The RCT (RUF Carrera Turbo) proved so successful for RUF that RCT conversions can still be carried out today, with the latest specification now known as the RCT Evo. Utilizing a 993-sourced ECU, the RCT Evo offers 425 bhp at 5,800 RPM and a monstrous 570 Nm of torque at 4,500 rpm, and the car will reach a top speed of 199 mph. With the addition of a single-turbocharger, the RCT package saw power figures eclipse that of even Porsche’s halo Turbo model. The continued development to Evo specification represents a further rise of 60 bhp and 9mph in terms of top speed over the original RCT. The conversion also includes replacing the original five-speed manual gearbox with a six-speed G50 unit, fitting RUF’s iconic green-lettered instruments and upgraded five-spoke wheels, limited-slip differential as well as a full adjustable suspension. At the time of the conversion, the engine also received a comprehensive overhaul and rebuild to ensure it was able to handle the increased power. The RCT Evo was re-introduced in 2020 as a complete, factory-built restoration. Whilst the engine upgrade alone is quite simple, original factory-built examples received a bespoke RUF chassis number as well as the subtle integrated roll cage, and whilst the new cars retain their original chassis, the integrated roll cage can be added into a complete restoration. This RCT Evo is one such example. The commissioning owner sourced an original, UK supplied and registered 964 from a noted Porsche dealership before delivering the car to RUF at their home in Pffafenhausen. Stripped back to a bare shell, the car would receive an integrated roll cage ahead of assembly. Notably at the time of restoration, the decision was made to opt for a total refinishing in carbon fibre. The Lightweight package includes a complete re-panelling including the front bumper, front hood, rear hood, rear bumper, roof, front and rear fenders. Furthermore, this example was optioned as a widebody but remains rear-wheel drive only. These developments save 75 kg over their steel counterparts. Finished in a bespoke Violet Ayres metallic blend for the commissioning owner, the interior received a full retrim in Mojave Beige leather with body-coloured matching stitching. Leveraging a more modern Recaro seat design, the buckets tip forward allowing access to the pared-back luggage space behind the front seats. The seatbacks add cohesion also finished in body colour. After completion, the comissioning owner allowed RUF to use this very car for a wealth of marketing materials and news stories globally. Having covered just 9,200 miles since its recomissioning, this RCT Evo has since been meticulously stored and maintained by RUF in Germany. Having taken delivery of another bespoke comission, this full carbon fibre bodied, factory-built RUF RCT Evo presents and as unique opportunity. 1989 Porsche RUF RCT EVO D.K. Engineering Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0307003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side RHD D.K. Engineering Ltd Little Green Street Farm, Green Street Chorleywood United Kingdom Contact details kbn@dkengineeringltd.com +44 (0)1923 287 687 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 RCT (RUF Carrera Turbo) proved so successful for RUF that RCT conversions can still be carried out today, with the latest specification now known as the RCT Evo. Utilizing a 993-sourced ECU, the RCT Evo offers 425 bhp at 5,800 RPM and a monstrous 570 Nm of torque at 4,500 rpm, and the car will reach a top speed of 199 mph. With the addition of a single-turbocharger, the RCT package saw power figures eclipse that of even Porsche’s halo Turbo model. The continued development to Evo specification represents a further rise of 60 bhp and 9mph in terms of top speed over the original RCT. The conversion also includes replacing the original five-speed manual gearbox with a six-speed G50 unit, fitting RUF’s iconic green-lettered instruments and upgraded five-spoke wheels, limited-slip differential as well as a full adjustable suspension. At the time of the conversion, the engine also received a comprehensive overhaul and rebuild to ensure it was able to handle the increased power. The RCT Evo was re-introduced in 2020 as a complete, factory-built restoration. Whilst the engine upgrade alone is quite simple, original factory-built examples received a bespoke RUF chassis number as well as the subtle integrated roll cage, and whilst the new cars retain their original chassis, the integrated roll cage can be added into a complete restoration. This RCT Evo is one such example. The commissioning owner sourced an original, UK supplied and registered 964 from a noted Porsche dealership before delivering the car to RUF at their home in Pffafenhausen. Stripped back to a bare shell, the car would receive an integrated roll cage ahead of assembly. Notably at the time of restoration, the decision was made to opt for a total refinishing in carbon fibre. The Lightweight package includes a complete re-panelling including the front bumper, front hood, rear hood, rear bumper, roof, front and rear fenders. Furthermore, this example was optioned as a widebody but remains rear-wheel drive only. These developments save 75 kg over their steel counterparts. Finished in a bespoke Violet Ayres metallic blend for the commissioning owner, the interior received a full retrim in Mojave Beige leather with body-coloured matching stitching. Leveraging a more modern Recaro seat design, the buckets tip forward allowing access to the pared-back luggage space behind the front seats. The seatbacks add cohesion also finished in body colour. After completion, the comissioning owner allowed RUF to use this very car for a wealth of marketing materials and news stories globally. Having covered just 9,200 miles since its recomissioning, this RCT Evo has since been meticulously stored and maintained by RUF in Germany. Having taken delivery of another bespoke comission, this full carbon fibre bodied, factory-built RUF RCT Evo presents and as unique opportunity. Other Cars from D.K. Engineering Ltd 1995-Ferrari-F512-M-01.jpg 1995-Ferrari-F512-M-02.jpg 1995-Ferrari-F512-M-15.jpg 1995-Ferrari-F512-M-01.jpg 1/15 1995 Ferrari F512 M D.K. Engineering Ltd United Kingdom 1990-Ferrari-F40-01.jpg 1990-Ferrari-F40-02.jpg 1990-Ferrari-F40-15.jpg 1990-Ferrari-F40-01.jpg 1/15 1990 Ferrari F40 D.K. Engineering Ltd United Kingdom 1968-Lamborghini-Miura-P400-01.jpg 1968-Lamborghini-Miura-P400-02.jpg 1968-Lamborghini-Miura-P400-20.jpg 1968-Lamborghini-Miura-P400-01.jpg 1/20 1968 Lamborghini Miura P400 D.K. Engineering Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Introduced at the Geneva Motor Show in 1957, the 3500 GT marked a turning point for Maserati, cementing its reputation as a maker of refined and alluring grand tourers. Designed by Carrozzeria Touring of Milan, the 3500 GT Coupe seamlessly blended elegant Italian styling with the performance pedigree of Maserati’s championship-winning racers. Under the hood a 3.5-liter twin-cam straight-six, derived from the world-beating 350S racing engine, initially featured Weber carburetors and later mechanical fuel injection. Early models, such as the example offered here, are particularly prized for their carbureted configuration and pure lines. Built on a lightweight tubular chassis and clothed in Superleggera aluminum coachwork, the 3500 GT offered effortless high-speed cruising with innovations like front disc brakes and a ZF five-speed manual gearbox. With approximately 2,200 coupes constructed from 1957 through 1964, the model is rare and highly collectible. The 3500 GT offered here, chassis 1730, is reported to have been sold new in Italy in July 1961, finished as it is today in Lancia Blu Scuro over dark red leather—quite an attractive combination. An early production example, chassis 1730 possesses among the model’s most desirable features, including a trio of Weber carburetors, front disc brakes, and the ZF five-speed manual gearbox. The car is believed to have remained with its first owner until the mid-1980s when it is said to have passed to another conscientious Italian enthusiast. Badges affixed throughout the car indicate that it is registered with the International Maserati Register as number 002. With its distinguished livery and irresistible patina, this car offers the discerning collector a coveted opportunity to acquire a well-preserved and immensely appealing example of one of Maserati’s most celebrated grand tourers. 1961 Maserati 3500 GT Touring 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 25-0529005 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright Highly desirable Maserati grand tourer with captivating patina Sought-after early-production model with disc brakes and ZF five-speed gearbox 3.5-liter inline six-cylinder engine fed by tipple Weber carburetors Magnificent livery of Lancia Blu Scuro over dark red trim 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 Introduced at the Geneva Motor Show in 1957, the 3500 GT marked a turning point for Maserati, cementing its reputation as a maker of refined and alluring grand tourers. Designed by Carrozzeria Touring of Milan, the 3500 GT Coupe seamlessly blended elegant Italian styling with the performance pedigree of Maserati’s championship-winning racers. Under the hood a 3.5-liter twin-cam straight-six, derived from the world-beating 350S racing engine, initially featured Weber carburetors and later mechanical fuel injection. Early models, such as the example offered here, are particularly prized for their carbureted configuration and pure lines. Built on a lightweight tubular chassis and clothed in Superleggera aluminum coachwork, the 3500 GT offered effortless high-speed cruising with innovations like front disc brakes and a ZF five-speed manual gearbox. With approximately 2,200 coupes constructed from 1957 through 1964, the model is rare and highly collectible. The 3500 GT offered here, chassis 1730, is reported to have been sold new in Italy in July 1961, finished as it is today in Lancia Blu Scuro over dark red leather—quite an attractive combination. An early production example, chassis 1730 possesses among the model’s most desirable features, including a trio of Weber carburetors, front disc brakes, and the ZF five-speed manual gearbox. The car is believed to have remained with its first owner until the mid-1980s when it is said to have passed to another conscientious Italian enthusiast. Badges affixed throughout the car indicate that it is registered with the International Maserati Register as number 002. With its distinguished livery and irresistible patina, this car offers the discerning collector a coveted opportunity to acquire a well-preserved and immensely appealing example of one of Maserati’s most celebrated grand tourers. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Aston Martin V8 1 of 216 “Volante” examples ever produced with the Weber electronic fuel injection (V585 E.F.I) whom was introduced at the New York Motor Show in January 1986 alongside the similarly updated AMV8 saloon. The major advance was the fitting of electronically controlled sequential fuel injection system, made by Weber/Marelli giving a power output of around 315 bhp with the 5.3L displacement. As there were no carburettors within the 'V' of the engine and correspondingly no air cleaner assembly, the overall height of the engine was reduced and thus the E.F.I. cars have a totally flat bonnet with no air intake. All of the V8’s Weber e.f.i. cars had the attractive BBS cross spoke 7-inch wheels considered as rare and desired keenly by enthusiasts. Also comes standard from factory with the 3-Speed Torqueflite Chrysler automatic transmission. This unit premiered in the US where it had two owners during the 17 years it was in the country and later in 2004 it was imported to England where its third owner had a complete restoration carried out in "Jubilee Silver" color by Aston Martin specialists in Britain. 