Today, this 300SL is accompanied by a raft of treasures which only serve to enhance its desirability, from the toolkit, portable jack and matching luggage set to the spare wheel, fabric seat covers and Mercedes-Benz picnic blanket. In addition to the aforementioned ‘Expert Assessment’, the generous history file which accompanies chassis number 8500257 includes copies of its original Mercedes-Benz Fahrzeug Daten card, period spare parts catalogue and workshop manuals, and definitive Mercedes-Benz 300SL book. Perhaps more pertinently than the above, it’s the spectacular quality of this 300SL Roadster which strikes you the most when you see it in the metal. Everywhere you look, the finishing is flawless – telling not only of the quality of the restoration, but of the quality of the manufacturer. The engineering is so exquisite. The engineering is so German. Suffice to say, from behind the large, ivory-rimmed steering wheel, chassis number 8500257 drives every bit as good as it looks. Other Cars from Girardo & Co. Ltd 1985-Lancia-Delta-S4-Stradale-01.jpg 1985-Lancia-Delta-S4-Stradale-02.jpg 1985-Lancia-Delta-S4-Stradale-20.jpg 1985-Lancia-Delta-S4-Stradale-01.jpg 1/20 1985 Lancia Delta S4 Stradale Girardo & Co. Ltd United Kingdom 1968-Lamborghini-Miura-LP400-S-01.jpg 1968-Lamborghini-Miura-LP400-S-02.jpg 1968-Lamborghini-Miura-LP400-S-20.jpg 1968-Lamborghini-Miura-LP400-S-01.jpg 1/20 1968 Lamborghini Miura LP400 S Girardo & Co. Ltd United Kingdom 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-02.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-15.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1/15 1973 Ferrari 365 GTB/4 ‘Daytona’ UK RHD Girardo & Co. Ltd United Kingdom Last Featured Cars

Italian automaker Alfa Romeo built the Giulietta series of cars from 1954 to 1965 in several body styles to appeal to all buyers, including a 2+2 coupé, four-door saloon, estate, spider, Sprint, and Sprint Speciale. The 2+2 coupé was the first to hit the scene, while the four-door saloon came along in 1955. That same year, the open two-seat Giulietta Spider with Pininfarina bodywork was launched to provide an alternative to those looking for open-top motoring along the Italian countryside. In 1956, Alfa Romeo switched from the Tipo 750 chassis to the Tipo 101 and also gave birth to the “Veloce” variant of the Spider. Directly translating as “fast” in Italian, the Spider Veloce gained 10 more hp than the regular Spider, bringing the total number to 90 hp thanks to twin-choke Weber 40 DCOE2 carburetors, 9:1 compression, a new cylinder head, 9mm valve stems, and bigger diameter crankshaft main journals. Early Alfas, produced in 1960, still used the “1495” prefix of the Tipo 750 chassis on the serial number before switching to the more appropriate “101.20” prefix. From 1956 to 1961, only 2,796 examples of the Spider Veloce were produced. This early example, Chassis # AR 1495.11327, began life on August 4th, 1960, and was sold to Hoffman Motor Car Co. in New York, NY, on the 27th of November, 1961. According to the Alfa Romeo Storico archives, this Spider Veloce was finished in black with beautifully contrasting red upholstery, a scheme it wears today. Under the hood is the 1.3 L DOHC Inline 4-cylinder engine with twin Weber 40 DCO3 carburetors backed by a 5-speed manual transmission. As the story goes, the car was purchased by its long-time owner, who is a good friend of LBI Limited, on Thanksgiving day of 1991 from Jerry Lucas of Lucas Racing Enterprises in Bethlehem, PA. Mr. Lucas came to the owner’s bar earlier in the week, asking if he would like to purchase the car. The owner snuck out shortly after Thanksgiving dinner to drive to Jerry’s shop and deliver the payment for the car. It is believed the car resided in the Bethlehem, PA, area for quite some time before this. At the time of purchase, the Alfa was largely dismantled with the engine removed. It underwent a restoration in the early 1990s at the hands of restorer Jed Steely. New floors were installed, the engine, suspension, transmission, and brakes were rebuilt, the body was refinished in its original color, the interior was re-trimmed, all chrome was replated, and a new top was installed. After completion in 1994, this Spider Veloce was a Concours-quality example and won First Place awards three years in a row at the New Hope Auto Show in Pennsylvania. In 2009, the engine was fully rebuilt from the ground up along with its driveshaft by Euro Auto Classics in Philadelphia, PA, a job that cost just under $9,000. After 20 years of ownership, the car was consigned through Gooding & Co., where it sold sometime in 2011. That same year, the Alfa received a brand-new Italian windshield that was also installed by Euro Auto Classics. In 2020, it