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1966 Ferrari 275 GTB Competizione 1 Of Only 12 Long Nose Series II Factory Competizione Built Ferrari Classiche Red Book Certified Precise, Comprehensive And Exacting Three-Year Concours Winning Restoration FCA Platinum Award Winner At The Cavallino Classic Shown At Pebble Beach Concours D’Elegance Shown At 2021 and 2022 Amelia Island Concours D’Elegance One Of Maranello’s Best Factory Competition Sports Cars The Successor Of The 250 GTO Numbers Matching 3.3L Competition Dry Sump V12 Lightweight Aluminum Body, Plexiglas Windows, Reinforced Frame Extremely Original Example Prior To Restoration Complete With Marcel Massini History Report Extremely Well Documented; Ownership History And Factory Build Sheets 1966 Ferrari 275 GTB Competizione JamesEdition B.V. If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0711002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Canada Dealer This Car Contact the Dealer I am Interested Legal & Copyright Offered for sale by Legendary Motorcar Company (LMC) Listed by JamesEdition B.V. Engine 12 Cylinder Gearbox Manual Drive Lhd Condition Used JamesEdition B.V. Radarweg 29 Amsterdam The Netherlands Contact details support@jamesedition.com +31 (20) 369-07-23 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 1966 Ferrari 275 GTB Competizione 1 Of Only 12 Long Nose Series II Factory Competizione Built Ferrari Classiche Red Book Certified Precise, Comprehensive And Exacting Three-Year Concours Winning Restoration FCA Platinum Award Winner At The Cavallino Classic Shown At Pebble Beach Concours D’Elegance Shown At 2021 and 2022 Amelia Island Concours D’Elegance One Of Maranello’s Best Factory Competition Sports Cars The Successor Of The 250 GTO Numbers Matching 3.3L Competition Dry Sump V12 Lightweight Aluminum Body, Plexiglas Windows, Reinforced Frame Extremely Original Example Prior To Restoration Complete With Marcel Massini History Report Extremely Well Documented; Ownership History And Factory Build Sheets Other Cars from JamesEdition B.V. 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1969-Alfa-Romeo-Guilia-Sprint-02.webp 1969-Alfa-Romeo-Guilia-Sprint-15.webp 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1/15 1969 Alfa Romeo Guilia Sprint GT JamesEdition B.V. Germany 1965-Ferrari-330-GT-01.webp 1965-Ferrari-330-GT-02.webp 1965-Ferrari-330-GT-20.webp 1965-Ferrari-330-GT-01.webp 1/20 1965 Ferrari 330 GT JamesEdition B.V. Los Angeles 2000-Porsche-996-Carrera-01.webp 2000-Porsche-996-Carrera-02.webp 2000-Porsche-996-Carrera-15.webp 2000-Porsche-996-Carrera-01.webp 1/15 2000 Porsche 996 Carrera JamesEdition B.V. Los Angeles Last Featured Cars

The original Ford Sierra RS Cosworth was the first Ford to wear the Cosworth badge and was presented to the public at the Geneva Motor Show in March 1985. It was introduced as a means of homologating the Sierra for 'Group A' Touring Car racing, with a requirement that 5,000 cars were built and sold. Launched for sale in July 1986, and based on the three-door Sierra body-shell, it was designed by Ford's Special Vehicle Engineering (SVE) and was powered by a Cosworth-designed 2.0-litre turbo engine of now-legendary repute. At this time, the Sierra Cosworth was a new kind of performance car - a 'blue-collar hero' able to humble true sports cars! In total 5,545 cars were produced - of which 500 were sent to Aston Martin Tickford for conversion to the Sierra 'RS500 Cosworth'. If the RS Cosworth was a homologation car, the RS500 was an evolution special. Once Ford had built the requisite 5,000 RS Cosworths, 'Group A' rules allowed an upgraded 'evolution' model to be launched. This could carry changes focused on improving its racing potential, provided Ford sold 10% of the original number as road cars, hence the 500. The RS500 was announced in July 1987 and had a mechanically uprated Cosworth engine (more similar to the one to be used in competition), with power boosted to 224bhp, modified bodywork and the cachet of being hand-assembled - the RS500 really is the ultimate 1980s Fast Ford! Around 14 years ago, our vendor, a knowledgeable and particularly fastidious enthusiast, decided that he would like to add an RS500 to his Collection. He knew what he wanted but took the precaution of enlisting the help of a friend who was a marque expert. They considered a number of cars, including some lovely examples, but were focused on finding the best RS500 they possibly could. A number of other contenders were rejected until, one day, E378 TKN appeared and was unquestionably 'the one'. Its originality was unmatched, the mileage was nominal (even today it has only covered 5,192 miles) and it had patently been cared for. Although very lightly used during our vendor's tenure, it was regularly serviced and maintained during this period by Tremona Garage of Southampton, a local specialist widely recognised as being hugely knowledgeable when it comes to Fords from the 1970s, 1980s and 1990s. They are also known for preparing cars to a Concours standard with much success in the Autoglym Masterclass and others. Who better to entrust with an RS 500 that may well turn out to be the best and most original RS500 to come to market. The attention to the detail of this car's maintenance cannot be understated. Our client has impressively managed to source a supply of rare new/old stock oil filters, fuel filters etc. so, not for this car a modern oil filter of the correct type, but an original orange one that would have been supplied when new. This 'forensic' attention to originality can be illustrated by our vendor's purchase of a set of period RS 500 wheels and tyres in order that TKN's date-stamped originals can be carefully stored and not have to bear the weight of the car for prolonged periods. This diligent approach is typical of our vendor and will explain why this gleaming black RS500 may well be the best you have ever seen. In 2022, Tremona carried out a full re-commissioning service on E378 TKN including the replacement of engine oil and filter, spark plugs, fuel filter, cambelt and a new battery. All parts used are genuine new/old stock parts and are identical to parts fitted at the factory. The engine oil filter is a Fram PH2854, spark plugs are Motorcraft AGPR 901C and a black Weber fuel filter was fitted. All these parts have not been available for many years and have been sourced to maintain the car's originality. As mentioned, the original Dunlop D40s are on the stored wheels, the original Ford exhaust system is still in place, the factory fog lamps remain in the boot awaiting fitting by the dealers and there is a file full of history detailing the car's life. Recently refreshed and with a fresh MOT, E378 TKN will be presented at Race Retro on its original wheels. Silverstone Auctions are proud to have been involved in the sale of many cars at World Record prices, many of them Fords. With 'Fast Fords' seemingly knowing no bounds in their desirability, and this one believed to be the very best example of the ultimate 1980s Fast Ford, we invite and encourage any serious collector to inspect this superb, 5,000-mile Cosworth as its type is unlikely to be found again. 1987 Ford Sierra Cosworth RS500 Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0208001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Variant RS500 Registration Number E378 TKN MOT Expiry 01/02/2024 Engine Number GG38730 Transmission Manual Body Colour Black Perhaps the finest example of Ford's most desired Cosworth ever. Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The original Ford Sierra RS Cosworth was the first Ford to wear the Cosworth badge and was presented to the public at the Geneva Motor Show in March 1985. It was introduced as a means of homologating the Sierra for 'Group A' Touring Car racing, with a requirement that 5,000 cars were built and sold. Launched for sale in July 1986, and based on the three-door Sierra body-shell, it was designed by Ford's Special Vehicle Engineering (SVE) and was powered by a Cosworth-designed 2.0-litre turbo engine of now-legendary repute. At this time, the Sierra Cosworth was a new kind of performance car - a 'blue-collar hero' able to humble true sports cars! In total 5,545 cars were produced - of which 500 were sent to Aston Martin Tickford for conversion to the Sierra 'RS500 Cosworth'. If the RS Cosworth was a homologation car, the RS500 was an evolution special. Once Ford had built the requisite 5,000 RS Cosworths, 'Group A' rules allowed an upgraded 'evolution' model to be launched. This could carry changes focused on improving its racing potential, provided Ford sold 10% of the original number as road cars, hence the 500. The RS500 was announced in July 1987 and had a mechanically uprated Cosworth engine (more similar to the one to be used in competition), with power boosted to 224bhp, modified bodywork and the cachet of being hand-assembled - the RS500 really is the ultimate 1980s Fast Ford! Around 14 years ago, our vendor, a knowledgeable and particularly fastidious enthusiast, decided that he would like to add an RS500 to his Collection. He knew what he wanted but took the precaution of enlisting the help of a friend who was a marque expert. They considered a number of cars, including some lovely examples, but were focused on finding the best RS500 they possibly could. A number of other contenders were rejected until, one day, E378 TKN appeared and was unquestionably 'the one'. Its originality was unmatched, the mileage was nominal (even today it has only covered 5,192 miles) and it had patently been cared for. Although very lightly used during our vendor's tenure, it was regularly serviced and maintained during this period by Tremona Garage of Southampton, a local specialist widely recognised as being hugely knowledgeable when it comes to Fords from the 1970s, 1980s and 1990s. They are also known for preparing cars to a Concours standard with much success in the Autoglym Masterclass and others. Who better to entrust with an RS 500 that may well turn out to be the best and most original RS500 to come to market. The attention to the detail of this car's maintenance cannot be understated. Our client has impressively managed to source a supply of rare new/old stock oil filters, fuel filters etc. so, not for this car a modern oil filter of the correct type, but an original orange one that would have been supplied when new. This 'forensic' attention to originality can be illustrated by our vendor's purchase of a set of period RS 500 wheels and tyres in order that TKN's date-stamped originals can be carefully stored and not have to bear the weight of the car for prolonged periods. This diligent approach is typical of our vendor and will explain why this gleaming black RS500 may well be the best you have ever seen. In 2022, Tremona carried out a full re-commissioning service on E378 TKN including the replacement of engine oil and filter, spark plugs, fuel filter, cambelt and a new battery. All parts used are genuine new/old stock parts and are identical to parts fitted at the factory. The engine oil filter is a Fram PH2854, spark plugs are Motorcraft AGPR 901C and a black Weber fuel filter was fitted. All these parts have not been available for many years and have been sourced to maintain the car's originality. As mentioned, the original Dunlop D40s are on the stored wheels, the original Ford exhaust system is still in place, the factory fog lamps remain in the boot awaiting fitting by the dealers and there is a file full of history detailing the car's life. Recently refreshed and with a fresh MOT, E378 TKN will be presented at Race Retro on its original wheels. Silverstone Auctions are proud to have been involved in the sale of many cars at World Record prices, many of them Fords. With 'Fast Fords' seemingly knowing no bounds in their desirability, and this one believed to be the very best example of the ultimate 1980s Fast Ford, we invite and encourage any serious collector to inspect this superb, 5,000-mile Cosworth as its type is unlikely to be found again. Other Cars from Iconic Auctioneers Ltd 1995-Ford-Escort-RS-Cosworth-Lux-01.jpg 1995-Ford-Escort-RS-Cosworth-Lux-02.jpg 1995-Ford-Escort-RS-Cosworth-Lux-15.jpg 1995-Ford-Escort-RS-Cosworth-Lux-01.jpg 1/15 1995 Ford Escort RS Cosworth Lux Iconic Auctioneers Ltd United Kingdom 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-01.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-02.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-20.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-01.jpg 1/20 1973 Jaguar E-Type 'Coombs' 6.1-Litre Quad-Cam V12 Iconic Auctioneers Ltd United Kingdom 1995-Lotus-Esprit-S4s-01.jpeg 1995-Lotus-Esprit-S4s-02.jpeg 1995-Lotus-Esprit-S4s-15.jpeg 1995-Lotus-Esprit-S4s-01.jpeg 1/15 1995 Lotus Esprit S4s Iconic Auctioneers Ltd United Kingdom Last Featured Cars