1987 Aston Martin V8 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 24-0805003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Spain Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 8 Cylinder / 5.3000cc / 315hp 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 Aston Martin V8 1 of 216 “Volante” examples ever produced with the Weber electronic fuel injection (V585 E.F.I) whom was introduced at the New York Motor Show in January 1986 alongside the similarly updated AMV8 saloon. The major advance was the fitting of electronically controlled sequential fuel injection system, made by Weber/Marelli giving a power output of around 315 bhp with the 5.3L displacement. As there were no carburettors within the 'V' of the engine and correspondingly no air cleaner assembly, the overall height of the engine was reduced and thus the E.F.I. cars have a totally flat bonnet with no air intake. All of the V8’s Weber e.f.i. cars had the attractive BBS cross spoke 7-inch wheels considered as rare and desired keenly by enthusiasts. Also comes standard from factory with the 3-Speed Torqueflite Chrysler automatic transmission. This unit premiered in the US where it had two owners during the 17 years it was in the country and later in 2004 it was imported to England where its third owner had a complete restoration carried out in "Jubilee Silver" color by Aston Martin specialists in Britain. Other Cars from Autostorico Partners LLP 1979-Ford-RS2000-Custom-01.jpg 1979-Ford-RS2000-Custom-02.jpg 1979-Ford-RS2000-Custom-15.jpg 1979-Ford-RS2000-Custom-01.jpg 1/15 1979 Ford RS2000 Custom Autostorico Partners LLP United Kingdom 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1997-Ford-GT40-Evocation-by-GTD-02.jpg 1997-Ford-GT40-Evocation-by-GTD-15.jpg 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1/15 1997 Ford GT40 Evocation by GTD Autostorico Partners LLP United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The 1960s are regarded by many as the heyday of motor racing—a time when storied drivers from all over the globe were household names, piloting some of the most beautiful machines ever built by the most famous automotive marques in the world. In the most glamorous, yet grueling, endurance race of the era, the 24 Hours of Le Mans, Ferrari represented the force to be reckoned with. The race’s 1965 running marked Ferrari’s sixth consecutive win, with Masten Gregory and Jochen Rindt behind the wheel of Luigi Chinetti’s NART entry Ferrari 250 LM, chassis number 5893. Even more impressive was the marque’s 1-2-3 finish, with privateer entry P. Dumay’s Ferrari 250 LM and Ecurie Francorchamps’ Ferrari 275 GTB rounding out the podium. The race was an exciting one, but competition from Ford’s GT40 program was once again lacking. The GT40 was well represented in 1965 with six entrants, but frustratingly, for a second year in a row, none were able to finish the race. A positive takeaway from 1965 for Ford was Phil Hill achieving the fastest lap in practice and the race itself behind the wheel of Shelby American’s #2 car, the 427-cubic-inch V-8-powered GT40X. The Mk I design was showing its age, updates were necessary to make the car more competitive, and more importantly, reliable. ENTER THE Mk II—AND HOLMAN-MOODY Having used the big-block NASCAR 427 V-8 in 1965 with the GT40X, it quickly became evident that a larger engine was the solution to many of the GT40’s problems. Following Le Mans in 1965, Ford Advanced Vehicles (FAV) shipped unfinished GT40s to Shelby American, which team members from Holman-Moody, Alan Mann, and Shelby American assembled to create the GT40 Mk II. Together, they modified the GT40 to accept the bigger NASCAR 427 engine with modifications for endurance racing. With the bigger engines came the need for more cooling, as well as revised aerodynamics to keep the car planted to the track. “Ram air” intakes were added to the shoulders, just in front of the rear wheels, in addition to brake cooling intakes on the rear deck, which afforded the new Mk II with all the cooling power it needed. The Mk II nose received a redesign as well, ensuring the new GT40 stayed glued to the track. Ford also had Holman-Moody on its side for the GT40 racing program for 1966, in addition to Shelby American. The Charlotte, North Carolina-based Holman-Moody was already a proven race shop when they were asked by Leo Beebe to get involved in the program in fall 1965. Holman-Moody had built a name in racecar construction and auto racing dating back to the 1950s. No stranger to success, in 1965 the Holman-Moody-prepped Fords won an impressive 48 of the 55 NASCAR Grand National Series races that season. Ford’s Beebe, then Director of Special Vehicles, felt the added experience to the GT40 program would be helpful, noting that Shelby was a good racing team—but Holman-Moody was effectively a racing factory with a bigger supporting cast. SEBRING 1966 This car, chassis number P/1032, was shipped to Shelby American on 5 November 1965. Delivered unfinished, the car arrived as an unpainted chassis with doors, sill panels, and facia, with screen and bulkhead glass and trim. Shelby American completed the car to Mk II specifications. P/1032 was painted white with a flat black nose and shipped to Florida. The car was to serve as a replacement for chassis GT/107 in the race program. A Holman-Moody entrant for the 1966 12 Hours of Sebring, P/1032 donned race #3 and was piloted by Walt Hansgen and Mark Donohue. Both hailing from New Jersey, Hansgen, then 46 years old, had nearly 20 years on Donohue. Hansgen had competed in two US Formula One Grands Prix and three NASCAR races, and he was a two-time Indianapolis 500 starter (1964 and 1965). But his real success had come in the SCCA, where he was a four-time National Champion in the C Modified class, competing in a Jaguar D-Type from 1956–1958 and a Lister Jaguar in 1959. Hansgen worked for Inskip Motors in New York and Rhode Island, and it was through that and the SCCA community he met Donohue, a graduate of Brown University in Rhode Island with a degree in engineering. Donohue had won the SCCA national championship in 1961, as well as the Bridgehampton 500-mile SCCA race in 1964. It was through Hansgen that Donohue got a seat to co-drive in bigger events, starting with Sebring in 1965, where he and Hansgen piloted a Ferrari 250 LM for Mecom Racing Team. Donohue would go on to win two divisional championships in 1965, SCCA B Class behind the wheel of a Shelby GT350 and an SCCA Formula C in a Lotus 20B. Later, Donohue would go on to achieve 4th overall (2nd in class) at the 1967 24 Hours of Le Mans with Bruce McLaren behind the wheel of a Shelby American GT40 Mk IV—in addition to a very successful SCCA Trans AM career and his famous victory at the Indianapolis 500 in 1972. Hansgen and Donohue proved to be quite the duo. Prior to the 1965 12 Hours of Sebring the Holman-Moody team drivers finished 3rd at the 1965 24 Hours of Daytona in GT40 Mk II chassis P/1031, behind two Shelby American Mk IIs driven by Dan Gurney and Jerry Grant and the 1st-place car driven by Ken Miles and Lloyd Ruby. Looking to build on the success at Daytona, Hansgen and Donohue qualified 4th at Sebring with a time of 2 minutes and 58 seconds flat—edging out the prior month’s Daytona winners, Shelby American’s Ken Miles and Lloyd Ruby, by six-tenths of a second. On race day at Sebring, Hansgen and Donohue shined once again, this time piloting P/1032, race #3, in a competitive field highlighted by 13 GT40s, five Ferraris, and 10 Porsches. Hansgen and Donohue held their own, defending a top 10 place for the last three hours of the race, eventually climbing up to 3rd. Shelby American’s Dan Gurney, the race’s fastest qualifier, was disqualified after pushing he and Jerry Grant’s GT40 Mk II across the finish line, one lap behind Shelby American’s race-winning GT40-based Ford X-1 Roadster piloted by Miles and Ruby. Hansgen and Donohue took 2nd place for Holman-Moody, followed by Peter Revson and Skip Scott finishing 3rd in the Essex Wire GT40. The 1966 Sebring podium was an impressive 1-2-3 finish for Ford Motor Company and marked Holman-Moody’s best finish at the race. LE MANS 1966 Following Sebring, and in preparation for Le Mans, P/1032 was shipped to Ford’s Kingman test track in Arizona, where alongside J-1, the prototype GT40 Mk IV, it was run in test sessions from 30 April to 1 May. P/1032 was subsequently sent to Riverside Raceway, where further testing took place from 2–7 May. Following testing, P/1032 was shipped back to Holman-Moody to be prepared for Le Mans, which included being painted in the Mustang shade of Emberglo with white stripes. At the annual Le Mans test weekend, nine GT40s were in attendance including Mk Is, Mk IIs, and the experimental J-2. On Saturday, in wet conditions, Walt Hansgen had an accident behind the wheel of P/1011, aquaplaning and hitting a retaining wall at high speed. He tragically passed away five days after the accident. The upcoming race would have been Hansgen’s sixth appearance at Le Mans, with his last entry in 1963 with Briggs Cunningham’s team. Hansgen’s tragic and sudden passing led to Australian sports car driver and then three-time Formula One entrant, Paul Hawkins, to drive with Donohue at Le Mans. Hawkins was no stranger to the Circuit de la Sarthe, coming off a 1965 class win in the Donald Healey Motor Company’s Austin-Healey Sebring Sprite. Ford went all in at Le Mans in 1966 with eight factory-supported Mk IIs entered in the race: three entered by Shelby American, three entered by Holman-Moody, and two entered by Alan Mann. Holman-Moody’s three entrants were Mark Donohue and Paul Hawkins in the #4 car (P/1032, this car), Ronnie Bucknum and Dick Hutcherson in the #5 car (P/1016), and Mario Andretti and Lucien Bianchi in the #6 car (P/1031). Leading up to race day it became evident that differentiating the GT40s entered in the race was going to be difficult, especially at night. Holman-Moody made the decision to apply DayGlo identification patches, with P/1032 receiving green DayGlo patches on the front nose and on the side, providing easy differentiation amongst the GT40s in the field. With Mark Donohue and Paul Hawkins behind the wheel, P/1032 qualified 11th, one-tenth of a second behind Phil Hill and Jo Bonnier’s #9 Chevrolet-powered Chaparral 2D, and 1.1 seconds ahead of the Holman-Moody sister car, Mario Andretti and Lucien Bianchi’s #6 GT40 Mk II. Pole was achieved by Shelby American’s #3 GT40 Mk II driven by Dan Gurney and Jerry Grant. Just 4.6 seconds separated Donohue and Hawkins from the #3 Gurney and Grant pole position car, outlining a very competitive top of the field. Henry Ford II, then Chairman and CEO of Ford Motor Company, dropped the starting flag at the beginning of the 1966 race, sending off 55 drivers to begin the legendary endurance event. Le Mans proved a challenge for P/1032. After completing the first lap the car was forced to pit with a broken half shaft. Following a lengthy pit stop, P/1032 rejoined the race with ground to make up. The car would return to the pits to tape the tail section to the car; this would prove futile as P/1032 would famously lose its tail section on the Mulsanne straight, continuing to cover laps “half naked.” Donohue and Hawkins were unable to climb higher than 30th place during the race, and in the end, transmission problems would ultimately end their day, forcing retirement after four hours of racing and having covered just 12 laps of the unforgiving Circuit de la Sarthe. Despite the challenges P/1032 dealt with in the race, the GT40 Mk II as a model proved to be a potent racecar, finally delivering for the Blue Oval—and doing so in impressive fashion. Three GT40 Mk IIs would finish the race: Holman-Moody’s #5 car driven by Bucknum and Hutcherson, the sister car to P/1032, finished 3rd; Shelby American #1 car driven by Ken Miles and Denny Hulme finished 2nd; and Shelby American’s #2 car driven by Bruce McLaren and Chris Amon finished 1st. For Ford, it was the first-ever win at Le Mans, and the 1-2-3 finish sent a powerful message to the racing world. Ford’s win with the new GT40 Mk IIs closed the book on Ferrari, ending their streak of six consecutive wins at Le Mans, and started what would be Ford’s own multi-year run of dominance: they would go on to win again in 1967, 1968, and 1969. After that, the Blue Oval would sit out the legendary endurance race until 2016, the 50th anniversary of the marque’s famous 1966 win. Ford’s highly successful return was spearheaded, of course, by the new GT—the modern-day incarnation of the legendary GT40. A RACECAR’S RETIREMENT—AND RESTORATION Following Le Mans, P/1032 was shipped back to the United States, famously stopping through Luigi Chinetti’s Greenwich, Connecticut dealership prior to a return trip to Europe. Chinetti and Holman were good friends, and Chinetti’s proximity to New York’s JFK Airport with fast air freight made it an easy decision for Holman to have Chinetti handle shipping cars to and from Europe for the Holman-Moody team. Back in Europe, the GT40 Mk II was displayed in its “as-raced” #4 Le Mans appearance; however, the green DayGlo patches were now red. The change was likely due to the fact that the DayGlo patches were prone to quickly fading. P/1032 is believed to have been shown at the October 1966 Paris Motor Show. It was then shown at the March 1967 Geneva Motor Show, with a photo of this exhibit on file. Its last European auto show is believed to have been the August 1967 Monza Auto Show. Following Monza, P/1032 was turned over to Ford of France and then returned to the United States. At some point following its European tour, P/1032 was refinished to black with white stripes, similar to the 1966 Le Mans-winning #2 McLaren and Amon car (P/1046). Although unconfirmed, it is believed that this cosmetic refinish was carried out for promotional purposes. Interestingly, the livery of the #2 car was not reproduced with total accuracy; chassis P/1046 raced at Le Mans in black with silver stripes, not white stripes. Additionally, the roundels on P/1032 were outlined in red, unlike the purely white roundels on P/1046. P/1032 was eventually donated to Anton "Tony" Hulman Jr., then the owner of the Indianapolis Motor Speedway, for display at the Indianapolis Motor Speedway (IMS) Museum. It joined the display on 29 March 1968. At the time of donation, P/1032 was still black with white stripes, and the car was equipped with a non-running, wet-sump NASCAR 427-cubic-inch V-8 with a T-44 transaxle. With oil lines for the engine disconnected, a non-running engine, no clutch, and the car’s fuel bags removed, P/1032’s “setup” was good only for one thing: static display. From 1976 to 1983, P/1032 was displayed at the Early Wheels Museum, an arm of the IMS Museum with a small display of non-Indianapolis 500-related cars in Terre Haute, Indiana, where Tony Hulman Jr. was originally from and where his family businesses were based. P/1032 was featured in the 1982 issue #39 of The Shelby American and later in a 1985 calendar Ford Racing: A Retrospect by Paul Oxman publishing. In the mid-2000s, discussions began to restore P/1032 to its correct #4 Holman-Moody 1966 Le Mans livery, and restoration work began in October 2006. It is significant here to note that this restoration work was undertaken by four employees of the Ford Motor Company. Jim Dunham, a senior engineer, took the lead, joined by engineers Paul Osborne and Adam Christian. Mose Nowland—who, in his 57-year career at Ford developing engines, was part of the Le Mans program in the 1960s—rounded out the team. All four graciously donated their time to restore P/1032, only asking for reimbursement for