was once more sold through Gooding & Co. to an owner in California. Under their ownership, the brakes were rebuilt by Werner Schott Classic Car Repair in Buellton, CA with the transmission receiving its own rebuild shortly after by The Smiekel Collection in Ventura, CA. This rare Spider Veloce stands out from the rest as the gold standard of what these classic sports cars should be like, with its restoration and numerous component rebuilds resulting in an example that drives as well as it looks. This Alfa was also the proud recipient of the coveted Alfa Romeo Owners Club Certificato d’Oro, with a near-perfect score of 99.3 at the 2010 AROC National Convention in Virginia. There are few things more enjoyable than cruising through the weekend in an open-top Italian sports car on the way to your local Concours lawn. We invite you to live out that vision in a 1960 Alfa Romeo Giulietta Spider Veloce. Upon purchase, the new owner will receive the original jack, tool kit, owner’s manual, and numerous service records on file. EXTERIOR Body And Paint The body of this Giulietta Veloce is very solid and shows no issues with rust, corrosion or accidents that we could find. The body is straight down the sides, and all of the panels are in excellent condition with great panel gaps. The fit and finish of the bumpers, deco trim on the rockers hood and trunk latches, as well as the front grill and headlights, are all exceptional. In speaking with the old owner who oversaw the restoration, he confirmed that the floors and rockers were properly replaced but overall, the body was relatively rust-free to begin with prior to restoration. The paint is in excellent condition with no evidence of poor prep work or excessive aging. The paint was done many years ago and has still held up to be in excellent condition. If there was going to be any issues with the prep of the basecoat or aging elements of the paint, they would’ve shown up already. The paint is consistent with a deep shine and no excessive swirl marks, bubbles, or serious scratches. There are, of course, a handful of blemishes here and there, as to be expected from a car that was restored such a long time ago. Glass And Trim All of the glass appears to be original, with the correct securit insignias on the passenger and driver-side windows, and they are crack-free. The windshield is a quality replacement and is also free of cracking or chips, though it does have a couple of tiny bits of stone peppering. The passenger side window does have some streaking marks right in the center, as well as some tiny little chips that are evident on the exterior that could perhaps be buffed out. The rear window of the top is very clean and clear, with only some minor blemishes and fading. The top fabric is in excellent condition, and the top fits nicely. All of the rubber trim appears supple and crack-free with no issues to note. The chrome is in excellent condition for being redone so long ago. There is virtually no pitting or serious scratches anywhere. All of the chrome shines nicely and is very straight. None of the chrome was left out during the re-chroming process and all of the interior chrome has been redone as well as all of the smaller exterior chrome bits. The door handles show some slight age, as well as the trunk hinges, though nothing worth fixing. The interior gauge chrome bezels may be the only items on the car that haven’t been re-chromed, as they are original looking and some slight hazing/fade is present. Overall, the chrome is excellent, and we would still put it in the show condition category. Wheels The wheels look to be correct on all four sides, and the silver and stainless finishes are still in excellent condition with no serious blemishes to note except for a few minor blemishes. All four tires are correct looking Michelin XAS tires with 2014 and 2015 date codes so by time they should be replaced but the tread is still very good. Notable Flaws There are a few blemishes to note, including the biggest blemish,l of which is located on the driver-side fender wheel arch, where the tire must have been turned, and a pothole was hit, which bent the fender seam down slightly. This could likely be corrected with painless dent removal. On the trunk, just below the driver-side hinge, is a small 1-inch crack in the paint that is noticeable only under certain lights. There is also some minor stone peppering on the nose area, though only noticeable under a close eye. INTERIOR Seats And Surfaces The interior is very nice looking for being done so long ago. The seats are in good shape with only slight sun fading, with the carpeting being in similar condition. The crinkle finish on the dash is in excellent condition, and the painted part of the dash is also in