The Escort RS Cosworth was an homologation special and its sole role was to incorporate parts that Ford planned to use in their rally cars to ensure success in International Rallying. Because it was smaller, lighter and nimbler than any of the Sierras, the combination of Cosworth power, four-wheel drive transmission and an effective aerodynamic package made it a rally giant in all conditions. Success duly followed between 1993 and 1998 in the World Rally Championship for manufacturers, but the road cars were very rare - with just 2,500 homologation special versions made, becoming known as 'big turbo cars', all capable of 150mph and easily identified by the aptly named Whale Tail rear spoiler. On offer here is a UK-supplied, right-hand drive Escort RS Cosworth with only two former keepers and 28,873 miles from new at the time of cataloguing. First registered on 31st August 1995, the car is finished in the rare colour of Ford Aubergine with a Recaro trimmed Polaris Hex upholstery along with deep pile carpets and carpeted door bins. Being a Lux, the car is equipped with opening rear quarter windows, electrically operated and heated door mirrors, 'Quickclear' heated windscreen, heated washer jets, 3-spoke leather-covered steering wheel, central double locking, tailgate release, lights on warning, rear centre armrest, rear head restraints, electric sunroof, electric windows, with the factory fitted Ford radio cassette alongside the factory upgrade 2040 CD player. It sits on original Ronal soft-spoke 8x16 genuine Ford alloy wheels in excellent condition shod with Toyo Proxes 225/45ZR16 tyres all round. The car was supplied new by Ford RS dealers, Bristol Street Motors in Cheltenham and is complete with its dealer book pack containing the service history as follows: 1,870miles - 18/10/1995 9,511 miles - 15/05/1996 19,854 miles - 01/03/1997 24,593 miles - 26/09/2008 - including cambelt kit 28,824 miles - 14/06/2022 The car is accompanied by three keys, including the 'Red' master key and the aforementioned service history. This is a low ownership, low-mileage example finished in a rare colour and is therefore an opportunity not to be missed. Just two previous owners, 28,873 miles from new and finished in the rare colour of Ford Aubergine, this is a highly desirable 'Fast Ford'. 1995 Ford Escort RS Cosworth Lux Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0806007 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine Number SE95948 Transmission Manual Body Colour Ford Aubergine (E5) Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Escort RS Cosworth was an homologation special and its sole role was to incorporate parts that Ford planned to use in their rally cars to ensure success in International Rallying. Because it was smaller, lighter and nimbler than any of the Sierras, the combination of Cosworth power, four-wheel drive transmission and an effective aerodynamic package made it a rally giant in all conditions. Success duly followed between 1993 and 1998 in the World Rally Championship for manufacturers, but the road cars were very rare - with just 2,500 homologation special versions made, becoming known as 'big turbo cars', all capable of 150mph and easily identified by the aptly named Whale Tail rear spoiler. On offer here is a UK-supplied, right-hand drive Escort RS Cosworth with only two former keepers and 28,873 miles from new at the time of cataloguing. First registered on 31st August 1995, the car is finished in the rare colour of Ford Aubergine with a Recaro trimmed Polaris Hex upholstery along with deep pile carpets and carpeted door bins. Being a Lux, the car is equipped with opening rear quarter windows, electrically operated and heated door mirrors, 'Quickclear' heated windscreen, heated washer jets, 3-spoke leather-covered steering wheel, central double locking, tailgate release, lights on warning, rear centre armrest, rear head restraints, electric sunroof, electric windows, with the factory fitted Ford radio cassette alongside the factory upgrade 2040 CD player. It sits on original Ronal soft-spoke 8x16 genuine Ford alloy wheels in excellent condition shod with Toyo Proxes 225/45ZR16 tyres all round. The car was supplied new by Ford RS dealers, Bristol Street Motors in Cheltenham and is complete with its dealer book pack containing the service history as follows: 1,870miles - 18/10/1995 9,511 miles - 15/05/1996 19,854 miles - 01/03/1997 24,593 miles - 26/09/2008 - including cambelt kit 28,824 miles - 14/06/2022 The car is accompanied by three keys, including the 'Red' master key and the aforementioned service history. This is a low ownership, low-mileage example finished in a rare colour and is therefore an opportunity not to be missed. Just two previous owners, 28,873 miles from new and finished in the rare colour of Ford Aubergine, this is a highly desirable 'Fast Ford'. Other Cars from Iconic Auctioneers Ltd 1965-Jaguar-E-Type-4.2-01.webp 1965-Jaguar-E-Type-4.2-02.webp 1965-Jaguar-E-Type-4.2-15.webp 1965-Jaguar-E-Type-4.2-01.webp 1/15 1965 Jaguar E-Type 4.2 Iconic Auctioneers Ltd United Kingdom 1975-De-Tomaso-Pantera-GTS-01.webp 1975-De-Tomaso-Pantera-GTS-02.webp 1975-De-Tomaso-Pantera-GTS-09.webp 1975-De-Tomaso-Pantera-GTS-01.webp 1/8 1975 De Tomaso Pantera GTS Iconic Auctioneers Ltd United Kingdom 1976-Lamborghini-Espada-Series-III-01.webp 1976-Lamborghini-Espada-Series-III-02.webp 1976-Lamborghini-Espada-Series-III-15.webp 1976-Lamborghini-Espada-Series-III-01.webp 1/15 1976 Lamborghini Espada Series III Iconic Auctioneers 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

