Throughout the history of international sportscar racing, few eras are remembered as fondly as Group C, which prevailed from 1982 until 1992. Similarly, few Group C cars evoke such emotion as the Lancia LC2––a glorious blend of Dallara-led chassis design and construction, and spectacularly powerful Ferrari V-8 turbocharged engines developed by Maranello design guru, Nicola Materazzi. Remarkably, just nine chassis were produced across the four-year LC2 programme. This car––chassis 0005––made its race debut at the 1984 Monza 1000 Kilometres, then the opening round of the World Sportscar Championship (WSC). Drivers Riccardo Patrese and Bob Wollek qualified 4th before a fire around two-thirds distance ushered the car into retirement. The race was dominated by the Rothmans Porsche team, with the sister LC2 of Mauro Baldi and Paolo Barilla finishing a distant 3rd. After an encouraging pole position at the Silverstone 1000 Kilometres in mid-May––albeit one followed by another retirement––chassis 0005 was entered for Le Mans. The promising Formula 2 driver Alessandro Nannini was paired with Wollek on this occasion. A blistering lap from the Italian secured the car’s second pole position in two races, his effort more than three seconds clear of teammates Baldi, Barilla, and Hans Heyer, and almost nine seconds faster than the 3rd-placed Joest Porsche. A series of minor problems restricted chassis 0005 to an 8th-place finish, and the small consolation of being first non-Porsche home. That year’s WSC season continued with chassis 0005 qualifying 11th for the Brands Hatch 1000 Kilometres—only to withdraw from the race with engine failure—and finishing 3rd at Imola. The car’s season ended on a high with victory in the Kyalami 1000 Kilometres, courtesy of Patrese and Nannini. Lancia took 2nd place in the Teams’ Championship at the year’s end. Duly upgraded, chassis 0005 was retained by Lancia’s Works outfit for 1985, and this car's WSC season commenced at Monza. Wollek and Baldi qualified the car 2nd to teammates Patrese and Nannini, although an altercation with Surer’s winning Porsche regrettably heralded the Franco-Italian pair’s retirement in that race. Once again, chassis 0005 took pole position for the third round of the Championship at Silverstone courtesy of Patrese and Nannini. Lancia’s run of three poles in three races underlined their greatly improved pace. However, the race told a familiar story, with the Works Porsches once again prevailing, and chassis 0005 salvaging a valiant 3rd place at the flag. Appropriately, the car’s WSC swansong would be at Le Mans, where it was driven by Baldi and four-time victor, Henri Pescarolo. Having qualified 6th, the pair drove a measured race to finish 7th overall; Porsche once again secured the first five places, ahead of the sister LC2 in 6th. Following the conclusion of its competitive career, chassis 0005 remained in a private collection until its acquisition by the vendor in 2016. During their ownership, it has been maintained by World Endurance Championship team, United Autosports. Boasting spectacular performance, a fascinating race history, and arguably the most evocative of all racing liveries, chassis 0005 perfectly encapsulates the magic of Group C racing. As such, it would undoubtedly be the star of any collection—or indeed any race, or demonstration—in which it was to feature. 1984 Lancia LC2 RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0527002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Secured pole position and fastest lap at the 1984 24 Hours of Le Mans, eventually finishing 8th overall Consequently campaigned in 1985 24 Hours of Le Mans, finishing 7th overall Overall winner of the 1984 Kyalami 1000 Kilometres, the penultimate round of the 1984 World Sportscar Championship (WSC) season One of only nine LC2 chassis constructed for the WSC seasons 1983 to 1986 Entered in six WSC events in 1984, and a further three in 1985 The most fascinating period history of any LC2 offered at auction in recent years Prepped by United Autosports and ideally suited to Historic Group C events 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 Throughout the history of international sportscar racing, few eras are remembered as fondly as Group C, which prevailed from 1982 until 1992. Similarly, few Group C cars evoke such emotion as the Lancia LC2––a glorious blend of Dallara-led chassis design and construction, and spectacularly powerful Ferrari V-8 turbocharged engines developed by Maranello design guru, Nicola Materazzi. Remarkably, just nine chassis were produced across the four-year LC2 programme. This car––chassis 0005––made its race debut at the 1984 Monza 1000 Kilometres, then the opening round of the World Sportscar Championship (WSC). Drivers Riccardo Patrese and Bob Wollek qualified 4th before a fire around two-thirds distance ushered the car into retirement. The race was dominated by the Rothmans Porsche team, with the sister LC2 of Mauro Baldi and Paolo Barilla finishing a distant 3rd. After an encouraging pole position at the Silverstone 1000 Kilometres in mid-May––albeit one followed by another retirement––chassis 0005 was entered for Le Mans. The promising Formula 2 driver Alessandro Nannini was paired with Wollek on this occasion. A blistering lap from the Italian secured the car’s second pole position in two races, his effort more than three seconds clear of teammates Baldi, Barilla, and Hans Heyer, and almost nine seconds faster than the 3rd-placed Joest Porsche. A series of minor problems restricted chassis 0005 to an 8th-place finish, and the small consolation of being first non-Porsche home. That year’s WSC season continued with chassis 0005 qualifying 11th for the Brands Hatch 1000 Kilometres—only to withdraw from the race with engine failure—and finishing 3rd at Imola. The car’s season ended on a high with victory in the Kyalami 1000 Kilometres, courtesy of Patrese and Nannini. Lancia took 2nd place in the Teams’ Championship at the year’s end. Duly upgraded, chassis 0005 was retained by Lancia’s Works outfit for 1985, and this car's WSC season commenced at Monza. Wollek and Baldi qualified the car 2nd to teammates Patrese and Nannini, although an altercation with Surer’s winning Porsche regrettably heralded the Franco-Italian pair’s retirement in that race. Once again, chassis 0005 took pole position for the third round of the Championship at Silverstone courtesy of Patrese and Nannini. Lancia’s run of three poles in three races underlined their greatly improved pace. However, the race told a familiar story, with the Works Porsches once again prevailing, and chassis 0005 salvaging a valiant 3rd place at the flag. Appropriately, the car’s WSC swansong would be at Le Mans, where it was driven by Baldi and four-time victor, Henri Pescarolo. Having qualified 6th, the pair drove a measured race to finish 7th overall; Porsche once again secured the first five places, ahead of the sister LC2 in 6th. Following the conclusion of its competitive career, chassis 0005 remained in a private collection until its acquisition by the vendor in 2016. During their ownership, it has been maintained by World Endurance Championship team, United Autosports. Boasting spectacular performance, a fascinating race history, and arguably the most evocative of all racing liveries, chassis 0005 perfectly encapsulates the magic of Group C racing. As such, it would undoubtedly be the star of any collection—or indeed any race, or demonstration—in which it was to feature. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Carrera Panamericana It’s 1950 and you’re the head of the government body responsible for completing the Mexican stretch of the long-awaited Pan-American Highway – an incredibly proud moment for a country desperate to shake off its ‘old-world’ image. Devised to connect Alaska in the north with Argentina in the south, the ambitious multinational cross-continental road project was quite the feat, both logistically and politically. With post-War prosperity fueling tourism and making the motor car – and thus travel by road – more accessible than ever, Mexico urgently needs traffic on the 2,200-mile stretch of road it has worked so defiantly to build. The solution? A marathon border-to-border road race to make the Mille Miglia and the 24 Hours of Le Mans in Europe look like proverbial walks in the park. Aptly christened the Carrera Panamericana, the fearsome weeklong competition was held five times between 1950 and 1954, attracting the era’s very best drivers from every discipline of motorsport (Formula 1 included!) and firmly establishing itself as the most challenging motor race in the world. In fact, from 1953, the Carrera Panamericana became a fully-fledged round of the FIA World Sportscar Championship (to the chagrin of many competitors, who were forced to start wearing crash helmets as a result!). When worlds collide Much of the charm of the Carrera Panamericana was the kaleidoscopic variety of machinery taking part. With the emerging North American market’s increasing appetite for automotive exports from Europe, thunderous stock saloons from the ‘Big Three’ in Detroit were pitched against comparatively exotic sports cars from Alfa Romeo, Jaguar, Mercedes-Benz and Ferrari. With Grands Prix, Mille Miglia, Targa Florio and Le Mans victories already chalked on its competition record, the Prancing Horse might have been a young company at the turn of the 1950s, but its intentions were clear to everybody. In Europe, at least. North America was a lucrative yet largely untapped market for Ferrari at that time, which explains why Maranello sent two brand new 212 Inters and its star drivers Piero Taruffi and Alberto Ascari to Mexico for the Carrera in 1951. That and the generous government-funded prize pot, no doubt. When the pair crossed the finish line near Ciudad Juárez first and second in front of 200,000 local spectators, clinching the handsome 23,000-dollar purse, Enzo Ferrari was encouraged. He appointed his old friend Luigi Chinetti, the Italo-American Le Mans winner and Taruffi’s invaluable Carrera co-driver, as Ferrari’s North American agent (Chinetti promptly sold both 212 Inters to Mexican drivers straight after the race). And back in Italy, development work began on a new car specifically for the next year’s Carrera Panamericana. The Ferrari 340 Mexico The result was the commanding and aptly named Ferrari 340 Mexico, which, unlike its 2.5-litre Colombo V12-powered predecessor, was fitted with ingegnere Aurelio Lampredi’s 4.1-litre all-alloy long-stroke single-overhead-cam V12, the engine whose roots can be traced to the race-winning 375 Formula 1 monoposto. Designed by a young Giovanni Michelotti for Vignale, the aggressive yet strikingly elegant competition-focused Gran Turismo was beautifully unconventional. Aesthetically in line with the 212 Inter (also a high-waisted pontoon-fender Vignale design), the Mexico melded function-first features such as the bug deflector spanning the entire width of the bonnet and the vertical vents on the doors force-feeding cold air to the rear wheels with generous chrome trim and subtle tail fins no doubt implemented by tickle the Americans’ aesthetic fancy. “The 340 Mexico was designed for one thing: going hour after hour at full-chat on terrible roads, at altitude, in all weather conditions and in the face of all kind of oblivious exotic wildlife.” Beneath the surface, features such as the 150-litre endurance fuel tank, extended fifth gear, quadruple carburettors increasing power to a heady 280bhp (that’s 180mph flat-out, in 1952!), lightened tubular chassis and strengthened rear axle were all implemented with the Carrera Panamericana firmly in mind. In short, the 340 Mexico was designed for one thing: going hour after hour at full-chat on terrible roads, at altitude, in all weather conditions and in the face of all kind of oblivious exotic wildlife. It was designed for one thing: to win the Carrera Panamericana. Chassis no. 0266 AT Ferrari built just four 340 Mexicos for the 1952 Carrera Panamericana: three Berlinettas and one Spyder, all bodied by Vignale. The car we’re honoured to be presenting here is chassis number 0226 AT. Together with chassis no. 0222 AT, this car was sold new by Luigi Chinetti to the Texan oil magnate Allen Guiberson III in October of 1952. As part of the deal Chinetti would arrange for the two 340s to be raced by the Works Ferrari drivers – in the case of this car, by the then-reigning Formula 1 World Champion Alberto Ascari. Chassis number 0226 AT pictured at the Ferrari factory prior to leaving for Mexico A fierce and no-holds-barred racer at odds with his short, stocky appearance, Ascari had finished runner up in Mexico the previous year. And with his Formula 1 title fresh under his belt, the wind was certainly in his sails heading into the Carrera, where he’d be partnered with the Works mechanic Giuseppe Scotuzzi. As the accompanying copies of its factory build sheets confirm, chassis number 0226 AT was completed in September of 1952. When the car arrived in Mexico in November, it was given a temporary Italian registration plate, assigned the race number 14 and adorned with the same poppy ‘Industrias 1-2-3’ livery. The ‘No Hay Dos’ painted on the leading edge of the bonnet can be – fittingly – translated as ‘nothing better’. For its third edition, the Carrera Panamericana had truly become the world’s foremost road race, attracting a raft of factory entries and prompting the organisers to introduce a separate class specifically for European sports cars. Mounting the strongest challenge to Ferrari was Daimler-Benz, which was fielding three of its new 300SLs with considerable assistance (including two chartered Douglas DC-3s for support crews!). All four Ferrari 340 Mexicos specially built by Ferrari for the 1952 Carrera Panamericana set sail for Mexico Starting 14th of 92 entrants, Ascari passed a staggering nine cars in the race’s opening 50 miles – a surefire indication of the world champion’s intentions. Alas, a combination of a loose road surface and an unfortunately positioned rocky ledge put a premature end to chassis number 0226 AT’s Carrera. At the end of a race in which there were just 39 finishers, Luigi Chinetti in one of the sister 340 Mexicos finished third overall. Having been returned to Italy right away to be repaired, chassis number 0226 AT was then finally delivered to Guiberson III, who promptly sold it to fellow Texan A.V. Dayton, who, in turn, took the car to Nebraska for the July Sports Car Club (SCCA) of America round. There, the young Texan chicken farmer turned racing driver Carroll Shelby drove a masterful race with this 340 Mexico, finishing second. It was the first time the Le Mans winner and decorated constructor ever piloted a Prancing Horse. This Ferrari contested three further SCCA events, before it was bought by Luigi Chinetti in the spring of 1954. Chassis number 0226 AT would remain stateside for over four decades, during which time it passed through the hands of several prominent American Ferrari figures including the Ferrari Club of America co-founder Larry Nicklin (who also owned chassis no. 0224 AT) and collector J. William Marriott Jr. in New York. Alberto Ascari and Giuseppe Scotuzzi pose with their steed for the 1952 Carrera Panamericana Marriott Jr. charged Skip Hunt and David Carte with restoring this 340 Mexico from the ground up, an exhaustive project which lasted three years. The restoration preceded an all-out blast on the American Ferrari concours scene – one which garnered some exceptional results. Take the ‘Best of Show’ at the Ferrari Club of America Concours at Elkhart Lake, the ‘Peter Helck Award for Best Race Car’ at the Meadow Brook Concours d’Elegance in Michigan and the ‘Best in Class’ at the world-famous Pebble Beach Concours d’Elegance in Monterey. A brief spell in one of the United Kingdom’s finest collections of historic road and competition cars followed in the late 1990s, before chassis number 0226 AT crossed the Atlantic once again to join the stable of the Colorado-based collector Bruce Lustman. Lustman capitalised on the eligibility of this 1950s Ferrari, contesting both the Rolex Monterey Historic Automobile Races at Laguna Seca and the Colorado Grand, North America’s finest historic road rally. “Fresh from a zero-compromise restoration , chassis number 0226 AT is a striking, scintillating and ultra-rare ‘big-banger’ 12-cylinder 1950s Ferrari.” This Ferrari’s current owner acquired the car in 2011, subsequently commissioning a comprehensive restoration with Motion Products Inc., the award-winning Wisconsin-based Italian classic automotive restoration specialist. The brief from the outset was clear: to return chassis number 0226 AT to the exact specification in which Alberto Ascari raced it in the 