excellent condition, with clear gauges that all seem to function properly and tidy wiring components under the dash as well as a wheel that is crack-free and in excellent condition. The door cards are also very nice, with no issues to note. As stated before, the interior chrome is an excellent condition and has all been redone besides the gauge bezels. The area behind the seats houses the clean-looking spare tire, clean and supple rubber mats, as well as the original tools and jack all very tidy. The seatbacks have lost a slight amount of their tightness. Overall, the interior presents very well for an older restoration and has held up exceptionally well over the years. Functionality And Accessories All of the lights and gauges seem to function properly including the headlights, tail lights, turn signals, and brake lights, though the passenger brake light appears to be out. The fuel reserve light does seem to be stuck on even though the tank is half full. Otherwise, everything seems to be in good working order upon a cursory check. ENGINE BAY AND TRUNK Engine Bay The engine bay presents very well and was done to a very high standard when the car was initially restored. Attention to correctness was paid to multiple areas of the engine bay. With evidence of original stickers, clamps, original type carburetors, Marreli stickers, factory markings, and correct codings. All of the finishes have held up very nicely over the years, and the car could certainly be taken to the next level with just a bit of further attention, but it remains very resentable in its current state.The hood pad is in good condition with only minor blemishes. Trunk Area The trunk area is very tidy and correct and even shows factory spot welds in various places you would expect to see them. The biggest issue with the trunk would be under the rubber mat, there appears to have been trapped moisture at some point, creating some surface blemishing in the paint in the form of surface-level paint bubbling. To make it perfect once again, repainting it would be the best thing to do. Underside The underside is very tidy and correct with clear evidence that all of the work was done to a very high standard. There are no obvious issues to note. A good steam clean or dry ice cleaning of the underside would go along way to help in the overall presentation but the underside present very honestly as is. MECHANICALS Engine The engine fires to life after a few turns upon cold start. It idles nicely with choke until warm and makes good linear power throughout all of the gears with no odd noises or issues to note. Overall it sounds healthy and performs excellently. In the lower RPM range it stumbles a little bit sometimes as it likes to be revved out in the higher ranges of RPM. A slight carb adjustment will likely help to mitigate this a bit. Transmission Gear shifts are smooth up and down. No grinding or difficulty shifting was noted. The clutch engages right in the middle of the throw as it should, with no slipping or noticeable issues. Brakes And Suspension The brakes function as they should and do not squeak or chatter. There is nothing to be noted for brake issues or suspension issues. The suspension is firm feeling without any bounciness, though there is an occasional clunk in the driver’s side rear when going over larger bumps in a corner. Cornering in this car is an absolute pleasure overall. The car tracks straight down the road with no pulling to either side. Tires DRIVING EXPERIENCE Driving this car is a real treat. The quintessential classic sports car experience with all of the right sounds, shifts, wind in your hair, and all the thumbs ups you could ever want. This is an excellent older restoration done to a very high standard which shows through to its driving characteristics and overall presentation. 1960 Alfa Romeo Giulietta Spider Veloce LBI Limited 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 24-0603023 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine # AR00106 01009 Finished In Its Original Color Scheme Of Black Over Red Leather Interior A Highly Correct Older Restoration That Has Withstood The Test Of Time Remarkably Recipient Of The Coveted Alfa Romeo Owners Club Certificato d’Oro Sale Includes Factory Spare, Tool Kit, Jack, Owners Manual, And Available Service And Restoration Documents LBI Limited 4500 Worth St. Philadelphia Pennsylvania Contact details info@lbilimited.com +1 (610) 716.2331 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 Italian automaker Alfa Romeo built the Giulietta series of cars from 1954 to 1965 in several body styles to appeal to all buyers, including a 2+2 coupé, four-door saloon, estate, spider, Sprint, and Sprint Speciale. The 2+2 coupé was the first to hit the scene, while