1970 Lamborghini Islero 400 GTS Oldtimer Galerie International GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1115016 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Switzerland Auction This Car Contact the Dealer I am Interested Legal & Copyright Body Color verde pallido Color inside senape Steering left Gearbox manual Gears 5 Cylinders 12 Displacement 3929cm3 Oldtimer Galerie International GmbH Guerbestrasse 1 Toffen Switzerland Contact details info@oldtimergalerie.ch +41 (0)31 819 61 61 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Other Cars from Oldtimer Galerie International GmbH 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland 1994-Maserat-Ghibli-01.jpg 1994-Maserat-Ghibli-02.jpg 1994-Maserat-Ghibli-20.jpg 1994-Maserat-Ghibli-01.jpg 1/20 1994 Maserati Ghibli Oldtimer Galerie International GmbH Switzerland 1975-Maserati-Indy-4900-01.jpg 1975-Maserati-Indy-4900-02.jpg 1975-Maserati-Indy-4900-25.jpg 1975-Maserati-Indy-4900-01.jpg 1/25 1975 Maserati Indy 4900 Oldtimer Galerie International GmbH Switzerland Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The reintroduced popularity of the roadster body style brought about by the Mazda Miata in North America necessitated a reaction from the European Makes to offer their own interpretation on the genre after helping establish a market in the mid-century. BMW entered into the fray in 1995 with the Z3. In classic roadster fashion, a long hood and short rear deck composed the overall shape. However, the lines were far from the typical teutonic straightedges commonly seen in the period, and instead, designer Joji Nagashima employed the softer, rounder shapes from the roadsters of the past. Every single body panel possesses some form of curvature, an element that surely gave the manufacturing side of the business a bit of a headache. Fortunately, it all works quite well, and today, the Z3 looks like nothing BMW has put out before or since, and the boldness of the design has aged remarkably well. Enthusiasts of the brand might have been saddened to see an inline-6 unavailable at launch under that long hood, but all could rest assured that BMW would deliver soon enough. Many could be satisfied with the lightness and responsiveness of the 4-cylinder models, but more power always tends to make things better. Just a year after the car’s introduction, the traditional Inline-6 arrived along with deliciously punched out fenders allowing for a 2.5inch wider rear track. It was only a matter of time now before the M-division got its hands on the little roadster. Falling in line with E36 M3, North American examples of the new Z3 M Roadster were fitted with the S52 engine upon release. While down on power from its more exotic, individual throttle-bodied cousin, this bored and stroked M52 motor is not without its merits in the context of the contemporary automotive scene. At the end of the day, a naturally aspirated inline-6 with a 7,000rpm redline makes for an enticing proposition to any gearhead. The Z3 M Roadster on offer here, chassis # WBSCK9333XLC89705, is a 1-owner example finished in Estoril Blue over a full black interior. Showing just 24,266 miles this is one of the most well cared for examples we have handled. Delivered new to Roadshow BMW in Tennessee, the car was immediately sent to its one and only owner in Decatur, Illinois. From here the owner began thoroughly enjoying the Z3 as he put roughly 6,000 miles on the car in its first two summers. Over the next 6 years usage became less frequent but still regular with proper maintenance carried out along the way. As it sits today this Z3 is entirely unmodified and ready for continued use after a baseline fluids swap as the last service was done in late 2020, or roughly 1,000 miles ago. This Z3 M Roadster presents a great opportunity to acquire a collector grade example of the platform. With a handwritten log documenting every service and the miles corresponding to them you know exactly how meticulously maintained the car really is. Included in the sale are the tools, first aid kit, black leather tonneau cover, the Z3 Roadster branded tonneau carrier case, and available service records and logs. EXTERIOR Body And Paint The paint maintains a consistent, deep shine throughout with no serious or unsightly blemishes to note. Several very small mm wide pits are present in between the kidney grills likely from road debris. All of the obvious VIN stickers are present throughout each panel and match the correct VIN number. All of the shut