"Every Jaguar Can Do Things Machines Can’t" For anyone who dreams of a Jaguar E-Type, the search usually ends at the holy grail: the Series 1 Coupe with a 3.8-liter engine. A graceful predator that truly comes into its own when it’s on the move. This specific beauty first saw the light of day on May 30, 1963, in Coventry, ready to conquer the world. Her journey began in style, in Long Beach, California, where a certain G. Lowe was no doubt eagerly awaiting his new acquisition. The perfect match for a life full of sunshine, speed, and glamour on the American West Coast. After a transatlantic journey to France, she was given a second life. A thorough nut-and-bolt restoration not only restored her, but improved her. Three Weber carburetors, a stronger radiator, and higher compression deliver performance that even modern cars envy. This is not a museum piece. This is a machine made to drive—and to rule. The numbers add up: matching numbers, Heritage Certificate. But it’s not the facts that make her unique, it’s how she makes you feel. That touch of rarity, the mix of raw power and elegant lines. A heritage waiting for someone who truly understands her. "Built to outperform, designed to outshine." 1963 Jaguar E-Type Series 1 FHC 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 24-1208001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 265 PK Date Part I June 21, 1963 Color Opalescent Gunmetal Interior Red Transmission Manual VAT deductible Margin Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright "Every Jaguar Can Do Things Machines Can’t" For anyone who dreams of a Jaguar E-Type, the search usually ends at the holy grail: the Series 1 Coupe with a 3.8-liter engine. A graceful predator that truly comes into its own when it’s on the move. This specific beauty first saw the light of day on May 30, 1963, in Coventry, ready to conquer the world. Her journey began in style, in Long Beach, California, where a certain G. Lowe was no doubt eagerly awaiting his new acquisition. The perfect match for a life full of sunshine, speed, and glamour on the American West Coast. After a transatlantic journey to France, she was given a second life. A thorough nut-and-bolt restoration not only restored her, but improved her. Three Weber carburetors, a stronger radiator, and higher compression deliver performance that even modern cars envy. This is not a museum piece. This is a machine made to drive—and to rule. The numbers add up: matching numbers, Heritage Certificate. But it’s not the facts that make her unique, it’s how she makes you feel. That touch of rarity, the mix of raw power and elegant lines. A heritage waiting for someone who truly understands her. "Built to outperform, designed to outshine." 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 550 Maranello marked Ferrari's return to producing a front-engined V12 two-seat Berlinetta GT, a type of car they hadn't built since the 365 GTB/4 Daytona of the early '70s. Often referred to as the "modern Daytona", the 550 was a triumph - combining precise, lightweight steering, 50/50 weight distribution with the all-important 485bhp V12 and silky 6-speed manual gearbox - all clothed in the beautiful, subtle lines that define the understated 550. And 0-60 in 4.3 seconds and 199mph makes it fast by any generation's standards. This lovely car was originally supplied by Maranello in October 1997, finished in Argento Nurburgring over a Blue leather interior. Since then it has been cared for as any Ferrari of this type should - regular servicing with the right people, including DK Engineering and Neal Lucas. 1997 Ferrari 550 Maranello Duncan Hamilton Rofgo 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 24-0304008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Duncan Hamilton Rofgo Ltd Rofgo Park Micheldever United Kingdom Contact details sales@dhrofgo.com +44 (0) 1256 765000 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 550 Maranello marked Ferrari's return to producing a front-engined V12 two-seat Berlinetta GT, a type of car they hadn't built since the 365 GTB/4 Daytona of the early '70s. Often referred to as the "modern Daytona", the 550 was a triumph - combining precise, lightweight steering, 50/50 weight distribution with the all-important 485bhp V12 and silky 6-speed manual gearbox - all clothed in the beautiful, subtle lines that define the understated 550. And 0-60 in 4.3 seconds and 199mph makes it fast by any generation's standards. This lovely car was originally supplied by Maranello in October 1997, finished in Argento Nurburgring over a Blue leather interior. Since then it has been cared for as any Ferrari of this type should - regular servicing with the right people, including DK Engineering and Neal Lucas. Other Cars from Duncan Hamilton Rofgo Ltd 1988-Jaguar-XJR-9-LM-01.png 1988-Jaguar-XJR-9-LM-02.png 1988-Jaguar-XJR-9-LM-05.png 1988-Jaguar-XJR-9-LM-01.png 1/5 1988 Jaguar XJR-9 LM Duncan Hamilton Rofgo Ltd United Kingdom 1978-Fiat-131-Abarth-01.jpg 1978-Fiat-131-Abarth-02.jpg 1978-Fiat-131-Abarth-10.jpg 1978-Fiat-131-Abarth-01.jpg 1/10 1978 Fiat 131 Abarth Duncan Hamilton Rofgo Ltd United Kingdom 1995-Subaru-Impreza-555-Ex-Colin-McRae-01.png 1995-Subaru-Impreza-555-Ex-Colin-McRae-02.png 1995-Subaru-Impreza-555-Ex-Colin-McRae-10.png 1995-Subaru-Impreza-555-Ex-Colin-McRae-01.png 1/10 1995 Subaru Impreza 555 - Ex-Colin McRae Duncan Hamilton Rofgo 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

PROMETHEUS BOUND Despite Enzo Ferrari’s determination to win the 1955 World Sportscar Championship, very little went to plan that season. The new 118 and 121 LM six-cylinder models did not pan out as projected, forcing Ferrari to revert to his four-cylinder cars. And the disaster at Le Mans drew increasing scrutiny from critics of motor racing, which soon resulted in diminished engine-capacity regulations. At the very least, the Scuderia Ferrari looked forward to fielding a new V-12 model at the final championship contest of 1955, the Carrera Panamericana: the notoriously grueling five-day rally traversing the Mexican wilderness. The engineering team specified a wide, low-riding tubular spaceframe with a shorter wheelbase, in the hopes of neutralizing the Panamericana’s bumpy roads. Development began on a new series of chassis that were designated with a CM suffix, representing “Carrera Messicana.” Instead of continuing with the V-12 racing engine he had designed for models like the 340 Mexico and 375 Plus, engineer Aurelio Lampredi chose the engine more recently built for the 410 Superamerica road car, a 4,961-cubic-centimeter V-12 that was Ferrari’s largest mill to date. But typical to the season, things did not go as planned; midway through the new car’s development process, the Carrera Panamericana was cancelled. Ferrari built only four examples of the resulting 410 S, chassis numbers 0592 CM, 0594 CM, 0596 CM, and 0598 CM. As the build records of these cars reportedly featured no dates, we can only piece together the sequence of events circumstantially. It is clear that the final two cars received purpose-built type 519/C chassis and 24-plug competition engines, being completed as 410 Sport racing spiders. After the Carrera’s cancellation, these two cars were repurposed for the 1956 season, competing as factory entries in January 1956 at the 1000 KM of Buenos Aires. Chassis number 0594 CM was completed as a grand touring coupe called the 410 Speciale and quickly sold into private ownership. The featured lot, chassis number 0592 CM, was neither a factory racer nor a sedate roadgoing car, but rather a 410 Sport Speciale prototype that was transitioned into a privateer racecar. Its unique history and extreme styling make a stunning testament to the 410 Sport’s brilliance. CARRERA MESSICANA—THE FIRST OF FOUR This 410 Sport is widely understood to be the initial development car, a claim that is supported by the car’s chassis number (being the earliest of the four), and many of its Superamerica-based specifications. This 410 rides a shortened version of the Superamerica’s type 514 chassis, featuring a 2,410-millimeter wheelbase, which distinguishes it from the final two cars. It is likewise powered by a 12-plug type 126 Superamerica engine, albeit with a more ferocious state of tune. As concluded by historian Michael T. Lynch in an article for Cavallino magazine, the prioritization of the final two cars for factory competition purposes left the first two chassis earmarked for customer sales. This opened the door for one of the American West Coast racing scene’s most colorful team principals to add a true gem to his stable. THAT’S AMORE! In a field filled with a who’s-who of men’s men, Tony Parravano stood out from the rest. The Italian-born Parravano settled in Southern California by way of Chicago, eventually making a fortune in housing development. His deep pockets allowed him to indulge a newfound passion for racing Italian sports cars, and the Scuderia Parravano quickly made a name for itself in SCCA events, featuring top-grade drivers like Carroll Shelby, Ken Miles, and Phil Hill. Short of stature and wide of girth, Parravano would occasionally send his drivers to their wits’ end when he tinkered with the cars in the pits, only to endear himself to all with lavish dinners at top-tier restaurants during race weekends. Parravano aspired to assemble the largest collection of Ferrari racing cars worldwide, and during 1955 alone he purchased a 750 Monza, a 375 Speciale, a 375 Plus engine, and a 121 LM. His native command of Italian, his ability to travel without respect to cost, and his irrepressible confidence carried him to an unusual degree of latitude within the Ferrari factory. Upon the offering of 0592 CM for private sale, Parravano was able to have the car constructed in a true tailor-made status and reportedly consulted directly with Scaglietti about coachwork features. While 0592 CM’s styling is outwardly similar to the later cars at a glance, there are some notable differences. This spider has a more standard hood design, as opposed to the fender-enveloping hoods of the later cars. In addition to a longer tail, a mammoth ovoid grille, and a huge intake vent on the hood, the lowered coachwork is further distinguished by trademark Parravano cross-hatched fender-vent louvers, a feature that he ordered on many of his cars. Officially sold to Parravano in the summer of 1955, the 410 Sport was entered in the Palm Springs Road Races in February 1956, where it was piloted to overall victory by none other than Carroll Shelby himself. Shelby, who had driven a number of events for Scuderia Parravano, was at the end of his rope with Tony’s idiosyncrasies by this time, and this race proved to be his final outing under the Italian’s banner. Switching to John Edgar’s team, Shelby would go on to have massive racing success in a sister 410 Sport, chassis 0598 CM, which together with his Palm Springs victory in 0592 CM, helped put him on the racing map, paving his way to his Aston Martin Works team drive at the 24 Hours of Le Mans in 1959 where he famously achieved overall victory. In February 1957 the 410 Sport continued racing for Scuderia Parravano at New Smyrna Beach, Florida, where Eric Hauser finished 4th in the preliminary race. The little-known Bart Spiegelman then drove in the main event but retired early, and this marked the end of the car’s SCCA racing career. Parravano’s exit from the scene is certainly better known if not better understood than his entrance. A federal tax lien compelled Tony to flee for Mexico in mid 1957, and although he was successful in this evasion, only some of his cars escaped south of the border without being impounded. Chassis number 0592 CM was one, and it remained stored in an Ensenada warehouse for some time. In April 1960 Parravano was scheduled to return to the US for a court date but he never arrived, and no one ever saw him again. His disappearance remains one of racing’s most fascinating mysteries, evoking shades of Amelia Earhart or Jimmy Hoffa. FROM COAST TO COAST, AND BEYOND Parravano’s estate eventually sold the cars in Mexico to local enthusiasts, and in the early 1960s the 410 Sport was acquired by Javier Velasquez of Mexico City, one of the organizers of the Mexican Grand Prix. The Ferrari was then raced in 1964 in the Carrera de Costa a Costa Mexico (from Veracruz to Acapulco) by Juan Buchanon, as pictured in the February 1965 issue of Road & Track. By this time the alloy coachwork had been decorated with numerous names and sponsors, in the busy style of the Carrera Panamericana racecars. The 410’s photo in R&T caught the attention of an architect residing in Solebury, Pennsylvania named Robert Dusek. A few years later Dusek explored acquiring sports cars in Mexico, and in 1970 he was approached by Velasquez about the availability of the 410, which the American instantly recognized from the magazine article. After arranging its purchase in June 1971, the 410 Sport joined one of the most significant early American Ferrari collections of the 1960s and 1970s. Stablemates included many of Ferrari’s greatest sports racing and GT models including a 250 Testa Rossa, 335 Sport, 290 MM, 250 LM, 250 GT Tour de France, 330 P, 365 P2/3, 612 Can Am, and 857 Sport, among several others. In June 2008, after 37 years of passionate custody, Mr. Dusek sold the Ferrari and it joined one of Germany’s foremost Ferrari collections, where it remained for approximately six years. Acquired by the consignor in September 2014, the 410 was treated to a comprehensive restoration by two of the Ferrari niche’s most respected craftsmen. Engine guru Patrick Ottis was retained to rebuild the massive V-12, while Brian Hoyt was entrusted to refurbish the chassis systems and coachwork in its current stunning livery. In this beautifully restored state, the spider majestically returned to the concours center stage with an appearance at the 2018 Pebble Beach Concours d’Elegance. It is important to note that 0592 CM is arguably the most original of the four 410 S examples, retaining its original matching-numbers engine, and having never been damaged during its short racing career. A true one-off Speciale big-block V-12 driven to victory by the legendary Carroll Shelby with Scuderia Parravano at one of America’s most iconic circuits of the 1950s, this prototype 410 Sport is undoubtedly one of Ferrari’s most impressively specified and designed racing spiders of the golden age of American sportscar racing. Ferrari collectors seeking an historically important and breathtaking thoroughbred Prancing Horse, eligible for many of the world’s most important events, need look no further. 