the four-door saloon came along in 1955. That same year, the open two-seat Giulietta Spider with Pininfarina bodywork was launched to provide an alternative to those looking for open-top motoring along the Italian countryside. In 1956, Alfa Romeo switched from the Tipo 750 chassis to the Tipo 101 and also gave birth to the “Veloce” variant of the Spider. Directly translating as “fast” in Italian, the Spider Veloce gained 10 more hp than the regular Spider, bringing the total number to 90 hp thanks to twin-choke Weber 40 DCOE2 carburetors, 9:1 compression, a new cylinder head, 9mm valve stems, and bigger diameter crankshaft main journals. Early Alfas, produced in 1960, still used the “1495” prefix of the Tipo 750 chassis on the serial number before switching to the more appropriate “101.20” prefix. From 1956 to 1961, only 2,796 examples of the Spider Veloce were produced. This early example, Chassis # AR 1495.11327, began life on August 4th, 1960, and was sold to Hoffman Motor Car Co. in New York, NY, on the 27th of November, 1961. According to the Alfa Romeo Storico archives, this Spider Veloce was finished in black with beautifully contrasting red upholstery, a scheme it wears today. Under the hood is the 1.3 L DOHC Inline 4-cylinder engine with twin Weber 40 DCO3 carburetors backed by a 5-speed manual transmission. As the story goes, the car was purchased by its long-time owner, who is a good friend of LBI Limited, on Thanksgiving day of 1991 from Jerry Lucas of Lucas Racing Enterprises in Bethlehem, PA. Mr. Lucas came to the owner’s bar earlier in the week, asking if he would like to purchase the car. The owner snuck out shortly after Thanksgiving dinner to drive to Jerry’s shop and deliver the payment for the car. It is believed the car resided in the Bethlehem, PA, area for quite some time before this. At the time of purchase, the Alfa was largely dismantled with the engine removed. It underwent a restoration in the early 1990s at the hands of restorer Jed Steely. New floors were installed, the engine, suspension, transmission, and brakes were rebuilt, the body was refinished in its original color, the interior was re-trimmed, all chrome was replated, and a new top was installed. After completion in 1994, this Spider Veloce was a Concours-quality example and won First Place awards three years in a row at the New Hope Auto Show in Pennsylvania. In 2009, the engine was fully rebuilt from the ground up along with its driveshaft by Euro Auto Classics in Philadelphia, PA, a job that cost just under $9,000. After 20 years of ownership, the car was consigned through Gooding & Co., where it sold sometime in 2011. That same year, the Alfa received a brand-new Italian windshield that was also installed by Euro Auto Classics. In 2020, it was once more sold through Gooding & Co. to an owner in California. Under their ownership, the brakes were rebuilt by Werner Schott Classic Car Repair in Buellton, CA with the transmission receiving its own rebuild shortly after by The Smiekel Collection in Ventura, CA. This rare Spider Veloce stands out from the rest as the gold standard of what these classic sports cars should be like, with its restoration and numerous component rebuilds resulting in an example that drives as well as it looks. This Alfa was also the proud recipient of the coveted Alfa Romeo Owners Club Certificato d’Oro, with a near-perfect score of 99.3 at the 2010 AROC National Convention in Virginia. There are few things more enjoyable than cruising through the weekend in an open-top Italian sports car on the way to your local Concours lawn. We invite you to live out that vision in a 1960 Alfa Romeo Giulietta Spider Veloce. Upon purchase, the new owner will receive the original jack, tool kit, owner’s manual, and numerous service records on file. EXTERIOR Body And Paint The body of this Giulietta Veloce is very solid and shows no issues with rust, corrosion or accidents that we could find. The body is straight down the sides, and all of the panels are in excellent condition with great panel gaps. The fit and finish of the bumpers, deco trim on the rockers hood and trunk latches, as well as the front grill and headlights, are all exceptional. In speaking with the old owner who oversaw the restoration, he confirmed that the floors and rockers were properly replaced but overall, the body was relatively rust-free to begin with prior to restoration. The paint is in excellent condition with no evidence of poor prep work or excessive aging. The paint was done many years ago and has still held up to be in excellent condition. If there was going to be any issues with the prep of the basecoat or aging elements of the paint, they would’ve shown up already. The paint is consistent with a deep shine