This 1995 Porsche 928 GTS is a stunning example from the final year of production that shows 12,390 miles at the time of cataloging. There is a “True Mileage Unknown” brand on the title, and we cannot guarantee the mileage, but judging by the usage and condition, we have no reason to believe it isn’t legitimate and is just a clerical error. Under the care of 4 owners, this 928 GTS was sold new in the San Francisco Bay Area and stayed in California for its first ten years. Finished in metallic Black, this GTS is immediately identifiable thanks to its unique front and rear bumpers, flared rear fenders, and attractive and purposeful rear wing. The wheels are a set of 17” Porsche Cup II Wheels, which fit the design perfectly. The interior shows the luxury focus of the 928, with a pair of comfortable supple leather seats in front, and two deeply recessed rear buckets behind them. The power-operated front seats are separated by a large center console, which features controls for the sun roof, an analog clock, the original Porsche cassette head unit, and HVAC with air conditioning. In front of the driver sits a 4-spoke airbag steering wheel with a gauge pod behind it featuring a 180 mph speedometer, oil pressure, water temperature and voltage gauges, as well as a digital odometer and trip computer. One of the unique features in the 928 is that when you adjust the steering wheel, the gauge pod moves with it, guaranteeing that whatever size you are, you will be able to read the gauges. The 928 GTS is powered by Porsche's largest motor—a 5.4-liter DOHC V8 with higher compression pistons that produces 345 horsepower and 369 lb-ft of torque. Power is then sent to the rear wheels through a 4-speed automatic transaxle with a limited-slip differential. With 0-60 mph achievable in just 5.4 seconds and a top speed of nearly 170 mph, the 928 GTS was one of the fastest cars of the era and likely the fastest 4-seater available when it was new. The automatic may seem like an unnatural choice for this car, but as it was built as a sporty rival to cars like the W140 S-Class Coupe at the time, it makes more sense and is still plenty responsive and enjoyable to operate. Of the many updates made to the GTS, one of the most notable and needed is the “big black” front brakes. These help this luxury coupe slow from speed quickly and address one of the constant criticisms the 928 faced in years before. For a long time, the 928 was looked down upon as a lesser Porsche - it didn’t have the lightning-fast reflexes of a 911, yet it was not as luxurious and effortless as a newer Panamera. That being said, in recent years, collectors have come around to the transaxle luxury coupe and are beginning to realize that the 928 - especially in GTS trim- is not a car to ignore. Offering a wonderful mix of comfort, performance, and just the right amount of driver involvement, the 928 GTS is a worthy addition to any Porsche enthusiast’s garage. 1995 Porsche 928 GTS ISSIMI, Inc If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1202010 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright VIN WP0AA2925SS820115 Engine 5.4L V8 Transmission 4-Speed Automatic Drivetrain Rear Wheel Drive Exterior color Black Interior color Black ISSIMI, Inc 1830 Industrial Way Redwood City United States Contact details N/A +1 650-352-4648 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright This 1995 Porsche 928 GTS is a stunning example from the final year of production that shows 12,390 miles at the time of cataloging. There is a “True Mileage Unknown” brand on the title, and we cannot guarantee the mileage, but judging by the usage and condition, we have no reason to believe it isn’t legitimate and is just a clerical error. Under the care of 4 owners, this 928 GTS was sold new in the San Francisco Bay Area and stayed in California for its first ten years. Finished in metallic Black, this GTS is immediately identifiable thanks to its unique front and rear bumpers, flared rear fenders, and attractive and purposeful rear wing. The wheels are a set of 17” Porsche Cup II Wheels, which fit the design perfectly. The interior shows the luxury focus of the 928, with a pair of comfortable supple leather seats in front, and two deeply recessed rear buckets behind them. The power-operated front seats are separated by a large center console, which features controls for the sun roof, an analog clock, the original Porsche cassette head unit, and HVAC with air conditioning. In front of the driver sits a 4-spoke airbag steering wheel with a gauge pod behind it featuring a 180 mph speedometer, oil pressure, water temperature and voltage gauges, as well as a digital odometer and trip computer. One of the unique features in the 928 is that when you adjust the steering wheel, the gauge pod moves with it, guaranteeing that whatever size you are, you will be able to read the gauges. The 928 GTS is powered by Porsche's largest motor—a 5.4-liter DOHC V8 with higher compression pistons that produces 345 horsepower and 369 lb-ft of torque. Power is then sent to the rear wheels through a 4-speed automatic transaxle with a limited-slip differential. With 0-60 mph achievable in just 5.4 seconds and a top speed of nearly 170 mph, the 928 GTS was one of the fastest cars of the era and likely the fastest 4-seater available when it was new. The automatic may seem like an unnatural choice for this car, but as it was built as a sporty rival to cars like the W140 S-Class Coupe at the time, it makes more sense and is still plenty responsive and enjoyable to operate. Of the many updates made to the GTS, one of the most notable and needed is the “big black” front brakes. These help this luxury coupe slow from speed quickly and address one of the constant criticisms the 928 faced in years before. For a long time, the 928 was looked down upon as a lesser Porsche - it didn’t have the lightning-fast reflexes of a 911, yet it was not as luxurious and effortless as a newer Panamera. That being said, in recent years, collectors have come around to the transaxle luxury coupe and are beginning to realize that the 928 - especially in GTS trim- is not a car to ignore. Offering a wonderful mix of comfort, performance, and just the right amount of driver involvement, the 928 GTS is a worthy addition to any Porsche enthusiast’s garage. 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Believed to be the experimental Zora Arkus-Duntov 1955 test mule Under California ownership with the same family since 1968 General Motors documentation, build records, and decades of maintenance records History of the Corvette The 1950s was a prosperous time for Americans, industry, and innovation, particularly in automobile design and manufacturing. With each year, exciting models arrived, and companies expanded on themes of luxury and performance. In 1953, when General Motors launched the Corvette, there was nothing quite like it. Conceived and built by sports car enthusiasts, the Corvette arrived with great fanfare but initially met with lackluster sales. In 1955 big improvements offered new hope including the landmark V8 engine, an option that nearly doubled the horsepower of the original Blue Flame Six. The road to V8 power for this pioneering sports car, however, was not easy. Internally, the Corvette had both corporate champions and naysayers. Yet passionate enthusiasts knew the future of the Corvette had to include the V8 engine and eagerly forged forward, setting out to prove that a properly equipped Corvette could be a premium performance car. This is the story of the earliest attempts at building the Corvette V8 legacy, the GM designated EX87 (Experimental) coded Corvette history, and the remarkable 57 years of current family ownership, preservation, care, and historic research that chronicles this rare and important Corvette. The Birth of Corvette EX87 Though novel and exciting, the public didn’t take quickly to the Corvette. Even as the 1955 models offered the optional V8 engine, customers wanted to see what the Corvette was capable of. Engineer Zora Arkus-Duntov presented Chief Engineer Ed Cole with the idea of preparing a special car that could surpass the top speed record of 150 mph, held by a Chrysler 300. Cole agreed, but with time of the essence, Chevrolet engineer Mauri Rose (three-time Indy 500 winner) was called upon. Rose had installed a prototype V8 in a 1954 Corvette and begun performance evaluations as an experimental car, designated by GM as EX87. With the car already complete and time of the essence, Duntov set about preparing the drivetrain for the high-speed run at Daytona Beach. The 1954 body featured a head fairing, passenger side tonneau cover, and a low-cut windscreen. In November 1955, EX87 was moved to Chevrolet engineering and assigned the tracking number 5951. Running a 307 cid engine with a special Duntov camshaft and fitted with a specially designed belly pan for high-speed stability, Duntov himself piloted EX87/5951 (associated and recorded with both numbers in GM documentation) achieving just over 163 mph on the test run at the Arizona GM Proving Grounds. With confidence achieving well over the 150-mph mark, EX87 returned to the GM Tech Center where the engine was removed, disassembled, and checked in preparation for the Daytona run. Eager to market the pending speed record with the latest body design, the Duntov 307 V8 engine was installed in a 1955 production car, fitted with a prototype 1956 body and assigned the tracking number 6901. While this was taking place, the body from EX87/5951 was removed and replaced with the donor 1955 production body from the former production car established as 6901. Ex87, having proven the 163 mph run had served a critical purpose for Duntov and GM. With the 307 engine removed and installed in the next car, EX87 was fitted with a 1955 V8 engine, 3-speed transmission, and 1955 body. The car was also assigned the serial number plate EX87. Concurrent with the 1955 transition to EX87, the special body formerly fitted to the original EX87 chassis including the belly pan, head fairing, and lowered windscreen, were installed on a 1955 chassis and prepped as well for a run at Daytona. In support of this lineage, numerous internal General Motors engineering build orders document the disposition of EX87, the subject development of the Daytona cars, the transfer of the body, engine, and other details to complete these cars, and the eventual disposition of EX87/5951. This unique car would continue as a GM development mule in the 1955 iteration to study axle hop at the GM Proving Grounds with special instructions called out on the build order “Car is to be used as a Special Demonstrator and is to be kept as clean as possible”. With the original EX87 chassis fitted with a 1955 Corvette body, the car served as an internal test mule and courtesy car before it was transferred to a GM staff engineer. A letter on file indicates Russell F. Sanders (Chevrolet letter June 6, 1956) as the purchaser on title from GM, though it is unclear if this document is for EX122 or EX87. Though it’s not known if it was Sanders who purchased EX87 or possibly both cars, by 1968 this car made its way to Los Gatos, California when the eventual husband of the current owner purchased this car. Written statements from the owner indicate that the car was purchased from “the ex-wife of a GM engineer”. Under the assumption that he had purchased a standard production V8 powered 1955 Corvette, the husband was not aware of any information regarding the previous history of Duntov and his V8 quest for speed. As anyone else might do with a vintage Corvette, he simply prepared the car for enjoyable use. In 1969/70 the engine failed, and the owner installed a short block 327 V8u as a performance upgrade but kept much of the engine components from the former engine and repainted the car in Venetian Red. The owner enjoyed taking the car to various Corvette events throughout the 1970s. But with each event and judges’ scrutiny, questions emerged that began to lead to a startling conclusion – the 1955 Corvette bearing the serial number EX87 was very likely the original basis of the Chevrolet Duntov V8 mule. Key features noted by both judges and Corvette experts include the handcrafted notch in the frame to clear the V8 fuel pump, the patched clutch hole in the firewall, the 1954 specification gas pedal, and two holes drilled into the original bumper as provision for a custom trailer hitch which was used for speed calibration on experimental cars during test runs. In 1976 the owner showed the car at the NCRS (National Corvette Restorers Society) event in Berkeley, CA (judging sheet included with this car) and caught the attention of Noland Adams, historian and eventual author of “The Complete Corvette Restoration and Technical Guide”. Adams was stunned by what he was seeing. Adams began collecting information as more evidence mounted that this car could be the original Duntov V8 powered car that broke the 150 mph speed record at the Arizona proving grounds during a test run with Duntov at the wheel. Eventually working with John Amgwert, the first NCRS President, Adams continued his efforts with extensive research into the GM archives in 1997, this time with the help of both husband and wife owners, and again in 2007 with expert Corvette enthusiast Loren Lundberg who concluded that the car indeed had a 3-speed transmission at one time, the chassis had been altered for a V8, the brake pedal was matched for clutch location spacing, and firewall patches were in place where the clutch hole had been. Enthusiasts to the core, over the past 57 years, the current owners have spent more than half their lives researching and fastidiously maintaining EX87 being careful to preserve the original chassis, the original tell-tale modifications for the V8 engine, and gathering GM documentation with expert opinions outlining the history of EX87 and the important contribution made to the legacy of the Corvette brand. Current Condition and Features Today with 20,594 miles indicated on the odometer and just under 400,000 revs recorded on the tachometer, this Corvette displays excellent cosmetic and mechanical features reflective of the original equipment and professional repaint performed on the car in the 1970s. The car presents as a handsome combination of preservation and selective restoration. The paint is glossy and smooth though showing signs of age consistent with the 40+ years since it was painted. The body panels exhibit fit consistent with GM factory molded fiberglass for the doors, hood, and trunk shut lines. The hinged convertible top cover, often difficult to adjust, fits quite well. The chrome trim, badges, and various exterior elements are in very good to excellent condition, showing a fine luster