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To replace the iconic Miura, Lamborghini would once again throw the design rulebook out of the window. Employing Marcello Gandini once more, Lamborghini launched the spaceship LP400 at the Geneva motorshow in 1971. Three years later the first customer cars were delivered. In 1974 the Countach was a trailblazer. Its design both pioneered and popularised the wedge-shaped, sharply angled look popular in many high-performance sports cars. The "cabin-forward" design concept, which pushes the passenger compartment forward in order to accommodate a larger engine, was also popularised by the Countach. For the 5000 QV, the penultimate and most popular iteration of the Countach legend, the engine was bored and stroked to 5.2 litres (5,167 cc) and given four valves per cylinder (quattrovalvole in Italian). The carburettors were moved from the sides to the top of the engine for better breathing — creating a "power bulge" on the engine cover. These engine changes meant that the car produces 455BHP @7,500rpm with 369lb ft @ 5,200rpm; some 70bhp up on its Testarossa rival and enough to propel the car from a standstill to 60mph in 4.1 seconds and on to 100mph in 10. The Downdraft 5000 QV was in fact the only Countach to be homologated for the FIAs Group B, intending to rival the likes of the 288 GTO and 959 before the cancellation of the series due to safety concerns. Such was the over engineering present with the Countach, even at peak production just three handbuilt cars a week were finished in Sant’Agata. It is these facts and figures which make the downdraft QV the Countach to have, whilst the headlines have been grabbed the early Periscopica Countachs which have soared in value, peaking at auction as high as $1,800,000. In 2011, world-renowned period test-driver Valentino Balboni spoke the highest praise of the QV, ’It’s still clean and pure Countach. I think it’s the best compromise. In terms of power and drivability, for me it’s the best. This is the one which has the most charisma, I would say. Pure Countach: the right engine in the right car.” This example of the iconic, penned by Marcello Gandini, Lamborghini Countach is a high performance 5000 QV ’88.5’ variant, named as such due to its four valve per cylinder heads (Quattro – Valvole). This specific car is believed to have been the New York Auto Show car for 1988. It arrived finished in Rosso Perlato Chiaro, a deep almost pearlescent finish, not overly saturated, which allows it to pair coherently with the gold Campagnolo magnesium wheels. The interior is trimmed in extensive Champagne leather, with dark red inserts and piping. A specification that was bespoke at the time, and certainly encapsulates the iconic 1980s aesthetic of the Countach. After unveiling at the New York Auto Show, the car had two subsequent owners before being purchased by Frank Drendel of North Carolina, with just 5,877 kilometres from new, in January 1997. The Drendel family was in ownership of an impressive collection, and notably Matt Drendel, son of Frank, would go on to purchase a broad range of the most desirable turbocharged Porsche Racecars, including 911 GT1, 917/30, and several 935s, before his untimely passing at just 35 years old in 2010. In 1998, the car was sold to Al Burtoni of Milano Imports of Gilroy, California. Burtoni would undertake extensive modification this Countach, including high compression pistons, camshafts, ignition, low inertia connecting rods, as well as European spec headers, exhaust system, and Weber carburettors. This raised the output of the Bizzarrini Designed V12 from a claimed 440bhp, which was an optimistic figure, to a proven 538.4 Corrected bhp over 7,000rpm, on the TRD USA dyno in California. Whilst the car was undergoing works, it was purchased by Miura and Diablo owner Dick Rasmussen, who eventually took delivery of the car to his home in Wisconsin on the 4th of September 1998. Upon purchasing, Rasmussen also had the registration "DA BULL" put onto the car. Rasmussen would go on to care for this Countach until his passing in 2023; an over 25-year single ownership, covering less than 7,000km in this time. A request from Rasmussen was that whoever would be the next owner of the car would be selected by his family, and as such, the previous owner of the car did not simply just choose to purchase the Countach, he underwent a lengthy assessment by the family to be a worthy custodian of the vehicle. Today, this exceptionally powerful Countach has covered only 13,000 kilometres from new and presents the opportunity to purchase an appropriately upgraded Lamborghini in excellent condition. 1987 Lamborghini Countach 5000 QV D.K. Engineering Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0415022 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side LHD D.K. Engineering Ltd Little Green Street Farm, Green Street Chorleywood United Kingdom Contact details kbn@dkengineeringltd.com +44 (0)1923 287 687 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright To replace the iconic Miura, Lamborghini would once again throw the design rulebook out of the window. Employing Marcello Gandini once more, Lamborghini launched the spaceship LP400 at the Geneva motorshow in 1971. Three years later the first customer cars were delivered. In 1974 the Countach was a trailblazer. Its design both pioneered and popularised the wedge-shaped, sharply angled look popular in many high-performance sports cars. The "cabin-forward" design concept, which pushes the passenger compartment forward in order to accommodate a larger engine, was also popularised by the Countach. For the 5000 QV, the penultimate and most popular iteration of the Countach legend, the engine was bored and stroked to 5.2 litres (5,167 cc) and given four valves per cylinder (quattrovalvole in Italian). The carburettors were moved from the sides to the top of the engine for better breathing — creating a "power bulge" on the engine cover. These engine changes meant that the car produces 455BHP @7,500rpm with 369lb ft @ 5,200rpm; some 70bhp up on its Testarossa rival and enough to propel the car from a standstill to 60mph in 4.1 seconds and on to 100mph in 10. The Downdraft 5000 QV was in fact the only Countach to be homologated for the FIAs Group B, intending to rival the likes of the 288 GTO and 959 before the cancellation of the series due to safety concerns. Such was the over engineering present with the Countach, even at peak production just three handbuilt cars a week were finished in Sant’Agata. It is these facts and figures which make the downdraft QV the Countach to have, whilst the headlines have been grabbed the early Periscopica Countachs which have soared in value, peaking at auction as high as $1,800,000. In 2011, world-renowned period test-driver Valentino Balboni spoke the highest praise of the QV, ’It’s still clean and pure Countach. I think it’s the best compromise. In terms of power and drivability, for me it’s the best. This is the one which has the most charisma, I would say. Pure Countach: the right engine in the right car.” This example of the iconic, penned by Marcello Gandini, Lamborghini Countach is a high performance 5000 QV ’88.5’ variant, named as such due to its four valve per cylinder heads (Quattro – Valvole). This specific car is believed to have been the New York Auto Show car for 1988. It arrived finished in Rosso Perlato Chiaro, a deep almost pearlescent finish, not overly saturated, which allows it to pair coherently with the gold Campagnolo magnesium wheels. The interior is trimmed in extensive Champagne leather, with dark red inserts and piping. A specification that was bespoke at the time, and certainly encapsulates the iconic 1980s aesthetic of the Countach. After unveiling at the New York Auto Show, the car had two subsequent owners before being purchased by Frank Drendel of North Carolina, with just 5,877 kilometres from new, in January 1997. The Drendel family was in ownership of an impressive collection, and notably Matt Drendel, son of Frank, would go on to purchase a broad range of the most desirable turbocharged Porsche Racecars, including 911 GT1, 917/30, and several 935s, before his untimely passing at just 35 years old in 2010. In 1998, the car was sold to Al Burtoni of Milano Imports of Gilroy, California. Burtoni would undertake extensive modification this Countach, including high compression pistons, camshafts, ignition, low inertia connecting rods, as well as European spec headers, exhaust system, and Weber carburettors. This raised the output of the Bizzarrini Designed V12 from a claimed 440bhp, which was an optimistic figure, to a proven 538.4 Corrected bhp over 7,000rpm, on the TRD USA dyno in California. Whilst the car was undergoing works, it was purchased by Miura and Diablo owner Dick Rasmussen, who eventually took delivery of the car to his home in Wisconsin on the 4th of September 1998. Upon purchasing, Rasmussen also had the registration "DA BULL" put onto the car. Rasmussen would go on to care for this Countach until his passing in 2023; an over 25-year single ownership, covering less than 7,000km in this time. A request from Rasmussen was that whoever would be the next owner of the car would be selected by his family, and as such, the previous owner of the car did not simply just choose to purchase the Countach, he underwent a lengthy assessment by the family to be a worthy custodian of the vehicle. Today, this exceptionally powerful Countach has covered only 13,000 kilometres from new and presents the opportunity to purchase an appropriately upgraded Lamborghini in excellent condition. Other Cars from D.K. Engineering Ltd 1995-Ferrari-F50-01.jpeg 1995-Ferrari-F50-02.jpeg 1995-Ferrari-F50-20.jpg 1995-Ferrari-F50-01.jpeg 1/20 1995 Ferrari F50 D.K. Engineering Ltd United Kingdom 1957-Porsche-356-Emory-Special-01.jpg 1957-Porsche-356-Emory-Special-02.jpg 1957-Porsche-356-Emory-Special-15.jpg 1957-Porsche-356-Emory-Special-01.jpg 1/15 1957 Porsche 356 Emory 'Special' D.K. Engineering Ltd United Kingdom 1955-Mercedes-Benz-300SL-Gullwing-01.jpg 1955-Mercedes-Benz-300SL-Gullwing-02.jpg 1955-Mercedes-Benz-300SL-Gullwing-20.jpg 1955-Mercedes-Benz-300SL-Gullwing-01.jpg 1/20 1955 Mercedes-Benz 300 SL 'Gullwing' D.K. Engineering Ltd United Kingdom Last Featured Cars

Introduced at the 1966 Turin Motor Show, the Maserati Ghibli took the automotive world by storm, powered by a potent new 4.7-liter dry-sump V-8 engine capable of developing 310 horsepower. Showgoers were awestruck by the groundbreaking coachwork by Ghia’s Giorgetto Giugiaro, who penned a low and wide aerodynamic coupe featuring pop-up headlamps, a raked windshield, and a sweeping fastback rear end. The Ghibli soon became the preferred choice of jet-set celebrities around the globe, finding favor with A-list buyers as diverse as comedic actor Peter Sellers, French New Wave cinema star Jean-Paul Belmondo, entertainer Sammy Davis Jr., and professional basketball player Wilt Chamberlain. As with any great sports car coupe, customer demand eventually skyrocketed for an open-top version, and Maserati answered the call with a spyder that debuted on Ghia’s stand at the 1968 Turin Motor Show. With the roof removed, the coachwork design took on a totally different character, emphasizing its flowing beltlines and luxurious dimensions. The prototype proved to be the first of only 125 examples built across all variants, ensuring a degree of rarity that has only solidified the model’s cachet in the eyes of collectors today. This Ghibli Spyder, chassis number 1047, is recorded to have been manufactured in September 1969, according to the accompanying Certificate of Origin from Maserati issued in September 2015. The car was originally finished in Rame Metallizzato (Metallic Copper) over a Tan Connolly leather interior. Under the hood, the Maserati was built with a 4.7-liter V-8 engine paired with a five-speed manual ZF gearbox, making it one of only 83 such examples built with this engine type. Delivered new to Milan, Italy, the Ghibli Spyder was eventually imported into the United States and entered the collection of Ferrari North America President and CEO, Gianluigi Longinotti-Buitoni. In 2001, he sent his Maserati up to Canada for a restoration at Remo Ferri’s dealership in Ontario; Ferri would later take ownership of the vehicle. The Maserati is offered with invoices that reveal the years-long process of completely restoring the car to its current stunning condition. Given the nature of the vehicle’s ownership, the project was carried out via an open checkbook allowing no stone to be left unturned. Finally completed in 2018, the Ghibli Spyder is now finished in a handsome shade of dark blue over a tan interior with a matching dark blue convertible top. Additional information provided by the Maserati Certificate of Origin verifies the presence of its numbers-matching engine. A spare wheel is included, while the four Cromodora wheels are equipped with Michelin X radial tires. This fine example—which in 4.7-liter guise is rarer than its chief rival of the day, the Ferrari 365 GTB/4 Daytona Spider—is sure to appeal to Italian classic car aficionados thanks to its significant provenance and spectacular restoration. 1970 Maserati Ghibli 4.7 Spyder by Ghia 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 25-0715003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine No. AM115/S 1047 One of just 83 Ghibli 4.7 Spyders produced Formerly owned by Ferrari North America President and CEO, Gianluigi Longinotti-Buitoni Expertly restored by Ferrari Maserati of Ontario; completed in 2018 Powered by a numbers-matching engine as shown on the Maserati Certificate of Origin RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Introduced at the 1966 Turin Motor Show, the Maserati Ghibli took the automotive world by storm, powered by a potent new 4.7-liter dry-sump V-8 engine capable of developing 310 horsepower. Showgoers were awestruck by the groundbreaking coachwork by Ghia’s Giorgetto Giugiaro, who penned a low and wide aerodynamic coupe featuring pop-up headlamps, a raked windshield, and a sweeping fastback rear end. The Ghibli soon became the preferred choice of jet-set celebrities around the globe, finding favor with A-list buyers as diverse as comedic actor Peter Sellers, French New Wave cinema star Jean-Paul Belmondo, entertainer Sammy Davis Jr., and professional basketball player Wilt Chamberlain. As with any great sports car coupe, customer demand eventually skyrocketed for an open-top version, and Maserati answered the call with a spyder that debuted on Ghia’s stand at the 1968 Turin Motor Show. With the roof removed, the coachwork design took on a totally different character, emphasizing its flowing beltlines and luxurious dimensions. The prototype proved to be the first of only 125 examples built across all variants, ensuring a degree of rarity that has only solidified the model’s cachet in the eyes of collectors today. This Ghibli Spyder, chassis number 1047, is recorded to have been manufactured in September 1969, according to the accompanying Certificate of Origin from Maserati issued in September 2015. The car was originally finished in Rame Metallizzato (Metallic Copper) over a Tan Connolly leather interior. Under the hood, the Maserati was built with a 4.7-liter V-8 engine paired with a five-speed manual ZF gearbox, making it one of only 83 such examples built with this engine type. Delivered new to Milan, Italy, the Ghibli Spyder was eventually imported into the United States and entered the collection of Ferrari North America President and CEO, Gianluigi Longinotti-Buitoni. In 2001, he sent his Maserati up to Canada for a restoration at Remo Ferri’s dealership in Ontario; Ferri would later take ownership of the vehicle. The Maserati is offered with invoices that reveal the years-long process of completely restoring the car to its current stunning condition. Given the nature of the vehicle’s ownership, the project was carried out via an open checkbook allowing no stone to be left unturned. Finally completed in 2018, the Ghibli Spyder is now finished in a handsome shade of dark blue over a tan interior with a matching dark blue convertible top. Additional information provided by the Maserati Certificate of Origin verifies the presence of its numbers-matching engine. A spare wheel is included, while the four Cromodora wheels are equipped with Michelin X radial tires. This fine example—which in 4.7-liter guise is rarer than its chief rival of the day, the Ferrari 365 GTB/4 Daytona Spider—is sure to appeal to Italian classic car aficionados thanks to its significant provenance and spectacular restoration. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

BIRTH OF A LEGEND Every great saga opens with a deceptively simple chapter, or as the saying goes, the longest journey begins with but a single step. In the case of the featured lot, that great saga, the metaphorical longest journey, is the production of Ferrari’s longest-running and most celebrated vintage model—the 250 GT. And this remarkable coachbuilt Ferrari is that opening chapter, the initial single step; this Vignale-bodied Ferrari is the very first 250 road car produced. From its 1947 inception, Ferrari overwhelmingly relied on a Gioacchino Colombo-designed V-12 that was successively developed from its original 1.5-liter displacement to 1.9, 2.3, 2.6, and 2.7-liter configurations. In early 1952, the engine was further enlarged with a single-cylinder volume approaching 250 cubic centimeters, and the resulting 2,953-cubic-centimeter engine became the first edition of the famous Colombo short-block 3-liter V-12—a motor that in one form or another remained in production through 1964. This remarkably long development period of 13 years not only cemented an important legacy in Ferrari’s lore, but it guaranteed the 250 engine a degree of reliability that was altogether lacking in less developed and time-tested motors engineered by the competition, a benefit that became apparent during numerous wins in endurance racing events. Unsurprisingly, the earliest 250 engines were utilized in competition cars, starting with the 250 Sport that Giovanni Bracco famously flogged through the rain to win the 1952 Mille Miglia, and most immediately leading to a short run of 250 MM berlinettas and spiders that followed. A year later Ferrari finally installed the 3-liter V-12 in a luxurious grand touring car intended solely for road use: this very important Vignale-bodied Ferrari (0295 EU), in what was essentially the inception of the legendary 250 GT. According to an authoritative feature article in Cavallino magazine by Ferrari historian and Pebble Beach judge Alan C. Boe, and as corroborated by the research of marque expert Marcel Massini, chassis number 0295 EU, presented here, is the very first 250 Europa built. It is effectively the prototypical example of a 3-liter grand touring Ferrari, and it was one of just two that received the 3-liter Colombo 250 V-12. (Only the first two 250 Europas were equipped as such, the following 20 examples being fitted with a Lampredi-designed engine.) The car is one of just three 250 Europa coupes that were bodied by Vignale. Most importantly, however, this car must be considered a prototypical example of a Ferrari 3-liter Colombo-powered grand touring car, essentially the progenitor of the venerable 250 GT, Ferrari’s most celebrated and successful platform. A one-off, 0295 EU was clothed in one of Giovanni Michelotti’s more intriguing designs, showing a clear influence from the Vignale-bodied 340 Mexicos that ran the Carrera Panamericana, while featuring intricate finishing in the half-chromed fender protuberances, and chrome-molded side scallops painted in a complementary two-tone color scheme. The large eggcrate grille, single arcing belt line, and the high-waisted low-roof architecture combined to result in a muscular brute of a stance, emanating power and style. This 250 Europa was publicly unveiled by Ferrari in October 1953 at the Paris Salon. The coachwork was finished in an arresting shade of Rosso Rubino, with a very dark hue of Amaranto red in the distinctive coves, nearly approaching black. This luxuriously appointed road car represented Maranello’s strongest step yet toward a consistent model line, as the 250 would soon assume full production in the Pinin Farina-bodied 250 Europas and Europa GTs, the segue to the true 250 GT Coupes and Cabriolets that appeared in 1956 and 1957. Ferrari’s first phase of legitimate production automobiles would eventually extend all the way to the 250 GT/L Lusso of the mid-1960s, while offering some of history’s most compelling models along the way, including the dual-use Tour de France Berlinetta and California Spider, and the competition-specified Testa Rossa and GTO race cars. Following its presentation at the 1953 Paris Salon, this fascinating Europa was sold to its first owner, Robert Teakle of Detroit, Michigan. Over the next 18 years, the Ferrari passed through the care of seven additional American owners before being acquired in August 1971 by Gilbert Walton of Danville, California. Mr. Walton went on to retain possession for a remarkable period of 37 years, during which the Europa was mostly stored in preparation for a restoration. Some work began in the mid-1980s, but when Mr. Walton offered the car for sale in 2008, it was still in a partially disassembled state. ITALIAN RENAISSANCE In August 2008 the significant Ferrari was purchased from Walton by Brian Hoyt, the well-known proprietor of Perfect Reflections in Hayward, California, one of the vintage Ferrari niche’s most respected