and no excessive swirl marks, bubbles, or serious scratches. There are, of course, a handful of blemishes here and there, as to be expected from a car that was restored such a long time ago. Glass And Trim All of the glass appears to be original, with the correct securit insignias on the passenger and driver-side windows, and they are crack-free. The windshield is a quality replacement and is also free of cracking or chips, though it does have a couple of tiny bits of stone peppering. The passenger side window does have some streaking marks right in the center, as well as some tiny little chips that are evident on the exterior that could perhaps be buffed out. The rear window of the top is very clean and clear, with only some minor blemishes and fading. The top fabric is in excellent condition, and the top fits nicely. All of the rubber trim appears supple and crack-free with no issues to note. The chrome is in excellent condition for being redone so long ago. There is virtually no pitting or serious scratches anywhere. All of the chrome shines nicely and is very straight. None of the chrome was left out during the re-chroming process and all of the interior chrome has been redone as well as all of the smaller exterior chrome bits. The door handles show some slight age, as well as the trunk hinges, though nothing worth fixing. The interior gauge chrome bezels may be the only items on the car that haven’t been re-chromed, as they are original looking and some slight hazing/fade is present. Overall, the chrome is excellent, and we would still put it in the show condition category. Wheels The wheels look to be correct on all four sides, and the silver and stainless finishes are still in excellent condition with no serious blemishes to note except for a few minor blemishes. All four tires are correct looking Michelin XAS tires with 2014 and 2015 date codes so by time they should be replaced but the tread is still very good. Notable Flaws There are a few blemishes to note, including the biggest blemish,l of which is located on the driver-side fender wheel arch, where the tire must have been turned, and a pothole was hit, which bent the fender seam down slightly. This could likely be corrected with painless dent removal. On the trunk, just below the driver-side hinge, is a small 1-inch crack in the paint that is noticeable only under certain lights. There is also some minor stone peppering on the nose area, though only noticeable under a close eye. INTERIOR Seats And Surfaces The interior is very nice looking for being done so long ago. The seats are in good shape with only slight sun fading, with the carpeting being in similar condition. The crinkle finish on the dash is in excellent condition, and the painted part of the dash is also in excellent condition, with clear gauges that all seem to function properly and tidy wiring components under the dash as well as a wheel that is crack-free and in excellent condition. The door cards are also very nice, with no issues to note. As stated before, the interior chrome is an excellent condition and has all been redone besides the gauge bezels. The area behind the seats houses the clean-looking spare tire, clean and supple rubber mats, as well as the original tools and jack all very tidy. The seatbacks have lost a slight amount of their tightness. Overall, the interior presents very well for an older restoration and has held up exceptionally well over the years. Functionality And Accessories All of the lights and gauges seem to function properly including the headlights, tail lights, turn signals, and brake lights, though the passenger brake light appears to be out. The fuel reserve light does seem to be stuck on even though the tank is half full. Otherwise, everything seems to be in good working order upon a cursory check. ENGINE BAY AND TRUNK Engine Bay The engine bay presents very well and was done to a very high standard when the car was initially restored. Attention to correctness was paid to multiple areas of the engine bay. With evidence of original stickers, clamps, original type carburetors, Marreli stickers, factory markings, and correct codings. All of the finishes have held up very nicely over the years, and the car could certainly be taken to the next level with just a bit of further attention, but it remains very resentable in its current state.The hood pad is in good condition with only minor blemishes. Trunk Area The trunk area is very tidy and correct and even shows factory spot welds in various places you would expect to see them. The biggest issue with the trunk would be under the rubber mat, there appears to have been trapped moisture at some point, creating some surface blemishing in the paint in the form of surface-level paint