Although incorporating certain lessons learned from the preceding 904 GTS programme, Porsche’s new-for-1966 906 model–officially designated the Carrera 6–was notably divergent in its mechanical composition. Whereas the 904 employed a ladder chassis with a bonded fibreglass body, the 906 used a more conventional multi-tubular frame, clothed in unstressed fibreglass of nominal thickness to minimise weight. Some 65 chassis would be constructed, of which 52 were fitted with 2-litre, six-cylinder carburettor engines, nine equipped with fuel injection and four with experimental 2.2-litre eight-cylinder motors. Significantly, in customer specification, the new car offered a weight reduction of some 200 pounds relative to the outgoing 904. Competition success was immediate, with a 2-litre class win–and sixth overall–achieved on debut in the Daytona 24 Hours, with further class wins forthcoming in the Sebring 12 Hours and at the Monza, Spa, Nürburgring and Paris 1,000 Kilometre races. If, inexplicably, there was any doubt as to the new car’s abilities, then outright victories at the Targa Florio and Circuito del Mugello–not to mention fourth overall and the almost inevitable class win at Le Mans–surely put these to rest. Indeed over the next two seasons, until its replacement with the 910, the 906 became arguably the most accomplished and versatile of all two-litre Sports Racing cars. The car offered here, chassis 906-115, was completed at Zuffenhausen on 9 March 1966, to the order of keen Italian amateur racer and hillclimber Ermanno Spazzapan. Invariably competing under the pseudonym of “Mann”, Spazzapan enjoyed a strong affiliation with Porsche, having previously campaigned both a 356B 2000GS and a 356 Carrera Abarth GTL in Italian domestic events in 1964 and 1965. However, his purchase of 906-115 in the Spring of 1966 represented not only his first known experience of a Sports Prototype, but also a significant step up in terms of performance. As with other customer specification 906s, 906-115 was fitted with a six-cylinder Type-901/20 engine, which employed a sand-cast magnesium elektron crankcase, forged steel crankshaft, titanium connecting rods, forged alloy pistons and dry-sump lubrication. A compression ratio of 10.3:1 afforded a power output of some 210 horsepower at 8,000 rpm, while a five-speed Type-906/1 gearbox transmitted this to the road. “Mann” made his debut in 906-115 at the Stallavena-Boscochiesanuova hillclimb on 17 April, in which he finished second in class in the over-2000cc Sports Racing car class. The remainder of the season encompassed some nine further events–eight hillclimbs and one race–and the pair became a regular sight on the Italian hillclimb scene. The Antignano-Monte Burrone round in June represented the season’s highlight, with an outright win, while the event from Spazzapan’s hometown of Vittorio Veneto, in Treviso, to Consoglio yielded a noteworthy second place overall. Third place finishes were also achieved at Cividale-Castelmonte, Bolzano-Mendola and at the Coppa Alpe del Nevegal, while the season’s sole circuit-based event saw the pair finish second in class at the Coppa Agip at Vallelunga, behind the victorious sister 906 of “Noris”. However, after only a single season of ownership, Spazzapan opted to sell 906-115 to his fellow countryman Ennio Bonomelli in early 1967. The latter would later emerge as something of a Porsche specialist, driving a variety of models including a 908/03, 910 and 911 RSR, and winning the 1968 Italian GT Championship in a 911S, yet it appears that he drove 906-115 on only three occasions, each of which were hillclimbs. Instead, the car was primarily entrusted to Antonio Zadra–occasionally known by his pseudonym of “Khandaru”–and Giuseppe Dalla Torre. The car’s race debut under its new ownership came in a 20-lap Unlimited Sports Car race at Innsbruck in May 1967, although regrettably its finishing position is unknown. Next, however, was the altogether more serious prospect of the 500 kilometres of Mugello; then a round of the World Sportscar Championship. Held on the daunting 66.2 kilometre road circuit, the event attracted no less than 111 entries, including two factory-entered Porsche 910s for Schütz/ Mitter and Neerpasch/ Stommelen, two Scuderia Ferrari 206 Dino Competiziones for Scarfiotti/ Vaccarella and Klass/ Williams, and three Autodelta Alfa Romeo T33s. At the conclusion of the gruelling 8-lap, near four-and-a-half hour race, Schütz and Mitter prevailed–with their 910-mounted teammates second and the Prototype-class Porsche 911R of Elford and van Lennep third. However, “Khandaru” and Dalla Torre drove superbly to finish tenth overall and third in class; beaten only in their category by the similar 906s of Cella/ Biscaldi and Nicodemi/ Facetti. A little over a month later, “Khandaru” drove the car to a fine 14th overall and seventh in class at the Ollon-Villars hillclimb, while the season rounded off at Aspern, in Austria, in early October. There, a high quality entry for the 40-lap Sports Car race included the likes of Dieter Quester and Peter Schetty–in works BMW and Abarth respectively–but “Khandaru” and 906-115 acquitted themselves admirably, finishing ninth overall and third in the 2-litre class. Intriguingly, the 1968 season was scheduled to start with an entry into the Nürburgring 1,000 kilometres–once again with “Khandaru” and Dalla Torre driving–but evidently 906-115 failed to appear. However, in late-June, it contested the Coppa Gallenga at Vallelunga, where “Khandaru” finished a fine third overall and first in class behind the Ferrari 206S Dino of Ferdiando Latteri and the Porsche 910 of Antonio Nicodemi. Disappointingly, a return to the Circuito del Mugello in late July proved frustrating for the car’s customary pilots, ending as it did in an early retirement. Arguably 906-115’s finest hour came in the Imola 500 kilometres, held at the scenic Emilia-Romagna circuit in September 1968. A fine race entry included three privately-entered Porsche 910s–one of which was to be shared by factory driver Vic Elford–and three Autodelta Alfa Romeo T33/2s driven by the all-star team of Vaccarella/Zeccoli, Giunti/Galli and Casoni/Dini. Once again “Khandaru” and Dalla Torre were paired in the car; both drivers and car excelling to finish a fine fourth overall–and first in class–behind the three Alfas. The car’s final contemporary race season concluded in Austria with races on consecutive weekends in Aspern and Innsbruck, in early October. Ranged against some of the most respected Sportscar drivers of the day–including Merzario, Marko and Hezemans–Zadra finished a respectable ninth, and third in class, in Aspern and seventh–fifth in the 2-litre class–in Innsbruck. The rapidly changing Sports Prototype landscape of the late 1960s–and in particular the increasingly important role of aerodynamics–rendered both the 906 and many of its Group 4 contemporaries increasingly uncompetitive in International Sportscar racing. However, the 1970s saw burgeoning interest in newly-designated “Historic” racing cars and, against this backdrop, 906-115 was subsequently located and purchased by Bergamo-based enthusiast and broker Corrado Cupellini. Having retained ownership for several years, Cupellini sold 906-115 to German Porsche luminary Bernd Becker in 1977; the car representing a fitting stablemate for the latter’s ex-Ben Pon 910. Becker would retain 906-115 for almost a quarter of a century, regularly racing the car throughout Europe and, on occasions, in South Africa, until its sale to German-based brokers PS Automobile in 2001. In their custody, 906-115 was subjected to a comprehensive rebuild; the retention of its original GRP panels, engine and gearbox all being noted at this time. Duly completed and returned to its original colour of Grand Prix White, 906-115 reappeared in the 2002 Tour Auto, before being sold to Frenchman Alain Salat in 2004. In his custody, the car contested the Tour Auto again, prior to its acquisition by an anonymous French collector in 2007, and subsequent purchase by Swiss-based collector Carlo Perego in 2014. The latter retained the car for some seven years, before selling it to the most recent previous owner in 2020. In his custody, 906-115 has been fastidiously maintained by marque experts Road Scholars of Durham, NC, at a cost of over $60,000. This has included–but is not restricted to–rebuilds of the carburettors and steering rack, the replacement of the rear crankshaft oil seal, clutch and front suspension ball joints, and the performance of general engine calibration work. Remarkably, in September 2020, the car joined 906-109, 906-110 and 906-158 for a memorable 300-mile road trip between Vail and Aspen, Colorado; the dramatic scenery of the Rockies providing an appropriately Alpine context in which to celebrate 906-115’s formative years. With the current owner, the car’s original windscreen was replaced due to a crack, but has been retained for safe keeping. Highly accomplished, reassuringly uncomplicated and commendably practical, the Porsche 906 remains one of the greatest of all competitive all-rounders–not to mention perhaps the supreme giant-killer. Furthermore, its sheer versatility renders it ideally suited to–and highly eligible for–some of the world’s greatest historic events. In the case of 906-115, these attributes are further supplemented by its fascinating competition history and truly extraordinary originality. Indeed, the latter is confirmed by the retention of both its original engine and gearbox–serial numbers 906-113 and 906-110 respectively–as at the time of cataloguing, despite the passage of almost six decades, and a fascinatingly varied competition career. 1966 Porsche 906 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 25-0314001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Japan Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine No. 906-113 Gearbox No. 906-110 One of just 65 examples of Porsche’s ultra-successful Carrera 6 design, and one of only 52 customer specification cars constructed. Originally built to the order of Italian amateur racer and hillclimber Ermanno Spazzapan. Finished tenth overall and third in class in the 1967 Circuito del Mugello, and fourth overall and first in class in the 1968 Imola 500 kilometres. Subsequently owned by prominent Porsche collector Bernd Becker from 1977 until 2001. Highly original, retaining its original fitment engine, gearbox and GRP body panels. Recent beneficiary of expenditure in excess of $60,000 by marque specialists Road Scholars of Durham, NC. Accompanied by its original Kardex, expired FIA Historic Technical Passport and an extensive report by marque expert Jürgen Barth. Hugely versatile, and ideally suited for events including the Tour Auto, Le Mans Classic, Goodwood Revival and Monterey Historics. 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 Although incorporating certain lessons learned from the preceding 904 GTS programme, Porsche’s new-for-1966 906 model–officially designated the Carrera 6–was notably divergent in its mechanical composition. Whereas the 904 employed a ladder chassis with a bonded fibreglass body, the 906 used a more conventional multi-tubular frame, clothed in unstressed fibreglass of nominal thickness to minimise weight. Some 65 chassis would be constructed, of which 52 were fitted with 2-litre, six-cylinder carburettor engines, nine equipped with fuel injection and four with experimental 2.2-litre eight-cylinder motors. Significantly, in customer specification, the new car offered a weight reduction of some 200 pounds relative to the outgoing 904. Competition success was immediate, with a 2-litre class win–and sixth overall–achieved on debut in the Daytona 24 Hours, with further class wins forthcoming in the Sebring 12 Hours and at the Monza, Spa, Nürburgring and Paris 1,000 Kilometre races. If, inexplicably, there was any doubt as to the new car’s abilities, then outright victories at the Targa Florio and Circuito del Mugello–not to mention fourth overall and the almost inevitable class win at Le Mans–surely put these to rest. Indeed over the next two seasons, until its replacement with the 910, the 906 became arguably the most accomplished and versatile of all two-litre Sports Racing cars. The car offered here, chassis 906-115, was completed at Zuffenhausen on 9 March 1966, to the order of keen Italian amateur racer and hillclimber Ermanno Spazzapan. Invariably competing under the pseudonym of “Mann”, Spazzapan enjoyed a strong affiliation with Porsche, having previously campaigned both a 356B 2000GS and a 356 Carrera Abarth GTL in Italian domestic events in 1964 and 1965. However, his purchase of 906-115 in the Spring of 1966 represented not only his first known experience of a Sports Prototype, but also a