1952 Carrera Panamericana. And as the hundreds of photos documenting the painstaking process illustrate, no stone was left unturned. The result is, as one would expect, astonishing. Upon completion, this 340 Mexico made the first of its mere two public appearances since at the 2020 Cavallino Classic in Palm Beach, where it was a worthy winner of the Ferrari Competition Cup. During the world-famous Pebble Beach Concours d’Elegance in 2021, the car accrued further silverware when it was awarded the ‘Best in Class’ gong in the category celebrating the Carrera Panamericana. Retaining its matching-numbers chassis, engine, gearbox and rear axle, as per the accompanying copies of its original Ferrari factory build sheets, chassis number 0226 AT is a striking, scintillating and ultra-rare ‘big-banger’ 12-cylinder 1950s Ferrari. Furthermore, it was raced by one of the great Formula 1 World Champions Alberto Ascari in what was among the most challenging and dangerous endurance races of all time: the Carrera Panamericana. Fresh from a zero-compromise restoration and having only been fleetingly seen in public since, this Ferrari is a ticket to the world’s greatest historic motoring events. From prestigious beauty pageants such as the Concorso d’Eleganza Villa d’Este and Pebble Beach Concours d’Elegance to dynamic events such as the Mille Miglia Storico and the Colorado Grand. Needless to say, there is also a popular annual modern tribute to the Carrera Panamericana in Mexico, for which chassis number 0226 AT would, of course, be eligible. Finishing what Alberto Ascari and Giuseppe Scotuzzi started 72 years ago? Now there’s a tantalising thought… 1952 Ferrari 340 Mexico Vignale Berlinetta 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 25-0213007 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine no. 0226 AT Raced by the double Formula 1 World Champion and true titan of motorsport history Aberto Ascari in the 1952 Carrera Panamericana One of just three 340 Mexico Berlinettas purpose-built by the Ferrari factory to win the Carrera Panamericana Retaining its matching-numbers chassis, engine, gearbox and rear axle, as per the accompanying copies of its original Ferrari factory build sheets Raced by Carroll Shelby in the fiercely popular North American SCCA series in 1953 Fastidiously restored by the award-winning Wisconsin-based Italian classic automotive restoration specialist Motion Products Inc. Powered by a commandingly powerful 4.1-litre long-block Lampredi V12 producing 276bhp, the most of any car that contested the 1952 Carrera Panamericana Cloaked in an aggressive yet strikingly elegant competition-focused Gran Turismo body designed by Giovanni Michelotti under the Vignale banner An intoxicating ‘big-banger’ flagship 1950s Ferrari, eligible for the world’s most prestigious concours competitions and historic motorsport events Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. 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 Carrera Panamericana It’s 1950 and you’re the head of the government body responsible for completing the Mexican stretch of the long-awaited Pan-American Highway – an incredibly proud moment for a country desperate to shake off its ‘old-world’ image. Devised to connect Alaska in the north with Argentina in the south, the ambitious multinational cross-continental road project was quite the feat, both logistically and politically. With post-War prosperity fueling tourism and making the motor car – and thus travel by road – more accessible than ever, Mexico urgently needs traffic on the 2,200-mile stretch of road it has worked so defiantly to build. The solution? A marathon border-to-border road race to make the Mille Miglia and the 24 Hours of Le Mans in Europe look like proverbial walks in the park. Aptly christened the Carrera Panamericana, the fearsome weeklong competition was held five times between 1950 and 1954, attracting the era’s very best drivers from every discipline of motorsport (Formula 1 included!) and firmly establishing itself as the most challenging motor race in the world. In fact, from 1953, the Carrera Panamericana became a fully-fledged round of the FIA World Sportscar Championship (to the chagrin of many competitors, who were forced to start wearing crash helmets as a result!). When worlds collide Much of the charm of the Carrera Panamericana was the kaleidoscopic variety of machinery taking part. With the emerging North American market’s increasing appetite for automotive exports from Europe, thunderous stock saloons from the ‘Big Three’ in Detroit were pitched against comparatively exotic sports cars from Alfa Romeo, Jaguar, Mercedes-Benz and Ferrari. With Grands Prix, Mille Miglia, Targa Florio and Le Mans victories already chalked on its competition record, the Prancing Horse might have been a young company at the turn of the 1950s, but its intentions were clear to everybody. In Europe, at least. North America was a lucrative yet largely untapped market for Ferrari at that time, which explains why Maranello sent two brand new 212 Inters and its star drivers Piero Taruffi and Alberto Ascari to Mexico for the Carrera in 1951. That and the generous government-funded prize pot, no doubt. When the pair crossed the finish line near Ciudad Juárez first and second in front of 200,000 local spectators, clinching the handsome 23,000-dollar purse, Enzo Ferrari was encouraged. He appointed his old friend Luigi Chinetti, the Italo-American Le Mans winner and Taruffi’s invaluable Carrera co-driver, as Ferrari’s North American agent (Chinetti promptly sold both 212 Inters to Mexican drivers straight after the race). And back in Italy, development work began on a new car specifically for the next year’s Carrera Panamericana. The Ferrari 340 Mexico The result was the commanding and aptly named Ferrari 340 Mexico, which, unlike its 2.5-litre Colombo V12-powered predecessor, was fitted with ingegnere Aurelio Lampredi’s 4.1-litre all-alloy long-stroke single-overhead-cam V12, the engine whose roots can be traced to the race-winning 375 Formula 1 monoposto. Designed by a young Giovanni Michelotti for Vignale, the aggressive yet strikingly elegant competition-focused Gran Turismo was beautifully unconventional. Aesthetically in line with the 212 Inter (also a high-waisted pontoon-fender Vignale design), the Mexico melded function-first features such as the bug deflector spanning the entire width of the bonnet and the vertical vents on the doors force-feeding cold air to the rear wheels with generous chrome trim and subtle tail fins no doubt implemented by tickle the Americans’ aesthetic fancy. “The 340 Mexico was designed for one thing: going hour after hour at full-chat on terrible roads, at altitude, in all weather conditions and in the face of all kind of oblivious exotic wildlife.” Beneath the surface, features such as the 150-litre endurance fuel tank, extended fifth gear, quadruple carburettors increasing power to a heady 280bhp (that’s 180mph flat-out, in 1952!), lightened tubular chassis and strengthened rear axle were all implemented with the Carrera Panamericana firmly in mind. In short, the 340 Mexico was designed for one thing: going hour after hour at full-chat on terrible roads, at altitude, in all weather conditions and in the face of all kind of oblivious exotic wildlife. It was designed for one thing: to win the Carrera Panamericana. Chassis no. 0266 AT Ferrari built just four 340 Mexicos for the 1952 Carrera Panamericana: three Berlinettas and one Spyder, all bodied by Vignale. The car we’re honoured to be presenting here is chassis number 0226 AT. Together with chassis no. 0222 AT, this car was sold new by Luigi Chinetti to the Texan oil magnate Allen Guiberson III in October of 1952. As part of the deal Chinetti would arrange for the two 340s to be raced by the Works Ferrari drivers – in the case of this car, by the then-reigning Formula 1 World Champion Alberto Ascari. Chassis number 0226 AT pictured at the Ferrari factory prior to leaving for Mexico A fierce and no-holds-barred racer at odds with his short, stocky appearance, Ascari had finished runner up in Mexico the previous year. And with his Formula 1 title fresh under his belt, the wind was certainly in his sails heading into the Carrera, where he’d be partnered with the Works mechanic Giuseppe Scotuzzi. As the accompanying copies of its factory build sheets confirm, chassis number 0226 AT was completed in September of 1952. When the car arrived in Mexico in November, it was given a temporary Italian registration plate, assigned the race number 14 and adorned with the same poppy ‘Industrias 1-2-3’ livery. The ‘No Hay Dos’ painted on the leading edge of the bonnet can be – fittingly – translated as ‘nothing better’. For its third edition, the Carrera Panamericana had truly become the world’s foremost road race, attracting a raft of factory entries and prompting the organisers to introduce a separate class specifically for European sports cars. Mounting the strongest challenge to Ferrari was Daimler-Benz, which was fielding three of its new 300SLs with considerable assistance (including two chartered Douglas DC-3s for support crews!). All four Ferrari 340 Mexicos specially built by Ferrari for the 1952 Carrera Panamericana set sail for Mexico Starting 14th of 92 entrants, Ascari passed a staggering nine cars in the race’s opening 50 miles – a surefire indication of the world champion’s intentions. Alas, a combination of a loose road surface and an unfortunately positioned rocky ledge put a premature end to chassis number 0226 AT’s Carrera. At the end of a race in which there were just 39 finishers, Luigi Chinetti in one of the sister 340 Mexicos finished third overall. Having been returned to Italy right away to be repaired, chassis number 0226 AT was then finally delivered to Guiberson III, who promptly sold it to fellow Texan A.V. Dayton, who, in turn, took the car to Nebraska for the July Sports Car Club (SCCA) of America round. There, the young Texan chicken farmer turned racing driver Carroll Shelby drove a masterful race with this 340 Mexico, finishing second. It was the first time the Le Mans winner and decorated constructor ever piloted a Prancing Horse. This Ferrari contested three further SCCA events, before it was bought by Luigi Chinetti in the spring of 1954. Chassis number 0226 AT would remain stateside for over four decades, during which time it passed through the hands of several prominent American Ferrari figures including the Ferrari Club of America co-founder Larry Nicklin (who also owned chassis no. 0224 AT) and collector J. William Marriott Jr. in New York. Alberto Ascari and Giuseppe Scotuzzi pose with their steed for the 1952 Carrera Panamericana Marriott Jr. charged Skip Hunt and David Carte with restoring this 340 Mexico from the ground up, an exhaustive project which lasted three years. The restoration preceded an all-out blast on the American Ferrari concours scene – one which garnered some exceptional results. Take the ‘Best of Show’ at the Ferrari Club of America Concours at Elkhart Lake, the ‘Peter Helck Award for Best Race Car’ at the Meadow Brook Concours d’Elegance in Michigan and the ‘Best in Class’ at the world-famous Pebble Beach Concours d’Elegance in Monterey. A brief spell in one of the United Kingdom’s finest collections of historic road and competition cars followed in the late 1990s, before chassis number 0226 AT crossed the Atlantic once again to join the stable of the Colorado-based collector Bruce Lustman. Lustman capitalised on the eligibility of this 1950s Ferrari, contesting both the Rolex Monterey Historic Automobile Races at Laguna Seca and the Colorado Grand, North America’s finest historic road rally. “Fresh from a zero-compromise restoration , chassis number 0226 AT is a striking, scintillating and ultra-rare ‘big-banger’ 12-cylinder 1950s Ferrari.” This Ferrari’s current owner acquired the car in 2011, subsequently commissioning a comprehensive restoration with Motion Products Inc., the award-winning Wisconsin-based Italian classic automotive restoration specialist. The brief from the outset was clear: to return chassis number 0226 AT to the exact specification in which Alberto Ascari raced it in the 1952 Carrera Panamericana. And as the hundreds of photos documenting the painstaking process illustrate, no stone was left unturned. The result is, as one would expect, astonishing. Upon completion, this 340 Mexico made the first of its mere two public appearances since at the 2020 Cavallino Classic in Palm Beach, where it was a worthy winner of the Ferrari Competition Cup. During the world-famous Pebble Beach Concours d’Elegance in 2021, the car accrued further silverware when it was awarded the ‘Best in Class’ gong in the category celebrating the Carrera Panamericana. Retaining its matching-numbers chassis, engine, gearbox and rear axle, as per the accompanying copies of its original Ferrari factory build sheets, chassis number 0226 AT is a striking, scintillating and ultra-rare ‘big-banger’ 12-cylinder 1950s Ferrari. Furthermore, it was raced by one of the great Formula 1 World Champions Alberto Ascari in what was among the most challenging and dangerous endurance races of all time: the Carrera Panamericana. Fresh from a zero-compromise restoration and having only been fleetingly seen in public since, this Ferrari is a ticket to the world’s greatest historic motoring events. From prestigious beauty pageants such as the Concorso d’Eleganza Villa d’Este and Pebble Beach Concours d’Elegance to dynamic events such as the Mille Miglia Storico and the Colorado Grand. Needless to say, there is also a popular annual modern tribute to the Carrera Panamericana in Mexico, for which chassis number 0226 AT would, of course, be eligible. Finishing what Alberto Ascari and Giuseppe Scotuzzi started 72 years ago? Now there’s a tantalising thought… Other Cars from Girardo & Co. Ltd 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1991-Ferrari-F40-Cat-Non-Adjust-02.jpg 1991-Ferrari-F40-Cat-Non-Adjust-21.jpg 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1/21 1991 Ferrari F40 ‘Cat Non-Adjust’ Girardo & Co. Ltd United Kingdom 1955-Ferrari-750-Monza-01.jpg 1955-Ferrari-750-Monza-02.jpg 1955-Ferrari-750-Monza-15.jpg 1955-Ferrari-750-Monza-01.jpg 1/15 1955 Ferrari 750 Monza Girardo & Co. Ltd United Kingdom 1997-Ferrari-F50-01.jpg 1997-Ferrari-F50-02.jpg 1997-Ferrari-F50-20.jpg 1997-Ferrari-F50-01.jpg 1/20 1997 Ferrari F50 Girardo & Co. Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Highlights of this Alfa Romeo Superlative restoration to very high standards One of 589 1964 Spiders built in the final series Three documented long-term owners Offered with rare factory hardtop Accompanied by boxes of binders, files, trophies, and photos History of the Alfa Romeo 2600 Spider 
Even at the outset of their earliest years, Alfa Romeo quickly proved their merits as leaders in design and engineering. This reputation prevailed in both competition cars and road cars benefiting from superlative engineering and exceptional design. The performance delivered from their twin-cam engines created a fantastic combination of prestige and performance. Following World War II, Alfa Romeo transitioned to more nimble, small displacement four-cylinder cars, but preference for the six-cylinder engine remained in their Gran Turismo cars. This engine, a direct descendant of the legendary pre-war dual overhead camshaft design, offered increased displacement to 2584cc, producing 145hp, fed by triple Solex twin-choke carburetors. The exotic alloy motor was both durable and reliable, famously serving the Italian Carbinieri's "Squadra Volante" as high-speed police pursuit vehicles. In the spirit of the great 6C cars, the 2600 series offered beautifully designed and patented Superleggera coachwork from Touring of Italy, which blended perfectly with Alfa Romeo engineering and superlative performance. Unlike the many higher volume production cars of the era, the 2600 continued with handmade construction traditions carefully developed and pioneered under patent at Touring. When the first examples were completed, the 2600 revealed itself to be a capable performance car with just the right balance of comfort and luxury, offering superb open-air road manners. Although more suited for long distance driving, given the larger displacement, wider torque band, standard 5-speed transmission, and spacious storage, the 2600 Spider became popular among driving enthusiasts who appreciated the comfort, performance, and ease of use these cars offered. These criteria still ring true today as collectors have increasingly realized how perfectly matched these cars are for events and tours, particularly when compared to contemporary Ferraris of the era at a fraction of their current market price. 