restoration concerns. Aware that he had secured the long-forgotten 1953 Paris Salon show car, Mr. Hoyt commenced an exacting refurbishment that addressed every mechanical and cosmetic consideration. The original Colombo 3-liter V-12 was sent to the highly respected marque specialist Patrick Ottis, who completely rebuilt the important engine, including the installation of new pistons. The running gear and ancillary systems were all rebuilt, and Mr. Hoyt spent many hours studying photos of the car from 1953 in order to optimally replicate the finish and accessory details. The aluminum coachwork was reduced to bare metal and then treated to a deep two-tone finish in Rosso Rubino on the majority of the body, while the side coves were finished in contrasting Nero, and the interior was trimmed in beige leather upholstery. Upon completion of the masterful five-year restoration, the Europa was sold to the consignor, a respected collector of important vintage Ferraris based in Kentucky. In an effort to further improve the car’s historical accuracy, the new owner and Mr. Hoyt took additional efforts to study period evidence. Concluding that the side coves were originally a very dark red, but not quite black, Mr. Hoyt refinished the coves in a thin coat of red paint that returned them to a beautiful deep red hue. The owner wasted no time in exhibiting the magnificent Europa on the show scene, beginning with presentation at the Pebble Beach Concours d’Elegance in August 2015, where the car participated in the very competitive Grand Touring Ferrari class. Five months later the 250 was shown at the Cavallino Classic, winning a Platinum Award and the Elegance Cup for the finest coachbuilt Ferrari. In April 2016 the Europa was certified by Ferrari Classiche with a Red Book that demonstrates the continued presence of the numbers-matching chassis, engine, and coachwork. The gearbox and rear differential have been replaced with correct-type components stamped by Ferrari Classiche, further assuring the car is presented with the highest possible level of authenticity. In May 2016 the Ferrari was exhibited at the exclusive Villa d’Este Concorso d’Eleganza at Lake Como, Italy, and a month later it was the featured cover car of Cavallino magazine, in conjunction with Mr. Boe’s well-researched article. In 2017 the Europa was presented at the Arizona Concours d’Elegance, collecting a class award and a special award for the Most Elegant Postwar Car, and at the Salon Privé Concours d’Elegance in Great Britain, where it won an Outstanding Coachwork award during the event’s tribute to 70 Years of Ferrari. The year’s activities were nicely rounded out when the Europa was displayed at the Ferrari Museum in Maranello. Additional awards were earned at the 2019 Concours d’Elegance Suisse (Best of Show), the 2019 Las Vegas Concours d’Elegance (Best of Show, Post War), and the 2021 Cavallino Classic Middle East edition at Abu Dhabi (Best of Show and Gran Turismo Cup). The consignor also enjoyed the car in an organized driving event when it participated in the Ferrari Factory Cavalcade Classic staged through the Dolomite Mountains in Italy during September 2022. Ideal for enjoyment on major vintage touring events and rallies, or presentation at world-class concours d’elegance, this outstanding show-awarded Europa is an important cornerstone of the 250 GT legend. It continues to benefit from Mr. Hoyt’s top-notch restoration, and it is desirably documented with the Ferrari Classiche Red Book that certifies the continued presence of the matching-numbers V-12 engine. Bona fide Maranello show cars presented by the manufacturer in period are only seldom offered in public, and this extremely special coachbuilt example would make a crowning acquisition for any connoisseur of significant 1950s Ferraris. For collectors in search of important prototypical examples of legendary post-war models, the availability of 0295 EU presents a unique opportunity for the knowledgeable tifoso. 1953 Ferrari 250 Europa RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0205009 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 0295 EU Documents US Title The very first luxury grand touring Ferrari powered by a 3-liter Colombo V-12 engine, and the first of 22 Europas built One of the most elegant and iconic designs penned by celebrated Vignale designer Giovanni Michelotti Produced by Ferrari for the 1953 Paris Motor Show The first of only two 250 Europas that feature the legendary 3-liter Colombo V-12; and one of only three Vignale-bodied 250 Europa coupes Meticulously restored from 2010 to 2015 by Brian Hoyt’s Perfect Reflections, including full rebuild of matching-numbers engine by Patrick Ottis Certified by Ferrari Classiche with a Red Book authenticating the continued presence of the matching-numbers engine Multiple Best of Show and FCA Platinum Award wins, including Best of Show at the Cavallino Classic Middle East, Suisse Concours d’Elegance, and the Las Vegas Concours d’Elegance Exhibited at the Pebble Beach Concours d’Elegance, Villa d’Este Concorso d’Eleganza, Salon Privé Concours d’Elegance, Cavallino Classic, and the Ferrari Museum in Maranello Cover car; subject of feature article in the June/July 2016 issue of Cavallino magazine 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 BIRTH OF A LEGEND Every great saga opens with a deceptively simple chapter, or as the saying goes, the longest journey begins with but a single step. In the case of the featured lot, that great saga, the metaphorical longest journey, is the production of Ferrari’s longest-running and most celebrated vintage model—the 250 GT. And this remarkable coachbuilt Ferrari is that opening chapter, the initial single step; this Vignale-bodied Ferrari is the very first 250 road car produced. From its 1947 inception, Ferrari overwhelmingly relied on a Gioacchino Colombo-designed V-12 that was successively developed from its original 1.5-liter displacement to 1.9, 2.3, 2.6, and 2.7-liter configurations. In early 1952, the engine was further enlarged with a single-cylinder volume approaching 250 cubic centimeters, and the resulting 2,953-cubic-centimeter engine became the first edition of the famous Colombo short-block 3-liter V-12—a motor that in one form or another remained in production through 1964. This remarkably long development period of 13 years not only cemented an important legacy in Ferrari’s lore, but it guaranteed the 250 engine a degree of reliability that was altogether lacking in less developed and time-tested motors engineered by the competition, a benefit that became apparent during numerous wins in endurance racing events. Unsurprisingly, the earliest 250 engines were utilized in competition cars, starting with the 250 Sport that Giovanni Bracco famously flogged through the rain to win the 1952 Mille Miglia, and most immediately leading to a short run of 250 MM berlinettas and spiders that followed. A year later Ferrari finally installed the 3-liter V-12 in a luxurious grand touring car intended solely for road use: this very important Vignale-bodied Ferrari (0295 EU), in what was essentially the inception of the legendary 250 GT. According to an authoritative feature article in Cavallino magazine by Ferrari historian and Pebble Beach judge Alan C. Boe, and as corroborated by the research of marque expert Marcel Massini, chassis number 0295 EU, presented here, is the very first 250 Europa built. It is effectively the prototypical example of a 3-liter grand touring Ferrari, and it was one of just two that received the 3-liter Colombo 250 V-12. (Only the first two 250 Europas were equipped as such, the following 20 examples being fitted with a Lampredi-designed engine.) The car is one of just three 250 Europa coupes that were bodied by Vignale. Most importantly, however, this car must be considered a prototypical example of a Ferrari 3-liter Colombo-powered grand touring car, essentially the progenitor of the venerable 250 GT, Ferrari’s most celebrated and successful platform. A one-off, 0295 EU was clothed in one of Giovanni Michelotti’s more intriguing designs, showing a clear influence from the Vignale-bodied 340 Mexicos that ran the Carrera Panamericana, while featuring intricate finishing in the half-chromed fender protuberances, and chrome-molded side scallops painted in a complementary two-tone color scheme. The large eggcrate grille, single arcing belt line, and the high-waisted low-roof architecture combined to result in a muscular brute of a stance, emanating power and style. This 250 Europa was publicly unveiled by Ferrari in October 1953 at the Paris Salon. The coachwork was finished in an arresting shade of Rosso Rubino, with a very dark hue of Amaranto red in the distinctive coves, nearly approaching black. This luxuriously appointed road car represented Maranello’s strongest step yet toward a consistent model line, as the 250 would soon assume full production in the Pinin Farina-bodied 250 Europas and Europa GTs, the segue to the true 250 GT Coupes and Cabriolets that appeared in 1956 and 1957. Ferrari’s first phase of legitimate production automobiles would eventually extend all the way to the 250 GT/L Lusso of the mid-1960s, while offering some of history’s most compelling models along the way, including the dual-use Tour de France Berlinetta and California Spider, and the competition-specified Testa Rossa and GTO race cars. Following its presentation at the 1953 Paris Salon, this fascinating Europa was sold to its first owner, Robert Teakle of Detroit, Michigan. Over the next 18 years, the Ferrari passed through the care of seven additional American owners before being acquired in August 1971 by Gilbert Walton of Danville, California. Mr. Walton went on to retain possession for a remarkable period of 37 years, during which the Europa was mostly stored in preparation for a restoration. Some work began in the mid-1980s, but when Mr. Walton offered the car for sale in 2008, it was still in a partially disassembled state. ITALIAN RENAISSANCE In August 2008 the significant Ferrari was purchased from Walton by Brian Hoyt, the well-known proprietor of Perfect Reflections in Hayward, California, one of the vintage Ferrari niche’s most respected restoration concerns. Aware that he had secured the long-forgotten 1953 Paris Salon show car, Mr. Hoyt commenced an exacting refurbishment that addressed every mechanical and cosmetic consideration. The original Colombo 3-liter V-12 was sent to the highly respected marque specialist Patrick Ottis, who completely rebuilt the important engine, including the installation of new pistons. The running gear and ancillary systems were all rebuilt, and Mr. Hoyt spent many hours studying photos of the car from 1953 in order to optimally replicate the finish and accessory details. The aluminum coachwork was reduced to bare metal and then treated to a deep two-tone finish in Rosso Rubino on the majority of the body, while the side coves were finished in contrasting Nero, and the interior was trimmed in beige leather upholstery. Upon completion of the masterful five-year restoration, the Europa was sold to the consignor, a respected collector of important vintage Ferraris based in Kentucky. In an effort to further improve the car’s historical accuracy, the new owner and Mr. Hoyt took additional efforts to study period evidence. Concluding that the side coves were originally a very dark red, but not quite black, Mr. Hoyt refinished the coves in a thin coat of red paint that returned them to a beautiful deep red hue. The owner wasted no time in exhibiting the magnificent Europa on the show scene, beginning with presentation at the Pebble Beach Concours d’Elegance in August 2015, where the car participated in the very competitive Grand Touring Ferrari class. Five months later the 250 was shown at the Cavallino Classic, winning a Platinum Award and the Elegance Cup for the finest coachbuilt Ferrari. In April 2016 the Europa was certified by Ferrari Classiche with a Red Book that demonstrates the continued presence of the numbers-matching chassis, engine, and coachwork. The gearbox and rear differential have been replaced with correct-type components stamped by Ferrari Classiche, further assuring the car is presented with the highest possible level of authenticity. In May 2016 the Ferrari was exhibited at the exclusive Villa d’Este Concorso d’Eleganza at Lake Como, Italy, and a month later it was the featured cover car of Cavallino magazine, in conjunction with Mr. Boe’s well-researched article. In 2017 the Europa was presented at the Arizona Concours d’Elegance, collecting a class award and a special award for the Most Elegant Postwar Car, and at the Salon Privé Concours d’Elegance in Great Britain, where it won an Outstanding Coachwork award during the event’s tribute to 70 Years of Ferrari. The year’s activities were nicely rounded out when the Europa was displayed at the Ferrari Museum in Maranello. Additional awards were earned at the 2019 Concours d’Elegance Suisse (Best of Show), the 2019 Las Vegas Concours d’Elegance (Best of Show, Post War), and the 2021 Cavallino Classic Middle East edition at Abu Dhabi (Best of Show and Gran Turismo Cup). The consignor also enjoyed the car in an organized driving event when it participated in the Ferrari Factory Cavalcade Classic staged through the Dolomite Mountains in Italy during September 2022. Ideal for enjoyment on major vintage touring events and rallies, or presentation at world-class concours d’elegance, this outstanding show-awarded Europa is an important cornerstone of the 250 GT legend. It continues to benefit from Mr. Hoyt’s top-notch restoration, and it is desirably documented with the Ferrari Classiche Red Book that certifies the continued presence of the matching-numbers V-12 engine. Bona fide Maranello show cars presented by the manufacturer in period are only seldom offered in public, and this extremely special coachbuilt example would make a crowning acquisition for any connoisseur of significant 1950s Ferraris. For collectors in search of important prototypical examples of legendary post-war models, the availability of 0295 EU presents a unique opportunity for the knowledgeable tifoso. 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We are proud to present an extraordinary opportunity to own a piece of Formula 1 history: the 1997 Ferrari F310B, exclusively driven by Michael Schumacher. As curators of investment-grade automobiles, we don't just sell cars—we preserve legacies. This unrestored, race-ready icon, acquired from a Ferrari executive board member, will be showcased at The Quail and the Pebble Beach Concours d'Elegance, offering collectors a chance to acquire a car with an unparalleled story. In 1997, Ferrari's 50th anniversary year, the F310B marked a turning point for the Maranello team. Refined by legends John Barnard, Rory Byrne, and Ross Brawn, this car was a leap forward from its predecessor, boasting a more reliable 046/2 V10 engine, advanced aerodynamics, and a cutting-edge seven-speed gearbox actuation system. It was Ferrari's final wide-track racer before 1998 regulations, making this chassis a rare artifact of a pivotal era. This very chassis carried Schumacher to victory at the 1997 Japan Grand Prix at Suzuka, one of five wins that season (Monaco, Canada, France, Belgium, and Japan). With 102 points, Ferrari mounted its strongest championship challenge since 1990. The F310B's most dramatic moment came at the 1997 Jerez finale, where Schumacher and Jacques Villeneuve, separated by a single point, battled for the Drivers' Championship. In an unprecedented qualifying session, Schumacher, Villeneuve, and Heinz-Harald Frentzen posted identical times of 1:21.072—a statistical anomaly. The race itself became infamous when Schumacher's attempt to defend his lead resulted in a controversial collision, leading to his disqualification from the season but cementing this chassis place in F1 lore. Unrestored and in as-raced condition, this chassis remains a living testament to Ferrari's relentless pursuit of excellence and Schumacher's uncompromising drive. Having seen limited track-day use, it is both a collector's masterpiece and a functional piece of motorsport history. This is more than a car—it's a Hollywood-worthy saga of triumph, controversy, and redemption. Join us during Car Week 2025 as we unveil this special art piece at The Quail and Pebble Beach Concours to experience this iconic Ferrari F310B. For inquiries about this singular investment opportunity, contact our team of curators. Michael Schumacher drove this F310B, chassis to victory in the 1997 Japan Grand Prix at Suzuka. Schumacher won five Grand Prix races in 1997: Monaco, Canada, France, Belgium, and Japan. The Ferrari F310B was the car used by the Maranello team in the 1997 Formula 1 season. Enabled Ferrari to contend for the World Championship title in 1997. Last of the wide body cars, designed by Rory Byrne, Ross Brawn and John Barnard Amazing V10 sounding engine Ferrari amassed 102 points in the 1997 season, the highest since 1990. This chassis was exclusively driven by Michael Schumacher in four races. The 1997 season finale at Jerez was a dramatic showdown between Schumacher and Jacques Villeneuve. Schumacher and Villeneuve were separated by just one point in the championship entering Jerez. Driving this chassis, in an unprecedented event, Schumacher, Villeneuve, and Heinz-Harald Frentzen qualified with identical times of 1:21.072. Villeneuve predicted Schumacher might attempt controversial tactics, referencing the 1994 season finale. During the Jerez race, Schumacher driving this chassis attempted to take out Villeneuve in a controversial crash. The FIA ruled the crash was instinctual, not intentional, but disqualified Schumacher from the 1997 season. This chassis is unrestored, remains in as-raced condition, and has been used in track days. Purchased from a Ferrari executive board member, this is a historically significant F1 car. This is one of the easier modern F1 cars to drive at track events, a lot easier than the later chassis as they don't have all of the active aero The F310B's are eligible in any historic F1 series outside of Corsa Cliente This is one of the most historically important F1 Schumacher cars 1997 Ferrari F1 GT Motor 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 25-0801001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Vin F310B GT Motor Cars 20 N Plains Industrial Rd Wallingford Connecticut Contact details N.A. +1.888.204.0440 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 We are proud to present an extraordinary opportunity to own a piece of Formula 1 history: the 1997 Ferrari F310B, exclusively driven by Michael Schumacher. As curators of investment-grade automobiles, we don't just sell cars—we preserve legacies. This unrestored, race-ready icon, acquired from a Ferrari executive board member, will be showcased at The Quail and the Pebble Beach Concours d'Elegance, offering collectors a chance to acquire a car with an unparalleled story. In 1997, Ferrari's 50th anniversary year, the F310B marked a turning point for the Maranello team. Refined by legends John Barnard, Rory Byrne, and Ross Brawn, this car was a leap forward from its predecessor, boasting a more reliable 046/2 V10 engine, advanced aerodynamics, and a cutting-edge seven-speed gearbox actuation system. It was Ferrari's final wide-track racer before 1998 regulations, making this chassis a rare artifact of a pivotal era. This very chassis carried Schumacher to victory at the 1997 Japan Grand Prix at Suzuka, one of five wins that season (Monaco, Canada, France, Belgium, and Japan). With 102 points, Ferrari mounted its strongest championship challenge since 1990. The F310B's most dramatic moment came at the 1997 Jerez finale, where Schumacher and Jacques Villeneuve, separated by a single point, battled for the Drivers' Championship. In an unprecedented qualifying session, Schumacher, Villeneuve, and Heinz-Harald Frentzen posted identical times of 1:21.072—a statistical anomaly. The race itself became infamous when Schumacher's attempt to defend his lead resulted in a controversial collision, leading to his disqualification from the season but cementing this chassis place in F1 lore. Unrestored and in as-raced condition, this chassis remains a living testament to Ferrari's relentless pursuit of excellence and Schumacher's uncompromising drive. Having seen limited track-day use, it is both a collector's masterpiece and a functional piece of motorsport history. This is more than a car—it's a Hollywood-worthy saga of triumph, controversy, and redemption. Join us during Car Week 2025 as we unveil this special art piece at The Quail and Pebble Beach Concours to experience this iconic Ferrari F310B. For inquiries about this singular investment opportunity, contact our team of curators. Michael Schumacher drove this F310B, chassis to victory in the 1997 Japan Grand Prix at Suzuka. Schumacher won five Grand Prix races in 1997: Monaco, Canada, France, Belgium, and Japan. The Ferrari F310B was the car used by the Maranello team in the 1997 Formula 1 season. Enabled Ferrari to contend for the World Championship title in 1997. Last of the wide body cars, designed by Rory Byrne, Ross Brawn and John Barnard Amazing V10 sounding engine Ferrari amassed 102 points in the 1997 season, the highest since 1990. This chassis was exclusively driven by Michael Schumacher in four races. The 1997 season finale at Jerez was a dramatic showdown between Schumacher and Jacques Villeneuve. Schumacher and Villeneuve were separated by just one point in the championship entering Jerez. Driving this chassis, in an unprecedented event, Schumacher, Villeneuve, and Heinz-Harald Frentzen qualified with identical times of 1:21.072. Villeneuve predicted Schumacher might attempt controversial tactics, referencing the 1994 season finale. During the Jerez race, Schumacher driving this chassis attempted to take out Villeneuve in a controversial crash. The FIA ruled the crash was instinctual, not intentional, but disqualified Schumacher from the 1997 season. This chassis is unrestored, remains in as-raced condition, and has been used in track days. Purchased from a Ferrari executive board member, this is a historically significant F1 car. This is one of the easier modern F1 cars to drive at track events, a lot easier than the later chassis as they don't have all of the active aero The F310B's are eligible in any historic F1 series outside of Corsa Cliente This is one of the most historically important F1 Schumacher cars Other Cars from GT Motor Cars 1997-Ferrari-F1-01.webp 1997-Ferrari-F1-02.webp 1997-Ferrari-F1-10.webp 1997-Ferrari-F1-01.webp 1/10 1997 Ferrari F1 GT Motor Cars United States 1988-Ferrari-F40-01.webp 1988-Ferrari-F40-02.webp 1988-Ferrari-F40-15.webp 1988-Ferrari-F40-01.webp 1/15 1988 Ferrari F40 GT Motor Cars United States 1970-Ferrari-246-01.webp 1970-Ferrari-246-02.webp 1970-Ferrari-246-20.webp 1970-Ferrari-246-01.webp 1/20 1970 Ferrari 246 GT Motor Cars United States Last Featured Cars