1955 Ferrari 410 Sport Spider by Scaglietti Ferrari 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 24-0729006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 0592 CM Unique one-off sports racing Speciale; the prototype for the iconic 410 Sport Scuderia Ferrari Works cars Driven by the legendary Carroll Shelby to overall victory at the 1956 Palm Springs Road Races The last racing Ferrari acquired by the luminary Tony Parravano, the trailblazing 1950s Southern California sports car racing impresario A tailor-made example with exquisite one-off spider coachwork by the masterful Sergio Scaglietti Retains original matching-numbers engine Only four connoisseur owners in the last 53 years, including a prior 37-year period of single-owner care in one of the foremost Ferrari collections in America Comprehensively restored by marque specialists in 2017; exhibited at the 2018 Pebble Beach Concours d’Elegance A truly legendary example of Ferrari’s big-block V-12 open spider from the golden era of 1950s sportscar racing Ferrari 70 High St, Lyndhurst United Kingdom Contact details + 44 07889 856928 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 PROMETHEUS BOUND Despite Enzo Ferrari’s determination to win the 1955 World Sportscar Championship, very little went to plan that season. The new 118 and 121 LM six-cylinder models did not pan out as projected, forcing Ferrari to revert to his four-cylinder cars. And the disaster at Le Mans drew increasing scrutiny from critics of motor racing, which soon resulted in diminished engine-capacity regulations. At the very least, the Scuderia Ferrari looked forward to fielding a new V-12 model at the final championship contest of 1955, the Carrera Panamericana: the notoriously grueling five-day rally traversing the Mexican wilderness. The engineering team specified a wide, low-riding tubular spaceframe with a shorter wheelbase, in the hopes of neutralizing the Panamericana’s bumpy roads. Development began on a new series of chassis that were designated with a CM suffix, representing “Carrera Messicana.” Instead of continuing with the V-12 racing engine he had designed for models like the 340 Mexico and 375 Plus, engineer Aurelio Lampredi chose the engine more recently built for the 410 Superamerica road car, a 4,961-cubic-centimeter V-12 that was Ferrari’s largest mill to date. But typical to the season, things did not go as planned; midway through the new car’s development process, the Carrera Panamericana was cancelled. Ferrari built only four examples of the resulting 410 S, chassis numbers 0592 CM, 0594 CM, 0596 CM, and 0598 CM. As the build records of these cars reportedly featured no dates, we can only piece together the sequence of events circumstantially. It is clear that the final two cars received purpose-built type 519/C chassis and 24-plug competition engines, being completed as 410 Sport racing spiders. After the Carrera’s cancellation, these two cars were repurposed for the 1956 season, competing as factory entries in January 1956 at the 1000 KM of Buenos Aires. Chassis number 0594 CM was completed as a grand touring coupe called the 410 Speciale and quickly sold into private ownership. The featured lot, chassis number 0592 CM, was neither a factory racer nor a sedate roadgoing car, but rather a 410 Sport Speciale prototype that was transitioned into a privateer racecar. Its unique history and extreme styling make a stunning testament to the 410 Sport’s brilliance. CARRERA MESSICANA—THE FIRST OF FOUR This 410 Sport is widely understood to be the initial development car, a claim that is supported by the car’s chassis number (being the earliest of the four), and many of its Superamerica-based specifications. This 410 rides a shortened version of the Superamerica’s type 514 chassis, featuring a 2,410-millimeter wheelbase, which distinguishes it from the final two cars. It is likewise powered by a 12-plug type 126 Superamerica engine, albeit with a more ferocious state of tune. As concluded by historian Michael T. Lynch in an article for Cavallino magazine, the prioritization of the final two cars for factory competition purposes left the first two chassis earmarked for customer sales. This opened the door for one of the American West Coast racing scene’s most colorful team principals to add a true gem to his stable. THAT’S AMORE! In a field filled with a who’s-who of men’s men, Tony Parravano stood out from the rest. The Italian-born Parravano settled in Southern California by way of Chicago, eventually making a fortune in housing development. His deep pockets allowed him to indulge a newfound passion for racing Italian sports cars, and the Scuderia Parravano quickly made a name for itself in SCCA events, featuring top-grade drivers like Carroll Shelby, Ken Miles, and Phil Hill. Short of stature and wide of girth, Parravano would occasionally send his drivers to their wits’ end when he tinkered with the cars in the pits, only to endear himself to all with lavish dinners at top-tier restaurants during race weekends. Parravano aspired to assemble the largest collection of Ferrari racing cars worldwide, and during 1955 alone he purchased a 750 Monza, a 375 Speciale, a 375 Plus engine, and a 121 LM. His native command of Italian, his ability to travel without respect to cost, and his irrepressible confidence carried him to an unusual degree of latitude within the Ferrari factory. Upon the offering of 0592 CM for private sale, Parravano was able to have the car constructed in a true tailor-made status and reportedly consulted directly with Scaglietti about coachwork features. While 0592 CM’s styling is outwardly similar to the later cars at a glance, there are some notable differences. This spider has a more standard hood design, as opposed to the fender-enveloping hoods of the later cars. In addition to a longer tail, a mammoth ovoid grille, and a huge intake vent on the hood, the lowered coachwork is further distinguished by trademark Parravano cross-hatched fender-vent louvers, a feature that he ordered on many of his cars. Officially sold to Parravano in the summer of 1955, the 410 Sport was entered in the Palm Springs Road Races in February 1956, where it was piloted to overall victory by none other than Carroll Shelby himself. Shelby, who had driven a number of events for Scuderia Parravano, was at the end of his rope with Tony’s idiosyncrasies by this time, and this race proved to be his final outing under the Italian’s banner. Switching to John Edgar’s team, Shelby would go on to have massive racing success in a sister 410 Sport, chassis 0598 CM, which together with his Palm Springs victory in 0592 CM, helped put him on the racing map, paving his way to his Aston Martin Works team drive at the 24 Hours of Le Mans in 1959 where he famously achieved overall victory. In February 1957 the 410 Sport continued racing for Scuderia Parravano at New Smyrna Beach, Florida, where Eric Hauser finished 4th in the preliminary race. The little-known Bart Spiegelman then drove in the main event but retired early, and this marked the end of the car’s SCCA racing career. Parravano’s exit from the scene is certainly better known if not better understood than his entrance. A federal tax lien compelled Tony to flee for Mexico in mid 1957, and although he was successful in this evasion, only some of his cars escaped south of the border without being impounded. Chassis number 0592 CM was one, and it remained stored in an Ensenada warehouse for some time. In April 1960 Parravano was scheduled to return to the US for a court date but he never arrived, and no one ever saw him again. His disappearance remains one of racing’s most fascinating mysteries, evoking shades of Amelia Earhart or Jimmy Hoffa. FROM COAST TO COAST, AND BEYOND Parravano’s estate eventually sold the cars in Mexico to local enthusiasts, and in the early 1960s the 410 Sport was acquired by Javier Velasquez of Mexico City, one of the organizers of the Mexican Grand Prix. The Ferrari was then raced in 1964 in the Carrera de Costa a Costa Mexico (from Veracruz to Acapulco) by Juan Buchanon, as pictured in the February 1965 issue of Road & Track. By this time the alloy coachwork had been decorated with numerous names and sponsors, in the busy style of the Carrera Panamericana racecars. The 410’s photo in R&T caught the attention of an architect residing in Solebury, Pennsylvania named Robert Dusek. A few years later Dusek explored acquiring sports cars in Mexico, and in 1970 he was approached by Velasquez about the availability of the 410, which the American instantly recognized from the magazine article. After arranging its purchase in June 1971, the 410 Sport joined one of the most significant early American Ferrari collections of the 1960s and 1970s. Stablemates included many of Ferrari’s greatest sports racing and GT models including a 250 Testa Rossa, 335 Sport, 290 MM, 250 LM, 250 GT Tour de France, 330 P, 365 P2/3, 612 Can Am, and 857 Sport, among several others. In June 2008, after 37 years of passionate custody, Mr. Dusek sold the Ferrari and it joined one of Germany’s foremost Ferrari collections, where it remained for approximately six years. Acquired by the consignor in September 2014, the 410 was treated to a comprehensive restoration by two of the Ferrari niche’s most respected craftsmen. Engine guru Patrick Ottis was retained to rebuild the massive V-12, while Brian Hoyt was entrusted to refurbish the chassis systems and coachwork in its current stunning livery. In this beautifully restored state, the spider majestically returned to the concours center stage with an appearance at the 2018 Pebble Beach Concours d’Elegance. It is important to note that 0592 CM is arguably the most original of the four 410 S examples, retaining its original matching-numbers engine, and having never been damaged during its short racing career. A true one-off Speciale big-block V-12 driven to victory by the legendary Carroll Shelby with Scuderia Parravano at one of America’s most iconic circuits of the 1950s, this prototype 410 Sport is undoubtedly one of Ferrari’s most impressively specified and designed racing spiders of the golden age of American sportscar racing. Ferrari collectors seeking an historically important and breathtaking thoroughbred Prancing Horse, eligible for many of the world’s most important events, need look no further. Other Cars from Ferrari 1955-Ferrari-410-Sport-Spider-by-Scaglietti-01.webp 1955-Ferrari-410-Sport-Spider-by-Scaglietti-02.webp 1955-Ferrari-410-Sport-Spider-by-Scaglietti-20.webp 1955-Ferrari-410-Sport-Spider-by-Scaglietti-01.webp 1/20 1955 Ferrari 410 Sport Spider by Scaglietti Ferrari 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

In 1955, FIA was tasked to reclassify sports car racing in an effort to reduce the influence of grand prix technology on sports cars that were simply becoming too fast for open road courses. The new fixed displacement classes placed Ferrari and their Colombo V12 3-liter engine in an ideal position. Ferrari had a long tradition of building dual-purpose road racers, and the new Scaglietti-bodied 250 GT Berlinetta (constructed on the 2,600 mm LWB chassis) was a stunning beginning to what would become a legendary series of cars. By 1956, the 250 GT Berlinetta distinguished itself in a multitude of races, including the Marquis de Portago's victory at the new Tour de France rally in September. Shortly thereafter, Oliver Gendebien won the race in another LWB Berlinetta in 1957, and again in 1958. The versatility and reliability of these cars proved without a doubt that the 3,600-mile combination of circuits and hill climbs were of little match for the capable 250 GT. With four consecutive victories at the French rally, this model would become affectionately known as the 250 GT Tour de France, or TdF. Ferrari would build these cars through early 1959, establishing the 250 GT TdF as one of the most desirable early racing models, and eventually rising to the pinnacle of collector status. The combination of racing prowess, impressive historic provenance, and stunning alloy Scaglietti coachwork results in one of the finest hand built cars Ferrari has ever created. This particular single louver, covered headlight 250 GT Tour de France features a stunning and painstaking Ferrari Classiche restoration. According to Ferrari factory build sheets, the chassis was delivered to Scaglietti on February 22, 1958, with instructions to construct alloy, covered headlight coachwork, while the motor, gearbox, and rear end were assembled and completed on March 25th and 26th. Four days later the car was officially completed at the factory and prepared for delivery. During the research and restoration of this car, Ferrari Classiche verified chassis no. 0899 GT as the third example of approximately 37 single louver cars built, and the 42nd example of 77 total Tour de France Berlinettas constructed. In early April 1958, the newly completed car was delivered to privateer racer and textile entrepreneur Eduardo Lualdi-Gabardi, a resident of Busto Arsizio. Over the following year, Lualdi-Gabardi entered 0899 GT in no fewer than thirteen races, achieving first-in-class finishes at the Coppa della Consuma and the Varese-Campo di Fiori Hill Climb. In September 1958, the Berlinetta finished third overall at the Coppa InterEuropa at Monza and second overall at the Trofeo Lumezzane. This was followed by a remarkable first overall finish at the Coppa Sant' Ambroeus at Monza in November. In late 1958, Gabardi sold 0899 GT to Ferdinando Pagliarini who campaigned the car through the 1959 season, achieving a third-overall finish at the Coppa San Marino Hill Climb in April. A month later the Berlinetta achieved an overall victory at the Castell' Arquato-Vernasca Hill Climb, and second-in-class finishes were recorded at the Coppa della Concuma Hill Climb in June and the Pontedecimo-Giovi Hill Climb in September. In the spring of 1960, Paul Mounier, a French resident of Algeria and president of the Lycee Techniques d'Alger (Algiers Technical School) became the new owner. Mounier, an importer of French cars in Algiers, registered the TdF in the French colony for racing use. Mounier campaigned the car in both France and Africa, finishing fourth overall at the Rallye Alger-Hassi Messaoud-Alger in April 1960, participating in the Oran Hill Climb, and finishing 7th overall at the Grand Prix de Rouen. In 1961, having mercifully escaped the ravages of racing for two years, the car was damaged in a road accident, causing Mounier to sell the car to Marseilles garage owner Aldo Montagna. As is the case for so many of these early racing cars, the engine was dispatched to a new owner. The race-prepped experimental engine (internal no. 174 C) was sold to French shoemaker Charles Jourdan, who installed it into a second-series 250 GT Cabriolet. Most critically, and for the benefit of history, the chassis, complete with gearbox, front and rear suspension, brakes, steering box, rear-end drive, fuel tank and the complete dash console, were preserved as a unit. In 1969, Jacques O'Hana of Marseilles purchased the chassis. O'Hana registered the car and retained possession for almost 20 years, at one point selling components to sculptor and racing enthusiast François Chevallier. At this time, Chevallier attempts to utilize a portion of the original bodywork, mating it with a 250 GT Coupe in an attempt to create a replica TdF, while unfortunately stamping the replica as 0899 GT. For a period of time, two cars claimed the 0899 origin, while both the replica and the original chassis existed. Eventually, Chevallier sells the original components back to O'Hana, who in turn sells them to Michel Ferry of Monaco in 1987. Mr. Ferry works tirelessly to promptly end the replica's erroneous claims to 0899 GT by reportedly obtaining a letter through Ferrari France's F40 LM team manager Jean Sage explaining the chassis' actual history, and the false stamping used on the replica car. Ferry retains possession of the legitimate car and in 1990 commissions the creation of proper alloy coachwork by the esteemed award-winning craftsmen at Carrozzeria AutoSport in Modena, Italy. In 2012, the restoration process is taken one step further to the highest standards, entrusted to the masters at Ferrari Classiche, ensuring the utmost authenticity and historic accuracy, befitting a car of this stature. In addition to a comprehensive chassis restoration, a newly cast correct-specification type 128 C engine was supplied by the Ferrari factory. Ferrari stamped and authenticated the engine as 0899 GT, mating it to the original 0899 GT chassis. In February 2014, the factory certified the Berlinetta with a Ferrari Classiche Red Book asserting that the car today retains its original matching-numbers chassis (including suspension and brakes), gearbox, and Borrani wire wheels. To further verify and confirm their findings, a metallurgy test was performed during the certification process confirming the correct age of 0899GTs chassis. As part of the documentation process, copies of the Ferrari's original built sheets were retained. In the final statement of authenticity the factory confirmed, without doubt, that this car is the legitimate and singular 0899 GT as verified by Ferrari's Marco Arrighi unequivocally stating, "Your car is certified by Ferrari and it means that no other car can be recognized as chassis number 0899 GT." During the final points of the restoration, 0089 GT was entrusted to Rod Drew and Francorchamps Ferrari Service in Costa Mesa, CA, with additional work by Rex Nguyen and Moto Technique, in order to ensure the highest possible mechanical and performance standards, as well as the finest cosmetic preparation befitting concours level scrutiny. In August 2016, 0899 GT was presented at Concorso Italiano in Monterey California, where the car won both ‘Best in Show’ and the ‘Best Ferrari’ trophy, as well as the ‘Art Center's Students' Choice’ Award. Subsequently, the TdF achieved the ‘Excellence in Class’ award at the Mar-a-Lago Concours d'Elegance held in conjunction with the 2017 Cavallino Classic. During the past four years, this exceptional car has been on display at a prominent automotive museum. As road use had been minimal during that time, it was determined that a proper mechanical inspection and service was in order. In August 2021, this Ferrari was consigned with Fantasy Junction, and sent to Ferrari expert Patrick Ottis who inspected the engine and operating features to ensure proper operation while tending to the fuel and electrical system as needed. The carbs were cleaned, new carburetor top gaskets installed, mechanical fuel pump rebuilt, a new electric SU fuel pump installed. and new seal rings installed on the fuel rail. The car tested for proper operation at idle and on throttle. The carburetors were synchronized and adjusted, and