materials required to complete the restoration. While the initial scope of the project was an exterior refinish, the job expanded to a full restoration, which was completed in 2011. Following completion, P/1032 was proudly displayed at the 2011 Concours d'Elegance of America, held at The Inn at St. Johns in Plymouth, Michigan, not far from where the restoration was carried out. Since then, P/1032 has resided in the IMS Museum's illustrious Vault, where it was shown on VIP tours for guests who wanted to see the full extent of the impressive collection. There, P/1032 was displayed alongside the 1965 Le Mans-winning NART Ferrari 250 LM and the Mercedes-Benz W 196 R Streamliner driven by Juan Manuel Fangio and Stirling Moss. It has been periodically displayed on the IMS Museum’s main floor, most recently in the 2020–2021 “From the Vault” exhibition. Further, INDYCAR driver Conner Daly drove the car in demonstration laps during the 2023 IMS and IMSA’s Battle on the Bricks weekend. Today, P/1032 remains in its 1966 #4 Le Mans livery, still beaming from its 2011 restoration and in running order. A “no-stories example” with known ownership from new, P/1032 has the distinction of two of the world’s premier races, Sebring and Le Mans, on its record. In part because it only raced twice, P/1032 suffered no on-track crashes, and it did not receive the ongoing upgrades that similar cars with more extensive racing records did. Because of this, P/1032 is believed to be one of the best examples of a Mark II in existence—a stellar representation of the GT40 as it was at the beginning of Ford’s endurance-racing dominance. THE OPPORTUNITY OF A LIFETIME Ford celebrated its centennial with a special car, the GT40-inspired Ford GT—a stunning homage to the Le Mans-winning cars of the 1960s, and Detroit’s first supercar. Ten years later, the second-generation Ford GT would return to Le Mans achieving class victory in 2016 for Ford, fittingly on the 50th anniversary of their first win in 1966. Between Ford’s celebration of its heritage with retro-inspired models, a victorious return to Le Mans in 2016, and the release of the Academy Award winning-movie Ford v Ferrari in 2019, Ford’s legendary 1960s GT40 program has captured the hearts of the next generation of automotive enthusiasts, ensuring that the original GT40s will remain a celebrated racecar for generations. Yet chances to own genuine, competition-driven GT40s come along very rarely, with most of these chassis sequestered in museums—as has been the case with this car for over five decades—or closely held in corporate or private collections. Ford’s Total Performance era set the tone for Blue Oval products for years to come, and no car is more emblematic of the effort than the mighty GT40. P/1032 was not only part of this illustrious story: it was prepped by the legendary team at Holman-Moody; it performed on two of motor racing biggest stages, Le Mans and Sebring; and it was piloted by notable drivers of the period, including Walt Hansgen, Mark Donohue, and Paul Hawkins. Benefitting from a wonderful restoration to its 1966 Le Mans configuration, chassis P/1032, one of just eight Mk IIs built, represents an excellent opportunity to acquire a piece of Ford’s legendary GT40 program—one that is, as Holman-Moody’s slogan so aptly put it, Competition Proven. 1966 Ford GT40 Mk II RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." 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SH ID 24-1126002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright One of just eight Ford GT40 Mk IIs built; a remarkable, competition-proven Mk II with known history from new 2nd-place finish at the 1966 12 Hours of Sebring as the #3 Holman-Moody entry driven by Walt Hansgen and Mark Donohue Subsequently used as a test car at Ford’s Kingman test track alongside J-1 and later at Riverside Raceway in preparation for Le Mans One of three Holman-Moody GT40 Mk IIs entered at the 1966 24 Hours of Le Mans; this was the #4 car driven by Mark Donohue and Paul Hawkins Following Le Mans, P/1032 was displayed at European motor shows in 1966 and 1967 Donated to the Indianapolis Motor Speedway Museum in March of 1968 Restoration completed in 2011 to its #4 Holman-Moody 1966 24 Hours of Le Mans configuration; last shown outside of the IMS Museum at the 2011 Concours d'Elegance of America 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. 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The notice and take down procedure is described here: https://www.speedholics.com/copyright The 1960s are regarded by many as the heyday of motor racing—a time when storied drivers from all over the globe were household names, piloting some of the most beautiful machines ever built by the most famous automotive marques in the world. In the most glamorous, yet grueling, endurance race of the era, the 24 Hours of Le Mans, Ferrari represented the force to be reckoned with. The race’s 1965 running marked Ferrari’s sixth consecutive win, with Masten Gregory and Jochen Rindt behind the wheel of Luigi Chinetti’s NART entry Ferrari 250 LM, chassis number 5893. Even more impressive was the marque’s 1-2-3 finish, with privateer entry P. Dumay’s Ferrari 250 LM and Ecurie Francorchamps’ Ferrari 275 GTB rounding out the podium. The race was an exciting one, but competition from Ford’s GT40 program was once again lacking. The GT40 was well represented in 1965 with six entrants, but frustratingly, for a second year in a row, none were able to finish the race. A positive takeaway from 1965 for Ford was Phil Hill achieving the fastest lap in practice and the race itself behind the wheel of Shelby American’s #2 car, the 427-cubic-inch V-8-powered GT40X. The Mk I design was showing its age, updates were necessary to make the car more competitive, and more importantly, reliable. ENTER THE Mk II—AND HOLMAN-MOODY Having used the big-block NASCAR 427 V-8 in 1965 with the GT40X, it quickly became evident that a larger engine was the solution to many of the GT40’s problems. Following Le Mans in 1965, Ford Advanced Vehicles (FAV) shipped unfinished GT40s to Shelby American, which team members from Holman-Moody, Alan Mann, and Shelby American assembled to create the GT40 Mk II. Together, they modified the GT40 to accept the bigger NASCAR 427 engine with modifications for endurance racing. With the bigger engines came the need for more cooling, as well as revised aerodynamics to keep the car planted to the track. “Ram air” intakes were added to the shoulders, just in front of the rear wheels, in addition to brake cooling intakes on the rear deck, which afforded the new Mk II with all the cooling power it needed. The Mk II nose received a redesign as well, ensuring the new GT40 stayed glued to the track. Ford also had Holman-Moody on its side for the GT40 racing program for 1966, in addition to Shelby American. The Charlotte, North Carolina-based Holman-Moody was already a proven race shop when they were asked by Leo Beebe to get involved in the program in fall 1965. Holman-Moody had built a name in racecar construction and auto racing dating back to the 1950s. No stranger to success, in 1965 the Holman-Moody-prepped Fords won an impressive 48 of the 55 NASCAR Grand National Series races that season. Ford’s Beebe, then Director of Special Vehicles, felt the added experience to the GT40 program would be helpful, noting that Shelby was a good racing team—but Holman-Moody was effectively a racing factory with a bigger supporting cast. SEBRING 1966 This car, chassis number P/1032, was shipped to Shelby American on 5 November 1965. Delivered unfinished, the car arrived as an unpainted chassis with doors, sill panels, and facia, with screen and bulkhead glass and trim. Shelby American completed the car to Mk II specifications. P/1032 was painted white with a flat black nose and shipped to Florida. The car was to serve as a replacement for chassis GT/107 in the race program. A Holman-Moody entrant for the 1966 12 Hours of Sebring, P/1032 donned race #3 and was piloted by Walt Hansgen and Mark Donohue. Both hailing from New Jersey, Hansgen, then 46 years old, had nearly 20 years on Donohue. Hansgen had competed in two US Formula One Grands Prix and three NASCAR races, and he was a two-time Indianapolis 500 starter (1964 and 1965). But his real success had come in the SCCA, where he was a four-time National Champion in the C Modified class, competing in a Jaguar D-Type from 1956–1958 and a Lister Jaguar in 1959. Hansgen worked for Inskip Motors in New York and Rhode Island, and it was through that and the SCCA community he met Donohue, a graduate of Brown University in Rhode Island with a degree in engineering. Donohue had won the SCCA national championship in 1961, as well as the Bridgehampton 500-mile SCCA race in 1964. It was through Hansgen that Donohue got a seat to co-drive in bigger events, starting with Sebring in 1965, where he and Hansgen piloted a Ferrari 250 LM for Mecom Racing Team. Donohue would go on to win two divisional championships in 1965, SCCA B Class behind the wheel of a Shelby GT350 and an SCCA Formula C in a Lotus 20B. Later, Donohue would go on to achieve 4th overall (2nd in class) at the 1967 24 Hours of Le Mans with Bruce McLaren behind the wheel of a Shelby American GT40 Mk IV—in addition to a very successful SCCA Trans AM career and his famous victory at the Indianapolis 500 in 1972. Hansgen and Donohue proved to be quite the duo. Prior to the 1965 12 Hours of Sebring the Holman-Moody team drivers finished 3rd at the 1965 24 Hours of Daytona in GT40 Mk II chassis P/1031, behind two Shelby American Mk IIs driven by Dan Gurney and Jerry Grant and the 1st-place car driven by Ken Miles and Lloyd Ruby. Looking to build on the success at Daytona, Hansgen and Donohue qualified 4th at Sebring with a time of 2 minutes and 58 seconds flat—edging out the prior month’s Daytona winners, Shelby American’s Ken Miles and Lloyd Ruby, by six-tenths of a second. On race day at Sebring, Hansgen and Donohue shined once again, this time piloting P/1032, race #3, in a competitive field highlighted by 13 GT40s, five Ferraris, and 10 Porsches. Hansgen and Donohue held their own, defending a top 10 place for the last three hours of the race, eventually climbing up to 3rd. Shelby American’s Dan Gurney, the race’s fastest qualifier, was disqualified after pushing he and Jerry Grant’s GT40 Mk II across the finish line, one lap behind Shelby American’s race-winning GT40-based Ford X-1 Roadster piloted by Miles and Ruby. Hansgen and Donohue took 2nd place for Holman-Moody, followed by Peter Revson and Skip Scott finishing 3rd in the Essex Wire GT40. The 1966 Sebring podium was an impressive 1-2-3 finish for Ford Motor Company and marked Holman-Moody’s best finish at the race. LE MANS 1966 Following Sebring, and in preparation for Le Mans, P/1032 was shipped to Ford’s Kingman test track in Arizona, where alongside J-1, the prototype GT40 Mk IV, it was run in test sessions from 30 April to 1 May. P/1032 was subsequently sent to Riverside Raceway, where further testing took place from 2–7 May. Following testing, P/1032 was shipped back to Holman-Moody to be prepared for Le Mans, which included being painted in the Mustang shade of Emberglo with white stripes. At the annual Le Mans test weekend, nine GT40s were in attendance including Mk Is, Mk IIs, and the experimental J-2. On Saturday, in wet conditions, Walt Hansgen had an accident behind the wheel of P/1011, aquaplaning and hitting a retaining wall at high speed. He tragically passed away five days after the accident. The upcoming race would have been Hansgen’s sixth appearance at Le Mans, with his last entry in 1963 with Briggs Cunningham’s team. Hansgen’s tragic and sudden passing led to Australian sports car driver and then three-time Formula One entrant, Paul Hawkins, to drive with Donohue at Le Mans. Hawkins was no stranger to the Circuit de la Sarthe, coming off a 1965 class win in the Donald Healey Motor Company’s Austin-Healey Sebring Sprite. Ford went all in at Le Mans in 1966 with eight factory-supported Mk IIs entered in the race: three entered by Shelby American, three entered by Holman-Moody, and two entered by Alan Mann. Holman-Moody’s three entrants were Mark Donohue and Paul Hawkins in the #4 car (P/1032, this car), Ronnie Bucknum and Dick Hutcherson in the #5 car (P/1016), and Mario Andretti and Lucien Bianchi in the #6 car (P/1031). Leading up to race day it became evident that differentiating the GT40s entered in the race was going to be difficult, especially at night. Holman-Moody made the decision to apply DayGlo identification patches, with P/1032 receiving green DayGlo patches on the front nose and on the side, providing easy differentiation amongst the GT40s in the field. With Mark Donohue and Paul Hawkins behind the wheel, P/1032 qualified 11th, one-tenth of a second behind Phil Hill and Jo Bonnier’s #9 Chevrolet-powered Chaparral 2D, and 1.1 seconds ahead of the Holman-Moody sister car, Mario Andretti and Lucien Bianchi’s #6 GT40 Mk II. Pole was achieved by Shelby American’s #3 GT40 Mk II driven by Dan Gurney and Jerry Grant. Just 4.6 seconds separated Donohue and Hawkins from the #3 Gurney and Grant pole position car, outlining a very competitive top of the field. Henry Ford II, then Chairman and CEO of Ford Motor Company, dropped the starting flag at the beginning of the 1966 race, sending off 55 drivers to begin the legendary endurance event. Le Mans proved a challenge for P/1032. After completing the first lap the car was forced to pit with a broken half shaft. Following a lengthy pit stop, P/1032 rejoined the race with ground to make up. The car would return to the pits to tape the tail section to the car; this would prove futile as P/1032 would famously lose its tail section on the Mulsanne straight, continuing to cover laps “half naked.” Donohue and Hawkins were unable to climb higher than 30th place during the race, and in the end, transmission problems would ultimately end their day, forcing retirement after four hours of racing and having covered just 12 laps of the unforgiving Circuit de la Sarthe. Despite the challenges P/1032 dealt with in the race, the GT40 Mk II as a model proved to be a potent racecar, finally delivering for the Blue Oval—and doing so in impressive fashion. Three GT40 Mk IIs would finish the race: Holman-Moody’s #5 car driven by Bucknum and Hutcherson, the sister car to P/1032, finished 3rd; Shelby American #1 car driven by Ken Miles and Denny Hulme finished 2nd; and Shelby American’s #2 car driven by Bruce McLaren and Chris Amon finished 1st. For Ford, it was the first-ever win at Le Mans, and the 1-2-3 finish sent a powerful message to the racing world. Ford’s win with the new GT40 Mk IIs closed the book on Ferrari, ending their streak of six consecutive wins at Le Mans, and started what would be Ford’s own multi-year run of dominance: they would go on to win again in 1967, 1968, and 1969. After that, the Blue Oval would sit out the legendary endurance race until 2016, the 50th anniversary of the marque’s famous 1966 win. Ford’s highly successful return was spearheaded, of course, by the new GT—the modern-day incarnation of the legendary GT40. A RACECAR’S RETIREMENT—AND RESTORATION Following Le Mans, P/1032 was shipped back to the United States, famously stopping through Luigi Chinetti’s Greenwich, Connecticut dealership prior to a return trip to Europe. Chinetti and Holman were good friends, and Chinetti’s proximity to New York’s JFK Airport with fast air freight made it an easy decision for Holman to have Chinetti handle shipping cars to and from Europe for the Holman-Moody team. Back in Europe, the GT40 Mk II was displayed in its “as-raced” #4 Le Mans appearance; however, the green DayGlo patches were now red. The change was likely due to the fact that the DayGlo patches were prone to quickly fading. P/1032 is believed to have been shown at the October 1966 Paris Motor Show. It was then shown at the March 1967 Geneva Motor Show, with a photo of this exhibit on file. Its last European auto show is believed to have been the August 1967 Monza Auto Show. Following Monza, P/1032 was turned over to Ford of France and then returned to the United States. At some point following its European tour, P/1032 was refinished to black with white stripes, similar to the 1966 Le Mans-winning #2 McLaren and Amon car (P/1046). Although unconfirmed, it is believed that this cosmetic refinish was carried out for promotional purposes. Interestingly, the livery of the #2 car was not reproduced with total accuracy; chassis P/1046 raced at Le Mans in black with silver stripes, not white stripes. Additionally, the roundels on P/1032 were outlined in red, unlike the purely white roundels on P/1046. P/1032 was eventually donated to Anton "Tony" Hulman Jr., then the owner of the Indianapolis Motor Speedway, for display at the Indianapolis Motor Speedway (IMS) Museum. It joined the display on 29 March 1968. At the time of donation, P/1032 was still black with white stripes, and the car was equipped with a non-running, wet-sump NASCAR 427-cubic-inch V-8 with a T-44 transaxle. With oil lines for the engine disconnected, a non-running engine, no clutch, and the car’s fuel bags removed, P/1032’s “setup” was good only for one thing: static display. From 1976 to 1983, P/1032 was displayed at the Early Wheels Museum, an arm of the IMS Museum with a small display of non-Indianapolis 500-related cars in Terre Haute, Indiana, where Tony Hulman Jr. was originally from and where his family businesses were based. P/1032 was featured in the 1982 issue #39 of The Shelby American and later in a 1985 calendar Ford Racing: A Retrospect by Paul Oxman publishing. In the mid-2000s, discussions began to restore P/1032 to its correct #4 Holman-Moody 1966 Le Mans livery, and restoration work began in October 2006. It is significant here to note that this restoration work was undertaken by four employees of the Ford Motor Company. Jim Dunham, a senior engineer, took the lead, joined by engineers Paul Osborne and Adam Christian. Mose Nowland—who, in his 57-year career at Ford developing engines, was part of the Le Mans program in the 1960s—rounded out the team. All four graciously donated their time to restore P/1032, only asking for reimbursement for materials required to complete the restoration. While the initial scope of the project was an exterior refinish, the job expanded to a full restoration, which was completed in 2011. Following completion, P/1032 was proudly displayed at the 2011 Concours d'Elegance of America, held at The Inn at St. Johns in Plymouth, Michigan, not far from where the restoration was carried out. Since then, P/1032 has resided in the IMS Museum's illustrious Vault, where it was shown on VIP tours for guests who wanted to see the full extent of the impressive collection. There, P/1032 was displayed alongside the 1965 Le Mans-winning NART Ferrari 250 LM and the Mercedes-Benz W 196 R Streamliner driven by Juan Manuel Fangio and Stirling Moss. It has been periodically displayed on the IMS Museum’s main floor, most recently in the 2020–2021 “From the Vault” exhibition. Further, INDYCAR driver Conner Daly drove the car in demonstration laps during the 2023 IMS and IMSA’s Battle on the Bricks weekend. Today, P/1032 remains in its 1966 #4 Le Mans livery, still beaming from its 2011 restoration and in running order. A “no-stories example” with known ownership from new, P/1032 has the distinction of two of the world’s premier races, Sebring and Le Mans, on its record. In part because it only raced twice, P/1032 suffered no on-track crashes, and it did not receive the ongoing upgrades that similar cars with more extensive racing records did. Because of this, P/1032 is believed to be one of the best examples of a Mark II in existence—a stellar representation of the GT40 as it was at the beginning of Ford’s endurance-racing dominance. THE OPPORTUNITY OF A LIFETIME Ford celebrated its centennial with a special car, the GT40-inspired Ford GT—a stunning homage to the Le Mans-winning cars of the 1960s, and Detroit’s first supercar. Ten years later, the second-generation Ford GT would return to Le Mans achieving class victory in 2016 for Ford, fittingly on the 50th anniversary of their first win in 1966. Between Ford’s celebration of its heritage with retro-inspired models, a victorious return to Le Mans in 2016, and the release of the Academy Award winning-movie Ford v Ferrari in 2019, Ford’s legendary 1960s GT40 program has captured the hearts of the next generation of automotive enthusiasts, ensuring that the original GT40s will remain a celebrated racecar for generations. Yet chances to own genuine, competition-driven GT40s come along very rarely, with most of these chassis sequestered in museums—as has been the case with this car for over five decades—or closely held in corporate or private collections. Ford’s Total Performance era set the tone for Blue Oval products for years to come, and no car is more emblematic of the effort than the mighty GT40. P/1032 was not only part of this illustrious story: it was prepped by the legendary team at Holman-Moody; it performed on two of motor racing biggest stages, Le Mans and Sebring; and it was piloted by notable drivers of the period, including Walt Hansgen, Mark Donohue, and Paul Hawkins. Benefitting from a wonderful restoration to its 1966 Le Mans configuration, chassis P/1032, one of just eight Mk IIs built, represents an excellent opportunity to acquire a piece of Ford’s legendary GT40 program—one that is, as Holman-Moody’s slogan so aptly put it, Competition Proven. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The success of Cliff Davis's Tojeiro sports racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was John Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC's own venerable, 2-litre, long-stroke six. The Bristol-engined Ace was not only more powerful, it was also considerably more expensive, costing £2,011 in 1957, an increase of 22% over the price of the AC-engined version. The combination of a fine-handling chassis and a decent power-to-weight ratio helped the Ace to numerous successes in production sports car racing; arguably its finest achievement being a first-in-class and seventh overall finish at Le Mans in 1959. Indeed, its basic soundness and versatility were reflected in the fact that relatively few major changes were found necessary when the Ace was endowed with Ford V8 power to create the legendary Cobra. The Ace Bristol Register records that the car was ordered by R.G.P Edwards – or Glyn, to his friends – who immediately arranged, via the factory, to have it delivered to his home in Rhodesia. Original documents from AC in January 1961 show a purchase invoice for £1612, with shipping to Beira included in the price. By March the car was on-route to Salisbury, the customs route cleared by a covering note from the factory. The engine, a 100D2 unit, was ordered to Stage 2 specification, including a Barwell gas flowed cylinder head. Once in Rhodesia it was much raced by Edwards, who according to the Register won 84 cups in Rhodesia, South Africa and Mozambique. The breadth of events included the first ever Rhodesian Grand Prix and the 9 Hours of Kyalami. Whilst competing, it ran with the registration number RGP 5, as shown in period photos. The AC retired from competition, and 30 years later was bought off Edwards’s widow by second owner Brian Taylor, an Englishman living in South Africa. Photos from this period show a complete, original car, clearly displaying traces of original paint and trim. Taylor decided to restore the car but as is often the case, the project stalled. It was whilst on holiday in 1998 a mutual friend introduced the current owner to Taylor. He had been hunting for an AC Ace Bristol to restore for years and couldn’t believe his luck; after 12 months, and a return visit in 1999, he managed to buy the car. In June that year the half completed, but very original and complete Ace arrived in Normandy, its new home. Rather than start from scratch, it was decided to complete the work in order to get the AC back on the road as quickly as possible. This work was undertaken by a respected ex-Lecoq restorer called Jose Filgueras. As an enthusiastic member of the AC Owners Club of France the previous owner covered many thousands of miles, entering numerous events and thoroughly enjoying the car. By 2012 it was apparent that if this level of use was to continue, a thorough, ground up restoration was needed. Returning to the UK, the chassis and body were completely rebuilt by Andrew Mitchell, the renowned AC and Bristol specialist. The engine and gearbox were sent away to Mike Freeman, with copious documentation of their rebuild on file. The car is accompanied by two large history files, documenting the life and restoration of BE 1179. Finished in a very attractive combination of black with a Green interior, complete with overdrive and rack and pinion steering, and full weather equipment; this is an eminently usable and enjoyable Ace. 1961 AC Ace Bristol Will Stone Historic Cars 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 24-1118007 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Will Stone Historic Cars Ltd Windsor House, The Square Marlborough United Kingdom Contact details sales@willstonecars.com +44 (0)1672 521444 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 success of Cliff Davis's Tojeiro sports racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was John Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC's own venerable, 2-litre, long-stroke six. The Bristol-engined Ace was not only more powerful, it was also considerably more expensive, costing £2,011 in 1957, an increase of 22% over the price of the AC-engined version. The combination of a fine-handling chassis and a decent power-to-weight ratio helped the Ace to numerous successes in production sports car racing; arguably its finest achievement being a first-in-class and seventh overall finish at Le Mans in 1959. Indeed, its basic soundness and versatility were reflected in the fact that relatively few major changes were found necessary when the Ace was endowed with Ford V8 power to create the legendary Cobra. The Ace Bristol Register records that the car was ordered by R.G.P Edwards – or Glyn, to his friends – who immediately arranged, via the factory, to have it delivered to his home in Rhodesia. Original documents from AC in January 1961 show a purchase invoice for £1612, with shipping to Beira included in the price. By March the car was on-route to Salisbury, the customs route cleared by a covering note from the factory. The engine, a 100D2 unit, was ordered to Stage 2 specification, including a Barwell gas flowed cylinder head. Once in Rhodesia it was much raced by Edwards, who according to the Register won 84 cups in Rhodesia, South Africa and Mozambique. The breadth of events included the first ever Rhodesian Grand Prix and the 9 Hours of Kyalami. Whilst competing, it ran with the registration number RGP 5, as shown in period photos. The AC retired from competition, and 30 years later was bought off Edwards’s widow by second owner Brian Taylor, an Englishman living in South Africa. Photos from this period show a complete, original car, clearly displaying traces of original paint and trim. Taylor decided to restore the car but as is often the case, the project stalled. It was whilst on holiday in 1998 a mutual friend introduced the current owner to Taylor. He had been hunting for an AC Ace Bristol to restore for years and couldn’t believe his luck; after 12 months, and a return visit in 1999, he managed to buy the