SHINE BRIGHT LIKE A DIAMOND When evaluating the merits of a so-called legendary racing car, it is imperative to assess it from every angle. Design considerations, engineering provenance, competition pedigree, races won, and drivers utilized all factor in. How successfully did it meet its design brief, and how enduring was its competition success? What was its post-racing life and its private ownership provenance, and what is its current quality? Finally, and not least of all, is the dynamism of its overall presence. In effect, the halo collectible racing car is like a diamond. To be considered of optimal quality, every facet of the car’s unique cut must emit a brilliance that leaves one speechless. All of which informs our understanding of the current offering, the 1954 Mercedes-Benz W 196 R Stromlinienwagen, chassis number 00009/54. Rarely has a racing car emanated brilliance on so many levels. Yet, like any great car, the story of chassis number 00009/54 is not just that of a machine but one of men—and a more compelling group of racing luminaries would be nearly impossible to match. A London-born German engineer with a process so uniquely exacting it seems torn from the pages of a novel; an Argentinian racing veteran nearing the peak of his driving supremacy and worldwide celebrity; a young British driver of no less skill who would one day be knighted by the future King of England; and an American businessman raised to sell food who invested in Gasoline Alley and bought a ticket to immortality on the Brickyard. Rudolf Uhlenhaut—Juan Manuel Fangio—Stirling Moss—Tony Hulman. These four men form the arc of this W 196 R’s story, from the hallowed grounds of Mercedes-Benz’ Rennabteilung (Racing Department), to the stifling heat of Buenos Aires in January, to the brand-new high-speed banks of the Monza circuit, to one of the shrines of motorsport in Indianapolis. Our story begins with a humble engineering student in Munich at the dawn of the thirties when Germany was undergoing some of the worst symptoms of the crushing Great Depression. The London-born Rudolf “Rudi” Uhlenhaut was hired by Mercedes-Benz straight out of school in 1931, and he spent the next five years proving his mettle in the production car department, increasingly recognized for his quiet demeanor, strong work ethic, and unusual sense of commitment. During this time Mercedes-Benz returned to racing, and in 1934 and 1935 the works team enjoyed great success, giving rise to the W 25 racecars known as the Silver Arrows, for their unfinished metal coachwork. Despite these initial successes, Stuttgart suffered a setback in 1936 when that year’s new car failed to meet expectations, and changes were soon afoot. The promising Rudolf Uhlenhaut was promoted to director of the experimental department for racing, which was somewhat of a surprise given that he had no experience in racecar development. He was to work under racing department director Dr. Fritz Nallinger, and in conjunction with racing team manager Alfred Neubauer. Keenly aware of how little he knew about competition cars, Uhlenhaut threw himself into the assignment with characteristic zeal, learning the ins and outs of racecar behavior by privately testing the cars on the Nürburgring. Team drivers marveled at how quickly Uhlenhaut became shockingly good, as he insisted on testing cars at racing speeds to properly replicate in-race conditions, occasionally even besting team-driver lap times in the process. He was also the only Daimler-Benz engineer who routinely traveled with the racing team, and his direction led to key improvements for the 1937 car, the W 125. Uhlenhaut proceeded to the highly successful W 154 and W 165 racecar programs before war broke out in September 1939. A NEW SILVER ARROW RISES FROM THE ASHES Upon resuming production following World War II, Mercedes-Benz faced the daunting task of contributing to rebuilding Germany while finding a profitable niche in the post-war economy. As with most European marques, the company began with inexpensive and efficient models that assumed a pre-war design, being positioned for the common working man, while gradually delving into more luxurious offerings. With the introduction of the 300 S model in 1951, Stuttgart signaled its intention to resume the manufacture of luxury and sporting automobiles, and it came as no surprise that this growth would include a return to motorsports competition. The company’s return to the track began softly, with a new sports car called the 300 SL “Gullwing,” which was created under the management of Rudolf Uhlenhaut. In its earliest W 194 iteration, the 300 SL created a stir in styling and competition that set the table for both further sports car racing, and series production of the popular W 198 300 SL Gullwing production model. But the most natural segway for Stuttgart’s return to high-level racing was afforded by the FIA’s odd cancellation of Formula One for 1952 and 1953, which was prompted by a lack of credible competition. With this conundrum in mind, the FIA stipulated new Formula One regulations that would go into effect for the 1954 season. This advance notice gave all interested manufacturers well over a year to develop a suitable competition car. The new formula was relatively simple; it specified that normally aspirated engines could not exceed 2.5 liters, while blown engines were limited to a comical 750 cubic centimeters. Other than mandating a single centered seat, the rules for coachwork were unspecific. Fritz Nallinger and his fellow directors at Mercedes-Benz recognized this new formula as a unique opportunity to return to the company’s motorsports roots in grand prix racing, and with characteristic efficiency, a plan was put in motion to field the best possible car. A new, well-staffed Rennabteilung (racing department) was created, including a traveling factory team. At their disposal lay the full budget and managerial assets of Mercedes-Benz’s considerable infrastructure. As chief of the Experimental Department, Rudolf Uhlenhaut was the principal engineer overseeing the new grand prix model’s development. He began with a truss-type narrow-diameter tubular space frame similar to the W 194 300 SL racing car’s chassis. Dubbed the W 196 R, this chassis was equipped with front independent suspension via double wishbones, torsion-bar springs, and cutting-edge hydraulic telescopic shock absorbers. More significantly, the rear suspension was governed by a low-pivot swing axle that was personally developed by Uhlenhaut, a design feature that would later reappear in the 300 SL Roadster production car. Massive Alfin drum brakes were specified to keep the W 196 R grounded, and they were mounted inboard to lower unsprung mass. Having run both supercharged inline eight-cylinder and V-12 engines during the interwar period, the racing department had several options to test, and eventually concluded that a straight-eight configuration displacing 2,494 cubic centimeters would deliver the most consistent power. Designed around a complex Hirth roller-bearing crankshaft, the engine was essentially two four-cylinder motors in unison, with two camshafts for each intake and exhaust. This jewel of an engine was equipped with racing components like dual ignition and dry-sump lubrication while featuring revolutionary desmodromic valve gear instead of standard valve springs; and Bosch high-pressure direct fuel injection that guaranteed reliable and smooth power application. The purpose-developed M196 engine initially developed a robust 257 horsepower, which was gradually improved over two seasons to 290 horsepower. The motor was positioned low in the front compartment, canted by 20 degrees to save space, and coupled to a rear-mounted five-speed gearbox actuated by a single-disc dry clutch. The gearbox unusually featured synchros in the upper four gears, while a limited-slip differential ensured superior traction. Fuel was provided by a specialized 178-liter tank with compartmented baffles that reduced sloshing issues. Since the new formula specified so few limitations to coachwork, Nallinger and Uhlenhaut concluded that a streamlined aerodynamic body with enclosed wheels would optimize high-speed courses, while an open-wheel grand prix body would be ideal for more twisting circuits. Sleek and purposeful, the W 196 R’s torpedo-shaped open-wheel body was drawn up along lines that were largely conventional for the era. The streamlined body, in contrast, was something truly unique. Low and wide, its smoothly curved coachwork featured minimal frills, being chiefly distinguished by a wide open-mouth grille, cooling inlets on the rear shoulder haunches, and molded character lines across the tops of the front wheel wells (a design cue that came to be characteristic across the 300 SL model line, lending a marvelous continuity among the marque’s sports-racing cars). This was undoubtedly one of the most exquisite expressions of curve and stance ever pounded out, rivalling the most sensuous sports-racers and supercars for sheer visual appeal. These streamlined bodies were built in extremely limited quantity by the racing department out of Elektron magnesium alloy, providing a shell even lighter than aluminum for a total weight of just over 88 pounds. The open-wheel bodies were also made of lightweight alloy, although coachwork production later shifted to steel bodies built at Sindelfingen. The streamlined enclosed-wheel body was intermittently campaigned with the open-wheel grand prix-style body during the 1954 and 1955 racing seasons. The factory designation for the enclosed-wheel coachwork was Stromlinie, or Streamline, and today these cars are also known as Streamliner or Stromlinienwagen (streamlined car). With such powerful mechanical specifications and slippery lightweight coachwork, the W 196 R could exceed 186 mph, making it one of the fastest grand prix cars yet constructed. 1954: A PERFECT PLAN REALIZED Of course, Alfred Neubauer, the longtime manager of the Mercedes-Benz racing team, knew that the W 196 R’s success would be contingent on driving talent, so the decision was made early in development to contract the best array of available drivers. While two German drivers were initially signed, the veteran Karl Kling and the up-and-coming Hans Herrmann, the spotlight soon belonged to the third team member: noted Argentinian racing driver Juan Manuel Fangio. There was a time in the late 1950s when the five-time Formula One champion Juan Manuel Fangio enjoyed a fame that transcended motorsport—when he was a true worldwide celebrity not unlike Lewis Hamilton today, and when grandstands rang out with passionate chants of “FONN-GEE-OHHH!” Before he was a household name, in early 1954 Juan Manuel Fangio was merely a potential in transition, a burgeoning talent waiting to explode. Without a doubt, Fangio’s credentials had already been established with his first Drivers’ Championship for Alfa Romeo in 1951. But with the disintegration of the Alfa Romeo team during 1952 and the FIA’s subsequent cancelation of Formula One in favor of Formula Two proceedings, Ferrari dominated the following two years of competition. Fangio toiled away patiently with the Maserati team, and in sports car racing. Victories came repeatedly, but further championships remained elusive, and having reached his early forties, there was a justifiable presentiment among racing fans that Fangio’s best days were already behind him. Fortunately for Fangio, his star had already been recognized by Stuttgart. Ever in search of the best driving talent, Alfred Neubauer could not help but remember Fangio’s remarkable performance in an Alfa Romeo at the 1951 Swiss Grand Prix—achieving pole, fastest lap, and a 1st-place finish. Neubauer reached out to Fangio’s agent and a contract for 1954 was signed with Mercedes-Benz. But as the 1954 season began, the new machine from Stuttgart still awaited completion. This led Fangio to continue racing for Maserati in the first two rounds of the 1954 Formula One season, winning the Grands Prix at both Argentina and Belgium. Following the Belgian Grand Prix, Fangio officially made the move to Mercedes-Benz. In July 1954 the new Mercedes-Benz race cars made their highly anticipated debut at the French Grand Prix at Reims. Debuting a trio of W 196 R Streamliners, their very appearance inspired awe, looking unlike anything anyone had ever seen before in a Formula One race. Team drivers Fangio, Kling, and Herrmann would qualify 1st, 2nd, and 7th, respectively. Herrmann would go on to set the race’s fastest lap while Fangio and Kling would achieve an impressive 1-2 finish. The race marked a resounding victory for Mercedes-Benz on its long-awaited return to racing. Fangio qualified for the pole position start at the British Grand Prix in late July, but rainy conditions led to a 4th-place finish. The team returned to form at the German Grand Prix at the Nürburgring in early August with a four-car team consisting of three open-wheel cars and one Streamliner. The race marked the debut of the open-wheel iteration of the W 196 R. Fangio earned pole position and would go on to win the race with Kling finishing 4th, each in open-wheel cars. A three-car team, all open-wheel, at the Swiss Grand Prix three weeks later brought nearly identical results, with Fangio again winning and Herrmann finishing 3rd. At the Italian Grand Prix at the Monza circuit in early September, Mercedes-Benz entered two Streamliners and one open-wheel car after testing indicated that the closed-fender coachwork would be faster. In the race, a young British privateer named Stirling Moss behind the wheel of a Maserati 250F led late in the race 19 laps before retiring due to a cracked oil tank. Fangio in a Streamliner and Herrmann in an open-wheel car respectively cruised to 1st and 4th place finishes. The performance of the talented Englishman likely did not escape the attention of Rudolf Uhlenhaut and Alfred Neubauer. Two weeks later the W 196 R cars were entered at a non-championship race, the Berlin Grand Prix, which was held at the AVUS circuit. With no points consequence, this was almost strictly a public relations demonstration for an enthusiastic German audience. Three Streamliners driven by Kling, Fangio, and Herrmann cruised to an easy 1-2-3 podium sweep. At the Spanish Grand Prix in late October, the last race of the year, Fangio finished a team-best 3rd among a contingent of three open-wheel entries. The legend of Juan Manuel Fangio had grown; his second Drivers’ Championship was in the books. The sheer and immediate potency of the Mercedes-Benz W 196 R Silver Arrow had been established, foiling Ferrari’s attempt at a third straight Formula One championship in the process. In the midst of this immediate show of dominance for the W 196 R, chassis number 00009/54, the car offered here, was completed. Originally finished as an open-wheel monoposto built on the 1954-specification 2,350-millimeter long-wheelbase chassis, and being designated with a 54 in its chassis number suffix (1955 cars have a 55 suffix), the car first began testing on 15 December 1954. For chassis number 00009/54, as well as for the victorious Mercedes-Benz racing team, even greater things were to come in the season ahead. CHASSIS NUMBER 00009/54 IN COMPETITION: OPEN-WHEEL For the 1955 season, the W 196 R was further developed to remain as competitive as possible. The engine was improved in numerous aspects, including the addition of a new intake manifold, and the decision was made to run the open-wheel grand prix bodies for almost all of the 1955 races. The revised cars were approximately 70 kilograms (154 pounds) lighter than their predecessors. Further testing demonstrated that the 1954 W 196 R had been significantly compromised by its Continental tires, so the rubber manufacturer was taken to task to deliver a better product, and their development during the off-season was a critical boon for the revised car. The Rennabteilung again went after top driving talent, recruiting the upstart 25-year-old Brit from Monza, Stirling Moss, to join their stable of drivers. Moss eventually became a well-known celebrity in his own right, and one of the most famous of all the notable British drivers. Though his career would be prematurely cut short by an accident in 1962, he remained a forthright proponent of motorsports and a supporter of the automotive niche throughout his life, even serving as a brand ambassador for Mercedes-Benz in his twilight years. His lifelong contributions to the sport and Britain’s motoring niche were recognized in 2000 when he was knighted by the future King Charles. But during the early 1950s Moss was still steadily developing as a privateer, an evolution that had begun with his win at the 1950 Tourist Trophy. To the end of securing a spot on the Mercedes-Benz team, in 1953 he bought and raced a true Formula One specification car, the Maserati 250F. Though the 250F was somewhat unreliable in competition, Moss showed considerable promise during several impressive qualifying sessions, and Neubauer took note after the events of the 1954 Italian Grand Prix. By December 1954 Moss was hired and practicing in the W 196 R, familiarizing himself with the car’s nuances while marveling at the Rennabteilung’s team environment. Moss later wrote of the Mercedes-Benz team, “Their thoroughness and thoughtfulness amazed me from the very beginning. It was like being in a different world…Every course where the cars raced was analyzed mathematically…Neubauer himself used to mark and time gearchanges, lap after lap…Drivers were listened to and respected, which often doesn’t happen on other top teams…Nothing was too much trouble—and they were willing to try anything which might improve performance.” There was no doubt that Mercedes-Benz’ commitment had come to fruition in 1954, and it was about to bear further fruit with Moss onboard. It was Fangio, however, that set the winning tone with a victory at round one of the 1955 Formula One season at the Argentine Grand Prix on 16 January 1955. Since the next Formula One points event on the calendar didn’t arrive until late May, the team remained in Argentina to conduct some live-action testing during the Buenos Aires Grand Prix, as the Formula Libre race’s lack of regulations proved to be a popular testbed for Formula One teams. The Formula Libre Buenos Aires Grand Prix on 30 January 1955 would mark the first race for the car on offer, chassis number 00009/54, piloted by none other than Juan Manuel Fangio as car #2. According to Rennabteilung build sheets on file, as well as recent confirmation by Mercedes-Benz, chassis number 00009/54 was equipped with a “Sport 59” engine, apparently code for the 3.0-liter M196 engine, and fitted with an open-wheel monoposto body. One of the team’s primary objectives for this non-Formula One event was apparently to test this new development of the M196 engine, which was positioned for use in the upcoming W 196 S sports car, the 300 SLR. Moss, Kling, and Herrmann joined Fangio—each racing an open-wheel car. The Buenos Aires Grand Prix race format was a bit unusual: two separate heats of 30 laps each, with the winner determined by the fastest total aggregate time. While Fangio earned the pole position during a rainy qualifying session, Moss leapt out to lead the first heat. Fangio made his move during the 13th lap, briefly holding 1st place before being overtaken by Giuseppe “Nino” Farina’s Ferrari 625, and this order held until the finish line with Fangio 10.5 seconds behind. During the second heat many drivers switched cars, and Fangio initially led before being passed by Moss, who went on to win the heat by three seconds in an exciting finish. Despite finishing 2nd in both heats, Fangio achieved the lowest total time of 2:23:18.9, besting Moss by 11.9 seconds, the 625 Ferrari by over half a minute, and Kling by nearly a minute, thus capturing the win for the Rennabteilung in this important first outing for chassis number 00009/54. The victory gave Fangio a sweep of that season’s races in his native country, having won the Formula One Argentine Grand Prix two weeks prior. The impressive finish at the Buenos Aires Grand Prix was commemorated in-period, with Mercedes-Benz commissioning a beautiful