significant step up in terms of performance. As with other customer specification 906s, 906-115 was fitted with a six-cylinder Type-901/20 engine, which employed a sand-cast magnesium elektron crankcase, forged steel crankshaft, titanium connecting rods, forged alloy pistons and dry-sump lubrication. A compression ratio of 10.3:1 afforded a power output of some 210 horsepower at 8,000 rpm, while a five-speed Type-906/1 gearbox transmitted this to the road. “Mann” made his debut in 906-115 at the Stallavena-Boscochiesanuova hillclimb on 17 April, in which he finished second in class in the over-2000cc Sports Racing car class. The remainder of the season encompassed some nine further events–eight hillclimbs and one race–and the pair became a regular sight on the Italian hillclimb scene. The Antignano-Monte Burrone round in June represented the season’s highlight, with an outright win, while the event from Spazzapan’s hometown of Vittorio Veneto, in Treviso, to Consoglio yielded a noteworthy second place overall. Third place finishes were also achieved at Cividale-Castelmonte, Bolzano-Mendola and at the Coppa Alpe del Nevegal, while the season’s sole circuit-based event saw the pair finish second in class at the Coppa Agip at Vallelunga, behind the victorious sister 906 of “Noris”. However, after only a single season of ownership, Spazzapan opted to sell 906-115 to his fellow countryman Ennio Bonomelli in early 1967. The latter would later emerge as something of a Porsche specialist, driving a variety of models including a 908/03, 910 and 911 RSR, and winning the 1968 Italian GT Championship in a 911S, yet it appears that he drove 906-115 on only three occasions, each of which were hillclimbs. Instead, the car was primarily entrusted to Antonio Zadra–occasionally known by his pseudonym of “Khandaru”–and Giuseppe Dalla Torre. The car’s race debut under its new ownership came in a 20-lap Unlimited Sports Car race at Innsbruck in May 1967, although regrettably its finishing position is unknown. Next, however, was the altogether more serious prospect of the 500 kilometres of Mugello; then a round of the World Sportscar Championship. Held on the daunting 66.2 kilometre road circuit, the event attracted no less than 111 entries, including two factory-entered Porsche 910s for Schütz/ Mitter and Neerpasch/ Stommelen, two Scuderia Ferrari 206 Dino Competiziones for Scarfiotti/ Vaccarella and Klass/ Williams, and three Autodelta Alfa Romeo T33s. At the conclusion of the gruelling 8-lap, near four-and-a-half hour race, Schütz and Mitter prevailed–with their 910-mounted teammates second and the Prototype-class Porsche 911R of Elford and van Lennep third. However, “Khandaru” and Dalla Torre drove superbly to finish tenth overall and third in class; beaten only in their category by the similar 906s of Cella/ Biscaldi and Nicodemi/ Facetti. A little over a month later, “Khandaru” drove the car to a fine 14th overall and seventh in class at the Ollon-Villars hillclimb, while the season rounded off at Aspern, in Austria, in early October. There, a high quality entry for the 40-lap Sports Car race included the likes of Dieter Quester and Peter Schetty–in works BMW and Abarth respectively–but “Khandaru” and 906-115 acquitted themselves admirably, finishing ninth overall and third in the 2-litre class. Intriguingly, the 1968 season was scheduled to start with an entry into the Nürburgring 1,000 kilometres–once again with “Khandaru” and Dalla Torre driving–but evidently 906-115 failed to appear. However, in late-June, it contested the Coppa Gallenga at Vallelunga, where “Khandaru” finished a fine third overall and first in class behind the Ferrari 206S Dino of Ferdiando Latteri and the Porsche 910 of Antonio Nicodemi. Disappointingly, a return to the Circuito del Mugello in late July proved frustrating for the car’s customary pilots, ending as it did in an early retirement. Arguably 906-115’s finest hour came in the Imola 500 kilometres, held at the scenic Emilia-Romagna circuit in September 1968. A fine race entry included three privately-entered Porsche 910s–one of which was to be shared by factory driver Vic Elford–and three Autodelta Alfa Romeo T33/2s driven by the all-star team of Vaccarella/Zeccoli, Giunti/Galli and Casoni/Dini. Once again “Khandaru” and Dalla Torre were paired in the car; both drivers and car excelling to finish a fine fourth overall–and first in class–behind the three Alfas. The car’s final contemporary race season concluded in Austria with races on consecutive weekends in Aspern and Innsbruck, in early October. Ranged against some of the most respected Sportscar drivers of the day–including Merzario, Marko and Hezemans–Zadra finished a respectable ninth, and third in class, in Aspern and seventh–fifth in the 2-litre class–in Innsbruck. The rapidly changing Sports Prototype landscape of the late 1960s–and in particular the increasingly important role of aerodynamics–rendered both the 906 and many of its Group 4 contemporaries increasingly uncompetitive in International Sportscar racing. However, the 1970s saw burgeoning interest in newly-designated “Historic” racing cars and, against this backdrop, 906-115 was subsequently located and purchased by Bergamo-based enthusiast and broker Corrado Cupellini. Having retained ownership for several years, Cupellini sold 906-115 to German Porsche luminary Bernd Becker in 1977; the car representing a fitting stablemate for the latter’s ex-Ben Pon 910. Becker would retain 906-115 for almost a quarter of a century, regularly racing the car throughout Europe and, on occasions, in South Africa, until its sale to German-based brokers PS Automobile in 2001. In their custody, 906-115 was subjected to a comprehensive rebuild; the retention of its original GRP panels, engine and gearbox all being noted at this time. Duly completed and returned to its original colour of Grand Prix White, 906-115 reappeared in the 2002 Tour Auto, before being sold to Frenchman Alain Salat in 2004. In his custody, the car contested the Tour Auto again, prior to its acquisition by an anonymous French collector in 2007, and subsequent purchase by Swiss-based collector Carlo Perego in 2014. The latter retained the car for some seven years, before selling it to the most recent previous owner in 2020. In his custody, 906-115 has been fastidiously maintained by marque experts Road Scholars of Durham, NC, at a cost of over $60,000. This has included–but is not restricted to–rebuilds of the carburettors and steering rack, the replacement of the rear crankshaft oil seal, clutch and front suspension ball joints, and the performance of general engine calibration work. Remarkably, in September 2020, the car joined 906-109, 906-110 and 906-158 for a memorable 300-mile road trip between Vail and Aspen, Colorado; the dramatic scenery of the Rockies providing an appropriately Alpine context in which to celebrate 906-115’s formative years. With the current owner, the car’s original windscreen was replaced due to a crack, but has been retained for safe keeping. Highly accomplished, reassuringly uncomplicated and commendably practical, the Porsche 906 remains one of the greatest of all competitive all-rounders–not to mention perhaps the supreme giant-killer. Furthermore, its sheer versatility renders it ideally suited to–and highly eligible for–some of the world’s greatest historic events. In the case of 906-115, these attributes are further supplemented by its fascinating competition history and truly extraordinary originality. Indeed, the latter is confirmed by the retention of both its original engine and gearbox–serial numbers 906-113 and 906-110 respectively–as at the time of cataloguing, despite the passage of almost six decades, and a fascinatingly varied competition career. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

Pinin Farina’s first open competition Ferrari The hips don’t lie. Those round, voluptuous curves aft the cockpit are where your eyes are first drawn when presented with the arresting Ferrari 375 MM Spider, bodied by Pinin Farina in Turin. It was the historic coachbuilder’s first interpretation of an open competition Ferrari. And, heavens above, didn’t it do a great job? Introduced in 1953 as a means of keeping the mighty Mercedes-Benz 300 SLRs at bay, the 375 MM built on the success of the Mille Miglia-winning 340 models, Ferrari’s first production car to be powered by Aurelio Lampredi’s powerful long-block V12. The engine was enlarged to 4.5 litres in the 375 MM, raising power to a heady 340bhp. These ‘big-banger’ Lampredi-powered Ferraris really were the fastest cars on the road at the time, spearheading Ferrari’s assaults on all the greatest endurance races. And coupled with the efforts of Luigi Chinetti, who’d begun selling Ferraris across North America for the first time, the Prancing Horse was fast establishing itself as a purveyor of the world’s most exquisite motor cars. These ‘big-banger’ Lampredi-powered Ferraris really were the fastest cars on the road at the time, spearheading Ferrari’s assaults on all the greatest endurance races A mere 26 Ferrari 375 MMs were built, clothed in a number of striking different bodies, predominantly by Pinin Farina, though also by Vignale, Scaglietti and Ghia. Chassis no. 0360 AM As early Christmas presents go, we’re sure you’ll agree that a 1950s ‘big-banger’ 12-cylinder Ferrari would take some beating. The Italian mineral-water magnate, keen amateur racing driver and loyal Ferrari pilgrim Piero Scotti treated himself to such a gift in December of 1953. Among Il Commendatore’s most significant early customers, he acquired this Rosso Corsa Ferrari 375 MM Pinin Farina Spider, the very first built – chassis number 0360 AM, directly from the factory. But rather than parking it beside the tree and waiting patiently for Christmas day, he decided to ship the car directly to Morocco, North Africa, and enter the 12 Hours of Casablanca. Entered under the Scuderia Ferrari banner and run with considerable support from the factory, chassis number 0360 AM was assigned the race number two. Given the factory’s involvement, Scotti was partnered with successful Works driver Giuseppe ‘Nino’ Farina, who’d famously won the inaugural Formula 1 World Championship for Drivers in 1950, racing for Alfa Romeo. Beneath the fierce Moroccan sun and against strong opposition from Jaguar, Aston Martin and Talbot, the Scotti/Farina 4.5-litre Ferrari quickly emerged as the class of the field. “Nothing could stop Farina and Scotti in the Ferrari, which went round and round with relentless speed and efficiency,” was how Autosport reported on chassis number 0360 AM’s performance. Sure enough, as the sun set and the chequered flag dropped, Scotti and Farina led the second-place Ferrari of Luigi Villoresi and Alberto Ascari home by some 40 kilometres. A memorable Christmas for Piero Scotti indeed. The 340 MM remained in Africa into 1954, Scotti entering the Agadir Grand Prix in February and the Senegal Grand Prix in March, the latter of which he dominated to win. Upon returning the car to Europe in the spring, Scotti notched up another win on chassis 0360 AM’s record: this time the Coppa della Toscana. And he continued to compete for the remainder of the year, with a handful of further domestic victories. The strong performance of this 375 MM was clearly recognised in Maranello, for Scotti and the car featured in the 1954 Ferrari Yearbook. “In a field of 475 starters, Scotti had fought his way inside the top 10 by quarter-distance at Ravenna. And he continued to climb, reaching third position overall by Florence.” In a bid to better his incredible second-place finish in the 1951 Mille Miglia, Scotti contested both the 1954 and 1955 editions of the world-famous Italian road race with chassis 0360 AM. The mid-1950s was truly the heyday for the Mille Miglia, which snaked its way from Brescia down to Rome and back and attracted the world’s biggest manufacturers and their squadrons of star drivers. The motorsport world mourned Tazio Nuvolari in 1953, which prompted the Mille Miglia organisers to tweak the race route in order to encompass the Italian great’s hometown of Mantua. Incidentally, this notched the overall mileage to exactly 1,000 miles, as per the race’s name. There was also a significant change to the rules allowing a single driver to contest the entire race, rather than the traditional team of two. Context is useful at this point. Upwards of 11 hours solo driving, day and night, flat-out across an entire country, solely on public roads lined with hundreds of thousands of unobstructed spectators. Ludicrous. With crucial experience in the race and his new 4.5-litre Ferrari in rude health, Scotti must have fancied his chances for the 1954 Mille Miglia. Part of the Works Ferrari assault, Scotti opted to capitalise on the rule