car. In June that year the half completed, but very original and complete Ace arrived in Normandy, its new home. Rather than start from scratch, it was decided to complete the work in order to get the AC back on the road as quickly as possible. This work was undertaken by a respected ex-Lecoq restorer called Jose Filgueras. As an enthusiastic member of the AC Owners Club of France the previous owner covered many thousands of miles, entering numerous events and thoroughly enjoying the car. By 2012 it was apparent that if this level of use was to continue, a thorough, ground up restoration was needed. Returning to the UK, the chassis and body were completely rebuilt by Andrew Mitchell, the renowned AC and Bristol specialist. The engine and gearbox were sent away to Mike Freeman, with copious documentation of their rebuild on file. The car is accompanied by two large history files, documenting the life and restoration of BE 1179. Finished in a very attractive combination of black with a Green interior, complete with overdrive and rack and pinion steering, and full weather equipment; this is an eminently usable and enjoyable Ace. Other Cars from Will Stone Historic Cars Ltd 1995-Ferrari-456-GT-02.webp 1995-Ferrari-456-GT-03.webp 1995-Ferrari-456-GT-15.webp 1995-Ferrari-456-GT-02.webp 1/15 1995 Ferrari 456 GT Will Stone Historic Cars Ltd United Kingdom 1965-Aston-Martin-DB5-Convertible-01.webp 1965-Aston-Martin-DB5-Convertible-02.webp 1965-Aston-Martin-DB5-Convertible-15.webp 1965-Aston-Martin-DB5-Convertible-01.webp 1/15 1965 Aston Martin DB5 Convertible Will Stone Historic Cars Ltd United Kingdom 1962-AC-Ace-Ruddspeed-01.webp 1962-AC-Ace-Ruddspeed-02.webp 1962-AC-Ace-Ruddspeed-15.webp 1962-AC-Ace-Ruddspeed-01.webp 1/15 1962 AC Ace "Ruddspeed" Will Stone Historic Cars Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Hemmels are proud to present this absolutely stunning 1971 Mercedes 280SL Pagoda RHD, Automatic, finished in Moss Green with Cognac Interior. This lovely 280SL has undergone a significant refurbishment with Hemmels including a Full Repaint, Engine Rebuild, Electronic Fuel Injection fitted, Full Retrim of the interior, including new carpets, new woodwork, new soft-top hood, new wiring loom, replacement glass, new chrome and much more. 1971 Mercedes-Benz 280SL Pagoda Hemmels Vault 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 25-0821004 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright TRANSMISSION Auto COLOUR Green FUEL Petrol CC2,800CC Hemmels Vault Freemans Parc, Penarth Road Cardiff united Kingdom Contact details vault@hemmels.com 02920 099505 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 Hemmels are proud to present this absolutely stunning 1971 Mercedes 280SL Pagoda RHD, Automatic, finished in Moss Green with Cognac Interior. This lovely 280SL has undergone a significant refurbishment with Hemmels including a Full Repaint, Engine Rebuild, Electronic Fuel Injection fitted, Full Retrim of the interior, including new carpets, new woodwork, new soft-top hood, new wiring loom, replacement glass, new chrome and much more. Other Cars from Hemmels Vault 1962-Mercedes-Benz-Convertible-190SL-01.jpg 1962-Mercedes-Benz-Convertible-190SL-02.jpg 1962-Mercedes-Benz-Convertible-190SL-15.jpg 1962-Mercedes-Benz-Convertible-190SL-01.jpg 1/15 1962 Mercedes-Benz Convertible 190SL Hemmels Vault United Kingdom 1970-Mercedes-Benz-280SL-Pagoda-01.jpg 1970-Mercedes-Benz-280SL-Pagoda-02.jpg 1970-Mercedes-Benz-280SL-Pagoda-15.jpg 1970-Mercedes-Benz-280SL-Pagoda-01.jpg 1/15 1970 Mercedes-Benz 280SL Pagoda Hemmels Vault United Kingdom 1971-Mercedes-Benz-280SL-Pagoda-01.jpg 1971-Mercedes-Benz-280SL-Pagoda-02.jpg 1971-Mercedes-Benz-280SL-Pagoda-10.jpg 1971-Mercedes-Benz-280SL-Pagoda-01.jpg 1/10 1971 Mercedes-Benz 280SL Pagoda Hemmels Vault United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Lightspeed Classic, a division of Autoaktiv Motorsport, located and operated outside of Munich, Germany, established their business with a singular goal - to build custom fabricated 911 Porsches integrating the latest in technology while leveraging legacy 911 design characteristics. Conceived by Porsche enthusiast and long-time Porsche motorsports in-house expert, Ralf Skatulla, his team elected to work exclusively with the 964 platform. The Lightspeed team tapped their combined Rennsport experience and re-engineered the entire car to create a blend of new and traditional features while balancing the demands of added power with refined brakes and updated suspension. Blending artistry and engineering, the Lightspeed build team combines experience spanning more than 25 years of Porsche racing expertise. This mechanical expertise coupled with design sensitivity is embodied in each of their individually commissioned cars. Beginning with a fully functional 964 and disassembling the entire car, the exterior metal body panels are removed, and the remaining steel roof, platform, and door structure are galvanized. The steel rear wheel arches are widened for the new rear profile while the exterior body is built up with weight saving carbon fiber hood and front/rear fenders and carbon fiber front and rear bumpers each of which are designed to feature traditional 911 design traits. The engines are comprehensively rebuilt including titanium parts and a beautifully formed 993 RS injector holder assembly featuring 996 injectors adapted for the 993 ECU. An assortment of six-speed manual transmissions can be selected to pair with a 997 GT3 RS clutch. The beautifully machined cable-driven CAE milled aluminum shifter completes the vintage connection to contemporary power. For stopping power, a 996 GT3 Cup system is used including six-piston/four-piston calipers over ventilated drilled discs. The interiors are also fully reimagined blending new features and vintage elements combining modern technology, premium audio, and special features per individual commissions. Each car is unique and expertly crafted to the highest standards and, unlike Singer, Singer DLS, or Guntherworks examples with year-long wait lists and million-dollar price tags, this titled and registered North American Lightspeed Classic is a highly appealing alternative, especially considering the exclusivity and rarity of these uniquely built cars. This Lightspeed Carrera 2 is the 8th example constructed by Lightspeed Classics and is believed to be the only one currently available for purchase in North America. The car was commissioned by the first owner who purchased a 1990 Porsche 964 Carrera 2 for $28,500 in 2012, then indicating 148k miles on the odometer. In 2016, the car was delivered to Lightspeed Classic. The owner specified both mechanical and aesthetic options and features, and the subsequent commissioned work was performed over the course of approximately two years totaling more than 175k Euros. Export costs, build costs and donor vehicle costs totaled over $220k when this car was imported back to North America in April 2018 where it has remained since. Features of this build include a fully rebuilt Porsche 964 engine with sport camshafts, 3.8-liter pistons/cylinders, uprated intake, and a Lightspeed custom exhaust which also features a damper system to control sound. For the gearbox, the owner selected a GT3 gearbox. Additional features included LED headlights, air conditioning, power steering, ABS, rear third brake light, European emissions, carbon fiber fenders, hood, front and rear bumpers, performance suspension with Bilstein coilovers, Classic 911 engine lid, Classic rear bumper uprights, Lightspeed Classic interior door panel design, radio and speakers, folding seats, Porsche side stripes, and the interior finished in Porsche Nappalleder (leather) black for front and rear seats. Though originally equipped with a factory sunroof, this was removed for weight savings and the roof filled with a welded steel insert. In 2023, the commissioning owner sold the car through dealer representation to the current owner. The current owner updated the seatbelts and installed a Porsche classic radio with an integrated smartphone auxiliary plugin. Recent services and mechanical work include the installation of two rear 275/40 ZR 17 Michelin Pilot Sport tires (2022) the installation of a Numeric Racing shifter assembly, service to one of the Bilstein shocks, wheel alignment, and wheel rim repair (2020). Vehicle Overview Today this Lightspeed Classic Porsche 911 presents with stunning visual and mechanical features throughout. Beautifully finished in Signal Yellow, the finishes are vivid and beautifully prepared while cleverly blending the best of 911 legacy features and contemporary design. The striking color presents beautifully over the 911 profile accented by carbon fiber front and rear bumpers, wide rear fenders, and large diameter central exit dual exhausts. Exterior accents continue the vintage 911 themes including front and rear lighting (headlights with LED internals), chrome door handles, and satin silver treatments for the window surrounds, engine grille, Porsche engine lid lettering, and a pair of Lightspeed Classic design alloy mirrors. A set of 17” three-piece Fuchs style satin silver and black alloy wheels are mated to BBS lips measuring 17x11 rear and 17x9 front wearing Michelin Pilot Sport 225/45R17 front and 275/40R17 rear tires. Porsche branded red multi-piston brake calipers with ventilated discs are mounted at each corner. The lightened interior is functionally elegant delivering a purposeful feel with a focus on performance and uncluttered aesthetics. A factory dashboard and Porsche instrumentation are cleanly arrayed and properly finished in handsome black materials and finishes. A pair of Lightspeed Classic design fixed position front seats feature race-derived lightweight construction with hardshell seatbacks that pivot forward for easy rear access. The seats are covered in black leather with houndstooth inserts, embossed Lightspeed logo, and custom Lightspeed branded aluminum seat supports. The seats and surrounding black interior are trimmed in silver seat stitching. A pair of adjustable headrests are fitted to the front seats while the foldable rear seats and interior door panels are trimmed in matching materials. Delightful details continue throughout the interior including a Lightspeed Classic dashboard emblem depicting the #8 build, lightweight fabric door pulls, a beautifully crafted exposed mechanical shifter with satin silver shift knob, Momo “Prototipo” steering wheel, power windows, air conditioning, and a smartphone compatible audio system. The engine compartment continues the themes of exceptional preparation, visual delight, and design excellence. The polished alloy risers that form the induction system in particular stand out as a striking feature of the engine compartment. Paint quality in the engine compartment is beautifully presented, backed by excellent finishes to the exposed air-cooling fan, hoses, lines, and wiring all of which have been efficiently laid out including premium components and properly finished castings. The front storage compartment is also finished with the same level of refinement and quality reflective of Porsche factory excellence reimagined in this Lightspeed Classic 911. The underside is exemplary in presentation showing beautifully maintained castings, excellent finishes, and minor evidence of use since completion. As one might expect the driving manners are fantastic, rewarding, and visceral. The rebuilt engine is rated by Lightspeed Classic at 320 hp which is more than enough power to deliver eye-watering jaunts to freeway speeds. The GT3 gearbox is fantastic with perfect gear spacing for canyon road carving, backed by the confidence of modern Porsche brakes. Everything about the combination of engineering excellence and legacy 911 design come together seamlessly in this captivating Lightspeed Carrera 2. This car is accompanied by a book of photos documenting the Lightspeed build process, selected service records since completion, import documentation, and two sets of keys. Please note that this Porsche is no longer equipped with the necessary emissions equipment for California testing. The car is offered as a 49-State vehicle available to out of State residents or licensed California dealers. This Lightspeed Classic Porsche 911 is a rare opportunity to enjoy one of the most exciting and dynamic combinations of the Porsche 911 driving experience - reimagined by premier German Porsche enthusiasts. Commissioned as the eighth example, licensed and titled in North America, this exceptional and unique Porsche 911 is ready to be driven and shown as a bold and compelling combination of legacy sporting excellence and contemporary German engineering. 