 History of this Alfa Romeo Touring Spider According to research gathered by the current owner and documented in the copious notebooks assembled for this car, this Alfa Romeo 2600 was produced in late 1964 and delivered to the first owner, a US military officer stationed in Belgium. A series II European specification spider, the car was built with Italian metric gauges, Carello lighting marked “Fur Deutchland”, four-wheel disc brakes, and a rear opening hood. The car was initially delivered to an American military officer who first licensed it in Belgium before shipping it to the US in the 1970s. The officer retained the car for 17 years in the Washington DC area until selling it to the next owner in 1981, also a resident of the metro DC area. The second owner also retained the car for 17 years until consignment with Motorcar Gallery in 1998. The current owner purchased the car on October 22, 1998 (purchase invoice included with documentation) from Motorcar Gallery, Fort Lauderdale, FL with (1)09,642 kilometers recorded on the 1998 odometer statement. At the time of purchase, the car was finished in red with black leather interior. After his purchase, the third and current owner transported the car to Northern California in 1998 where it has remained for the past 27 years. A dedicated enthusiast, the current owner commissioned a cost-no-object restoration to the highest standards documenting the entire process which included initial years of research and six years of restoration efforts engaging some of the very best specialists in their field, followed by years of ongoing refinement, detailed improvements, and in the past five years further mechanical efforts culminating in one of the finest restorations of a series II spider. The restoration began with complete disassembly of the unibody, removal of all glass, doors, hood, and trunk lid, and mounting on a rotisserie for floor pan, rocker, and other sheet metal work. Hans Turley, Auburn, CA, a trained European body specialist performed the body and paint work finishing it in metallic silver, an Alfa Romeo color from the period. Of particular note and impossibly rare, an original factory hardtop was finished in gloss black and retains the original complex curved rear glass. 

 The interior was finished in blue leather by veteran Pebble Beach winners Ken and Cindy Nemenic, Walnut Creek, CA. Credited with numerous Pebble Beach class wins and bests of show, the Nemenics are considered among the premier interior restoration specialists in the world. The interior was trimmed with Connolly leather for the seats and side panels, and Wilton Wool carpets. The finishes were supported by correct period materials, correct patterns, and padding, while the dash was recovered in black. All interior trim was carefully restored to factory specifications including the correct canvas top and inner liner. The beautifully restored correct Nardi wood rim wheel and Blaupunkt radio were original equipment when delivered new. All gauges, switches, window cranks, and other interior details were also comprehensively restored, here too on a cost no object basis. Under the hood, the 2600 engine and all electrical, fuel, and mechanical accessories were carefully restored by Alfa Romeo expert Laurence Anderson, Berkeley, CA. Fitted from the factory with Weber carburetors, specialized intake manifold and independent runners, the alloy block seven main bearing engine was rebuilt including all rotational assembly, oil cooler, and finned oil sump. The induction system, exhaust, cooling, oil system, brakes and suspension system with Koni shock absorbers, rebuilt steering box, all new bushings, lines, hoses, and other components were also comprehensively restored to the highest standards finishing with Pirelli tires mounted on professionally rebuilt original Borrani 400mm wire wheels which, according to the current owner’s notes, the original owner specified with his purchase when new. Upon completion of the restoration, the car was shown at the 2008 Palo Alto Concours d’Elegance and continued to be refined through the ongoing years as the owner sorted details and performance improvements over the next seventeen years. In 2016 and 2017 the engine was removed and dyno tested at Hasselgren Engineering, Berkeley, CA including improvements to the carburetion and overall engine operation. By 2022 the car was delivered to Italian sports car experts Epifani Restorations, Berkeley, CA. The engine and transmission were removed and the engine delivered to Hasselgren while further work was performed on the car through 2024. Invoices accompanying the car include disassembling the engine components and delivering the engine to Hasselgren for testing, rebuilding the brake calipers including master cylinder, rebuilding the clutch master and slave cylinders, radiator and oil cooler repair, install new u-joints, new throwout bearing installed, forks and shifter gate adjusted, wiring harness installed, and final assembly with testing, adjustments, all new fluids, and final fit and finish of repainted parts and details as part of the $25,000 worth of work performed at this time. Over the span of current ownership, it is estimated that more than $400k was spent on the restoration of this car. And while this is a monumental amount, the results achieved by a dedicated enthusiast unafraid to seek out the best workmanship from top-tier suppliers and craftsmen speaks volumes when viewing the exceptional results achieved in this 2600 Spider. The following awards were received for this car. Where noted, the trophy and ribbons are included with the car: 2008 Palo Alto Concors d'Elegance - 1st in Class (award) 2005 Concorso Italiano Italian Exhibitor (ribbon) 2004 Hillsborough Concours d'Elegance - 3rd in Class (award and paperweight) 2004 Silverado Concours d'Elegance - 3rd place (award, dash plaque, ribbon) Current Condition and Presentation 

Today this beautiful Alfa 2600 presents in exceptionally fine condition featuring smooth and glossy silver metallic paint throughout. The overall finish features a fine metal flake, excellent panel work, and vivid reflections. The body panels and gaps are excellent with hood and trunk easily opened and closed including the doors, which have crisp closures and solid latching. The chrome is excellent throughout with consistent finish and contours even on parts that more typically will show pitting or crazing over time. The door handles, side trim, and headlight trim are quite nice including the thin windshield trim, Carello headlights, lenses, and lighting. The tail lights and one front indicator light show cracks in the lensing, which is understandable given the rarity of these pieces, but spare replacement parts are included with the car. The grille work and lighting are unique to this design and are ideally mated to the bodywork. The elegant body lines are very reminiscent of the Ferrari 250 PF Cabriolet, further enhanced by proportions and perfect stance highlighted by the elegant silver finish. The beautifully finished Borrani wire wheels are shod with period correct Pirelli Cinturato radial tires which enhance the delicate wheel flares and low-profile convertible beltline. 
 The stunning medium blue leather interior is exceptional throughout. Finished by expert upholsterer and veteran Pebble Beach winners Ken and Cindy Nemenic, the Connelly leather seats, door panels, rear seating area, dashboard, and numerous other interior features are beautifully tailored. The elegant soft blue color is the ideal companion to the silver exterior delivering fashionable Italian style invoking the 1960s. A set of seat belts are installed using appropriate woven belt material and vintage buckles. The Wilton wool carpeting over the central tunnel is in excellent condition and well matched to the leather color. The dashboard is beautifully finished and a delight to the eye. The instruments have clear lenses with contrasting color dials and consistent finishes. The correct co steering wheel and horn emblem are handsome accents to the interior as are the various accessories, switches, and control knobs. The convertible top is in excellent condition as is the clear plastic rear window, latch mechanisms, and restored top bows. The trunk is finished with a correct rubber mat and proper battery surround with textured materials. Under the floor the spare tire well houses a full-sized Borrani wheel and Pirelli tire. The original wood tool case and tools are included, containing a selection of various tools and tire pressure gauge. 

The engine compartment is consistent with the excellence achieved in the restoration revealing a sublime twin-cam triple carburetor array of motoring excellence. The engine and engine compartment are well-detailed, correctly finished, and feature correct yellow fuel lines, original factory stampings and chassis plates, and other hallmarks of Alfa Romeo handmade construction. The car is equipped with rare triple Weber carburetors and factory intake manifold which have been dialed in by Hasselgren Engineering, and the engine has been dyno tested which is documented with power output charts and results recorded with the documentation accompanying this car. The underside of the car has been properly restored and serviced with finishes that can confidently present at any concours event. Details of note include a finned alloy oil pan, Koni shock absorbers, correct rear axle limit straps, correct exhaust, and recently replaced suspension bushings and brake lines. The car starts easily, settling into a smooth loping idle. The 5-speed synchromesh gearbox shifts well and the disc brakes and independent coil spring front suspension work in harmony with the chassis and weight of the car. As the owner chose to build the engine with performance in mind, with 200+hp on tap, even a skilled driver will need some time getting to know the nature of this high-strung motor. Though starts are smooth and gentle, power comes on quickly as the engine pulls hard and fast through the power band. Keeping the revs up and maintaining momentum makes for an exhilarating drive. Handling is very satisfying, with excellent road manners at higher speeds and delightful cruising with the top down. 
This beautifully restored three-owner 2600 Spider is a superb open Italian coachbuilt sports car with similar characteristics found in a Ferrari PF Cabriolet or Maserati Vignale at a fraction of the price. Ready for shows, tours, or engaging open air driving, the Alfa Romeo 2600 continues to be recognized as one of the most elegant and timeless touring cars of the Golden Age of sports cars – one that will surely be enjoyed by generations of enthusiasts for years to come. Included with this Alfa Romeo This 2600 Spider is accompanied by the factory hardtop tools in the original tool case, a trove of documentation including four bankers boxes of photos, correspondences, specifications, handwritten parts and specification notes and vendor details, restoration photos, purchase documentation, and original reference materials as well as binders with reference service manuals and a presentation folio. Also included is a car cover, an Alfa Romeo branded sweater, trophies, award plaques, and ribbons from concours wins, a spare tail light lens and front indicator lenses, pedal pads and spare pedals, various spare engine parts, spare brake parts, a set of Wilwood front brake calipers and BG rear calipers, and an assortment of service manuals. 1964 Alfa Romeo 2600 Spider Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-1008004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright VIN AR192676 Exterior Color Silver Interior Color Blue leather Engine 2.6L DOHC straight 6-cylinder Engine no. AR00601*05639* Transmission 5-speed manual Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. 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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 Highlights of this Alfa Romeo Superlative restoration to very high standards One of 589 1964 Spiders built in the final series Three documented long-term owners Offered with rare factory hardtop Accompanied by boxes of binders, files, trophies, and photos History of the Alfa Romeo 2600 Spider 
Even at the outset of their earliest years, Alfa Romeo quickly proved their merits as leaders in design and engineering. This reputation prevailed in both competition cars and road cars benefiting from superlative engineering and exceptional design. The performance delivered from their twin-cam engines created a fantastic combination of prestige and performance. Following World War II, Alfa Romeo transitioned to more nimble, small displacement four-cylinder cars, but preference for the six-cylinder engine remained in their Gran Turismo cars. This engine, a direct descendant of the legendary pre-war dual overhead camshaft design, offered increased displacement to 2584cc, producing 145hp, fed by triple Solex twin-choke carburetors. The exotic alloy motor was both durable and reliable, famously serving the Italian Carbinieri's "Squadra Volante" as high-speed police pursuit vehicles. In the spirit of the great 6C cars, the 2600 series offered beautifully designed and patented Superleggera coachwork from Touring of Italy, which blended perfectly with Alfa Romeo engineering and superlative performance. Unlike the many higher volume production cars of the era, the 2600 continued with handmade construction traditions carefully developed and pioneered under patent at Touring. When the first examples were completed, the 2600 revealed itself to be a capable performance car with just the right balance of comfort and luxury, offering superb open-air road manners. Although more suited for long distance driving, given the larger displacement, wider torque band, standard 5-speed transmission, and spacious storage, the 2600 Spider became popular among driving enthusiasts who appreciated the comfort, performance, and ease of use these cars offered. These criteria still ring true today as collectors have increasingly realized how perfectly matched these cars are for events and tours, particularly when compared to contemporary Ferraris of the era at a fraction of their current market price. 

 History of this Alfa Romeo Touring Spider According to research gathered by the current owner and documented in the copious notebooks assembled for this car, this Alfa Romeo 2600 was produced in late 1964 and delivered to the first owner, a US military officer stationed in Belgium. A series II European specification spider, the car was built with Italian metric gauges, Carello lighting marked “Fur Deutchland”, four-wheel disc brakes, and a rear opening hood. The car was initially delivered to an American military officer who first licensed it in Belgium before shipping it to the US in the 1970s. The officer retained the car for 17 years in the Washington DC area until selling it to the next owner in 1981, also a resident of the metro DC area. The second owner also retained the car for 17 years until consignment with Motorcar Gallery in 1998. The current owner purchased the car on October 22, 1998 (purchase invoice included with documentation) from Motorcar Gallery, Fort Lauderdale, FL with (1)09,642 kilometers recorded on the 1998 odometer statement. At the time of purchase, the car was finished in red with black leather interior. After his purchase, the third and current owner transported the car to Northern California in 1998 where it has remained for the past 27 years. A dedicated enthusiast, the current owner commissioned a cost-no-object restoration to the highest standards documenting the entire process which included initial years of research and six years of restoration efforts engaging some of the very best specialists in their field, followed by years of ongoing refinement, detailed improvements, and in the past five years further mechanical efforts culminating in one of the finest restorations of a series II spider. The restoration began with complete disassembly of the unibody, removal of all glass, doors, hood, and trunk lid, and mounting on a rotisserie for floor pan, rocker, and other sheet metal work. Hans Turley, Auburn, CA, a trained European body specialist performed the body and paint work finishing it in metallic silver, an Alfa Romeo color from the period. Of particular note and impossibly rare, an original factory hardtop was finished in gloss black and retains the original complex curved rear glass. 