gaps are excellent as expected from a lower mileage Z3 M. Glass And Trim The glass appears to be all original and blemish-free including the windshield that has some light stone peppering but certainly does not warrant replacement. All of the trim is supple, free from sun fading or shrinking. The soft top fits excellently with no rips or blemishes to note and the plastic rear window is clear. The only minor issue to note is the rubber surrounding the rear window has partially worn away. Wheels The wheels are in wonderful, like-new condition showing no signs of wear or curbing on the deep lip that is common on the Z3 M. The finish is bright and shows no signs of fading from age. INTERIOR Seats And Surfaces The seats and interior surfaces present very well with wear commensurate with the mileage displayed. The driver's side seat bolster has some wear consistent with the mileage. The dash and door panels are excellent.with no noteworthy issues. Functionality And Accessories Everything works as it should upon our inspection of the systems including the A/C, lights, radio, top, seats, windows, wipers, etc. The notorious seat rail issues that these cars normally have has been properly fixed. ENGINE BAY AND TRUNK Engine Bay The engine bay is tidy, clean, all stock looking and has proper stickers and finishes. Even the BMW-branded heat shield is in great condition and is still deep black in color. Trunk Area The trunk area is clean, all original and issue-free. Upon removing the carpet floor the correct full tool set and first aid kit are present. We also scanned for the rear subframe cracking that often plaques these vehicles and there are no issues to note. MECHANICALS Engine The engine fires to life with its first revolution upon cold start. There are no odd noises to note, the power delivery is linear, and strong. The car has had regular servicing and is well maintained. Transmission The five speed transmission shifts smoothly between all of the gears and the clutch operates as it should seemingly with plenty of life left. Brakes And Suspension The brakes are firm and function perfectly with no fade or shatter. The suspension feels as it should. Tires The tires are date coded to 2019 with plenty of tread left. It is a staggered set up with 225s in the front, and 245s in the rear. 1999 BMW Z3 M Roadster LBI Limited If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-1204038 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Showing Just Over 24K Miles From New Finished In Estoril Blue Over A Black Leather Interior Meticulously Maintained And Documented From New Complete With Books, Tools, First Aid Kit, Black Leather Tonneau Cover And Carrier Case, And Available Service Records A 1-Owner Example LBI Limited 4500 Worth St. Philadelphia Pennsylvania Contact details info@lbilimited.com +1 (610) 716.2331 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The reintroduced popularity of the roadster body style brought about by the Mazda Miata in North America necessitated a reaction from the European Makes to offer their own interpretation on the genre after helping establish a market in the mid-century. BMW entered into the fray in 1995 with the Z3. In classic roadster fashion, a long hood and short rear deck composed the overall shape. However, the lines were far from the typical teutonic straightedges commonly seen in the period, and instead, designer Joji Nagashima employed the softer, rounder shapes from the roadsters of the past. Every single body panel possesses some form of curvature, an element that surely gave the manufacturing side of the business a bit of a headache. Fortunately, it all works quite well, and today, the Z3 looks like nothing BMW has put out before or since, and the boldness of the design has aged remarkably well. Enthusiasts of the brand might have been saddened to see an inline-6 unavailable at launch under that long hood, but all could rest assured that BMW would deliver soon enough. Many could be satisfied with the lightness and responsiveness of the 4-cylinder models, but more power always tends to make things better. Just a year after the car’s introduction, the traditional Inline-6 arrived along with deliciously punched out fenders allowing for a 2.5inch wider rear track. It was only a matter of time now before the M-division got its hands on the little roadster. Falling in line with E36 M3, North American examples of the new Z3 M Roadster were fitted with the S52 engine upon release. While down on power from its more exotic, individual throttle-bodied cousin, this bored and stroked M52 motor is not without its merits in the context of the contemporary automotive scene. At the end of the day, a naturally aspirated inline-6 with a 7,000rpm redline makes for an enticing proposition to any gearhead. The Z3 M Roadster on offer here, chassis # WBSCK9333XLC89705, is a 1-owner example finished in Estoril Blue over a full black interior. Showing just 24,266 miles this is one of the most well cared for examples we have handled. Delivered new to Roadshow BMW in