bubbling. To make it perfect once again, repainting it would be the best thing to do. Underside The underside is very tidy and correct with clear evidence that all of the work was done to a very high standard. There are no obvious issues to note. A good steam clean or dry ice cleaning of the underside would go along way to help in the overall presentation but the underside present very honestly as is. MECHANICALS Engine The engine fires to life after a few turns upon cold start. It idles nicely with choke until warm and makes good linear power throughout all of the gears with no odd noises or issues to note. Overall it sounds healthy and performs excellently. In the lower RPM range it stumbles a little bit sometimes as it likes to be revved out in the higher ranges of RPM. A slight carb adjustment will likely help to mitigate this a bit. Transmission Gear shifts are smooth up and down. No grinding or difficulty shifting was noted. The clutch engages right in the middle of the throw as it should, with no slipping or noticeable issues. Brakes And Suspension The brakes function as they should and do not squeak or chatter. There is nothing to be noted for brake issues or suspension issues. The suspension is firm feeling without any bounciness, though there is an occasional clunk in the driver’s side rear when going over larger bumps in a corner. Cornering in this car is an absolute pleasure overall. The car tracks straight down the road with no pulling to either side. Tires DRIVING EXPERIENCE Driving this car is a real treat. The quintessential classic sports car experience with all of the right sounds, shifts, wind in your hair, and all the thumbs ups you could ever want. This is an excellent older restoration done to a very high standard which shows through to its driving characteristics and overall presentation. Other Cars from LBI Limited 1971-Jaguar-E-Type-01.jpg 1971-Jaguar-E-Type-02.jpg 1971-Jaguar-E-Type-20.jpg 1971-Jaguar-E-Type-01.jpg 1/20 1971 Jaguar E-Type LBI Limited United Kingdom 1967-Lancia-Fulvia-Sport-1.3S-Zagato-01.jpg 1967-Lancia-Fulvia-Sport-1.3S-Zagato-02.jpg 1967-Lancia-Fulvia-Sport-1.3S-Zagato-20.jpg 1967-Lancia-Fulvia-Sport-1.3S-Zagato-01.jpg 1/20 1967 Lancia Fulvia Sport 1.3S Zagato LBI Limited United States 1990-Porsche-Carrera-4-01.jpg 1990-Porsche-Carrera-4-02.jpg 1990-Porsche-Carrera-4-20.jpg 1990-Porsche-Carrera-4-01.jpg 1/20 1990 Porsche Carrera 4 LBI Limited United States Last Featured Cars

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Subject to a six year no expense spared restoration Full matching numbers Highly desirable Series II, benefitting from early body styling, factory fitted 5 speed ZF gearbox and disc brakes Formerly part of an extensive private collection Gleaming Borrani wire wheels One of the very best available Finished in Ice Green metallic coachwork with light Tan Nappa hide. Carpets leather bound and trimmed to match the main hide, quilted gearbox tunnel, painted dashboard and speedo binnacle to twin the coachwork – exquisite. Fitment of gleaming Borrani wire wheels with embossed two ear spinners and Marchal twin spot lamps gives the GT an air of importance to the trained eye Being a 61, this example benefits from the panache and exquisite detail and flare Touring had styled to the early body design twinned with the fitment of the highly regarded ZF 5 speed manual gearbox and all round disc brakes – which transformed the car into cross country tourer. This particular example is well known to DD Classics as we had the pleasure of supplying to its most recent of owners in 2013 and we have the great delight in presenting it for a second turn. Prior to the GT arriving in Great Britain the car had been in the hands of a long term Dutch owner where during their Stewardship the vehicle was the beneficiary of a no expense spared full mechanical and body restoration over a 6 year period – first rate. There had been a huge amount of work and research gone into the restoration works down to the smallest of details – when these cars where new they had been fitted with a distinctive boot mat and even this has been made correctly through a specialist company in Germany – a refection of how meticulous the restoration works were. A number of improvements and upgrades have been carried out in the restoration process to aid and improve the drivability and performance. Wire wheels: Hand made by the best, Borrani of Milano aluminium wire wheels with embossed two ear spinners. Cooling: Uprated cooling system, water pump, larger radiator and concealed electric cooling fan to aid running in slow traffic. Exhaust system: Custom hand made full stainless exhaust system running from the tail pipe to manifold – tremendous detail. Steering: EZ power steering – giving