 The interior was finished in blue leather by veteran Pebble Beach winners Ken and Cindy Nemenic, Walnut Creek, CA. Credited with numerous Pebble Beach class wins and bests of show, the Nemenics are considered among the premier interior restoration specialists in the world. The interior was trimmed with Connolly leather for the seats and side panels, and Wilton Wool carpets. The finishes were supported by correct period materials, correct patterns, and padding, while the dash was recovered in black. All interior trim was carefully restored to factory specifications including the correct canvas top and inner liner. The beautifully restored correct Nardi wood rim wheel and Blaupunkt radio were original equipment when delivered new. All gauges, switches, window cranks, and other interior details were also comprehensively restored, here too on a cost no object basis. Under the hood, the 2600 engine and all electrical, fuel, and mechanical accessories were carefully restored by Alfa Romeo expert Laurence Anderson, Berkeley, CA. Fitted from the factory with Weber carburetors, specialized intake manifold and independent runners, the alloy block seven main bearing engine was rebuilt including all rotational assembly, oil cooler, and finned oil sump. The induction system, exhaust, cooling, oil system, brakes and suspension system with Koni shock absorbers, rebuilt steering box, all new bushings, lines, hoses, and other components were also comprehensively restored to the highest standards finishing with Pirelli tires mounted on professionally rebuilt original Borrani 400mm wire wheels which, according to the current owner’s notes, the original owner specified with his purchase when new. Upon completion of the restoration, the car was shown at the 2008 Palo Alto Concours d’Elegance and continued to be refined through the ongoing years as the owner sorted details and performance improvements over the next seventeen years. In 2016 and 2017 the engine was removed and dyno tested at Hasselgren Engineering, Berkeley, CA including improvements to the carburetion and overall engine operation. By 2022 the car was delivered to Italian sports car experts Epifani Restorations, Berkeley, CA. The engine and transmission were removed and the engine delivered to Hasselgren while further work was performed on the car through 2024. Invoices accompanying the car include disassembling the engine components and delivering the engine to Hasselgren for testing, rebuilding the brake calipers including master cylinder, rebuilding the clutch master and slave cylinders, radiator and oil cooler repair, install new u-joints, new throwout bearing installed, forks and shifter gate adjusted, wiring harness installed, and final assembly with testing, adjustments, all new fluids, and final fit and finish of repainted parts and details as part of the $25,000 worth of work performed at this time. Over the span of current ownership, it is estimated that more than $400k was spent on the restoration of this car. And while this is a monumental amount, the results achieved by a dedicated enthusiast unafraid to seek out the best workmanship from top-tier suppliers and craftsmen speaks volumes when viewing the exceptional results achieved in this 2600 Spider. The following awards were received for this car. Where noted, the trophy and ribbons are included with the car: 2008 Palo Alto Concors d'Elegance - 1st in Class (award) 2005 Concorso Italiano Italian Exhibitor (ribbon) 2004 Hillsborough Concours d'Elegance - 3rd in Class (award and paperweight) 2004 Silverado Concours d'Elegance - 3rd place (award, dash plaque, ribbon) Current Condition and Presentation 

Today this beautiful Alfa 2600 presents in exceptionally fine condition featuring smooth and glossy silver metallic paint throughout. The overall finish features a fine metal flake, excellent panel work, and vivid reflections. The body panels and gaps are excellent with hood and trunk easily opened and closed including the doors, which have crisp closures and solid latching. The chrome is excellent throughout with consistent finish and contours even on parts that more typically will show pitting or crazing over time. The door handles, side trim, and headlight trim are quite nice including the thin windshield trim, Carello headlights, lenses, and lighting. The tail lights and one front indicator light show cracks in the lensing, which is understandable given the rarity of these pieces, but spare replacement parts are included with the car. The grille work and lighting are unique to this design and are ideally mated to the bodywork. The elegant body lines are very reminiscent of the Ferrari 250 PF Cabriolet, further enhanced by proportions and perfect stance highlighted by the elegant silver finish. The beautifully finished Borrani wire wheels are shod with period correct Pirelli Cinturato radial tires which enhance the delicate wheel flares and low-profile convertible beltline. 
 The stunning medium blue leather interior is exceptional throughout. Finished by expert upholsterer and veteran Pebble Beach winners Ken and Cindy Nemenic, the Connelly leather seats, door panels, rear seating area, dashboard, and numerous other interior features are beautifully tailored. The elegant soft blue color is the ideal companion to the silver exterior delivering fashionable Italian style invoking the 1960s. A set of seat belts are installed using appropriate woven belt material and vintage buckles. The Wilton wool carpeting over the central tunnel is in excellent condition and well matched to the leather color. The dashboard is beautifully finished and a delight to the eye. The instruments have clear lenses with contrasting color dials and consistent finishes. The correct co steering wheel and horn emblem are handsome accents to the interior as are the various accessories, switches, and control knobs. The convertible top is in excellent condition as is the clear plastic rear window, latch mechanisms, and restored top bows. The trunk is finished with a correct rubber mat and proper battery surround with textured materials. Under the floor the spare tire well houses a full-sized Borrani wheel and Pirelli tire. The original wood tool case and tools are included, containing a selection of various tools and tire pressure gauge. 

The engine compartment is consistent with the excellence achieved in the restoration revealing a sublime twin-cam triple carburetor array of motoring excellence. The engine and engine compartment are well-detailed, correctly finished, and feature correct yellow fuel lines, original factory stampings and chassis plates, and other hallmarks of Alfa Romeo handmade construction. The car is equipped with rare triple Weber carburetors and factory intake manifold which have been dialed in by Hasselgren Engineering, and the engine has been dyno tested which is documented with power output charts and results recorded with the documentation accompanying this car. The underside of the car has been properly restored and serviced with finishes that can confidently present at any concours event. Details of note include a finned alloy oil pan, Koni shock absorbers, correct rear axle limit straps, correct exhaust, and recently replaced suspension bushings and brake lines. The car starts easily, settling into a smooth loping idle. The 5-speed synchromesh gearbox shifts well and the disc brakes and independent coil spring front suspension work in harmony with the chassis and weight of the car. As the owner chose to build the engine with performance in mind, with 200+hp on tap, even a skilled driver will need some time getting to know the nature of this high-strung motor. Though starts are smooth and gentle, power comes on quickly as the engine pulls hard and fast through the power band. Keeping the revs up and maintaining momentum makes for an exhilarating drive. Handling is very satisfying, with excellent road manners at higher speeds and delightful cruising with the top down. 
This beautifully restored three-owner 2600 Spider is a superb open Italian coachbuilt sports car with similar characteristics found in a Ferrari PF Cabriolet or Maserati Vignale at a fraction of the price. Ready for shows, tours, or engaging open air driving, the Alfa Romeo 2600 continues to be recognized as one of the most elegant and timeless touring cars of the Golden Age of sports cars – one that will surely be enjoyed by generations of enthusiasts for years to come. Included with this Alfa Romeo This 2600 Spider is accompanied by the factory hardtop tools in the original tool case, a trove of documentation including four bankers boxes of photos, correspondences, specifications, handwritten parts and specification notes and vendor details, restoration photos, purchase documentation, and original reference materials as well as binders with reference service manuals and a presentation folio. Also included is a car cover, an Alfa Romeo branded sweater, trophies, award plaques, and ribbons from concours wins, a spare tail light lens and front indicator lenses, pedal pads and spare pedals, various spare engine parts, spare brake parts, a set of Wilwood front brake calipers and BG rear calipers, and an assortment of service manuals. Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

A Corvette without the typical plastic that we usually complain about – even when it's just a lunchbox – and a Corvette that was born without a V8. It all began in 1953 at the Motorama Show in New York, where the first C1 was revealed to the public. Little did they know… a legend was born. That legendary status took a while, though. In its first two years, the Corvette was equipped with a 150 hp inline-six and a 2-speed automatic – a “sports car” in name, but not in pace. Fortunately, the chassis was soon reworked, and less than two years later, there was room for a proper 4.3-liter V8. Ours? Born in 1957 — fitted with a 4.6-liter V8 with fuel injection. Almost double the horsepower. Add in the manual gearbox and… Do. We. Need. To. Say. More. This particular car comes from a rather special home — the Bouvrie Collection, where it stood alongside four other icons to represent what Jan Bouvrie described as “the most beautiful classics ever made.” The Ferrari Dino, the Jaguar E-Type S1 OTS, the Volvo P1800 S, the Porsche 356 Speedster… and this Chevrolet Corvette C1. We fully agree with the Dutch design legend's impeccable taste. Fun fact: everything in Jan’s world was white — except his classics. Those had to be black. Our ‘Fuelie’ underwent a full restoration in the Netherlands some years ago and, most recently, a complete mechanical overhaul by the specialists at Vintech. All invoices are present. She’s now truly ready to deliver many more smiles per litre. A high-gloss black muscle car, with bright red leather interior and a manual gearbox. Miracles aren’t really our thing — but we’re pretty sure we can come to an arrangement. 1959 Chevrolet Corvette C1 'Fuel Injection' 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 25-0927005 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 290 PK Date Part I January 1, 1959 Color Black Interior Cardinal Red Transmission Manual VAT deductible No Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright A Corvette without the typical plastic that we usually complain about – even when it's just a lunchbox – and a Corvette that was born without a V8. It all began in 1953 at the Motorama Show in New York, where the first C1 was revealed to the public. Little did they know… a legend was born. That legendary status took a while, though. In its first two years, the Corvette was equipped with a 150 hp inline-six and a 2-speed automatic – a “sports car” in name, but not in pace. Fortunately, the chassis was soon reworked, and less than two years later, there was room for a proper 4.3-liter V8. Ours? Born in 1957 — fitted with a 4.6-liter V8 with fuel injection. Almost double the horsepower. Add in the manual gearbox and… Do. We. Need. To. Say. More. This particular car comes from a rather special home — the Bouvrie Collection, where it stood alongside four other icons to represent what Jan Bouvrie described as “the most beautiful classics ever made.” The Ferrari Dino, the Jaguar E-Type S1 OTS, the Volvo P1800 S, the Porsche 356 Speedster… and this Chevrolet Corvette C1. We fully agree with the Dutch design legend's impeccable taste. Fun fact: everything in Jan’s world was white — except his classics. Those had to be black. Our ‘Fuelie’ underwent a full restoration in the Netherlands some years ago and, most recently, a complete mechanical overhaul by the specialists at Vintech. All invoices are present. She’s now truly ready to deliver many more smiles per litre. A high-gloss black muscle car, with bright red leather interior and a manual gearbox. Miracles aren’t really our thing — but we’re pretty sure we can come to an arrangement. Other Cars from Cool Classic Club 1992-Porsche-964-Turbo-3.3-01.webp 1992-Porsche-964-Turbo-3.3-02.webp 1992-Porsche-964-Turbo-3.3-15.webp 1992-Porsche-964-Turbo-3.3-01.webp 1/15 1992 Porsche 964 Turbo 3.3 Cool Classic Club Netherlands 1984-Mercedes-Benz-500SL-01.webp 1984-Mercedes-Benz-500SL-02.webp 1984-Mercedes-Benz-500SL-15.webp 1984-Mercedes-Benz-500SL-01.webp 1/15 1984 Mercedes-Benz 500SL Cool Classic Club Netherlands 1966-Porsche-911-SWB-01.webp 1966-Porsche-911-SWB-02.webp 1966-Porsche-911-SWB-15.webp 1966-Porsche-911-SWB-01.webp 1/15 1966 Porsche 911 SWB Cool Classic Club Netherlands Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Upon resuming automobile production after World War II, Alfa Romeo continued with the latest development in its prewar lineup, the 6C 2500. Introduced in 1939, the model featured an increased engine displacement of nearly 2.5 liters, and the Super Sport iteration rode a shortened 2,700-milimeter wheelbase chassis while being equipped with a triple-carbureted intake. Standard coachwork for these desirable sport saloons was built by Touring with the coachbuilder’s signature lightweight Superleggera technique of welding an aluminum body to a small-diameter tube-frame. Widely regarded as one of the most advanced mechanical platforms of the immediate post-war era, the 6C 2500 has evolved into one of Alfa Romeo’s most collectable vintage models, deftly combining performance, style, and luxury. This exquisite Alfa Romeo is offered on the heels of a comprehensive no-cost-spared restoration in Italy that has resulted in one of the most stirring examples to be seen in many years. While the data of Luigi Fusi and Tito Anselmi indicates that chassis number 915668 was built in 1948, a 1989 letter from Alfa Romeo’s Centro Documentazione department states the car completed assembly in December 1949, finished in Light Green paint. Given the car’s current configuration, it is reasonable to assume that it was factory-equipped with the Nardi conversion option, including a three-spoke Nardi steering wheel and floor shifter (rather than the standard column shifter). In April 1950 the Alfa Romeo was sold to its first owner, Gino Rossato of Vicenza, Italy, and within three years the 6C passed to Jack Worseldine, a US naval officer stationed in Naples. Upon his return to the United States Mr. Worseldine exported the car to America in October 1958, and he soon registered it in his native state of Iowa. In September 1960 the 6C 2500 was purchased by Charles Leininger of Mission, Kansas, and two years later he sold the car to Walter Deitchmann of Kansas City, Missouri. Mr. Deitchmann impressively retained possession for 27 years before selling the Alfa Romeo in May 1989 to respected collector Tom Congleton of Paradise Valley, Arizona, who immediately commenced a nut-and-bolt restoration. Entrusted to Steve Gundler Restorations and Carriage Motor Works (both located in Kansas), this fine work included a refinishing of the coachwork in rosso. After completion of the restoration Mr. Congleton enjoyed the car at various events, notably presenting it at the 1992 Pebble Beach Concours d’Elegance and the 1998 Concorso Italiano. The 6C 2500 also won several awards at meetings of the Alfa Romeo Owners Club, and it was featured on the cover of the club’s magazine for three different issues. In May 2002 Mr. Congleton sold the Alfa Romeo to the consignor, a knowledgeable 6C 2500 enthusiast who owns three other examples. The new owner initially continued presenting the Super Sport at AROC events and local shows, including two appearances at the Tutto Italiano at the Larz Anderson Auto Museum in Brookline, Massachusetts (the car notably won Best of Show at the 2008 event). In 2012, with a dream of crafting the most finely restored example in imagination, the consignor opted to conduct a full restoration for which he commissioned the renowned specialists at Bonfanti Garage in Bassano Del Grappa, Italy. The engine and running gear were comprehensively rebuilt, while the coachwork was refinished in the original shade of light green, and the interior was reupholstered with original-style boar hides. Numerous proper components were sourced and installed, including the Carrello headlamps, Bosch “browed” driving lights, and the rare Autovox radio. Taking over seven years to complete, the painstaking refurbishment cost over $500,000 as reflected by invoices on file, leaving the car in an incredibly pristine and authentic condition. The fabulous restoration has yet to be displayed on a concours field, leaving that pleasure to the future caretaker. Documented with period correspondence from Alfa Romeo’s Centro Documentazione, prior titles and bills of sale, an entry from John De Boer’s Italian Car Registry, and dozens of restoration photos and invoices, this breathtaking Alfa Romeo is undoubtedly one of the finest restored examples of the model one might ever hope to encounter. It is ideal for enjoyment on the open road or the concours field, sure to capture the heart of any marque enthusiast. 