race poster by Anton Stankowski celebrating the 1-2-4 Fangio-Moss-Kling finish. At the Monaco Grand Prix in late May, Fangio was given a new open-wheel car built on an extra short-wheelbase chassis (2,150 millimeters), and though he qualified for the pole, Herrmann then crashed the car in practice. The team’s luck only got worse during the race, where three cars retired early with valve-gear failures and Moss struggled to a 9th place finish. In June, Fangio and Moss roared to 1-2 finishes at both the Belgian Grand Prix and the Dutch Grand Prix before a number of grands prix were cancelled in response to the recent accident at Le Mans. When action resumed at the British Grand Prix at Aintree in mid-July, the Mercedes-Benz team dominated again, with the experienced home-court veteran Moss leading a four-car contingent to a commanding 1-2-3-4 finish (Moss-Fangio-Kling-Taruffi), the only quadruple victory in marque history. This set the stage for the season’s final contest—and 00009/54’s final competition outing: the Italian Grand Prix at Monza in September. CHASSIS NUMBER 00009/54 IN COMPETITION: STROMLINIENWAGEN For 1955, the Monza circuit was rebuilt with a new high-speed bank that has since become legendary in motorsport. With this development, the Rennabteilung already knew the course would favor a Streamliner body, despite the fact that they had been running the open-wheel coachwork exclusively up to this point for the 1955 season. During testing at Monza in August, the team experimented with a new protruding nose piece for the Stromlinienwagen, but results were inconclusive. Ultimately, the medium-wheelbase chassis was chosen to be mounted with new length-adapted Streamliner coachwork in the original style, with the exception of a new air inlet next to the hood to feed the canted engine. Two such cars were built at Untertürkheim. When practice for the race ensued a month later, the medium-wheelbase Streamliner was found to be twitchy at high speeds. Fangio then assumed the use of a spare Streamliner built on an original long-wheelbase chassis from 1954, and Moss quickly requested an identical car, so Neubauer contacted the workshop and ordered a Streamliner to be delivered to Monza as soon as possible. A spare long-wheelbase chassis, number 00009/54, was mounted with a Streamliner body and immediately dispatched to Monza. Mercedes-Benz would send eight cars, nearly all their running W 196 Rs, to what would be the model’s swan song in competitive racing. Of the eight cars sent to the track, four cars were entered by Mercedes-Benz for the race, with Fangio and Moss competing in W 196 R Streamliners and Kling and Piero Taruffi behind the wheels of W 196 R open-wheel monopostos. This car, chassis number 00009/54, was the aforementioned long-wheelbase Streamliner delivered on request for Moss after the medium-wheelbase Streamliners had been declined by Fangio and himself. Stirling Moss, driving under #16, would pilot chassis number 00009/54 in the race. Fangio would secure pole position, with Moss securing 2nd starting position just three-tenths of a second behind Fangio. Kling would qualify 3rd, and Taruffi 9th; the advantage of the Streamliner bodywork at the fast Monza track was evident. From the start, Fangio and Moss held their 1-2 start. Moss would take the lead from Fangio in the 9th lap of the race, but it was short-lived, as Fangio would regain the lead in lap 9 and retain 1st position for the remainder of the race. Moss would go on to hold onto 2nd through lap 18, when he was forced to pit to replace the windscreen, dropping him down to 8th by the time he rejoined the race. Moss would climb to 7th but was soon forced to retire due to a failing piston in cylinder five after completing 27 laps. Completing just over half the race, Moss was still able to achieve the race’s fastest lap at an impressive 2:46.900 in chassis number 00009/54. His frantic 215.7 km/h pace on lap 21, while attempting to make up ground following his early pit stop, earned him one point towards the Formula One Drivers’ Championship. Karl Kling would retire from the Italian Grand Prix shortly after Moss, pulling out of the race with a defective cardan shaft after 32 laps. Fangio would go on to win, tailed closely by Taruffi just seven-tenths of a second behind. The impressive 1-2 finish—a fitting bookend to the W 196 R Stromlinienwagens’ triumphant 1-2 victory at their debut outing, the 1954 French Grand Prix at Reims—would not be replicated again by Mercedes-Benz as a constructor for 58 years, with Lewis Hamilton and Nico Rosberg at the 2014 Malaysian Grand Prix. At the conclusion of the 1955 Formula One season, Fangio captured his second straight World Drivers’ Championship, with Moss finishing 2nd, sealing the W 196 R Silver Arrow’s legend in the process. Moss, meanwhile, had captured two World Sportscar Championship victories in the 300 SLR, including his storied win at the 1955 Mille Miglia in the #722 car with co-driver Denis Jenkinson. This proved to be enough to edge out Ferrari for a narrow championship victory in sports car racing. Significantly, the 300 SLR, internally designated the W 196 S, was the two-seat sports car development of the W 196 R; the 300 SLR benefitted from a larger 3.0-liter motor, the likes of which had been proven in chassis number 00009/54 in Buenos Aires. The W 196 R’s pedigree was now unimpeachable. In two seasons the model had won three championships in two different racing series. In 12 appearances at Formula One points events the W 196 R had won a commanding nine times, and it won two additional non-points races, totaling 11 victories in 14 starts. This 78 percent represents an incredible winning rate by any measure. It is also important to note that the World Constructors’ Championship had not yet been created; had it existed, Mercedes-Benz surely would have won this title, as well. AT THE END OF AN ERA Having demonstrated that they could dominate on the track Mercedes-Benz chose to make a graceful exit once again from motor racing after 1955, bowing out for the next few decades—and further ensuring that the remarkable legend of the W 196 R would never be forgotten. At the conclusion of 1955, 10 different complete W 196 R examples remained in running order, including four with Stromlinienwagen coachwork. Fourteen chassis had been built in total, designated with numbers 1 to 15. (Chassis numbers 1 and 15 were eventually scrapped, and number 11 was never actually assigned to a chassis.) In October 1955, Mercedes-Benz held an official ceremony to retire the W 196, publicly shrouding the cars in dust sheets before transferring them to the company’s museum in Stuttgart. While the Daimler-Benz Museum initially retained all 10 remaining W 196 R examples, four cars were eventually donated to prestigious museums around the world, including chassis number 00009/54. The post-racing path of chassis number 00009/54 was set in motion in September 1964, when a contingent from the Mercedes-Benz Club of America visited the marque’s Untertürkheim plant in Stuttgart. As detailed by a wealth of correspondence on file, during this visit, a conversation ensued between the club’s Wilhelm “Bill” Spoerle and the manufacturer’s Dr. -Ing Friedrich Schildberger about donating a race car to the “planned new museum on the grounds of the Indianapolis Motor Speedway.” A German immigrant who once worked in NSU’s motorcycle racing division before the war, Mr. Spoerle had moved to Indianapolis in 1956 to work on racing cars, taking a position at the nascent Dreyer Motorsports for several years. Eventually lured away by Anton “Tony” Hulman Jr. in 1963, Spoerle became the Restoration Manager at the relatively new museum at the Brickyard. By the time of Spoerle’s visit to Untertürkheim he was already working for Tony Hulman, and he surely realized there could be no better place for a W 196 donation than the Indianapolis Motor Speedway Museum. Tony Hulman was a typical example of one of motorsports’ classic archetypes—the colorful business-savvy impresario who has arrived at racing rather late in life and by accident, but is bitten by the bug and comes to love it. From Terre Haute, Indiana, Hulman was the scion of a fortune built on an eponymous grocery distribution business. He worked his way up through the family business, eventually becoming president in 1931, while excelling in imaginative marketing approaches such as the ad campaign for the firm’s Clabber Girl baking powder. The Brickyard had fallen into a surprising state of disrepair by late 1941 when racing was canceled after the attack on Pearl Harbor. After the war, the track’s owner, former World War I flying ace Eddie Rickenbacker, was content to sell the circuit to whomever might want it, for any use at all. But former three-time Indianapolis 500 winner Wilbur Shaw was adamant that the Brickyard should only be sold to someone intending to keep it open for racing. After searching high and low, Shaw found Hulman, who officially purchased the speedway in November 1945, and quickly set about renovations for the planned 1946 Indianapolis 500, the first post-war edition of the legendary race. Hulman continued to regularly improve the course over the years, while notably founding the Indianapolis Motor Speedway Foundation, a separate non-profit organization created in part as the financial/business facade for the new IMS Museum. As Mercedes-Benz president Walter Hitzinger and chief engineer Dr. Nallinger explained in a March 1965 letter to Hulman, “In view of the special significance of Indianapolis in the history of automobile racing and also in particular view of our own company’s contribution, we have now decided to give you a 2.5 litre streamlined car, Type W 196, built in 1954, as a gift for exhibition in your museum.” Mercedes-Benz had a tie to America’s greatest race, having won the race in just its fifth running in 1915 when Ralph DePalma drove a Mercedes to victory in what proved to be one of just a handful of Indianapolis 500 wins for a European manufacturer. Dr. Schildberger set about re-commissioning the W 196 R so that it could be driven during an official presentation at the Brickyard, which was planned for the weekend of the 1965 Indianapolis 500. For this exhibition, Mercedes-Benz ordered 50 gallons of Esso (Exxon) racing fuel to be delivered. The Stromlinienwagen was shipped through the port of Baltimore in late April and trucked to Indianapolis. Officially donated to the Indianapolis Motor Speedway Foundation on Sunday, 30 May 1965, the Mercedes-Benz made two appearances during the weekend. The first came at an informal presentation after the annual driver’s meeting, where the car was demonstrated by Peter DePaolo in honor of the Mercedes victory 50 years earlier by his uncle, Ralph DePalma. The following day DePaolo again took the wheel before Monday’s feature race, after the car had officially been presented to the IMS Museum by Mercedes-Benz. LIFE IN RETIREMENT For almost six decades, the W 196 R has been fastidiously stored and maintained by the Indianapolis Motor Speedway Museum, occasionally being invited to attend important exhibitions, such as the 1996 Amelia Island Concours d’Elegance, the 2003 Canadian International AutoShow, and the grand re-opening of the redesigned Petersen Automotive Museum in December 2015. The car participated in the first Velocity Invitational (then called Sonoma Speed Festival) event at Sonoma Raceway in 2019, and it was then shown at the Amelia Island Concours d’Elegance once again in 2020. The W 196 R has been displayed at the IMS Museum periodically, including the 2020–2021 “From the Vault” exhibition; when not on display, it was part of the Basement Collection VIP tours of the Museum’s vehicle storage location. Most recently, it was part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance. In the interest of a true educational mission, however, the car has never been submitted for judging at concours events. The Streamliner has been treated to two mild bouts of sympathetic freshening during its more recent lifetime, first undergoing a refinish in the correct DB 180 Silver Metallic in 1980, with race #16 in white roundels, as per the 1955 Monza livery when driven by Stirling Moss. In late 2015, in preparation for its display at the Petersen Museum, the car received a second refinishing of the coachwork by the esteemed experts at Canepa Motorsports in Scotts Valley, California, and it continues to be a startling testament to the brilliance of the Stromlinenwagens at Monza. There is no small irony in the fact that this W 196 R has spent so many decades in the care of the IMS Museum. For at the end of the 1955 season, according to motoring historian Karl Ludvigsen in his book Mercedes-Benz: Quicksilver Century, some minds at Mercedes-Benz wondered how the model might fare in the Indianapolis 500. Initial research and development calculations were undertaken to create performance projections. But after these initial calculations were made, the pursuit was dropped in the face of anticipated high costs and a lack of pure necessity. The W 196 R had achieved everything it was built to do; no further campaigning was necessary. Its shocking form, however, inspired a number of Indianapolis 500 hopefuls—perhaps most notably Jimmy Daywalt and the Sumar Special—to incorporate elements of its streamlined design into their own cars for 1955. It should now be very evident that chassis number 00009/54 is a diamond of extraordinary cut, emitting a brilliance that is almost impossible to fathom. The car is one of just 14 chassis built, and it is believed to be one of just 10 known complete examples surviving at the conclusion of the 1955 Formula One season. Of those, this example was one of only four mounted with the magnificent Streamliner coachwork at the conclusion of the 1955 Formula One season. It was an integral component of the factory racing campaign that saw Mercedes-Benz capture two Formula One Drivers' Championships in as many attempts, and one World Sportscar Championship during the same period. Further driven to victory by Fangio at the 1955 Buenos Aires Grand Prix, and to the fastest lap by Stirling Moss at the 1955 Formula One Italian Grand Prix at Monza, this W 196 R had been piloted by two of history’s most famous and accomplished racing drivers. Following one of the most successful competition campaigns imaginable, the car was retired to the stately in-house collection of Mercedes-Benz before being donated nine years later to the equally respected Indianapolis Motor Speedway Museum, whose collection includes some of the finest racing cars the world has ever seen. Chassis number 00009/54 represents only the second W 196 R ever offered for private ownership, and the sole example offered with the magnificent Streamliner coachwork. Presented in its proper Monza livery from the 1955 Italian Grand Prix, and documented with a trove of period materials, chassis number 00009/54 has moreover never been formally presented for judging or driven in any vintage events; it should experience a rapturous welcome at any of the major events for which it is eligible. Ideal for display at flagship concours d’elegance like Pebble Beach or Villa d’Este, the magnificent W 196 R will surely also experience great acclaim at significant marque events worldwide. The future caretaker can take pride in ownership of a bona fide competition legend that is one of Formula One’s most successful models ever, bar none. Absolutely astonishing in every respect, from its advanced, powerful engineering and truly singular coachwork to its remarkable history—driven by two of the biggest names in motorsports, this W 196 R Stromlinienwagen is a gem without parallel. It now awaits the expected ardor of Formula One enthusiasts, dedicated marque collectors, and lovers of the all-but-unobtainable—sure to redefine our very understanding of what is possible. 1954 Mercedes-Benz W 196 R Stromlinienwagen RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1126003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Auction This Car Contact the Dealer I am Interested Legal & Copyright The first Streamliner-bodied W 196 R ever offered for private ownership One of four known complete examples mounted with the exquisite factory-built enclosed-fender Stromlinienwagen coachwork at the conclusion of the 1955 Formula One season Driven by future five-time Drivers’ Champion Juan Manuel Fangio to victory at the 1955 Buenos Aires Grand Prix Piloted by celebrated driver Sir Stirling Moss at the 1955 Italian Grand Prix at Monza, achieving fastest lap; presented today with that streamlined bodywork Donated in 1965 by Mercedes-Benz to the Indianapolis Motor Speedway (IMS) Museum, and now offered from 59 years of fastidious care by the IMS Museum 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 SHINE BRIGHT LIKE A DIAMOND When evaluating the merits of a so-called legendary racing car, it is imperative to assess it from every angle. Design considerations, engineering provenance, competition pedigree, races won, and drivers utilized all factor in. How successfully did it meet its design brief, and how enduring was its competition success? What was its post-racing life and its private ownership provenance, and what is its current quality? Finally, and not least of all, is the dynamism of its overall presence. In effect, the halo collectible racing car is like a diamond. To be considered of optimal quality, every facet of the car’s unique cut must emit a brilliance that leaves one speechless. All of which informs our understanding of the current offering, the 1954 Mercedes-Benz W 196 R Stromlinienwagen, chassis number 00009/54. Rarely has a racing car emanated brilliance on so many levels. Yet, like any great car, the story of chassis number 00009/54 is not just that of a machine but one of men—and a more compelling group of racing luminaries would be nearly impossible to match. A London-born German engineer with a process so uniquely exacting it seems torn from the pages of a novel; an Argentinian racing veteran nearing the peak of his driving supremacy and worldwide celebrity; a young British driver of no less skill who would one day be knighted by the future King of England; and an American businessman raised to sell food who invested in Gasoline Alley and bought a ticket to immortality on the Brickyard. Rudolf Uhlenhaut—Juan Manuel Fangio—Stirling Moss—Tony Hulman. These four men form the arc of this W 196 R’s story, from the hallowed grounds of Mercedes-Benz’ Rennabteilung (Racing Department), to the stifling heat of Buenos Aires in January, to the brand-new high-speed banks of the Monza circuit, to one of the shrines of motorsport in Indianapolis. Our story begins with a humble engineering student in Munich at the dawn of the thirties when Germany was undergoing some of the worst symptoms of the crushing Great Depression. The London-born Rudolf “Rudi” Uhlenhaut was hired by Mercedes-Benz straight out of school in 1931, and he spent the next five years proving his mettle in the production car department, increasingly recognized for his quiet demeanor, strong work ethic, and unusual sense of commitment. During this time Mercedes-Benz returned to racing, and in 1934 and 1935 the works team enjoyed great success, giving rise to the W 25 racecars known as the Silver Arrows, for their unfinished metal coachwork. Despite these initial successes, Stuttgart suffered a setback in 1936 when that year’s new car failed to meet expectations, and changes were soon afoot. The promising Rudolf Uhlenhaut was promoted to director of the experimental department for racing, which was somewhat of a surprise given that he had no experience in racecar development. He was to work under racing department director Dr. Fritz Nallinger, and in conjunction with racing team manager Alfred Neubauer. Keenly aware of how little he knew about competition cars, Uhlenhaut threw himself into the assignment with characteristic zeal, learning the ins and outs of racecar behavior by privately testing the cars on the Nürburgring. Team drivers marveled at how quickly Uhlenhaut became shockingly good, as he insisted on testing cars at racing speeds to properly replicate in-race conditions, occasionally even besting team-driver lap times in the process. He was also the only Daimler-Benz engineer who routinely traveled with the racing team, and his direction led to key improvements for the 1937 car, the W 125. Uhlenhaut proceeded to the highly successful W 154 and W 165 racecar programs before war broke out in September 1939. A NEW SILVER ARROW RISES FROM THE ASHES Upon resuming production following World War II, Mercedes-Benz faced the daunting task of contributing to rebuilding Germany while finding a profitable niche in the post-war economy. As with most European marques, the company began with inexpensive and efficient models that assumed a pre-war design, being positioned for the common working man, while gradually delving into more luxurious offerings. With the introduction of the 300 S model in 1951, Stuttgart signaled its intention to resume the manufacture of luxury and sporting automobiles, and it came as no surprise that this growth would include a return to motorsports competition. The company’s return to the track began softly, with a new sports car called the 300 SL “Gullwing,” which was created under the management of Rudolf Uhlenhaut. In its earliest W 194 iteration, the 300 SL created a stir in styling and competition that set the table for both further sports car racing, and series production of the popular W 198 300 SL Gullwing production model. But the most natural segway for Stuttgart’s return to high-level racing was afforded by the FIA’s odd cancellation of Formula One for 1952 and 1953, which was prompted by a lack of credible competition. With this conundrum in mind, the FIA stipulated new Formula One regulations that would go into effect for the 1954 season. This advance notice gave all interested manufacturers well over a year to develop a suitable competition car. The new formula was relatively simple; it specified that normally aspirated engines could not exceed 2.5 liters, while blown engines were limited to a comical 750 cubic centimeters. Other than mandating a single centered seat, the rules for coachwork were unspecific. Fritz Nallinger and his fellow directors at Mercedes-Benz recognized this new formula as a unique opportunity to return to the company’s motorsports roots in grand prix racing, and with characteristic efficiency, a plan was put in motion to field the best possible car. A new, well-staffed Rennabteilung (racing department) was created, including a traveling factory team. At their disposal lay the full budget and managerial assets of Mercedes-Benz’s considerable infrastructure. As chief of the Experimental Department, Rudolf Uhlenhaut was the principal engineer overseeing the new grand prix model’s development. He began with a truss-type narrow-diameter tubular space frame similar to the W 194 300 SL racing car’s chassis. Dubbed the W 196 R, this chassis was equipped with front independent suspension via double wishbones, torsion-bar springs, and cutting-edge hydraulic telescopic shock absorbers. More significantly, the rear suspension was governed by a low-pivot swing axle that was personally developed by Uhlenhaut, a design feature that would later reappear in the 300 SL Roadster production car. Massive Alfin drum brakes were specified to keep the W 196 R grounded, and they were mounted inboard to lower unsprung mass. Having run both supercharged inline eight-cylinder and V-12 engines during the interwar period, the racing department had several options to test, and eventually concluded that a straight-eight configuration displacing 2,494 cubic centimeters would deliver the most consistent power. Designed around a complex Hirth roller-bearing crankshaft, the engine was essentially two four-cylinder motors in unison, with two camshafts for each intake and exhaust. This jewel of an engine was equipped with racing components like dual ignition and dry-sump lubrication while featuring revolutionary desmodromic valve gear instead of standard valve springs; and Bosch high-pressure direct fuel injection that guaranteed reliable and smooth power application. The purpose-developed M196 engine initially developed a robust 257 horsepower, which was gradually improved over two seasons to 290 horsepower. The motor was positioned low in the front compartment, canted by 20 degrees to save space, and coupled to a rear-mounted five-speed gearbox actuated by a single-disc dry clutch. The gearbox unusually featured synchros in the upper four gears, while a limited-slip differential ensured superior traction. Fuel was provided by a specialized 178-liter tank with compartmented baffles that reduced sloshing issues. Since the new formula specified so few limitations to coachwork, Nallinger and Uhlenhaut concluded that a streamlined aerodynamic body with enclosed wheels would optimize high-speed courses, while an open-wheel grand prix body would be ideal for more twisting circuits. Sleek and purposeful, the W 196 R’s torpedo-shaped open-wheel body was drawn up along lines that were largely conventional for the era. The streamlined body, in contrast, was something truly unique. Low and wide, its smoothly curved coachwork featured minimal frills, being chiefly distinguished by a wide open-mouth grille, cooling inlets on the rear shoulder haunches, and molded character lines across the tops of the front wheel wells (a design cue that came to be characteristic across the 300 SL model line, lending a marvelous continuity among the marque’s sports-racing cars). This was undoubtedly one of the most exquisite expressions of curve and stance ever pounded out, rivalling the most sensuous sports-racers and supercars for sheer visual appeal. These streamlined bodies were built in extremely limited quantity by the racing department out of Elektron magnesium alloy, providing a shell even lighter than aluminum for a total weight of just over 88 pounds. The open-wheel bodies were also made of lightweight alloy, although coachwork production later shifted to steel bodies built at Sindelfingen. The streamlined enclosed-wheel body was intermittently campaigned with the open-wheel grand prix-style body during the 1954 and 1955 racing seasons. The factory designation for the enclosed-wheel coachwork was Stromlinie, or Streamline, and today these cars are also known as Streamliner or Stromlinienwagen (streamlined car). With such powerful mechanical specifications and slippery lightweight coachwork, the W 196 R could exceed 186 mph, making it one of the fastest grand prix cars yet constructed. 1954: A PERFECT PLAN REALIZED Of course, Alfred Neubauer, the longtime manager of the Mercedes-Benz racing team, knew that the W 196 R’s success would be contingent on driving talent, so the decision was made early in development to contract the best array of available drivers. While two German drivers were initially signed, the veteran Karl Kling and the up-and-coming Hans Herrmann, the spotlight soon belonged to the third team member: noted Argentinian racing driver Juan Manuel Fangio. There was a time in the late 1950s when the five-time Formula One champion Juan Manuel Fangio enjoyed a fame that transcended motorsport—when he was a true worldwide celebrity not unlike Lewis Hamilton today, and when grandstands rang out with passionate chants of “FONN-GEE-OHHH!” Before he was a household name, in early 1954 Juan Manuel Fangio was merely a potential in transition, a burgeoning talent waiting to explode. Without a doubt, Fangio’s credentials had already been established with his first Drivers’ Championship for Alfa Romeo in 1951. But with the disintegration of the Alfa Romeo team during 1952 and the FIA’s subsequent cancelation of Formula One in favor of Formula Two proceedings, Ferrari dominated the following two years of competition. Fangio toiled away patiently with the Maserati team, and in sports car racing. Victories came repeatedly, but further championships remained elusive, and having reached his early forties, there was a justifiable presentiment among racing fans that Fangio’s best days were already behind him. Fortunately for Fangio, his star had already been recognized by Stuttgart. Ever in search of the best driving talent, Alfred Neubauer could not help but remember Fangio’s remarkable performance in an Alfa Romeo at the 1951 Swiss Grand Prix—achieving pole, fastest lap, and a 1st-place finish. Neubauer reached out to Fangio’s agent and a contract for 1954 was signed with Mercedes-Benz. But as the 1954 season began, the new machine from Stuttgart still awaited completion. This led Fangio to continue racing for Maserati in the first two rounds of the 1954 Formula One season, winning the Grands Prix at both Argentina and Belgium. Following the Belgian Grand Prix, Fangio officially made the move to Mercedes-Benz. In July 1954 the new Mercedes-Benz race cars made their highly anticipated debut at the French Grand Prix at Reims. Debuting a trio of W 196 R Streamliners, their very appearance inspired awe, looking unlike anything anyone had ever seen before in a Formula One race. Team drivers Fangio, Kling, and Herrmann would qualify 1st, 2nd, and 7th, respectively. Herrmann would go on to set the race’s fastest lap while Fangio and Kling would achieve an impressive 1-2 finish. The race marked a resounding victory for Mercedes-Benz on its long-awaited return to racing. Fangio qualified for the pole position start at the British Grand Prix in late July, but rainy conditions led to a 4th-place finish. The team returned to form at the German Grand Prix at the Nürburgring in early August with a four-car team consisting of three open-wheel cars and one Streamliner. The race marked the debut of the open-wheel iteration of the W 196 R. Fangio earned pole position and would go on to win the race with Kling finishing 4th, each in open-wheel cars. A three-car team, all open-wheel, at the Swiss Grand Prix three weeks later brought nearly identical results, with Fangio again winning and Herrmann finishing 3rd. At the Italian Grand Prix at the Monza circuit in early September, Mercedes-Benz entered two Streamliners and one open-wheel car after testing indicated that the closed-fender coachwork would be faster. In the race, a young British privateer named Stirling Moss behind the wheel of a Maserati 250F led late in the race 19 laps before retiring due to a cracked oil tank. Fangio in a Streamliner and Herrmann in an open-wheel car respectively cruised to 1st and 4th place finishes. The performance of the talented Englishman likely did not escape the attention of Rudolf Uhlenhaut and Alfred Neubauer. Two weeks later the W 196 R cars were entered at a non-championship race, the Berlin Grand Prix, which was held at the AVUS circuit. With no points consequence, this was almost strictly a public relations demonstration for an enthusiastic German audience. Three Streamliners driven by Kling, Fangio, and Herrmann cruised to an easy 1-2-3 podium sweep. At the Spanish Grand Prix in late October, the last race of the year, Fangio finished a team-best 3rd among a contingent of three open-wheel entries. The legend of Juan Manuel Fangio had grown; his second Drivers’ Championship was in the books. The sheer and immediate potency of the Mercedes-Benz W 196 R Silver Arrow had been established, foiling Ferrari’s attempt at a third straight Formula One championship in the process. In the midst of this immediate show of dominance for the W 196 R, chassis number 00009/54, the car offered here, was completed. Originally finished as an open-wheel monoposto built on the 1954-specification 2,350-millimeter long-wheelbase chassis, and being designated with a 54 in its chassis number suffix (1955 cars have a 55 suffix), the car first began testing on 15 December 1954. For chassis number 00009/54, as well as for the victorious Mercedes-Benz racing team, even greater things were to come in the season ahead. CHASSIS NUMBER 00009/54 IN COMPETITION: OPEN-WHEEL For the 1955 season, the W 196 R was further developed to remain as competitive as possible. The engine was improved in numerous aspects, including the addition of a new intake manifold, and the decision was made to run the open-wheel grand prix bodies for almost all of the 1955 races. The revised cars were approximately 70 kilograms (154 pounds) lighter than their predecessors. Further testing demonstrated that the 1954 W 196 R had been significantly compromised by its Continental tires, so the rubber manufacturer was taken to task to deliver a better product, and their development during the off-season was a critical boon for the revised car. The Rennabteilung again went after top driving talent, recruiting the upstart 25-year-old Brit from Monza, Stirling Moss, to join their stable of drivers. Moss eventually became a well-known celebrity in his own right, and one of the most famous of all the notable British drivers. Though his career would be prematurely cut short by an accident in 1962, he remained a forthright proponent of motorsports and a supporter of the automotive niche throughout his life, even serving as a brand ambassador for Mercedes-Benz in his twilight years. His lifelong contributions to the sport and Britain’s motoring niche were recognized in 2000 when he was knighted by the future King Charles. But during the early 1950s Moss was still steadily developing as a privateer, an evolution that had begun with his win at the 1950 Tourist Trophy. To the end of securing a spot on the Mercedes-Benz team, in 1953 he bought and raced a true Formula One specification car, the Maserati 250F. Though the 250F was somewhat unreliable in competition, Moss showed considerable promise during several impressive qualifying sessions, and Neubauer took note after the events of the 1954 Italian Grand Prix. By December 1954 Moss was hired and practicing in the W 196 R, familiarizing himself with the car’s nuances while marveling at the Rennabteilung’s team environment. Moss later wrote of the Mercedes-Benz team, “Their thoroughness and thoughtfulness amazed me from the very beginning. It was like being in a different world…Every course where the cars raced was analyzed mathematically…Neubauer himself used to mark and time gearchanges, lap after lap…Drivers were listened to and respected, which often doesn’t happen on other top teams…Nothing was too much trouble—and they were willing to try anything which might improve performance.” There was no doubt that Mercedes-Benz’ commitment had come to fruition in 1954, and it was about to bear further fruit with Moss onboard. It was Fangio, however, that set the winning tone with a victory at round one of the 1955 Formula One season at the Argentine Grand Prix on 16 January 1955. Since the next Formula One points event on the calendar didn’t arrive until late May, the team remained in Argentina to conduct some live-action testing during the Buenos Aires Grand Prix, as the Formula Libre race’s lack of regulations proved to be a popular testbed for Formula One teams. The Formula Libre Buenos Aires Grand Prix on 30 January 1955 would mark the first race for the car on offer, chassis number 00009/54, piloted by none other than Juan Manuel Fangio as car #2. According to Rennabteilung build sheets on file, as well as recent confirmation by Mercedes-Benz, chassis number 00009/54 was equipped with a “Sport 59” engine, apparently code for the 3.0-liter M196 engine, and fitted with an open-wheel monoposto body. One of the team’s primary objectives for this non-Formula One event was apparently to test this new development of the M196 engine, which was positioned for use in the upcoming W 196 S sports car, the 300 SLR. Moss, Kling, and Herrmann joined Fangio—each racing an open-wheel car. The Buenos Aires Grand Prix race format was a bit unusual: two separate heats of 30 laps each, with the winner determined by the fastest total aggregate time. While Fangio earned the pole position during a rainy qualifying session, Moss leapt out to lead the first heat. Fangio made his move during the 13th lap, briefly holding 1st place before being overtaken by Giuseppe “Nino” Farina’s Ferrari 625, and this order held until the finish line with Fangio 10.5 seconds behind. During the second heat many drivers switched cars, and Fangio initially led before being passed by Moss, who went on to win the heat by three seconds in an exciting finish. Despite finishing 2nd in both heats, Fangio achieved the lowest total time of 2:23:18.9, besting Moss by 11.9 seconds, the 625 Ferrari by over half a minute, and Kling by nearly a minute, thus capturing the win for the Rennabteilung in this important first outing for chassis number 00009/54. The victory gave Fangio a sweep of that season’s races in his native country, having won the Formula One Argentine Grand Prix two weeks prior. The impressive finish at the Buenos Aires Grand Prix was commemorated in-period, with Mercedes-Benz commissioning a beautiful race poster by Anton Stankowski celebrating the 1-2-4 Fangio-Moss-Kling finish. At the Monaco Grand Prix in late May, Fangio was given a new open-wheel car built on an extra short-wheelbase chassis (2,150 millimeters), and though he qualified for the pole, Herrmann then crashed the car in practice. The team’s luck only got worse during the race, where three cars retired early with valve-gear failures and Moss struggled to a 9th place finish. In June, Fangio and Moss roared to 1-2 finishes at both the Belgian Grand Prix and the Dutch Grand Prix before a number of grands prix were cancelled in response to the recent accident at Le Mans. When action resumed at the British Grand Prix at Aintree in mid-July, the Mercedes-Benz team dominated again, with the experienced home-court veteran Moss leading a four-car contingent to a commanding 1-2-3-4 finish (Moss-Fangio-Kling-Taruffi), the only quadruple victory in marque history. This set the stage for the season’s final contest—and 00009/54’s final competition outing: the Italian Grand Prix at Monza in September. CHASSIS NUMBER 00009/54 IN COMPETITION: STROMLINIENWAGEN For 1955, the Monza circuit was rebuilt with a new high-speed bank that has since become legendary in motorsport. With this development, the Rennabteilung already knew the course would favor a Streamliner body, despite the fact that they had been running the open-wheel coachwork exclusively up to this point for the 1955 season. During testing at Monza in August, the team experimented with a new protruding nose piece for the Stromlinienwagen, but results were inconclusive. Ultimately, the medium-wheelbase chassis was chosen to be mounted with new length-adapted Streamliner coachwork in the original style, with the exception of a new air inlet next to the hood to feed the canted engine. Two such cars were built at Untertürkheim. When practice for the race ensued a month later, the medium-wheelbase Streamliner was found to be twitchy at high speeds. Fangio then assumed the use of a spare Streamliner built on an original long-wheelbase chassis from 1954, and Moss quickly requested an identical car, so Neubauer contacted the workshop and ordered a Streamliner to be delivered to Monza as soon as possible. A spare long-wheelbase chassis, number 00009/54, was mounted with a Streamliner body and immediately dispatched to Monza. Mercedes-Benz would send eight cars, nearly all their running W 196 Rs, to what would be the model’s swan song in competitive racing. Of the eight cars sent to the track, four cars were entered by Mercedes-Benz for the race, with Fangio and Moss competing in W 196 R Streamliners and Kling and Piero Taruffi behind the wheels of W 196 R open-wheel monopostos. This car, chassis number 00009/54, was the aforementioned long-wheelbase Streamliner delivered on request for Moss after the medium-wheelbase Streamliners had been declined by Fangio and himself. Stirling Moss, driving under #16, would pilot chassis number 00009/54 in the race. Fangio would secure pole position, with Moss securing 2nd starting position just three-tenths of a second behind Fangio. Kling would qualify 3rd, and Taruffi 9th; the advantage of the Streamliner bodywork at the fast Monza track was evident. From the start, Fangio and Moss held their 1-2 start. Moss would take the lead from Fangio in the 9th lap of the race, but it was short-lived, as Fangio would regain the lead in lap 9 and retain 1st position for the remainder of the race. Moss would go on to hold onto 2nd through lap 18, when he was forced to pit to replace the windscreen, dropping him down to 8th by the time he rejoined the race. Moss would climb to 7th but was soon forced to retire due to a failing piston in cylinder five after completing 27 laps. Completing just over half the race, Moss was still able to achieve the race’s fastest lap at an impressive 2:46.900 in chassis number 00009/54. His frantic 215.7 km/h pace on lap 21, while attempting to make up ground following his early pit stop, earned him one point towards the Formula One Drivers’ Championship. Karl Kling would retire from the Italian Grand Prix shortly after Moss, pulling out of the race with a defective cardan shaft after 32 laps. Fangio would go on to win, tailed closely by Taruffi just seven-tenths of a second behind. The impressive 1-2 finish—a fitting bookend to the W 196 R Stromlinienwagens’ triumphant 1-2 victory at their debut outing, the 1954 French Grand Prix at Reims—would not be replicated again by Mercedes-Benz as a constructor for 58 years, with Lewis Hamilton and Nico Rosberg at the 2014 Malaysian Grand Prix. At the conclusion of the 1955 Formula One season, Fangio captured his second straight World Drivers’ Championship, with Moss finishing 2nd, sealing the W 196 R Silver Arrow’s legend in the process. Moss, meanwhile, had captured two World Sportscar Championship victories in the 300 SLR, including his storied win at the 1955 Mille Miglia in the #722 car with co-driver Denis Jenkinson. This proved to be enough to edge out Ferrari for a narrow championship victory in sports car racing. Significantly, the 300 SLR, internally designated the W 196 S, was the two-seat sports car development of the W 196 R; the 300 SLR benefitted from a larger 3.0-liter motor, the likes of which had been proven in chassis number 00009/54 in Buenos Aires. The W 196 R’s pedigree was now unimpeachable. In two seasons the model had won three championships in two different racing series. In 12 appearances at Formula One points events the W 196 R had won a commanding nine times, and it won two additional non-points races, totaling 11 victories in 14 starts. This 78 percent represents an incredible winning rate by any measure. It is also important to note that the World Constructors’ Championship had not yet been created; had it existed, Mercedes-Benz surely would have won this title, as well. AT THE END OF AN ERA Having demonstrated that they could dominate on the track Mercedes-Benz chose to make a graceful exit once again from motor racing after 1955, bowing out for the next few decades—and further ensuring that the remarkable legend of the W 196 R would never be forgotten. At the conclusion of 1955, 10 different complete W 196 R examples remained in running order, including four with Stromlinienwagen coachwork. Fourteen chassis had been built in total, designated with numbers 1 to 15. (Chassis numbers 1 and 15 were eventually scrapped, and number 11 was never actually assigned to a chassis.) In October 1955, Mercedes-Benz held an official ceremony to retire the W 196, publicly shrouding the cars in dust sheets before transferring them to the company’s museum in Stuttgart. While the Daimler-Benz Museum initially retained all 10 remaining W 196 R examples, four cars were eventually donated to prestigious museums around the world, including chassis number 00009/54. The post-racing path of chassis number 00009/54 was set in motion in September 1964, when a contingent from the Mercedes-Benz Club of America visited the marque’s Untertürkheim plant in Stuttgart. As detailed by a wealth of correspondence on file, during this visit, a conversation ensued between the club’s Wilhelm “Bill” Spoerle and the manufacturer’s Dr. -Ing Friedrich Schildberger about donating a race car to the “planned new museum on the grounds of the Indianapolis Motor Speedway.” A German immigrant who once worked in NSU’s motorcycle racing division before the war, Mr. Spoerle had moved to Indianapolis in 1956 to work on racing cars, taking a position at the nascent Dreyer Motorsports for several years. Eventually lured away by Anton “Tony” Hulman Jr. in 1963, Spoerle became the Restoration Manager at the relatively new museum at the Brickyard. By the time of Spoerle’s visit to Untertürkheim he was already working for Tony Hulman, and he surely realized there could be no better place for a W 196 donation than the Indianapolis Motor Speedway Museum. Tony Hulman was a typical example of one of motorsports’ classic archetypes—the colorful business-savvy impresario who has arrived at racing rather late in life and by accident, but is bitten by the bug and comes to love it. From Terre Haute, Indiana, Hulman was the scion of a fortune built on an eponymous grocery distribution business. He worked his way up through the family business, eventually becoming president in 1931, while excelling in imaginative marketing approaches such as the ad campaign for the firm’s Clabber Girl baking powder. The Brickyard had fallen into a surprising state of disrepair by late 1941 when racing was canceled after the attack on Pearl Harbor. After the war, the track’s owner, former World War I flying ace Eddie Rickenbacker, was content to sell the circuit to whomever might want it, for any use at all. But former three-time Indianapolis 500 winner Wilbur Shaw was adamant that the Brickyard should only be sold to someone intending to keep it open for racing. After searching high and low, Shaw found Hulman, who officially purchased the speedway in November 1945, and quickly set about renovations for the planned 1946 Indianapolis 500, the first post-war edition of the legendary race. Hulman continued to regularly improve the course over the years, while notably founding the Indianapolis Motor Speedway Foundation, a separate non-profit organization created in part as the financial/business facade for the new IMS Museum. As Mercedes-Benz president Walter Hitzinger and chief engineer Dr. Nallinger explained in a March 1965 letter to Hulman, “In view of the special significance of Indianapolis in the history of automobile racing and also in particular view of our own company’s contribution, we have now decided to give you a 2.5 litre streamlined car, Type W 196, built in 1954, as a gift for exhibition in your museum.” Mercedes-Benz had a tie to America’s greatest race, having won the race in just its fifth running in 1915 when Ralph DePalma drove a Mercedes to victory in what proved to be one of just a handful of Indianapolis 500 wins for a European manufacturer. Dr. Schildberger set about re-commissioning the W 196 R so that it could be driven during an official presentation at the Brickyard, which was planned for the weekend of the 1965 Indianapolis 500. For this exhibition, Mercedes-Benz ordered 50 gallons of Esso (Exxon) racing fuel to be delivered. The Stromlinienwagen was shipped through the port of Baltimore in late April and trucked to Indianapolis. Officially donated to the Indianapolis Motor Speedway Foundation on Sunday, 30 May 1965, the Mercedes-Benz made two appearances during the weekend. The first came at an informal presentation after the annual driver’s meeting, where the car was demonstrated by Peter DePaolo in honor of the Mercedes victory 50 years earlier by his uncle, Ralph DePalma. The following day DePaolo again took the wheel before Monday’s feature race, after the car had officially been presented to the IMS Museum by Mercedes-Benz. LIFE IN RETIREMENT For almost six decades, the W 196 R has been fastidiously stored and maintained by the Indianapolis Motor Speedway Museum, occasionally being invited to attend important exhibitions, such as the 1996 Amelia Island Concours d’Elegance, the 2003 Canadian International AutoShow, and the grand re-opening of the redesigned Petersen Automotive Museum in December 2015. The car participated in the first Velocity Invitational (then called Sonoma Speed Festival) event at Sonoma Raceway in 2019, and it was then shown at the Amelia Island Concours d’Elegance once again in 2020. The W 196 R has been displayed at the IMS Museum periodically, including the 2020–2021 “From the Vault” exhibition; when not on display, it was part of the Basement Collection VIP tours of the Museum’s vehicle storage location. Most recently, it was part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance. In the interest of a true educational mission, however, the car has never been submitted for judging at concours events. The Streamliner has been treated to two mild bouts of sympathetic freshening during its more recent lifetime, first undergoing a refinish in the correct DB 180 Silver Metallic in 1980, with race #16 in white roundels, as per the 1955 Monza livery when driven by Stirling Moss. In late 2015, in preparation for its display at the Petersen Museum, the car received a second refinishing of the coachwork by the esteemed experts at Canepa Motorsports in Scotts Valley, California, and it continues to be a startling testament to the brilliance of the Stromlinenwagens at Monza. There is no small irony in the fact that this W 196 R has spent so many decades in the care of the IMS Museum. For at the end of the 1955 season, according to motoring historian Karl Ludvigsen in his book Mercedes-Benz: Quicksilver Century, some minds at Mercedes-Benz wondered how the model might fare in the Indianapolis 500. Initial research and development calculations were undertaken to create performance projections. But after these initial calculations were made, the pursuit was dropped in the face of anticipated high costs and a lack of pure necessity. The W 196 R had achieved everything it was built to do; no further campaigning was necessary. Its shocking form, however, inspired a number of Indianapolis 500 hopefuls—perhaps most notably Jimmy Daywalt and the Sumar Special—to incorporate elements of its streamlined design into their own cars for 1955. It should now be very evident that chassis number 00009/54 is a diamond of extraordinary cut, emitting a brilliance that is almost impossible to fathom. The car is one of just 14 chassis built, and it is believed to be one of just 10 known complete examples surviving at the conclusion of the 1955 Formula One season. Of those, this example was one of only four mounted with the magnificent Streamliner coachwork at the conclusion of the 1955 Formula One season. It was an integral component of the factory racing campaign that saw Mercedes-Benz capture two Formula One Drivers' Championships in as many attempts, and one World Sportscar Championship during the same period. Further driven to victory by Fangio at the 1955 Buenos Aires Grand Prix, and to the fastest lap by Stirling Moss at the 1955 Formula One Italian Grand Prix at Monza, this W 196 R had been piloted by two of history’s most famous and accomplished racing drivers. Following one of the most successful competition campaigns imaginable, the car was retired to the stately in-house collection of Mercedes-Benz before being donated nine years later to the equally respected Indianapolis Motor Speedway Museum, whose collection includes some of the finest racing cars the world has ever seen. Chassis number 00009/54 represents only the second W 196 R ever offered for private ownership, and the sole example offered with the magnificent Streamliner coachwork. Presented in its proper Monza livery from the 1955 Italian Grand Prix, and documented with a trove of period materials, chassis number 00009/54 has moreover never been formally presented for judging or driven in any vintage events; it should experience a rapturous welcome at any of the major events for which it is eligible. Ideal for display at flagship concours d’elegance like Pebble Beach or Villa d’Este, the magnificent W 196 R will surely also experience great acclaim at significant marque events worldwide. The future caretaker can take pride in ownership of a bona fide competition legend that is one of Formula One’s most successful models ever, bar none. Absolutely astonishing in every respect, from its advanced, powerful engineering and truly singular coachwork to its remarkable history—driven by two of the biggest names in motorsports, this W 196 R Stromlinienwagen is a gem without parallel. It now awaits the expected ardor of Formula One enthusiasts, dedicated marque collectors, and lovers of the all-but-unobtainable—sure to redefine our very understanding of what is possible. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

Only 440 of the 1’104 Maserati Indy built in total were equipped with the 4.2 litre V8 delivering 260 horsepower. This example is a Swiss delivery and was handed over to its first owner by Auto Tridente in Lausanne. He kept his Trident for around 30 years before putting it into storage towards the end of the 90s. After a long period of inactivity, the car was carefully recommissioned in 2003 then showing around 62’000 kilometres. In 2004 Maserati was taken over by the second owner and used for occasional outings. During that time the car was regularly maintained, and the original leather interior was refreshed. In November 2015 finally, the dashing coupé, then showing around 65’500 kilometres, was taken over by the vendor. In 2016/17 he had the carburettors, the steering box and the alternator overhauled, and the starter motor replaced. Receipts since 1981 as well as the original warranty document from 1970 are available. The coachwork is in good, unrestored original condition showing signs of use. We are proud to offer this rare Maserati with only three registered owners and a mere 67’000 kilometres driven in good to very good and very original condition with the last Veteran MOT completed in February 2017. 1970 Maserati Indy Oldtimer Galerie International GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0129019 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Switzerland Dealer This Car Contact the Dealer I am Interested Legal & Copyright Body Color bordeaux Color inside light brown Steering left Gearbox manual Gears 5 Cylinders 8 Displacement 4136cm3 HP 260 Oldtimer Galerie International GmbH Guerbestrasse 1 Toffen Switzerland Contact details info@oldtimergalerie.ch +41 (0)31 819 61 61 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Only 440 of the 1’104 Maserati Indy built in total were equipped with the 4.2 litre V8 delivering 260 horsepower. This example is a Swiss delivery and was handed over to its first owner by Auto Tridente in Lausanne. He kept his Trident for around 30 years before putting it into storage towards the end of the 90s. After a long period of inactivity, the car was carefully recommissioned in 2003 then showing around 62’000 kilometres. In 2004 Maserati was taken over by the second owner and used for occasional outings. During that time the car was regularly maintained, and the original leather interior was refreshed. In November 2015 finally, the dashing coupé, then showing around 65’500 kilometres, was taken over by the vendor. In 2016/17 he had the carburettors, the steering box and the alternator overhauled, and the starter motor replaced. Receipts since 1981 as well as the original warranty document from 1970 are available. The coachwork is in good, unrestored original condition showing signs of use. We are proud to offer this rare Maserati with only three registered owners and a mere 67’000 kilometres driven in good to very good and very original condition with the last Veteran MOT completed in February 2017. Other Cars from Oldtimer Galerie International GmbH 1998-Alfa-Romeo-GTV-2.0-TS-16V-01.jpg 1998-Alfa-Romeo-GTV-2.0-TS-16V-02.jpg 1998-Alfa-Romeo-GTV-2.0-TS-16V-15.jpg 1998-Alfa-Romeo-GTV-2.0-TS-16V-01.jpg 1/15 1998 Alfa Romeo GTV 2.0 TS 16V Oldtimer Galerie International GmbH Netherlands 1972-BMW-3.0-CSI-01.jpg 1972-BMW-3.0-CSI-02.jpg 1972-BMW-3.0-CSI-20.jpg 1972-BMW-3.0-CSI-01.jpg 1/20 1972 BMW 3.0 CSI Oldtimer Galerie International GmbH Netherlands 1966-Jaguar-Mk-2-3.4-Litre-Saloon-01.jpg 1966-Jaguar-Mk-2-3.4-Litre-Saloon-02.jpg 1966-Jaguar-Mk-2-3.4-Litre-Saloon-09.jpg 1966-Jaguar-Mk-2-3.4-Litre-Saloon-01.jpg 1/9 1966 Jaguar Mk 2 3.4-Litre Saloon Oldtimer Galerie International GmbH Netherlands Last Featured Cars

‘I wanted to build cars that were not something to everyone, but meant everything to some’ – Ferdinand Porsche The introduction of the Porsche 928 S in 1978 left the public confused, intended to replace the legendary 911. This complete 911 overhaul included a bulky V8 engine at the front, then suddenly no need to add extra weight in the front bumpers. One of the striking features of the 928 is its exceptional weight distribution. The 928’s transmission is rear-mounted for better weight distribution, as is the transaxle. This has characteristic features of the 928: the well-known Weissach axle. This is the rear axle that gets its name from Porsche’s R&D centre. The result creates solid biting grip and stability when cornering. This makes the 928 S a mid-corner killer that lets you accelerate briskly with plenty of grip. Fun fact: The Weissach axle is a forerunner of today’s active steering. Porsche never ceases to amaze us anyway. Above all, let’s not forget its looks. With its Porsche design and 1980s lines, the 928 S is a real eye-catcher of its time. This example has had a neat working life in Germany. Made a strong impression over the years with its special colour combination. Weinrot leather interior with Rauchquarz Metallic Exterior. No way, it has nothing to do with a German wine farmer who started transporting his red wine barrel and flew a bit enthusiastically over the bumps. Just a unique colour combination! On top of that, the M28/21 eight-cylinder delivers 310HP, mated to a manual transmission. Lots of fun! 1986 Porsche 928S Cool Classic Club If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0515004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS The Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 310 Date part 106-1986 ColorRauchquarz Metallic InteriorWeinrot leder Fuel Petrol Transmission Manual Tax deductible No Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright ‘I wanted to build cars that were not something to everyone, but meant everything to some’ – Ferdinand Porsche The introduction of the Porsche 928 S in 1978 left the public confused, intended to replace the legendary 911. This complete 911 overhaul included a bulky V8 engine at the front, then suddenly no need to add extra weight in the front bumpers. One of the striking features of the 928 is its exceptional weight distribution. The 928’s transmission is rear-mounted for better weight distribution, as is the transaxle. This has characteristic features of the 928: the well-known Weissach axle. This is the rear axle that gets its name from Porsche’s R&D centre. The result creates solid biting grip and stability when cornering. This makes the 928 S a mid-corner killer that lets you accelerate briskly with plenty of grip. Fun fact: The Weissach axle is a forerunner of today’s active steering. Porsche never ceases to amaze us anyway. Above all, let’s not forget its looks. With its Porsche design and 1980s lines, the 928 S is a real eye-catcher of its time. This example has had a neat working life in Germany. Made a strong impression over the years with its special colour combination. Weinrot leather interior with Rauchquarz Metallic Exterior. No way, it has nothing to do with a German wine farmer who started transporting his red wine barrel and flew a bit enthusiastically over the bumps. Just a unique colour combination! On top of that, the M28/21 eight-cylinder delivers 310HP, mated to a manual transmission. Lots of fun! Other Cars from Cool Classic Club 1975-Peugeot-504-01.webp 1975-Peugeot-504-02.webp 1975-Peugeot-504-15.webp 1975-Peugeot-504-01.webp 1/15 1975 Peugeot 504 Cool Classic Club Netherlands 1983-Porsche-911-SC-01.webp 1983-Porsche-911-SC-02.webp 1983-Porsche-911-SC-15.webp 1983-Porsche-911-SC-01.webp 1/15 1983 Porsche 911 SC 3.0 Cool Classic Club Netherlands 1977-Ferrari-512BB-Competizione-Stradale-01.webp 1977-Ferrari-512BB-Competizione-Stradale-02.webp 1977-Ferrari-512BB-Competizione-Stradale-15.webp 1977-Ferrari-512BB-Competizione-Stradale-01.webp 1/15 1977 Ferrari 512BB Competizione Stradale Cool Classic Club Netherlands Last Featured Cars

One of only 20 homologation cars built by Prodrive for the 1997 WRC (12 Group A, four Group N and four Recce). Used as a 'recce' car by Indonesian Rally champion, Tonny Hardianto, in his World Championship campaign, and returned to the UK in 1998. The MY Impreza WRX STI Type R was introduced to the Japanese Domestic Market in January 1997 and remained available until August of that year. Utilising the two-door bodyshell it had several features aimed directly at homologation for rallying. This is the vehicle that Prodrive used for its Group N customer cars and was also the donor vehicle for the Group A WRC in 1997, 1998, 1999 and 2000. The two-door body is slightly stronger/stiffer than the four-door RA and a solid rear bulkhead increased torsional stiffness even further. Apart from the bodyshell, differences between the Type R and the JDM four-door STi models included a short-ratio gearbox, an adjustable Electromechanical Center Differential (DCCD), the absence of ABS, Intercooler water spray, two opposed pistons on the rear brake calipers (instead of four) and some cosmetic differences like rear tinted glass, a radio/aerial delete, Oxford Blue dash clocks and the 555 SWRT seats. The Type R was also the first Impreza STi to have a high-rise rear spoiler and colour-matched side skirts, the standard STI models only benefitted from the larger spoiler and coded side-skirts the following year. This Type R, GC8056980, was one of the 20 cars provided by Subaru in early 1997 for their rally team, Prodrive, to use for their 1997 and 1998 World Rally Championship campaign. Prodrive worked their magic on this select group of Subarus and converted them to WRC-spec cars for team and customer entries plus a small number of Recce cars. We understand that 12 were prepared to Group A regulations, four for Group N and four as Recce cars. P800 WRC was built for recces and was purchased, alongside his WRC car, by Indonesian Rally champion, Tonny Hardianto, as part of his World Championship campaign. It was built with bash guards to protect the engine, final drive and fuel tanks, fitted with a full Kevlar underfloor and the standard ‘red top’ engine was thought to be sufficient at 275bhp. We understand that it was used on just two events, the 1997 WRC event in Indonesia and the Indonesian National Rally. The cars were on a ‘Carnet’ and returned to the UK in late 1997 to be sold. The renowned Bill Gwynne snapped up this leading technology pair, selling this car to the Enduro biker and rally driver, David Rayner, who registered it as B2 WRX and kept it as an adrenaline-generating road car for over 40,000 road miles over nearly ten years. Shortly after his purchase, our vendor arranged for WRC specialists, Autosportif Engineering, to rebuild the engine and to check the rest of the package. It remains exactly as it was built with the exception of a 'Group N' baffled sump and a longer final-drive suitable for UK-motorway speeds. The car comes with a second set of wheels, engine bash guard, spare low-ratio gearbox and final-drive together with a standard exhaust system. It will have a fresh MOT prior to the sale and is accompanied by its V5C, items of correspondence and the usual invoices etc. This is a rare car indeed, one of only a few hundred MY97 Type Rs, one of only 20 selected by the factory to be sent to Prodrive, and one of only four built to a ‘recce’ specification. 1997 Subaru Impreza WRX STi Type R Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0724017 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine Number 917784 Transmission Manual Body Colour Sonic Blue DRIVE RHD Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright One of only 20 homologation cars built by Prodrive for the 1997 WRC (12 Group A, four Group N and four Recce). Used as a 'recce' car by Indonesian Rally champion, Tonny Hardianto, in his World Championship campaign, and returned to the UK in 1998. The MY Impreza WRX STI Type R was introduced to the Japanese Domestic Market in January 1997 and remained available until August of that year. Utilising the two-door bodyshell it had several features aimed directly at homologation for rallying. This is the vehicle that Prodrive used for its Group N customer cars and was also the donor vehicle for the Group A WRC in 1997, 1998, 1999 and 2000. The two-door body is slightly stronger/stiffer than the four-door RA and a solid rear bulkhead increased torsional stiffness even further. Apart from the bodyshell, differences between the Type R and the JDM four-door STi models included a short-ratio gearbox, an adjustable Electromechanical Center Differential (DCCD), the absence of ABS, Intercooler water spray, two opposed pistons on the rear brake calipers (instead of four) and some cosmetic differences like rear tinted glass, a radio/aerial delete, Oxford Blue dash clocks and the 555 SWRT seats. The Type R was also the first Impreza STi to have a high-rise rear spoiler and colour-matched side skirts, the standard STI models only benefitted from the larger spoiler and coded side-skirts the following year. This Type R, GC8056980, was one of the 20 cars provided by Subaru in early 1997 for their rally team, Prodrive, to use for their 1997 and 1998 World Rally Championship campaign. Prodrive worked their magic on this select group of Subarus and converted them to WRC-spec cars for team and customer entries plus a small number of Recce cars. We understand that 12 were prepared to Group A regulations, four for Group N and four as Recce cars. P800 WRC was built for recces and was purchased, alongside his WRC car, by Indonesian Rally champion, Tonny Hardianto, as part of his World Championship campaign. It was built with bash guards to protect the engine, final drive and fuel tanks, fitted with a full Kevlar underfloor and the standard ‘red top’ engine was thought to be sufficient at 275bhp. We understand that it was used on just two events, the 1997 WRC event in Indonesia and the Indonesian National Rally. The cars were on a ‘Carnet’ and returned to the UK in late 1997 to be sold. The renowned Bill Gwynne snapped up this leading technology pair, selling this car to the Enduro biker and rally driver, David Rayner, who registered it as B2 WRX and kept it as an adrenaline-generating road car for over 40,000 road miles over nearly ten years. Shortly after his purchase, our vendor arranged for WRC specialists, Autosportif Engineering, to rebuild the engine and to check the rest of the package. It remains exactly as it was built with the exception of a 'Group N' baffled sump and a longer final-drive suitable for UK-motorway speeds. The car comes with a second set of wheels, engine bash guard, spare low-ratio gearbox and final-drive together with a standard exhaust system. It will have a fresh MOT prior to the sale and is accompanied by its V5C, items of correspondence and the usual invoices etc. This is a rare car indeed, one of only a few hundred MY97 Type Rs, one of only 20 selected by the factory to be sent to Prodrive, and one of only four built to a ‘recce’ specification. Other Cars from Iconic Auctioneers Ltd 1995-Ford-Escort-RS-Cosworth-Lux-01.jpg 1995-Ford-Escort-RS-Cosworth-Lux-02.jpg 1995-Ford-Escort-RS-Cosworth-Lux-15.jpg 1995-Ford-Escort-RS-Cosworth-Lux-01.jpg 1/15 1995 Ford Escort RS Cosworth Lux Iconic Auctioneers Ltd United Kingdom 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-01.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-02.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-20.jpg 1973-Jaguar-E-Type-Coombs-6.1-Litre-Quad-Cam-V12-01.jpg 1/20 1973 Jaguar E-Type 'Coombs' 6.1-Litre Quad-Cam V12 Iconic Auctioneers Ltd United Kingdom 1995-Lotus-Esprit-S4s-01.jpeg 1995-Lotus-Esprit-S4s-02.jpeg 1995-Lotus-Esprit-S4s-15.jpeg 1995-Lotus-Esprit-S4s-01.jpeg 1/15 1995 Lotus Esprit S4s Iconic Auctioneers Ltd United Kingdom Last Featured Cars

Desirably Spec'd European Model, Imported and U.S. Federalized in 1998 Powered by a 3.5-liter V-8 Engine, paired with Ferrari's Iconic, Gated, 6-Speed Manual Transmission Largely Preserved in Stock Configuration Original Livery, Upholstery, Ferrari Etched Sigla Glass – All Around Aftermarket Stereo System Paint Meter Reading Photographed Just 31,468 Recorded Miles A strikingly configured spider, priced right for Service and road-readiness. Supported by Tool Kit in Case with Leather Strap and Tire Inflator Recently discovered and pulled from long-term storage, the F355 starts and runs but will require a thorough servicing prior to road use. Additionally, the top needs service. Clean CarFax & Auto Check History Reports Introduced at the Geneva Motor Show in March of 1994, the Ferrari F355 was styled by Pininfarina and would be the successor to the 348. It brought about a number of technological improvements and featured a new engine management system and a larger, more sophisticated exhaust system, which meant drastically improved performance and produced what is considered by many to be the best Ferrari V-8 sound…that only gets better with the top down. 1997 Ferrari F355 Spider Driver Source Fine Motorcars 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 25-0510004 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN ZFFXR48B000107583 Assembly No. 24427 Colors Blu Le Mans Metallic Tan Leather Upholstery, Dark Blue Carpeting and Convertible Top Driver Source Fine Motorcars 14750 Memoriaö Drive Huston Texas Contact details sales@driversource.com 1 (281) 497-1000 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 Desirably Spec'd European Model, Imported and U.S. Federalized in 1998 Powered by a 3.5-liter V-8 Engine, paired with Ferrari's Iconic, Gated, 6-Speed Manual Transmission Largely Preserved in Stock Configuration Original Livery, Upholstery, Ferrari Etched Sigla Glass – All Around Aftermarket Stereo System Paint Meter Reading Photographed Just 31,468 Recorded Miles A strikingly configured spider, priced right for Service and road-readiness. Supported by Tool Kit in Case with Leather Strap and Tire Inflator Recently discovered and pulled from long-term storage, the F355 starts and runs but will require a thorough servicing prior to road use. Additionally, the top needs service. Clean CarFax & Auto Check History Reports Introduced at the Geneva Motor Show in March of 1994, the Ferrari F355 was styled by Pininfarina and would be the successor to the 348. It brought about a number of technological improvements and featured a new engine management system and a larger, more sophisticated exhaust system, which meant drastically improved performance and produced what is considered by many to be the best Ferrari V-8 sound…that only gets better with the top down. Other Cars from Driver Source Fine Motorcars 1992-Lamborghini-Diablo-01.webp 1992-Lamborghini-Diablo-02.webp 1992-Lamborghini-Diablo-15.webp 1992-Lamborghini-Diablo-01.webp 1/15 1992 Lamborghini Diablo Driver Source Fine Motorcars United States 1957-BMW-503-01.webp 1957-BMW-503-02.webp 1957-BMW-503-20.webp 1957-BMW-503-01.webp 1/20 1957 BMW 503 Driver Source Fine Motorcars United States 1957-Alfa-Romeo-Giulietta-Spider-01.webp 1957-Alfa-Romeo-Giulietta-Spider-02.webp 1957-Alfa-Romeo-Giulietta-Spider-20.webp 1957-Alfa-Romeo-Giulietta-Spider-01.webp 1/20 1957 Alfa Romeo Giulietta Spider Driver Source Fine Motorcars United States Last Featured Cars

THE TUBOLARE ZAGATO Introduced at the 1962 Turin Salon, the Alfa Romeo Tubolare Zagato, or TZ, was built on a lightweight rigid tube frame that prompted the model’s name. Envisioned as a racing successor to the Giulietta Sprint Zagato, the TZ featured lightweight, aerodynamic aluminum coachwork by Zagato with covered headlamps and a fastback Kamm tail. Mechanically, the 105 Series running gear was upgraded with stiffer springs and a fully independent rear suspension, while a taller fifth gear, limited-slip differential, and inboard rear disc brakes contributed to superior performance. The Giulia engine was mounted at a 20-degree angle, requiring a specially-cast intake manifold and sump. Naturally aspirated with Weber carburetors, the motor developed 112 horsepower in street specification and 170 horsepower in racing tune, sufficient to rocket the car to an impressive top speed of 133 mph. Lorenzo Bandini piloted one of the earliest examples to a class win during the TZ’s racing debut at Monza in November 1963. A remarkable string of class victories followed during 1964 at events including the 12 Hours of Sebring, the Targa Florio, the Nürburgring 1000 KM, the 24 Hours of Le Mans, and the Tour de France. With only 117 cars built through 1966, the TZ has become highly prized by collectors for its unique design, superlative build quality, competition pedigree, and impressive performance. It is, in the opinion of many enthusiasts, the ultimate expression of the classic post-war inline four-cylinder Alfa Romeo sports car. THE CANADIAN TZ This beautifully presented Tubolare Zagato benefits from 58 years of fastidious single-owner care. According to the combined data of Alfa Romeo’s Centro Documentazione, the Alfa Romeo Zagato Register, and corroborating documentation on file, chassis number 750097 completed assembly in late March 1965, finished in rosso paint over a nero interior. Two months later the Alfa Romeo was officially delivered to Nassau, Bahamas, although the car’s true destination proved to be slightly colder. The TZ was immediately brought to the Great White North by Canadian Motor Industries (CMI), an importer of Japanese marques (and for a short time Alfa Romeo) that later became Toyota Canada. CMI reportedly entered the car in no fewer than eight races during the 1965 season, including the Labatt 50 in July, where the car was driven by Canadian motorsports legend Al Pease. Pease was one of Canada’s winningest drivers of all time, racking up regional and national championships during a nearly 30-year career across numerous racing formats, eventually culminating in his induction to the Canadian Motorsport Hall of Fame. While the TZ retired early at Harewood Acres six days later, results were more encouraging at the Player’s Mont-Tremblant in September, where Pease managed to finish 18th. The Giulia was then entered at the GP Mosport Production race nearly a week later, but did not arrive, and this appears to mark the conclusion of CMI’s campaign. Chassis number 750097 was next the subject of a road test that ran in the November 1965 issue of Canada Track & Traffic. The writer noted that the Alfa Romeo had proven to be very reliable through the course of the 1965 Canadian racing season, including appearances at the Sundown GP 6-hours at Mosport, and the 50-lap Pepsi Cola feature race at Mont-Tremblant. Canadian driver Craig Fisher, later known for his accomplishments in Trans-Am, drove the Tubolare Zagato to an impressive lap time at Mosport (one minute, 43.1 seconds), and reported that the TZ had “lots of road holding,” was “very stable,” and “comfortable to drive,” with “steering quick and positive” and “braking powerful.” In summary, Fisher had “high praise for the engine and gearbox.” During its racing forays, the Alfa Romeo was spotted at Harewood Acres by a married couple who were instantly smitten with the unusual sports car. By sheer serendipity, they had an opportunity to purchase the Giulia in 1966 from an intermediary party who had acquired it directly from CMI. The couple went on to retain the Tubolare Zagato (which they nicknamed “Tizzy”) for a remarkable period of 58 years, assuring a high level of care for the better part of six decades. As revealed by correspondence on file, the owner began reaching out to the Alfa Romeo Owner’s Club (AROC) for advice on properly tuning the car, and he soon sourced additional documentation, including a copy of the car’s dynamometer test sheet from Autodelta (Alfa Romeo’s de facto competition department), a copy of the FIA’s 1964 homologation papers for the TZ model, and a factory blueprint of the chassis. In February 1967 the Giulia was exhibited at the AROC meeting held at Knauz Continental Autosports in Lake Forest, Illinois, where the car was displayed on the showroom floor next to one of the ex-Sebring factory TZ examples. Upon return to the consignor’s home in Woodstock, Ontario, the Alfa Romeo began to undergo some work to the chassis, and the coachwork was repainted in candy-apple green. In 1969 the owners moved to nearby London, Ontario, after which the car was effectively stored for the remainder of their ownership. Eventually realizing the need for a thorough refurbishment, the consignors entrusted a full nut-and-bolt restoration to Sebert Motors in the late 1980s, which eventually included a complete rebuild of the engine, and a bare-metal refinish in the proper color of rosso. As financing was an issue, the restoration progressed in a slow but steady fashion through early 2024, when the TZ was submitted to RM Auto Restoration for completion of the remaining work. Essentially unused since 1969, this masterfully restored Tubolare Zagato is ideal for concours exhibition or event participation. The beautifully refinished aluminum coachwork is almost entirely original, and the car retains the same motor as when purchased by the consignor in 1966, suggesting that the factory-equipped competition-specified engine remains equipped (please note, factory records of this era did not record engine numbers, making unequivocal confirmation of the engine’s originality impossible). Marque collectors and enthusiasts of important post-war sports-racing cars are now invited to consider the availability of one of the rare surviving Giulia TZ examples, which is probably the only one to have actively raced in Canada in period. It is undoubtedly one of the most painstakingly restored and desirably authentic examples one might hope to find. 1965 Alfa Romeo Giulia Tubolare Zagato RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0715008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number AR00511 00102 Offered from 58 years of dedicated single-owner care Approximately the 97th of 117 examples built Raced by Canadian Motorsport Hall of Famer Al Pease during the 1965 season Lengthy refurbishment by Sebert Motors completed by RM Auto Restoration in 2024 Believed to retain its factory-equipped engine A splendid example of the most collectable post-war four-cylinder Alfa Romeo RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright THE TUBOLARE ZAGATO Introduced at the 1962 Turin Salon, the Alfa Romeo Tubolare Zagato, or TZ, was built on a lightweight rigid tube frame that prompted the model’s name. Envisioned as a racing successor to the Giulietta Sprint Zagato, the TZ featured lightweight, aerodynamic aluminum coachwork by Zagato with covered headlamps and a fastback Kamm tail. Mechanically, the 105 Series running gear was upgraded with stiffer springs and a fully independent rear suspension, while a taller fifth gear, limited-slip differential, and inboard rear disc brakes contributed to superior performance. The Giulia engine was mounted at a 20-degree angle, requiring a specially-cast intake manifold and sump. Naturally aspirated with Weber carburetors, the motor developed 112 horsepower in street specification and 170 horsepower in racing tune, sufficient to rocket the car to an impressive top speed of 133 mph. Lorenzo Bandini piloted one of the earliest examples to a class win during the TZ’s racing debut at Monza in November 1963. A remarkable string of class victories followed during 1964 at events including the 12 Hours of Sebring, the Targa Florio, the Nürburgring 1000 KM, the 24 Hours of Le Mans, and the Tour de France. With only 117 cars built through 1966, the TZ has become highly prized by collectors for its unique design, superlative build quality, competition pedigree, and impressive performance. It is, in the opinion of many enthusiasts, the ultimate expression of the classic post-war inline four-cylinder Alfa Romeo sports car. THE CANADIAN TZ This beautifully presented Tubolare Zagato benefits from 58 years of fastidious single-owner care. According to the combined data of Alfa Romeo’s Centro Documentazione, the Alfa Romeo Zagato Register, and corroborating documentation on file, chassis number 750097 completed assembly in late March 1965, finished in rosso paint over a nero interior. Two months later the Alfa Romeo was officially delivered to Nassau, Bahamas, although the car’s true destination proved to be slightly colder. The TZ was immediately brought to the Great White North by Canadian Motor Industries (CMI), an importer of Japanese marques (and for a short time Alfa Romeo) that later became Toyota Canada. CMI reportedly entered the car in no fewer than eight races during the 1965 season, including the Labatt 50 in July, where the car was driven by Canadian motorsports legend Al Pease. Pease was one of Canada’s winningest drivers of all time, racking up regional and national championships during a nearly 30-year career across numerous racing formats, eventually culminating in his induction to the Canadian Motorsport Hall of Fame. While the TZ retired early at Harewood Acres six days later, results were more encouraging at the Player’s Mont-Tremblant in September, where Pease managed to finish 18th. The Giulia was then entered at the GP Mosport Production race nearly a week later, but did not arrive, and this appears to mark the conclusion of CMI’s campaign. Chassis number 750097 was next the subject of a road test that ran in the November 1965 issue of Canada Track & Traffic. The writer noted that the Alfa Romeo had proven to be very reliable through the course of the 1965 Canadian racing season, including appearances at the Sundown GP 6-hours at Mosport, and the 50-lap Pepsi Cola feature race at Mont-Tremblant. Canadian driver Craig Fisher, later known for his accomplishments in Trans-Am, drove the Tubolare Zagato to an impressive lap time at Mosport (one minute, 43.1 seconds), and reported that the TZ had “lots of road holding,” was “very stable,” and “comfortable to drive,” with “steering quick and positive” and “braking powerful.” In summary, Fisher had “high praise for the engine and gearbox.” During its racing forays, the Alfa Romeo was spotted at Harewood Acres by a married couple who were instantly smitten with the unusual sports car. By sheer serendipity, they had an opportunity to purchase the Giulia in 1966 from an intermediary party who had acquired it directly from CMI. The couple went on to retain the Tubolare Zagato (which they nicknamed “Tizzy”) for a remarkable period of 58 years, assuring a high level of care for the better part of six decades. As revealed by correspondence on file, the owner began reaching out to the Alfa Romeo Owner’s Club (AROC) for advice on properly tuning the car, and he soon sourced additional documentation, including a copy of the car’s dynamometer test sheet from Autodelta (Alfa Romeo’s de facto competition department), a copy of the FIA’s 1964 homologation papers for the TZ model, and a factory blueprint of the chassis. In February 1967 the Giulia was exhibited at the AROC meeting held at Knauz Continental Autosports in Lake Forest, Illinois, where the car was displayed on the showroom floor next to one of the ex-Sebring factory TZ examples. Upon return to the consignor’s home in Woodstock, Ontario, the Alfa Romeo began to undergo some work to the chassis, and the coachwork was repainted in candy-apple green. In 1969 the owners moved to nearby London, Ontario, after which the car was effectively stored for the remainder of their ownership. Eventually realizing the need for a thorough refurbishment, the consignors entrusted a full nut-and-bolt restoration to Sebert Motors in the late 1980s, which eventually included a complete rebuild of the engine, and a bare-metal refinish in the proper color of rosso. As financing was an issue, the restoration progressed in a slow but steady fashion through early 2024, when the TZ was submitted to RM Auto Restoration for completion of the remaining work. Essentially unused since 1969, this masterfully restored Tubolare Zagato is ideal for concours exhibition or event participation. The beautifully refinished aluminum coachwork is almost entirely original, and the car retains the same motor as when purchased by the consignor in 1966, suggesting that the factory-equipped competition-specified engine remains equipped (please note, factory records of this era did not record engine numbers, making unequivocal confirmation of the engine’s originality impossible). Marque collectors and enthusiasts of important post-war sports-racing cars are now invited to consider the availability of one of the rare surviving Giulia TZ examples, which is probably the only one to have actively raced in Canada in period. It is undoubtedly one of the most painstakingly restored and desirably authentic examples one might hope to find. Other Cars from RM Sotheby's 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1954-Fiat-8V-Berlinetta-Series-II-02.webp 1954-Fiat-8V-Berlinetta-Series-II-20.webp 1954-Fiat-8V-Berlinetta-Series-II-01.webp 1/20 1954 Fiat 8V Berlinetta Series II RM Sotheby's Germany 1965-Shelby-289-Cobra-01.webp 1965-Shelby-289-Cobra-02.webp 1965-Shelby-289-Cobra-15.webp 1965-Shelby-289-Cobra-01.webp 1/15 1965 Shelby 289 Cobra RM Sotheby's United States 1991-Porsche-911-Reimagined-by-Singer-01.webp 1991-Porsche-911-Reimagined-by-Singer-02.webp 1991-Porsche-911-Reimagined-by-Singer-15.webp 1991-Porsche-911-Reimagined-by-Singer-01.webp 1/15 1991 Porsche 911 Reimagined by Singer RM Sotheby's United Kingdom Last Featured Cars

The Porsche 356 occupies a special place in automotive history, as it laid the foundations for the legendary Porsche brand. The brainchild of the visionary Ferdinand 'Ferry' Porsche, the 356 (the brand's 356th design) became the first production car to bear the Porsche name and paved the way for the iconic sports cars that would follow. Launched in 1948, the 356 quickly became recognized for its distinctive design, superb engineering and outstanding performance, cementing its status as a classic icon that continues to captivate enthusiasts around the world. It was thanks to the 356 that the manufacturer succeeded in making a name for itself and producing the hyper-powerful and prestigious models we know today. The origins of the Porsche 356 date back to the aftermath of the Second World War, when company founder Ferdinand Porsche and his son Ferry set out to create a sports car that combined performance and practicality. Using parts from the Volkswagen Beetle, the first Porsche prototype, known as "No. 1" or "Porsche 356-001" was created : using its rear engine, aerodynamic design and lightweight construction as the basis of the 356 series. The Porsche 356 went through several iterations during its production period, from 1948 to 1965. The first models, often referred to as "Pre-A", featured a two-piece windscreen and various design elements borrowed from the Volkswagen Beetle. Over the years, the 356 evolved into the 'A', 'B' and 'C' series, each marked by refinements and improvements. The distinctive shape of the 356, with its elegant curves, iconic round headlights and sloping roofline, has become synonymous with timeless elegance. The attention to detail in its design, combined with precision engineering, has contributed to the car's enduring appeal. In the United States, this difference takes on a particular significance and becomes a real opposition, as it is hard to imagine two types of cars more antinomic than an American car and a 356. Despite being at the opposite end of the American way of driving, it was to conquer the market on the other side of the Atlantic. Dressed in round and smooth lines, the myth was born in the guise of a beetle. But to get away from a style that had become archaic and to straighten out a line that was undeniably sluggish, the stylistic evolution of the 356 gave the car a few angles. As skillful as they were discreet, these alterations nevertheless preserved the car's original and endearing personality. Beneath its elegant bodywork, the Porsche 356 benefits from innovative engineering that sets it apart from its contemporaries. The configuration of rear engine and rear-wheel drive, a design philosophy also inherited from the Beetle, offered exceptional handling and agility. Lightweight construction, with aluminium body panels, contributed to the car's impressive power-to-weight ratio at the beginning. The 356 also had various engine options over the years, with air-cooled flat-four engines becoming a hallmark of Porsche sports cars. Collaboration with renowned engine builder Ernst Fuhrmann led to improvements in performance and reliability, cementing the 356's reputation both on the road and on the racetrack. The 356 borrowed a lot from the Beetle! In addition to its platform and torsion bar suspension, it has the same air-cooled four-cylinder engine, with a displacement reduced to 1086 cm3. Thus, rigged with forty modest horsepower (140 km/h), the 356/1100 continued its career until 1954. In April 1951, the 1300 version was launched, and in the autumn of the same year, the first 1500 cm3 with 60 bhp appeared. October 1952 saw the launch of the 1500 Super, with a now respectable 70 bhp. A major event was the introduction of Porsche's famous four-speed gearbox. Finally, the same year saw the appearance of the legendary American roadster, built at the request of Max Hoffmann, Porsche's importer in the United States. It was a forerunner of the Speedster, which appeared in September 1954. In the autumn of 1955, the 356 gave way to the 356 A. More comfortable, this second generation (excluding the Carrera) was built around two engines, the old 1300 and a new 1600 cm3. The 356 in racing: The Porsche 356 quickly earned its stripes on the racetrack, establishing Porsche as a force to be reckoned with in motor sport. Successes in events such as the 24 Hours of Le Mans, the Mille Miglia and the Carrera Panamericana highlighted the 356's reliability, speed and overall performance. All these race victories played a crucial role in shaping the brand's identity and contributed to the car's popularity with sports driving enthusiasts. The reputation of the Porsche 356 has been earned above all in motor racing. Light, maneuverable, and equipped with a lively engine, it won the first edition of the "European Rally Championship” in 1953. It won the competition again in 1961 and the same year won the Rally Germany. The Porsche 356 won all 4 editions of the 'Liège-Rome-Liège' race (1952, 1954, 1957, 1959). It also won the 1956 Press on Regardless Rally and the 1960-1963 European Hill climb Championship. Although production of the Porsche 356 ceased in 1965, its legacy lives on. The car's timeless design, combined with its historical importance and racing pedigree, made it a sought-after collector's item, but it also paved the way for the iconic models that followed, notably the 911. Thus, thanks to a policy of small steps, which ensured a slow but steady rise in power, the 356, born with 40 bhp in 1950, culminated twelve years later with 130 bhp and almost double the engine capacity. The last 356 C left the production line in April 1965, a year after the launch of the 911. But the 356 would survive on its own through this new model, which was an extrapolation of it. With its reputation, Porsche ended up seducing a number of famous personalities. Owners of the 356 included former French President Georges Pompidou and King Beaudoin. Hollywood stars such as James Dean also succumbed to the charms of this emblematic model from the German manufacturer. Our Porsche 356 is a Pre-A from 1954: The current owner bought the car in 2015 from Automobilia in Reims with the aim of taking part in historic races such as the Tour Auto and the Tour de Corse. The car is in FIA GTS Race specification with a 136bhp engine and bespoke gearbox. The car will evolve with the races, notably at DG Racing in Yenne, where the engine was recently rebuilt. Our 356 has taken part in several Tour Auto events, including an index of performance victory in 2022. It is now sold ready to race with a revised gearbox. Eligible for the major historic events: Tour Auto, Le Mans Classic... this car is the absolute weapon to win the index. 1954 Porsche 356 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 24-0129014 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 The Porsche 356 occupies a special place in automotive history, as it laid the foundations for the legendary Porsche brand. The brainchild of the visionary Ferdinand 'Ferry' Porsche, the 356 (the brand's 356th design) became the first production car to bear the Porsche name and paved the way for the iconic sports cars that would follow. Launched in 1948, the 356 quickly became recognized for its distinctive design, superb engineering and outstanding performance, cementing its status as a classic icon that continues to captivate enthusiasts around the world. It was thanks to the 356 that the manufacturer succeeded in making a name for itself and producing the hyper-powerful and prestigious models we know today. The origins of the Porsche 356 date back to the aftermath of the Second World War, when company founder Ferdinand Porsche and his son Ferry set out to create a sports car that combined performance and practicality. Using parts from the Volkswagen Beetle, the first Porsche prototype, known as "No. 1" or "Porsche 356-001" was created : using its rear engine, aerodynamic design and lightweight construction as the basis of the 356 series. The Porsche 356 went through several iterations during its production period, from 1948 to 1965. The first models, often referred to as "Pre-A", featured a two-piece windscreen and various design elements borrowed from the Volkswagen Beetle. Over the years, the 356 evolved into the 'A', 'B' and 'C' series, each marked by refinements and improvements. The distinctive shape of the 356, with its elegant curves, iconic round headlights and sloping roofline, has become synonymous with timeless elegance. The attention to detail in its design, combined with precision engineering, has contributed to the car's enduring appeal. In the United States, this difference takes on a particular significance and becomes a real opposition, as it is hard to imagine two types of cars more antinomic than an American car and a 356. Despite being at the opposite end of the American way of driving, it was to conquer the market on the other side of the Atlantic. Dressed in round and smooth lines, the myth was born in the guise of a beetle. But to get away from a style that had become archaic and to straighten out a line that was undeniably sluggish, the stylistic evolution of the 356 gave the car a few angles. As skillful as they were discreet, these alterations nevertheless preserved the car's original and endearing personality. Beneath its elegant bodywork, the Porsche 356 benefits from innovative engineering that sets it apart from its contemporaries. The configuration of rear engine and rear-wheel drive, a design philosophy also inherited from the Beetle, offered exceptional handling and agility. Lightweight construction, with aluminium body panels, contributed to the car's impressive power-to-weight ratio at the beginning. The 356 also had various engine options over the years, with air-cooled flat-four engines becoming a hallmark of Porsche sports cars. Collaboration with renowned engine builder Ernst Fuhrmann led to improvements in performance and reliability, cementing the 356's reputation both on the road and on the racetrack. The 356 borrowed a lot from the Beetle! In addition to its platform and torsion bar suspension, it has the same air-cooled four-cylinder engine, with a displacement reduced to 1086 cm3. Thus, rigged with forty modest horsepower (140 km/h), the 356/1100 continued its career until 1954. In April 1951, the 1300 version was launched, and in the autumn of the same year, the first 1500 cm3 with 60 bhp appeared. October 1952 saw the launch of the 1500 Super, with a now respectable 70 bhp. A major event was the introduction of Porsche's famous four-speed gearbox. Finally, the same year saw the appearance of the legendary American roadster, built at the request of Max Hoffmann, Porsche's importer in the United States. It was a forerunner of the Speedster, which appeared in September 1954. In the autumn of 1955, the 356 gave way to the 356 A. More comfortable, this second generation (excluding the Carrera) was built around two engines, the old 1300 and a new 1600 cm3. The 356 in racing: The Porsche 356 quickly earned its stripes on the racetrack, establishing Porsche as a force to be reckoned with in motor sport. Successes in events such as the 24 Hours of Le Mans, the Mille Miglia and the Carrera Panamericana highlighted the 356's reliability, speed and overall performance. All these race victories played a crucial role in shaping the brand's identity and contributed to the car's popularity with sports driving enthusiasts. The reputation of the Porsche 356 has been earned above all in motor racing. Light, maneuverable, and equipped with a lively engine, it won the first edition of the "European Rally Championship” in 1953. It won the competition again in 1961 and the same year won the Rally Germany. The Porsche 356 won all 4 editions of the 'Liège-Rome-Liège' race (1952, 1954, 1957, 1959). It also won the 1956 Press on Regardless Rally and the 1960-1963 European Hill climb Championship. Although production of the Porsche 356 ceased in 1965, its legacy lives on. The car's timeless design, combined with its historical importance and racing pedigree, made it a sought-after collector's item, but it also paved the way for the iconic models that followed, notably the 911. Thus, thanks to a policy of small steps, which ensured a slow but steady rise in power, the 356, born with 40 bhp in 1950, culminated twelve years later with 130 bhp and almost double the engine capacity. The last 356 C left the production line in April 1965, a year after the launch of the 911. But the 356 would survive on its own through this new model, which was an extrapolation of it. With its reputation, Porsche ended up seducing a number of famous personalities. Owners of the 356 included former French President Georges Pompidou and King Beaudoin. Hollywood stars such as James Dean also succumbed to the charms of this emblematic model from the German manufacturer. Our Porsche 356 is a Pre-A from 1954: The current owner bought the car in 2015 from Automobilia in Reims with the aim of taking part in historic races such as the Tour Auto and the Tour de Corse. The car is in FIA GTS Race specification with a 136bhp engine and bespoke gearbox. The car will evolve with the races, notably at DG Racing in Yenne, where the engine was recently rebuilt. Our 356 has taken part in several Tour Auto events, including an index of performance victory in 2022. It is now sold ready to race with a revised gearbox. Eligible for the major historic events: Tour Auto, Le Mans Classic... this car is the absolute weapon to win the index. Other Cars from Historic Cars 1988-BMW-M3-Zakspeed-DTM-01.jpeg 1988-BMW-M3-Zakspeed-DTM-02.jpeg 1988-BMW-M3-Zakspeed-DTM-15.jpeg 1988-BMW-M3-Zakspeed-DTM-01.jpeg 1/15 1988 BMW M3 Zakspeed DTM Historic Cars France 1976-Dino-308-GT4-01.jpeg 1976-Dino-308-GT4-02.jpeg 1976-Dino-308-GT4-20.jpeg 1976-Dino-308-GT4-01.jpeg 1/20 1976 Dino 308 GT4 Historic Cars France 1972-Porsche-911-2.4L-S-01.jpeg 1972-Porsche-911-2.4L-S-02.jpeg 1972-Porsche-911-2.4L-S-10.jpeg 1972-Porsche-911-2.4L-S-01.jpeg 1/10 1972 Porsche 911 2.4L S Historic Cars France Last Featured Cars

The small Bristol-powered racer, designed by John Tojeiro in the early 1950s, was a great success in competition with Cliff Davis. AC Cars, renowned for its sporty models but with an ageing range, was looking for a new model and took a keen interest in Tojeiro's small car and decided to put it into production in 1954, under the name Ace. The Tojeiro bodywork was virtually a carbon copy of the beautiful Touring designed Ferrari 166 MM barchetta and was carried over to the Ace with minor modifications. It was based on a ladder chassis with independent suspensions, inspired by the Cooper that John Tojeiro had also designed. However, AC did not use the Bristol engine for its model, preferring to stick with the good old 2 litre long stroke six cylinder engine with overhead camshaft. It was designed in 1919 and its modest 80 hp was a bit too much for a modern sports car. The engine was increased to 100 hp, which gave the Ace a respectable, but not spectacular, performance. A very attractive and original fastback coupé version, designed by Alan Turner and named Aceca, was unveiled at Earls Court in London in 1954. Its body was constructed from hand-formed aluminum sheet and was supported by a tubular truss. To reduce the resonance box effect in the passenger compartment, AC mounted the components on rubber blocks. The tubular chassis was more solidly built than that of the Ace. The Aceca was a very attractive, light and well powered GT car. The Ace and Aceca helped to restore AC's pre-war notoriety among sports connoisseurs. The Ace and Aceca underwent very few changes during their careers, apart from the replacement of the engine in 1956, when the more powerful 2-litre Bristol six-cylinder (up to 130 bhp) became available. Towards the end of production, the excellent 2.6 litre Ford Zephyr engine, light and small for its displacement, was finally adopted. The combination of a stiff chassis that held the road well and an interesting power-to-weight ratio - with the Bristol engine the car was already reaching 190 km/h - allowed the Ace version to achieve many racing successes in the production Sport class, its best result being seventh place overall and first in class at Le Mans in 1959. The rest of the story is known. This well-born car was chosen by Carroll Shelby to install a Ford V8 in its specially strengthened chassis, giving birth to the mythical Cobras which definitively took AC out of a restricted circle of connoisseurs and gave it international recognition. BE625 was first registered in 1957, making it eligible for the Mille Miglia. It is one of only 169 Bristol-powered Acecas produced. The green Log-Book shows the first owners, and the Club notes that this is the first Aceca to leave the factory with disc brakes as standard. We know this car well, having crossed paths many times with its previous owner, who has used it a lot since he bought it in 2017. Since then, a great deal of work has been carried out to ensure not only reliability, but also comfort on long-distance journeys. A gearbox rebuild by Stanton Motorsports in 2018. Classic Performance Engineering provided full Aceca maintenance, including a complete differential rebuild in 2020. As for the engine, Pendine Works has completely rebuilt its rare 100C2, installing a new clutch at the same time. For our part, we recently had the water pump replaced and carried out some maintenance by the Parisian workshop we work with. As the previous owner was the grandson of the founder of Bristol Cars, he has also included in the history copies of a fascinating correspondence between Bristol Cars and AC. This is an exceptionally well-maintained example, ready for many miles. Always perfectly maintained, with a beautiful backrest, it's ready to hit the road for the next Tour Auto, or the Mille Miglia. 1957 AC Aceca Bristol 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 24-1214009 FEATURED BY SPEEDHOLICS In Stock 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 The small Bristol-powered racer, designed by John Tojeiro in the early 1950s, was a great success in competition with Cliff Davis. AC Cars, renowned for its sporty models but with an ageing range, was looking for a new model and took a keen interest in Tojeiro's small car and decided to put it into production in 1954, under the name Ace. The Tojeiro bodywork was virtually a carbon copy of the beautiful Touring designed Ferrari 166 MM barchetta and was carried over to the Ace with minor modifications. It was based on a ladder chassis with independent suspensions, inspired by the Cooper that John Tojeiro had also designed. However, AC did not use the Bristol engine for its model, preferring to stick with the good old 2 litre long stroke six cylinder engine with overhead camshaft. It was designed in 1919 and its modest 80 hp was a bit too much for a modern sports car. The engine was increased to 100 hp, which gave the Ace a respectable, but not spectacular, performance. A very attractive and original fastback coupé version, designed by Alan Turner and named Aceca, was unveiled at Earls Court in London in 1954. Its body was constructed from hand-formed aluminum sheet and was supported by a tubular truss. To reduce the resonance box effect in the passenger compartment, AC mounted the components on rubber blocks. The tubular chassis was more solidly built than that of the Ace. The Aceca was a very attractive, light and well powered GT car. The Ace and Aceca helped to restore AC's pre-war notoriety among sports connoisseurs. The Ace and Aceca underwent very few changes during their careers, apart from the replacement of the engine in 1956, when the more powerful 2-litre Bristol six-cylinder (up to 130 bhp) became available. Towards the end of production, the excellent 2.6 litre Ford Zephyr engine, light and small for its displacement, was finally adopted. The combination of a stiff chassis that held the road well and an interesting power-to-weight ratio - with the Bristol engine the car was already reaching 190 km/h - allowed the Ace version to achieve many racing successes in the production Sport class, its best result being seventh place overall and first in class at Le Mans in 1959. The rest of the story is known. This well-born car was chosen by Carroll Shelby to install a Ford V8 in its specially strengthened chassis, giving birth to the mythical Cobras which definitively took AC out of a restricted circle of connoisseurs and gave it international recognition. BE625 was first registered in 1957, making it eligible for the Mille Miglia. It is one of only 169 Bristol-powered Acecas produced. The green Log-Book shows the first owners, and the Club notes that this is the first Aceca to leave the factory with disc brakes as standard. We know this car well, having crossed paths many times with its previous owner, who has used it a lot since he bought it in 2017. Since then, a great deal of work has been carried out to ensure not only reliability, but also comfort on long-distance journeys. A gearbox rebuild by Stanton Motorsports in 2018. Classic Performance Engineering provided full Aceca maintenance, including a complete differential rebuild in 2020. As for the engine, Pendine Works has completely rebuilt its rare 100C2, installing a new clutch at the same time. For our part, we recently had the water pump replaced and carried out some maintenance by the Parisian workshop we work with. As the previous owner was the grandson of the founder of Bristol Cars, he has also included in the history copies of a fascinating correspondence between Bristol Cars and AC. This is an exceptionally well-maintained example, ready for many miles. Always perfectly maintained, with a beautiful backrest, it's ready to hit the road for the next Tour Auto, or the Mille Miglia. 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