with very good chrome quality. The wheels are nicely trimmed with correct original type wheel covers over Venetian Red steel wheels. The car wears a set of vintage BF Goodrich Silvertown 6.70-15 4 Ply wide whitewall tires. The glass, lights, and lenses are all in excellent condition including the complex curved windshield, which, at the time of production, was one of the most advanced pieces of automotive glass ever produced. Two of the key features reflective of EX87 history include the mounting holes on the rear bumper and the Chevrolet EX87 VIN plate located on the inside driver’s door opening. The interior continues to impress with finishes that have been faithfully restored to original specifications using correct materials. Even though the interior refurbishment was performed many years ago, the materials and finishes remain in excellent condition showing little to no wear. The seat and door inserts are correct and properly fit to the seat frames and doors. The seat foam is resilient, and the carpeting remains in very nice condition throughout the interior. The instruments are colorful and highly detailed with just a little bit of mellowing appearing on what could very well be the original center binnacle chrome and instrumentation. The canvas top is in excellent condition both inside and out, wrapped tightly over refinished top bows. Under the hood, the 327 engine features accurate details appropriately dressed to reflect the 1955 configuration. While some of the fasteners and various hardware deviate slightly from typical factory specifications, the overall presentation is very authentic and properly finished. A pair of softened metal finned valve covers, a correct windshield washer bag, correct hose clamps, an original generator, chrome plated air cleaner, polished distributor and wiring shroud complete the handsome engine bay. Underneath the car, the suspension, driveline components, exhaust, solid rear axle and limiting straps all appear correct, displaying what appears to be the original chassis floor pan and correct replacements for various generally consumable parts such as hoses, mufflers, and various hardware. As one might expect from a car with known ownership and enthusiast preservation for nearly 60 years, there is no evidence of structural compromise to the frame, underbody components, or suspension attachment points. This car starts easily and settles into a smooth idle, burbling with just a hint of more power offered by the upgraded 327 engine. Though not frequently driven in recent years, the car has an authentic and capable feel as it has always been maintained with annual fluid changes and inspections. The transmission shifts smoothly and engages the V8 engine with authority. At cruising speeds, the car is steady and evenly tracking with surprisingly good ride comfort and pleasing cornering when pressed into service. This Corvette is accompanied by invoices documenting current ownership including recent service invoices for general maintenance, a car cover, a set of matching floor mats, miscellaneous spare cosmetic and mechanical parts, a tow hitch which attaches to the rear bumper, side windows, tire changing tools, various headlight trim pieces, two Corvette books, a display placard, and a file of documents including copies of GM engineering build orders from the 1950s outlining the development of EX87, the disposition of EX87 and involvement with Duntov, the internal use of EX87/5951, and subsequent transformation to the 1955 Corvette model, and additional historic reference information on the other test mules built in 1955 and 1956 concurrent with EX87. With a remarkably important history and documented long term California ownership, this Corvette presents as a rare opportunity to own what could very well be the missing link in the earliest lineage of Corvette V8 history. Presented with documentation supporting 57 years of ownership and historic General Motors engineering records, this historically important Corvette is ready to participate in future Corvette events as a surviving ambassador to the legacy of the Corvette mystique. Please Note: "This description is a summary of the current information available on EX87/5951 at this time. These references include GM Engineering notes, internal documentation, owner recollections, expert opinions/summations, and historic references from articles and books currently known and gathered. Buyers are encouraged to perform their own evaluations and to further engage Corvette experts as part of their review process before purchase." 1955 Chevrolet Corvette Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0430005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN EX87 Exterior Color Red Interior Color White Transmission 3-speed automatic Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Believed to be the experimental Zora Arkus-Duntov 1955 test mule Under California ownership with the same family since 1968 General Motors documentation, build records, and decades of maintenance records History of the Corvette The 1950s was a prosperous time for Americans, industry, and innovation, particularly in automobile design and manufacturing. With each year, exciting models arrived, and companies expanded on themes of luxury and performance. In 1953, when General Motors launched the Corvette, there was nothing quite like it. Conceived and built by sports car enthusiasts, the Corvette arrived with great fanfare but initially met with lackluster sales. In 1955 big improvements offered new hope including the landmark V8 engine, an option that nearly doubled the horsepower of the original Blue Flame Six. The road to V8 power for this pioneering sports car, however, was not easy. Internally, the Corvette had both corporate champions and naysayers. Yet passionate enthusiasts knew the future of the Corvette had to include the V8 engine and eagerly forged forward, setting out to prove that a properly equipped Corvette could be a premium performance car. This is the story of the earliest attempts at building the Corvette V8 legacy, the GM designated EX87 (Experimental) coded Corvette history, and the remarkable 57 years of current family ownership, preservation, care, and historic research that chronicles this rare and important Corvette. The Birth of Corvette EX87 Though novel and exciting, the public didn’t take quickly to the Corvette. Even as the 1955 models offered the optional V8 engine, customers wanted to see what the Corvette was capable of. Engineer Zora Arkus-Duntov presented Chief Engineer Ed Cole with the idea of preparing a special car that could surpass the top speed record of 150 mph, held by a Chrysler 300. Cole agreed, but with time of the essence, Chevrolet engineer Mauri Rose (three-time Indy 500 winner) was called upon. Rose had installed a prototype V8 in a 1954 Corvette and begun performance evaluations as an experimental car, designated by GM as EX87. With the car already complete and time of the essence, Duntov set about preparing the drivetrain for the high-speed run at Daytona Beach. The 1954 body featured a head fairing, passenger side tonneau cover, and a low-cut windscreen. In November 1955, EX87 was moved to Chevrolet engineering and assigned the tracking number 5951. Running a 307 cid engine with a special Duntov camshaft and fitted with a specially designed belly pan for high-speed stability, Duntov himself piloted EX87/5951 (associated and recorded with both numbers in GM documentation) achieving just over 163 mph on the test run at the Arizona GM Proving Grounds. With confidence achieving well over the 150-mph mark, EX87 returned to the GM Tech Center where the engine was removed, disassembled, and checked in preparation for the Daytona run. Eager to market the pending speed record with the latest body design, the Duntov 307 V8 engine was installed in a 1955 production car, fitted with a prototype 1956 body and assigned the tracking number 6901. While this was taking place, the body from EX87/5951 was removed and replaced with the donor 1955 production body from the former production car established as 6901. Ex87, having proven the 163 mph run had served a critical purpose for Duntov and GM. With the 307 engine removed and installed in the next car, EX87 was fitted with a 1955 V8 engine, 3-speed transmission, and 1955 body. The car was also assigned the serial number plate EX87. Concurrent with the 1955 transition to EX87, the special body formerly fitted to the original EX87 chassis including the belly pan, head fairing, and lowered windscreen, were installed on a 1955 chassis and prepped as well for a run at Daytona. In support of this lineage, numerous internal General Motors engineering build orders document the disposition of EX87, the subject development of the Daytona cars, the transfer of the body, engine, and other details to complete these cars, and the eventual disposition of EX87/5951. This unique car would continue as a GM development mule in the 1955 iteration to study axle hop at the GM Proving Grounds with special instructions called out on the build order “Car is to be used as a Special Demonstrator and is to be kept as clean as possible”. With the original EX87 chassis fitted with a 1955 Corvette body, the car served as an internal test mule and courtesy car before it was transferred to a GM staff engineer. A letter on file indicates Russell F. Sanders (Chevrolet letter June 6, 1956) as the purchaser on title from GM, though it is unclear if this document is for EX122 or EX87. Though it’s not known if it was Sanders who purchased EX87 or possibly both cars, by 1968 this car made its way to Los Gatos, California when the eventual husband of the current owner purchased this car. Written statements from the owner indicate that the car was purchased from “the ex-wife of a GM engineer”. Under the assumption that he had purchased a standard production V8 powered 1955 Corvette, the husband was not aware of any information regarding the previous history of Duntov and his V8 quest for speed. As anyone else might do with a vintage Corvette, he simply prepared the car for enjoyable use. In 1969/70 the engine failed, and the owner installed a short block 327 V8u as a performance upgrade but kept much of the engine components from the former engine and repainted the car in Venetian Red. The owner enjoyed taking the car to various Corvette events throughout the 1970s. But with each event and judges’ scrutiny, questions emerged that began to lead to a startling conclusion – the 1955 Corvette bearing the serial number EX87 was very likely the original basis of the Chevrolet Duntov V8 mule. Key features noted by both judges and Corvette experts include the handcrafted notch in the frame to clear the V8 fuel pump, the patched clutch hole in the firewall, the 1954 specification gas pedal, and two holes drilled into the original bumper as provision for a custom trailer hitch which was used for speed calibration on experimental cars during test runs. In 1976 the owner showed the car at the NCRS (National Corvette Restorers Society) event in Berkeley, CA (judging sheet included with this car) and caught the attention of Noland Adams, historian and eventual author of “The Complete Corvette Restoration and Technical Guide”. Adams was stunned by what he was seeing. Adams began collecting information as more evidence mounted that this car could be the original Duntov V8 powered car that broke the 150 mph speed record at the Arizona proving grounds during a test run with Duntov at the wheel. Eventually working with John Amgwert, the first NCRS President, Adams continued his efforts with extensive research into the GM archives in 1997, this time with the help of both husband and wife owners, and again in 2007 with expert Corvette enthusiast Loren Lundberg who concluded that the car indeed had a 3-speed transmission at one time, the chassis had been altered for a V8, the brake pedal was matched for clutch location spacing, and firewall patches were in place where the clutch hole had been. Enthusiasts to the core, over the past 57 years, the current owners have spent more than half their lives researching and fastidiously maintaining EX87 being careful to preserve the original chassis, the original tell-tale modifications for the V8 engine, and gathering GM documentation with expert opinions outlining the history of EX87 and the important contribution made to the legacy of the Corvette brand. Current Condition and Features Today with 20,594 miles indicated on the odometer and just under 400,000 revs recorded on the tachometer, this Corvette displays excellent cosmetic and mechanical features reflective of the original equipment and professional repaint performed on the car in the 1970s. The car presents as a handsome combination of preservation and selective restoration. The paint is glossy and smooth though showing signs of age consistent with the 40+ years since it was painted. The body panels exhibit fit consistent with GM factory molded fiberglass for the doors, hood, and trunk shut lines. The hinged convertible top cover, often difficult to adjust, fits quite well. The chrome trim, badges, and various exterior elements are in very good to excellent condition, showing a fine luster with very good chrome quality. The wheels are nicely trimmed with correct original type wheel covers over Venetian Red steel wheels. The car wears a set of vintage BF Goodrich Silvertown 6.70-15 4 Ply wide whitewall tires. The glass, lights, and lenses are all in excellent condition including the complex curved windshield, which, at the time of production, was one of the most advanced pieces of automotive glass ever produced. Two of the key features reflective of EX87 history include the mounting holes on the rear bumper and the Chevrolet EX87 VIN plate located on the inside driver’s door opening. The interior continues to impress with finishes that have been faithfully restored to original specifications using correct materials. Even though the interior refurbishment was performed many years ago, the materials and finishes remain in excellent condition showing little to no wear. The seat and door inserts are correct and properly fit to the seat frames and doors. The seat foam is resilient, and the carpeting remains in very nice condition throughout the interior. The instruments are colorful and highly detailed with just a little bit of mellowing appearing on what could very well be the original center binnacle chrome and instrumentation. The canvas top is in excellent condition both inside and out, wrapped tightly over refinished top bows. Under the hood, the 327 engine features accurate details appropriately dressed to reflect the 1955 configuration. While some of the fasteners and various hardware deviate slightly from typical