1950 Alfa Romeo 6C 2500 Super Sport RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0314001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS USA-Florida Auction This Car Contact the Dealer I am Interested Legal & Copyright LISTED FOR AUCTION, AMELIA ISLAND - 4 MARCH 2023 Chassis No.915668 Engine No.923769 Body No.3305 Documents US Title Exhaustive seven-year restoration by a specialist in Italy completed in 2019 Desirably equipped with Nardi conversion kit, including three-spoke steering wheel and floor-mounted shifter Awarded at numerous meets of the Alfa Romeo Owners Club Exhibited at Concorso Italiano and the Pebble Beach Concours d’Elegance Documented with period correspondence from Alfa Romeo Centro Documentazione, prior titles and bills of sale, Italian Car - Registry entry, and restoration photos and invoices 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 Upon resuming automobile production after World War II, Alfa Romeo continued with the latest development in its prewar lineup, the 6C 2500. Introduced in 1939, the model featured an increased engine displacement of nearly 2.5 liters, and the Super Sport iteration rode a shortened 2,700-milimeter wheelbase chassis while being equipped with a triple-carbureted intake. Standard coachwork for these desirable sport saloons was built by Touring with the coachbuilder’s signature lightweight Superleggera technique of welding an aluminum body to a small-diameter tube-frame. Widely regarded as one of the most advanced mechanical platforms of the immediate post-war era, the 6C 2500 has evolved into one of Alfa Romeo’s most collectable vintage models, deftly combining performance, style, and luxury. This exquisite Alfa Romeo is offered on the heels of a comprehensive no-cost-spared restoration in Italy that has resulted in one of the most stirring examples to be seen in many years. While the data of Luigi Fusi and Tito Anselmi indicates that chassis number 915668 was built in 1948, a 1989 letter from Alfa Romeo’s Centro Documentazione department states the car completed assembly in December 1949, finished in Light Green paint. Given the car’s current configuration, it is reasonable to assume that it was factory-equipped with the Nardi conversion option, including a three-spoke Nardi steering wheel and floor shifter (rather than the standard column shifter). In April 1950 the Alfa Romeo was sold to its first owner, Gino Rossato of Vicenza, Italy, and within three years the 6C passed to Jack Worseldine, a US naval officer stationed in Naples. Upon his return to the United States Mr. Worseldine exported the car to America in October 1958, and he soon registered it in his native state of Iowa. In September 1960 the 6C 2500 was purchased by Charles Leininger of Mission, Kansas, and two years later he sold the car to Walter Deitchmann of Kansas City, Missouri. Mr. Deitchmann impressively retained possession for 27 years before selling the Alfa Romeo in May 1989 to respected collector Tom Congleton of Paradise Valley, Arizona, who immediately commenced a nut-and-bolt restoration. Entrusted to Steve Gundler Restorations and Carriage Motor Works (both located in Kansas), this fine work included a refinishing of the coachwork in rosso. After completion of the restoration Mr. Congleton enjoyed the car at various events, notably presenting it at the 1992 Pebble Beach Concours d’Elegance and the 1998 Concorso Italiano. The 6C 2500 also won several awards at meetings of the Alfa Romeo Owners Club, and it was featured on the cover of the club’s magazine for three different issues. In May 2002 Mr. Congleton sold the Alfa Romeo to the consignor, a knowledgeable 6C 2500 enthusiast who owns three other examples. The new owner initially continued presenting the Super Sport at AROC events and local shows, including two appearances at the Tutto Italiano at the Larz Anderson Auto Museum in Brookline, Massachusetts (the car notably won Best of Show at the 2008 event). In 2012, with a dream of crafting the most finely restored example in imagination, the consignor opted to conduct a full restoration for which he commissioned the renowned specialists at Bonfanti Garage in Bassano Del Grappa, Italy. The engine and running gear were comprehensively rebuilt, while the coachwork was refinished in the original shade of light green, and the interior was reupholstered with original-style boar hides. Numerous proper components were sourced and installed, including the Carrello headlamps, Bosch “browed” driving lights, and the rare Autovox radio. Taking over seven years to complete, the painstaking refurbishment cost over $500,000 as reflected by invoices on file, leaving the car in an incredibly pristine and authentic condition. The fabulous restoration has yet to be displayed on a concours field, leaving that pleasure to the future caretaker. Documented with period correspondence from Alfa Romeo’s Centro Documentazione, prior titles and bills of sale, an entry from John De Boer’s Italian Car Registry, and dozens of restoration photos and invoices, this breathtaking Alfa Romeo is undoubtedly one of the finest restored examples of the model one might ever hope to encounter. It is ideal for enjoyment on the open road or the concours field, sure to capture the heart of any marque enthusiast. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Alfa Romeo 2000 GT Veloce Coupe was based on a shortened Giulia (105) saloon platform. Penned by Giorgetto Giugiaro at Bertone, the Giulia’s clean and distinctive design is considered to be one of the most attractive small coupes of the 1960s and 70s. Alfa Romeo was one of the first manufacturers to put a powerful engine in a lightweight car for mainstream production, making it a forerunner to todays performance Coupe’s. Powered by Alfa Romeo’s twin cam, all-aluminium, four cylinder 1932cc engine mated to a 5 speed gearbox producing an impressive 132 bhp. This punchy power plant ensured the cars performance was better than many sports cars of the era. The Alfa Romeo 2000 GT Veloce Coupe offered here at Autostorico is finished in Alfa Rosso Red with Black interior. First owned by the Rt Hon The Viscount Portman this 1972 example has covered a mere 24,033 miles. Passing to its current owner in 2012 this stunning example has been fitted with £8000 worth of Alfaholics upgrades including; fast road suspension, Alfaholics exhaust system, brake upgrade, power steering and wheels. A perfect opportunity to own one of the prettiest 70s Coupe’s, which will certainly appreciate further over time. 1971 Alfa Romeo 2000 GT Veloce Autostorico Partners LLP 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 22-0728001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright YEAR 1972 BODY STYLE Coupe CONFIGURATION Right Hand Drive ENGINE 1932 TRANSMISSION Manual Autostorico Partners LLP Unit 5, Lys Mill Howe Road Watlington United Kingdom Contact details sales@autostorico.co.uk +44 (0)1491 917444 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 Alfa Romeo 2000 GT Veloce Coupe was based on a shortened Giulia (105) saloon platform. Penned by Giorgetto Giugiaro at Bertone, the Giulia’s clean and distinctive design is considered to be one of the most attractive small coupes of the 1960s and 70s. Alfa Romeo was one of the first manufacturers to put a powerful engine in a lightweight car for mainstream production, making it a forerunner to todays performance Coupe’s. Powered by Alfa Romeo’s twin cam, all-aluminium, four cylinder 1932cc engine mated to a 5 speed gearbox producing an impressive 132 bhp. This punchy power plant ensured the cars performance was better than many sports cars of the era. The Alfa Romeo 2000 GT Veloce Coupe offered here at Autostorico is finished in Alfa Rosso Red with Black interior. First owned by the Rt Hon The Viscount Portman this 1972 example has covered a mere 24,033 miles. Passing to its current owner in 2012 this stunning example has been fitted with £8000 worth of Alfaholics upgrades including; fast road suspension, Alfaholics exhaust system, brake upgrade, power steering and wheels. A perfect opportunity to own one of the prettiest 70s Coupe’s, which will certainly appreciate further over time. Other Cars from Autostorico Partners LLP 1979-Ford-RS2000-Custom-01.jpg 1979-Ford-RS2000-Custom-02.jpg 1979-Ford-RS2000-Custom-15.jpg 1979-Ford-RS2000-Custom-01.jpg 1/15 1979 Ford RS2000 Custom Autostorico Partners LLP United Kingdom 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1997-Ford-GT40-Evocation-by-GTD-02.jpg 1997-Ford-GT40-Evocation-by-GTD-15.jpg 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1/15 1997 Ford GT40 Evocation by GTD Autostorico Partners LLP United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

In 2014, Jaguar picked up where they left off in the 1960s and produced an additional six examples of the revered Lightweight E-types. However, that number did not include this E-type, “Car 0,” the first such Lightweight built for promotional use by Jaguar Classic. Not “replicas,” these were brand-new cars built as the originals had been, using the original engineering blueprints and designs as well as much of the original materials and methods. Further, the cars were given chassis numbers not utilised in the original production—thus “completing” the Lightweight E-type model run. Needless to say, the project drew a great deal of attention, and the Jaguars were eagerly snapped up by private collectors. The new Lightweight E-type (LWE) was based on a unibody built by JLR of Whitley, England, and fully wrapped in aluminium panels, which reduces its weight by 250 pounds over the production steel bodies; the shell was reproduced using detailed scans of an original lightweight body. The grade of aluminium and the forming methods were both the same used in the 1960s. It is important to note that while techniques such as high-strength aluminium alloys and bonded structures are now available and could have been used, they intentionally were not, as they would have invalidated the cars for historic racing events. To that end, a roll cage was mounted as standard equipment. The only components uprated have been for safety and durability, such as later oil and water temperature gauges and Willans safety harnesses. The engine was a Crosthwaite & Gardiner–built 3.8-liter inline-six with an aluminium block with steel liners, significantly reducing weight over the front wheels, and featuring a “wide-angle” aluminium head, dry-sump lubrication system, and either fuel injection or three Weber 45DCOE carburettors. Jaguar quoted over 300 horsepower and 280 foot-pounds of torque at 4,500 rpm, delivered to the rear axle via a close-ratio, fully synchronized four-speed transmission and single-plate clutch. Additional lightweight mechanical components included the radiator, oil cooler, and expansion tank for the coolant. The suspension was fitted with upgraded shock absorbers, controlling the front torsion bars and rear coil springs, while steering is handled by a stock E-type rack-and-pinion system. Larger 12.25-inch brake discs were mounted at the front, while the perforated 15-inch-diameter wheels were correctly cast of magnesium. The LWE offered here is equipped with a 3.8-liter, six-cylinder engine with triple Weber carburettors and “wide-angle” cylinder head. This car was utilised by Jaguar Classic as a North American press car, widely seen in promotional materials and magazines as well as at the Rolex Monterey Motorsports Reunion on the Jaguar Special Vehicle Operations stand. Afterwards, it was returned to the factory and rebuilt to “new” condition prior to delivery. Its first owner used only gently and occasionally and covered just 700 miles. Acquired by DK Engineering in 2021, the car was sent to be race prepared with ADP Classic Racing. To begin with, the car was analysed and inspected to understand what works needed to be carried out to prepare the car for competition use. As a factory-built continuation, this example has received dispensation to compete in Peter Auto and GTSCC amongst other series. The works at ADP Classic Racing spanned 6 months and totalled £160,000; with the engine and parts taking up just over £60,000. The thorough works carried out put this E-type as a front-running race car; with a fully rebuilt engine to lightweight specification; alloy block, wide angle head and dry sump as well as a weight-saving endeavour to get it right down to the specified weight limit, as stipulated by GTSCC. Available to view at our showrooms outside London immediately, this example likely presents as the sole fully race-prepared Jaguar E-type Lightweight continuation. Furthermore, this example is now fully UK road registered, accompanied by a period-correct 1963 V5C Certificate 1963 Jaguar E-type 'Lightweight' - Factory Built 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 24-1125007 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side RHD 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 In 2014, Jaguar picked up where they left off in the 1960s and produced an additional six examples of the revered Lightweight E-types. However, that number did not include this E-type, “Car 0,” the first such Lightweight built for promotional use by Jaguar Classic. Not “replicas,” these were brand-new cars built as the originals had been, using the original engineering blueprints and designs as well as much of the original materials and methods. Further, the cars were given chassis numbers not utilised in the original production—thus “completing” the Lightweight E-type model run. Needless to say, the project drew a great deal of attention, and the Jaguars were eagerly snapped up by private collectors. The new Lightweight E-type (LWE) was based on a unibody built by JLR of Whitley, England, and fully wrapped in aluminium panels, which reduces its weight by 250 pounds over the production steel bodies; the shell was reproduced using detailed scans of an original lightweight body. The grade of aluminium and the forming methods were both the same used in the 1960s. It is important to note that while techniques such as high-strength aluminium alloys and bonded structures are now available and could have been used, they intentionally were not, as they would have invalidated the cars for historic racing events. To that end, a roll cage was mounted as standard equipment. The only components uprated have been for safety and durability, such as later oil and water temperature gauges and Willans safety harnesses. The engine was a Crosthwaite & Gardiner–built 3.8-liter inline-six with an aluminium block with steel liners, significantly reducing weight over the front wheels, and featuring a “wide-angle” aluminium head, dry-sump lubrication system, and either fuel injection or three Weber 45DCOE carburettors. Jaguar quoted over 300 horsepower and 280 foot-pounds of torque at 4,500 rpm, delivered to the rear axle via a close-ratio, fully synchronized four-speed transmission and single-plate clutch. Additional lightweight mechanical components included the radiator, oil cooler, and expansion tank for the coolant. The suspension was fitted with upgraded shock absorbers, controlling the front torsion bars and rear coil springs, while steering is handled by a stock E-type rack-and-pinion system. Larger 12.25-inch brake discs were mounted at the front, while the perforated 15-inch-diameter wheels were correctly cast of magnesium. The LWE offered here is equipped with a 3.8-liter, six-cylinder engine with triple Weber carburettors and “wide-angle” cylinder head. This car was utilised by Jaguar Classic as a North American press car, widely seen in promotional materials and magazines as well as at the Rolex Monterey Motorsports Reunion on the Jaguar Special Vehicle Operations stand. Afterwards, it was returned to the factory and rebuilt to “new” condition prior to delivery. Its first owner used only gently and occasionally and covered just 700 miles. Acquired by DK Engineering in 2021, the car was sent to be race prepared with ADP Classic Racing. To begin with, the car was analysed and inspected to understand what works needed to be carried out to prepare the car for competition use. As a factory-built continuation, this example has received dispensation to compete in Peter Auto and GTSCC amongst other series. The works at ADP Classic Racing spanned 6 months and totalled £160,000; with the engine and parts taking up just over £60,000. The thorough works carried out put this E-type as a front-running race car; with a fully rebuilt engine to lightweight specification; alloy block, wide angle head and dry sump as well as a weight-saving endeavour to get it right down to the specified weight limit, as stipulated by GTSCC. Available to view at our showrooms outside London immediately, this example likely presents as the sole fully race-prepared Jaguar E-type Lightweight continuation. Furthermore, this example is now fully UK road registered, accompanied by a period-correct 1963 V5C Certificate Other Cars from D.K. Engineering Ltd 1995-Ferrari-F512-M-01.jpg 1995-Ferrari-F512-M-02.jpg 1995-Ferrari-F512-M-15.jpg 1995-Ferrari-F512-M-01.jpg 1/15 1995 Ferrari F512 M D.K. Engineering Ltd United Kingdom 1990-Ferrari-F40-01.jpg 1990-Ferrari-F40-02.jpg 1990-Ferrari-F40-15.jpg 1990-Ferrari-F40-01.jpg 1/15 1990 Ferrari F40 D.K. Engineering Ltd United Kingdom 1968-Lamborghini-Miura-P400-01.jpg 1968-Lamborghini-Miura-P400-02.jpg 1968-Lamborghini-Miura-P400-20.jpg 1968-Lamborghini-Miura-P400-01.jpg 1/20 1968 Lamborghini Miura P400 D.K. Engineering Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