the option to adjust to suit all. The star that saved the company: Maserati was not known for building beautiful GT cars in the 1950’s. Racing was the primary interest of the automotive division of Officine Alfieri Maserati S.p.A. and the car and motorcycle portions of the company were actually secondary to the machine tool business that brought in the real money. But times were hard at Maserati and in April 1958 the company was placed in the hands of a receiver for reorganisation. Part of that reorganisation was to turn the car division towards building luxury touring cars and the first was the 3500GT. The star was unveiled to the motoring world at the 1957 Geneva Auto Show on the stand of the body constructor – Superleggera Touring Milan. The GT went into production later that year and continued until 1964 when production ceased with a total of 1972 vehicle built world wide 1961 Maserati 3500 GT DD CLASSICS 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 23-0728014 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Cylinders 6 Engine Capacity 3,485 cc Steering Wheel LHD Colour Ice Green Metallic Interior Trim Tan Transmission Manual Fuel Type Petrol DD CLASSICS 91-101 North Road Richmond United Kingdom Contact details 02088 783355 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 Subject to a six year no expense spared restoration Full matching numbers Highly desirable Series II, benefitting from early body styling, factory fitted 5 speed ZF gearbox and disc brakes Formerly part of an extensive private collection Gleaming Borrani wire wheels One of the very best available Finished in Ice Green metallic coachwork with light Tan Nappa hide. Carpets leather bound and trimmed to match the main hide, quilted gearbox tunnel, painted dashboard and speedo binnacle to twin the coachwork – exquisite. Fitment of gleaming Borrani wire wheels with embossed two ear spinners and Marchal twin spot lamps gives the GT an air of importance to the trained eye Being a 61, this example benefits from the panache and exquisite detail and flare Touring had styled to the early body design twinned with the fitment of the highly regarded ZF 5 speed manual gearbox and all round disc brakes – which transformed the car into cross country tourer. This particular example is well known to DD Classics as we had the pleasure of supplying to its most recent of owners in 2013 and we have the great delight in presenting it for a second turn. Prior to the GT arriving in Great Britain the car had been in the hands of a long term Dutch owner where during their Stewardship the vehicle was the beneficiary of a no expense spared full mechanical and body restoration over a 6 year period – first rate. There had been a huge amount of work and research gone into the restoration works down to the smallest of details – when these cars where new they had been fitted with a distinctive boot mat and even this has been made correctly through a specialist company in Germany – a refection of how meticulous the restoration works were. A number of improvements and upgrades have been carried out in the restoration process to aid and improve the drivability and performance. Wire wheels: Hand made by the best, Borrani of Milano aluminium wire wheels with embossed two ear spinners. Cooling: Uprated cooling system, water pump, larger radiator and concealed electric cooling fan to aid running in slow traffic. Exhaust system: Custom hand made full stainless exhaust system running from the tail pipe to manifold – tremendous detail. Steering: EZ power steering – giving the option to adjust to suit all. The star that saved the company: Maserati was not known for building beautiful GT cars in the 1950’s. Racing was the primary interest of the automotive division of Officine Alfieri Maserati S.p.A. and the car and motorcycle portions of the company were actually secondary to the machine tool business that brought in the real money. But times were hard at Maserati and in April 1958 the company was placed in the hands of a receiver for reorganisation. Part of that reorganisation was to turn the car division towards building luxury touring cars and the first was the 3500GT. The star was unveiled to the motoring world at the 1957 Geneva Auto Show on the stand of the body constructor – Superleggera Touring Milan. The GT went into production later that year and continued until 1964 when production ceased with a total of 1972 vehicle built world wide Other Cars from DD CLASSICS 1961-MASERATI-3500GT-GRAN-TURISMO-SERIES-II-01.jpg 1961-MASERATI-3500GT-GRAN-TURISMO-SERIES-II-02.jpg 1961-MASERATI-3500GT-GRAN-TURISMO-SERIES-II-20.webp 1961-MASERATI-3500GT-GRAN-TURISMO-SERIES-II-01.jpg 1/20 1961 Maserati 3500 GT DD CLASSICS United Kingdom Last Featured Cars