then road tested to ensure good operation, proper engine performance, and sound driving manners. TODAY THIS STUNNING TOUR DE FRANCE PRESENTS WITH AN IMPECCABLE RESTORATION, ABSOLUTELY CORRECT FEATURES AND COMPONENTS, AND SUPERB FINISHES THROUGHOUT. The paint is beautifully done with high gloss, over expertly refined coachwork, which has been exactingly performed to correct TdF configuration. All panel gaps are smooth and even with excellent closure and fit. The removable hood has a tiny chip along the forward edge, but no other blemishes are evident. The headlight covers are correctly formed with high polished finish and correct headlamps. All trim, emblems, windshield, plexiglass side and rear windows, and lenses are beautifully restored. The correct Borrani wire wheels are properly restored using original finishes showing no scratches or bead rash, including the spare wheel and correct tire. Michelin tires are correct for the period and remain ready for street or show use. All glass appears as new as do the window garnish molding and rubber gaskets. The interior is a journey back in time to performance racing with just enough GT flavor embodied in the leather finishes and properly stitched diamond panels. The correct leather straps and proper buckles lay out along the rear package shelf while the diamond pattern continues into the center console. The seats feature a unique and novel side bolstering construction, allowing more lateral support in cornering (a relatively new feature for cars of this period). The door panels are finely finished with leather, adorned with window cranks, door handles, and delicately sculpted door pulls. The correctly finished black crinkle dashboard houses an array of excellent instruments with highly contrasting dial faces and wonderfully restored nomenclature. An array of correct toggle switches and accessory features continue to delight the eye. The beautifully restored steering wheel stands proud, emblematic of the Ferrari brand, while paying homage to the heritage of great cars that contribute to this lineage of sports cars. Overall the interior presents excellent finishes with little to no signs of use, only as intended when driven to shows or special events. Under the hood the engine is simply stunning. Every aspect of the car has been correctly researched and refinished in order to present the car as accurately as possible. Attention to detail includes correct fasteners, proper fuel and brake lines, correct finishes to the cam covers, proper engine compartment finishes, and correctly finished raw castings. The carburetor air pan is also correctly formed allowing for better air flow and heat dissipation, per the original design. Correct Weber carburetors, ignition, and proper exhaust have all been sourced and finished per original specifications. This exceptional Tour de France is accompanied by a tool roll and owner's manual, and an impressive collection of trophies, including the 2016 Concorso Italiano 'Best of Show' trophy, the 2016 Concorso Italiano ‘Best Ferrari” trophy, the 2016 Art Center 'Student Choice' trophy, and the 2017 Mar-a-Lago 'Excellence in Class' trophy. Also included is the impressive 1959 'Coppa San Marino' trophy from 0899 GT's 1959 3rd place finish. This Ferrari is presented with copious documentation first with the Ferrari Classiche Red Book, accompanied by a thick binder of vintage photos, former registration information, and former owner's correspondence. The restoration file is equally impressive, with an abundance of receipts from Ferrari Classiche totaling in excess of $700,000.00, Rex Nguyen, with records totaling over $130,000.00, Moto Technique, O’Rouke Coach Trimmers and UK Hide, totaling over $170,000.00, and Dennison International, Beckman, and FAI, totaling over $64,000.00. In all, recent restoration costs totaled an impressive and worthy $1,076,230.00 1958 Ferrari 250 GT 'Tour de France' 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 22-0822001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS USA-California Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN 0899GT Exterior Color Rosso Corsa Interior Color Brown Leather Mileage 33480 Miles (TMU) Engine 3.0 SOHC V-12 Engine no. 0354C Transmission 4-Speed no. 171D 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 In 1955, FIA was tasked to reclassify sports car racing in an effort to reduce the influence of grand prix technology on sports cars that were simply becoming too fast for open road courses. The new fixed displacement classes placed Ferrari and their Colombo V12 3-liter engine in an ideal position. Ferrari had a long tradition of building dual-purpose road racers, and the new Scaglietti-bodied 250 GT Berlinetta (constructed on the 2,600 mm LWB chassis) was a stunning beginning to what would become a legendary series of cars. By 1956, the 250 GT Berlinetta distinguished itself in a multitude of races, including the Marquis de Portago's victory at the new Tour de France rally in September. Shortly thereafter, Oliver Gendebien won the race in another LWB Berlinetta in 1957, and again in 1958. The versatility and reliability of these cars proved without a doubt that the 3,600-mile combination of circuits and hill climbs were of little match for the capable 250 GT. With four consecutive victories at the French rally, this model would become affectionately known as the 250 GT Tour de France, or TdF. Ferrari would build these cars through early 1959, establishing the 250 GT TdF as one of the most desirable early racing models, and eventually rising to the pinnacle of collector status. The combination of racing prowess, impressive historic provenance, and stunning alloy Scaglietti coachwork results in one of the finest hand built cars Ferrari has ever created. This particular single louver, covered headlight 250 GT Tour de France features a stunning and painstaking Ferrari Classiche restoration. According to Ferrari factory build sheets, the chassis was delivered to Scaglietti on February 22, 1958, with instructions to construct alloy, covered headlight coachwork, while the motor, gearbox, and rear end were assembled and completed on March 25th and 26th. Four days later the car was officially completed at the factory and prepared for delivery. During the research and restoration of this car, Ferrari Classiche verified chassis no. 0899 GT as the third example of approximately 37 single louver cars built, and the 42nd example of 77 total Tour de France Berlinettas constructed. In early April 1958, the newly completed car was delivered to privateer racer and textile entrepreneur Eduardo Lualdi-Gabardi, a resident of Busto Arsizio. Over the following year, Lualdi-Gabardi entered 0899 GT in no fewer than thirteen races, achieving first-in-class finishes at the Coppa della Consuma and the Varese-Campo di Fiori Hill Climb. In September 1958, the Berlinetta finished third overall at the Coppa InterEuropa at Monza and second overall at the Trofeo Lumezzane. This was followed by a remarkable first overall finish at the Coppa Sant' Ambroeus at Monza in November. In late 1958, Gabardi sold 0899 GT to Ferdinando Pagliarini who campaigned the car through the 1959 season, achieving a third-overall finish at the Coppa San Marino Hill Climb in April. A month later the Berlinetta achieved an overall victory at the Castell' Arquato-Vernasca Hill Climb, and second-in-class finishes were recorded at the Coppa della Concuma Hill Climb in June and the Pontedecimo-Giovi Hill Climb in September. In the spring of 1960, Paul Mounier, a French resident of Algeria and president of the Lycee Techniques d'Alger (Algiers Technical School) became the new owner. Mounier, an importer of French cars in Algiers, registered the TdF in the French colony for racing use. Mounier campaigned the car in both France and Africa, finishing fourth overall at the Rallye Alger-Hassi Messaoud-Alger in April 1960, participating in the Oran Hill Climb, and finishing 7th overall at the Grand Prix de Rouen. In 1961, having mercifully escaped the ravages of racing for two years, the car was damaged in a road accident, causing Mounier to sell the car to Marseilles garage owner Aldo Montagna. As is the case for so many of these early racing cars, the engine was dispatched to a new owner. The race-prepped experimental engine (internal no. 174 C) was sold to French shoemaker Charles Jourdan, who installed it into a second-series 250 GT Cabriolet. Most critically, and for the benefit of history, the chassis, complete with gearbox, front and rear suspension, brakes, steering box, rear-end drive, fuel tank and the complete dash console, were preserved as a unit. In 1969, Jacques O'Hana of Marseilles purchased the chassis. O'Hana registered the car and retained possession for almost 20 years, at one point selling components to sculptor and racing enthusiast François Chevallier. At this time, Chevallier attempts to utilize a portion of the original bodywork, mating it with a 250 GT Coupe in an attempt to create a replica TdF, while unfortunately stamping the replica as 0899 GT. For a period of time, two cars claimed the 0899 origin, while both the replica and the original chassis existed. Eventually, Chevallier sells the original components back to O'Hana, who in turn sells them to Michel Ferry of Monaco in 1987. Mr. Ferry works tirelessly to promptly end the replica's erroneous claims to 0899 GT by reportedly obtaining a letter through Ferrari France's F40 LM team manager Jean Sage explaining the chassis' actual history, and the false stamping used on the replica car. Ferry retains possession of the legitimate car and in 1990 commissions the creation of proper alloy coachwork by the esteemed award-winning craftsmen at Carrozzeria AutoSport in Modena, Italy. In 2012, the restoration process is taken one step further to the highest standards, entrusted to the masters at Ferrari Classiche, ensuring the utmost authenticity and historic accuracy, befitting a car of this stature. In addition to a comprehensive chassis restoration, a newly cast correct-specification type 128 C engine was supplied by the Ferrari factory. Ferrari stamped and authenticated the engine as 0899 GT, mating it to the original 0899 GT chassis. In February 2014, the factory certified the Berlinetta with a Ferrari Classiche Red Book asserting that the car today retains its original matching-numbers chassis (including suspension and brakes), gearbox, and Borrani wire wheels. To further verify and confirm their findings, a metallurgy test was performed during the certification process confirming the correct age of 0899GTs chassis. As part of the documentation process, copies of the Ferrari's original built sheets were retained. In the final statement of authenticity the factory confirmed, without doubt, that this car is the legitimate and singular 0899 GT as verified by Ferrari's Marco Arrighi unequivocally stating, "Your car is certified by Ferrari and it means that no other car can be recognized as chassis number 0899 GT." During the final points of the restoration, 0089 GT was entrusted to Rod Drew and Francorchamps Ferrari Service in Costa Mesa, CA, with additional work by Rex Nguyen and Moto Technique, in order to ensure the highest possible mechanical and performance standards, as well as the finest cosmetic preparation befitting concours level scrutiny. In August 2016, 0899 GT was presented at Concorso Italiano in Monterey California, where the car won both ‘Best in Show’ and the ‘Best Ferrari’ trophy, as well as the ‘Art Center's Students' Choice’ Award. Subsequently, the TdF achieved the ‘Excellence in Class’ award at the Mar-a-Lago Concours d'Elegance held in conjunction with the 2017 Cavallino Classic. During the past four years, this exceptional car has been on display at a prominent automotive museum. As road use had been minimal during that time, it was determined that a proper mechanical inspection and service was in order. In August 2021, this Ferrari was consigned with Fantasy Junction, and sent to Ferrari expert Patrick Ottis who inspected the engine and operating features to ensure proper operation while tending to the fuel and electrical system as needed. The carbs were cleaned, new carburetor top gaskets installed, mechanical fuel pump rebuilt, a new electric SU fuel pump installed. and new seal rings installed on the fuel rail. The car tested for proper operation at idle and on throttle. The carburetors were synchronized and adjusted, and then road tested to ensure good operation, proper engine performance, and sound driving manners. TODAY THIS STUNNING TOUR DE FRANCE PRESENTS WITH AN IMPECCABLE RESTORATION, ABSOLUTELY CORRECT FEATURES AND COMPONENTS, AND SUPERB FINISHES THROUGHOUT. The paint is beautifully done with high gloss, over expertly refined coachwork, which has been exactingly performed to correct TdF configuration. All panel gaps are smooth and even with excellent closure and fit. The removable hood has a tiny chip along the forward edge, but no other blemishes are evident. The headlight covers are correctly formed with high polished finish and correct headlamps. All trim, emblems, windshield, plexiglass side and rear windows, and lenses are beautifully restored. The correct Borrani wire wheels are properly restored using original finishes showing no scratches or bead rash, including the spare wheel and correct tire. Michelin tires are correct for the period and remain ready for street or show use. All glass appears as new as do the window garnish molding and rubber gaskets. The interior is a journey back in time to performance racing with just enough GT flavor embodied in the leather finishes and properly stitched diamond panels. The correct leather straps and proper buckles lay out along the rear package shelf while the diamond pattern continues into the center console. The seats feature a unique and novel side bolstering construction, allowing more lateral support in cornering (a relatively new feature for cars of this period). The door panels are finely finished with leather, adorned with window cranks, door handles, and delicately sculpted door pulls. The correctly finished black crinkle dashboard houses an array of excellent instruments with highly contrasting dial faces and wonderfully restored nomenclature. An array of correct toggle switches and accessory features continue to delight the eye. The beautifully restored steering wheel stands proud, emblematic of the Ferrari brand, while paying homage to the heritage of great cars that contribute to this lineage of sports cars. Overall the interior presents excellent finishes with little to no signs of use, only as intended when driven to shows or special events. Under the hood the engine is simply stunning. Every aspect of the car has been correctly researched and refinished in order to present the car as accurately as possible. Attention to detail includes correct fasteners, proper fuel and brake lines, correct finishes to the cam covers, proper engine compartment finishes, and correctly finished raw castings. The carburetor air pan is also correctly formed allowing for better air flow and heat dissipation, per the original design. Correct Weber carburetors, ignition, and proper exhaust have all been sourced and finished per original specifications. This exceptional Tour de France is accompanied by a tool roll and owner's manual, and an impressive collection of trophies, including the 2016 Concorso Italiano 'Best of Show' trophy, the 2016 Concorso Italiano ‘Best Ferrari” trophy, the 2016 Art Center 'Student Choice' trophy, and the 2017 Mar-a-Lago 'Excellence in Class' trophy. Also included is the impressive 1959 'Coppa San Marino' trophy from 0899 GT's 1959 3rd place finish. This Ferrari is presented with copious documentation first with the Ferrari Classiche Red Book, accompanied by a thick binder of vintage photos, former registration information, and former owner's correspondence. The restoration file is equally impressive, with an abundance of receipts from Ferrari Classiche totaling in excess of $700,000.00, Rex Nguyen, with records totaling over $130,000.00, Moto Technique, O’Rouke Coach Trimmers and UK Hide, totaling over $170,000.00, and Dennison International, Beckman, and FAI, totaling over $64,000.00. In all, recent restoration costs totaled an impressive and worthy $1,076,230.00 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