factory specifications, the overall presentation is very authentic and properly finished. A pair of softened metal finned valve covers, a correct windshield washer bag, correct hose clamps, an original generator, chrome plated air cleaner, polished distributor and wiring shroud complete the handsome engine bay. Underneath the car, the suspension, driveline components, exhaust, solid rear axle and limiting straps all appear correct, displaying what appears to be the original chassis floor pan and correct replacements for various generally consumable parts such as hoses, mufflers, and various hardware. As one might expect from a car with known ownership and enthusiast preservation for nearly 60 years, there is no evidence of structural compromise to the frame, underbody components, or suspension attachment points. This car starts easily and settles into a smooth idle, burbling with just a hint of more power offered by the upgraded 327 engine. Though not frequently driven in recent years, the car has an authentic and capable feel as it has always been maintained with annual fluid changes and inspections. The transmission shifts smoothly and engages the V8 engine with authority. At cruising speeds, the car is steady and evenly tracking with surprisingly good ride comfort and pleasing cornering when pressed into service. This Corvette is accompanied by invoices documenting current ownership including recent service invoices for general maintenance, a car cover, a set of matching floor mats, miscellaneous spare cosmetic and mechanical parts, a tow hitch which attaches to the rear bumper, side windows, tire changing tools, various headlight trim pieces, two Corvette books, a display placard, and a file of documents including copies of GM engineering build orders from the 1950s outlining the development of EX87, the disposition of EX87 and involvement with Duntov, the internal use of EX87/5951, and subsequent transformation to the 1955 Corvette model, and additional historic reference information on the other test mules built in 1955 and 1956 concurrent with EX87. With a remarkably important history and documented long term California ownership, this Corvette presents as a rare opportunity to own what could very well be the missing link in the earliest lineage of Corvette V8 history. Presented with documentation supporting 57 years of ownership and historic General Motors engineering records, this historically important Corvette is ready to participate in future Corvette events as a surviving ambassador to the legacy of the Corvette mystique. Please Note: "This description is a summary of the current information available on EX87/5951 at this time. These references include GM Engineering notes, internal documentation, owner recollections, expert opinions/summations, and historic references from articles and books currently known and gathered. Buyers are encouraged to perform their own evaluations and to further engage Corvette experts as part of their review process before purchase." Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

This Porsche is accompanied by the original matching-numbers engine case halves and third member (stamped 604172), a spare crankshaft, various spare parts, the original driver’s manual, assorted vintage electron valve radio components in boxes, the Porsche CoA, and various Porsche 356 reference books, and copies of service invoices dating back to 1988. 1961 Porsche 356B Sunroof Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0423002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN 13753 Exterior Color Silver Interior Color Red Engine 1600cc flat 4 cylinder Engine number P*604172 (included), P*1282230* (fitted) Transmission 741 series 4-speed transaxle (matching) Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright This Porsche is accompanied by the original matching-numbers engine case halves and third member (stamped 604172), a spare crankshaft, various spare parts, the original driver’s manual, assorted vintage electron valve radio components in boxes, the Porsche CoA, and various Porsche 356 reference books, and copies of service invoices dating back to 1988. Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Born in 1926, Giotto Bizzarrini was one of the leading racing car designers in Italy. Among other things, he designed the legendary Ferrari 250 GTO at Ferrari, which is now one of the most expensive sports car classics. He developed the V12 engine for Lamborghini, which was installed in the 350 GT, and supported the Iso company in the development of the Iso Rivolta and Iso Grifo. His dream was to build a competitive racing car that could beat the Ferrari 250 GTO. He developed a sports car with a consistent lightweight aluminium construction, a low centre of gravity and a set-back engine. In a performance-optimised version, the Chevrolet engine achieved around 450 hp. The top speed was specified at around 275 km/h. A total of around 149 vehicles were produced between 1963 and 1969 as road and racing versions. The small production run, the fabulous performance and acceleration from 0 to 100 in just 6 seconds and, last but not least, the extremely powerful looks made the Bizzarrini GT Strada 5300 a legend even in the 1960s. The vehicle presented here is one of the few remaining original Bizzarrini 5300 GT Stradale from 1968. The car has been in our client’s circle for over 25 years and impresses with its very authentic and restored condition. A large folder with FIVA papers, invoices, valuation reports, old newspaper articles and an extract from the Bizzarrini register are available. An absolute rarity for enthusiasts, collectors and investors! 1968 Bizzarrini 5300 GT Stradale 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 24-1108006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine Chevrolet 5,3 litre V8, 365 hp Colour Red Interior Leather black Gearbox Manual shift Drive Left Power 365 PS Original 5300 GT Stradale Only approx. 149 vehicles built Valuation report and FIVA licence From collector's possession 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 Born in 1926, Giotto Bizzarrini was one of the leading racing car designers in Italy. Among other things, he designed the legendary Ferrari 250 GTO at Ferrari, which is now one of the most expensive sports car classics. He developed the V12 engine for Lamborghini, which was installed in the 350 GT, and supported the Iso company in the development of the Iso Rivolta and Iso Grifo. His dream was to build a competitive racing car that could beat the Ferrari 250 GTO. He developed a sports car with a consistent lightweight aluminium construction, a low centre of gravity and a set-back engine. In a performance-optimised version, the Chevrolet engine achieved around 450 hp. The top speed was specified at around 275 km/h. A total of around 149 vehicles were produced between 1963 and 1969 as road and racing versions. The small production run, the fabulous performance and acceleration from 0 to 100 in just 6 seconds and, last but not least, the extremely powerful looks made the Bizzarrini GT Strada 5300 a legend even in the 1960s. The vehicle presented here is one of the few remaining original Bizzarrini 5300 GT Stradale from 1968. The car has been in our client’s circle for over 25 years and impresses with its very authentic and restored condition. A large folder with FIVA papers, invoices, valuation reports, old newspaper articles and an extract from the Bizzarrini register are available. An absolute rarity for enthusiasts, collectors and investors! Other Cars from Thiesen Hamburg GmbH 1999-Ferrari-360-Modena-01.webp 1999-Ferrari-360-Modena-02.webp 1999-Ferrari-360-Modena-15.webp 1999-Ferrari-360-Modena-01.webp 1/15 1999 Ferrari 360 Modena Thiesen Hamburg GmbH Germany 1997-Ferrari-F355-GTS-01.webp 1997-Ferrari-F355-GTS-02.webp 1997-Ferrari-F355-GTS-20.webp 1997-Ferrari-F355-GTS-01.webp 1/20 1997 Ferrari F355 GTS Thiesen Hamburg GmbH Germany 1969-Mercedes-Benz-280SL-01.webp 1969-Mercedes-Benz-280SL-02.webp 1969-Mercedes-Benz-280SL-20.webp 1969-Mercedes-Benz-280SL-01.webp 1/20 1969 Mercedes-Benz 280SL Thiesen Hamburg GmbH Germany Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

1981 Alfa Romeo Spider 2000 Veloce Oldtimer Galerie International 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 24-0923012 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Switzerland Auction This Car Contact the Dealer I am Interested Legal & Copyright Body Color black Color inside black Steering left Gearbox manual Gears 5 Cylinders 4 Displacement 1962cm3 Oldtimer Galerie International GmbH Guerbestrasse 1 Toffen Switzerland Contact details info@oldtimergalerie.ch +41 (0)31 819 61 61 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 Other Cars from Oldtimer Galerie International GmbH 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland 1994-Maserat-Ghibli-01.jpg 1994-Maserat-Ghibli-02.jpg 1994-Maserat-Ghibli-20.jpg 1994-Maserat-Ghibli-01.jpg 1/20 1994 Maserati Ghibli Oldtimer Galerie International GmbH Switzerland 1975-Maserati-Indy-4900-01.jpg 1975-Maserati-Indy-4900-02.jpg 1975-Maserati-Indy-4900-25.jpg 1975-Maserati-Indy-4900-01.jpg 1/25 1975 Maserati Indy 4900 Oldtimer Galerie International GmbH Switzerland Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Signed by Ugo Zagato - 21 Year Ownership -. "Veni, Vidi, Amavi" - (we came, we saw, we fell in love...). A special story began with the creation of the Alfa Romeo Junior Zagato by Ercole Spada. The Junior Zagato was designed as a sporty, compact Gran Tourer. Because of its sleek roofline, sitting in the back may not be ideal, but this certainly adds to the Alfa's stunning appearance. What makes this car truly special is that the Junior Zagato's had nothing to do with the Alfa factory, being produced entirely by Zagato itself. The 1600 version is exceptionally rare, with only 402 produced in Milan over a 3-year period. The Zagato's engineering comes from the Alfa 105 series, meaning it shares (almost) everything with the Spider, Bertone and Giulia. Driving the Zagato is, in our opinion, almost unsurpassed. Its simplicity, beautiful design, sharp handling and recognizable "Alfa roar" make for tremendous driving pleasure. If you are not yet converted, you will automatically become an Alfaist because of this car. La mechanica dell'emozione. Pure sang! Ours? A 1600(!) delivered in Italy and brought to Holland in 1991. Here she has had two owners. The last owner purchased the car in 2002 and maintained it well until today. She is in unrestored condition and is in excellent condition. Will we see you soon? "We build cars for people who appreciate difference." - Zagato 1973 Alfa Romeo 1600 Zagato Cool Classic Club If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-1016020 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Netherland Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 109 HP Date Part I June 30, 1973 Color Giallo Zagato Interior Black Leather Transmission Manual VAT deductible No Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Signed by Ugo Zagato - 21 Year Ownership -. "Veni, Vidi, Amavi" - (we came, we saw, we fell in love...). A special story began with the creation of the Alfa Romeo Junior Zagato by Ercole Spada. The Junior Zagato was designed as a sporty, compact Gran Tourer. Because of its sleek roofline, sitting in the back may not be ideal, but this certainly adds to the Alfa's stunning appearance. What makes this car truly special is that the Junior Zagato's had nothing to do with the Alfa factory, being produced entirely by Zagato itself. The 1600 version is exceptionally rare, with only 402 produced in Milan over a 3-year period. The Zagato's engineering comes from the Alfa 105 series, meaning it shares (almost) everything with the Spider, Bertone and Giulia. Driving the Zagato is, in our opinion, almost unsurpassed. Its simplicity, beautiful design, sharp handling and recognizable "Alfa roar" make for tremendous driving pleasure. If you are not yet converted, you will automatically become an Alfaist because of this car. La mechanica dell'emozione. Pure sang! Ours? A 1600(!) delivered in Italy and brought to Holland in 1991. Here she has had two owners. The last owner purchased the car in 2002 and maintained it well until today. She is in unrestored condition and is in excellent condition. Will we see you soon? "We build cars for people who appreciate difference." - Zagato Other Cars from Cool Classic Club 1992-Porsche-964-Turbo-3.3-01.webp 1992-Porsche-964-Turbo-3.3-02.webp 1992-Porsche-964-Turbo-3.3-15.webp 1992-Porsche-964-Turbo-3.3-01.webp 1/15 1992 Porsche 964 Turbo 3.3 Cool Classic Club Netherlands 1984-Mercedes-Benz-500SL-01.webp 1984-Mercedes-Benz-500SL-02.webp 1984-Mercedes-Benz-500SL-15.webp 1984-Mercedes-Benz-500SL-01.webp 1/15 1984 Mercedes-Benz 500SL Cool Classic Club Netherlands 1966-Porsche-911-SWB-01.webp 1966-Porsche-911-SWB-02.webp 1966-Porsche-911-SWB-15.webp 1966-Porsche-911-SWB-01.webp 1/15 1966 Porsche 911 SWB Cool Classic Club Netherlands Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The 348 was a mid-engined, V8 powered two seater replacing the 328 and was the first proper Spider since the Daytona. Featuring a normally aspirated, 3.4 litre version of the quad cam, four valve per cylinder engine with a dry sump oil system. One of only 68 supplied to the UK, this right hand drive spider was delivered to Maranello Concessionaires in March 1994 finished in Blue Chiaro. Reading through the paperwork file there were ten services carried out between 1994 and 2006 including three cambelt replacements. Mileage at that point was less than 25000 miles. Since then, there has been ongoing regular maintenance and the requisite belt work carried out with total mileage now approaching 45000 miles. The car was retrimmed in 2010 and still presents in superb condition throughout. Complete with leather handbook, tool kit and tyre repair kit, the 348 will be sold with a fresh service and MOT. 1994 Ferrari 348 Spider Will Stone Historic Cars Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0415020 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Will Stone Historic Cars Ltd Windsor House, The Square Marlborough United Kingdom Contact details sales@willstonecars.com +44 (0)1672 521444 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The 348 was a mid-engined, V8 powered two seater replacing the 328 and was the first proper Spider since the Daytona. Featuring a normally aspirated, 3.4 litre version of the quad cam, four valve per cylinder engine with a dry sump oil system. One of only 68 supplied to the UK, this right hand drive spider was delivered to Maranello Concessionaires in March 1994 finished in Blue Chiaro. Reading through the paperwork file there were ten services carried out between 1994 and 2006 including three cambelt replacements. Mileage at that point was less than 25000 miles. Since then, there has been ongoing regular maintenance and the requisite belt work carried out with total mileage now approaching 45000 miles. The car was retrimmed in 2010 and still presents in superb condition throughout. Complete with leather handbook, tool kit and tyre repair kit, the 348 will be sold with a fresh service and MOT. Other Cars from Will Stone Historic Cars Ltd 1995-Ferrari-456-GT-02.webp 1995-Ferrari-456-GT-03.webp 1995-Ferrari-456-GT-15.webp 1995-Ferrari-456-GT-02.webp 1/15 1995 Ferrari 456 GT Will Stone Historic Cars Ltd United Kingdom 1965-Aston-Martin-DB5-Convertible-01.webp 1965-Aston-Martin-DB5-Convertible-02.webp 1965-Aston-Martin-DB5-Convertible-15.webp 1965-Aston-Martin-DB5-Convertible-01.webp 1/15 1965 Aston Martin DB5 Convertible Will Stone Historic Cars Ltd United Kingdom 1962-AC-Ace-Ruddspeed-01.webp 1962-AC-Ace-Ruddspeed-02.webp 1962-AC-Ace-Ruddspeed-15.webp 1962-AC-Ace-Ruddspeed-01.webp 1/15 1962 AC Ace "Ruddspeed" Will Stone Historic Cars Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