1990 Porsche Lightspeed Classic 911 Carrera 2 Fantasy Junction 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 25-0131004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright VIN WP0AB2968LS452059 Exterior Color Signal Yellow Interior Color Black Houndstooth Engine Air cooled 3.8L Flat Six Transmission 6-Speed manual (997 Series GT3) Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 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 Lightspeed Classic, a division of Autoaktiv Motorsport, located and operated outside of Munich, Germany, established their business with a singular goal - to build custom fabricated 911 Porsches integrating the latest in technology while leveraging legacy 911 design characteristics. Conceived by Porsche enthusiast and long-time Porsche motorsports in-house expert, Ralf Skatulla, his team elected to work exclusively with the 964 platform. The Lightspeed team tapped their combined Rennsport experience and re-engineered the entire car to create a blend of new and traditional features while balancing the demands of added power with refined brakes and updated suspension. Blending artistry and engineering, the Lightspeed build team combines experience spanning more than 25 years of Porsche racing expertise. This mechanical expertise coupled with design sensitivity is embodied in each of their individually commissioned cars. Beginning with a fully functional 964 and disassembling the entire car, the exterior metal body panels are removed, and the remaining steel roof, platform, and door structure are galvanized. The steel rear wheel arches are widened for the new rear profile while the exterior body is built up with weight saving carbon fiber hood and front/rear fenders and carbon fiber front and rear bumpers each of which are designed to feature traditional 911 design traits. The engines are comprehensively rebuilt including titanium parts and a beautifully formed 993 RS injector holder assembly featuring 996 injectors adapted for the 993 ECU. An assortment of six-speed manual transmissions can be selected to pair with a 997 GT3 RS clutch. The beautifully machined cable-driven CAE milled aluminum shifter completes the vintage connection to contemporary power. For stopping power, a 996 GT3 Cup system is used including six-piston/four-piston calipers over ventilated drilled discs. The interiors are also fully reimagined blending new features and vintage elements combining modern technology, premium audio, and special features per individual commissions. Each car is unique and expertly crafted to the highest standards and, unlike Singer, Singer DLS, or Guntherworks examples with year-long wait lists and million-dollar price tags, this titled and registered North American Lightspeed Classic is a highly appealing alternative, especially considering the exclusivity and rarity of these uniquely built cars. This Lightspeed Carrera 2 is the 8th example constructed by Lightspeed Classics and is believed to be the only one currently available for purchase in North America. The car was commissioned by the first owner who purchased a 1990 Porsche 964 Carrera 2 for $28,500 in 2012, then indicating 148k miles on the odometer. In 2016, the car was delivered to Lightspeed Classic. The owner specified both mechanical and aesthetic options and features, and the subsequent commissioned work was performed over the course of approximately two years totaling more than 175k Euros. Export costs, build costs and donor vehicle costs totaled over $220k when this car was imported back to North America in April 2018 where it has remained since. Features of this build include a fully rebuilt Porsche 964 engine with sport camshafts, 3.8-liter pistons/cylinders, uprated intake, and a Lightspeed custom exhaust which also features a damper system to control sound. For the gearbox, the owner selected a GT3 gearbox. Additional features included LED headlights, air conditioning, power steering, ABS, rear third brake light, European emissions, carbon fiber fenders, hood, front and rear bumpers, performance suspension with Bilstein coilovers, Classic 911 engine lid, Classic rear bumper uprights, Lightspeed Classic interior door panel design, radio and speakers, folding seats, Porsche side stripes, and the interior finished in Porsche Nappalleder (leather) black for front and rear seats. Though originally equipped with a factory sunroof, this was removed for weight savings and the roof filled with a welded steel insert. In 2023, the commissioning owner sold the car through dealer representation to the current owner. The current owner updated the seatbelts and installed a Porsche classic radio with an integrated smartphone auxiliary plugin. Recent services and mechanical work include the installation of two rear 275/40 ZR 17 Michelin Pilot Sport tires (2022) the installation of a Numeric Racing shifter assembly, service to one of the Bilstein shocks, wheel alignment, and wheel rim repair (2020). Vehicle Overview Today this Lightspeed Classic Porsche 911 presents with stunning visual and mechanical features throughout. Beautifully finished in Signal Yellow, the finishes are vivid and beautifully prepared while cleverly blending the best of 911 legacy features and contemporary design. The striking color presents beautifully over the 911 profile accented by carbon fiber front and rear bumpers, wide rear fenders, and large diameter central exit dual exhausts. Exterior accents continue the vintage 911 themes including front and rear lighting (headlights with LED internals), chrome door handles, and satin silver treatments for the window surrounds, engine grille, Porsche engine lid lettering, and a pair of Lightspeed Classic design alloy mirrors. A set of 17” three-piece Fuchs style satin silver and black alloy wheels are mated to BBS lips measuring 17x11 rear and 17x9 front wearing Michelin Pilot Sport 225/45R17 front and 275/40R17 rear tires. Porsche branded red multi-piston brake calipers with ventilated discs are mounted at each corner. The lightened interior is functionally elegant delivering a purposeful feel with a focus on performance and uncluttered aesthetics. A factory dashboard and Porsche instrumentation are cleanly arrayed and properly finished in handsome black materials and finishes. A pair of Lightspeed Classic design fixed position front seats feature race-derived lightweight construction with hardshell seatbacks that pivot forward for easy rear access. The seats are covered in black leather with houndstooth inserts, embossed Lightspeed logo, and custom Lightspeed branded aluminum seat supports. The seats and surrounding black interior are trimmed in silver seat stitching. A pair of adjustable headrests are fitted to the front seats while the foldable rear seats and interior door panels are trimmed in matching materials. Delightful details continue throughout the interior including a Lightspeed Classic dashboard emblem depicting the #8 build, lightweight fabric door pulls, a beautifully crafted exposed mechanical shifter with satin silver shift knob, Momo “Prototipo” steering wheel, power windows, air conditioning, and a smartphone compatible audio system. The engine compartment continues the themes of exceptional preparation, visual delight, and design excellence. The polished alloy risers that form the induction system in particular stand out as a striking feature of the engine compartment. Paint quality in the engine compartment is beautifully presented, backed by excellent finishes to the exposed air-cooling fan, hoses, lines, and wiring all of which have been efficiently laid out including premium components and properly finished castings. The front storage compartment is also finished with the same level of refinement and quality reflective of Porsche factory excellence reimagined in this Lightspeed Classic 911. The underside is exemplary in presentation showing beautifully maintained castings, excellent finishes, and minor evidence of use since completion. As one might expect the driving manners are fantastic, rewarding, and visceral. The rebuilt engine is rated by Lightspeed Classic at 320 hp which is more than enough power to deliver eye-watering jaunts to freeway speeds. The GT3 gearbox is fantastic with perfect gear spacing for canyon road carving, backed by the confidence of modern Porsche brakes. Everything about the combination of engineering excellence and legacy 911 design come together seamlessly in this captivating Lightspeed Carrera 2. This car is accompanied by a book of photos documenting the Lightspeed build process, selected service records since completion, import documentation, and two sets of keys. Please note that this Porsche is no longer equipped with the necessary emissions equipment for California testing. The car is offered as a 49-State vehicle available to out of State residents or licensed California dealers. This Lightspeed Classic Porsche 911 is a rare opportunity to enjoy one of the most exciting and dynamic combinations of the Porsche 911 driving experience - reimagined by premier German Porsche enthusiasts. Commissioned as the eighth example, licensed and titled in North America, this exceptional and unique Porsche 911 is ready to be driven and shown as a bold and compelling combination of legacy sporting excellence and contemporary German engineering. Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Jaguar XK 150 Fixed Head Coupé offered here is a 1959 model, which was first registered in 1962. It is in very good condition and has been well maintained. Many receipts and invoices from 1973 to 1993 are available. This beautiful Jaguar XK 150 Coupé comes from an estate with a large collection, and unfortunately we do not know the car’s history beyond that. Upon request, the car can be delivered fresh from service and with a veteran MOT. The Jaguar XK150 is an elegant combination of sporty performance and stylish comfort — it marks the end of an era (the classic XK series) before the E-Type came onto the market. It is highly sought after by lovers of classic British sports cars because of its technology, design, and rarity. 1959 Jaguar XK 150 FHC Lutziger Classic Cars AG 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 25-0923015 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Switzerland Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine size 3781 ccm Cylinders 6 Power 223 PS Doors 2 Seats 3 Exterior colour white Interior colour red Lutziger Classic Cars AG Industriestrasse 48 Bergdietikon Switzerland Contact details info@lutziger-classiccars.com +41 (0) 56 631 10 00 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 XK 150 Fixed Head Coupé offered here is a 1959 model, which was first registered in 1962. It is in very good condition and has been well maintained. Many receipts and invoices from 1973 to 1993 are available. This beautiful Jaguar XK 150 Coupé comes from an estate with a large collection, and unfortunately we do not know the car’s history beyond that. Upon request, the car can be delivered fresh from service and with a veteran MOT. The Jaguar XK150 is an elegant combination of sporty performance and stylish comfort — it marks the end of an era (the classic XK series) before the E-Type came onto the market. It is highly sought after by lovers of classic British sports cars because of its technology, design, and rarity. Other Cars from Lutziger Classic Cars AG 1968-Fiat-Dino-2000-01.jpg 1968-Fiat-Dino-2000-02.jpg 1968-Fiat-Dino-2000-20.jpg 1968-Fiat-Dino-2000-01.jpg 1/20 1968 Fiat Dino 2000 Lutziger Classic Cars AG Switzerland 1968-Fiat-Dino-2000-01.jpg 1968-Fiat-Dino-2000-02.jpg 1968-Fiat-Dino-2000-20.jpg 1968-Fiat-Dino-2000-01.jpg 1/20 1968 Fiat Dino 2000 Lutziger Classic Cars AG Switzerland 1969-Ferrari-365-GT-2+2--01.jpg 1969-Ferrari-365-GT-2+2-02.jpg 1969-Ferrari-365-GT-2+2-20.jpg 1969-Ferrari-365-GT-2+2--01.jpg 1/20 1969 Ferrari 365 GT 2+2 Lutziger Classic Cars AG Switzerland Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

This example was first supplied on 10th May 1989 as a ‘Diretta’ sale to Miss Elisabeth Kawan of Salzburg. Miss Kawan had earned her fame in 1982, being crowned Miss Austria and would later marry Formula One boss and serial entrepreneur Walter Wolf. The car was imported to the UK later that year by Mr Barratt who paid £895,000 for the car at the first peak of their values! Speaking recently he recalled driving the car just after purchase to the Ferrari Owners Club Christmas party in December 1989. Barratt would retain the car for several years, receiving both its 1,000 KM & 10,000 KM services in the UK. The car has been enjoyed regularly by each of its owners, and by 1996, it had covered 28,700 kilometres. The car was later exported to Holland and sold by Ferrari Kroymans who would service the car regularly between 1998 and 2002. During their time servicing the car for its owner, it would see continued regular exercise. The service history documents the mileage and during that four-year period, the car would cover a not inconsiderable 16,500 kilometres. The car spent six months in Germany before purchase by the most recent owner, in Austria once more in 2007. At the time of purchase the car was sent to Michelotto where a major service was carried out including fuel tanks and belts. In the care of the most recent owner, the car has been used more sparingly and as such covered just 4,500 kilometres in the past 15 years. A major service including belts and fuel tanks was carried out in March 2022. Most recently the car has passed through our workshops receiving a discreet carbon ceramic brake upgrade as well as a full gearbox rebuild. These discs and pads neatly sit behind the original wheels in the original callipers and are completely reversible. The original discs accompany the car. This fabulous, wholly usable F40, in desirable non-cat, non-adjust form is available to view at our showrooms immediately. 