Carrera! This noun, borrowed from Spanish, means race, and if Porsche hadn't used it in 1955 to designate the best-engined variants of its 356, its use would certainly have been confined to Spanish-speaking countries. Instead, popularised by the Stuttgart firm, it took on a meaning and prestige that continue to resonate today in the hearts of enthusiasts, whatever their language. In particular, the term has played a key role in the long history of the 911 and, naturally, everyone immediately thinks of the 1973 RS, its radicalism, its mythology, its ducktail spoiler, its dedication to racing; as its name suggests. Don't look for photos of a Carrera 3.0L in the Porsche database, as the brand has no archive photos of this model. This illustrates the situation of the Porsche 911 Carrera 3.0 in Porsche history: that of a particularly interesting model, but one that lived in the shadow of its predecessor, and which above all marked the beginning of a temporary decline for the 911. The Carrera 3.0 in the shadow of the Carrera 2.7? The Porsche 911 Carrera 3.0 made its appearance at the end of 1975, for the 1976 model year. It replaced the 911 Carrera 2.7, which had lived through two vintages: 1974 and 1975. The Carrera 2.7 was equipped with an incredible 210 bhp, borrowed from the already legendary 911 Carrera RS 2.7. But in 1976, Porsche President Ernst Fuhrmann had other things on his mind than the 911, which he considered old-fashioned and, above all, technically outdated. For him, there was no question of undertaking costly developments to modernise the 911; the future lay with front-engined Porsches like the Porsche 924. So the Carrera 3.0 arrived with a less powerful engine than the Carrera 2.7: it produced 200 bhp instead of 210 bhp for its predecessor. The engine is nonetheless of high quality, since it is based on the 911 Turbo, which explains its 3-litre capacity. A typical Carrera 3.0 feature is the 5-blade cooling turbine. When it comes to performance, there is some debate: the 0-100 time is identical on both models (6.1 seconds) and the Carrera 3.0 gives back 3 km/h to the Carrera 2.7 in top speed: 235 km/h for the Carrera 3.0, 238 for the Carrera 2.7. On the other hand, the Carrera 3.0 excels in acceleration, where it is ahead of the Carrera 2.7. The Carrera 3.0's optimisation of torque works wonders, with the car taking 3 seconds less than the 2.7 RS from 40 to 160 km/h, despite weighing 45 kg more as a result of the improved soundproofing. Relatively low torque means you don't have to go too far up the rev range for efficiency, and the 930 turbo's solid aluminium engine block makes it a particularly reliable model.With similar tyres and weight, these figures speak volumes about the Carrera 3.0's potential, despite the drop in power. But is a drop in power a bad signal to send to the customer? With 2,546 coupés and 1,105 Targas sold, the 911 Carrera 3.0 served its purpose. It was replaced in 1978 by a 911 SC, which lost even more power, dropping to 180 bhp. This was the beginning of the downturn for Porsche, which concentrated on the 924 and 928, but profits failed to keep pace, and customers who loved the 911 were left wanting more. Porsche's image gradually deteriorated, and with old cars out of fashion, the Porsche 911 Carrera 3.0 gradually fell into oblivion. Re-engineered to 2994 cm3, the block had exactly the same dimensions as the first Turbo presented in Paris in the autumn of 1974. Its crankcase was no longer made from the magnesium used since the 1969 model, which had been found to have certain weaknesses. As Paul Frère wrote in one of the reference works he devoted to the model: ‘In order to avoid any failure due to metal fatigue, the Carrera 3-litre 930/02 engine in its normal version has a die-cast aluminium crankcase’. An analysis of the technical data sheet reveals a distinct difference from that of the 2.7-litre 911. While power was down by ten horsepower, the 26 mkg of torque remained the same - except that it was now obtained at 4,200 rpm instead of 5,100 rpm. Although it is generally referred to as the civilised version of the legendary 210bhp 2.7 RS, the Carrera 3.0's 0-100km/h time is a tenth of a second quicker than that of the 2.7 RS (6.3 seconds), and even two tenths quicker for 0-180km/h! This good performance is mainly due to the much lower torque, which the 2.7 RS only achieves at 5,100 rpm. A direct comparison of the power curves explains this miracle: up to 5,000 rpm, the 3.0 engine delivers significantly more power than the 2.7 RS. It's only above 5,000 rpm that the old Carrera 2.7 RS catches up and then overtakes the 3.0 Carrera... which goes to show that it's not just a question of having more power, it's also a question of being able to exploit it. It's hard to put a figure on the number of 911 Carrera 3.0s that have been ‘lost’ over time through lack of care or maintenance, with only enlightened enthusiasts taking a real interest in them. It wasn't until the mid-2000s that the Carrera 3.0 made a comeback, with classic cars gradually returning to the limelight, culminating in the mid-2015s. The 911 Carrera 3.0, a car for connoisseurs The Porsche 911 Carrera 3.0 remains a car for connoisseurs: rare, with a less powerful image than a Carrera 2.7, and less produced and more expensive than a 911 SC, it lies between two waters, where only enlightened enthusiasts venture. That's not to say that it's a tricky car to drive, as its 3-litre engine is perfectly matched to a quality 915 gearbox, making the engine/gearbox combination a pleasure to drive. It can be driven on torque in fast cruising mode, and it's capable of showing off its power at higher revs. Above all, it still represents the transition from the pre-1973 911 Classic to the full maturity of the 911 Caisses G, which will be reached with the 911 Carrera 3.2. So if you want to enjoy a vintage 911, the Carrera 3.0 could be the ideal mount: rare, unique, reliable and consistent. If you're already familiar with 911s from that era, you'll snuggle up to it like an old friend; if not, I promise you some very exciting discoveries, with a very favourable power-to-weight ratio (the car weighs just 1,120 kilos) and a driving pleasure enhanced by the availability of the flat-six engine. The car doesn't need to be whipped to give its best, with the added bonus of the more or less hidden bliss of driving one of the less frequent avatars of the most unmissable sports car in history! Delivered new in Germany in the interior/exterior colours it still wears today, with its original sunroof and Fuch wheels, our 911 carrera 3.0L is still equipped with its engine and gearbox, as confirmed by the Porsche certificate on file. It spent a long time in the hands of a duo of Italian and Belgian owners, before being bought by the current owner. The latter, a Porsche enthusiast and above all a stickler for cosmetic and mechanical condition, entrusted his car to Olivier Auvray (AMS) for meticulous maintenance. The bodywork, although in superb condition, was inspected and any parts that needed repainting were given a new coat of paint. This is a rare car, very pleasant to drive, but which can also be a real racer, and which can calm the ardour of more modern cars on small mountain roads... It will make you happy in perfect comfort, while keeping the spirit of what made the 911 famous. 1976 Porsche 911 Carrera 3.0L Historic Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0201004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 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 Carrera! This noun, borrowed from Spanish, means race, and if Porsche hadn't used it in 1955 to designate the best-engined variants of its 356, its use would certainly have been confined to Spanish-speaking countries. Instead, popularised by the Stuttgart firm, it took on a meaning and prestige that continue to resonate today in the hearts of enthusiasts, whatever their language. In particular, the term has played a key role in the long history of the 911 and, naturally, everyone immediately thinks of the 1973 RS, its radicalism, its mythology, its ducktail spoiler, its dedication to racing; as its name suggests. Don't look for photos of a Carrera 3.0L in the Porsche database, as the brand has no archive photos of this model. This illustrates the situation of the Porsche 911 Carrera 3.0 in Porsche history: that of a particularly interesting model, but one that lived in the shadow of its predecessor, and which above all marked the beginning of a temporary decline for the 911. The Carrera 3.0 in the shadow of the Carrera 2.7? The Porsche 911 Carrera 3.0 made its appearance at the end of 1975, for the 1976 model year. It replaced the 911 Carrera 2.7, which had lived through two vintages: 1974 and 1975. The Carrera 2.7 was equipped with an incredible 210 bhp, borrowed from the already legendary 911 Carrera RS 2.7. But in 1976, Porsche President Ernst Fuhrmann had other things on his mind than the 911, which he considered old-fashioned and, above all, technically outdated. For him, there was no question of undertaking costly developments to modernise the 911; the future lay with front-engined Porsches like the Porsche 924. So the Carrera 3.0 arrived with a less powerful engine than the Carrera 2.7: it produced 200 bhp instead of 210 bhp for its predecessor. The engine is nonetheless of high quality, since it is based on the 911 Turbo, which explains its 3-litre capacity. A typical Carrera 3.0 feature is the 5-blade cooling turbine. When it comes to performance, there is some debate: the 0-100 time is identical on both models (6.1 seconds) and the Carrera 3.0 gives back 3 km/h to the Carrera 2.7 in top speed: 235 km/h for the Carrera 3.0, 238 for the Carrera 2.7. On the other hand, the Carrera 3.0 excels in acceleration, where it is ahead of the Carrera 2.7. The Carrera 3.0's optimisation of torque works wonders, with the car taking 3 seconds less than the 2.7 RS from 40 to 160 km/h, despite weighing 45 kg more as a result of the improved soundproofing. Relatively low torque means you don't have to go too far up the rev range for efficiency, and the 930 turbo's solid aluminium engine block makes it a particularly reliable model.With similar tyres and weight, these figures speak volumes about the Carrera 3.0's potential, despite the drop in power. But is a drop in power a bad signal to send to the customer? With 2,546 coupés and 1,105 Targas sold, the 911 Carrera 3.0 served its purpose. It was replaced in 1978 by a 911 SC, which lost even more power, dropping to 180 bhp. This was the beginning of the downturn for Porsche, which concentrated on the 924 and 928, but profits failed to keep pace, and customers who loved the 911 were left wanting more. Porsche's image gradually deteriorated, and with old cars out of fashion, the Porsche 911 Carrera 3.0 gradually fell into oblivion. Re-engineered to 2994 cm3, the block had exactly the same dimensions as the first Turbo presented in Paris in the autumn of 1974. Its crankcase was no longer made from the magnesium used since the 1969 model, which had been found to have certain weaknesses. As Paul Frère wrote in one of the reference works he devoted to the model: ‘In order to avoid any failure due to metal fatigue, the Carrera 3-litre 930/02 engine in its normal version has a die-cast aluminium crankcase’. An analysis of the technical data sheet reveals a distinct difference from that of the 2.7-litre 911. While power was down by ten horsepower, the 26 mkg of torque remained the same - except that it was now obtained at 4,200 rpm instead of 5,100 rpm. Although it is generally referred to as the civilised version of the legendary 210bhp 2.7 RS, the Carrera 3.0's 0-100km/h time is a tenth of a second quicker than that of the 2.7 RS (6.3 seconds), and even two tenths quicker for 0-180km/h! This good performance is mainly due to the much lower torque, which the 2.7 RS only achieves at 5,100 rpm. A direct comparison of the power curves explains this miracle: up to 5,000 rpm, the 3.0 engine delivers significantly more power than the 2.7 RS. It's only above 5,000 rpm that the old Carrera 2.7 RS catches up and then overtakes the 3.0 Carrera... which goes to show that it's not just a question of having more power, it's also a question of being able to exploit it. It's hard to put a figure on the number of 911 Carrera 3.0s that have been ‘lost’ over time through lack of care or maintenance, with only enlightened enthusiasts taking a real interest in them. It wasn't until the mid-2000s that the Carrera 3.0 made a comeback, with classic cars gradually returning to the limelight, culminating in the mid-2015s. The 911 Carrera 3.0, a car for connoisseurs The Porsche 911 Carrera 3.0 remains a car for connoisseurs: rare, with a less powerful image than a Carrera 2.7, and less produced and more expensive than a 911 SC, it lies between two waters, where only enlightened enthusiasts venture. That's not to say that it's a tricky car to drive, as its 3-litre engine is perfectly matched to a quality 915 gearbox, making the engine/gearbox combination a pleasure to drive. It can be driven on torque in fast cruising mode, and it's capable of showing off its power at higher revs. Above all, it still represents the transition from the pre-1973 911 Classic to the full maturity of the 911 Caisses G, which will be reached with the 911 Carrera 3.2. So if you want to enjoy a vintage 911, the Carrera 3.0 could be the ideal mount: rare, unique, reliable and consistent. If you're already familiar with 911s from that era, you'll snuggle up to it like an old friend; if not, I promise you some very exciting discoveries, with a very favourable power-to-weight ratio (the car weighs just 1,120 kilos) and a driving pleasure enhanced by the availability of the flat-six engine. The car doesn't need to be whipped to give its best, with the added bonus of the more or less hidden bliss of driving one of the less frequent avatars of the most unmissable sports car in history! Delivered new in Germany in the interior/exterior colours it still wears today, with its original sunroof and Fuch wheels, our 911 carrera 3.0L is still equipped with its engine and gearbox, as confirmed by the Porsche certificate on file. It spent a long time in the hands of a duo of Italian and Belgian owners, before being bought by the current owner. The latter, a Porsche enthusiast and above all a stickler for cosmetic and mechanical condition, entrusted his car to Olivier Auvray (AMS) for meticulous maintenance. The bodywork, although in superb condition, was inspected and any parts that needed repainting were given a new coat of paint. This is a rare car, very pleasant to drive, but which can also be a real racer, and which can calm the ardour of more modern cars on small mountain roads... It will make you happy in perfect comfort, while keeping the spirit of what made the 911 famous. Other Cars from Historic Cars 1982-Renault-5-Turbo-Group-4-01.jpg 1982-Renault-5-Turbo-Group-4-02.jpg 1982-Renault-5-Turbo-Group-4-11.jpg 1982-Renault-5-Turbo-Group-4-01.jpg 1/11 1982 Renault 5 Turbo Group 4 Historic Cars France 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1967-Jaguar-E-Type-4.2-OTS-02.jpg 1967-Jaguar-E-Type-4.2-OTS-15.jpg 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1/15 1967 Jaguar E-Type 4.2 OTS Historic Cars France 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1958-Lotus-XI-ex-24H-Le-Mans-02.jpg 1958-Lotus-XI-ex-24H-Le-Mans-10.jpg 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1/10 1958 Lotus XI ex 24H Le Mans Historic Cars France 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