change and ‘go it alone’. And, by all accounts, he made a searing start. In a field of 475 starters, Scotti had fought his way inside the top 10 by quarter-distance at Ravenna. And he continued to climb. Rome marked the halfway point, some 540 miles into the race, and Scotti was sandwiched between two Works Maseratis in eighth position. As Marzotto’s Ferrari retired with gearbox trouble, Scotti was able to edge the number 546 375 MM up to third position by Florence. Alas, no sooner than a podium finish had been thrust into the realms of possibility, than it was cruelly snatched away. Scotti retired in the Apennines before Bologna – agonisingly close to the finish. What could have been… The Mille Miglia in 1955, of course, witnessed the momentous record-breaking victory of Stirling Moss and Denis Jenkinson in the Mercedes-Benz 300 SLR. It was to be Piero Scotti’s final attempt at finally winning the ‘world’s most beautiful motor race’, once again with his trusty 375 MM. With the staggering rate of technological development in the mid-1950s, chassis 0360 AM simply no longer remained competitive. The Mille Miglia would evade Scotti for the rest of his days. As this Ferrari was honourably retired after its remarkably successful competition career, so the car found its way across the Atlantic, passing through the hands of a small number of American owners until 1981, when it was acquired by the Pennsylvania trucking tycoon Len Rusiewicz. Painstakingly, over the course of the next 15 years and with the wholehearted support of his family, Rusiewicz returned what was a tired and forgotten but remarkably original Ferrari racer to its former glory. The long and exhaustive project complete, Rusiewicz did exactly what we would have done and showed it proudly to the world. Between 1996 and 2004, 0360 AM starred at a plethora of prestigious North American concours, including the 12th Annual Reading Concours d’Elegance, where it was awarded ‘Best of Show’, and the Ferrari Club of America National Concours, where it was the recipient of the ‘Forza Ferrari’ award. This 375 MM was also profiled in an in-depth feature in a 1997 issue of Cavallino, a copy of which accompanies the car. “Between 1996 and 2004, 0360 AM starred at a plethora of prestigious North American concours, including the 12th Annual Reading Concours d’Elegance, where it was awarded ‘Best of Show’.” After almost 25 years, Rusiewicz reluctantly parted with chassis 0360 AM in December of 2004. The car was bought by the Brescia-based Ferrari collector Emilio ‘Chico’ Gnutti, who promptly commissioned a comprehensive restoration. Ferrari Classiche’s preferred coachbuilder, Carrozzeria Quality Cars near Padua, was chosen to restore the stunning Pinin Farina bodywork, chassis and interior, while the mechanical components were entrusted to Brescia Autoracing, which is now known as Brixia Motor Classic. From the outset, the onus was on originality and authenticity. The body, for example, is now indistinguishable from that in the photos of the car contesting the 1954 Mille Miglia with Piero Scotti – a tribute to the artisanal craftsmanship of Quality Cars’ ingegneri. Gnutti enjoyed almost a decade with chassis number 0360 AM, exhibiting the car in the ultra-prestigious Concorso d’Eleganza Villa d’Este and, satisfyingly, contesting the Mille Miglia Storico – over 60 years after it took to the starting ramp of the original version of the legendary Italian road race. This 375 MM’s final – and current – owner, a prominent American Ferrari collector with a world-class stable of road and competition Prancing Horses, assumed custody in 2013. It has not been seen in public since. These commandingly powerful ‘big-banger’ 1950s Ferraris are, understandably, extremely desirable today. And it’s frankly easy to appreciate why, given their heady combination of rarity, desperate beauty, dizzying performance and immense period competition success, earned in the hands of the era’s greatest pilots. This 375 MM Spider Pinin Farina, the very first of a mere 15 built, exemplifies this appeal to a tee. Firstly there’s chassis number 0360 AM’s successful period competition history while in Piero Scotti’s ownership, crowned by two Mille Miglia entries and that stunning victory in the 12 Hours of Casablanca – earned with the help of the factory and, of course, the former Formula 1 World Champion ‘Nino’ Farina. Then there’s its entirely clear and comprehensive history, as verified by the leading Ferrari historian Marcel Massini in his accompanying report and, of course, Ferrari Classiche in its accompanying certification binder. Three owners in the last 43 years should prove music to many collectors’ ears. Crucially, this history supports the remarkable originality of this 375 MM. For us here at Girardo & Co., these attributes pale in comparison to the sheer grace and presence of this stunning Spider. The Pinin Farina-bodied 375 MM Spider is one of those cars that arrests your attention and holds it ransom from reality. It treads a fine line between masculine and feminine, with those not-so-subtle hints of its enormous power melded with those sultry and traditional Pinin Farina design cues. Chassis 0360 AM is nothing short of a masterpiece, worthy of a prime spot in Paris’s Louvre, Los Angeles’ Getty or New York’s Metropolitan. 1953 Ferrari 375 MM Pinin Farina Spider Girardo & Co. Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." 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SH ID 24-0205010 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 0360 AM Entrant in the 1954 and 1955 editions of the Mille Miglia – The most beautiful race in the world Entered by Scuderia Ferrari and raced by Works driver and Formula 1 World Champion Giuseppe ‘Nino’ Farina to outright victory in the 1953 12 Hours of Casablanca The first of a mere 15 Ferrari 375 MM Pinin Farina Spiders built Campaigned with considerable success in Europe and North Africa from 1953–1955 Boasting a clear and comprehensive history, as verified by the leading Ferrari historian Marcel Massini in his accompanying report Accompanied by copies of its original Ferrari factory build sheets An open large-capacity V12-powered flagship 1950s Ferrari, eligible for the world’s most prestigious concours competitions and historic motorsport events Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. 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The notice and take down procedure is described here: https://www.speedholics.com/copyright Pinin Farina’s first open competition Ferrari The hips don’t lie. Those round, voluptuous curves aft the cockpit are where your eyes are first drawn when presented with the arresting Ferrari 375 MM Spider, bodied by Pinin Farina in Turin. It was the historic coachbuilder’s first interpretation of an open competition Ferrari. And, heavens above, didn’t it do a great job? Introduced in 1953 as a means of keeping the mighty Mercedes-Benz 300 SLRs at bay, the 375 MM built on the success of the Mille Miglia-winning 340 models, Ferrari’s first production car to be powered by Aurelio Lampredi’s powerful long-block V12. The engine was enlarged to 4.5 litres in the 375 MM, raising power to a heady 340bhp. These ‘big-banger’ Lampredi-powered Ferraris really were the fastest cars on the road at the time, spearheading Ferrari’s assaults on all the greatest endurance races. And coupled with the efforts of Luigi Chinetti, who’d begun selling Ferraris across North America for the first time, the Prancing Horse was fast establishing itself as a purveyor of the world’s most exquisite motor cars. These ‘big-banger’ Lampredi-powered Ferraris really were the fastest cars on the road at the time, spearheading Ferrari’s assaults on all the greatest endurance races A mere 26 Ferrari 375 MMs were built, clothed in a number of striking different bodies, predominantly by Pinin Farina, though also by Vignale, Scaglietti and Ghia. Chassis no. 0360 AM As early Christmas presents go, we’re sure you’ll agree that a 1950s ‘big-banger’ 12-cylinder Ferrari would take some beating. The Italian mineral-water magnate, keen amateur racing driver and loyal Ferrari pilgrim Piero Scotti treated himself to such a gift in December of 1953. Among Il Commendatore’s most significant early customers, he acquired this Rosso Corsa Ferrari 375 MM Pinin Farina Spider, the very first built – chassis number 0360 AM, directly from the factory. But rather than parking it beside the tree and waiting patiently for Christmas day, he decided to ship the car directly to Morocco, North Africa, and enter the 12 Hours of Casablanca. Entered under the Scuderia Ferrari banner and run with considerable support from the factory, chassis number 0360 AM was assigned the race number two. Given the factory’s involvement, Scotti was partnered with successful Works driver Giuseppe ‘Nino’ Farina, who’d famously won the inaugural Formula 1 World Championship for Drivers in 1950, racing for Alfa Romeo. Beneath the fierce Moroccan sun and against strong opposition from Jaguar, Aston Martin and Talbot, the Scotti/Farina 4.5-litre Ferrari quickly emerged as the class of the field. “Nothing could stop Farina and Scotti in the Ferrari, which went round and round with relentless speed and efficiency,” was how Autosport reported on chassis number 0360 AM’s performance. Sure enough, as the sun set and the chequered flag dropped, Scotti and Farina led the second-place Ferrari of Luigi Villoresi and Alberto Ascari home by some 40 kilometres. A memorable Christmas for Piero Scotti indeed. The 340 MM remained in Africa into 1954, Scotti entering the Agadir Grand Prix in February and the Senegal Grand Prix in March, the latter of which he dominated to win. Upon returning the car to Europe in the spring, Scotti notched up another win on chassis 0360 AM’s record: this time the Coppa della Toscana. And he continued to compete for the remainder of the year, with a handful of further domestic victories. The strong performance of this 375 MM was clearly recognised in Maranello, for Scotti and the car featured in the 1954 Ferrari Yearbook. “In a field of 475 starters, Scotti had fought his way inside the top 10 by quarter-distance at Ravenna. And he continued to climb, reaching third position overall by Florence.” In a bid to better his incredible second-place finish in the 1951 Mille Miglia, Scotti contested both the 1954 and 1955 editions of the world-famous Italian road race with chassis 0360 AM. The mid-1950s was truly the heyday for the Mille Miglia, which snaked its way from Brescia down to Rome and back and attracted the world’s biggest manufacturers and their squadrons of star drivers. The motorsport world mourned Tazio Nuvolari in 1953, which prompted the Mille Miglia organisers to tweak the race route in order to encompass the Italian great’s hometown of Mantua. Incidentally, this notched the overall mileage to exactly 1,000 miles, as per the race’s name. There was also a significant change to the rules allowing a single driver to contest the entire race, rather than the traditional team of two. Context is useful at this point. Upwards of 11 hours solo driving, day and night, flat-out across an entire country, solely on public roads lined with hundreds of thousands of unobstructed spectators. Ludicrous. With crucial experience in the race and his new 4.5-litre Ferrari in rude health, Scotti must have fancied his chances for the 1954 Mille Miglia. Part of the Works Ferrari assault, Scotti opted to capitalise on the rule change and ‘go it alone’. And, by all accounts, he made a searing start. In a field of 475 starters, Scotti had fought his way inside the top 10 by quarter-distance at Ravenna. And he continued to climb. Rome marked the halfway point, some 540 miles into the race, and Scotti was sandwiched between two Works Maseratis in eighth position. As Marzotto’s Ferrari retired with gearbox trouble, Scotti was able to edge the number 546 375 MM up to third position by Florence. Alas, no sooner than a podium finish had been thrust into the realms of possibility, than it was cruelly snatched away. Scotti retired in the Apennines before Bologna – agonisingly close to the finish. What could have been… The Mille Miglia in 1955, of course, witnessed the momentous record-breaking victory of Stirling Moss and Denis Jenkinson in the Mercedes-Benz 300 SLR. It was to be Piero Scotti’s final attempt at finally winning the ‘world’s most beautiful motor race’, once again with his trusty 375 MM. With the staggering rate of technological development in the mid-1950s, chassis 0360 AM simply no longer remained competitive. The Mille Miglia would evade Scotti for the rest of his days. As this Ferrari was honourably retired after its remarkably successful competition career, so the car found its way across the Atlantic, passing through the hands of a small number of American owners until 1981, when it was acquired by the Pennsylvania trucking tycoon Len Rusiewicz. Painstakingly, over the course of the next 15 years and with the wholehearted support of his family, Rusiewicz returned what was a tired and forgotten but remarkably original Ferrari racer to its former glory. The long and exhaustive project complete, Rusiewicz did exactly what we would have done and showed it proudly to the world. Between 1996 and 2004, 0360 AM starred at a plethora of prestigious North American concours, including the 12th Annual Reading Concours d’Elegance, where it was awarded ‘Best of Show’, and the Ferrari Club of America National Concours, where it was the recipient of the ‘Forza Ferrari’ award. This 375 MM was also profiled in an in-depth feature in a 1997 issue of Cavallino, a copy of which accompanies the car. “Between 1996 and 2004, 0360 AM starred at a plethora of prestigious North American concours, including the 12th Annual Reading Concours d’Elegance, where it was awarded ‘Best of Show’.” After almost 25 years, Rusiewicz reluctantly parted with chassis 0360 AM in December of 2004. The car was bought by the Brescia-based Ferrari collector Emilio ‘Chico’ Gnutti, who promptly commissioned a comprehensive restoration. Ferrari Classiche’s preferred coachbuilder, Carrozzeria Quality Cars near Padua, was chosen to restore the stunning Pinin Farina bodywork, chassis and interior, while the mechanical components were entrusted to Brescia Autoracing, which is now known as Brixia Motor Classic. From the outset, the onus was on originality and authenticity. The body, for example, is now indistinguishable from that in the photos of the car contesting the 1954 Mille Miglia with Piero Scotti – a tribute to the artisanal craftsmanship of Quality Cars’ ingegneri. Gnutti enjoyed almost a decade with chassis number 0360 AM, exhibiting the car in the ultra-prestigious Concorso d’Eleganza Villa d’Este and, satisfyingly, contesting the Mille Miglia Storico – over 60 years after it took to the starting ramp of the original version of the legendary Italian road race. This 375 MM’s final – and current – owner, a prominent American Ferrari collector with a world-class stable of road and competition Prancing Horses, assumed custody in 2013. It has not been seen in public since. These commandingly powerful ‘big-banger’ 1950s Ferraris are, understandably, extremely desirable today. And it’s frankly easy to appreciate why, given their heady combination of rarity, desperate beauty, dizzying performance and immense period competition success, earned in the hands of the era’s greatest pilots. This 375 MM Spider Pinin Farina, the very first of a mere 15 built, exemplifies this appeal to a tee. Firstly there’s chassis number 0360 AM’s successful period competition history while in Piero Scotti’s ownership, crowned by two Mille Miglia entries and that stunning victory in the 12 Hours of Casablanca – earned with the help of the factory and, of course, the former Formula 1 World Champion ‘Nino’ Farina. Then there’s its entirely clear and comprehensive history, as verified by the leading Ferrari historian Marcel Massini in his accompanying report and, of course, Ferrari Classiche in its accompanying certification binder. Three owners in the last 43 years should prove music to many collectors’ ears. Crucially, this history supports the remarkable originality of this 375 MM. For us here at Girardo & Co., these attributes pale in comparison to the sheer grace and presence of this stunning Spider. The Pinin Farina-bodied 375 MM Spider is one of those cars that arrests your attention and holds it ransom from reality. It treads a fine line between masculine and feminine, with those not-so-subtle hints of its enormous power melded with those sultry and traditional Pinin Farina design cues. Chassis 0360 AM is nothing short of a masterpiece, worthy of a prime spot in Paris’s Louvre, Los Angeles’ Getty or New York’s Metropolitan. Other Cars from Girardo & Co. Ltd 1985-Lancia-Delta-S4-Stradale-01.jpg 1985-Lancia-Delta-S4-Stradale-02.jpg 1985-Lancia-Delta-S4-Stradale-20.jpg 1985-Lancia-Delta-S4-Stradale-01.jpg 1/20 1985 Lancia Delta S4 Stradale Girardo & Co. Ltd United Kingdom 1968-Lamborghini-Miura-LP400-S-01.jpg 1968-Lamborghini-Miura-LP400-S-02.jpg 1968-Lamborghini-Miura-LP400-S-20.jpg 1968-Lamborghini-Miura-LP400-S-01.jpg 1/20 1968 Lamborghini Miura LP400 S Girardo & Co. Ltd United Kingdom 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-02.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-15.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1/15 1973 Ferrari 365 GTB/4 ‘Daytona’ UK RHD Girardo & Co. Ltd United Kingdom Last Featured Cars

'Performance, controllability and comfort have been combined in the Aston Martin DB4 to make it a highly desirable car: one in which long journeys can be completed very quickly indeed with the minimum of risk or discomfort and the maximum of pleasure.' - The Motor. Manufactured between October 1958 and June 1963, the DB4 developed through no fewer than five series. The first series had already undergone a number of improvements, including the fitting of heavy-duty bumpers after the first 50 cars, before the second series arrived in January 1960. A front-hinged bonnet, bigger brake callipers, and an enlarged sump were the major changes made on the Series II, while the third series featured separate rear lights, two bonnet stays and a host of improvements to the interior fittings. The fourth series was readily distinguishable by its new grille, with seven vertical bars, shallower bonnet intake, and recessed rear lights, while the final (fifth) series manufactured between September 1962 and June 1963 was 3½" longer. Delivered via Brooklands of Bond street in January 1962, Chassis 844, a series 4 example was supplied new in Dubonnet with contrasting grey leather interior and red carpets. Still fitted with its original engine and the desirable overdrive gearbox 3500 MW has spent all of its life in the UK with a reassuring small amount of long-term owners over the years notably only two between 1973 and 2018! The extensive history file has MOT’s from the early 70’s and many invoices, some hand written describing simple services to more extensive work, including previous chassis and sill work, bare metal repaint and the reconnolising of the original leather. Very recently it has had a top end engine rebuild by a marque specialist and delivers a smooth and enjoyable experience. Ensconced in a delightfully patinated interior, all the fabled charms of the DB4 are apparent. Plenty of power, a useful overdrive for more relaxed touring, all wrapped up in Touring’s timelessly elegant coachwork. 1962 Aston Martin DB4 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 23-0215001 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 'Performance, controllability and comfort have been combined in the Aston Martin DB4 to make it a highly desirable car: one in which long journeys can be completed very quickly indeed with the minimum of risk or discomfort and the maximum of pleasure.' - The Motor. Manufactured between October 1958 and June 1963, the DB4 developed through no fewer than five series. The first series had already undergone a number of improvements, including the fitting of heavy-duty bumpers after the first 50 cars, before the second series arrived in January 1960. A front-hinged bonnet, bigger brake callipers, and an enlarged sump were the major changes made on the Series II, while the third series featured separate rear lights, two bonnet stays and a host of improvements to the interior fittings. The fourth series was readily distinguishable by its new grille, with seven vertical bars, shallower bonnet intake, and recessed rear lights, while the final (fifth) series manufactured between September 1962 and June 1963 was 3½" longer. Delivered via Brooklands of Bond street in January 1962, Chassis 844, a series 4 example was supplied new in Dubonnet with contrasting grey leather interior and red carpets. Still fitted with its original engine and the desirable overdrive gearbox 3500 MW has spent all of its life in the UK with a reassuring small amount of long-term owners over the years notably only two between 1973 and 2018! The extensive history file has MOT’s from the early 70’s and many invoices, some hand written describing simple services to more extensive work, including previous chassis and sill work, bare metal repaint and the reconnolising of the original leather. Very recently it has had a top end engine rebuild by a marque specialist and delivers a smooth and enjoyable experience. Ensconced in a delightfully patinated interior, all the fabled charms of the DB4 are apparent. Plenty of power, a useful overdrive for more relaxed touring, all wrapped up in Touring’s timelessly elegant coachwork. Other Cars from Will Stone Historic Cars Ltd 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 1960-AC-Ace-Bristol-01.webp 1960-AC-Ace-Bristol-02.webp 1960-AC-Ace-Bristol-15.webp 1960-AC-Ace-Bristol-01.webp 1/15 1960 AC Ace Bristol Will Stone Historic Cars Ltd United Kingdom Last Featured Cars

Maserati Merak SS 1978 with private number plate included. Yellow with two tone grey interior. This very rare right hand drive Merak SS has the three spoke steering wheel and Bora dashboard that was fitted to UK cars from new. 39,000 miles are indicated, history file contains old invoices, mot’s, owners handbook and bills from many well known Maserati specialists. The interior has been retrimmed to an excellent standard and the body work is superb and unmarked. Mechanically it is also excellent and it drives without fault. The Campagnolo wheels are stunning, as is the detailed engine bay. One of only 140 Merak SS right hand drive cars built. Very cool looking car indeed. 1978 Maserati Merak SS Classic Connection 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 23-0728011 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Classic Connection Pound Lane BH24 Burley United Kingdom Contact details +44 1425 489575 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 Maserati Merak SS 1978 with private number plate included. Yellow with two tone grey interior. This very rare right hand drive Merak SS has the three spoke steering wheel and Bora dashboard that was fitted to UK cars from new. 39,000 miles are indicated, history file contains old invoices, mot’s, owners handbook and bills from many well known Maserati specialists. The interior has been retrimmed to an excellent standard and the body work is superb and unmarked. Mechanically it is also excellent and it drives without fault. The Campagnolo wheels are stunning, as is the detailed engine bay. One of only 140 Merak SS right hand drive cars built. Very cool looking car indeed. Other Cars from Classic Connection 1954-Aston-Martin-DB2-4-Mk1-01.webp 1954-Aston-Martin-DB2-4-Mk1-02.webp 1954-Aston-Martin-DB2-4-Mk1-20.webp 1954-Aston-Martin-DB2-4-Mk1-01.webp 1/20 1954 Aston Martin DB2/4 Mk1 Classic Connection United Kingdom 1952-Aston-Martin-DB2-Vantage-01.webp 1952-Aston-Martin-DB2-Vantage-02.webp 1952-Aston-Martin-DB2-Vantage-15.webp 1952-Aston-Martin-DB2-Vantage-01.webp 1/15 1952 Aston Martin DB2 Vantage Classic Connection United Kingdom 1967-Mercedes-Benz-230SL-Pagoda-W113-Automatic-01.webp 1967-Mercedes-Benz-230SL-Pagoda-W113-Automatic-02.webp 1967-Mercedes-Benz-230SL-Pagoda-W113-Automatic-20.webp 1967-Mercedes-Benz-230SL-Pagoda-W113-Automatic-01.webp 1/20 1967 Mercedes-Benz 230SL Pagoda W113 Automatic Classic Connection United Kingdom Last Featured Cars

The production of the 250 SL started in December 1966. The engine and brakes were slightly modified from the 250 SE. The power output corresponds to that of the 230 SL, but a significantly higher torque of 216 Nm is achieved at the same engine speed (4200 rpm), which primarily results in improved acceleration. 250 SLs are the rarest examples of the W 113 series due to the fact that they were only built for just over a year. 5,186 were produced. According to available documents, this 250 SL was delivered to the USA on 21 May 1967 and returned to Germany in the 1990s. The car has been partially restored to its original condition and has undergone regular maintenance in recent years. The vehicle has a German historic registration. A Classic Data valuation report is available. Last but not least, the car impresses with its contemporary colour scheme and its untouched condition. Equipment Automatic Radio Becker Power steering Engine 6-cylinder, 110 kw, 2.470 ccm 1967 Mercedes-Benz 250 SL Thiesen Hamburg GmbH 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 24-1019009 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Colour Light blue (335) Interior Leather light beige Gearbox Automatic Drive Left Power 150 PS Location Hamburg Thiesen Hamburg GmbH Griegstraße, 73 Hamburg Germany Contact details sales@thiesen-automobile.com +49 (0) 40 / 450 343 - 0 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 production of the 250 SL started in December 1966. The engine and brakes were slightly modified from the 250 SE. The power output corresponds to that of the 230 SL, but a significantly higher torque of 216 Nm is achieved at the same engine speed (4200 rpm), which primarily results in improved acceleration. 250 SLs are the rarest examples of the W 113 series due to the fact that they were only built for just over a year. 5,186 were produced. According to available documents, this 250 SL was delivered to the USA on 21 May 1967 and returned to Germany in the 1990s. The car has been partially restored to its original condition and has undergone regular maintenance in recent years. The vehicle has a German historic registration. A Classic Data valuation report is available. Last but not least, the car impresses with its contemporary colour scheme and its untouched condition. Equipment Automatic Radio Becker Power steering Engine 6-cylinder, 110 kw, 2.470 ccm Other Cars from Thiesen Hamburg GmbH 1960-Mercedes-Benz-190-S-01.webp 1960-Mercedes-Benz-190-S-02.webp 1960-Mercedes-Benz-190-S-20.webp 1960-Mercedes-Benz-190-S-01.webp 1/20 1960 Mercedes-Benz 190 SL Thiesen Hamburg GmbH Germany 1959-Mercedes-Benz-300-SL-01.jpg 1959-Mercedes-Benz-300-SL-02.jpg 1959-Mercedes-Benz-300-SL-15.webp 1959-Mercedes-Benz-300-SL-01.jpg 1/15 1959 Mercedes-Benz 300 SL Thiesen Hamburg GmbH Germany 1961-Maserati-3500-GT-Touring-01.webp 1961-Maserati-3500-GT-Touring-02.webp 1961-Maserati-3500-GT-Touring-20.webp 1961-Maserati-3500-GT-Touring-01.webp 1/20 1961 Maserati 3500 GT Touring Thiesen Hamburg GmbH Geramny Last Featured Cars

Congratulations to all who take their passion to the highest level. La meccanica delle emozioni ! – Alfa Romeo Special cars always stay with you, especially that first encounter. Early one morning by the lake in Laveno, Italy, our neighbour started something that bubbled, had a screech and came to life with – quite a bit of – blue smoke. The 1750 GTV of the 105 branch in the Alfa family tree. To this day, one of the most beautiful coupes ever made we think. The lines which are nothing too much, but picture-perfect. No bells and whistles, but the important things accentuated. From the enthusiast for the enthusiast. The handling of the 1750 GTV is also exactly what you expect from a legendary Romeo. Tight on the road, plenty of contact with the tarmac and pushing in the lower back due to the rear-wheel drive. When your ‘olio’ gauge is in the middle, that’s where the sound comes in. Because how good it is! Between 5- and 6 thousand revs, it drives most nicely, sounds healthiest and as soon as you release the throttle; just enough afterburner. No DSG crackling of the modern VW Golfs, but real afterburning. You can feel your chest hair growing every time you downshift! Ours is in Giallo Ocra, originally delivered in Sweden and fully documented. Fully equipped for a lot more touring and rallying. Has been very well maintained in recent years. She is again ready for many smiles a litre. Ci vediamo presto? Out of gallery 1971 Alfa Romeo GTV JamesEdition B.V. If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0821001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 4 Cylinder Gearbox Manual Drive Lhd Drive train Rwd Fuel type Petrol Power 118 hp (88 kw) Condition Used VIN 01544 Color Custom Interior color Black JamesEdition B.V. Radarweg 29 Amsterdam The Netherlands Contact details support@jamesedition.com +31 (20) 369-07-23 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 Congratulations to all who take their passion to the highest level. La meccanica delle emozioni ! – Alfa Romeo Special cars always stay with you, especially that first encounter. Early one morning by the lake in Laveno, Italy, our neighbour started something that bubbled, had a screech and came to life with – quite a bit of – blue smoke. The 1750 GTV of the 105 branch in the Alfa family tree. To this day, one of the most beautiful coupes ever made we think. The lines which are nothing too much, but picture-perfect. No bells and whistles, but the important things accentuated. From the enthusiast for the enthusiast. The handling of the 1750 GTV is also exactly what you expect from a legendary Romeo. Tight on the road, plenty of contact with the tarmac and pushing in the lower back due to the rear-wheel drive. When your ‘olio’ gauge is in the middle, that’s where the sound comes in. Because how good it is! Between 5- and 6 thousand revs, it drives most nicely, sounds healthiest and as soon as you release the throttle; just enough afterburner. No DSG crackling of the modern VW Golfs, but real afterburning. You can feel your chest hair growing every time you downshift! Ours is in Giallo Ocra, originally delivered in Sweden and fully documented. Fully equipped for a lot more touring and rallying. Has been very well maintained in recent years. She is again ready for many smiles a litre. Ci vediamo presto? Out of gallery Other Cars from JamesEdition B.V. 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1969-Alfa-Romeo-Guilia-Sprint-02.webp 1969-Alfa-Romeo-Guilia-Sprint-15.webp 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1/15 1969 Alfa Romeo Guilia Sprint GT JamesEdition B.V. Germany 1965-Ferrari-330-GT-01.webp 1965-Ferrari-330-GT-02.webp 1965-Ferrari-330-GT-20.webp 1965-Ferrari-330-GT-01.webp 1/20 1965 Ferrari 330 GT JamesEdition B.V. Los Angeles 2000-Porsche-996-Carrera-01.webp 2000-Porsche-996-Carrera-02.webp 2000-Porsche-996-Carrera-15.webp 2000-Porsche-996-Carrera-01.webp 1/15 2000 Porsche 996 Carrera JamesEdition B.V. Los Angeles Last Featured Cars

At the 1975 Paris Salon, Ferrari unveiled the Tipo F106 as a replacement for the Dino. Dubbed 308 GTB, the new model was powered by a 3-litre V-8 and proved to be a particularly enduring design—the basic concept remaining in production until 1989. The GTB was joined in 1977 by the open-topped 308 GTS, while in 1980 a smaller-engined version was introduced: the 208. Conceived to circumvent a 38 per cent Italian tax on cars of more than 2 litres, the 208 featured a 1,991 cubic-centimetre derivative of the charismatic V-8. Visually, the model was virtually identical to its 3-litre stablemate. Criticism of the performance led Ferrari to introduce the 208 Turbo in 1982, while in 1985 a facelifted version was launched alongside the 3.2-litre 328. Badged simply GTB or GTS (without the 208 prefix), this final 2-litre model was improved by the addition of an intercooler, while an IHI turbocharger replaced the earlier KKK unit. With a 0-100 km/h time of 6.3 seconds and a top speed of 253 km/h, performance was almost identical to that of the bigger-engined 328. First registered in Perugia, Italy on 10 February 1989, chassis 80099 is beautifully presented in its factory-correct Rosso Corsa over a Nero interior. Imported to France in 2015, this lovely GTB benefitted from a full engine overhaul in March 2022, carried out by Charles Pozzi and costing in excess of €50,000. The car further benefits from the replacement of the ABS system in October of the same year, which cost more than €5,000. The Ferrari is accompanied by numerous invoices, a 2021 engineer’s report, and build data from Ferrari Classiche, in addition to tools and a jack. 1989 Ferrari GTB Turbo 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 24-0325008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Monaco Dealer This Car Contact the Dealer I am Interested Legal & Copyright A beautiful example of the rare and undeniably handsome GTB Turbo One of 308 examples of the GTB Turbo built between 1986 and 1989 Benefits from a full engine overhaul carried out in 2022 and costing in excess of €50,000 Superbly presented in its original colour scheme of Rosso Corsa over Nero 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 At the 1975 Paris Salon, Ferrari unveiled the Tipo F106 as a replacement for the Dino. Dubbed 308 GTB, the new model was powered by a 3-litre V-8 and proved to be a particularly enduring design—the basic concept remaining in production until 1989. The GTB was joined in 1977 by the open-topped 308 GTS, while in 1980 a smaller-engined version was introduced: the 208. Conceived to circumvent a 38 per cent Italian tax on cars of more than 2 litres, the 208 featured a 1,991 cubic-centimetre derivative of the charismatic V-8. Visually, the model was virtually identical to its 3-litre stablemate. Criticism of the performance led Ferrari to introduce the 208 Turbo in 1982, while in 1985 a facelifted version was launched alongside the 3.2-litre 328. Badged simply GTB or GTS (without the 208 prefix), this final 2-litre model was improved by the addition of an intercooler, while an IHI turbocharger replaced the earlier KKK unit. With a 0-100 km/h time of 6.3 seconds and a top speed of 253 km/h, performance was almost identical to that of the bigger-engined 328. First registered in Perugia, Italy on 10 February 1989, chassis 80099 is beautifully presented in its factory-correct Rosso Corsa over a Nero interior. Imported to France in 2015, this lovely GTB benefitted from a full engine overhaul in March 2022, carried out by Charles Pozzi and costing in excess of €50,000. The car further benefits from the replacement of the ABS system in October of the same year, which cost more than €5,000. The Ferrari is accompanied by numerous invoices, a 2021 engineer’s report, and build data from Ferrari Classiche, in addition to tools and a jack. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

Absolut Cars Consulting is offering you the chance to become the proud new owner of this magnificent and extremely rare Porsche 906 K. The Porsche 906 K is available and physical in our showroom. THE PORSCHE CARRERA 906 SERIAL NUMBER / 906 017 CHASSIS NUMBER / 906 017 ENGINE TYPE / 901 / 20 ENGINE NUMBER / 906 017 GEARBOX NUMBER / 906 002 COUPE 2 DOORS 2 SEATS FROM FACTORY. COLOR BLUE (BLAU ) INTERIOR / BUCKET SEATS IN RED SKAI FROM JANUARY 20, 1966 WAS PRESENTED TO THE PRESS AT THE PORSCHE FACTORY BEFORE ITS COMPETITION DEBUT THIS VERY RARE 1966 PORSCHE CARRERA 906 COUPE WITH ITS ORIGINAL CHASSIS, RESTORED TO NEW IN 2008 / 2010 BY FRESINGER MOTORSPORT IN GERMANY, IS IN PERFECT PRESENTATION, RESTORATION AND WORKING ORDER. ONLY 65 EXAMPLES OF THIS FACTORY-PREPARED CAR WERE PRODUCED IN 1966 FOR COMPETITION, AND ITS RACING PEDIGREE INCLUDES THE 1966 DAYTONA 24-HOUR RACE. The Porsche 906 or Carrera 6 succeeds the 904. The new racing car, designed under the direction of Ferdinand Piéch at the head of R&D, is homologated for the road and for FIA Group 4 regulations, as well as for Group 6 in prototype class. The 906 uses a fiberglass body shaped in the wind tunnel and mounted on a tubular chassis. The result was a car that weighed just 580 kg, some 110 kg less than the 904/6! The engine chosen was the type 901/20, a 6-cylinder, 2-liter carburetor engine developing 220 hp. Some models were also fitted with fuel injection, while others were equipped with an 8-cylinder flathead, especially for hill-climbing. The Porsche 906 achieves a top speed of 280 km/h on the Le Mans straight, impressive for its displacement. The 906 is distinguished by its gullwing doors and Plexiglas rear window. On its debut at the 24 Hours of Daytona, the Carrera 6 finished 6th overall and won its class ahead of the Ferrari Dino206. At the 12 Hde Sebring and the 1000 km of Monza, Hans Hermann/Gerhard Mitter finished 4th overall and first in class. A private 906 won the 1966 Targa Florio, compensating for the retirement of the factory car. In the same year, Porsche 906s took 4th, 5th, 6th and 7th place behind Ford GT40 MkIIs and ahead of Ferrari V12s. Don’t hesitate to contact us for more information. 