1989 Ferrari F40 D.K. Engineering Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0814003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side LHD D.K. Engineering Ltd Little Green Street Farm, Green Street Chorleywood United Kingdom Contact details kbn@dkengineeringltd.com +44 (0)1923 287 687 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 This example was first supplied on 10th May 1989 as a ‘Diretta’ sale to Miss Elisabeth Kawan of Salzburg. Miss Kawan had earned her fame in 1982, being crowned Miss Austria and would later marry Formula One boss and serial entrepreneur Walter Wolf. The car was imported to the UK later that year by Mr Barratt who paid £895,000 for the car at the first peak of their values! Speaking recently he recalled driving the car just after purchase to the Ferrari Owners Club Christmas party in December 1989. Barratt would retain the car for several years, receiving both its 1,000 KM & 10,000 KM services in the UK. The car has been enjoyed regularly by each of its owners, and by 1996, it had covered 28,700 kilometres. The car was later exported to Holland and sold by Ferrari Kroymans who would service the car regularly between 1998 and 2002. During their time servicing the car for its owner, it would see continued regular exercise. The service history documents the mileage and during that four-year period, the car would cover a not inconsiderable 16,500 kilometres. The car spent six months in Germany before purchase by the most recent owner, in Austria once more in 2007. At the time of purchase the car was sent to Michelotto where a major service was carried out including fuel tanks and belts. In the care of the most recent owner, the car has been used more sparingly and as such covered just 4,500 kilometres in the past 15 years. A major service including belts and fuel tanks was carried out in March 2022. Most recently the car has passed through our workshops receiving a discreet carbon ceramic brake upgrade as well as a full gearbox rebuild. These discs and pads neatly sit behind the original wheels in the original callipers and are completely reversible. The original discs accompany the car. This fabulous, wholly usable F40, in desirable non-cat, non-adjust form is available to view at our showrooms immediately. Other Cars from D.K. Engineering Ltd 1995-Ferrari-F512-M-01.jpg 1995-Ferrari-F512-M-02.jpg 1995-Ferrari-F512-M-15.jpg 1995-Ferrari-F512-M-01.jpg 1/15 1995 Ferrari F512 M D.K. Engineering Ltd United Kingdom 1990-Ferrari-F40-01.jpg 1990-Ferrari-F40-02.jpg 1990-Ferrari-F40-15.jpg 1990-Ferrari-F40-01.jpg 1/15 1990 Ferrari F40 D.K. Engineering Ltd United Kingdom 1968-Lamborghini-Miura-P400-01.jpg 1968-Lamborghini-Miura-P400-02.jpg 1968-Lamborghini-Miura-P400-20.jpg 1968-Lamborghini-Miura-P400-01.jpg 1/20 1968 Lamborghini Miura P400 D.K. Engineering Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Model History The Fiat Dino is a sports car produced between 1966 and 1973. Two body designs were made and manufactured for Fiat: the Spider by Pininfarina and the Coupe by Bertone. The Fiat Dino Spider was introduced at the Turin Motor Show in 1966 and was first offered with a 2.0 litre V6 – the same 2.0 litre was used in the Ferrari Dino 206 GT. From 1969 the Fiat Dino used a 2.4 litre V6. Every detail in the Fiat Dino is designed to satisfy the driver’s needs and to meet the absolute standards of controllability essential for sports car driving. The Fiat Dino Spider boasted a soft, compact yet distinctly line pointed up by the sharply modelled mudguards that help to balance the volumes. The wild and highly sophisticated engine is a work of art in itself: it achieves even greater significance in that is integrated in a vehicle configuration whose superiority has been confirmed in racing. This Example This particular car was delivered in Italy in 1967 and remained there until 2013. In 2013 the car was acquired by the current owner who sent the car to a body shop near Turin to restore the bodywork and more. The car was red when they started, but the original blue colour was discovered underneath and the car was taken to bare metal. The car still has Italian registration, we are happy to help you register it into your country. With the car comes its user manual and some restoration pictures. The car is a joy to drive. The Fiat Dino Spider is a pure Italian Sportscar. This example is particularly attractive with its blue exterior colour: Azzurro Francia with a nero interior. 1967 Fiat Dino Spider 2000 Very Superior Old Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0627006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS The Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Italian registration Delivered in Italy in 1967 Restored in 2013 to its original colour Very Superior Old Cars Mme Curiestraat 8 Sassenheim The Netherlands Contact details info@vsoc.nl +31 (0) 252 218 980 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 Model History The Fiat Dino is a sports car produced between 1966 and 1973. Two body designs were made and manufactured for Fiat: the Spider by Pininfarina and the Coupe by Bertone. The Fiat Dino Spider was introduced at the Turin Motor Show in 1966 and was first offered with a 2.0 litre V6 – the same 2.0 litre was used in the Ferrari Dino 206 GT. From 1969 the Fiat Dino used a 2.4 litre V6. Every detail in the Fiat Dino is designed to satisfy the driver’s needs and to meet the absolute standards of controllability essential for sports car driving. The Fiat Dino Spider boasted a soft, compact yet distinctly line pointed up by the sharply modelled mudguards that help to balance the volumes. The wild and highly sophisticated engine is a work of art in itself: it achieves even greater significance in that is integrated in a vehicle configuration whose superiority has been confirmed in racing. This Example This particular car was delivered in Italy in 1967 and remained there until 2013. In 2013 the car was acquired by the current owner who sent the car to a body shop near Turin to restore the bodywork and more. The car was red when they started, but the original blue colour was discovered underneath and the car was taken to bare metal. The car still has Italian registration, we are happy to help you register it into your country. With the car comes its user manual and some restoration pictures. The car is a joy to drive. The Fiat Dino Spider is a pure Italian Sportscar. This example is particularly attractive with its blue exterior colour: Azzurro Francia with a nero interior. Other Cars from Very Superior Old Cars 1968-Alfa-Romeo-2600-Sprint-Zagato-01.webp 1968-Alfa-Romeo-2600-Sprint-Zagato-02.webp 1968-Alfa-Romeo-2600-Sprint-Zagato-05.webp 1968-Alfa-Romeo-2600-Sprint-Zagato-01.webp 1/5 1968 Alfa Romeo 2600 Sprint Zagato Very Superior Old Cars Netherlands 1965-Alfa-Romeo-Giulia-Sprint-GT-1600-01.webp 1965-Alfa-Romeo-Giulia-Sprint-GT-1600-02.webp 1965-Alfa-Romeo-Giulia-Sprint-GT-1600-06.webp 1965-Alfa-Romeo-Giulia-Sprint-GT-1600-01.webp 1/6 1965 Alfa Romeo Giulia Sprint GT 1600 Very Superior Old Cars Netherlands 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-01.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-02.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-15.webp 1971-Lancia-Fulvia-1600-HF-Series-II-Fanalino-01.webp 1/15 1971 Lancia Fulvia 1600 HF Series II ‘Fanalino’ Very Superior Old Cars Netherlands Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Ferrari 365 GTC/4’s flowing wedge shape by Filippo Sapino of Pininfarina was a significant departure from the more traditional profile of its predecessors when it debuted at the 1971 Geneva Motor Show. Proportioned like a two-seater coupe while cleverly incorporating fold-down rear seats, the GTC/4 effectively replaced two models, the 365 GTC and 365 GT 2+2. Both in design and performance, the 365 GTC/4 was more subdued and luxurious than the aggressive two-seater 365 GTB/4 built on the same chassis. Ferrari produced approximately 500 examples over 18 months, the bulk of which were sold in the United States. This 365 GTC/4, chassis 15883, completed manufacture in August 1972 and was dispatched to the United States for distribution through casino magnate William Harrah’s Ferrari dealership Modern Classic Motors in Reno, Nevada. Finished as it is today in Grigio Argento (2.443.048) over a unique Nero Cogolo (Panno 22) interior of black leather with attractive tartan cloth inserts, it came equipped from the factory with power windows, air conditioning, and a heated windscreen. Following its arrival at Modern Classic Motors in Reno, 15883 was reportedly sent to Chic Vandagriff’s Hollywood Sport Cars in California where it found its first owner later that year. This fortunate caretaker cherished 15883 for nearly 30 years before parting with it in 2002. The car then passed through several owners before joining a notable private collection. Believed to be highly original, it appears to retain much of its original paint and interior, including the appealing tartan cloth inserts. Work completed in April 2025 included refurbishing the braking system. Showing just 30,585 miles at cataloguing time, 15883 would make for a great touring companion or preservation-class entrant at concours. It is accompanied by a jacking kit and history report from Ferrari historian Marcel Massini. 1973 Ferrari 365 GTC/4 by Pininfarina 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 25-0604003 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright One of approximately 500 examples Retained by its original owner for more than 30 years; showing 30,585 miles at cataloguing time Believed to retain much of its original paint and interior Attractively finished in Grigio Argento over Nero Cogolo featuring attractive tartan cloth inserts Factory equipped with power windows, air conditioning, and heated windscreen Brake system refurbished in April 2025 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 The Ferrari 365 GTC/4’s flowing wedge shape by Filippo Sapino of Pininfarina was a significant departure from the more traditional profile of its predecessors when it debuted at the 1971 Geneva Motor Show. Proportioned like a two-seater coupe while cleverly incorporating fold-down rear seats, the GTC/4 effectively replaced two models, the 365 GTC and 365 GT 2+2. Both in design and performance, the 365 GTC/4 was more subdued and luxurious than the aggressive two-seater 365 GTB/4 built on the same chassis. Ferrari produced approximately 500 examples over 18 months, the bulk of which were sold in the United States. This 365 GTC/4, chassis 15883, completed manufacture in August 1972 and was dispatched to the United States for distribution through casino magnate William Harrah’s Ferrari dealership Modern Classic Motors in Reno, Nevada. Finished as it is today in Grigio Argento (2.443.048) over a unique Nero Cogolo (Panno 22) interior of black leather with attractive tartan cloth inserts, it came equipped from the factory with power windows, air conditioning, and a heated windscreen. Following its arrival at Modern Classic Motors in Reno, 15883 was reportedly sent to Chic Vandagriff’s Hollywood Sport Cars in California where it found its first owner later that year. This fortunate caretaker cherished 15883 for nearly 30 years before parting with it in 2002. The car then passed through several owners before joining a notable private collection. Believed to be highly original, it appears to retain much of its original paint and interior, including the appealing tartan cloth inserts. Work completed in April 2025 included refurbishing the braking system. Showing just 30,585 miles at cataloguing time, 15883 would make for a great touring companion or preservation-class entrant at concours. It is accompanied by a jacking kit and history report from Ferrari historian Marcel Massini. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Driven by F1 champion James Hunt, Brian Redman, Bobby Unser, Al Holbert, and Jody Scheckter Eligible for special inaugural 2025 Rolex Monterey Motorsports Reunion IROC class with past racing champions Race-prepped by Ray Evernham, in restored condition, eligible for multiple historic racing events 350 C.I.D. Chevrolet V8 engine - 440HP Muncie 4-speed manual transmission, Third Member 9-inch Ford rear end, Power Steering Complete with thorough and original IROC documentation IROC series founded by Roger Penske, Les Richter, and Mike Phelps IROC’s Resurgence Through a partnership of Ray Evernham and Rob Kauffman, the IROC trademark was revived to bring one of the most exciting series back to the forefront. With many of the former IROC race cars race-prepped by Ray Evernham Enterprises, these cars spanning from 1973 to 2006 are ready to be back on a track and used in the way they were designed to be. The 2025 Rolex Monterey Motorsports Reunion inaugural IROC racing class represents a rare opportunity to race alongside racing legends and those who raced the same cars in the original IROC series. These include Jeff Gordon, Danny Sullivan, Mark Martin, Bill Elliott, Ken Schrader, Bobby Labonte, Scott Pruett, Zak Brown, Bruce Canepa, and others. The Quail, A Motorsports Gathering, will be hosting the IROC race cars as the Featured Racing Class on Friday August 15th, 2025 at the Quail Lodge, complete with a police escort from Laguna Seca through the mountains of Carmel Valley. With Rolex Monterey Motorsports Reunion signing on for 3 years of IROC racing classes just to start, the IROC racing series is seeing a resurgence unlike anything else, with a driver’s opportunity to racing among other racing legends and celebrities. 