Crafted with a level of refinement that pushed the boundaries of what was possible without requiring rehomologation, the 25th Anniversary Edition was, in essence, a reimagining of the Countach. It returned cosmetically, ergonomically, and mechanically revitalised. To achieve this monumental transformation, Lamborghini entrusted the task to its in-house visionaries Horacio Pagani and Sandro Munari. Pagani’s work was evident in the revised exterior, which featured a redesigned front bumper, sleek raking rear wing scoops, refined lighting, a new rear bumper, and enhanced ground effects. Inside, the cabin was replete with substantial improvements, with the addition of standard climate control, power windows and seats, better bolstering, and a revised steering assembly, making the driving experience more comfortable and functional. The Countach was transformed into a far more agile and road-friendly machine. Cloaked in its correct shade of Nero over beige trim, this coveted European-specification 25th Anniversary Edition Countach is being offered for the first time in over two decades. Previously under the care of a custodian in France, the car was acquired by the consignor in June 2004 and returned to its native Italy. Now accompanied by an Automotoclub Storico Italiano Certificato di Relivanza Storica e Collezionistica, it has spent the last 20-plus years enjoying a charmed life of sparing use, displaying just 12,433 kilometres at the time of cataloguing. 1989 Lamborghini Countach 25th Anniversary Edition by Bertone RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0428001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Italy Auction This Car Contact the Dealer I am Interested Legal & Copyright One of approximately 657 examples of the Countach 25th Anniversary The model’s most refined iteration, notably restyled by Horacio Pagani In the same Italian ownership from 2004 until now Powered by a 5.2-litre V-12 factory rated at 449 horsepower Displays just 12,433 kilometres at the time of cataloguing 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 Crafted with a level of refinement that pushed the boundaries of what was possible without requiring rehomologation, the 25th Anniversary Edition was, in essence, a reimagining of the Countach. It returned cosmetically, ergonomically, and mechanically revitalised. To achieve this monumental transformation, Lamborghini entrusted the task to its in-house visionaries Horacio Pagani and Sandro Munari. Pagani’s work was evident in the revised exterior, which featured a redesigned front bumper, sleek raking rear wing scoops, refined lighting, a new rear bumper, and enhanced ground effects. Inside, the cabin was replete with substantial improvements, with the addition of standard climate control, power windows and seats, better bolstering, and a revised steering assembly, making the driving experience more comfortable and functional. The Countach was transformed into a far more agile and road-friendly machine. Cloaked in its correct shade of Nero over beige trim, this coveted European-specification 25th Anniversary Edition Countach is being offered for the first time in over two decades. Previously under the care of a custodian in France, the car was acquired by the consignor in June 2004 and returned to its native Italy. Now accompanied by an Automotoclub Storico Italiano Certificato di Relivanza Storica e Collezionistica, it has spent the last 20-plus years enjoying a charmed life of sparing use, displaying just 12,433 kilometres at the time of cataloguing. 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

Finished in Opalescent Racing Green with Cream Leather Interior. This DB2/4 was featured in the film ‘Dance With a Stranger’ at Goodwood in 1984. It has also featured in various Aston Martin events including Hill Climbs, Goodwood Sprints and European Tours. In 2000, this Aston took part in the AMOC Millennium Tour to Monte Carlo. It won the final stages of the navigation test, and the Northern Areas tour in 2004. The hatchback and folding rear seat make the DB2/4 ideal for these events. This Aston Martin DB2/4 is in lovely condition throughout. It has been looked after by Aston Martin Specialists. Recent service work includes a full new wiring loom and new timing chains. It is a fantastic car to drive, in a stunning colour which turns heads wherever it goes. The history file contains extensive amounts of paperwork going back many years. This includes previous MOTs, service records, data sheets and more. 1954 Aston Martin DB2/4 Mk1 Classic Connection If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0822001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine No. VB6E/50/1421 This is one of the last 2.6 Litre DB 2/4s made First registered in May 1954 Classic Connection Pound Lane BH24 Burley United Kingdom Contact details +44 1425 489575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Finished in Opalescent Racing Green with Cream Leather Interior. This DB2/4 was featured in the film ‘Dance With a Stranger’ at Goodwood in 1984. It has also featured in various Aston Martin events including Hill Climbs, Goodwood Sprints and European Tours. In 2000, this Aston took part in the AMOC Millennium Tour to Monte Carlo. It won the final stages of the navigation test, and the Northern Areas tour in 2004. The hatchback and folding rear seat make the DB2/4 ideal for these events. This Aston Martin DB2/4 is in lovely condition throughout. It has been looked after by Aston Martin Specialists. Recent service work includes a full new wiring loom and new timing chains. It is a fantastic car to drive, in a stunning colour which turns heads wherever it goes. The history file contains extensive amounts of paperwork going back many years. This includes previous MOTs, service records, data sheets and more. Other Cars from Classic Connection 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 1977-Jaguar-4.2-XJC-Restomod-01.jpg 1977-Jaguar-4.2-XJC-Restomod-02.jpg 1977-Jaguar-4.2-XJC-Restomod-15.jpg 1977-Jaguar-4.2-XJC-Restomod-01.jpg 1/15 1977 Jaguar 4.2 XJC ‘Restomod’ Classic Connection United States 1973-BMW-3.0-CSL-01.webp 1973-BMW-3.0-CSL-02.webp 1973-BMW-3.0-CSL-15.webp 1973-BMW-3.0-CSL-01.webp 1/15 1973 BMW 3.0 CSL Classic Connection United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The French Steve McQueen and a Bond girl walk into a Ferrari showroom… Paris, July 1965. In the wealthy commune of Levallois-Perret on the northwest of the French capital, there’s a buzz in the air. The world-famous French actor and heartthrob Jean-Paul Belmondo has just stepped into the exclusive Ferrari concessionaire Franco-Britannic Autos Ltd. with his not-so-secret tryst Ursula Andress on his arm. Yup, that’s Honey Ryder, the heroine from the James Bond thriller Dr. No. The dealership’s owner and car supplier to the stars Donald Sleator is as suave as you’d expect a Parisian Ferrari salesman in the 1960s to be. But even his aura pales in comparison to that of Belmondo, the veritable French national treasure who just so happens to be at the very peak of his powers. Sleator greets Belmondo with a warm familiarity. Belmondo is no stranger to the exclusive showroom – Sleator has known Belmondo since 1962, when he arranged to loan the ‘French Steve McQueen’ a new Ferrari 250 GT Cabriolet Series II by Pininfarina for a Paris Match cover story. Belmondo has not long wrapped filming on his latest flick Up to His Ears, during which he began a well-publicised affair with his on-screen co-star Ursula Andress. Reportedly the pair were distant at first, the film’s director Philippe de Broca recalling how they wouldn’t even speak between scenes. However, just like for so many millions of women and men around the world at the time, Belmondo and Andress were irresistible. And so it proved they were irresistible to one another. What started as a secret affair between Belmondo and Andress turned into a very well-publicised relationship As soon as Belmondo saw images of Ferrari’s drop-dead-gorgeous new Ferrari 275 GTB in October of 1964, he placed his order with the factory for one via Donald Sleator. And after what must have felt like an agonisingly long time, the time has come to collect it. A three-carburettor ‘short-nose’ left-hand-drive 275 GTB, chassis number 07535 is finished in Grigio Argento over a Pelle Rossa interior with Nero fabric seat inserts and Rosso Connolly carpets. For assistance on the busy streets of Paris, the car is fitted with a chrome bumperette on the nose and an additional competition-style mirror on the left flank. Further special factory options specified by Belmondo included the passenger headrest and the Blaupunkt radio, housed in a bespoke central cabinet beneath the dashboard. Chassis number 07535 was equipped from new with a number of special features including a Blaupunkt radio and a passenger headrest This Ferrari is elegant and it’s understated and it certainly fits the bill. But there’s an elephant in the room. Ursula Andress doesn’t like the colour. Not to worry, though. Sleator is not one to say no to a customer of such distinction as France’s most famous film star. Handshakes are exchanged and arrangements are made to send the car straight to nearby Carrosserie Henri Chapron to be refinished in a hue akin to Rosso Rubino, a rich and alluring darker shade of red. Sold! Creative license We admit that the above is not 100-percent true and we did exercise a degree of creative license while imagining the exchange. But the fact is Jean-Paul Belmondo did buy that very Ferrari 275 GTB from that very dealership in Paris and, almost 51 years later, we’re offering chassis number 07535 for sale in the City of Light once again. Of course, the Ferrari 275 GTB was the absolute darling of the 1960s Jet Set. Is there a car that better embodies the glamour and romance of the Italian 1960s Gran Turismo than the Ferrari 275 GTB? Its Pininfarina-designed Scaglietti-built fastback body, with its smiley nose and shark-like gills, is sensuous and pure, devoid of any unnecessary clutter. For us, it’s an objet d’art – one with a soul-stirring 12-cylinder engine and delectable open-gate gearshift, which can whisk you away to a sun-dappled parallel universe that encapsulates the 1960s Dolce Vita era in one stab of the deliciously long throttle pedal. Clint Eastwood. Peter Sellers. Steve McQueen. Johnny Hallyday. George Harrison. Miles Davis. They are all non-conformists cooler than most of us will ever dream of being. And they all drove 275 GTBs. Indeed, Belmondo was the rebel who epitomised French New Wave cinema more than any other and was one of the country’s best-known exports. He kept chassis number 07535 for just under four years, using it with discretion for sojourns to the provinces of France or Italy with Andress. If only a photograph existed of the two stars with their beloved Ferrari... On 25 March 1969, Belmondo gave this Ferrari 275 GTB in part exchange for a Maserati Ghibli, which was incidentally also painted Rosso Rubino. Later that year the supplying dealer Thépenier Maserati found chassis number 07535 a new home with a Parisian pharmacist via an intermediary acquaintance. The third owner, a serial Ferrari collector by the name of Patrick Faucompre, also from Paris, acquired the car two years later. An engineer by trade, Faucompre was soon transferred to a long-term post in South Africa. Unable to take the 275 GTB with him, he ‘sold’ it to his close companion Jacques Maitrot in Paris. Maitrot maintained and safely stored chassis number 07535 in a garage in Montrouge in Paris’ southern suburbs on Faucompre’s behalf for an astonishing 28 years. Among the most satisfying aspects of this Ferrari 275 GTB’s story is the fact that in 2001, the ownership of this Ferrari was transferred back to Patrick Faucompre, who by this point lived in Maryland across the pond in the United States of America. Having never had the opportunity to enjoy living with his Ferrari the first time round, Faucompre relished his tenure as chassis number 07535’s custodian. He kept it for 20 years, adding around 10,000 kilometres to the odometer, maintaining it with renowned specialists including the late David Carte, Chuck Wray of GT Motors, and Kendall Merritt of DEW Motors, and exhibiting it at a raft of events including the Ferrari Club of America National Meeting on several occasions. Crucially, the car remained in exceptionally original condition. Franco-Britannic Autos Ltd.’s period customer records showing Belmondo’s name listed alongside the chassis number of this Ferrari 275 GTB This 275 GTB was acquired by its fourth and final owner in 2021, the same year in which the car took part in the prestigious Concours of Elegance at Hampton Court Palace in the United Kingdom. Utterly charmed by the Ferrari’s condition and originality, he sought to preserve the aesthetic character of the car while carefully maintaining its mechanical health. Correspondingly, Patrick and Tazio Ottis were charged with rebuilding the engine and transmission and thoroughly sorting the car mechanically, leaving the original parts and finishes whenever possible. During the extensive works, which totalled more than 185,000 US dollars, the Ottis’ noted that the heads of the V12 were in particularly excellent condition, a result of the engine having never been apart. More recently, in the summer of 2025, chassis number 07535 contested the most sought-after automotive beauty pageant of them all: the Pebble Beach Concours d’Elegance. It was entered in the Post-War Preservation category and looked utterly beautiful on the Monterey Peninsula as it navigated the Tour d’Elegance – thankfully under sunny skies and not the area’s characteristic morning mist. Parisian homecoming To say we’re excited about returning this special Ferrari to Paris and presenting it on our 2026 Salon Rétromobile stand almost 61 years after it was sold new right here in the French capital would be an understatement of epic proportions. Where to start with chassis number 07535’s appeal? Beyond its provenance and the fact it was bought new by Jean-Paul Belmondo, one of cinema’s all-time great actors at the very peak of his powers, there are so many trump cards to this 275 GTB that will pique the interest of the collectors of today. Its condition, for starters. Having never been restored but with the distinction of always being lovingly maintained and carefully stored by its mere four private owners, this is one of the most original 275s we’ve ever encountered. It goes without saying that the car retains its matching-numbers chassis, engine and gearbox. “Resisting the charm of this Ferrari is, we imagine, every bit as difficult as resisting the charms of its original owners, Jean-Paul Belmondo and Ursula Andress, in the 1960s.” The car’s presented in the exact specification it left Franco-Britannic Autos Ltd. in the summer of 1965, still finished in Ursula Andress’ preferred shade of Rosso Rubino and complete with its raft of special features including its chrome bumperette, Blaupunkt radio and passenger headrest. Furthermore, this Ferrari is comprehensively documented from the very beginning of its life to the present day – a testament to the diligence of its handful of owners. Needless to say, resisting the charm of this Ferrari is, we imagine, every bit as difficult as resisting the charms of its original owners, Jean-Paul Belmondo and Ursula Andress, in the 1960s. 1965 Ferrari 275 GTB ‘Short Nose’ Girardo & Co. Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. 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SH ID 26-0126001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine no. 07535 Ordered by and delivered new to the world-famous French actor Jean-Paul Belmondo Refinished upon delivery in Rosso Rubino at the personal request from Belmondo’s then-lover Ursula Andress Equipped by the factory with a number of special features including a chrome bumperette, a Blaupunkt radio and a passenger headrest Retaining its matching-numbers chassis, engine and gearbox Fresh from a mechanical overhaul carried out by the preeminent American Ferrari specialist Patrick Ottis at a cost in excess of 185,000 US dollars Finished in Rosso Rubino over a Pelle Rossa interior with Nero corduroy seat inserts and Rosso Connolly carpets Just four private owners in 60 years A beguilingly original concours preservation-class candidate with an extraordinary story woven in celebrity Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The French Steve McQueen and a Bond girl walk into a Ferrari showroom… Paris, July 1965. In the wealthy commune of Levallois-Perret on the northwest of the French capital, there’s a buzz in the air. The world-famous French actor and heartthrob Jean-Paul Belmondo has just stepped into the exclusive Ferrari concessionaire Franco-Britannic Autos Ltd. with his not-so-secret tryst Ursula Andress on his arm. Yup, that’s Honey Ryder, the heroine from the James Bond thriller Dr. No. The dealership’s owner and car supplier to the stars Donald Sleator is as suave as you’d expect a Parisian Ferrari salesman in the 1960s to be. But even his aura pales in comparison to that of Belmondo, the veritable French national treasure who just so happens to be at the very peak of his powers. Sleator greets Belmondo with a warm familiarity. Belmondo is no stranger to the exclusive showroom – Sleator has known Belmondo since 1962, when he arranged to loan the ‘French Steve McQueen’ a new Ferrari 250 GT Cabriolet Series II by Pininfarina for a Paris Match cover story. Belmondo has not long wrapped filming on his latest flick Up to His Ears, during which he began a well-publicised affair with his on-screen co-star Ursula Andress. Reportedly the pair were distant at first, the film’s director Philippe de Broca recalling how they wouldn’t even speak between scenes. However, just like for so many millions of women and men around the world at the time, Belmondo and Andress were irresistible. And so it proved they were irresistible to one another. What started as a secret affair between Belmondo and Andress turned into a very well-publicised relationship As soon as Belmondo saw images of Ferrari’s drop-dead-gorgeous new Ferrari 275 GTB in October of 1964, he