1966 Porsche 906 JamesEdition B.V. If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-1121003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Gearbox Manual Fuel type Petrol Power 210 hp (157 kw) Condition Used Color Blue Interior color Black JamesEdition B.V. Radarweg 29 Amsterdam The Netherlands Contact details support@jamesedition.com +31 (20) 369-07-23 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 Absolut Cars Consulting is offering you the chance to become the proud new owner of this magnificent and extremely rare Porsche 906 K. The Porsche 906 K is available and physical in our showroom. THE PORSCHE CARRERA 906 SERIAL NUMBER / 906 017 CHASSIS NUMBER / 906 017 ENGINE TYPE / 901 / 20 ENGINE NUMBER / 906 017 GEARBOX NUMBER / 906 002 COUPE 2 DOORS 2 SEATS FROM FACTORY. COLOR BLUE (BLAU ) INTERIOR / BUCKET SEATS IN RED SKAI FROM JANUARY 20, 1966 WAS PRESENTED TO THE PRESS AT THE PORSCHE FACTORY BEFORE ITS COMPETITION DEBUT THIS VERY RARE 1966 PORSCHE CARRERA 906 COUPE WITH ITS ORIGINAL CHASSIS, RESTORED TO NEW IN 2008 / 2010 BY FRESINGER MOTORSPORT IN GERMANY, IS IN PERFECT PRESENTATION, RESTORATION AND WORKING ORDER. ONLY 65 EXAMPLES OF THIS FACTORY-PREPARED CAR WERE PRODUCED IN 1966 FOR COMPETITION, AND ITS RACING PEDIGREE INCLUDES THE 1966 DAYTONA 24-HOUR RACE. The Porsche 906 or Carrera 6 succeeds the 904. The new racing car, designed under the direction of Ferdinand Piéch at the head of R&D, is homologated for the road and for FIA Group 4 regulations, as well as for Group 6 in prototype class. The 906 uses a fiberglass body shaped in the wind tunnel and mounted on a tubular chassis. The result was a car that weighed just 580 kg, some 110 kg less than the 904/6! The engine chosen was the type 901/20, a 6-cylinder, 2-liter carburetor engine developing 220 hp. Some models were also fitted with fuel injection, while others were equipped with an 8-cylinder flathead, especially for hill-climbing. The Porsche 906 achieves a top speed of 280 km/h on the Le Mans straight, impressive for its displacement. The 906 is distinguished by its gullwing doors and Plexiglas rear window. On its debut at the 24 Hours of Daytona, the Carrera 6 finished 6th overall and won its class ahead of the Ferrari Dino206. At the 12 Hde Sebring and the 1000 km of Monza, Hans Hermann/Gerhard Mitter finished 4th overall and first in class. A private 906 won the 1966 Targa Florio, compensating for the retirement of the factory car. In the same year, Porsche 906s took 4th, 5th, 6th and 7th place behind Ford GT40 MkIIs and ahead of Ferrari V12s. Don’t hesitate to contact us for more information. Other Cars from JamesEdition B.V. 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1969-Alfa-Romeo-Guilia-Sprint-02.webp 1969-Alfa-Romeo-Guilia-Sprint-15.webp 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1/15 1969 Alfa Romeo Guilia Sprint GT JamesEdition B.V. Germany 1965-Ferrari-330-GT-01.webp 1965-Ferrari-330-GT-02.webp 1965-Ferrari-330-GT-20.webp 1965-Ferrari-330-GT-01.webp 1/20 1965 Ferrari 330 GT JamesEdition B.V. Los Angeles 2000-Porsche-996-Carrera-01.webp 2000-Porsche-996-Carrera-02.webp 2000-Porsche-996-Carrera-15.webp 2000-Porsche-996-Carrera-01.webp 1/15 2000 Porsche 996 Carrera JamesEdition B.V. Los Angeles Last Featured Cars

Every effort that Enzo Ferrari put into his eponymous marque was done to achieve one thing—win World Championships. Without Grand Prix racing, Ferrari’s existence would be hard to imagine, or at least certainly in the legendary form it is now. Equally, Formula 1 as a sport would be barely recognisable with its most famous team. Following Ferrari’s departure from the World Sportscar Championship in 1973, the Scuderia redoubled efforts on its Formula 1 programme, further developing the sonorous 3-litre 312-series of Grand Prix cars. Under the guidance of engineering genius Mauro Forghieri, the results of this strategy immediately reaped rewards with Niki Lauda acting as lead driver. With the introduction of the 312 T, with the T standing for trasversle for the radical transverse gearbox design, Ferrari now had a proper championship contender. During six years of competition with the 312 T, the Scuderia achieved four Constructors’ World Championships and three Drivers' World Championships, becoming one of Ferrari’s most successful designs in the company’s history. Lauda achieved his two World Championships with Ferrari in dominant fashion, only being denied a third Championship by James Hunt during the extraordinary 1976 season. With the departure of Lauda for 1978, the team went in search of a new leader and settled upon a driver whose natural speed and aggression had matured into the most potent force—Jody Scheckter. Scheckter had driven for top teams such as McLaren and Tyrrell, and finished 2nd in the 1977 World Championship for Wolf, so was perfectly experienced to take the pressure of the greatest seat in the sport. The 312 T4 is one of Scuderia Ferrari’s most important cars, being the team’s first full ground-effect car, an aerodynamic device that has dominated the sport ever since. The aerodynamic limitation for the Ferrari against its Ford-Cosworth DFV-powered competitors was the flat-12, which meant that floor did not feature wide venturis. The competitive edge for the Maranello team was the sheer power and reliability of the Tipo 015 312 engine, something teams like Williams, Lotus, and Ligier couldn’t compete with. After five rounds of the 1979 Formula 1 World Championship, Scheckter lay 4th in the championship behind joint-point-leaders Giles Villeneuve and Patrick Depailler, with Jacques Laffite closely behind. Scheckter had poor luck with Michelin’s new radial tyres—a collapsed side wall cost him an almost certain victory at Kyalami. For the Belgian Grand Prix at Zolder, Scheckter was allocated a new 312 T4, chassis number 040. The circuit was not entirely suited to the T4 but Scheckter’s luck changed. Qualifying 7th, Scheckter charged through the pack and was chasing down Lafitte in 2nd when Depailler crashed out from the lead. Clearly racing with controlled aggression, Scheckter made his overtake for the lead on Lafitte an inevitability, there was little the Frenchman could do. Once in the lead, Scheckter created a dominant 15-second gap back to the Frenchman’s Ligier by the fall of the chequered flag. Scheckter’s drive in chassis 040 marked a turning point in his championship, catapulting him and Ferrari into the championship lead. The Monaco Grand Prix has always been the jewel of the crown in the Formula 1 calendar—no race victory is more coveted by drivers. Scheckter had form around the streets of Monte Carlo having already collected three podiums and a victory against his name. Scheckter’s closed rival was his teammate, Villeneuve, who qualified only seven hundredths of a second behind him. The race weekend over 26 and 27 May was a masterclass from Scheckter and demonstrated why Enzo Ferrari had chosen him to lead his team. The race distance was a punishing 76 laps and mechanically sympathy would be key to finishing—something that the ferociously quick Villeneuve had less consideration for and contributed to his gearbox failure. In the words of Scheckter, ‘at Monaco I put everything into that car. Fierce opposite-lock and hammering over the kerbs earned me a 1 minute 26.45 second lap time and pole position for the race. I led from start to finish, which pushed Ferrari to a leading position in the Constructors’ rankings and took me closer to being Word Champion’. Scheckter and Ferrari established a clear championship lead that he would never lose. Apart from the British Grand Prix, every race Scheckter drove during the remainder of the season was in chassis 040, collecting a 2nd-place finish at the Dutch Grand Prix. Perhaps this Ferrari’s greatest moment came at the Italian Grand Prix, held at Monza on 9 September. Monza is hallowed ground for the tifosi—the scene of many of Ferrari’s greatest moments. A win at Monza for any Ferrari driver must be euphoric and guarantees them a place in the upper echelons of the firm’s pilots. For the 1979 edition of the race, Scheckter went into it with a chance of securing the World Championship, a dream scenario for the South African. Monza is one of the most demanding circuits on a car due to its long periods of full-throttle and high-speed corners—Scheckter was well aware of this and knew what he had to do to put the championship out of reach. Positioned 3rd on the grid, at the drop of the flag he got a perfect start to get ahead of the two turbocharged Renaults. Arnoux slipstreamed Scheckter’s Ferrari on the 2nd lap with the help of his indecently powerful Renault to make the pass. The South African hung on, lap after lap until Arnoux had taken too much from his engine and Scheckter retook the lead. An imperious drive followed and Scheckter took the chequered flag. This victory marked an incredible moment of firsts and lasts. Scheckter had finally become Formula 1 World Champion in his first year at Ferrari, something which he had put everything on the line for, all the physical and financial risks from when he started racing in the tough environment of South Africa and then making his way through the several feeder series in Europe and America. At the same time, Ferrari won its sixth Constructors’ World Championship, which would be the only Championship that Giles Villeneuve would win. Monza marked the final victory of Scheckter’s career, and most importantly he become Enzo Ferrari’s last Drivers’ World Champion—a title the marque would not regain until the Michael Schumacher era. In the words of Scheckter, ‘Enzo was fantastic throughout. I recall being at Ferrari’s headquarters in Maranello. He was walking past, stopped, said, “Hello Champion” and walked off. That is all he ever said to me after winning the title for him.’ Today, championship-winning cars become immediately consigned to museums but 040 was prepared straight after Monza for the two North American Grands Prix of Canada and United States. A 4th place at Montreal was followed by an important moment at Watkins Glen for the United States Grand Prix. A troubled qualifying for Scheckter was compounded by him being spun off at the start. Clearly in a vengeful mood, Scheckter caught up the pack and then proceeded to scythe through it until he reached 3rd. With his position as champion secure, Scuderia Ferrari’s aim was to secure the runner-up spot in the championship for Villeneuve. With changeable conditions, Scheckter pitted to allow the team to correctly judge tyre strategy, something which paid dividends as Villeneuve took the win. Unfortunately, Scheckter suffered a puncture, ending his challenge for a podium finish, but he had helped his Canadian friend achieve his highest placing in Formula 1. Scheckter’s career at Ferrari continued into 1980 with the lacklustre 312 T5 before he decided to retire from the demanding and dangerous sport. Out of his whole career, Scheckter wished to own one car, 040, and it was earmarked by Ferrari for him. As shown by the original purchase invoice, which is on file, Scheckter took ownership on 8 November 1982 and had 040 shipped by Maranello Concessionaires back to the United Kingdom. Since 1982, this extraordinary Formula 1 car has remained in the stable of its champion. Demonstrated on several occasions, this Ferrari returned to Maranello for an engine rebuild prior to a demonstration at the 2010 Bahrain Grand Prix. Throughout his ownership, it has always been treated with the care and attention required to maintain it in demonstration condition, with its last major outing being at the 2019 Italian Grand Prix. During that weekend, Scheckter was reunited with several of his old mechanics and his old friend Piero Ferrari, all to the delight of the adoring tifosi. Owing to this Ferrari not being raced since 1979, it remains extremely original to when it left the factory—extraordinarily it is one of only two examples to remain in T4 specification since the 1979 season with several other examples being modified to become T5s. Many parts are numbered with factory stampings such as the adjustable dampers. Once of the most apparent features are the original Arexons seatbelts, well-worn from the 1979 season and subsequent use. Importantly, this 312 T4 has never been driven by anyone other than Jody Scheckter. The opportunity to acquire this incredible Ferrari 312 T4 is unique and truly unrepeatable. It would be remarkable for a Grand Prix Ferrari of this era to be offered from single ownership since leaving the factory, and further to this chassis number 040 is the only Ferrari from the “Enzo era”, which remains in the care of its champion. Few Formula 1 cars can claim to be as original as chassis 040—combining this with its provenance makes Scheckter’s 312 one of the greatest Grand Prix cars in existence. Today, Jody Scheckter is Enzo Ferrari’s last living champion and this sale will remain singular in perpetuity. 