This beautifully finished 250SL represents the later series 250 SL which included the safety improvements, increased engine displacement, and improved cooling system. Light, sporty and outfitted with a 4-speed manual transmission, this 250SL was delivered to North America with an MPH speedometer. The car was very likely delivered to the first owner in California as the accompanying service booklet is stamped from Import Motors Mercedes-Benz Service, Oakland, CA March 20, 1974, with 76,398 miles. A second service stamp, also from Import Motors, is noted on February 7, 1975, with 90,502 miles. The current owner purchased this car in April 2017 with 47,687 miles. Restored to a high level under prior ownership, the car has remained with the current owners as part of a small collection of classic cars with just over 1,000 miles accrued during their eight years of ownership. Though the owner has not retained service invoices for the car, it was annually serviced including oil and filter changes and other services as needed. In preparation for consignment, a compression test was performed returning the following numbers listing cylinder 1 at the radiator to cylinder 6 at the cowl of the car. Cylinder 1 - 171 Cylinder 2 - 171 Cylinder 3 - 174 Cylinder 4 - 170 Cylinder 5 - 175 Cylinder 6 - 175 Condition Overview Today this 250 SL presents as a very nice example of a restored 250 SL. The elegant gray paint is smooth and glossy with excellent coverage. As the dashboard is painted silver, the car is believed to have been delivered from the factory originally finished in silver metallic. The front fender factory spot welds are evident on both sides of the flanged inner fender metal when viewed under the hood, however the grille surround and headlight section show evidence of body repairs and the inner fender “nicks” have been smoothed off, which is generally indicative of post-factory bodywork. The doors shut very well and retain good panel gaps to the front and rear fenders, while the side glass and hardtop fixed quarter and rear glass retain the factory Sekurit branding indicative of factory glass. The hood and trunk also exhibit proper fit and closure. The chrome throughout is in very good condition, with nice luster and clean, bright reflections. All lenses, lighting, and glass are in excellent condition with no significant chips or marks on the windshield. The black canvas convertible top is nicely tailored with a clear and taut plastic rear window with excellent top bow tailoring and fabric welting on the underside of the top. The convertible top moves up and down smoothly and latches easily to the windshield header. The hardtop is in excellent condition finished in contrasting black with white headliner and very good glass. A nicely finished set of matching steel wheels are trimmed with correct hubcaps, wheel rings, and a set of contemporary Yokohama Avid Touring S 195/70R14 radial tires. The interior has been correctly restored in attractive cognac vinyl. The seats, door panels, and dashboard are in excellent condition. The seats feature excellent foam padding, correct pleating, and show little to no wear. The oatmeal-colored square weave carpeting is trimmed with matching cognac colored perimeter beading which covers the front footwells and rear storage area. The instruments are in excellent condition, fronted by a correct steering wheel with a matching gray padded horn button. The dashboard is finished in silver likely indicative of the original exterior color. The surrounding dash pad is in excellent condition as are the refinished wood trim and white sun visors. Adesirable Becker Europa II AM/FM radio is installed. The trunk is clean and nicely finished with the correct satin black inner finish, a full-size spare tire and vinyl cover and a correct fluted gray rubber mat. The engine compartment features a nicely restored and correct 2.5-liter engine, cast alloy cam cover, fuel-injection, and excellent detailing. Both the engine and engine compartment are beautifully finished and properly presented with correct parts, factory components, and updated lines and hoses. Underneath the car, the finishes are very nice overall indicating the restoration was performed to a high standard though some surfaces have mellowed over time. A solid floor, excellent suspension components, proper exhaust, and nicely detailed engine components further support the restoration work performed some years ago. There is no evidence of structural compromise to the chassis floor or major suspension mounting points. The car starts easily and idles smoothly. Driving manners are quite nice particularly for this example which offers a smooth gearbox, comfortable uptake on the clutch, helpful power steering, and excellent acceleration through all gears. The added power and torque are noticeable in this 250 SL particularly when compared to the earlier 230 series. The ride engineering, responsive suspension, and ample seating room create a wonderfully open-air experience with composed power delivery for two occupants with plenty of luggage space and legroom suitable for tall occupants. This is a wonderful opportunity to acquire a very nicely prepared 250 SL finished in great colors. Rare in number and ready for enjoyable driving or club shows, this handsome and iconic Mercedes-Benz 250 SL is sure to entice the next enthusiast with invitations to enjoyable casual outings, hours of touring delight, and extended weekend adventures with a fortunate companion. Included with this 250SL This car is offered with a factory removable hardtop, a hardtop stand, a car cover, an owner’s manual and service manual, a first aid kit, and metal tire stop. 1967 Mercedes-Benz 250 SL Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0327006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright VIN 1130431004301 Exterior Color Gray Interior Color Caramel leather Engine 2.5L inline 6-cylinder Transmission 4-speed manual Fantasy Junction 1145 Park Ave Emeryville California Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright This beautifully finished 250SL represents the later series 250 SL which included the safety improvements, increased engine displacement, and improved cooling system. Light, sporty and outfitted with a 4-speed manual transmission, this 250SL was delivered to North America with an MPH speedometer. The car was very likely delivered to the first owner in California as the accompanying service booklet is stamped from Import Motors Mercedes-Benz Service, Oakland, CA March 20, 1974, with 76,398 miles. A second service stamp, also from Import Motors, is noted on February 7, 1975, with 90,502 miles. The current owner purchased this car in April 2017 with 47,687 miles. Restored to a high level under prior ownership, the car has remained with the current owners as part of a small collection of classic cars with just over 1,000 miles accrued during their eight years of ownership. Though the owner has not retained service invoices for the car, it was annually serviced including oil and filter changes and other services as needed. In preparation for consignment, a compression test was performed returning the following numbers listing cylinder 1 at the radiator to cylinder 6 at the cowl of the car. Cylinder 1 - 171 Cylinder 2 - 171 Cylinder 3 - 174 Cylinder 4 - 170 Cylinder 5 - 175 Cylinder 6 - 175 Condition Overview Today this 250 SL presents as a very nice example of a restored 250 SL. The elegant gray paint is smooth and glossy with excellent coverage. As the dashboard is painted silver, the car is believed to have been delivered from the factory originally finished in silver metallic. The front fender factory spot welds are evident on both sides of the flanged inner fender metal when viewed under the hood, however the grille surround and headlight section show evidence of body repairs and the inner fender “nicks” have been smoothed off, which is generally indicative of post-factory bodywork. The doors shut very well and retain good panel gaps to the front and rear fenders, while the side glass and hardtop fixed quarter and rear glass retain the factory Sekurit branding indicative of factory glass. The hood and trunk also exhibit proper fit and closure. The chrome throughout is in very good condition, with nice luster and clean, bright reflections. All lenses, lighting, and glass are in excellent condition with no significant chips or marks on the windshield. The black canvas convertible top is nicely tailored with a clear and taut plastic rear window with excellent top bow tailoring and fabric welting on the underside of the top. The convertible top moves up and down smoothly and latches easily to the windshield header. The hardtop is in excellent condition finished in contrasting black with white headliner and very good glass. A nicely finished set of matching steel wheels are trimmed with correct hubcaps, wheel rings, and a set of contemporary Yokohama Avid Touring S 195/70R14 radial tires. The interior has been correctly restored in attractive cognac vinyl. The seats, door panels, and dashboard are in excellent condition. The seats feature excellent foam padding, correct pleating, and show little to no wear. The oatmeal-colored square weave carpeting is trimmed with matching cognac colored perimeter beading which covers the front footwells and rear storage area. The instruments are in excellent condition, fronted by a correct steering wheel with a matching gray padded horn button. The dashboard is finished in silver likely indicative of the original exterior color. The surrounding dash pad is in excellent condition as are the refinished wood trim and white sun visors. Adesirable Becker Europa II AM/FM radio is installed. The trunk is clean and nicely finished with the correct satin black inner finish, a full-size spare tire and vinyl cover and a correct fluted gray rubber mat. The engine compartment features a nicely restored and correct 2.5-liter engine, cast alloy cam cover, fuel-injection, and excellent detailing. Both the engine and engine compartment are beautifully finished and properly presented with correct parts, factory components, and updated lines and hoses. Underneath the car, the finishes are very nice overall indicating the restoration was performed to a high standard though some surfaces have mellowed over time. A solid floor, excellent suspension components, proper exhaust, and nicely detailed engine components further support the restoration work performed some years ago. There is no evidence of structural compromise to the chassis floor or major suspension mounting points. The car starts easily and idles smoothly. Driving manners are quite nice particularly for this example which offers a smooth gearbox, comfortable uptake on the clutch, helpful power steering, and excellent acceleration through all gears. The added power and torque are noticeable in this 250 SL particularly when compared to the earlier 230 series. The ride engineering, responsive suspension, and ample seating room create a wonderfully open-air experience with composed power delivery for two occupants with plenty of luggage space and legroom suitable for tall occupants. This is a wonderful opportunity to acquire a very nicely prepared 250 SL finished in great colors. Rare in number and ready for enjoyable driving or club shows, this handsome and iconic Mercedes-Benz 250 SL is sure to entice the next enthusiast with invitations to enjoyable casual outings, hours of touring delight, and extended weekend adventures with a fortunate companion. Included with this 250SL This car is offered with a factory removable hardtop, a hardtop stand, a car cover, an owner’s manual and service manual, a first aid kit, and metal tire stop. Other Cars from Fantasy Junction 1988-Alfa-Romeo-Graduate-01.jpg 1988-Alfa-Romeo-Graduate-02.jpg 1988-Alfa-Romeo-Graduate-20.jpg 1988-Alfa-Romeo-Graduate-01.jpg 1/20 1988 Alfa Romeo Graduate Fantasy Junction United States 1985-Ferrari-308-GTSi-01.jpg 1985-Ferrari-308-GTSi-02.jpg 1985-Ferrari-308-GTSi-20.jpg 1985-Ferrari-308-GTSi-01.jpg 1/20 1985 Ferrari 308 GTSi Fantasy Junction United States 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1964-Ferrari-275-330-GTC-Prototipo-02.jpg 1964-Ferrari-275-330-GTC-Prototipo-20.jpg 1964-Ferrari-275-330-GTC-Prototipo-01.jpg 1/20 1964 Ferrari 275/330 GTC Prototipo Fantasy Junction United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

13,917 original miles 25 years of California ownership with one owner, maintained at Beverly Hills Porsche Original Speed Yellow paint finish over full black leather interior 3 total owners since new, clean CarFax report Major $25,000 service performed in 2021 6-speed manual transmission, 3.6-liter 408 horsepower twin-turbo flat six engine The last and most refined of the air-cooled Porsche 911 Turbos The 993 Turbo, introduced in mid-1995 as a 1996, continued to hold the torch of the most powerful 911 variant while continuing to improve the breed as a whole. Among the new features on the 993 Turbo was an electronically controlled viscous coupling all-wheel drive system—something Porsche had not offered on a turbocharged model since the 959 and a system that greatly improved the performance of the Turbo. Under the engine lid—now topped with a sculpted spoiler tail with downturned edges—resided the 3.6 liter flat six fed by twin KKK K16 turbos, each featuring integrated waste gates and two air-to-air intercoolers. Combined with larger brakes, wider tires, wide body fender arches, and specially designed 'Technologie-Rad' cast alloy wheels with hollow spokes, the 993 Turbo was one of the fastest cars on the planet. With all four wheels tearing into the pavement and 408 horsepower on tap, 0-60 mph came in an impressive (even by today’s standards) 3.7 seconds, 100mph ticked by in 5.7 seconds, and the forward progression continued until the speedometer had crossed 180mph. Beyond just going fast in a straight line though, the car could pull up to 1.00g on the skid pad and haul to a stop from 60mph in just 111 feet. In reviewing the 993 Turbo in June of 1995, Motor Trend magazine proclaimed, "To beat this Stuttgart screamer into submission requires a force no less wieldy than the million-dollar 627-horsepower V-12 McLaren F1." This 1996 Porsche 911 Turbo was purchased by its first owner in August of 1995 in Los Angeles, California. Spec’d in Speed Yellow over black leather interior, this Porsche 911 Turbo was optioned with a full leather interior, cruise control, lumbar support on both driver and passenger seats, and a sunroof. This California owner would go on to own the 911 Turbo for over 25 years, with a clear CarFax reporting that they took their prized possession to Beverly Hills Porsche for regular and consistent servicing. In March 2021 the 911 Turbo was purchased by a meticulous collector who sent the car immediately to ParkHaus1 in Miami, Florida. During its stay at their facility, the Porsche was mechanically gone through to address its 25 years of low miles, including replacing engine mounts, valve cover and timing chain gaskets, rebuilding the turbos, new tires, new suspension, installed a Porsche Classic radio, and replacing various trim components to bring the car back to as if it was brand new. Overall, the owner spent almost $27,000 on his quest to make this 911 Turbo a perfect time capsule. In April 2023 it was acquired shortly by a new owner in Norwich, Vermont, before it arrived at Canepa in May of 2023. Each and every collector car that comes to Canepa is put through an extensive and diligent process called the “Canepa Difference.” This includes a major and comprehensive mechanical inspection where all systems are checked and serviced as necessary. They also receive an award-winning concours-level detailing, a thorough cleaning of each and every surface that ensures that every car is a sight to behold. Finishing off with a foam-pad-only polish to enhance the paint finish, each and every car is a perfect example and a personification of Bruce Canepa’s impeccable attention to detail. Its original Speed Yellow paint finish was enhanced which now produces a deep luster, increasing the paint’s clarity and making the color pop. Canepa performed a light amount of mechanical adjustment, completing what is now a fantastic 13,917 original mile example of a 993 Turbo. Porsche’s 993 Turbo generation saw itself become the most refined air-cooled sports car that Porsche had ever made. With its superior build quality, stupendous performance, and dynamic driving experience, it was the perfect sports car for every occasion. Comfortable for daily driving and enough performance to leave others in the dust, this duality of the 911 Turbo is what earned its status as one of the best sports cars, bar none. With this Speed Yellow Turbo in time-capsule condition with low original miles, it