placed his order with the factory for one via Donald Sleator. And after what must have felt like an agonisingly long time, the time has come to collect it. A three-carburettor ‘short-nose’ left-hand-drive 275 GTB, chassis number 07535 is finished in Grigio Argento over a Pelle Rossa interior with Nero fabric seat inserts and Rosso Connolly carpets. For assistance on the busy streets of Paris, the car is fitted with a chrome bumperette on the nose and an additional competition-style mirror on the left flank. Further special factory options specified by Belmondo included the passenger headrest and the Blaupunkt radio, housed in a bespoke central cabinet beneath the dashboard. Chassis number 07535 was equipped from new with a number of special features including a Blaupunkt radio and a passenger headrest This Ferrari is elegant and it’s understated and it certainly fits the bill. But there’s an elephant in the room. Ursula Andress doesn’t like the colour. Not to worry, though. Sleator is not one to say no to a customer of such distinction as France’s most famous film star. Handshakes are exchanged and arrangements are made to send the car straight to nearby Carrosserie Henri Chapron to be refinished in a hue akin to Rosso Rubino, a rich and alluring darker shade of red. Sold! Creative license We admit that the above is not 100-percent true and we did exercise a degree of creative license while imagining the exchange. But the fact is Jean-Paul Belmondo did buy that very Ferrari 275 GTB from that very dealership in Paris and, almost 51 years later, we’re offering chassis number 07535 for sale in the City of Light once again. Of course, the Ferrari 275 GTB was the absolute darling of the 1960s Jet Set. Is there a car that better embodies the glamour and romance of the Italian 1960s Gran Turismo than the Ferrari 275 GTB? Its Pininfarina-designed Scaglietti-built fastback body, with its smiley nose and shark-like gills, is sensuous and pure, devoid of any unnecessary clutter. For us, it’s an objet d’art – one with a soul-stirring 12-cylinder engine and delectable open-gate gearshift, which can whisk you away to a sun-dappled parallel universe that encapsulates the 1960s Dolce Vita era in one stab of the deliciously long throttle pedal. Clint Eastwood. Peter Sellers. Steve McQueen. Johnny Hallyday. George Harrison. Miles Davis. They are all non-conformists cooler than most of us will ever dream of being. And they all drove 275 GTBs. Indeed, Belmondo was the rebel who epitomised French New Wave cinema more than any other and was one of the country’s best-known exports. He kept chassis number 07535 for just under four years, using it with discretion for sojourns to the provinces of France or Italy with Andress. If only a photograph existed of the two stars with their beloved Ferrari... On 25 March 1969, Belmondo gave this Ferrari 275 GTB in part exchange for a Maserati Ghibli, which was incidentally also painted Rosso Rubino. Later that year the supplying dealer Thépenier Maserati found chassis number 07535 a new home with a Parisian pharmacist via an intermediary acquaintance. The third owner, a serial Ferrari collector by the name of Patrick Faucompre, also from Paris, acquired the car two years later. An engineer by trade, Faucompre was soon transferred to a long-term post in South Africa. Unable to take the 275 GTB with him, he ‘sold’ it to his close companion Jacques Maitrot in Paris. Maitrot maintained and safely stored chassis number 07535 in a garage in Montrouge in Paris’ southern suburbs on Faucompre’s behalf for an astonishing 28 years. Among the most satisfying aspects of this Ferrari 275 GTB’s story is the fact that in 2001, the ownership of this Ferrari was transferred back to Patrick Faucompre, who by this point lived in Maryland across the pond in the United States of America. Having never had the opportunity to enjoy living with his Ferrari the first time round, Faucompre relished his tenure as chassis number 07535’s custodian. He kept it for 20 years, adding around 10,000 kilometres to the odometer, maintaining it with renowned specialists including the late David Carte, Chuck Wray of GT Motors, and Kendall Merritt of DEW Motors, and exhibiting it at a raft of events including the Ferrari Club of America National Meeting on several occasions. Crucially, the car remained in exceptionally original condition. Franco-Britannic Autos Ltd.’s period customer records showing Belmondo’s name listed alongside the chassis number of this Ferrari 275 GTB This 275 GTB was acquired by its fourth and final owner in 2021, the same year in which the car took part in the prestigious Concours of Elegance at Hampton Court Palace in the United Kingdom. Utterly charmed by the Ferrari’s condition and originality, he sought to preserve the aesthetic character of the car while carefully maintaining its mechanical health. Correspondingly, Patrick and Tazio Ottis were charged with rebuilding the engine and transmission and thoroughly sorting the car mechanically, leaving the original parts and finishes whenever possible. During the extensive works, which totalled more than 185,000 US dollars, the Ottis’ noted that the heads of the V12 were in particularly excellent condition, a result of the engine having never been apart. More recently, in the summer of 2025, chassis number 07535 contested the most sought-after automotive beauty pageant of them all: the Pebble Beach Concours d’Elegance. It was entered in the Post-War Preservation category and looked utterly beautiful on the Monterey Peninsula as it navigated the Tour d’Elegance – thankfully under sunny skies and not the area’s characteristic morning mist. Parisian homecoming To say we’re excited about returning this special Ferrari to Paris and presenting it on our 2026 Salon Rétromobile stand almost 61 years after it was sold new right here in the French capital would be an understatement of epic proportions. Where to start with chassis number 07535’s appeal? Beyond its provenance and the fact it was bought new by Jean-Paul Belmondo, one of cinema’s all-time great actors at the very peak of his powers, there are so many trump cards to this 275 GTB that will pique the interest of the collectors of today. Its condition, for starters. Having never been restored but with the distinction of always being lovingly maintained and carefully stored by its mere four private owners, this is one of the most original 275s we’ve ever encountered. It goes without saying that the car retains its matching-numbers chassis, engine and gearbox. “Resisting the charm of this Ferrari is, we imagine, every bit as difficult as resisting the charms of its original owners, Jean-Paul Belmondo and Ursula Andress, in the 1960s.” The car’s presented in the exact specification it left Franco-Britannic Autos Ltd. in the summer of 1965, still finished in Ursula Andress’ preferred shade of Rosso Rubino and complete with its raft of special features including its chrome bumperette, Blaupunkt radio and passenger headrest. Furthermore, this Ferrari is comprehensively documented from the very beginning of its life to the present day – a testament to the diligence of its handful of owners. Needless to say, resisting the charm of this Ferrari is, we imagine, every bit as difficult as resisting the charms of its original owners, Jean-Paul Belmondo and Ursula Andress, in the 1960s. Other Cars from Girardo & Co. Ltd 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1991-Ferrari-F40-Cat-Non-Adjust-02.jpg 1991-Ferrari-F40-Cat-Non-Adjust-21.jpg 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1/21 1991 Ferrari F40 ‘Cat Non-Adjust’ Girardo & Co. Ltd United Kingdom 1955-Ferrari-750-Monza-01.jpg 1955-Ferrari-750-Monza-02.jpg 1955-Ferrari-750-Monza-15.jpg 1955-Ferrari-750-Monza-01.jpg 1/15 1955 Ferrari 750 Monza Girardo & Co. Ltd United Kingdom 1997-Ferrari-F50-01.jpg 1997-Ferrari-F50-02.jpg 1997-Ferrari-F50-20.jpg 1997-Ferrari-F50-01.jpg 1/20 1997 Ferrari F50 Girardo & Co. 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

Tubular treillis chassis and central engine or sheet metal body and rear overhang engine?... This was the Eternal technical bone of contention between car designer Mario Colucci and businessman Carlo Abarth, but it would never compromise the professional relationship between the two founded on sincere, mutual trust Designer Mario Colucci came to Abarth in 1958, from Alfa Romeo. The engineer was temporarily transferred to Turin when the two companies signed an agreement to work on creating a new racing car: the Alfa Romeo Abarth 1000. The design would feature innovative technical solutions for Abarth brought by the technician from the Portello plant, in particular the tubular trellis chassis. Unfortunately, the coupé presented on the Bertone stand at the Turin Motor Show remained a prototype but, at the time, Carlo Abarth sensed how useful Colucci’s engineering approach could be for his company. He therefore convinced him to leave Alfa Romeo by promising him an important new role in Abarth, as its technical director. Abarth and Colucci’s relationship was built on strong mutual respect, despite their differing approaches to the technical aspects of design. Abarth, who was attached to the Porsche set-up, favored vehicles with a square steel body and rear overhang engine. Instead, Colucci preferred vehicles with a tubular trellis chassis, and the engine in the centre of the car. The reasons behind Abarth’s different vision were also economic: he believed that his solution was cheaper and therefore more profitable for his company. As a result, two different concepts of the racing car originated in Abarth: one was the vehicle with tubular trellis chassis and engine in the centre, and the other, made of stamped sheet metal, featured a rear overhang engine. The alternating development of both solutions became the leitmotiv of Abarth’s designs throughout the sixties. And even the test drivers, whose opinions were equally as divided, depending on their own personal views, rooted for one of the two solutions, making it impossible to determine which architecture was superior. The first task Abarth assigned to Colucci, in 1960, was that of designing a Sport Prototype - a lightweight and powerful closed-wheel racing car with a two-seater spider body - in which the engineer could let his creativity run wild. The result was the first Fiat Abarth Sport Spider, with steel tubular trellis chassis and central engine. Engines with different displacements coupled with various gears were tried out in the same chassis, including some made by Fiat and others by French manufacturer Simca, with which Carlo Abarth had ongoing technical and commercial relations. After a series of ups and downs, the turning point arrived in 1966 with design SE04, for the Fiat Abarth 1000 SP, where 1000 indicated the displacement in cubic centimetres and SP stood for Sport Prototype. Carlo Abarth acknowledged Colucci’s bravura in designing the vehicle using simple and cheap solutions that would make it a manageable option for gentleman drivers, to whom the 1000 SP was mainly targeted. The new 1000 SP took to the racetrack with the official Abarth Racing team and the many excellent results it achieved in prestigious races proved to be the best possible advertising means for promoting the vehicle to gentleman drivers The Sport Prototype was driven by the umpteenth evolution of the Abarth twin-cam engine built on the Fiat 600 base. The unit, located behind the driver, achieved a power output of 105 HP at 8,000 rpm. Considering its displacement of under a litre (982 cm3) the engine would have had a specific power in excess of 100 HP/litre. This value was considerably high for that period, also bearing in mind that the 1000 SP was designed to excel both in short uphill races and in long, hard, endurance races. Its lightweight chassis and body in polyurethane and fibreglass held the 480 kg dry kerb weight of the vehicle, providing a maximum speed of over 220 km/h. Its simple, low, streamlined lines, especially at the front, were possible thanks to the fact that the radiator motor was located on the sides. A solution which, in a very low-lying vehicle, offered better protection for the radiator hoses. This resulted in the typical rounded shape of the rear mudguards, which were preceded by powerful air vents. The vehicle was characterised by a large panoramic glass windscreen, a prerequisite for obtaining homologation as a Sport vehicle in Group 4. To enable the first specimens of the 1000 SP to race, Abarth had to register the vehicles in the category in which Formula and one-off vehicles competed: the gap between the Abarth proposal and the competition could easily have proved insurmountable, but this was not the case. The first important success was achieved at the gruelling 500 km race on the Nürburgring track, on 4 September 1966: the Abarth 1000 SP, driven by Müller and Steinmetz, won the 1000 category outright and came third overall. The race was won by Ernst Furtmayr - expert uphill racer and winner of the Mountain Championships in Germany and Austria - in an Abarth OT 1300. The echo of that victory again reverberated just a few days later in Valle d’Aosta: at the Aosta-Pila uphill race, which counted towards the Italian Mountain Championship, Italian driver Leo Cella won the 1000 category, masterfully driving the new Abarth creation to victory. Word of these two surprising successes began to get around and Abarth soon began receiving its first orders for the vehicle. After producing 50 cars, in March 1968, Abarth was able to obtain Group 4 Sport/ Class 1000 homologation. And the 1000 SP kept on racking up successes, even in the hands of gentleman drivers. Veneto-born driver Lado took home the first victory in the new category, winning the Stallavena-Bosco Chiesanuova uphill race on the roads of his home territory, while other gentleman drivers also contended in the endurance competitions. The Palazzoli/Bottalla and Pasotto/Grano teams won the class at the 1000 Km in Monza on 25 April 1968. Benefiting from numerous developments and transformations, the vehicle continued racing for over a decade, gratifying many gentleman drivers, some of whom would happily wait a long time to receive their vehicles ordered from Abarth. In this way, Carlo Abarth fulfilled his entrepreneurial goal of selling his customers a trump card, and Colucci experienced the satisfaction of having designed a vehicle according to his own beliefs that also won the favour of his boss. However, their bone of contention regarding the two technical solutions would never be buried. One vehicle that could be considered a Solomonic blend of their two diverging visions was the 1967/68 Abarth 2000 Sport Tipo SE010. Built on a lightweight tubular “Colucci-style” chassis, it was fitted with a rear overhang engine, as favoured by Carlo Abarth. The relationship between the two men would continue to be built on mutual trust and support, and Colucci would continue contributing to the destiny of Abarth with his technical ingenuity for many years to come. Our car: The only 1000SP raced in the 24 hours of Le Mans. The Abarth 1000 SP chassis #SE04*0047 took the start of the mythical Le Mans 24 Hours race in 1969. This edition was won by 24-year-old Jacky Ickx (author of the famous start walk) associated with Jackie Oliver in the Ford GT 40. It is the only Abarth 1000SP to take part in the 24h race. Of the 109 cars entered for the 1969 Le Mans 24 Hours, only 45 managed to qualify Among them was number 51: the Abarth 1000 SP entered by Ecurie Fiat-Abarth France for Italian drivers Maurizio Zanetti and Ugo Locatelli, and only 14 saw the finish line. In the prototype class up to 1150 cc, the little Abarth's main competitor was the Alpine Renault A210 of Serpaggi-Ethuin, which finished in 12th place.Despite promising tests, the adventure in Le Mans turned out to be short-lived for #SE04*0047, due to a faulty distributor, causing an early withdrawal on the ninth lap. Apart from this unfortunate participation Zanetti and Locatelli shared the cockpit throughout the 1969 season. Starting with the 1000 km of Monza, the first race in which their 1000 SP (in the colours of the Jolly Club team) finished 14th and won the Gr. 6 prototype class up to 1000 cc. The two gentlemen drivers then tackled the Targa Florio (44th OA), then the hill-climbing races... Trieste-Opicina, Trento-Bondone, Cesana-Sestriere, Malegno-Borno. At international level, in addition to the 24 Hours of Le Mans, Zanetti drove our Abarth in the Nürburgring 500 km (13th OA) and the Coupe du Salon (2nd OA), while Locatelli took part in the 1000 km of Paris (14th OA). In 1970, #SE04*0047 changed hands, bought by Renzo Ruspa and Pier Giorgio Pelegrin. Among the most important races are again the Targa Florio (16th OA) and the "Circuito Mugello". During this period, the bodywork underwent some modifications. The most obvious one is at the rear to improve aerodynamics, facilitate the cooling of the engine and to save a few precious kilos, a new short bonnet was fitted to our Abarth. At the next change of hands, the car crossed the border to France, bought by the racing driver Jean-Marie Lemerle. He registered #SE04*0047 as #SE04*0043 and changed the chassis number, thus avoiding the payment of customs duties. Lemerle will enter his new acquisition in many hill-climbing races and road circuits, circuit of Soisson, Course de Cote d'Autun etc... In Retromobile 2008, our Abarth was on Christophe Pund's stand at the Galerie des Damiers. The same year, it was back on the Le Mans track where it made a comeback during the Le Mans Classic in the hands of Wolfi Zweifler, a great collector and driver of Italian cars. Sometime later, it joined the team of Pierre Mellinger, great Ferrari collector who once again entered the little Abarth on the Le Mans track before handing it over to its current owner, who will give it a special place in his private museum. Today, in its 1969 Le Mans configuration, the car is in an incredible state of preservation having benefited from a careful restoration by GPS Classic making it perfectly fit to shine at historic races such as Le Mans Classic. An extensive file accompanies the car as does its second "short" bonnet from the 1970 season. 