1979 Ferrari 312 T4 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 24-0423008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Monaco Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 43 Gearbox number 10 Offered from The Jody Scheckter Collection Enzo Ferrari’s last Formula 1 Drivers’ World Championship-winning car The winner of all three of Scheckter’s victories in 1979—Belgian, Monaco and Italian Grands Prix The 1979 Formula 1 Drivers’ and Constructors’ championship-winning chassis when it took at the chequered flag at Monza One of Mauro Foghieri’s greatest designs—Ferrari’s first full ground-effect Grand Prix car, and powered by a stunning 3-litre flat-12 engine Purchased by Jody Scheckter from Ferrari in November 1982—original Bill of Sale from the factory on file Entirely original since leaving Maranello, including its heavily worn seatbelts and numbered components throughout Only ever driven by Jody Scheckter—raced in nine races during 1979, and only driven by him since, including at the 2019 Monza Grand Prix weekend A unique opportunity to acquire a World Championship-winning Ferrari from its champion 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 Every effort that Enzo Ferrari put into his eponymous marque was done to achieve one thing—win World Championships. Without Grand Prix racing, Ferrari’s existence would be hard to imagine, or at least certainly in the legendary form it is now. Equally, Formula 1 as a sport would be barely recognisable with its most famous team. Following Ferrari’s departure from the World Sportscar Championship in 1973, the Scuderia redoubled efforts on its Formula 1 programme, further developing the sonorous 3-litre 312-series of Grand Prix cars. Under the guidance of engineering genius Mauro Forghieri, the results of this strategy immediately reaped rewards with Niki Lauda acting as lead driver. With the introduction of the 312 T, with the T standing for trasversle for the radical transverse gearbox design, Ferrari now had a proper championship contender. During six years of competition with the 312 T, the Scuderia achieved four Constructors’ World Championships and three Drivers' World Championships, becoming one of Ferrari’s most successful designs in the company’s history. Lauda achieved his two World Championships with Ferrari in dominant fashion, only being denied a third Championship by James Hunt during the extraordinary 1976 season. With the departure of Lauda for 1978, the team went in search of a new leader and settled upon a driver whose natural speed and aggression had matured into the most potent force—Jody Scheckter. Scheckter had driven for top teams such as McLaren and Tyrrell, and finished 2nd in the 1977 World Championship for Wolf, so was perfectly experienced to take the pressure of the greatest seat in the sport. The 312 T4 is one of Scuderia Ferrari’s most important cars, being the team’s first full ground-effect car, an aerodynamic device that has dominated the sport ever since. The aerodynamic limitation for the Ferrari against its Ford-Cosworth DFV-powered competitors was the flat-12, which meant that floor did not feature wide venturis. The competitive edge for the Maranello team was the sheer power and reliability of the Tipo 015 312 engine, something teams like Williams, Lotus, and Ligier couldn’t compete with. After five rounds of the 1979 Formula 1 World Championship, Scheckter lay 4th in the championship behind joint-point-leaders Giles Villeneuve and Patrick Depailler, with Jacques Laffite closely behind. Scheckter had poor luck with Michelin’s new radial tyres—a collapsed side wall cost him an almost certain victory at Kyalami. For the Belgian Grand Prix at Zolder, Scheckter was allocated a new 312 T4, chassis number 040. The circuit was not entirely suited to the T4 but Scheckter’s luck changed. Qualifying 7th, Scheckter charged through the pack and was chasing down Lafitte in 2nd when Depailler crashed out from the lead. Clearly racing with controlled aggression, Scheckter made his overtake for the lead on Lafitte an inevitability, there was little the Frenchman could do. Once in the lead, Scheckter created a dominant 15-second gap back to the Frenchman’s Ligier by the fall of the chequered flag. Scheckter’s drive in chassis 040 marked a turning point in his championship, catapulting him and Ferrari into the championship lead. The Monaco Grand Prix has always been the jewel of the crown in the Formula 1 calendar—no race victory is more coveted by drivers. Scheckter had form around the streets of Monte Carlo having already collected three podiums and a victory against his name. Scheckter’s closed rival was his teammate, Villeneuve, who qualified only seven hundredths of a second behind him. The race weekend over 26 and 27 May was a masterclass from Scheckter and demonstrated why Enzo Ferrari had chosen him to lead his team. The race distance was a punishing 76 laps and mechanically sympathy would be key to finishing—something that the ferociously quick Villeneuve had less consideration for and contributed to his gearbox failure. In the words of Scheckter, ‘at Monaco I put everything into that car. Fierce opposite-lock and hammering over the kerbs earned me a 1 minute 26.45 second lap time and pole position for the race. I led from start to finish, which pushed Ferrari to a leading position in the Constructors’ rankings and took me closer to being Word Champion’. Scheckter and Ferrari established a clear championship lead that he would never lose. Apart from the British Grand Prix, every race Scheckter drove during the remainder of the season was in chassis 040, collecting a 2nd-place finish at the Dutch Grand Prix. Perhaps this Ferrari’s greatest moment came at the Italian Grand Prix, held at Monza on 9 September. Monza is hallowed ground for the tifosi—the scene of many of Ferrari’s greatest moments. A win at Monza for any Ferrari driver must be euphoric and guarantees them a place in the upper echelons of the firm’s pilots. For the 1979 edition of the race, Scheckter went into it with a chance of securing the World Championship, a dream scenario for the South African. Monza is one of the most demanding circuits on a car due to its long periods of full-throttle and high-speed corners—Scheckter was well aware of this and knew what he had to do to put the championship out of reach. Positioned 3rd on the grid, at the drop of the flag he got a perfect start to get ahead of the two turbocharged Renaults. Arnoux slipstreamed Scheckter’s Ferrari on the 2nd lap with the help of his indecently powerful Renault to make the pass. The South African hung on, lap after lap until Arnoux had taken too much from his engine and Scheckter retook the lead. An imperious drive followed and Scheckter took the chequered flag. This victory marked an incredible moment of firsts and lasts. Scheckter had finally become Formula 1 World Champion in his first year at Ferrari, something which he had put everything on the line for, all the physical and financial risks from when he started racing in the tough environment of South Africa and then making his way through the several feeder series in Europe and America. At the same time, Ferrari won its sixth Constructors’ World Championship, which would be the only Championship that Giles Villeneuve would win. Monza marked the final victory of Scheckter’s career, and most importantly he become Enzo Ferrari’s last Drivers’ World Champion—a title the marque would not regain until the Michael Schumacher era. In the words of Scheckter, ‘Enzo was fantastic throughout. I recall being at Ferrari’s headquarters in Maranello. He was walking past, stopped, said, “Hello Champion” and walked off. That is all he ever said to me after winning the title for him.’ Today, championship-winning cars become immediately consigned to museums but 040 was prepared straight after Monza for the two North American Grands Prix of Canada and United States. A 4th place at Montreal was followed by an important moment at Watkins Glen for the United States Grand Prix. A troubled qualifying for Scheckter was compounded by him being spun off at the start. Clearly in a vengeful mood, Scheckter caught up the pack and then proceeded to scythe through it until he reached 3rd. With his position as champion secure, Scuderia Ferrari’s aim was to secure the runner-up spot in the championship for Villeneuve. With changeable conditions, Scheckter pitted to allow the team to correctly judge tyre strategy, something which paid dividends as Villeneuve took the win. Unfortunately, Scheckter suffered a puncture, ending his challenge for a podium finish, but he had helped his Canadian friend achieve his highest placing in Formula 1. Scheckter’s career at Ferrari continued into 1980 with the lacklustre 312 T5 before he decided to retire from the demanding and dangerous sport. Out of his whole career, Scheckter wished to own one car, 040, and it was earmarked by Ferrari for him. As shown by the original purchase invoice, which is on file, Scheckter took ownership on 8 November 1982 and had 040 shipped by Maranello Concessionaires back to the United Kingdom. Since 1982, this extraordinary Formula 1 car has remained in the stable of its champion. Demonstrated on several occasions, this Ferrari returned to Maranello for an engine rebuild prior to a demonstration at the 2010 Bahrain Grand Prix. Throughout his ownership, it has always been treated with the care and attention required to maintain it in demonstration condition, with its last major outing being at the 2019 Italian Grand Prix. During that weekend, Scheckter was reunited with several of his old mechanics and his old friend Piero Ferrari, all to the delight of the adoring tifosi. Owing to this Ferrari not being raced since 1979, it remains extremely original to when it left the factory—extraordinarily it is one of only two examples to remain in T4 specification since the 1979 season with several other examples being modified to become T5s. Many parts are numbered with factory stampings such as the adjustable dampers. Once of the most apparent features are the original Arexons seatbelts, well-worn from the 1979 season and subsequent use. Importantly, this 312 T4 has never been driven by anyone other than Jody Scheckter. The opportunity to acquire this incredible Ferrari 312 T4 is unique and truly unrepeatable. It would be remarkable for a Grand Prix Ferrari of this era to be offered from single ownership since leaving the factory, and further to this chassis number 040 is the only Ferrari from the “Enzo era”, which remains in the care of its champion. Few Formula 1 cars can claim to be as original as chassis 040—combining this with its provenance makes Scheckter’s 312 one of the greatest Grand Prix cars in existence. Today, Jody Scheckter is Enzo Ferrari’s last living champion and this sale will remain singular in perpetuity. 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Legendary Motorcar Company Ltd. ® first opened its doors in 1985 with a dream of restoring and trading in the finest and rarest of classic an performance cars. Legendary Motorcar soon began producing national show winning restorations along with record sales. After three short years our facility had grown to 4,000 sq ft and restorations and sales began to include all make and models but always staying true to our goal of providing the best. By 1990 we had expanded to 12,000 sq ft and began selling more European marques, including Ferrari, Lamborghini, Mercedes, Porsche and of course, we continued to sell some of the rarest domestic models. In 2002, LMC moved into its brand new 75,000 sq ft facility. The new Halton Hills location includes: 100 car showroom, fully equipped mechanical and assembly bays, downdraft spray booth and body shop, plus a conference center. Each area of the restoration shop is staffed with skilled craftsman with several 100 years of combined experience. 1991 Porsche 911 JamesEdition B.V. If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0522001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS The Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 6 Cylinder Gearbox Manual Condition Used Color Blue Interior color Brown JamesEdition B.V. Radarweg 29 Amsterdam The Netherlands Contact details support@jamesedition.com +31 (20) 369-07-23 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 Legendary Motorcar Company Ltd. ® first opened its doors in 1985 with a dream of restoring and trading in the finest and rarest of classic an performance cars. Legendary Motorcar soon began producing national show winning restorations along with record sales. After three short years our facility had grown to 4,000 sq ft and restorations and sales began to include all make and models but always staying true to our goal of providing the best. By 1990 we had expanded to 12,000 sq ft and began selling more European marques, including Ferrari, Lamborghini, Mercedes, Porsche and of course, we continued to sell some of the rarest domestic models. In 2002, LMC moved into its brand new 75,000 sq ft facility. The new Halton Hills location includes: 100 car showroom, fully equipped mechanical and assembly bays, downdraft spray booth and body shop, plus a conference center. Each area of the restoration shop is staffed with skilled craftsman with several 100 years of combined experience. Other Cars from JamesEdition B.V. 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1969-Alfa-Romeo-Guilia-Sprint-02.webp 1969-Alfa-Romeo-Guilia-Sprint-15.webp 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1/15 1969 Alfa Romeo Guilia Sprint GT JamesEdition B.V. 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