General Overview The BMW Z8, launched in 2000, is a tribute to the iconic 507 Roadster from the late 1950s, reviving its timeless design with modern engineering and technology. The Z8 was a bold statement from BMW, merging retro design elements with contemporary performance standards to create a vehicle that celebrated both BMW heritage and the latest in technology. Crafted with meticulous attention to detail, the Z8 featured a classic roadster silhouette that was instantly recognizable, thanks to its long hood, sweeping lines, and distinctive kidney grille. Constructed with an all-aluminum space frame and alloy body panels, the Z8 was powered by a 4.9-liter S62 V8 engine derived from the contemporary E39 M5, delivering 400 horsepower. Although Z8 production was limited to a four-year production run from 2000 to 2003, demand was consistently high, but BMW limited output to just 5,703 units. Today, despite more than two decades having lapsed since it was launched, the BMW Z8 continues to be sought after by enthusiasts and collectors seeking the finest in performance and luxury – an icon of 20th century excellence. History of This Car This Z8 left the Dingolfing plant in 2000 and was delivered new to California. The first owner purchased the vehicle in October of 2000, amassing 67,000 miles over the span of his ownership. In 2021, the original owner transferred ownership to his son who has serviced and maintained the car over the past three years, adding approximately 1300 miles under his care. Having enjoyed single family ownership since new, a current Carfax report confirms consistently accrued miles including regular services, fluid changes, tire installation, and emissions inspections. The six-digit odometer currently indicates 68,301. General Condition Today this Z8 retains the factory Titan Silver Metallic finish and black leather interior. Lovingly enjoyed by the patriarch of the family and his son, the condition is a refreshing reminder that enthusiasts can drive their cars and still retain excellent finishes. Modest use has revealed a few minor stone chips in the front facia and lower rocker panel surfaces, though the overall visual impression is quite nice. In 2013, the rear bumper cap was cosmetically damaged while the car was parked. The rear bumper was professionally refinished yielding excellent results which matches the factory finished body. Paint meter readings for the aluminum body panels yield single digit numbers consistent with factory application, further supported by factory VIN emblems retained on the opening body panels. All opening features operate with factory precision displaying proper panel gaps when closed. And while the exterior finishes are quite nice, light scuff marks are visible on the driver’s exterior door handle and fading to the wiper arm finish. The factory wheels are in excellent condition wearing Michelin Pilot Sport All Season tires, 245/45/ZR18 front (2013 date codes) and 275/40ZR18 rear (2009 date codes). The retro-futurist design theme continues to the interior of the Z8. The steering wheel is reminiscent of the classic BMW 507 supported by modern features and conveniences arrayed in the dashboard and center console. As with the exterior. The interior displays signs of use on typically high-touch surfaces including the door threshold, interior door latch and steering wheel hub. The switchgear and climate control buttons function as intended, including the distinctive cabin lights located on the bottom of the rearview mirror. Heated power adjustable seats function properly, here too showing typical signs of seat wear, relaxed seat bottom cushion and small seam separation at the left inside corner of the driver’s seat. A contemporary Pioneer stereo unit has been installed (original unit included with the car). The dashboard is in excellent condition, though minor pulling can be seen at one corner of the leather surface. The carpets, floor mats, and rear bulkhead surfaces remain in excellent condition. A novel feature of the era, the Motorola (state-of-the-art for the era) BMW branded cell phone, offered with the Z8 when new, is included with this car. The trunk retains the factory black carpeting with access to the battery (dated October 2023) and additional small package storage under the hinged floor panel. Opening the hood reveals the naturally aspirated 4.9L S62 V8. Derived from the celebrated E39 M5 and considerably lighter in weight, this engine is key to the performance magic of the Z8 pulling strong in all gears with progressive acceleration matching even the most premier exotics of the era. The engine bay, engine, and engine components have been properly maintained including the manufacturer stickers and identification tags which remain in excellent condition. The front suspension tower supports both bear the original VIN stampings and factory Titan Silver paint code. The suspension components, bushings, and undercarriage tray are clean, correct, and remarkably nice throughout. As with the other factory VIN stickers, the underside engine casing retains the matching factory VIN plate. The undercarriage shows no signs of structural compromise or damage to the chassis or suspension mounting points. Driving the Z8 The Z8 driving experience remains one of the most memorable of all open performance cars from this period. Manual 6-speed, front V8 engine, and responsive multi-link suspension make even a trip to the local store a memorable event. Everything from the classic-inspired dashboard to the open configuration emphasizes driver engagement. Highway driving is smooth and effortless with passing speeds achieved in a matter of seconds, while braking is nothing short of fantastic coming down from high speeds tracking smoothly and evenly on a firm pedal. Everything about the Z8 driving experience conveys confidence, delight, and excitement. No wonder these cars have remained for so many years with their original owners or within enthusiast families just as this one has. Items Included with the Car This Z8 is accompanied by a car cover, factory tool roll, tools and gloves, the owner’s manual set and leather case, various factory literature, and stereo guide. The original stereo, BMW navigation system disc, first aid kit, and the rare original Motorola BMW branded cell phone are also included. 2000 BMW Z8 Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0513011 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 5L V8 Transmission 6-speed manual Exterior Color - Titan Silver Metallic Interior Color - Black Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright General Overview The BMW Z8, launched in 2000, is a tribute to the iconic 507 Roadster from the late 1950s, reviving its timeless design with modern engineering and technology. The Z8 was a bold statement from BMW, merging retro design elements with contemporary performance standards to create a vehicle that celebrated both BMW heritage and the latest in technology. Crafted with meticulous attention to detail, the Z8 featured a classic roadster silhouette that was instantly recognizable, thanks to its long hood, sweeping lines, and distinctive kidney grille. Constructed with an all-aluminum space frame and alloy body panels, the Z8 was powered by a 4.9-liter S62 V8 engine derived from the contemporary E39 M5, delivering 400 horsepower. Although Z8 production was limited to a four-year production run from 2000 to 2003, demand was consistently high, but BMW limited output to just 5,703 units. Today, despite more than two decades having lapsed since it was launched, the BMW Z8 continues to be sought after by enthusiasts and collectors seeking the finest in performance and luxury – an icon of 20th century excellence. History of This Car This Z8 left the Dingolfing plant in 2000 and was delivered new to California. The first owner purchased the vehicle in October of 2000, amassing 67,000 miles over the span of his ownership. In 2021, the original owner transferred ownership to his son who has serviced and maintained the car over the past three years, adding approximately 1300 miles under his care. Having enjoyed single family ownership since new, a current Carfax report confirms consistently accrued miles including regular services, fluid changes, tire installation, and emissions inspections. The six-digit odometer currently indicates 68,301. General Condition Today this Z8 retains the factory Titan Silver Metallic finish and black leather interior. Lovingly enjoyed by the patriarch of the family and his son, the condition is a refreshing reminder that enthusiasts can drive their cars and still retain excellent finishes. Modest use has revealed a few minor stone chips in the front facia and lower rocker panel surfaces, though the overall visual impression is quite nice. In 2013, the rear bumper cap was cosmetically damaged while the car was parked. The rear bumper was professionally refinished yielding excellent results which matches the factory finished body. Paint meter readings for the aluminum body panels yield single digit numbers consistent with factory application, further supported by factory VIN emblems retained on the opening body panels. All opening features operate with factory precision displaying proper panel gaps when closed. And while the exterior finishes are quite nice, light scuff marks are visible on the driver’s exterior door handle and fading to the wiper arm finish. The factory wheels are in excellent condition wearing Michelin Pilot Sport All Season tires, 245/45/ZR18 front (2013 date codes) and 275/40ZR18 rear (2009 date codes). The retro-futurist design theme continues to the interior of the Z8. The steering wheel is reminiscent of the classic BMW 507 supported by modern features and conveniences arrayed in the dashboard and center console. As with the exterior. The interior displays signs of use on typically high-touch surfaces including the door threshold, interior door latch and steering wheel hub. The switchgear and climate control buttons function as intended, including the distinctive cabin lights located on the bottom of the rearview mirror. Heated power adjustable seats function properly, here too showing typical signs of seat wear, relaxed seat bottom cushion and small seam separation at the left inside corner of the driver’s seat. A contemporary Pioneer stereo unit has been installed (original unit included with the car). The dashboard is in excellent condition, though minor pulling can be seen at one corner of the leather surface. The carpets, floor mats, and rear bulkhead surfaces remain in excellent condition. A novel feature of the era, the Motorola (state-of-the-art for the era) BMW branded cell phone, offered with the Z8 when new, is included with this car. The trunk retains the factory black carpeting with access to the battery (dated October 2023) and additional small package storage under the hinged floor panel. Opening the hood reveals the naturally aspirated 4.9L S62 V8. Derived from the celebrated E39 M5 and considerably lighter in weight, this engine is key to the performance magic of the Z8 pulling strong in all gears with progressive acceleration matching even the most premier exotics of the era. The engine bay, engine, and engine components have been properly maintained including the manufacturer stickers and identification tags which remain in excellent condition. The front suspension tower supports both bear the original VIN stampings and factory Titan Silver paint code. The suspension components, bushings, and undercarriage tray are clean, correct, and remarkably nice throughout. As with the other factory VIN stickers, the underside engine casing retains the matching factory VIN plate. The undercarriage shows no signs of structural compromise or damage to the chassis or suspension mounting points. Driving the Z8 The Z8 driving experience remains one of the most memorable of all open performance cars from this period. Manual 6-speed, front V8 engine, and responsive multi-link suspension make even a trip to the local store a memorable event. Everything from the classic-inspired dashboard to the open configuration emphasizes driver engagement. Highway driving is smooth and effortless with passing speeds achieved in a matter of seconds, while braking is nothing short of fantastic coming down from high speeds tracking smoothly and evenly on a firm pedal. Everything about the Z8 driving experience conveys confidence, delight, and excitement. No wonder these cars have remained for so many years with their original owners or within enthusiast families just as this one has. Items Included with the Car This Z8 is accompanied by a car cover, factory tool roll, tools and gloves, the owner’s manual set and leather case, various factory literature, and stereo guide. The original stereo, BMW navigation system disc, first aid kit, and the rare original Motorola BMW branded cell phone are also included. Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Iso Rivolta 300 GT offered here was in the same ownership in Portugal for over 28 years. Before the car was imported to Switzerland about 5 years ago, the bodywork was fully restored and the engine overhauled in Austria. This beautiful Iso Rivolta 300 GT is in very good condition, veteran-approved. The original maintenance manual and the Portuguese registration and veteran’s papers are present. The Iso Rivolta 300 GT is an Italian sports car from the 1960s. Iso is known for combining elegant, powerful GT cars with American V8 engines, resulting in high performance and reliability. The design was by Giorgetto Giugiaro, who worked for Bertone at the time. The car was powered by a Chevrolet V8 engine, which originally came from the Corvette. The 5.4-liter engine (327 cubic inches) produced around 300 hp, hence the name “300 GT”. The Iso Rivolta 300 GT had a well-tuned chassis developed by Giotto Bizzarrini, a former Ferrari engineer. The combination of Italian chassis artistry and American engine technology made the car both powerful and comfortable on long journeys. Due to its low production numbers and its importance as an early model in Iso Rivolta history, the Iso Rivolta 300 GT is now a rare and sought-after collector’s car. This model laid the foundation for later models such as the Iso Grifo, which was also based on the combination of Italian design and American technology. 1964 Iso Rivolta GT 300 Lutziger Classic Cars AG If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1007018 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Switzerland Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine size 5350 ccm Cylinders 8 Doors 2 Seats 4 Exterior colour brown, gray Interior colour black MFK MOT veteran Lutziger Classic Cars AG Industriestrasse 48 Bergdietikon Switzerland Contact details info@lutziger-classiccars.com +41 (0) 56 631 10 00 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Iso Rivolta 300 GT offered here was in the same ownership in Portugal for over 28 years. Before the car was imported to Switzerland about 5 years ago, the bodywork was fully restored and the engine overhauled in Austria. This beautiful Iso Rivolta 300 GT is in very good condition, veteran-approved. The original maintenance manual and the Portuguese registration and veteran’s papers are present. The Iso Rivolta 300 GT is an Italian sports car from the 1960s. Iso is known for combining elegant, powerful GT cars with American V8 engines, resulting in high performance and reliability. The design was by Giorgetto Giugiaro, who worked for Bertone at the time. The car was powered by a Chevrolet V8 engine, which originally came from the Corvette. The 5.4-liter engine (327 cubic inches) produced around 300 hp, hence the name “300 GT”. The Iso Rivolta 300 GT had a well-tuned chassis developed by Giotto Bizzarrini, a former Ferrari engineer. The combination of Italian chassis artistry and American engine technology made the car both powerful and comfortable on long journeys. Due to its low production numbers and its importance as an early model in Iso Rivolta history, the Iso Rivolta 300 GT is now a rare and sought-after collector’s car. This model laid the foundation for later models such as the Iso Grifo, which was also based on the combination of Italian design and American technology. Other Cars from Lutziger Classic Cars AG 1968-Fiat-Dino-2000-01.jpg 1968-Fiat-Dino-2000-02.jpg 1968-Fiat-Dino-2000-20.jpg 1968-Fiat-Dino-2000-01.jpg 1/20 1968 Fiat Dino 2000 Lutziger Classic Cars AG Switzerland 1968-Fiat-Dino-2000-01.jpg 1968-Fiat-Dino-2000-02.jpg 1968-Fiat-Dino-2000-20.jpg 1968-Fiat-Dino-2000-01.jpg 1/20 1968 Fiat Dino 2000 Lutziger Classic Cars AG Switzerland 1969-Ferrari-365-GT-2+2--01.jpg 1969-Ferrari-365-GT-2+2-02.jpg 1969-Ferrari-365-GT-2+2-20.jpg 1969-Ferrari-365-GT-2+2--01.jpg 1/20 1969 Ferrari 365 GT 2+2 Lutziger Classic Cars AG Switzerland Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

When Alfa Romeo was acquired by then-rival marque Fiat in the 1980s, bosses knew the brand needed a model to capture the public’s imagination. The result was a car that shocked the world, and one that still resonates after more than 30 years: the Alfa Romeo SZ. A collaboration between Citroën SM stylist Robert Opron and Antonio Castellana at Centro Stile Fiat, the wild styling was put into production by Zagato using innovative design and construction methods. The SZ was nicknamed Il Mostro, or “the Monster”, due in part to its angular thermoplastic injection-moulded composite body panels. But also its potent 207-horsepower 3.0-litre V-6 engine, which delivered drive to the rear wheels. In addition to boasting one of the best soundtracks of the period, the sharply styled SZ was also a spirited performer on the road. Launched at a time when interest in low-number production cars was at its peak, many SZs found homes in collections and accumulated only low mileages. That is likely the case with this example, which was first registered on 15 September 1991, and has since covered just 5,836 kilometres. Presenting in a condition commensurate with its low odometer reading, this collector-quality example is accompanied by a three-piece luggage set and a leather folio with owner’s manuals. 1991 Alfa Romeo SZ 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 23-1218008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Identification number ZAR16200003000785 Offered from A Private Collection One of 1,036 examples of the Alfa Romeo SZ coupé made over a two-year production run Odometer reads only 5,836 kilometres Accompanied by a leather folio, owner’s manuals, and a three-piece luggage set 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 When Alfa Romeo was acquired by then-rival marque Fiat in the 1980s, bosses knew the brand needed a model to capture the public’s imagination. The result was a car that shocked the world, and one that still resonates after more than 30 years: the Alfa Romeo SZ. A collaboration between Citroën SM stylist Robert Opron and Antonio Castellana at Centro Stile Fiat, the wild styling was put into production by Zagato using innovative design and construction methods. The SZ was nicknamed Il Mostro, or “the Monster”, due in part to its angular thermoplastic injection-moulded composite body panels. But also its potent 207-horsepower 3.0-litre V-6 engine, which delivered drive to the rear wheels. In addition to boasting one of the best soundtracks of the period, the sharply styled SZ was also a spirited performer on the road. Launched at a time when interest in low-number production cars was at its peak, many SZs found homes in collections and accumulated only low mileages. That is likely the case with this example, which was first registered on 15 September 1991, and has since covered just 5,836 kilometres. Presenting in a condition commensurate with its low odometer reading, this collector-quality example is accompanied by a three-piece luggage set and a leather folio with owner’s manuals. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

LUIGI CHINETTI’S NORTH AMERICAN RACING TEAM A name synonymous with Ferrari in the United States is Luigi Chinetti. The Italian-born Chinetti was an apprentice at his father’s workshop from a young age, learning machine work and becoming a qualified mechanic at just 14 years old. Only two years later, he would begin a career with Alfa Romeo, where he would eventually meet young racing driver Enzo Ferrari—forming a tight-knit bond that would endure for years to come. In the early 1930s, Chinetti began a racing career of his own, making a name for himself in endurance racing. Le Mans was his shining achievement as he competed as a driver in every race held from 1932 through 1953, driving for Alfa Romeo, Talbot, and eventually his dear friend Enzo’s own company, Ferrari. His accolades at Le Mans were more than impressive, achieving a 1st-place finish for Alfa Romeo in 1932 and 1933, and later delivering Ferrari its very first win at Le Mans in 1949—the marque’s first entrance in the historic event. In addition to Le Mans success, Chinetti won the Spa 24 Hours race in 1933 behind the wheel of an Alfa Romeo and again in 1949 in a Ferrari; the Paris 12 Hours race in 1948 and 1950, both in Ferraris; and he was a four-time entrant in the five-day, 2,100-mile (~3,380-kilometre) Carrera Panamericana, winning the event in 1951 and placing 3rd in 1952, each time in a Ferrari. Chinetti had moved to the United States after the outbreak of World War II, finding work with Pratt and Whitney and later supporting the war effort working on Rolls-Royce engines at J.S. Inskip. Chinetti became an American citizen in early 1950, with Zora Arkus-Duntov serving as his naturalisation sponsor. Following his retirement from racing, Chinetti’s focus shifted to selling cars, something he had been involved with on the side. He became Ferrari’s North American importer, first based in New York City, and eventually moving to Greenwich, Connecticut. Chinetti’s relationship with Enzo allowed him a direct line to the top of the factory; it was through that connection, and the respect Maranello had for Chinetti, that more historically significant Ferrari race cars passed through his doors than any other factory dealer. In 1957 Chinetti formed the North American Racing Team (NART). NART was an important extension of what Scuderia Ferrari was doing on the track in Ferrari’s pursuit to earn coveted World Championship points in Prototype and GT racing. Each national racing team had its own significant moments in racing for Ferrari, but it was NART that stood out among the rest. The team was wildly successful over the years, competing in sports car racing, endurance races, and even fielding cars for the United States, Canadian, and Mexican Grands Prix. Chinetti’s NART attracted the top-tier driver talent and received the very best cars to compete from Maranello. The NART team proved a great promotional tool not only for Ferrari in North America, but also for Chinetti’s dealership, with customer demand built by the team’s racing success. The NART team made its debut at Le Mans in 1957, and over the team’s near-quarter-of-a-century of competition history, it entered almost 70 cars in the world’s most legendary race. To date no team outside of Scuderia Ferrari itself has entered more Ferraris at Le Mans, and of all the cars ever campaigned by NART, one stands out among the rest… FERRARI, ASCENDANT AT THE CIRCUIT DE LA SARTHE Le Mans: The ultimate test of man and machine. No race in the world validates podium finishers in finer fashion or holds the 1st overall winner in higher regard. Of competitors having graced Circuit de la Sarthe in the race’s 101-year history, Ferrari’s impressive 11 victories place the Prancing Horse among the most successful marques of the world’s most challenging endurance race. Ferrari’s first win at Le Mans came in a 166 MM entered by Lord Selsdon in 1949, co-driven by Luigi Chinetti. Chinetti delivered a legendary performance, driving nearly 23 hours of the race—a remarkable and all-but-unbelievable feat. The marque’s second win, and first entry for Scuderia Ferrari, came in 1954 with José Froilán González and Maurice Trintignant piloting a Ferrari 375 Plus to victory. Jaguar would dominate the next three years with the D-Type, with Ferrari’s best finish in that time being 3rd in 1956, with Oliver Gendebien and Maurice Trintignant driving a Ferrari 625 LM. In 1958 Scuderia Ferrari was once again triumphant at Le Mans with the Ferrari 250 TR58 driven by Phil Hill and Oliver Gendebien. The following season, 1959, would result in Aston Martin taking a 1-2 finish with the DBR1, while Ferrari 250 GTs took 3-4-5-and 6th place. The field was always competitive, with some of the biggest automotive manufacturers in the world taking part—and heading into the 1960s, Ferrari was poised to send a message with a string of dominant performances, the likes of which Le Mans has seldom seen. Ferrari’s semi-decade of dominance began in 1960, with an impressive 1-2 finish at Le Mans with Scuderia Ferrari’s 250 TR59/60 driven by Paul Frère and Oliver Gendebien taking 1st and Luigi Chinetti’s NART 250 TR59 driven by André Pilette and Ricardo Rodríguez finishing 2nd. Four of the remaining top 10 finishers were Ferraris. The year 1961 would mark a dominant performance for Ferrari with a 1-2-3 finish, with Scuderia Ferrari’s 250 TR61 driven by Phil Hill and Oliver Gendebien winning the race. Hill and Gendebien would repeat in 1962 behind the wheel of a Ferrari 330 TRi/LM, with a pair of 250 GTOs taking 2nd and 3rd. In 1963 Ferrari would win yet again, as SEFAC’s 250 P driven by Lorenzo Bandini and Ludovico Scarfiotti took victory, followed by Ferraris in 2-3-4-5-and 6th place. This win—a fourth in a row—at the time tied Ferrari with Bentley and Alfa Romeo for most consecutive wins by a manufacturer at Le Mans. The tie would not last for long, as Ferrari would win once again in 1964 with SEFAC’s 275 P driven by Jean Guichet and Nino Vaccarella, the same chassis which had taken victory in 1963, followed by a pair of 330 Ps in 2nd and 3rd, and three 250 GTOs finishing in the top 10. This impressive fifth successive win set the stage for 1965, with Ferrari defending the longest consecutive win streak at Le Mans. THE 250 LM: A 250 GT FOR LE MANS Ever since the 1960 Formula 1 season, when Ferrari adopted a mid/rear-engine design for its successful grand prix car, Maranello had been a steady proponent of this mid/rear engine placement. This evolution gained traction through the small-displacement Dino prototypes of the early 1960s before Ferrari fitted a Testa Rossa-specification V-12 into the back of a prototype chassis, resulting in the legendary 250 P that won the 1963 24 Hours of Le Mans. By mid-1963, Ferrari was in search of a replacement for the 250 GTO in sports car competition, and Enzo Ferrari naturally concluded that the 250 P could be transformed into a formidable GT-class Berlinetta. A barely modified version of the 250 P chassis was mounted with new alloy coachwork by Scaglietti, featuring a low roof with flying-buttress rear pillars. After formally introducing the 250 LM at the 1963 Paris Salon, Ferrari struggled to receive homologation approval from the FIA, particularly when the proposed 3.0-litre engine was upgraded to a 3.3-litre single-overhead cam dry-sump version of the V-12, internally classified as the type 211. Frustrated by the FIA’s refusal to cooperate, Enzo Ferrari quickly lost interest in the 250 LM and allotted the minimal production run to privateers rather than any factory usage. In doing so, the 250 LM became the first rear-engine Ferrari sold to private customers, commencing a trend that lasts to this day. Just 32 examples of the 250 LM were built up to mid-1966, and it remains one of the most desirable Ferraris of all time, encapsulating advanced engineering, sensuous coachwork design, and a successful competition resume. ANATOMY OF A GIANT-KILLER Completed in late-1964, chassis 5893 is the sixth 250 LM built (by numerical sequence), and it was distributed to Luigi Chinetti Motors, which in turn sold the car to Mrs Irene Young of Wilton, Connecticut. Mrs Young and her husband, Walter, also owned the 250 LM chassis 5901. Apparently, 5893 did not suit their immediate needs, considering they soon traded it back to Chinetti. This turn of events proved to be most fortunate, however, as otherwise the car would never have gone on