is now ready to be enjoyed by another owner to experience for either the first time or confirm again why so many consider this generation of the 911 Turbo to be the best, bar none. 1996 Porsche 993 Turbo Canepa 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 23-0704006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN WP0AC2996TS375215 ENGINE 3.6 LITER TWIN TURBO FLAT SIX TRANSMISSION 6 SPEED MANUAL DRIVETRAIN RWD EXTERIOR COLOR SPEED YELLOW INTERIOR COLOR BLACK INTERIOR SURFACE LEATHER Canepa 4900 Scotts Valley Dr Scotts Valley California Contact details info@canepa.com 1-831-430-9940 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 13,917 original miles 25 years of California ownership with one owner, maintained at Beverly Hills Porsche Original Speed Yellow paint finish over full black leather interior 3 total owners since new, clean CarFax report Major $25,000 service performed in 2021 6-speed manual transmission, 3.6-liter 408 horsepower twin-turbo flat six engine The last and most refined of the air-cooled Porsche 911 Turbos The 993 Turbo, introduced in mid-1995 as a 1996, continued to hold the torch of the most powerful 911 variant while continuing to improve the breed as a whole. Among the new features on the 993 Turbo was an electronically controlled viscous coupling all-wheel drive system—something Porsche had not offered on a turbocharged model since the 959 and a system that greatly improved the performance of the Turbo. Under the engine lid—now topped with a sculpted spoiler tail with downturned edges—resided the 3.6 liter flat six fed by twin KKK K16 turbos, each featuring integrated waste gates and two air-to-air intercoolers. Combined with larger brakes, wider tires, wide body fender arches, and specially designed 'Technologie-Rad' cast alloy wheels with hollow spokes, the 993 Turbo was one of the fastest cars on the planet. With all four wheels tearing into the pavement and 408 horsepower on tap, 0-60 mph came in an impressive (even by today’s standards) 3.7 seconds, 100mph ticked by in 5.7 seconds, and the forward progression continued until the speedometer had crossed 180mph. Beyond just going fast in a straight line though, the car could pull up to 1.00g on the skid pad and haul to a stop from 60mph in just 111 feet. In reviewing the 993 Turbo in June of 1995, Motor Trend magazine proclaimed, "To beat this Stuttgart screamer into submission requires a force no less wieldy than the million-dollar 627-horsepower V-12 McLaren F1." This 1996 Porsche 911 Turbo was purchased by its first owner in August of 1995 in Los Angeles, California. Spec’d in Speed Yellow over black leather interior, this Porsche 911 Turbo was optioned with a full leather interior, cruise control, lumbar support on both driver and passenger seats, and a sunroof. This California owner would go on to own the 911 Turbo for over 25 years, with a clear CarFax reporting that they took their prized possession to Beverly Hills Porsche for regular and consistent servicing. In March 2021 the 911 Turbo was purchased by a meticulous collector who sent the car immediately to ParkHaus1 in Miami, Florida. During its stay at their facility, the Porsche was mechanically gone through to address its 25 years of low miles, including replacing engine mounts, valve cover and timing chain gaskets, rebuilding the turbos, new tires, new suspension, installed a Porsche Classic radio, and replacing various trim components to bring the car back to as if it was brand new. Overall, the owner spent almost $27,000 on his quest to make this 911 Turbo a perfect time capsule. In April 2023 it was acquired shortly by a new owner in Norwich, Vermont, before it arrived at Canepa in May of 2023. Each and every collector car that comes to Canepa is put through an extensive and diligent process called the “Canepa Difference.” This includes a major and comprehensive mechanical inspection where all systems are checked and serviced as necessary. They also receive an award-winning concours-level detailing, a thorough cleaning of each and every surface that ensures that every car is a sight to behold. Finishing off with a foam-pad-only polish to enhance the paint finish, each and every car is a perfect example and a personification of Bruce Canepa’s impeccable attention to detail. Its original Speed Yellow paint finish was enhanced which now produces a deep luster, increasing the paint’s clarity and making the color pop. Canepa performed a light amount of mechanical adjustment, completing what is now a fantastic 13,917 original mile example of a 993 Turbo. Porsche’s 993 Turbo generation saw itself become the most refined air-cooled sports car that Porsche had ever made. With its superior build quality, stupendous performance, and dynamic driving experience, it was the perfect sports car for every occasion. Comfortable for daily driving and enough performance to leave others in the dust, this duality of the 911 Turbo is what earned its status as one of the best sports cars, bar none. With this Speed Yellow Turbo in time-capsule condition with low original miles, it is now ready to be enjoyed by another owner to experience for either the first time or confirm again why so many consider this generation of the 911 Turbo to be the best, bar none. Other Cars from Canepa 1965-Porsche-356-SC-01.jpg 1965-Porsche-356-SC-02.jpg 1965-Porsche-356-SC-15.jpg 1965-Porsche-356-SC-01.jpg 1/15 1965 Porsche 356 SC Canepa United States 1961-Porsche-718-RS-61-Spyder-01.jpg 1961-Porsche-718-RS-61-Spyder-02.jpg 1961-Porsche-718-RS-61-Spyder-20.jpg 1961-Porsche-718-RS-61-Spyder-01.jpg 1/20 1961 Porsche 718 RS 61 Spyder Canepa United States 1962-Porsche-356B-Twin-Grille-01.jfif.jpg 1962-Porsche-356B-Twin-Grille-02.jfif.jpg 1962-Porsche-356B-Twin-Grille-20.jfif.jpg 1962-Porsche-356B-Twin-Grille-01.jfif.jpg 1/20 1962 Porsche 356B Twin Grille Canepa United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Unveiled at the 1971 Geneva Motor Show, the Ferrari 365 GTC/4 was designed as a more refined and luxurious grand touring companion to the revered 365 GTB/4 Daytona. With just 500 units believed produced over a short two-year span, the GTC/4 remains one of Ferrari’s most exclusive 1970s models, beloved for its understated design and everyday practicality. Both in design and performance, the new 365 GTC/4 was more subdued than the aggressive 365 GTB/4 whose chassis it shared. The high-revving 4.4-litre V-12 engine—the “4” in GTC/4 designating quad overhead camshafts—was slightly detuned and less high-strung by comparison, making it torquier and more tractable at lower speeds. The suspension was also softer than that of the GTB/4, while creature comforts like power steering, power windows, and air conditioning were standard. Combining timeless styling, Ferrari V12 performance, and relative rarity, the 365 GTC/4 has become an increasingly desirable model among collectors. Celebrated both in period and by conscientious tifosi today, it remains a sophisticated alternative to its more extroverted counterparts. The 365 GTC/4 on offer, chassis 16233, is a late production example built in the fall of 1972 and originally finished in Marrone (2.443.221) over Pelle Beige (VM 3218) leather trim. Destined for its Italian home market, the car was reportedly sold new in Modena, with its first owner picking the it up from the Ferrari factory. It is believed to have remained in Italy before transferring to the UK in the early 1980s. In 2009, chassis 16233 was acquired by the consignor and repatriated to its native Italy, where it enjoyed a life of modest use before reportedly being treated to an extensive restoration in 2023 by a host of Italian marque specialists. After purportedly receiving full mechanical refresh, the car was resprayed in Ferrari’s hallmark Giallo finish and fitted with a factory-correct beige leather interior. Now offered for the first time in over 16 years, 16233 is a stand-out 365 GTC/4 that’s ready to thrill its next caretaker on tours, rallies, or the show circuit for decades to come. 1972 Ferrari 365 GTC/4 by Pininfarina 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 25-0428002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Italy Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine No. 00443 One of approximately 500 constructed Italian home-market example; sold new in Modena Single Italian ownership since 2009 Show-stopping in Giallo over beige leather trim Reported to wear a conservative restoration completed in 2023 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 Unveiled at the 1971 Geneva Motor Show, the Ferrari 365 GTC/4 was designed as a more refined and luxurious grand touring companion to the revered 365 GTB/4 Daytona. With just 500 units believed produced over a short two-year span, the GTC/4 remains one of Ferrari’s most exclusive 1970s models, beloved for its understated design and everyday practicality. Both in design and performance, the new 365 GTC/4 was more subdued than the aggressive 365 GTB/4 whose chassis it shared. The high-revving 4.4-litre V-12 engine—the “4” in GTC/4 designating quad overhead camshafts—was slightly detuned and less high-strung by comparison, making it torquier and more tractable at lower speeds. The suspension was also softer than that of the GTB/4, while creature comforts like power steering, power windows, and air conditioning were standard. Combining timeless styling, Ferrari V12 performance, and relative rarity, the 365 GTC/4 has become an increasingly desirable model among collectors. Celebrated both in period and by conscientious tifosi today, it remains a sophisticated alternative to its more extroverted counterparts. The 365 GTC/4 on offer, chassis 16233, is a late production example built in the fall of 1972 and originally finished in Marrone (2.443.221) over Pelle Beige (VM 3218) leather trim. Destined for its Italian home market, the car was reportedly sold new in Modena, with its first owner picking the it up from the Ferrari factory. It is believed to have remained in Italy before transferring to the UK in the early 1980s. In 2009, chassis 16233 was acquired by the consignor and repatriated to its native Italy, where it enjoyed a life of modest use before reportedly being treated to an extensive restoration in 2023 by a host of Italian marque specialists. After purportedly receiving full mechanical refresh, the car was resprayed in Ferrari’s hallmark Giallo finish and fitted with a factory-correct beige leather interior. Now offered for the first time in over 16 years, 16233 is a stand-out 365 GTC/4 that’s ready to thrill its next caretaker on tours, rallies, or the show circuit for decades to come. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Ferrari 208 Turbo was introduced by Ferrari in 1982 as the turbocharged evolution of the earlier Ferrari 208 GTB/GTS, developed specifically for the Italian market, where taxation heavily penal-ized cars with engines exceeding two litres in displacement. To address this requirement, Ferrari equipped the model with a 1,991 cc V8 fitted with a KKK turbocharger, delivering significantly improved performance compared to the naturally aspirated version while remaining within the two-litre fiscal limit. The car shares its architecture and proportions with the well-known Ferrari 308 GTB/GTS, from which it derives its bodywork designed by Leonardo Fioravanti for Pininfarina. The V8 engine is mounted in a transverse mid-engine configuration, a technical layout that charac-terizes some of the most iconic Ferrari berlinettas of the era. Production of the 208 Turbo ended in 1985 with the introduction of the improved Turbo Intercooler version. The GTB Turbo variant was produced in just 437 examples, making it today one of the rarest configurations within the 208/308 family. The example offered here is in excellent cosmetic condition, finished in classic Rosso Corsa with beige leather interior, a rather common but particularly elegant colour combination. The odometer shows approximately 35,000 km from new, and the car retains its original set of books, including the service book, as well as the Ferrari tool kit. Having been off the road for approximately ten years, the car will require a comprehensive service before returning to regular use. Notably, it has had just one owner throughout its 44-year life. A highly correct and well-preserved example from a limited production model that is becoming in-creasingly appreciated among Ferrari enthusiasts. 1982 Ferrari 208 GTB Turbo Andrea Nannetti If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 26-0324006 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Italy Dealer This Car Contact the Dealer I am Interested Legal & Copyright Type of fuel Gasoline Andrea Nannetti Terricciola, Tuscany Terricciola Italy Contact details +39 334 902 2234 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 Ferrari 208 Turbo was introduced by Ferrari in 1982 as the turbocharged evolution of the earlier Ferrari 208 GTB/GTS, developed specifically for the Italian market, where taxation heavily penal-ized cars with engines exceeding two litres in displacement. To address this requirement, Ferrari equipped the model with a 1,991 cc V8 fitted with a KKK turbocharger, delivering significantly improved performance compared to the naturally aspirated version while remaining within the two-litre fiscal limit. The car shares its architecture and proportions with the well-known Ferrari 308 GTB/GTS, from which it derives its bodywork designed by Leonardo Fioravanti for Pininfarina. The V8 engine is mounted in a transverse mid-engine configuration, a technical layout that charac-terizes some of the most iconic Ferrari berlinettas of the era. Production of the 208 Turbo ended in 1985 with the introduction of the improved Turbo Intercooler version. The GTB Turbo variant was produced in just 437 examples, making it today one of the rarest configurations within the 208/308 family. The example offered here is in excellent cosmetic condition, finished in classic Rosso Corsa with beige leather interior, a rather common but particularly elegant colour combination. The odometer shows approximately 35,000 km from new, and the car retains its original set of books, including the service book, as well as the Ferrari tool kit. Having been off the road for approximately ten years, the car will require a comprehensive service before returning to regular use. Notably, it has had just one owner throughout its 44-year life. A highly correct and well-preserved example from a limited production model that is becoming in-creasingly appreciated among Ferrari enthusiasts. Other Cars from Andrea Nannetti 1982-Ferrari-208-GTB-Turbo-01.jpg 1982-Ferrari-208-GTB-Turbo-02.jpg 1982-Ferrari-208-GTB-Turbo-11.jpg 1982-Ferrari-208-GTB-Turbo-01.jpg 1/11 1982 Ferrari 208 GTB Turbo Andrea Nannetti Italy 1984-Ferrari-Testarossa-Monodado-Monospecchio-01.jpg 1984-Ferrari-Testarossa-Monodado-Monospecchio-02.jpg 1984-Ferrari-Testarossa-Monodado-Monospecchio-11.jpg 1984-Ferrari-Testarossa-Monodado-Monospecchio-01.jpg 1/11 1984 Ferrari Testarossa Monodado “Monospecchio” Andrea Nannetti Italy 1997-Ferrari-550-Maranello-01.jpg 1997-Ferrari-550-Maranello-02.jpg 1997-Ferrari-550-Maranello-10.jpg 1997-Ferrari-550-Maranello-01.jpg 1/10 1997 Ferrari 550 Maranello Andrea Nannetti Italy Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