1968 Fiat Abarth 1000 SP Historic Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 22-0810001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Fiat Abarth 1000 SP - 1968 MOTEUR/ENGINE: 4 cylinders in line, DOHC, Weber 40DCOE, central/rear longitudinal 982 cm³ PUISSANCE/POWER :105 HP @ 8000 rpm SPEED: over 220 km/h WEIGHT: 480 kg DESIGN: Abarth Spider Sport body Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 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 Tubular treillis chassis and central engine or sheet metal body and rear overhang engine?... This was the Eternal technical bone of contention between car designer Mario Colucci and businessman Carlo Abarth, but it would never compromise the professional relationship between the two founded on sincere, mutual trust Designer Mario Colucci came to Abarth in 1958, from Alfa Romeo. The engineer was temporarily transferred to Turin when the two companies signed an agreement to work on creating a new racing car: the Alfa Romeo Abarth 1000. The design would feature innovative technical solutions for Abarth brought by the technician from the Portello plant, in particular the tubular trellis chassis. Unfortunately, the coupé presented on the Bertone stand at the Turin Motor Show remained a prototype but, at the time, Carlo Abarth sensed how useful Colucci’s engineering approach could be for his company. He therefore convinced him to leave Alfa Romeo by promising him an important new role in Abarth, as its technical director. Abarth and Colucci’s relationship was built on strong mutual respect, despite their differing approaches to the technical aspects of design. Abarth, who was attached to the Porsche set-up, favored vehicles with a square steel body and rear overhang engine. Instead, Colucci preferred vehicles with a tubular trellis chassis, and the engine in the centre of the car. The reasons behind Abarth’s different vision were also economic: he believed that his solution was cheaper and therefore more profitable for his company. As a result, two different concepts of the racing car originated in Abarth: one was the vehicle with tubular trellis chassis and engine in the centre, and the other, made of stamped sheet metal, featured a rear overhang engine. The alternating development of both solutions became the leitmotiv of Abarth’s designs throughout the sixties. And even the test drivers, whose opinions were equally as divided, depending on their own personal views, rooted for one of the two solutions, making it impossible to determine which architecture was superior. The first task Abarth assigned to Colucci, in 1960, was that of designing a Sport Prototype - a lightweight and powerful closed-wheel racing car with a two-seater spider body - in which the engineer could let his creativity run wild. The result was the first Fiat Abarth Sport Spider, with steel tubular trellis chassis and central engine. Engines with different displacements coupled with various gears were tried out in the same chassis, including some made by Fiat and others by French manufacturer Simca, with which Carlo Abarth had ongoing technical and commercial relations. After a series of ups and downs, the turning point arrived in 1966 with design SE04, for the Fiat Abarth 1000 SP, where 1000 indicated the displacement in cubic centimetres and SP stood for Sport Prototype. Carlo Abarth acknowledged Colucci’s bravura in designing the vehicle using simple and cheap solutions that would make it a manageable option for gentleman drivers, to whom the 1000 SP was mainly targeted. The new 1000 SP took to the racetrack with the official Abarth Racing team and the many excellent results it achieved in prestigious races proved to be the best possible advertising means for promoting the vehicle to gentleman drivers The Sport Prototype was driven by the umpteenth evolution of the Abarth twin-cam engine built on the Fiat 600 base. The unit, located behind the driver, achieved a power output of 105 HP at 8,000 rpm. Considering its displacement of under a litre (982 cm3) the engine would have had a specific power in excess of 100 HP/litre. This value was considerably high for that period, also bearing in mind that the 1000 SP was designed to excel both in short uphill races and in long, hard, endurance races. Its lightweight chassis and body in polyurethane and fibreglass held the 480 kg dry kerb weight of the vehicle, providing a maximum speed of over 220 km/h. Its simple, low, streamlined lines, especially at the front, were possible thanks to the fact that the radiator motor was located on the sides. A solution which, in a very low-lying vehicle, offered better protection for the radiator hoses. This resulted in the typical rounded shape of the rear mudguards, which were preceded by powerful air vents. The vehicle was characterised by a large panoramic glass windscreen, a prerequisite for obtaining homologation as a Sport vehicle in Group 4. To enable the first specimens of the 1000 SP to race, Abarth had to register the vehicles in the category in which Formula and one-off vehicles competed: the gap between the Abarth proposal and the competition could easily have proved insurmountable, but this was not the case. The first important success was achieved at the gruelling 500 km race on the Nürburgring track, on 4 September 1966: the Abarth 1000 SP, driven by Müller and Steinmetz, won the 1000 category outright and came third overall. The race was won by Ernst Furtmayr - expert uphill racer and winner of the Mountain Championships in Germany and Austria - in an Abarth OT 1300. The echo of that victory again reverberated just a few days later in Valle d’Aosta: at the Aosta-Pila uphill race, which counted towards the Italian Mountain Championship, Italian driver Leo Cella won the 1000 category, masterfully driving the new Abarth creation to victory. Word of these two surprising successes began to get around and Abarth soon began receiving its first orders for the vehicle. After producing 50 cars, in March 1968, Abarth was able to obtain Group 4 Sport/ Class 1000 homologation. And the 1000 SP kept on racking up successes, even in the hands of gentleman drivers. Veneto-born driver Lado took home the first victory in the new category, winning the Stallavena-Bosco Chiesanuova uphill race on the roads of his home territory, while other gentleman drivers also contended in the endurance competitions. The Palazzoli/Bottalla and Pasotto/Grano teams won the class at the 1000 Km in Monza on 25 April 1968. Benefiting from numerous developments and transformations, the vehicle continued racing for over a decade, gratifying many gentleman drivers, some of whom would happily wait a long time to receive their vehicles ordered from Abarth. In this way, Carlo Abarth fulfilled his entrepreneurial goal of selling his customers a trump card, and Colucci experienced the satisfaction of having designed a vehicle according to his own beliefs that also won the favour of his boss. However, their bone of contention regarding the two technical solutions would never be buried. One vehicle that could be considered a Solomonic blend of their two diverging visions was the 1967/68 Abarth 2000 Sport Tipo SE010. Built on a lightweight tubular “Colucci-style” chassis, it was fitted with a rear overhang engine, as favoured by Carlo Abarth. The relationship between the two men would continue to be built on mutual trust and support, and Colucci would continue contributing to the destiny of Abarth with his technical ingenuity for many years to come. Our car: The only 1000SP raced in the 24 hours of Le Mans. The Abarth 1000 SP chassis #SE04*0047 took the start of the mythical Le Mans 24 Hours race in 1969. This edition was won by 24-year-old Jacky Ickx (author of the famous start walk) associated with Jackie Oliver in the Ford GT 40. It is the only Abarth 1000SP to take part in the 24h race. Of the 109 cars entered for the 1969 Le Mans 24 Hours, only 45 managed to qualify Among them was number 51: the Abarth 1000 SP entered by Ecurie Fiat-Abarth France for Italian drivers Maurizio Zanetti and Ugo Locatelli, and only 14 saw the finish line. In the prototype class up to 1150 cc, the little Abarth's main competitor was the Alpine Renault A210 of Serpaggi-Ethuin, which finished in 12th place.Despite promising tests, the adventure in Le Mans turned out to be short-lived for #SE04*0047, due to a faulty distributor, causing an early withdrawal on the ninth lap. Apart from this unfortunate participation Zanetti and Locatelli shared the cockpit throughout the 1969 season. Starting with the 1000 km of Monza, the first race in which their 1000 SP (in the colours of the Jolly Club team) finished 14th and won the Gr. 6 prototype class up to 1000 cc. The two gentlemen drivers then tackled the Targa Florio (44th OA), then the hill-climbing races... Trieste-Opicina, Trento-Bondone, Cesana-Sestriere, Malegno-Borno. At international level, in addition to the 24 Hours of Le Mans, Zanetti drove our Abarth in the Nürburgring 500 km (13th OA) and the Coupe du Salon (2nd OA), while Locatelli took part in the 1000 km of Paris (14th OA). In 1970, #SE04*0047 changed hands, bought by Renzo Ruspa and Pier Giorgio Pelegrin. Among the most important races are again the Targa Florio (16th OA) and the "Circuito Mugello". During this period, the bodywork underwent some modifications. The most obvious one is at the rear to improve aerodynamics, facilitate the cooling of the engine and to save a few precious kilos, a new short bonnet was fitted to our Abarth. At the next change of hands, the car crossed the border to France, bought by the racing driver Jean-Marie Lemerle. He registered #SE04*0047 as #SE04*0043 and changed the chassis number, thus avoiding the payment of customs duties. Lemerle will enter his new acquisition in many hill-climbing races and road circuits, circuit of Soisson, Course de Cote d'Autun etc... In Retromobile 2008, our Abarth was on Christophe Pund's stand at the Galerie des Damiers. The same year, it was back on the Le Mans track where it made a comeback during the Le Mans Classic in the hands of Wolfi Zweifler, a great collector and driver of Italian cars. Sometime later, it joined the team of Pierre Mellinger, great Ferrari collector who once again entered the little Abarth on the Le Mans track before handing it over to its current owner, who will give it a special place in his private museum. Today, in its 1969 Le Mans configuration, the car is in an incredible state of preservation having benefited from a careful restoration by GPS Classic making it perfectly fit to shine at historic races such as Le Mans Classic. An extensive file accompanies the car as does its second "short" bonnet from the 1970 season. Other Cars from Historic Cars 1982-Renault-5-Turbo-Group-4-01.jpg 1982-Renault-5-Turbo-Group-4-02.jpg 1982-Renault-5-Turbo-Group-4-11.jpg 1982-Renault-5-Turbo-Group-4-01.jpg 1/11 1982 Renault 5 Turbo Group 4 Historic Cars France 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1967-Jaguar-E-Type-4.2-OTS-02.jpg 1967-Jaguar-E-Type-4.2-OTS-15.jpg 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1/15 1967 Jaguar E-Type 4.2 OTS Historic Cars France 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1958-Lotus-XI-ex-24H-Le-Mans-02.jpg 1958-Lotus-XI-ex-24H-Le-Mans-10.jpg 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1/10 1958 Lotus XI ex 24H Le Mans Historic Cars France 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 BMW E24 is the first generation of BMW 6 Series range of grand tourer cars, which was produced from January 1976 to 1989 and replaced the BMW E9 coupés. The E24 was produced solely in a 2-door coupés body style. All models used petrol straight-six engines, with the majority using a version of the BMW M30 engine family. The E24 is based on the E12 5 Series platform. The E24 was designed by Paul Bracq. Unlike its E9 predecessor, the body of the E24 has a B pillar. The initial proposal for the E24 was based on a BMW E9 3.0 CS with an increased height, in order to make it easier for customers to get into the car. However, Bob Lutz rejected the proposal, eventually leading to the shape of the E24 in its production form. Production started in January 1976 with the 630CS and 633CSi in February 1976. A total of 86,216 cars were built prior to production ending in April 1989. Our Alpina tribute comes in the most beautiful color combination inside and out. One of her owners enjoyed her for over 10 years in Austria. After which she spent two years with a Belgian owner. She was sold new in Zwitserland. Besides the Alpina upgrades (rims, steering wheel, striping , etc.. ) she comes with K sport BMW coilover adjustable suspension and upgraded stainless steel exhaustmanifold. 1978 BMW 633 CSI Car Cave USA 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 25-1022001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 3.2 l L M30 inline 6 197 hp Transmission 5 speed manual Exterior light green Interior dark green leather Car Cave USA 1120 Edgefield Hwy Aiken USA Contact details (803) 262-4742 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 BMW E24 is the first generation of BMW 6 Series range of grand tourer cars, which was produced from January 1976 to 1989 and replaced the BMW E9 coupés. The E24 was produced solely in a 2-door coupés body style. All models used petrol straight-six engines, with the majority using a version of the BMW M30 engine family. The E24 is based on the E12 5 Series platform. The E24 was designed by Paul Bracq. Unlike its E9 predecessor, the body of the E24 has a B pillar. The initial proposal for the E24 was based on a BMW E9 3.0 CS with an increased height, in order to make it easier for customers to get into the car. However, Bob Lutz rejected the proposal, eventually leading to the shape of the E24 in its production form. Production started in January 1976 with the 630CS and 633CSi in February 1976. A total of 86,216 cars were built prior to production ending in April 1989. Our Alpina tribute comes in the most beautiful color combination inside and out. One of her owners enjoyed her for over 10 years in Austria. After which she spent two years with a Belgian owner. She was sold new in Zwitserland. Besides the Alpina upgrades (rims, steering wheel, striping , etc.. ) she comes with K sport BMW coilover adjustable suspension and upgraded stainless steel exhaustmanifold. Other Cars from Car Cave USA 1976-Lancia-Fulvia-Series-3-01.jpg 1976-Lancia-Fulvia-Series-3-02.jpg 1976-Lancia-Fulvia-Series-3-10.jpg 1976-Lancia-Fulvia-Series-3-01.jpg 1/10 1976 Lancia Fulvia Series 3 Car Cave USA United States 1969-Chevrolet-Camar-V8-01.jpg 1969-Chevrolet-Camar-V8-02.jpg 1969-Chevrolet-Camar-V8-15.jpg 1969-Chevrolet-Camar-V8-01.jpg 1/15 1969 Chevrolet Camaro V8 Car Cave USA United States 1970-Lancia-Fulvia-Sport-Zagato-1300-01.jpg 1970-Lancia-Fulvia-Sport-Zagato-1300-02.jpg 1970-Lancia-Fulvia-Sport-Zagato-1300-20.jpg 1970-Lancia-Fulvia-Sport-Zagato-1300-01.jpg 1/20 1970 Lancia Fulvia Sport Zagato 1300 Car Cave USA 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 particular example, Chassis WP0AB2968LS451994, is one such Carrera 4 Coupe that was purchased by its first owner from Don Rosen Imports in Conshohocken, PA. It was later