to its greatest achievement. Back in the hands of Chinetti Motors, this 250 LM became an immediate candidate for competition use by Chinetti’s North American Racing Team, better known as NART. By the mid-1960s, NART was one of just four privateer racing teams to enjoy direct support from the Ferrari factory and arguably the most important. In early 1965, the Ferrari was fitted with the more aerodynamically efficient longer nose by Piero Drogo, the factory-preferred coachbuilder who had clothed several of the marque’s prototype racecars. The field for 1965 was a competitive one. Top honors were expected to be taken by one of the prototype Fords or Ferraris, contributing to the drama that surrounded Ford’s unsuccessful bid to acquire the Italian company. Ford/Shelby were well represented with five Daytona coupés, four GT40s, and two new 7.0-litre powered GT40s. A total of 12 Ferraris would be entered into the race with Ferrari countering Ford’s new GT40 with the 330 P2 and 365 P2. A total of five 250 LMs were also entered in the race, all by the national racing teams supported by Ferrari. Chinetti’s NART team entered a Ferrari 365 P2, #18 driven by Pedro Rodriguez and Nino Vaccarella. It also fielded this Ferrari 250 LM, chassis 5893, raced under #21 and driven by Masten Gregory and Jochen Rindt. Gregory, a Kansas City, Missouri native, appropriately nicknamed the “Kansas City Flash” and known for his young looks and famous glasses, had made a name for himself driving in Formula 1. In 1965, Gregory was driving a BRM P57 for Modena-based privateer team Scuderia Centro Sud, in what would be his eighth and final year in F1. He was no stranger to Le Mans, as 1965 would mark his 10th entry at the famous endurance race, having competed the year prior for Ford Motor Company with Richie Ginther behind the wheel of a GT40. Gregory’s best finish to date at Le Mans had come in 1961 with a class win with co-driver Bob Holbert behind the wheel of Porsche KG’s Porsche RS61 Spyder. Rindt was an up-and-coming driver, having worked his way up the ranks from Formula Junior to Formula Two, eventually making it to Formula 1 competing in one race for Rob Walker Racing in 1964 at the Austrian Grand Prix in late August. His talents did not go unnoticed, and Cooper had signed him to drive alongside Bruce McLaren for 1965. While Rindt would go on to win the Formula 1 World Drivers’ Championship in 1970, in 1965, he was still building his resumé. Rindt was a returning driver for the NART team in 1965, having been one of the team drivers alongside David Piper in 1964 piloting another 250 LM (chassis 5909). In a disappointing turn of events, Rindt never drove in the 1964 race: Piper started the race, and their 250 LM (chassis 5909) was forced into retirement by an oil pipe failure before his turn to take the wheel. Thus, 1965 would technically mark Rindt’s first race action at Le Mans. Gregory and Rindt qualified for a competitive 11th-place start, sandwiched between two Ford products—just three-tenths of a second behind Ford Advanced Vehicles’ #14 GT40 driven by Innes Ireland and John Whitmore in 10th and ahead of Shelby American’s #9 Daytona Coupe driven by Dan Gurney and Jerry Grant. Shelby American’s #2 GT40 Mk II, driven by Phil Hill and Chris Amon, took a commanding pole, 5.1 seconds ahead of SEFAC’s #19 Ferrari 330 P2. Going into the race, the strategy for the NART 250 LM was somewhat in question. Rindt, a risk-taker, was in favour of pushing the car, while Gregory, a more experienced Le Mans entrant, favored a more conservative, methodical approach, likely aware of how difficult it would be for the 250 LM to keep up with the more advanced prototypes of Ford and Ferrari. In the race, chassis 5893 held position for three hours with Masten Gregory at the wheel, before dropping to 18th place after the fourth hour. The prototypes had taken over, and the 250 LM remained lodged in 13th place for the next three hours. By the eighth hour, the GT40s had all dropped out of the race with one problem or another, as the true dominant competitor of the race, time itself, began to impair the performance of the insufficiently battle-tested Fords. The Ferrari prototypes held up slightly better, but three of the 250 LM examples continued unabated. After the 11th hour, 5893 had ascended to 3rd place, trailing only the #26 250 LM of Pierre Dumay and the newly homologated 275 GTB of Willy Mairesse, car #24. Ferrari was poised for a 1-2-3 sweep. In the early morning hours of Sunday, 20 June, Gregory was forced to pit, as fog had rolled in, and his eyesight was giving him trouble around 4:00 am. This decision resulted in one of the more fascinating (though unproven) anecdotes from mid-century Le Mans history: With Rindt nowhere to be found during the unscheduled stop, backup driver American Ed Hugus, the Le Mans veteran and NART driver, allegedly stepped in to finish his good friend Gregory’s nighttime stint. Hugus had been entered to race, but his car never arrived, allowing him to pivot to this back-up role for 5893. At the time of the race Hugus never publicised his supposed time behind the wheel of 5893. The full story would emerge later in Hugus’ life following a 2005 letter he wrote to Le Mans fan Hubert Baradat that was eventually published in the October 2020 issue of Motor Sport. Ferrari themselves credits the team of three drivers in the race today. In any event, from hours 12 through 17, chassis 5893 jockeyed between 2nd and 3rd place. By the 18th hour, chassis 5893 had fully established 2nd place, with only Dumay’s car ahead. A punctured tyre and resulting body damage to the leader necessitated an extended pit stop, allowing chassis 5893 to take a comfortable lead during the 21st hour. This position held until the race’s end, with the #21 NART entry, chassis 5893 piloted by Gregory and Rindt, achieving an impressive 1st overall victory—five laps ahead of Pierre Dumay and Gustave ‘Taf’ Gosselin’s #26 250 LM in 2nd, and eight laps ahead of 3rd-place finishers Willy Mairesse and Jean ‘Beurlys’ Blaton in Ecurie Francorchamps’ #24 Ferrari 275 GTB. It was an unlikely victory for NART and the 250 LM in a field full of more potent prototypes, and it marked the first, and only, time a privateer-entered Ferrari took overall victory at Le Mans ahead of the Scuderia Ferrari Works cars. The impressive 1-2-3 Ferrari finish marked a then record-extending sixth straight win at Le Mans for a Ferrari. Ford’s inexorable march to victory would have to wait until 1966; and for one final year, the 250 LM had provided Ferrari an extension of its dominance at Le Mans. This triumph was notably the last win at Circuit de la Sarthe by Ferrari for 58 years, the next victory not arriving until 2023. 24 HOURS IN A DAY, 24 HOURS IN A RACE In February 1966, chassis 5893 was entered by NART under #22 at the inaugural 24-hour edition of the Daytona Continental, where Bob Bondurant and Jochen Rindt roared to a 9th overall finish. Fourteen months later the 250 LM was displayed by Luigi Chinetti Motors and the North American Racing Team at the 1967 New York Automobile Show held at the New York Coliseum in Manhattan. In February 1968 the Ferrari was again entered by NART-Harrah Racing at the 24 Hours of Daytona. Raced under #81 and piloted by Masten Gregory and David Piper, 5893 would qualify 8th but, during the race, would unfortunately become snared in an accident, retiring after 101 laps. NART mechanic Wayne Sparling thoroughly repaired the damage before the car was shipped to France for the 1968 24 Hours of Le Mans (rescheduled for September following civil unrest). Driven by Gregory once more, but this time co-piloted by Charlie Kolb, chassis 5893 donned #14 for the race. The team qualified 29th, but their race would end after 209 laps following an accident. Perhaps there was a measure of revenge when the 5893 appeared at Le Mans one more time for NART in June 1969, this time raced under #17 and driven by American Sam Posey and Italian Teodoro Zeccoli. One year is old for a race car; five years old is archaic in the racing world, as technology changed so fast. Despite this, the pair qualified 24th and achieved a remarkable 8th overall finish, a true testament to the 250 LM’s longevity. But the car was not finished yet. In late-January 1970, NART entered this 250 LM for its final outing, an encore performance at the 24 Hours of Daytona, where Luigi ‘Coco’ Chinetti, Jr. and Gregg Young again proved the car’s mettle. Racing under #21, and the sole 250 LM in the field, Chinetti and Young qualified 44th making an unbelievable climb during the race to a 7th overall finish, fittingly marking the final time a Ferrari 250 LM would race in a World Championship event. A full seven years after its initial development, the 250 LM was still giving the more technologically advanced large-displacement prototypes a run for their money. Yet the writing was clearly on the wall, and like all great racecars, chassis 5893 faced retirement. Perhaps no other Ferrari GT car could boast such a meaningful contribution to Ferrari’s racing list of honours. As the winner of the 1965 24 Hours of Le Mans, chassis 5893 automatically claims a nearly peerless racing pedigree. The car is one of just 25 total Ferraris that competed in the Le Mans endurance event on three separate occasions—and here it should be noted that a majority of these cars were modern-era racing machines. As such, this 250 LM is one of just six Ferraris built during the “Enzo Ferrari era” (1947 through 1988) to have run Le Mans three times. With three additional appearances at the 24 Hours of Daytona, the car claims a total of six outings for the North American Racing Team. What is even more remarkable is that these were all 24-hour events, making 5893 the only example built during the Enzo Ferrari era to run in six 24-hour races. Chassis 5893 is a true endurance warrior that achieved sports car racing’s ultimate prize. A RELAXING RETIREMENT ON GASOLINE ALLEY In April 1970, only a few months after it rolled off the World Championship stage at the 24 Hours of Daytona, through the auspices of the well-known and highly regarded Kirk F. White Motor Cars, chassis 5893 was sold from Chinetti to the Indianapolis Motor Speedway Museum. Carefully maintained ever since, the 250 LM has been one of the highlights of the museum’s collection while occasionally being exhibited at important concours d’elegance and motoring events. In addition to being presented at the 1994 Monterey Historics, winning the Best of Show – Sport at the 2015 Santa Fe Concorso, and appearing at the 2016 Quail, a Motorsports Gathering, the Berlinetta has been shown four times at the Pebble Beach Concours d’Elegance, three times at the Amelia Island Concours d’Elegance (achieving Best in Show/Concourse de Sport in 2023), and three times at exhibits held at the Petersen Automotive Museum in Los Angeles. The Ferrari ran demonstration laps for the IMS Museum’s YouTube page with F1/INDYCAR driver Roman Grosjean in 2021 and later in 2023 during the IMS and IMSA Battle On The Bricks weekend with INDYCAR Driver Jack Harvey. It has also been featured in numerous magazine articles and books, including issues of Cavallino, Octane, Vintage Motorsport, and Vintage Roadcar; and well-regarded books such as Hans Tanner’s Ferrari and Quentin Spurring’s series on Le Mans, among many others. Along the way, chassis 5893 has been treated to occasional bouts of minor maintenance and upkeep, including attention to the brakes in 1994, a refinish of the bonnet panel in 2004, and a rebuild of the master and slave cylinders in 2015. The car is very well-documented, with a file including copies of paperwork from Chinetti’s ownership, copies of the car’s Carnet de Pesage from its 1965, 1968, and 1969 Le Mans entries, selected race programmes, history report by Marcel Massini, and an original Ferrari Berlinetta 250/Le Mans brochure that prominently features Luigi Chinetti Motors branding. Additionally copies of N.A.R.T.: A Concise History of the North American Racing Team by Terry O’Neil and Ferrari in America: Luigi Chinetti and the North American Racing Team by Michael T. Lynch, both of which this car is prominently featured, are included with the car. It should furthermore be noted that this highly original example still retains its matching-numbers Tipo 211 engine and type-564/940 gearbox/transaxle, indicating that the car is powered by the same drivetrain that won Le Mans in 1965. Importantly the engine still exhibits multiple “scrutineering” stamps as further evidence of its use in multiple editions of the 24 Hours of Le Mans. Needless to say, this showcases an incredible degree of authenticity that is extremely rare to see on an example with such important and extensive race history. In short, chassis 5893 is the NART Ferrari. It would crown most any sporting collection, having claimed the ultimate achievement for a Ferrari, and indeed any racing sports car of its calibre—victory at the 24 Hours of Le Mans, the world’s most important sports car race, bar none. Now offered from 54 years of consistent single-owner care by one of the world’s most famous and respected automotive museums, chassis 5893 is a bona fide legend, within the realms of Ferrari, Luigi Chinetti’s NART team, and Le Mans. 1964 Ferrari 250 LM by Scaglietti RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1126001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine No. 5893 The overall winner of the 1965 24 Hours of Le Mans, piloted by noted racing drivers Masten Gregory and Jochen Rindt on behalf of the North American Racing Team (NART)—sealing the major milestone of six consecutive Ferrari victories at Le Mans The only privateer-entered Ferrari to ever win the 24 Hours of Le Mans overall The only Ferrari built during the Enzo Ferrari era (1947 to 1988) to compete in six 24-hour races, including three times at Le Mans and three times at the 24 Hours of Daytona Displayed by Luigi Chinetti Motors/NART at the 1967 New York Automobile Show Highly preserved and original example, retaining its matching-numbers engine and gearbox Offered from 54 years of careful conservancy by the Indianapolis Motor Speedway (IMS) Museum following its purchase from Chinetti Motors a few months after completing the 24 Hours of Daytona in February 1970 Documented with copies of 1965, 1968, and 1969 Le Mans papers, copies of paperwork from Luigi Chinetti’s ownership, 1970 purchase paperwork, parts and service invoices, and history report by Marcel Massini The sixth, and most important, of 32 examples built of the 250 LM 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 LUIGI CHINETTI’S NORTH AMERICAN RACING TEAM A name synonymous with Ferrari in the United States is Luigi Chinetti. The Italian-born Chinetti was an apprentice at his father’s workshop from a young age, learning machine work and becoming a qualified mechanic at just 14 years old. Only two years later, he would begin a career with Alfa Romeo, where he would eventually meet young racing driver Enzo Ferrari—forming a tight-knit bond that would endure for years to come. In the early 1930s, Chinetti began a racing career of his own, making a name for himself in endurance racing. Le Mans was his shining achievement as he competed as a driver in every race held from 1932 through 1953, driving for Alfa Romeo, Talbot, and eventually his dear friend Enzo’s own company, Ferrari. His accolades at Le Mans were more than impressive, achieving a 1st-place finish for Alfa Romeo in 1932 and 1933, and later delivering Ferrari its very first win at Le Mans in 1949—the marque’s first entrance in the historic event. In addition to Le Mans success, Chinetti won the Spa 24 Hours race in 1933 behind the wheel of an Alfa Romeo and again in 1949 in a Ferrari; the Paris 12 Hours race in 1948 and 1950, both in Ferraris; and he was a four-time entrant in the five-day, 2,100-mile (~3,380-kilometre) Carrera Panamericana, winning the event in 1951 and placing 3rd in 1952, each time in a Ferrari. Chinetti had moved to the United States after the outbreak of World War II, finding work with Pratt and Whitney and later supporting the war effort working on Rolls-Royce engines at J.S. Inskip. Chinetti became an American citizen in early 1950, with Zora Arkus-Duntov serving as his naturalisation sponsor. Following his retirement from racing, Chinetti’s focus shifted to selling cars, something he had been involved with on the side. He became Ferrari’s North American importer, first based in New York City, and eventually moving to Greenwich, Connecticut. Chinetti’s relationship with Enzo allowed him a direct line to the top of the factory; it was through that connection, and the respect Maranello had for Chinetti, that more historically significant Ferrari race cars passed through his doors than any other factory dealer. In 1957 Chinetti formed the North American Racing Team (NART). NART was an important extension of what Scuderia Ferrari was doing on the track in Ferrari’s pursuit to earn coveted World Championship points in Prototype and GT racing. Each national racing team had its own significant moments in racing for Ferrari, but it was NART that stood out among the rest. The team was wildly successful over the years, competing in sports car racing, endurance races, and even fielding cars for the United States, Canadian, and Mexican Grands Prix. Chinetti’s NART attracted the top-tier driver talent and received the very best cars to compete from Maranello. The NART team proved a great promotional tool not only for Ferrari in North America, but also for Chinetti’s dealership, with customer demand built by the team’s racing success. The NART team made its debut at Le Mans in 1957, and over the team’s near-quarter-of-a-century of competition history, it entered almost 70 cars in the world’s most legendary race. To date no team outside of Scuderia Ferrari itself has entered more Ferraris at Le Mans, and of all the cars ever campaigned by NART, one stands out among the rest… FERRARI, ASCENDANT AT THE CIRCUIT DE LA SARTHE Le Mans: The ultimate test of man and machine. No race in the world validates podium finishers in finer fashion or holds the 1st overall winner in higher regard. Of competitors having graced Circuit de la Sarthe in the race’s 101-year history, Ferrari’s impressive 11 victories place the Prancing Horse among the most successful marques of the world’s most challenging endurance race. Ferrari’s first win at Le Mans came in a 166 MM entered by Lord Selsdon in 1949, co-driven by Luigi Chinetti. Chinetti delivered a legendary performance, driving nearly 23 hours of the race—a remarkable and all-but-unbelievable feat. The marque’s second win, and first entry for Scuderia Ferrari, came in 1954 with José Froilán González and Maurice Trintignant piloting a Ferrari 375 Plus to victory. Jaguar would dominate the next three years with the D-Type, with Ferrari’s best finish in that time being 3rd in 1956, with Oliver Gendebien and Maurice Trintignant driving a Ferrari 625 LM. In 1958 Scuderia Ferrari was once again triumphant at Le Mans with the Ferrari 250 TR58 driven by Phil Hill and Oliver Gendebien. The following season, 1959, would result in Aston Martin taking a 1-2 finish with the DBR1, while Ferrari 250 GTs took 3-4-5-and 6th place. The field was always competitive, with some of the biggest automotive manufacturers in the world taking part—and heading into the 1960s, Ferrari was poised to send a message with a string of dominant performances, the likes of which Le Mans has seldom seen. Ferrari’s semi-decade of dominance began in 1960, with an impressive 1-2 finish at Le Mans with Scuderia Ferrari’s 250 TR59/60 driven by Paul Frère and Oliver Gendebien taking 1st and Luigi Chinetti’s NART 250 TR59 driven by André Pilette and Ricardo Rodríguez finishing 2nd. Four of the remaining top 10 finishers were Ferraris. The year 1961 would mark a dominant performance for Ferrari with a 1-2-3 finish, with Scuderia Ferrari’s 250 TR61 driven by Phil Hill and Oliver Gendebien winning the race. Hill and Gendebien would repeat in 1962 behind the wheel of a Ferrari 330 TRi/LM, with a pair of 250 GTOs taking 2nd and 3rd. In 1963 Ferrari would win yet again, as SEFAC’s 250 P driven by Lorenzo Bandini and Ludovico Scarfiotti took victory, followed by Ferraris in 2-3-4-5-and 6th place. This win—a fourth in a row—at the time tied Ferrari with Bentley and Alfa Romeo for most consecutive wins by a manufacturer at Le Mans. The tie would not last for long, as Ferrari would win once again in 1964 with SEFAC’s 275 P driven by Jean Guichet and Nino Vaccarella, the same chassis which had taken victory in 1963, followed by a pair of 330 Ps in 2nd and 3rd, and three 250 GTOs finishing in the top 10. This impressive fifth successive win set the stage for 1965, with Ferrari defending the longest consecutive win streak at Le Mans. THE 250 LM: A 250 GT FOR LE MANS Ever since the 1960 Formula 1 season, when Ferrari adopted a mid/rear-engine design for its successful grand prix car, Maranello had been a steady proponent of this mid/rear engine placement. This evolution gained traction through the small-displacement Dino prototypes of the early 1960s before Ferrari fitted a Testa Rossa-specification V-12 into the back of a prototype chassis, resulting in the legendary 250 P that won the 1963 24 Hours of Le Mans. By mid-1963, Ferrari was in search of a replacement for the 250 GTO in sports car competition, and Enzo Ferrari naturally concluded that the 250 P could be transformed into a formidable GT-class Berlinetta. A barely modified version of the 250 P chassis was mounted with new alloy coachwork by Scaglietti, featuring a low roof with flying-buttress rear pillars. After formally introducing the 250 LM at the 1963 Paris Salon, Ferrari struggled to receive homologation approval from the FIA, particularly when the proposed 3.0-litre engine was upgraded to a 3.3-litre single-overhead cam dry-sump version of the V-12, internally classified as the type 211. Frustrated by the FIA’s refusal to cooperate, Enzo Ferrari quickly lost interest in the 250 LM and allotted the minimal production run to privateers rather than any factory usage. In doing so, the 250 LM became the first rear-engine Ferrari sold to private customers, commencing a trend that lasts to this day. Just 32 examples of the 250 LM were built up to mid-1966, and it remains one of the most desirable Ferraris of all time, encapsulating advanced engineering, sensuous coachwork design, and a successful competition resume. ANATOMY OF A GIANT-KILLER Completed in late-1964, chassis 5893 is the sixth 250 LM built (by numerical sequence), and it was distributed to Luigi Chinetti Motors, which in turn sold the car to Mrs Irene Young of Wilton, Connecticut. Mrs Young and her husband, Walter, also owned the 250 LM chassis 5901. Apparently, 5893 did not suit their immediate needs, considering they soon traded it back to Chinetti. This turn of events proved to be most fortunate, however, as otherwise the car would never have gone on to its greatest achievement. Back in the hands of Chinetti Motors, this 250 LM became an immediate candidate for competition use by Chinetti’s North American Racing Team, better known as NART. By the mid-1960s, NART was one of just four privateer racing teams to enjoy direct support from the Ferrari factory and arguably the most important. In early 1965, the Ferrari was fitted with the more aerodynamically efficient longer nose by Piero Drogo, the factory-preferred coachbuilder who had clothed several of the marque’s prototype racecars. The field for 1965 was a competitive one. Top honors were expected to be taken by one of the prototype Fords or Ferraris, contributing to the drama that surrounded Ford’s unsuccessful bid to acquire the Italian company. Ford/Shelby were well represented with five Daytona coupés, four GT40s, and two new 7.0-litre powered GT40s. A total of 12 Ferraris would be entered into the race with Ferrari countering Ford’s new GT40 with the 330 P2 and 365 P2. A total of five 250 LMs were also entered in the race, all by the national racing teams supported by Ferrari. Chinetti’s NART team entered a Ferrari 365 P2, #18 driven by Pedro Rodriguez and Nino Vaccarella. It also fielded this Ferrari 250 LM, chassis 5893, raced under #21 and driven by Masten Gregory and Jochen Rindt. Gregory, a Kansas City, Missouri native, appropriately nicknamed the “Kansas City Flash” and known for his young looks and famous glasses, had made a name for himself driving in Formula 1. In 1965, Gregory was driving a BRM P57 for Modena-based privateer team Scuderia Centro Sud, in what would be his eighth and final year in F1. He was no stranger to Le Mans, as 1965 would mark his 10th entry at the famous endurance race, having competed the year prior for Ford Motor Company with Richie Ginther behind the wheel of a GT40. Gregory’s best finish to date at Le Mans had come in 1961 with a class win with co-driver Bob Holbert behind the wheel of Porsche KG’s Porsche RS61 Spyder. Rindt was an up-and-coming driver, having worked his way up the ranks from Formula Junior to Formula Two, eventually making it to Formula 1 competing in one race for Rob Walker Racing in 1964 at the Austrian Grand Prix in late August. His talents did not go unnoticed, and Cooper had signed him to drive alongside Bruce McLaren for 1965. While Rindt would go on to win the Formula 1 World Drivers’ Championship in 1970, in 1965, he was still building his resumé. Rindt was a returning driver for the NART team in 1965, having been one of the team drivers alongside David Piper in 1964 piloting another 250 LM (chassis 5909). In a disappointing turn of events, Rindt never drove in the 1964 race: Piper started the race, and their 250 LM (chassis 5909) was forced into retirement by an oil pipe failure before his turn to take the wheel. Thus, 1965 would technically mark Rindt’s first race action at Le Mans. Gregory and Rindt qualified for a competitive 11th-place start, sandwiched between two Ford products—just three-tenths of a second behind Ford Advanced Vehicles’ #14 GT40 driven by Innes Ireland and John Whitmore in 10th and ahead of Shelby American’s #9 Daytona Coupe driven by Dan Gurney and Jerry Grant. Shelby American’s #2 GT40 Mk II, driven by Phil Hill and Chris Amon, took a commanding pole, 5.1 seconds ahead of SEFAC’s #19 Ferrari 330 P2. Going into the race, the strategy for the NART 250 LM was somewhat in question. Rindt, a risk-taker, was in favour of pushing the car, while Gregory, a more experienced Le Mans entrant, favored a more conservative, methodical approach, likely aware of how difficult it would be for the 250 LM to keep up with the more advanced prototypes of Ford and Ferrari. In the race, chassis 5893 held position for three hours with Masten Gregory at the wheel, before dropping to 18th place after the fourth hour. The prototypes had taken over, and the 250 LM remained lodged in 13th place for the next three hours. By the eighth hour, the GT40s had all dropped out of the race with one problem or another, as the true dominant competitor of the race, time itself, began to impair the performance of the insufficiently battle-tested Fords. The Ferrari prototypes held up slightly better, but three of the 250 LM examples continued unabated. After the 11th hour, 5893 had ascended to 3rd place, trailing only the #26 250 LM of Pierre Dumay and the newly homologated 275 GTB of Willy Mairesse, car #24. Ferrari was poised for a 1-2-3 sweep. In the early morning hours of Sunday, 20 June, Gregory was forced to pit, as fog had rolled in, and his eyesight was giving him trouble around 4:00 am. This decision resulted in one of the more fascinating (though unproven) anecdotes from mid-century Le Mans history: With Rindt nowhere to be found during the unscheduled stop, backup driver American Ed Hugus, the Le Mans veteran and NART driver, allegedly stepped in to finish his good friend Gregory’s nighttime stint. Hugus had been entered to race, but his car never arrived, allowing him to pivot to this back-up role for 5893. At the time of the race Hugus never publicised his supposed time behind the wheel of 5893. The full story would emerge later in Hugus’ life following a 2005 letter he wrote to Le Mans fan Hubert Baradat that was eventually published in the October 2020 issue of Motor Sport. Ferrari themselves credits the team of three drivers in the race today. In any event, from hours 12 through 17, chassis 5893 jockeyed between 2nd and 3rd place. By the 18th hour, chassis 5893 had fully established 2nd place, with only Dumay’s car ahead. A punctured tyre and resulting body damage to the leader necessitated an extended pit stop, allowing chassis 5893 to take a comfortable lead during the 21st hour. This position held until the race’s end, with the #21 NART entry, chassis 5893 piloted by Gregory and Rindt, achieving an impressive 1st overall victory—five laps ahead of Pierre Dumay and Gustave ‘Taf’ Gosselin’s #26 250 LM in 2nd, and eight laps ahead of 3rd-place finishers Willy Mairesse and Jean ‘Beurlys’ Blaton in Ecurie Francorchamps’ #24 Ferrari 275 GTB. It was an unlikely victory for NART and the 250 LM in a field full of more potent prototypes, and it marked the first, and only, time a privateer-entered Ferrari took overall victory at Le Mans ahead of the Scuderia Ferrari Works cars. The impressive 1-2-3 Ferrari finish marked a then record-extending sixth straight win at Le Mans for a Ferrari. Ford’s inexorable march to victory would have to wait until 1966; and for one final year, the 250 LM had provided Ferrari an extension of its dominance at Le Mans. This triumph was notably the last win at Circuit de la Sarthe by Ferrari for 58 years, the next victory not arriving until 2023. 24 HOURS IN A DAY, 24 HOURS IN A RACE In February 1966, chassis 5893 was entered by NART under #22 at the inaugural 24-hour edition of the Daytona Continental, where Bob Bondurant and Jochen Rindt roared to a 9th overall finish. Fourteen months later the 250 LM was displayed by Luigi Chinetti Motors and the North American Racing Team at the 1967 New York Automobile Show held at the New York Coliseum in Manhattan. In February 1968 the Ferrari was again entered by NART-Harrah Racing at the 24 Hours of Daytona. Raced under #81 and piloted by Masten Gregory and David Piper, 5893 would qualify 8th but, during the race, would unfortunately become snared in an accident, retiring after 101 laps. NART mechanic Wayne Sparling thoroughly repaired the damage before the car was shipped to France for the 1968 24 Hours of Le Mans (rescheduled for September following civil unrest). Driven by Gregory once more, but this time co-piloted by Charlie Kolb, chassis 5893 donned #14 for the race. The team qualified 29th, but their race would end after 209 laps following an accident. Perhaps there was a measure of revenge when the 5893 appeared at Le Mans one more time for NART in June 1969, this time raced under #17 and driven by American Sam Posey and Italian Teodoro Zeccoli. One year is old for a race car; five years old is archaic in the racing world, as technology changed so fast. Despite this, the pair qualified 24th and achieved a remarkable 8th overall finish, a true testament to the 250 LM’s longevity. But the car was not finished yet. In late-January 1970, NART entered this 250 LM for its final outing, an encore performance at the 24 Hours of Daytona, where Luigi ‘Coco’ Chinetti, Jr. and Gregg Young again proved the car’s mettle. Racing under #21, and the sole 250 LM in the field, Chinetti and Young qualified 44th making an unbelievable climb during the race to a 7th overall finish, fittingly marking the final time a Ferrari 250 LM would race in a World Championship event. A full seven years after its initial development, the 250 LM was still giving the more technologically advanced large-displacement prototypes a run for their money. Yet the writing was clearly on the wall, and like all great racecars, chassis 5893 faced retirement. Perhaps no other Ferrari GT car could boast such a meaningful contribution to Ferrari’s racing list of honours. As the winner of the 1965 24 Hours of Le Mans, chassis 5893 automatically claims a nearly peerless racing pedigree. The car is one of just 25 total Ferraris that competed in the Le Mans endurance event on three separate occasions—and here it should be noted that a majority of these cars were modern-era racing machines. As such, this 250 LM is one of just six Ferraris built during the “Enzo Ferrari era” (1947 through 1988) to have run Le Mans three times. With three additional appearances at the 24 Hours of Daytona, the car claims a total of six outings for the North American Racing Team. What is even more remarkable is that these were all 24-hour events, making 5893 the only example built during the Enzo Ferrari era to run in six 24-hour races. Chassis 5893 is a true endurance warrior that achieved sports car racing’s ultimate prize. A RELAXING RETIREMENT ON GASOLINE ALLEY In April 1970, only a few months after it rolled off the World Championship stage at the 24 Hours of Daytona, through the auspices of the well-known and highly regarded Kirk F. White Motor Cars, chassis 5893 was sold from Chinetti to the Indianapolis Motor Speedway Museum. Carefully maintained ever since, the 250 LM has been one of the highlights of the museum’s collection while occasionally being exhibited at important concours d’elegance and motoring events. In addition to being presented at the 1994 Monterey Historics, winning the Best of Show – Sport at the 2015 Santa Fe Concorso, and appearing at the 2016 Quail, a Motorsports Gathering, the Berlinetta has been shown four times at the Pebble Beach Concours d’Elegance, three times at the Amelia Island Concours d’Elegance (achieving Best in Show/Concourse de Sport in 2023), and three times at exhibits held at the Petersen Automotive Museum in Los Angeles. The Ferrari ran demonstration laps for the IMS Museum’s YouTube page with F1/INDYCAR driver Roman Grosjean in 2021 and later in 2023 during the IMS and IMSA Battle On The Bricks weekend with INDYCAR Driver Jack Harvey. It has also been featured in numerous magazine articles and books, including issues of Cavallino, Octane, Vintage Motorsport, and Vintage Roadcar; and well-regarded books such as Hans Tanner’s Ferrari and Quentin Spurring’s series on Le Mans, among many others. Along the way, chassis 5893 has been treated to occasional bouts of minor maintenance and upkeep, including attention to the brakes in 1994, a refinish of the bonnet panel in 2004, and a rebuild of the master and slave cylinders in 2015. The car is very well-documented, with a file including copies of paperwork from Chinetti’s ownership, copies of the car’s Carnet de Pesage from its 1965, 1968, and 1969 Le Mans entries, selected race programmes, history report by Marcel Massini, and an original Ferrari Berlinetta 250/Le Mans brochure that prominently features Luigi Chinetti Motors branding. Additionally copies of N.A.R.T.: A Concise History of the North American Racing Team by Terry O’Neil and Ferrari in America: Luigi Chinetti and the North American Racing Team by Michael T. Lynch, both of which this car is prominently featured, are included with the car. It should furthermore be noted that this highly original example still retains its matching-numbers Tipo 211 engine and type-564/940 gearbox/transaxle, indicating that the car is powered by the same drivetrain that won Le Mans in 1965. Importantly the engine still exhibits multiple “scrutineering” stamps as further evidence of its use in multiple editions of the 24 Hours of Le Mans. Needless to say, this showcases an incredible degree of authenticity that is extremely rare to see on an example with such important and extensive race history. In short, chassis 5893 is the NART Ferrari. It would crown most any sporting collection, having claimed the ultimate achievement for a Ferrari, and indeed any racing sports car of its calibre—victory at the 24 Hours of Le Mans, the world’s most important sports car race, bar none. Now offered from 54 years of consistent single-owner care by one of the world’s most famous and respected automotive museums, chassis 5893 is a bona fide legend, within the realms of Ferrari, Luigi Chinetti’s NART team, and Le Mans. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Stuart Turner, Head of Ford Motorsport in Europe, together with Walter Hayes are the people generally acknowledged as being responsible for the continuing competitive success of the Sierra Cosworth in International Motorsport for most of the late 1980s, however, by 1990 a new genre of rally cars was emerging. The brief now called for a smaller, lighter car to challenge the rapidly emerging competition from Japan. Indeed, Turner had cited that nearly a third of all cars entered in a previous national rally were Japanese in order to encourage the Ford decision makers in Detroit to 'sign off' the proposed Escort Cosworth rally program. They still took some robust persuading as the fifth-generation models were only available in front-wheel drive and the RS Escort was going to be far removed from the production item destined for the 'masses' and, worse still, production would have to be outsourced to Karmann in Germany. Two major considerations swayed Ford's decision to go ahead; firstly, the new Escort was being labelled rather bland by the press and the range needed a 'halo/hero car' and, secondly, the drivetrain for the new rally car was going to be the well-proven, world beating, four-wheel drive system from the Sierra Cosworth. Using terminology familiar to the American executives on the board, Turner suggested that the new car was going to be a 'pizza' rally car; Sierra Cosworth base with an Escort body-shell topping. A prototype was entered in a somewhat obscure rally in Spain, it won, and Ford's Marketing machine quickly seized the opportunity with an advertising campaign that meant that the board had no real choice but to continue with the RS Cosworth program, a decision that in retrospect worked out very well Supplied new by Gordon Ford, Colwyn Bay in November 1993, this outstanding Escort RS Cosworth ‘Big Turbo’ rolled off the production line finished in the rare colour combination of Radiant Red with a Polaris Grey Hexagon cloth interior. It’s had just one registered keeper, covering a warranted 12,534 miles from new, and remains in exceptional ‘time-warp’ condition throughout, a term that is often difficult to define but on this occasion we suggest that it fits perfectly, the original radio still shows the vehicle registration when switched on, the mandatory Vecta Immobiliser is still in situ and functioning correctly, and the original dealer number plates remain attached. The late John Phillips was a Blue Oval fanatic and a long time Motorsport devotee, acquiring the Escort as an early retirement present to himself and it was undoubtedly his ‘pride and joy’. It lived in its own garage from the day he bought it, never came out on wet days, and was diligently maintained as and when required until his untimely passing in 2009, from which point the Escort remained interred in the same garage until recently removed to be prepared and photographed for sale. The history file is comprehensive and includes the original grey leather document wallet, the full complement of books and manuals, its original tax disc holder, documentation relating to the ‘Options’ purchase scheme, and the dealer hand-over sheet, plus of course various invoices, MOT Certificates and later tax discs. In readiness for sale, the cam belt will be renewed and an oil and filter change carried out, however, with minimal use over the last 15 or so years we recommend that minor recommissioning may be required to ensure that everything is exactly as it should be and with that in mind we welcome and encourage your early inspection to ensure that this particular RS Cosworth meets your expectations and requirements. A rare and desirable Homologation Special, in simply remarkable condition, that we suggest will be welcome within any Blue Oval collection or similarly perfectly at home with any Ford RS enthusiast. 1993 Ford Escort RS Cosworth 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." 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SH ID 25-0404006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Body Colour Radiant Red Drive RHD 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 Stuart Turner, Head of Ford Motorsport in Europe, together with Walter Hayes are the people generally acknowledged as being responsible for the continuing competitive success of the Sierra Cosworth in International Motorsport for most of the late 1980s, however, by 1990 a new genre of rally cars was emerging. The brief now called for a smaller, lighter car to challenge the rapidly emerging competition from Japan. Indeed, Turner had cited that nearly a third of all cars entered in a previous national rally were Japanese in order to encourage the Ford decision makers in Detroit to 'sign off' the proposed Escort Cosworth rally program. They still took some robust persuading as the fifth-generation models were only available in front-wheel drive and the RS Escort was going to be far removed from the production item destined for the 'masses' and, worse still, production would have to be outsourced to Karmann in Germany. Two major considerations swayed Ford's decision to go ahead; firstly, the new Escort was being labelled rather bland by the press and the range needed a 'halo/hero car' and, secondly, the drivetrain for the new rally car was going to be the well-proven, world beating, four-wheel drive system from the Sierra Cosworth. Using terminology familiar to the American executives on the board, Turner suggested that the new car was going to be a 'pizza' rally car; Sierra Cosworth base with an Escort body-shell topping. A prototype was entered in a somewhat obscure rally in Spain, it won, and Ford's Marketing machine quickly seized the opportunity with an advertising campaign that meant that the board had no real choice but to continue with the RS Cosworth program, a decision that in retrospect worked out very well Supplied new by Gordon Ford, Colwyn Bay in November 1993, this outstanding Escort RS Cosworth ‘Big Turbo’ rolled off the production line finished in the rare colour combination of Radiant Red with a Polaris Grey Hexagon cloth interior. It’s had just one registered keeper, covering a warranted 12,534 miles from new, and remains in exceptional ‘time-warp’ condition throughout, a term that is often difficult to define but on this occasion we suggest that it fits perfectly, the original radio still shows the vehicle registration when switched on, the mandatory Vecta Immobiliser is still in situ and functioning correctly, and the original dealer number plates remain attached. The late John Phillips was a Blue Oval fanatic and a long time Motorsport devotee, acquiring the Escort as an early retirement present to himself and it was undoubtedly his ‘pride and joy’. It lived in its own garage from the day he bought it, never came out on wet days, and was diligently maintained as and when required until his untimely passing in 2009, from which point the Escort remained interred in the same garage until recently removed to be prepared and photographed for sale. The history file is comprehensive and includes the original grey leather document wallet, the full complement of books and manuals, its original tax disc holder, documentation relating to the ‘Options’ purchase scheme, and the dealer hand-over sheet, plus of course various invoices, MOT Certificates and later tax discs. In readiness for sale, the cam belt will be renewed and an oil and filter change carried out, however, with minimal use over the last 15 or so years we recommend that minor recommissioning may be required to ensure that everything is exactly as it should be and with that in mind we welcome and encourage your early inspection to ensure that this particular RS Cosworth meets your expectations and requirements. A rare and desirable Homologation Special, in simply remarkable condition, that we suggest will be welcome within any Blue Oval collection or similarly perfectly at home with any Ford RS enthusiast. 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