In 2020, Gerhard Berger, who has presided over the destiny of the Deutsche Tourenwagen Meisterschaft for a number of years, confirmed that the DTM was abandoning Class 1 regulations and moving to a GT3 format in 2021, based exclusively on private teams. The DTM as a touring car championship, as we have always known it, is therefore dead, even if in recent years the cars have looked more like prototypes than touring cars. So it's time to look back at the golden age of the DTM, the 80s and 90s. A unique atmosphere Frenzied grandstands, singing, flags everywhere, smoke bombs, foghorns blaring to burst eardrums... no, we're not in the stands at a Bayern Munich-Borussia Dortmund match, but in a DTM race at Hockenheim. You might say that it's all the same, because on the famous circuit in Baden-Württemberg, the heart of the circuit is called the Stadium! The Deutsche Tourenwagen Meisterschaft was founded in 1984 (although it was called the Deutsche Produktionswagen Meisterschaft) by adopting the Group A regulations of the European championship, with private teams. It succeeded the DRM championship, which had enjoyed its heyday in the 1970s with the monstrous Group 5 BMW 320 Turbo, Ford Capri Zakspeed Turbo and Porsche 956, which were closer to prototypes than to production cars (already). In the inaugural season, the field was extremely varied, with the BMW 635 CSI and 325i, the Rover Vitesse, the Volvo 240 Turbo and the Alfa Romeo GTV all competing. The first race took place at Zolder, Belgium, and the championship was won by Volker Strycek, whose BMW 635 CSi was the first DTM winner in 1984. The first race was held at Zolder in Belgium. The DTM was fairly permissive in terms of regulations, paving the way for numerous modifications that made the saloons increasingly spectacular and delighted the already renowned tuners such as Schnitzer, AMG, Zakspeed and Alpina. At the end of the 80s, it was the time of the Mercedes 190 E Cosworth, BMW M3 and Ford Sierra Cosworth RS 500 Turbo competing on the track. Emulation was strong. When BMW brought out its revolutionary M3 in 1987, Mercedes, stung to the quick, retaliated with the 190 Evolution and then the Evolution 2, to which Munich responded with the M3 Evo. 1 tonne and nearly 400 bhp, door slams, jumps on the vibrators, sparks everywhere, it glides, it jerks, it whirs. Kolossal! The Deutsche Tourenwagen Meisterschaft , or DTM, was beloved by motorsport fans for the monsters that filled its starting grids. European manufacturers such as Volvo, Audi and Mercedes-Benz used the DTM to transform their production sports coupes into true racing machines capable of outrageous performance. BMW won the DTM twice with the popular E30 M3, with Eric van de Poele taking the crown in 1987 for the Zakspeep team, and Roberto Ravaglia winning it all in 1989 for Schnitzer in an M3 Evo. Zakspeed in the late 1980s (1987-1989) Foundation & origin Founded in 1968 by Erich Zakowski, a car mechanics enthusiast, and based in Niederzissen, a few kilometres from the Nürburgring in the German Eifel region. Initially renowned for its Ford preparations (Escort RS, Capri, etc.) in Group 2 and Group 5. Main activities at the time: Formula 1 (1985-1989) Zakspeed was one of the few independent teams to build its own F1 engine at the time. Car: Zakspeed 871/881/891, Zakspeed 1500/4 turbo engine (then naturally-aspirated Yamaha in 1989). Notable drivers: Martin Brundle, Bernd Schneider, Piercarlo Ghinzani. Touring / Endurance (DTM, Nürburgring 24h) Alongside F1, Zakspeed entered BMW M3 E30s in DTM and endurance racing from 1987, with much more solid results. Cars: BMW M3 Group A, prepared in the Zakspeed workshops. Drivers: Steve Soper, Dieter Quester Steve Soper, Dieter Quester, Franz Dufter, Markus Oestreich... Results: DTM: several podiums, very competitive against Mercedes and Ford. Nürburgring 24h: 6th place in 1989, best non-official BMW Motorsport M3. The BMW M3 E30 entered by Zakspeed in the 1988 DTM (Deutsche Tourenwagen Meisterschaft) season is one of the most emblematic touring cars of its era. Designed to dominate touring car racing, the M3 combined agility, reliability and performance in a compact, well-balanced chassis. Markus Oestreich A German driver with an aggressive and consistent style, Markus Oestreich raced for Zakspeed in the DTM with this M3 during the 1988 season. He put in several solid performances against fierce competition, notably the Mercedes 190E and the Ford Sierra RS500. Although he did not win the championship, Oestreich scored important points and contributed to the M3's reputation in the championship. Hockenheim, September 1989. Light falls softly on the paddock. The air smells of petrol, hot tyres and dust from the transport trucks. The din of the engines has given way to the silence that is typical of the end of a race day: a mixture of pent-up tension and noble fatigue. At the end of the driveway, leaning against its hydraulic stand, sits a compact car with widened wings. Its factory white is streaked with traces of rubber, chipped insects and paint chips. It's a BMW M3 Group A, but here we only refer to it by its initials: the M3. A machine like no other It doesn't have the arrogance of a racing car. It doesn't try to dominate space. It gently imposes its presence. Its look - those familiar round twin headlights - seems more focused than aggressive. Its spoiler, adjusted to the millimetre, doesn't shout. It suggests. It shows nothing, but suggests everything. A mechanic wipes the bonnet. He doesn't look at it like a machine. He knows it like he knows a horse or an old guitar. He knows that this car has its good days and its bad days. He knows that it likes a clean attack, late braking and long, lean corners. He also knows that it doesn't like rough handling. No sloppy heel-and-toe. No dry transfers. She has to be earned. The sound of men A little further on, in the Zakspeed tent, Steve Soper is having a quiet chat with his engineer. They're not talking about engines. They're talking about feeling. About that little flutter at the back as they entered Sachs Kurve. About the hesitation to accelerate again when the rear tyres start to grease. He's not talking about the car as a tool. He's talking about it. In the paddock, the M3 is a kind of presence. It doesn't just wait for the next round. It inhabits the place. At once discreet and magnetic. An old steward passes by, stops, looks at her, then nods. He must have seen a lot of cars. But this one he respects. A driver for men It doesn't need a big name to exist. It likes demanding drivers, not showmen. Whether you're Ravaglia or a young hopeful from the BMW school, she treats everyone the same: she'll tell you exactly what you give her. Nothing more, nothing less. Nothing less. And then there's that noise. That noise. When she slowly pulls out of first gear to go weighing, the S14 engine sputters and then revs up into a metallic, almost raging sound. At high revs, it's like a war clarinet: dry, linear, intoxicating. A soundtrack of discipline. No showboating, no turbo, no panic. Just controlled tension. Myths are always born in silence It's in moments like these, when the crowd has gone, that myths take root. When a silhouette, commonplace to the uninitiated, tells those in the know the story of a whole decade of pure driving, subtle technique and mechanical elegance. The M3 didn't invent racing. It wasn't the most powerful. It never crushed the competition by sheer force. But it was the one we listened to, the one we trained, the one we feared - the one we respected. It's sleeping there now, between two drives, bonnet ajar, still with a little warmth in the sheet metal. And those who drive by know: this car has said it all. And it hasn't finished talking Some racing anecdotes about the #33 Zakspeed BMW M3 E30 2.5L DTM (Soper-Quester-Dufter) at the 1989 Nürburgring 24 Hours: ‘Going from turbo to natural’ Steve Soper described the radical change between his turbocharged Sierra Cosworth (~550 hp) and this M3 (~300 hp): "The difference was huge... You had to keep the momentum and be nice and gentle with it. If you got nervous... she wasn't quick."  This gentle handling was crucial on the Nordschleife, in order to preserve grip, brakes and reliability. Local Zakspeed team advantage Engineer Steve adds: "We won... because Zakspeed was based at the Nürburgring, literally on the other side of the road. All our development work was done there. Having a workshop nearby meant that the car could be set up specifically for the northern loop, a major advantage for the race. Solidity of the S14 unit and thermal chugging On the M3 E30 race car, the S14 engine had a reputation for being high revving (up to 8,500 rpm). There were frequent episodes of leakage from the exhaust welds: ‘the exhaust pipes were deforming by 25 mm at full load; a simple change of silent-blocks stabilised them’. The problem was rectified in time for the race, a testament to BMW's responsive engineering. Old-school cockpit intact: Despite the extreme preparation, the cockpit remained spartan: analogue dashboard, mechanical gear lever, little in the way of ergonomics, just the essentials in a streamlined cabin around the roll bar. Soper stresses that it was a pure formula: driver, speed and reliability above all. With this Zakspeed M3, they set the fastest lap in class with a time of 9:29.380. The BMW M3 E30 is still one of the most revered models in the history of the DTM. Its 1988 Zakspeed version, with Oestreich at the wheel, embodies the pinnacle of German racing engineering in the 1980s, with a car that is balanced, responsive and built for the most demanding circuits. 1988 BMW M3 Zakspeed DTM Historic Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." 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Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright In 2020, Gerhard Berger, who has presided over the destiny of the Deutsche Tourenwagen Meisterschaft for a number of years, confirmed that the DTM was abandoning Class 1 regulations and moving to a GT3 format in 2021, based exclusively on private teams. The DTM as a touring car championship, as we have always known it, is therefore dead, even if in recent years the cars have looked more like prototypes than touring cars. So it's time to look back at the golden age of the DTM, the 80s and 90s. A unique atmosphere Frenzied grandstands, singing, flags everywhere, smoke bombs, foghorns blaring to burst eardrums... no, we're not in the stands at a Bayern Munich-Borussia Dortmund match, but in a DTM race at Hockenheim. You might say that it's all the same, because on the famous circuit in Baden-Württemberg, the heart of the circuit is called the Stadium! The Deutsche Tourenwagen Meisterschaft was founded in 1984 (although it was called the Deutsche Produktionswagen Meisterschaft) by adopting the Group A regulations of the European championship, with private teams. It succeeded the DRM championship, which had enjoyed its heyday in the 1970s with the monstrous Group 5 BMW 320 Turbo, Ford Capri Zakspeed Turbo and Porsche 956, which were closer to prototypes than to production cars (already). In the inaugural season, the field was extremely varied, with the BMW 635 CSI and 325i, the Rover Vitesse, the Volvo 240 Turbo and the Alfa Romeo GTV all competing. The first race took place at Zolder, Belgium, and the championship was won by Volker Strycek, whose BMW 635 CSi was the first DTM winner in 1984. The first race was held at Zolder in Belgium. The DTM was fairly permissive in terms of regulations, paving the way for numerous modifications that made the saloons increasingly spectacular and delighted the already renowned tuners such as Schnitzer, AMG, Zakspeed and Alpina. At the end of the 80s, it was the time of the Mercedes 190 E Cosworth, BMW M3 and Ford Sierra Cosworth RS 500 Turbo competing on the track. Emulation was strong. When BMW brought out its revolutionary M3 in 1987, Mercedes, stung to the quick, retaliated with the 190 Evolution and then the Evolution 2, to which Munich responded with the M3 Evo. 1 tonne and nearly 400 bhp, door slams, jumps on the vibrators, sparks everywhere, it glides, it jerks, it whirs. Kolossal! The Deutsche Tourenwagen Meisterschaft , or DTM, was beloved by motorsport fans for the monsters that filled its starting grids. European manufacturers such as Volvo, Audi and Mercedes-Benz used the DTM to transform their production sports coupes into true racing machines capable of outrageous performance. BMW won the DTM twice with the popular E30 M3, with Eric van de Poele taking the crown in 1987 for the Zakspeep team, and Roberto Ravaglia winning it all in 1989 for Schnitzer in an M3 Evo. Zakspeed in the late 1980s (1987-1989) Foundation & origin Founded in 1968 by Erich Zakowski, a car mechanics enthusiast, and based in Niederzissen, a few kilometres from the Nürburgring in the German Eifel region. Initially renowned for its Ford preparations (Escort RS, Capri, etc.) in Group 2 and Group 5. Main activities at the time: Formula 1 (1985-1989) Zakspeed was one of the few independent teams to build its own F1 engine at the time. Car: Zakspeed 871/881/891, Zakspeed 1500/4 turbo engine (then naturally-aspirated Yamaha in 1989). Notable drivers: Martin Brundle, Bernd Schneider, Piercarlo Ghinzani. Touring / Endurance (DTM, Nürburgring 24h) Alongside F1, Zakspeed entered BMW M3 E30s in DTM and endurance racing from 1987, with much more solid results. Cars: BMW M3 Group A, prepared in the Zakspeed workshops. Drivers: Steve Soper, Dieter Quester Steve Soper, Dieter Quester, Franz Dufter, Markus Oestreich... Results: DTM: several podiums, very competitive against Mercedes and Ford. Nürburgring 24h: 6th place in 1989, best non-official BMW Motorsport M3. The BMW M3 E30 entered by Zakspeed in the 1988 DTM (Deutsche Tourenwagen Meisterschaft) season is one of the most emblematic touring cars of its era. Designed to dominate touring car racing, the M3 combined agility, reliability and performance in a compact, well-balanced chassis. Markus Oestreich A German driver with an aggressive and consistent style, Markus Oestreich raced for Zakspeed in the DTM with this M3 during the 1988 season. He put in several solid performances against fierce competition, notably the Mercedes 190E and the Ford Sierra RS500. Although he did not win the championship, Oestreich scored important points and contributed to the M3's reputation in the championship. Hockenheim, September 1989. Light falls softly on the paddock. The air smells of petrol, hot tyres and dust from the transport trucks. The din of the engines has given way to the silence that is typical of the end of a race day: a mixture of pent-up tension and noble fatigue. At the end of the driveway, leaning against its hydraulic stand, sits a compact car with widened wings. Its factory white is streaked with traces of rubber, chipped insects and paint chips. It's a BMW M3 Group A, but here we only refer to it by its initials: the M3. A machine like no other It doesn't have the arrogance of a racing car. It doesn't try to dominate space. It gently imposes its presence. Its look - those familiar round twin headlights - seems more focused than aggressive. Its spoiler, adjusted to the millimetre, doesn't shout. It suggests. It shows nothing, but suggests everything. A mechanic wipes the bonnet. He doesn't look at it like a machine. He knows it like he knows a horse or an old guitar. He knows that this car has its good days and its bad days. He knows that it likes a clean attack, late braking and long, lean corners. He also knows that it doesn't like rough handling. No sloppy heel-and-toe. No dry transfers. She has to be earned. The sound of men A little further on, in the Zakspeed tent, Steve Soper is having a quiet chat with his engineer. They're not talking about engines. They're talking about feeling. About that little flutter at the back as they entered Sachs Kurve. About the hesitation to accelerate again when the rear tyres start to grease. He's not talking about the car as a tool. He's talking about it. In the paddock, the M3 is a kind of presence. It doesn't just wait for the next round. It inhabits the place. At once discreet and magnetic. An old steward passes by, stops, looks at her, then nods. He must have seen a lot of cars. But this one he respects. A driver for men It doesn't need a big name to exist. It likes demanding drivers, not showmen. Whether you're Ravaglia or a young hopeful from the BMW school, she treats everyone the same: she'll tell you exactly what you give her. Nothing more, nothing less. Nothing less. And then there's that noise. That noise. When she slowly pulls out of first gear to go weighing, the S14 engine sputters and then revs up into a metallic, almost raging sound. At high revs, it's like a war clarinet: dry, linear, intoxicating. A soundtrack of discipline. No showboating, no turbo, no panic. Just controlled tension. Myths are always born in silence It's in moments like these, when the crowd has gone, that myths take root. When a silhouette, commonplace to the uninitiated, tells those in the know the story of a whole decade of pure driving, subtle technique and mechanical elegance. The M3 didn't invent racing. It wasn't the most powerful. It never crushed the competition by sheer force. But it was the one we listened to, the one we trained, the one we feared - the one we respected. It's sleeping there now, between two drives, bonnet ajar, still with a little warmth in the sheet metal. And those who drive by know: this car has said it all. And it hasn't finished talking Some racing anecdotes about the #33 Zakspeed BMW M3 E30 2.5L DTM (Soper-Quester-Dufter) at the 1989 Nürburgring 24 Hours: ‘Going from turbo to natural’ Steve Soper described the radical change between his turbocharged Sierra Cosworth (~550 hp) and this M3 (~300 hp): "The difference was huge... You had to keep the momentum and be nice and gentle with it. If you got nervous... she wasn't quick."  This gentle handling was crucial on the Nordschleife, in order to preserve grip, brakes and reliability. Local Zakspeed team advantage Engineer Steve adds: "We won... because Zakspeed was based at the Nürburgring, literally on the other side of the road. All our development work was done there. Having a workshop nearby meant that the car could be set up specifically for the northern loop, a major advantage for the race. Solidity of the S14 unit and thermal chugging On the M3 E30 race car, the S14 engine had a reputation for being high revving (up to 8,500 rpm). There were frequent episodes of leakage from the exhaust welds: ‘the exhaust pipes were deforming by 25 mm at full load; a simple change of silent-blocks stabilised them’. The problem was rectified in time for the race, a testament to BMW's responsive engineering. Old-school cockpit intact: Despite the extreme preparation, the cockpit remained spartan: analogue dashboard, mechanical gear lever, little in the way of ergonomics, just the essentials in a streamlined cabin around the roll bar. Soper stresses that it was a pure formula: driver, speed and reliability above all. With this Zakspeed M3, they set the fastest lap in class with a time of 9:29.380. The BMW M3 E30 is still one of the most revered models in the history of the DTM. Its 1988 Zakspeed version, with Oestreich at the wheel, embodies the pinnacle of German racing engineering in the 1980s, with a car that is balanced, responsive and built for the most demanding circuits. 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