purchased by its second and current owner in 1997 as a certified pre-owned vehicle from the same dealership where it was originally sold. The car sits on 16” Design 90 wheels and is finished in Arctic Silver Metallic paint, a $952 option, over a contrasting Slate Gray leather interior, which itself was a $2,182 option. Further options include a leather instrument housing, velour-like trunk carpet, heated sport seats, headlight washers, a rear wiper, painted trim rings, and a rear foglight. With over $7,800 in options, the total MSRP of this Porsche came out to $77,369 in 1990, or the equivalent of $188,048 in 2025 dollars. Over its thirty-plus years of ownership, this German classic was meticulously maintained to the highest degree, with service receipts and booklet stamps dating back to new. While this Porsche was serviced by several shops throughout its lifetime, the ones who saw it most frequently were Don Rosen Imports in Conshohocken, PA, Westtown Imported Cars in West Chester, PA, Porsche of The Main Line in Newtown Square, PA, and Performance Automotive Inc. in Malvern, PA. The only modifications on this car are the R-134 AC conversion that was completed in 2010, the original H1 headlights and fog lights being replaced with Euro-spec H4 lights in 2019 (original units included), and the original head unit being replaced with a modern Alpine unit in 2022. Lastly, Dynamat insulation has also been added to the floors for improved HVAC retention and sound deadening. On June 12, 2013, Performance Automotive Inc. performed an engine-out resealing service and a comprehensive replacement or service of all accessible components at 88,343 miles. The cam chain boxes, power steering drive, breather plate, and valve covers were resealed, and the valves were adjusted. The power steering hoses, thermostat oil hoses, crankcase oil hoses, steering rack boots, sunroof seal, and underhood sound pad were also replaced. Other miscellaneous service items of note include a new reverse light switch and a repair of the interior lights. All of these together racked up a bill of $10,875 but left the 911 running like new and addressed one of the most prominent service items you want to see with any Porsche. More recently, in preparation for sale, Performance Automotive Inc. replaced numerous key powertrain and suspension components, including the drive belts, front and rear brake hoses, front tie rod and sway bar boots, oil breather tank upper hose, left lower valve cover gasket, rear wiper arm, front and rear wiper blades, engine deck lid air struts, OEM under-engine pan, and the battery. At the same time, the front bumper cover was also repainted. The only real blemish to this vehicles history pertains to an incident in 2016. When a large truck impacted the drivers side rear quarter at less than 5 mph. The repair was entrusted to Brandywine Coach Works and was remedied with no expense spared. As such, the vehicle is not original paint. As it sits, this 1990 Porsche 911 shows around 110,000 miles on the odometer, but you wouldn’t know it from looking at it or driving it. Coming from long-term fanatical ownership, this 911 has not only been well-loved but, most importantly, well-maintained without regard for cost. The over 90 pages of maintenance records on file show that no expense was spared in keeping this Porsche on the road, and it shouldn’t surprise anyone to know that it currently has no outstanding service issues. Upon purchase, the new owner will receive all of the original books/manuals, the original tool kit and jack, the original tire inflator pump kit, the original wheel locks with two keys, two original ignition keys, two aftermarket spare keys, one plastic “credit card” key, and two car covers. In addition to a variety of spares, accessories and detailed service history file. 1990 Porsche Carrera 4 LBI Limited If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0410012 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 62L13837 Fanatical Single Ownership Since 1997 Clean CARFAX Report & Extensive Service History Offered With Books, Tools, Compressor, Car Cover & More LBI Limited 4500 Worth St. Philadelphia Pennsylvania Contact details info@lbilimited.com +1 (610) 716.2331 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright This particular example, Chassis WP0AB2968LS451994, is one such Carrera 4 Coupe that was purchased by its first owner from Don Rosen Imports in Conshohocken, PA. It was later purchased by its second and current owner in 1997 as a certified pre-owned vehicle from the same dealership where it was originally sold. The car sits on 16” Design 90 wheels and is finished in Arctic Silver Metallic paint, a $952 option, over a contrasting Slate Gray leather interior, which itself was a $2,182 option. Further options include a leather instrument housing, velour-like trunk carpet, heated sport seats, headlight washers, a rear wiper, painted trim rings, and a rear foglight. With over $7,800 in options, the total MSRP of this Porsche came out to $77,369 in 1990, or the equivalent of $188,048 in 2025 dollars. Over its thirty-plus years of ownership, this German classic was meticulously maintained to the highest degree, with service receipts and booklet stamps dating back to new. While this Porsche was serviced by several shops throughout its lifetime, the ones who saw it most frequently were Don Rosen Imports in Conshohocken, PA, Westtown Imported Cars in West Chester, PA, Porsche of The Main Line in Newtown Square, PA, and Performance Automotive Inc. in Malvern, PA. The only modifications on this car are the R-134 AC conversion that was completed in 2010, the original H1 headlights and fog lights being replaced with Euro-spec H4 lights in 2019 (original units included), and the original head unit being replaced with a modern Alpine unit in 2022. Lastly, Dynamat insulation has also been added to the floors for improved HVAC retention and sound deadening. On June 12, 2013, Performance Automotive Inc. performed an engine-out resealing service and a comprehensive replacement or service of all accessible components at 88,343 miles. The cam chain boxes, power steering drive, breather plate, and valve covers were resealed, and the valves were adjusted. The power steering hoses, thermostat oil hoses, crankcase oil hoses, steering rack boots, sunroof seal, and underhood sound pad were also replaced. Other miscellaneous service items of note include a new reverse light switch and a repair of the interior lights. All of these together racked up a bill of $10,875 but left the 911 running like new and addressed one of the most prominent service items you want to see with any Porsche. More recently, in preparation for sale, Performance Automotive Inc. replaced numerous key powertrain and suspension components, including the drive belts, front and rear brake hoses, front tie rod and sway bar boots, oil breather tank upper hose, left lower valve cover gasket, rear wiper arm, front and rear wiper blades, engine deck lid air struts, OEM under-engine pan, and the battery. At the same time, the front bumper cover was also repainted. The only real blemish to this vehicles history pertains to an incident in 2016. When a large truck impacted the drivers side rear quarter at less than 5 mph. The repair was entrusted to Brandywine Coach Works and was remedied with no expense spared. As such, the vehicle is not original paint. As it sits, this 1990 Porsche 911 shows around 110,000 miles on the odometer, but you wouldn’t know it from looking at it or driving it. Coming from long-term fanatical ownership, this 911 has not only been well-loved but, most importantly, well-maintained without regard for cost. The over 90 pages of maintenance records on file show that no expense was spared in keeping this Porsche on the road, and it shouldn’t surprise anyone to know that it currently has no outstanding service issues. Upon purchase, the new owner will receive all of the original books/manuals, the original tool kit and jack, the original tire inflator pump kit, the original wheel locks with two keys, two original ignition keys, two aftermarket spare keys, one plastic “credit card” key, and two car covers. In addition to a variety of spares, accessories and detailed service history file. Other Cars from LBI Limited 1994-Porsche-Carrera-2-01.jpg 1994-Porsche-Carrera-2-02.jpg 1994-Porsche-Carrera-2-20.jpg 1994-Porsche-Carrera-2-01.jpg 1/20 1994 Porsche Carrera 2 LBI Limited United Kingdom 1967-BMW-1600GT-01.jpg 1967-BMW-1600GT-02.jpg 1967-BMW-1600GT-20.jpg 1967-BMW-1600GT-01.jpg 1/20 1967 BMW 1600GT LBI Limited United Kingdom 1978-Ferrari-308-GTS-01.jpg 1978-Ferrari-308-GTS-02.jpg 1978-Ferrari-308-GTS-20.jpg 1978-Ferrari-308-GTS-01.jpg 1/20 1978 Ferrari 308 GTS LBI Limited 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

Chassis number 4840 was dispatched to Italian dealer Righetti on 25 June 1971, having rolled off the production line sporting Rosso Corsa paintwork with a stunning Bleu leather and cloth interior. This Miura was sold the following May to its first owner in Germany and, between 1972 and being acquired by its second owner in 1977, underwent an aesthetic conversion to resemble the one-off 1970 Miura ‘Jota’. The Jota, or SV-J, was a testbed built at the behest of Lamborghini’s chief test driver Bob Wallace, with the ultimately unfulfilled intention to take the car racing under the FIA’s Appendix J regulations. Despite this, a handful of SV-Js were commissioned for particular clients from the factory, while other Miuras underwent conversion at a later date at their owner’s request. Changes to resemble the Jota included the installation of fixed headlights with plexiglass covers, the cutting of large air exhausts for the radiator into to the bonnet, and a central opening created for a racing-specification fuel filler cap. The front air dam was also changed for an aluminium variant, while the exhaust system was modified to have centralised tailpipes, necessitating an alteration inside the boot to accommodate their new placement. The car changed hands once again in 1978 and then remained with its third keeper until 1997, whereupon it came into the possession of its fourth owner, by which time it had covered a little over 30,000 kilometres. Under their supervision, from 1997 to 2001, the car underwent an extremely thorough bare-metal restoration. The bodywork, chassis, and interior were returned to “as-new” condition, while the engine and gearbox were completely stripped and rebuilt by Instinsky of Stuttgart, who also converted it to run on unleaded fuel. The car retained its Jota bodywork and exhaust specification and was finished in a beautiful dark green, with gold wheels and details, and trimmed inside with cream and black leather. The Miura because a regular showpiece, including making an appearance at the 2012 Essen Techno Classica, by which time it had become part of the Dr Oetker collection. Its previous owner acquired the car in 2015 from the Dr Oetker collection and, after careful consideration, decided to embark upon a cosmetic restoration of the car to the June 1971 factory specification. The restoration of the body and paintwork was carried out by Carrosserie Battaglia-Bolognesi in Ferrara, who took the bodywork back to bare metal once again, removing the Jota elements and installing original retractable headlights, before repainting the car in Rosso Corsa. The interior was retrimmed in dark blue by Auto Interni and the mechanical elements, including the fitment of a non-Jota exhaust system, were given a thorough once over by marque specialist Top Motors, run by ex-Lamborghini foreman Orazio Salvioli and his son Luca. Completed in 2016, chassis 4840 was purchased by the consignor in 2021. Enjoyed since, this Miura SV presents wonderfully and benefits from a major service carried out by Mythic Motors in April 2024. Certified by Lamborghini Polo Storico, it retains its matching-numbers V-12 engine and is accompanied by the certification documents. Furthermore, the car is offered with a Lamborghini leather folio, owner’s manual, tool kit, and the old German Fahrzeugbrief, which details the previous owners back to 1972. As one of just 150 built, this German-delivered Miura SV ticks all the boxes with its known history from new, factory-correct colour scheme, matching-numbers engine, and sought-after Lamborghini Polo Storico certification. 1971 Lamborghini Miura SV 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 26-0101007 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine No. 30628 Body No. 737 One of 150 examples of the Miura SV built Supplied to Italian agent Righetti and sold new to Germany in May 1972; known ownership throughout Finished in its factory-correct colour scheme of Rosso Corsa over a Bleu interior Certified by Lamborghini Polo Storico; retains its matching-numbers V-12 engine Restored by Carrosserie Battaglia-Bolognesi and Top Motors to original specifications in 2016 Accompanied by its Lamborghini leather folio, owner’s manual, tool kit, and the old German Fahrzeugbrief 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 Chassis number 4840 was dispatched to Italian dealer Righetti on 25 June 1971, having rolled off the production line sporting Rosso Corsa paintwork with a stunning Bleu leather and cloth interior. This Miura was sold the following May to its first owner in Germany and, between 1972 and being acquired by its second owner in 1977, underwent an aesthetic conversion to resemble the one-off 1970 Miura ‘Jota’. The Jota, or SV-J, was a testbed built at the behest of Lamborghini’s chief test driver Bob Wallace, with the ultimately unfulfilled intention to take the car racing under the FIA’s Appendix J regulations. Despite this, a handful of SV-Js were commissioned for particular clients from the factory, while other Miuras underwent conversion at a later date at their owner’s request. Changes to resemble the Jota included the installation of fixed headlights with plexiglass covers, the cutting of large air exhausts for the radiator into to the bonnet, and a central opening created for a racing-specification fuel filler cap. The front air dam was also changed for an aluminium variant, while the exhaust system was modified to have centralised tailpipes, necessitating an alteration inside the boot to accommodate their new placement. The car changed hands once again in 1978 and then remained with its third keeper until 1997, whereupon it came into the possession of its fourth owner, by which time it had covered a little over 30,000 kilometres. Under their supervision, from 1997 to 2001, the car underwent an extremely thorough bare-metal restoration. The bodywork, chassis, and interior were returned to “as-new” condition, while the engine and gearbox were completely stripped and rebuilt by Instinsky of Stuttgart, who also converted it to run on unleaded fuel. The car retained its Jota bodywork and exhaust specification and was finished in a beautiful dark green, with gold wheels and details, and trimmed inside with cream and black leather. The Miura because a regular showpiece, including making an appearance at the 2012 Essen Techno Classica, by which time it had become part of the Dr Oetker collection. Its previous owner acquired the car in 2015 from the Dr Oetker collection and, after careful consideration, decided to embark upon a cosmetic restoration of the car to the June 1971 factory specification. The restoration of the body and paintwork was carried out by Carrosserie Battaglia-Bolognesi in Ferrara, who took the bodywork back to bare metal once again, removing the Jota elements and installing original retractable headlights, before repainting the car in Rosso Corsa. The interior was retrimmed in dark blue by Auto Interni and the mechanical elements, including the fitment of a non-Jota exhaust system, were given a thorough once over by marque specialist Top Motors, run by ex-Lamborghini foreman Orazio Salvioli and his son Luca. Completed in 2016, chassis 4840 was purchased by the consignor in 2021. Enjoyed since, this Miura SV presents wonderfully and benefits from a major service carried out by Mythic Motors in April 2024. Certified by Lamborghini Polo Storico, it retains its matching-numbers V-12 engine and is accompanied by the certification documents. Furthermore, the car is offered with a Lamborghini leather folio, owner’s manual, tool kit, and the old German Fahrzeugbrief, which details the previous owners back to 1972. As one of just 150 built, this German-delivered Miura SV ticks all the boxes with its known history from new, factory-correct colour scheme, matching-numbers engine, and sought-after Lamborghini Polo Storico certification. 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