1975 Chevrolet Camaro IROC #4 The International Race of Champions (IROC), an American racing series promoted as the equivalent of an all-star game, was a unique and prestigious motorsport competition that ran for several decades, from 1974 to 2006. The goal was to bring together the best drivers from various driving series to compete in identically-prepared cars at some of the world’s most legendary tracks. With names racing such as Can-Am and Trans-Am champion Mark Donohue, F1 champion James Hunt, NASCAR legend and champion Dale Earnhardt, Indycar champion A.J.Foyt, Trans-Am, Can-Am champion George Follmer, and more legendary drivers were invited to join the racing championship to prove who was the best of the best. The IROC series was founded in 1973 by Roger Penske, Les Richter, and Mike Phelps, wanting to create a championship that featured top drivers from a variety of racing categories and disciplines, such as Formula 1, IndyCar, NASCAR, and sports car racing. The goal? To create a series to determine the “champion of champions” by placing competitors in identically-prepared cars to level the field across the board. No secret additions, no extra power, no trick tuning, just pure raw driving ability. Still remembered as a unique and prestigious series that brought together some of the greatest drivers in motorsport, IROC created the concept of identifying the “champion of champions” and cemented it as a memorable era of racing history. While the IROC concept seemed simple enough in theory, the implementation was slightly more difficult, especially when bringing together 12 top drivers and preparing 12 identical cars (with 3 additional spare cars) with equal performance in all aspects. Debuting in 1973 with Roger Penske, the series organizer, and the late Mark Donohue, the project supervisor and development driver, found their first cars with the help of their German counterparts. Porsche Carrera RSRs were the first cars used in the series and the first season was met with popular reception. However, there was a snag: the Porsches proved to be too expensive to build and maintain, and a suitable replacement was needed. Penske, with his ties to Chevrolet, found the next logical choice in the form of the 1974 Chevrolet Camaro. Fast and inexpensive to acquire and modify, the Camaro would end up being the platform of choice for the next 15 years. Jay Signore, the project foreman, was given an almost insurmountable task of preparing 15 cars to look and perform like race cars, in just a span of 9 weeks. What resulted was tireless nights, and endless thrashing by Signore and his crew in Penske’s race shop in Reading, PA. Since time was in short supply during the deadline to produce these 15 cars, the Camaros were ordered in as many different colors as the factory offered to save time painting them, a clever and resourceful trick. Bodywork done in the name of racing was minimal, for simplicity and for time constraint reasons. To avoid the expensive narrowing of rear ends to accommodate large race tires, the fender wells were radiused and custom fender flares were pop-riveted to the body. While the rear spoilers were stock, the front air dams were fabricated and bolted directly to the bumper. Safety was a primary concern, especially due to the nature of speed of which these cars were being built. Custom-made Simpson fuel cells were employed, along with roll cages, competition seats, harnesses, and window nets. A fire extinguisher was bolted directly to the driveshaft tunnel. Windshields were raced and reinforced to help overcome the extreme air pressure at speeds over 150 miles an hour. Mirrors, both inside and out, were stock. The doors remained functional, complete with interior trim panels, but were bolted shut for racing. The stock steering wheel was retained. The team put a considerable amount of effort and thought into the chassis. To the dismay (and perhaps blasphemy) of many loyal Chevrolet fans, the IROC Camaros used Ford rear end units with full floating axles for reliability. Power to the rear end was transmitted through a Chevy M-22 “rock crusher” 4-speed manual transmission. The rear leaf-spring setup was standard and was retained, with leafs being added or removed based on track conditions. The stock brakes were mothballed in favor of upgraded Corvette units powered up by a master cylinder out of a Mico fork truck using a booster from a Chevy 454 station wagon. The stamped-steel A frames were left in space, but Corvette spindles were employed, with the front coil springs frequently swapped out based on track conditions, much like the rear end leaf springs. 8” Minilite Mag wheels supported brake cooling and shed weight, an invaluable contribution since a race-ready IROC Camaro tipped the scales at a not-so-featherweight 3,600 pounds. This Maxi-Blue #4 Chevrolet Camaro IROC debuted in IROC III at the Michigan International Speedway in September of 1975, with F1 champion James Hunt piloting it. The car’s best finish was captured by NASCAR champion Benny Parsons with a 5th place at Riverside in 1975. Other legendary drivers from sports cars and Indy cars such as Brian Redman, Bobby Unser, Al Holbert, and Jody Scheckter complete this car’s impressive lineup of past drivers. In August of 2025, Rolex Monterey Motorsports Reunion will play host to a special IROC class of racing, featuring legendary IROC competitors, modern racing legends, and displays of over 20 historic IROC cars. This #4 1975 Chevrolet Camaro IROC has been race prepped by Ray Evernham Enterprises, IROC co-owner, is in restored condition and is eligible for this year’s 2025 Rolex Monterey Motorsports Reunion, future IROC series classes, along with other historic race events nationwide. The IROC series represented a unique and special snapshot in racing history, gathering the best of the best to compete against one another on equal footing. Seeing F1 champions race against Indy car champions, along with NASCAR drivers rubbing against sports car drivers. A series as unique as IROC may never take place again, but with this race-ready #4 Chevrolet Camaro you can drive and enjoy a piece of motorsport history. 1975 Chevrolet Camaro IROC Canepa If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0422001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN 1FQ87NZ753ABD Engine 5.7L V8 Transmission 4 SPEED MANUAL Drivetrain RWD Exterior Color MAXI BLUE Interior Color BLACK Interior Surface VINYL Canepa 4900 Scotts Valley Dr Scotts Valley California Contact details info@canepa.com 1-831-430-9940 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 Driven by F1 champion James Hunt, Brian Redman, Bobby Unser, Al Holbert, and Jody Scheckter Eligible for special inaugural 2025 Rolex Monterey Motorsports Reunion IROC class with past racing champions Race-prepped by Ray Evernham, in restored condition, eligible for multiple historic racing events 350 C.I.D. Chevrolet V8 engine - 440HP Muncie 4-speed manual transmission, Third Member 9-inch Ford rear end, Power Steering Complete with thorough and original IROC documentation IROC series founded by Roger Penske, Les Richter, and Mike Phelps IROC’s Resurgence Through a partnership of Ray Evernham and Rob Kauffman, the IROC trademark was revived to bring one of the most exciting series back to the forefront. With many of the former IROC race cars race-prepped by Ray Evernham Enterprises, these cars spanning from 1973 to 2006 are ready to be back on a track and used in the way they were designed to be. The 2025 Rolex Monterey Motorsports Reunion inaugural IROC racing class represents a rare opportunity to race alongside racing legends and those who raced the same cars in the original IROC series. These include Jeff Gordon, Danny Sullivan, Mark Martin, Bill Elliott, Ken Schrader, Bobby Labonte, Scott Pruett, Zak Brown, Bruce Canepa, and others. The Quail, A Motorsports Gathering, will be hosting the IROC race cars as the Featured Racing Class on Friday August 15th, 2025 at the Quail Lodge, complete with a police escort from Laguna Seca through the mountains of Carmel Valley. With Rolex Monterey Motorsports Reunion signing on for 3 years of IROC racing classes just to start, the IROC racing series is seeing a resurgence unlike anything else, with a driver’s opportunity to racing among other racing legends and celebrities. 1975 Chevrolet Camaro IROC #4 The International Race of Champions (IROC), an American racing series promoted as the equivalent of an all-star game, was a unique and prestigious motorsport competition that ran for several decades, from 1974 to 2006. The goal was to bring together the best drivers from various driving series to compete in identically-prepared cars at some of the world’s most legendary tracks. With names racing such as Can-Am and Trans-Am champion Mark Donohue, F1 champion James Hunt, NASCAR legend and champion Dale Earnhardt, Indycar champion A.J.Foyt, Trans-Am, Can-Am champion George Follmer, and more legendary drivers were invited to join the racing championship to prove who was the best of the best. The IROC series was founded in 1973 by Roger Penske, Les Richter, and Mike Phelps, wanting to create a championship that featured top drivers from a variety of racing categories and disciplines, such as Formula 1, IndyCar, NASCAR, and sports car racing. The goal? To create a series to determine the “champion of champions” by placing competitors in identically-prepared cars to level the field across the board. No secret additions, no extra power, no trick tuning, just pure raw driving ability. Still remembered as a unique and prestigious series that brought together some of the greatest drivers in motorsport, IROC created the concept of identifying the “champion of champions” and cemented it as a memorable era of racing history. While the IROC concept seemed simple enough in theory, the implementation was slightly more difficult, especially when bringing together 12 top drivers and preparing 12 identical cars (with 3 additional spare cars) with equal performance in all aspects. Debuting in 1973 with Roger Penske, the series organizer, and the late Mark Donohue, the project supervisor and development driver, found their first cars with the help of their German counterparts. Porsche Carrera RSRs were the first cars used in the series and the first season was met with popular reception. However, there was a snag: the Porsches proved to be too expensive to build and maintain, and a suitable replacement was needed. Penske, with his ties to Chevrolet, found the next logical choice in the form of the 1974 Chevrolet Camaro. Fast and inexpensive to acquire and modify, the Camaro would end up being the platform of choice for the next 15 years. Jay Signore, the project foreman, was given an almost insurmountable task of preparing 15 cars to look and perform like race cars, in just a span of 9 weeks. What resulted was tireless nights, and endless thrashing by Signore and his crew in Penske’s race shop in Reading, PA. Since time was in short supply during the deadline to produce these 15 cars, the Camaros were ordered in as many different colors as the factory offered to save time painting them, a clever and resourceful trick. Bodywork done in the name of racing was minimal, for simplicity and for time constraint reasons. To avoid the expensive narrowing of rear ends to accommodate large race tires, the fender wells were radiused and custom fender flares were pop-riveted to the body. While the rear spoilers were stock, the front air dams were fabricated and bolted directly to the bumper. Safety was a primary concern, especially due to the nature of speed of which these cars were being built. Custom-made Simpson fuel cells were employed, along with roll cages, competition seats, harnesses, and window nets. A fire extinguisher was bolted directly to the driveshaft tunnel. Windshields were raced and reinforced to help overcome the extreme air pressure at speeds over 150 miles an hour. Mirrors, both inside and out, were stock. The doors remained functional, complete with interior trim panels, but were bolted shut for racing. The stock steering wheel was retained. The team put a considerable amount of effort and thought into the chassis. To the dismay (and perhaps blasphemy) of many loyal Chevrolet fans, the IROC Camaros used Ford rear end units with full floating axles for reliability. Power to the rear end was transmitted through a Chevy M-22 “rock crusher” 4-speed manual transmission. The rear leaf-spring setup was standard and was retained, with leafs being added or removed based on track conditions. The stock brakes were mothballed in favor of upgraded Corvette units powered up by a master cylinder out of a Mico fork truck using a booster from a Chevy 454 station wagon. The stamped-steel A frames were left in space, but Corvette spindles were employed, with the front coil springs frequently swapped out based on track conditions, much like the rear end leaf springs. 8” Minilite Mag wheels supported brake cooling and shed weight, an invaluable contribution since a race-ready IROC Camaro tipped the scales at a not-so-featherweight 3,600 pounds. This Maxi-Blue #4 Chevrolet Camaro IROC debuted in IROC III at the Michigan International Speedway in September of 1975, with F1 champion James Hunt piloting it. The car’s best finish was captured by NASCAR champion Benny Parsons with a 5th place at Riverside in 1975. Other legendary drivers from sports cars and Indy cars such as Brian Redman, Bobby Unser, Al Holbert, and Jody Scheckter complete this car’s impressive lineup of past drivers. In August of 2025, Rolex Monterey Motorsports Reunion will play host to a special IROC class of racing, featuring legendary IROC competitors, modern racing legends, and displays of over 20 historic IROC cars. This #4 1975 Chevrolet Camaro IROC has been race prepped by Ray Evernham Enterprises, IROC co-owner, is in restored condition and is eligible for this year’s 2025 Rolex Monterey Motorsports Reunion, future IROC series classes, along with other historic race events nationwide. The IROC series represented a unique and special snapshot in racing history, gathering the best of the best to compete against one another on equal footing. Seeing F1 champions race against Indy car champions, along with NASCAR drivers rubbing against sports car drivers. A series as unique as IROC may never take place again, but with this race-ready #4 Chevrolet Camaro you can drive and enjoy a piece of motorsport history. Other Cars from Canepa 1965-Porsche-356-SC-01.jpg 1965-Porsche-356-SC-02.jpg 1965-Porsche-356-SC-15.jpg 1965-Porsche-356-SC-01.jpg 1/15 1965 Porsche 356 SC Canepa United States 1961-Porsche-718-RS-61-Spyder-01.jpg 1961-Porsche-718-RS-61-Spyder-02.jpg 1961-Porsche-718-RS-61-Spyder-20.jpg 1961-Porsche-718-RS-61-Spyder-01.jpg 1/20 1961 Porsche 718 RS 61 Spyder Canepa United States 1962-Porsche-356B-Twin-Grille-01.jfif.jpg 1962-Porsche-356B-Twin-Grille-02.jfif.jpg 1962-Porsche-356B-Twin-Grille-20.jfif.jpg 1962-Porsche-356B-Twin-Grille-01.jfif.jpg 1/20 1962 Porsche 356B Twin Grille Canepa United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland