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Looking resplendent in its rare original colour scheme, this late-model Jaguar E-type Series 1 has spent most of its life in North America and has benefitted from an extensive recent restoration in the UK. Chassis number 1E34099 was built at the Browns Lane factory on 5 January 1967 and dispatched to Jaguar Cars New York on 26 January. Although little is known of its early life in the US, it is believed to have had only two owners and covered only about 34,000 miles by the time it was sold to a specialist in Texas in 2018. Later that year, it was shipped to another specialist, this time in the Netherlands. It was then sold to its current UK-based owner as a project car in 2019, and a thorough restoration soon got under way. The whole process is documented via a wealth of invoices in the E-type’s history file, and included replacing the floors and sills, stripping down and overhauling the suspension – new Gaz dampers and Polybushes were fitted – and rebuilding the engine and gearbox. Having been resprayed red and retrimmed black at some point during its time in the US, it was also returned to its striking factory-original combination of black with a red interior. The braking system was fully rebuilt and the final touches to this comprehensive project were applied in the summer of 2024. After initial road-testing, a new water pump and crank damper were fitted, and the suspension geometry was fine-tuned in order to make sure the E-type drove as well as it looked. Now being offered for sale at the Classic Motor Hub, this beautifully restored, matching-numbers Jaguar E-type is an exceptional example of the Series 1 4.2 – the model that many marque experts consider to be the sweet-spot in the E-type range, thanks to its combination of unspoilt styling and numerous improvements over the earlier 3.8. 1967 Jaguar E-type Series 1 4.2 The Classic Motor Hub 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 24-1118002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Exported new to Jaguar Cars New York Rare original colours of black with red interior Freshly restored, matching-numbers car Left-hand drive The Classic Motor Hub Old Walls Ablington, Bibury United Kingdom Contact details info@classicmotorhub.com 01242384092 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 Looking resplendent in its rare original colour scheme, this late-model Jaguar E-type Series 1 has spent most of its life in North America and has benefitted from an extensive recent restoration in the UK. Chassis number 1E34099 was built at the Browns Lane factory on 5 January 1967 and dispatched to Jaguar Cars New York on 26 January. Although little is known of its early life in the US, it is believed to have had only two owners and covered only about 34,000 miles by the time it was sold to a specialist in Texas in 2018. Later that year, it was shipped to another specialist, this time in the Netherlands. It was then sold to its current UK-based owner as a project car in 2019, and a thorough restoration soon got under way. The whole process is documented via a wealth of invoices in the E-type’s history file, and included replacing the floors and sills, stripping down and overhauling the suspension – new Gaz dampers and Polybushes were fitted – and rebuilding the engine and gearbox. Having been resprayed red and retrimmed black at some point during its time in the US, it was also returned to its striking factory-original combination of black with a red interior. The braking system was fully rebuilt and the final touches to this comprehensive project were applied in the summer of 2024. After initial road-testing, a new water pump and crank damper were fitted, and the suspension geometry was fine-tuned in order to make sure the E-type drove as well as it looked. Now being offered for sale at the Classic Motor Hub, this beautifully restored, matching-numbers Jaguar E-type is an exceptional example of the Series 1 4.2 – the model that many marque experts consider to be the sweet-spot in the E-type range, thanks to its combination of unspoilt styling and numerous improvements over the earlier 3.8. Other Cars from The Classic Motor Hub 1963-Maserati-3500-GTI-Sebring-01.jpg 1963-Maserati-3500-GTI-Sebring-02.jpg 1963-Maserati-3500-GTI-Sebring-12.jpg 1963-Maserati-3500-GTI-Sebring-01.jpg 1/12 1963 Maserati 3500 GTI Sebring The Classic Motor Hub United Kingdom 1965-Ferrari-275-GTS-01.jpg 1965-Ferrari-275-GTS-02.jpg 1965-Ferrari-275-GTS-15.jpg 1965-Ferrari-275-GTS-01.jpg 1/15 1965 Ferrari 275 GTS The Classic Motor Hub United Kingdom 1965-Jaguar-E-type-S1-4.2-01.jpg 1965-Jaguar-E-type-S1-4.2-02.jpg 1965-Jaguar-E-type-S1-4.2-15.jpg 1965-Jaguar-E-type-S1-4.2-01.jpg 1/15 1965 Jaguar E-type Series1 4.2 The Classic Motor Hub United Kingdom Last Featured Cars

Likely the Finest Presented and Remarkably Preserved ALPINA B3 In Existence Time Warp E36 with just 1,220 Original Kilometers / 758 Miles Lifelong German Car from Longterm Ownership – Documented Recent Service and Detailing for Concours – See Service Request log Displays Original Paint, Upholstery, Glass, and Michelin Piolet SX Tires (x5) Highly Equipped and Uniquely Optioned Example • Verified by ALPINA Certificate of Delivery • ALPINA Supplied Build Sheet Copy • ALPINA Invoice • ALPINA Supplied Technical Data Sheets and Period Articles 2023 Legends of the Autobahn / BMW CCA : 1st Place Concours Class (trophy and memorabilia included) Participant 2023 Bring a Trailer Alumni Gathering at Laguna Seca Supported by Hammer + Co. Order Invoice TUV Inspection Reports Stereo System Operation Manuals Front License Plate Mount Original Body Trim/Moulding (currently fitted with M3 moulding) ALPINA Stripe Box OAL-BB 50 - The ALPINA Book ALPINA Memorabilia and Accessories Complete with Operating Manual VIN-Matched Service Book Becker Radio Books, Code Cards, Warranty and Manuals Original Keys / Fobs, Remotes, Valet Key, Wheel Key, Ign Key Template Key Code Cards Original Spare Tire, Jack and Tire Iron Tool Kit, First Aid Kit, Emergency Light, and Emergency Triangle Rounded and M3 Style Rear Bumper Diffusers Special Equipment CB31 BMW Alpina B3 3.0 Coupe 302 Maderia Schwarz Metallic (Violet) 9999 Special Upholstery: Full Leather Buffalo Anthracite 111 ALPINA-Velour Floor Mats 140 ALPINA-Digital Display 170 Décor Set Included Loose 175 Alpina and Model Names Have Been Loosely Placed in Vehicle 209 Limited Slip Differential 240 Driver's Airbag Four-Spoke Leather Steering Wheel, Hand Stitched 243 Airbag for Passenger 301 Anti-theft Alarm System and Tilt Alarm 498 Headrest in Rear, Mechanically Adjustable 354 Green Wedge Front Windscreen 440 Non-smoking package 554 Onboard Computer V with Remote Control 686 Antenna Diversity 530 Air Conditioning 676 HiFi Active Speaker System 314 Exterior Mirrors, Heated 940 Additional Instruments 570 Stronger Power Supply 341 Bumper Completely in Car Color 494 Heated Seats for Driver and Passenger 415 Sun blind rear window, mechanical 320 Without Model Lettering 662 Radio BMW Bavaria C professional RDS 481 BMW Sport Seats for Driver and Passenger 900 Recognized Immobile Device 9903 Deconservation with handover inspection ALPINA Production Number Plate was placed loose into the vehicle at customer request. EG01 Provision in Buchloe 1026 Approval with Reflective License Plate – self Date of Registration March 5, 1994 The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. All advertised prices exclude government fees and taxes, any finance charges, any dealer document preparation charge, and shipping expenses. Vehicles are subject to prior sale. DriverSource is not liable for any errors, omissions, or mistakes. 1994 BMW Alpina B3 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 23-1025031 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Vin WAPB330C04E300092 BMW ID WBABF31030EF21868 Engine number 10463 Production April 1994 ALPINA Production number 092 / 741 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 Likely the Finest Presented and Remarkably Preserved ALPINA B3 In Existence Time Warp E36 with just 1,220 Original Kilometers / 758 Miles Lifelong German Car from Longterm Ownership – Documented Recent Service and Detailing for Concours – See Service Request log Displays Original Paint, Upholstery, Glass, and Michelin Piolet SX Tires (x5) Highly Equipped and Uniquely Optioned Example • Verified by ALPINA Certificate of Delivery • ALPINA Supplied Build Sheet Copy • ALPINA Invoice • ALPINA Supplied Technical Data Sheets and Period Articles 2023 Legends of the Autobahn / BMW CCA : 1st Place Concours Class (trophy and memorabilia included) Participant 2023 Bring a Trailer Alumni Gathering at Laguna Seca Supported by Hammer + Co. Order Invoice TUV Inspection Reports Stereo System Operation Manuals Front License Plate Mount Original Body Trim/Moulding (currently fitted with M3 moulding) ALPINA Stripe Box OAL-BB 50 - The ALPINA Book ALPINA Memorabilia and Accessories Complete with Operating Manual VIN-Matched Service Book Becker Radio Books, Code Cards, Warranty and Manuals Original Keys / Fobs, Remotes, Valet Key, Wheel Key, Ign Key Template Key Code Cards Original Spare Tire, Jack and Tire Iron Tool Kit, First Aid Kit, Emergency Light, and Emergency Triangle Rounded and M3 Style Rear Bumper Diffusers Special Equipment CB31 BMW Alpina B3 3.0 Coupe 302 Maderia Schwarz Metallic (Violet) 9999 Special Upholstery: Full Leather Buffalo Anthracite 111 ALPINA-Velour Floor Mats 140 ALPINA-Digital Display 170 Décor Set Included Loose 175 Alpina and Model Names Have Been Loosely Placed in Vehicle 209 Limited Slip Differential 240 Driver's Airbag Four-Spoke Leather Steering Wheel, Hand Stitched 243 Airbag for Passenger 301 Anti-theft Alarm System and Tilt Alarm 498 Headrest in Rear, Mechanically Adjustable 354 Green Wedge Front Windscreen 440 Non-smoking package 554 Onboard Computer V with Remote Control 686 Antenna Diversity 530 Air Conditioning 676 HiFi Active Speaker System 314 Exterior Mirrors, Heated 940 Additional Instruments 570 Stronger Power Supply 341 Bumper Completely in Car Color 494 Heated Seats for Driver and Passenger 415 Sun blind rear window, mechanical 320 Without Model Lettering 662 Radio BMW Bavaria C professional RDS 481 BMW Sport Seats for Driver and Passenger 900 Recognized Immobile Device 9903 Deconservation with handover inspection ALPINA Production Number Plate was placed loose into the vehicle at customer request. EG01 Provision in Buchloe 1026 Approval with Reflective License Plate – self Date of Registration March 5, 1994 The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. All advertised prices exclude government fees and taxes, any finance charges, any dealer document preparation charge, and shipping expenses. Vehicles are subject to prior sale. DriverSource is not liable for any errors, omissions, or mistakes. 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

Big-block and a manual gearbox in a striking colour combination, one of the best C3 Corvettes we have seen. Fabulous, third-generation Stingray finished in gleaming Ontario Orange sitting on 15" chromed 'Rally' wheels Easily removable Targa roof revealing the stunning Saddle Tan interior St Louis-built and originally fitted with a 350ci 'small-block', but now powered by a 454ci (7.4-litre), 365bhp/455lb/ft 'big-block' V8 Imported to the UK in 2015 with two previous UK owners In really lovely condition, this is one of the nicest C3s we have seen and in this striking colour combination with the desirable big-block engine, is sure to make an eyecatching car show companion 1972 Chevrolet Corvette Stingray 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 24-1031010 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Body Colour Ontario Orange 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 Big-block and a manual gearbox in a striking colour combination, one of the best C3 Corvettes we have seen. Fabulous, third-generation Stingray finished in gleaming Ontario Orange sitting on 15" chromed 'Rally' wheels Easily removable Targa roof revealing the stunning Saddle Tan interior St Louis-built and originally fitted with a 350ci 'small-block', but now powered by a 454ci (7.4-litre), 365bhp/455lb/ft 'big-block' V8 Imported to the UK in 2015 with two previous UK owners In really lovely condition, this is one of the nicest C3s we have seen and in this striking colour combination with the desirable big-block engine, is sure to make an eyecatching car show companion 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

Black De Tomaso Pantera in very original and good condition! Completely original interior, headlining, floormats...chrome bumpers type, matching numbers engine and ZF-Transaxle gearbox. Perfect driving, rustfree car just serviced in our own workshop! New TUV and German registration papers, 7 front and 8 inch rear Campagnolo wheels. Fantastic V8 sound! Ready to enjoy!!! 1972 De Tomaso Pantera Speed8 Classics 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 24-0422014 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Belgium Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 351C/V8 Transmission five speed manual Speed8 Classics Lierselei 130 Malle Belgium Contact details info@speed8classics.com +32 473 323 725 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 Black De Tomaso Pantera in very original and good condition! Completely original interior, headlining, floormats...chrome bumpers type, matching numbers engine and ZF-Transaxle gearbox. Perfect driving, rustfree car just serviced in our own workshop! New TUV and German registration papers, 7 front and 8 inch rear Campagnolo wheels. Fantastic V8 sound! Ready to enjoy!!! Other Cars from Speed8 Classics 1971-De-Tomaso-Pantera-01.jpg 1971-De-Tomaso-Pantera-02.jpg 1971-De-Tomaso-Pantera-15.jpg 1971-De-Tomaso-Pantera-01.jpg 1/15 1971 De Tomaso Pantera Speed8 Classics Belgium 1985-Jaguar-XJS-C-01.jpg 1985-Jaguar-XJS-C-02.jpg 1985-Jaguar-XJS-C-10.jpg 1985-Jaguar-XJS-C-01.jpg 1/10 1985 Jaguar XJS-C Speed8 Classics Belagium 1962-Jaguar-E-Type-S1-01.webp 1962-Jaguar-E-Type-S1-02.webp 1962-Jaguar-E-Type-S1-11.webp 1962-Jaguar-E-Type-S1-01.webp 1/11 1962 Jaguar E-Type S1 Speed8 Classics Belgium Last Featured Cars

The Aston Martin DB2 is a classic British sports car that was produced in the early 1950s. High-quality workmanship, sporty but also comfortable – typical British grand tourer style. The Aston Martin DB2 Drophead Coupé offered here is a very early example – it is the 13th with a one-piece radiator grille and number 62 overall. It was delivered in Switzerland by Limmat Garage AG Josef Stierli & Co., Zurich, to the first owner in the Basel area and was later part of the Walter Grell collection at the Grand Hotel des Salines in Rheinfelden. This authentic Aston Martin DB2 DHC comes from an Aston Martin collection that we are currently liquidating and was in its last ownership for over 21 years. It has been regularly serviced by professionals, the chassis and engine are matching numbers, and the car is in excellent technical condition, veteran-approved. The original instruction book and build sheet from Aston Martin are available. This DB2 Drophead Coupé is simply a great, honest daily driver with a lot of patina, which refers exclusively to the bodywork and paintwork, and with very well-maintained technology. 1951 Aston Martin DB2 DHC Lutziger Classic Cars AG If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0621002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Geramny Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine size 2580 ccm Cylinders 6 Power 106 PS Doors 2 Seats 2 Exterior colour gray, green Interior colour green First registered in July 1951 Delivered in Switzerland Matching numbers Aston Martin build sheet Swiss road registration Veteran Lutziger Classic Cars AG Industriestrasse 48 Bergdietikon Switzerland Contact details info@lutziger-classiccars.com +41 (0) 56 631 10 00 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Aston Martin DB2 is a classic British sports car that was produced in the early 1950s. High-quality workmanship, sporty but also comfortable – typical British grand tourer style. The Aston Martin DB2 Drophead Coupé offered here is a very early example – it is the 13th with a one-piece radiator grille and number 62 overall. It was delivered in Switzerland by Limmat Garage AG Josef Stierli & Co., Zurich, to the first owner in the Basel area and was later part of the Walter Grell collection at the Grand Hotel des Salines in Rheinfelden. This authentic Aston Martin DB2 DHC comes from an Aston Martin collection that we are currently liquidating and was in its last ownership for over 21 years. It has been regularly serviced by professionals, the chassis and engine are matching numbers, and the car is in excellent technical condition, veteran-approved. The original instruction book and build sheet from Aston Martin are available. This DB2 Drophead Coupé is simply a great, honest daily driver with a lot of patina, which refers exclusively to the bodywork and paintwork, and with very well-maintained technology. Other Cars from Lutziger Classic Cars AG 1964-Aston-Martin-DB5-01.jpg 1964-Aston-Martin-DB5-02.jpg 1964-Aston-Martin-DB5-20.jpg 1964-Aston-Martin-DB5-01.jpg 1/20 1964 Aston Martin DB5 Lutziger Classic Cars AG Germany 1969-Ford-Mustang-Mach-1-428-Cobra-Jet-01.jpg 1969-Ford-Mustang-Mach-1-428-Cobra-Jet-02.jpg 1969-Ford-Mustang-Mach-1-428-Cobra-Jet-20.jpg 1969-Ford-Mustang-Mach-1-428-Cobra-Jet-01.jpg 1/20 1969 Ford Mustang Mach 1 428 Cobra Jet Lutziger Classic Cars AG Geramny 1964-Lancia-Flaminia-Super-Sport-3C-2.8-Zagato-01.jpg 1964-Lancia-Flaminia-Super-Sport-3C-2.8-Zagato-02.jpg 1964-Lancia-Flaminia-Super-Sport-3C-2.8-Zagato-20.jpg 1964-Lancia-Flaminia-Super-Sport-3C-2.8-Zagato-01.jpg 1/20 1964 Lancia Flaminia Super Sport 3C 2.8 Zagato Lutziger Classic Cars AG Geramny Last Featured Cars

What is light, nimble, sexy and will sting when you’re not paying attention? – Abarth’s Sorpion. Giuseppe Rinaldi created the Abarth Milletrecento Scorpione with Carrozzeria Francis Bombardi of Vercelli. We can already feel our moustache and need for espresso and gas! Based on the Fiat 850, the Scorpione was the last independent Abarth ever produced. It was presented in 1968 in Geneva, where quite a few drivers saw the potential in this venomous scorpion. After all, Abarth was one of the few manufacturers who offered racing support. When Fiat took over Abarth in ’71, production and support stopped. Since then the Scorpione is on the endangered-car species list and is only spotted in collections. Ours? Second collection also owner, no circuit yet. Untouched, recently overhauled and with ASI certificate. 1970 Abarth 1300 Scorpione 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 22-1023001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS The Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Construction year 1970 Power 73 HP Mileage 61.173 Date part 128-02-1970 Color Rosso Interior Black leather 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 What is light, nimble, sexy and will sting when you’re not paying attention? – Abarth’s Sorpion. Giuseppe Rinaldi created the Abarth Milletrecento Scorpione with Carrozzeria Francis Bombardi of Vercelli. We can already feel our moustache and need for espresso and gas! Based on the Fiat 850, the Scorpione was the last independent Abarth ever produced. It was presented in 1968 in Geneva, where quite a few drivers saw the potential in this venomous scorpion. After all, Abarth was one of the few manufacturers who offered racing support. When Fiat took over Abarth in ’71, production and support stopped. Since then the Scorpione is on the endangered-car species list and is only spotted in collections. Ours? Second collection also owner, no circuit yet. Untouched, recently overhauled and with ASI certificate. 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

Ferrari in Formula 2 A comparatively short Formula 1 calendar coupled with far fewer contractual and sponsorship obligations and an abundance of potential prize money meant other motorsport series were incredibly popular in the 1950s and ’60s. It was not uncommon to see the sport’s most famous names – the likes of Jim Clark, Graham Hill and Jochen Rindt – contesting endurance motor races, hard-fought touring-car bouts and even the Can-Am Challenge Cup across the pond. None was perhaps quite as popular among drivers (and constructors), however, as Formula 2. Nineteen sixty-seven saw the Formula 2 championship strike out on its own and run as a standalone series separate to its senior counterpart. Ferrari, which up until that point had only dabbled in the second-tier single-seater category, saw cause to mount a Works assault. There just so happened to be a stumbling block. You see the international Formula 2 rules dictated that the engines used by competing cars must be six cylinders in specification and derive from a homologated GT production car. A production car of which more than 500 had been built. Even in the latter half of the 1960s, Ferrari could only dream about producing entry-level (read less expensive) road cars in such volume. So, with production of his sultry new six-cylinder Pininfarina-designed 206 Dino GT underway, Il Commendatore swallowed his pride and approached Fiat in Turin, with a view to ‘making up the numbers’. A deal was struck that resulted in Fiat using the V6 engine for its own more affordable and less exclusive Dino model. And so the homologation rules were satisfied. Enter the 166 Dino F2. Realised very much in the same spirit as its 312 F1-67 Formula 1 car, Ferrari’s first purpose-built Formula 2 car was a real jewel. Its sleek, diminutive scarlet cigar-tube body clothed a semi-monocoque and tubular-steel spaceframe chassis. Harnessed at the rear was the 1.6-litre Dino V6, which revved to an ungodly 10,000rpm and produced in excess of 200bhp – ample, considering the car’s scant 425kg kerb weight. Chassis number 0010 One of two new 166 Dino F2s prepared by the Works SEFAC Scuderia Ferrari team for the 1968 Formula 2 season, chassis number 0010 made its competitive debut in the curtain-raising Gran Premio de Barcelona, held at Montjuich Park in Barcelona. It was assigned to the young Belgian driver Jacky Ickx. You know, the man who went on to win eight Formula 1 Grands Prix and six 24 Hours of Le Mans races? This Ferrari was assigned to the young Belgian driver Jacky Ickx for the first half of the 1968 season. Ickx demonstrated both his and the 166’s pace on his second outing with chassis number 0010, clinching pole position for the Eifelrennen at the Nürburgring. Said pace was to prove irritating for Ickx’s Scuderia Ferrari teammate Chris Amon in the next round at Zolder in Belgium. The split-heat format meant an aggregate result would determine the points distribution. When Amon finished race one in second (Ickx was out of contention in eighth) and the winner Jochen Rindt dropped well back early in race two, Amon was all but guaranteed an overall win. If he could finish ahead of his teammate that was. The trouble was Ickx, who’d found his groove, was racing in his home country. And he claimed not to have noticed the signals from the team urging him to relinquish his race lead and allow Amon past. In the end Rindt valiantly fought back to third place, behind the Ferraris of Ickx and Amon. And the German’s first and third were better than Amon’s two second-place finishes. Stifled celebration for Ickx, then, who’d tasted victory on home turf. Midway through the 1968 season, this 166 Dino F2 became the very first competition Ferrari raced by the five-time Le Mans winner Derek Bell After one further outing in the hands of Jacky Ickx at Crystal Palace in London, chassis number 0010 was reassigned to Derek Bell for the remainder of the 1968 Formula 2 season. Significantly, this 166 Dino F2 was the very first competition Ferrari raced by the five-time Le Mans winner. The young English driver recalls how exciting it was visiting the factory in Maranello for his seat-fit ahead of his first race for the Scuderia, the Gran Premio della Lotteria at Monza. “The mechanics bustled round the place getting me stepladders to climb up into the cockpit of ‘my’ Formula 2 car,” Bell remembers in his book My Racing Life. “One guy asked me how I wanted the pedals positioned, another what shape gear lever knob I required and a third how much padding I wanted in the cockpit. This was a fantastic experience – at Ferrari having a fitting for a race car!” Bell recalled in his book My Racing Life how special it was to race for Scuderia Ferrari for the first time The trust Enzo Ferrari had invested in Bell was duly rewarded in qualifying for the race at Monza. His first competitive outing ‘in red’ resulted in a spectacular pole position. Such was the decisiveness of Bell’s qualifying lap that Il Commendatore offered the Englishman a Works contract and even a test in the full-fat 312 Formula 1 car - a test that would ultimately lead to a Formula 1 seat. “It was the big time at last!” he thought. Bell raced chassis number 0010 on five further occasions in the remainder of the 1968 season, finishing each race and, most notably, winning a heat at Zolder in Belgium. The Englishman finished a credible fourth in the European Trophy for Formula 2 Drivers. Bell proved a dab hand with this Ferrari, winning a heat at Zolder and finishing fourth in the Formula 2 Championship standings In the 1960s and ’70s, many of motorsport’s top drivers would spend their winter off-season in the warmer climes of Australia and New Zealand, contesting the popular Tasman Series. Kiwi Ferrari driver Chris Amon was, understandably, keen to lift the Tasman Cup and talked the Scuderia into providing him two cars to race ‘down under’ in 1969. One of these cars was chassis number 0010. Because the Tasman technical regulations permitted engines up to 2,500cc in capacity, Ferrari upgraded the 166 Dino F2 to 246 specification. That meant installing the 24-valve 2.4-litre V6 previously used by the Scuderia’s Formula 1 cars, in addition to a slew of other upgrades including a straight-cut five-speed gearbox, Lucas indirect fuel injection and a limited-slip differential. Visually, the most obvious tell for the 1969 car was the addition of the small Formula 1-inspired aerofoil wing, mounted just aft the driver. “Such was the decisiveness of Bell’s qualifying lap with this car that Il Commendatore offered the Englishman a Works contract and even a test in the full-fat 312 Formula 1 car - a test that would ultimately lead to a Formula 1 seat.” Though Ferrari stopped short of flying any personnel out to Sydney to directly assist with the running of the cars (it was only getting a percentage of the winnings), Maranello’s support in other ways was invaluable to Amon and his Scuderia Veloce outfit. “I greatly appreciate what Ferrari did for me because it’s a helluva long way from them,” Amon later explained. “They air-freighted out any parts we needed and they supplied all the information we asked for.” While Amon would drive the sister 246 Dino, chassis number 0008, during the 1969 Tasman Series, Derek Bell was invited to drive chassis number 0010 once again. From the off, the potent 300bhp Ferraris proved the class of the field, Amon securing a decisive victory in the opening round at Pukekohe in New Zealand. Indeed, Amon would go on to win the championship, beating the likes of Jochen Rindt, Piers Courage, Graham Hill and Jack Brabham. Chassis 0010 and 0008 pictured inside the Ferrari factory gates in Maranello, prior to being shipped to Sydney for the 1969 Tasman Series Meanwhile, Bell played a strong supporting role with this car, picking up a season-best second position at Warwick Farm and even winning a preliminary 14-lap race ahead of the Levin International. He finished fourth in the series standings. But the Englishman’s fond memories of both his Ferrari and his time spent contesting the Tasman Series outshine the on-paper result. “The whole Tasman trip was really fantastic – particularly for me at that stage of my career,” Bell recalls. “Those Dinos were beautifully balanced little cars with, in 2.4-litre form, a superb power-to-weight ratio. Its competitive duties complete, chassis number 0010 was returned to the Works in Maranello in the spring of 1969. The car was later acquired by Lord Anthony Bamford, among the United Kingdom’s foremost Ferrari collectors, before joining the stable of Dudley and Sally Mason-Styron in 1980. Well-known champions of the Ferrari marque in the UK, the Mason-Styrons cherished this Dino for almost four decades, sharing it at a raft of events including Goodwood Festival of Speed on several occasions and Ferrari’s 50th-anniversary celebration in Maranello. Offered directly from a subsequent – though no less significant – collection of historic competition cars, this 166/246 Dino is a truly special car: a Works Ferrari single-seater raced with success in period by two of the most decorated drivers of their generations, Jacky Ickx and Derek Bell, at the beginnings of their illustrious careers. Its according eligibility for a raft of historic motoring events, sheer stop-you-in-your-tracks beauty and beguiling condition render this thoroughbred Prancing Horse a tantalising proposition for discerning Ferrari disciples. 1968 Ferrari 166/246 Dino Formula 2 Girardo & Co. Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. 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 25-0205009 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Raced by the Works SEFAC Scuderia Ferrari team in the 1968 Formula 2 championship Raced under the Works Ferrari banner by the six-time Le Mans winner and eight-time Formula 1 Grand Prix victor Jacky Ickx Raced under the Works Ferrari banner by the five-time Le Mans winner Derek Bell The first competition Ferrari chassis raced by Derek Bell and the car that earned him a Works Ferrari Formula 1 drive Secured three pole positions during the 1968 Formula 2 championship One of two Dino Formula 2 cars by the Ferrari factory in period to ‘Tasman’ specification, which included a larger 2.4-litre engine, a straight-cut five-speed gearbox and a limited-slip differential Raced by Derek Bell in the fiercely competitive Tasman Series in Australia and New Zealand in 1969 Pictured alongside the sister Works 166 Dino F2 inside the factory gates in a Ferrari press image ahead of the 1969 Tasman season Formerly owned by Lord Anthony Bamford and Dudley and Sally Mason-Styron, among the United Kingdom’s most prominent Ferrari collectors Eligible for a raft of historic motoring events, including the Goodwood Festival of Speed and the F2 Classic Interseries Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Ferrari in Formula 2 A comparatively short Formula 1 calendar coupled with far fewer contractual and sponsorship obligations and an abundance of potential prize money meant other motorsport series were incredibly popular in the 1950s and ’60s. It was not uncommon to see the sport’s most famous names – the likes of Jim Clark, Graham Hill and Jochen Rindt – contesting endurance motor races, hard-fought touring-car bouts and even the Can-Am Challenge Cup across the pond. None was perhaps quite as popular among drivers (and constructors), however, as Formula 2. Nineteen sixty-seven saw the Formula 2 championship strike out on its own and run as a standalone series separate to its senior counterpart. Ferrari, which up until that point had only dabbled in the second-tier single-seater category, saw cause to mount a Works assault. There just so happened to be a stumbling block. You see the international Formula 2 rules dictated that the engines used by competing cars must be six cylinders in specification and derive from a homologated GT production car. A production car of which more than 500 had been built. Even in the latter half of the 1960s, Ferrari could only dream about producing entry-level (read less expensive) road cars in such volume. So, with production of his sultry new six-cylinder Pininfarina-designed 206 Dino GT underway, Il Commendatore swallowed his pride and approached Fiat in Turin, with a view to ‘making up the numbers’. A deal was struck that resulted in Fiat using the V6 engine for its own more affordable and less exclusive Dino model. And so the homologation rules were satisfied. Enter the 166 Dino F2. Realised very much in the same spirit as its 312 F1-67 Formula 1 car, Ferrari’s first purpose-built Formula 2 car was a real jewel. Its sleek, diminutive scarlet cigar-tube body clothed a semi-monocoque and tubular-steel spaceframe chassis. Harnessed at the rear was the 1.6-litre Dino V6, which revved to an ungodly 10,000rpm and produced in excess of 200bhp – ample, considering the car’s scant 425kg kerb weight. Chassis number 0010 One of two new 166 Dino F2s prepared by the Works SEFAC Scuderia Ferrari team for the 1968 Formula 2 season, chassis number 0010 made its competitive debut in the curtain-raising Gran Premio de Barcelona, held at Montjuich Park in Barcelona. It was assigned to the young Belgian driver Jacky Ickx. You know, the man who went on to win eight Formula 1 Grands Prix and six 24 Hours of Le Mans races? This Ferrari was assigned to the young Belgian driver Jacky Ickx for the first half of the 1968 season. Ickx demonstrated both his and the 166’s pace on his second outing with chassis number 0010, clinching pole position for the Eifelrennen at the Nürburgring. Said pace was to prove irritating for Ickx’s Scuderia Ferrari teammate Chris Amon in the next round at Zolder in Belgium. The split-heat format meant an aggregate result would determine the points distribution. When Amon finished race one in second (Ickx was out of contention in eighth) and the winner Jochen Rindt dropped well back early in race two, Amon was all but guaranteed an overall win. If he could finish ahead of his teammate that was. The trouble was Ickx, who’d found his groove, was racing in his home country. And he claimed not to have noticed the signals from the team urging him to relinquish his race lead and allow Amon past. In the end Rindt valiantly fought back to third place, behind the Ferraris of Ickx and Amon. And the German’s first and third were better than Amon’s two second-place finishes. Stifled celebration for Ickx, then, who’d tasted victory on home turf. Midway through the 1968 season, this 166 Dino F2 became the very first competition Ferrari raced by the five-time Le Mans winner Derek Bell After one further outing in the hands of Jacky Ickx at Crystal Palace in London, chassis number 0010 was reassigned to Derek Bell for the remainder of the 1968 Formula 2 season. Significantly, this 166 Dino F2 was the very first competition Ferrari raced by the five-time Le Mans winner. The young English driver recalls how exciting it was visiting the factory in Maranello for his seat-fit ahead of his first race for the Scuderia, the Gran Premio della Lotteria at Monza. “The mechanics bustled round the place getting me stepladders to climb up into the cockpit of ‘my’ Formula 2 car,” Bell remembers in his book My Racing Life. “One guy asked me how I wanted the pedals positioned, another what shape gear lever knob I required and a third how much padding I wanted in the cockpit. This was a fantastic experience – at Ferrari having a fitting for a race car!” Bell recalled in his book My Racing Life how special it was to race for Scuderia Ferrari for the first time The trust Enzo Ferrari had invested in Bell was duly rewarded in qualifying for the race at Monza. His first competitive outing ‘in red’ resulted in a spectacular pole position. Such was the decisiveness of Bell’s qualifying lap that Il Commendatore offered the Englishman a Works contract and even a test in the full-fat 312 Formula 1 car - a test that would ultimately lead to a Formula 1 seat. “It was the big time at last!” he thought. Bell raced chassis number 0010 on five further occasions in the remainder of the 1968 season, finishing each race and, most notably, winning a heat at Zolder in Belgium. The Englishman finished a credible fourth in the European Trophy for Formula 2 Drivers. Bell proved a dab hand with this Ferrari, winning a heat at Zolder and finishing fourth in the Formula 2 Championship standings In the 1960s and ’70s, many of motorsport’s top drivers would spend their winter off-season in the warmer climes of Australia and New Zealand, contesting the popular Tasman Series. Kiwi Ferrari driver Chris Amon was, understandably, keen to lift the Tasman Cup and talked the Scuderia into providing him two cars to race ‘down under’ in 1969. One of these cars was chassis number 0010. Because the Tasman technical regulations permitted engines up to 2,500cc in capacity, Ferrari upgraded the 166 Dino F2 to 246 specification. That meant installing the 24-valve 2.4-litre V6 previously used by the Scuderia’s Formula 1 cars, in addition to a slew of other upgrades including a straight-cut five-speed gearbox, Lucas indirect fuel injection and a limited-slip differential. Visually, the most obvious tell for the 1969 car was the addition of the small Formula 1-inspired aerofoil wing, mounted just aft the driver. “Such was the decisiveness of Bell’s qualifying lap with this car that Il Commendatore offered the Englishman a Works contract and even a test in the full-fat 312 Formula 1 car - a test that would ultimately lead to a Formula 1 seat.” Though Ferrari stopped short of flying any personnel out to Sydney to directly assist with the running of the cars (it was only getting a percentage of the winnings), Maranello’s support in other ways was invaluable to Amon and his Scuderia Veloce outfit. “I greatly appreciate what Ferrari did for me because it’s a helluva long way from them,” Amon later explained. “They air-freighted out any parts we needed and they supplied all the information we asked for.” While Amon would drive the sister 246 Dino, chassis number 0008, during the 1969 Tasman Series, Derek Bell was invited to drive chassis number 0010 once again. From the off, the potent 300bhp Ferraris proved the class of the field, Amon securing a decisive victory in the opening round at Pukekohe in New Zealand. Indeed, Amon would go on to win the championship, beating the likes of Jochen Rindt, Piers Courage, Graham Hill and Jack Brabham. Chassis 0010 and 0008 pictured inside the Ferrari factory gates in Maranello, prior to being shipped to Sydney for the 1969 Tasman Series Meanwhile, Bell played a strong supporting role with this car, picking up a season-best second position at Warwick Farm and even winning a preliminary 14-lap race ahead of the Levin International. He finished fourth in the series standings. But the Englishman’s fond memories of both his Ferrari and his time spent contesting the Tasman Series outshine the on-paper result. “The whole Tasman trip was really fantastic – particularly for me at that stage of my career,” Bell recalls. “Those Dinos were beautifully balanced little cars with, in 2.4-litre form, a superb power-to-weight ratio. Its competitive duties complete, chassis number 0010 was returned to the Works in Maranello in the spring of 1969. The car was later acquired by Lord Anthony Bamford, among the United Kingdom’s foremost Ferrari collectors, before joining the stable of Dudley and Sally Mason-Styron in 1980. Well-known champions of the Ferrari marque in the UK, the Mason-Styrons cherished this Dino for almost four decades, sharing it at a raft of events including Goodwood Festival of Speed on several occasions and Ferrari’s 50th-anniversary celebration in Maranello. Offered directly from a subsequent – though no less significant – collection of historic competition cars, this 166/246 Dino is a truly special car: a Works Ferrari single-seater raced with success in period by two of the most decorated drivers of their generations, Jacky Ickx and Derek Bell, at the beginnings of their illustrious careers. Its according eligibility for a raft of historic motoring events, sheer stop-you-in-your-tracks beauty and beguiling condition render this thoroughbred Prancing Horse a tantalising proposition for discerning Ferrari disciples. Other Cars from Girardo & Co. Ltd 1985-Lancia-Delta-S4-Stradale-01.jpg 1985-Lancia-Delta-S4-Stradale-02.jpg 1985-Lancia-Delta-S4-Stradale-20.jpg 1985-Lancia-Delta-S4-Stradale-01.jpg 1/20 1985 Lancia Delta S4 Stradale Girardo & Co. Ltd United Kingdom 1968-Lamborghini-Miura-LP400-S-01.jpg 1968-Lamborghini-Miura-LP400-S-02.jpg 1968-Lamborghini-Miura-LP400-S-20.jpg 1968-Lamborghini-Miura-LP400-S-01.jpg 1/20 1968 Lamborghini Miura LP400 S Girardo & Co. Ltd United Kingdom 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-02.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-15.jpg 1973-Ferrari-365-GTB-4-Daytona-UK-RHD-01.jpg 1/15 1973 Ferrari 365 GTB/4 ‘Daytona’ UK RHD Girardo & Co. Ltd United Kingdom Last Featured Cars

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

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. 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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

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