Tennessee, the car was immediately sent to its one and only owner in Decatur, Illinois. From here the owner began thoroughly enjoying the Z3 as he put roughly 6,000 miles on the car in its first two summers. Over the next 6 years usage became less frequent but still regular with proper maintenance carried out along the way. As it sits today this Z3 is entirely unmodified and ready for continued use after a baseline fluids swap as the last service was done in late 2020, or roughly 1,000 miles ago. This Z3 M Roadster presents a great opportunity to acquire a collector grade example of the platform. With a handwritten log documenting every service and the miles corresponding to them you know exactly how meticulously maintained the car really is. Included in the sale are the tools, first aid kit, black leather tonneau cover, the Z3 Roadster branded tonneau carrier case, and available service records and logs. EXTERIOR Body And Paint The paint maintains a consistent, deep shine throughout with no serious or unsightly blemishes to note. Several very small mm wide pits are present in between the kidney grills likely from road debris. All of the obvious VIN stickers are present throughout each panel and match the correct VIN number. All of the shut gaps are excellent as expected from a lower mileage Z3 M. Glass And Trim The glass appears to be all original and blemish-free including the windshield that has some light stone peppering but certainly does not warrant replacement. All of the trim is supple, free from sun fading or shrinking. The soft top fits excellently with no rips or blemishes to note and the plastic rear window is clear. The only minor issue to note is the rubber surrounding the rear window has partially worn away. Wheels The wheels are in wonderful, like-new condition showing no signs of wear or curbing on the deep lip that is common on the Z3 M. The finish is bright and shows no signs of fading from age. INTERIOR Seats And Surfaces The seats and interior surfaces present very well with wear commensurate with the mileage displayed. The driver's side seat bolster has some wear consistent with the mileage. The dash and door panels are excellent.with no noteworthy issues. Functionality And Accessories Everything works as it should upon our inspection of the systems including the A/C, lights, radio, top, seats, windows, wipers, etc. The notorious seat rail issues that these cars normally have has been properly fixed. ENGINE BAY AND TRUNK Engine Bay The engine bay is tidy, clean, all stock looking and has proper stickers and finishes. Even the BMW-branded heat shield is in great condition and is still deep black in color. Trunk Area The trunk area is clean, all original and issue-free. Upon removing the carpet floor the correct full tool set and first aid kit are present. We also scanned for the rear subframe cracking that often plaques these vehicles and there are no issues to note. MECHANICALS Engine The engine fires to life with its first revolution upon cold start. There are no odd noises to note, the power delivery is linear, and strong. The car has had regular servicing and is well maintained. Transmission The five speed transmission shifts smoothly between all of the gears and the clutch operates as it should seemingly with plenty of life left. Brakes And Suspension The brakes are firm and function perfectly with no fade or shatter. The suspension feels as it should. Tires The tires are date coded to 2019 with plenty of tread left. It is a staggered set up with 225s in the front, and 245s in the rear. Other Cars from LBI Limited 1994-Porsche-Carrera-2-01.jpg 1994-Porsche-Carrera-2-02.jpg 1994-Porsche-Carrera-2-20.jpg 1994-Porsche-Carrera-2-01.jpg 1/20 1994 Porsche Carrera 2 LBI Limited United Kingdom 1967-BMW-1600GT-01.jpg 1967-BMW-1600GT-02.jpg 1967-BMW-1600GT-20.jpg 1967-BMW-1600GT-01.jpg 1/20 1967 BMW 1600GT LBI Limited United Kingdom 1978-Ferrari-308-GTS-01.jpg 1978-Ferrari-308-GTS-02.jpg 1978-Ferrari-308-GTS-20.jpg 1978-Ferrari-308-GTS-01.jpg 1/20 1978 Ferrari 308 GTS LBI Limited United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

THE F50: A LEGEND IN THE MAKING The success and acclaim of Ferrari’s 40th-anniversary supercar, the F40, only raised the stakes for the all-important 50th anniversary to come, which the manufacturer recognized would need to be met by an even more extraordinary automobile. The result was four years of development that went into a dedicated road car that nonetheless had very strong ties to then-contemporary Ferrari racing technologies. Its chassis design was founded on a Formula 1-style lightweight carbon fiber tub, while designers at Pininfarina molded the curvaceous coachwork from carbon fiber, Kevlar, and Nomex honeycomb, and crowned it with a solid removable targa top, stowed in an accompanying road case. Into this spectacular shell was dropped a new naturally aspirated 4.7-liter V-12, the type F130B engine that had begun life in Ferrari’s 1992 Formula 1 car and underwent further development in the 4.0-liter 333 SP, which won numerous Drivers’ and Constructors’ Championships in IMSA GT and FIA sports car racing between 1995 and 2001. Enlarged for the F50, the engine was tuned for reasonable revving and tractable road manners, and after being fed from a racing-style fuel cell produced 513 horsepower and 347 pound-feet of torque. The resulting performance was otherworldly, with 0 to 60 mph possible in just 3.6 seconds and a top speed of 202 mph—figures that are impressive today but were considered astonishing in the mid-1990s. Monstrous Brembo brakes with huge rotors, 14 inches in front and 13.2 inches at the rear, anchored by aluminum pistons, drew everything to a halt. Even today, climbing behind the wheel of an F50 gives the feel of a Formula 1 car, with the LCD dashboard instruments and very traditional steering wheel ensuring that one never forgets, for the leather and air conditioning, that they are in an all-business machine. It was intended to best the best in the world, and that it was, running head-to-head with the like of the McLaren F1 at the dawn of the modern hypercar. RALPH LAUREN’S GIALLO MODENA F50: ONE OF TWO Just 349 production F50s were built: famously one less than the market would accept. While every one is special, some are more special than others—the example offered here being especially so, and on multiple fronts. Of the 349 F50s, only 55 were to US specification, and of those only two were finished in Giallo Modena—this being one of that fortunate pair, accented with Nero interior. As one might expect from such a significant example, it was ordered by none other than Ralph Lauren, a name that scarcely requires introduction in the automotive space for his incredible collection of significant sports cars, always considered among the world’s finest and most valuable. It is very rare that Mr. Lauren has parted with a car once acquired, making the opportunity to purchase a vehicle with his provenance quite a rarity. Nonetheless, Mr. Lauren retained the F50 until May of 2003, at which point it was made available for sale through Paul Russell & Company with 3,300 miles; it appears to have been sold into the hands of a dealer in Florida. In the winter of 2003 the car, with 3,400 miles, was acquired via Ferrari of Washington in Sterling, Virginia, by the current owners. Husband-and-wife who both enjoyed Ferraris, the couple became avid tifosi in their retirement, eventually actually each racing their own Challenge model and developing quite a competitive instinct! The F50 was one of the centerpieces of the couple’s collection, but they had bought it for the love of it, not to flaunt, and as both valued privacy, it seldom ventured out into the world. Early in their ownership it was taken to a couple of events, including being driven for demonstration laps at Watkins Glen, and used as the poster car for the Burn Prevention Foundation Concours in 2005, as well as display at the Cavallino Classic in 2009. It is believed to have not been shown publicly since that year at the Celebration Exotic Car Festival in Central Florida. Befitting its owners’ meticulous care and feeding of their collection, the car is offered with fewer than 5,400 miles at time of cataloguing, and has just received a fresh service by Ferrari of Central Florida at the end of 2024, including replacement of the fuel bladder, tires, and brake components. This is documented in a reassuring file of invoices, which includes numerous services undertaken over the last two decades, including rectification of “sticky buttons” in 2014. Further, the F50 also had its Ferrari Classiche Certification reviewed and renewed last year, with a new Red Book to be received by the time of sale and, of course, confirming that all components remain original and exactly as they should be in such a well-preserved, much-loved example. An original owner’s manual accompanies along with a “duplicato” warranty book from Ferrari, in a leather folio, along with a flashlight. In a world of low-mileage F50s, this car benefits from the sought-after US specification, as one of only two in this rarefied color, and from a pristine, “no-stories” history, beginning with Ralph Lauren and continuing with 22 years in the good hands of the present owners. It has always been extremely well-loved, properly kept, and gently used, and stands now, in its 30th anniversary year, as one of the very best of its kind in every regard, period. 1995 Ferrari F50 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 25-0418006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright One of just two US-specification F50s in Giallo Modena Ordered new and retained for eight years by Ralph Lauren Offered directly from single enthusiast ownership for the last 22 years Not shown in public or displayed since 2009 Immaculate condition, displaying fewer than 5,400 miles; Ferrari Classiche Certified One of the most truly special and unique F50s available; an unparalleled piece RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright THE F50: A LEGEND IN THE MAKING The success and acclaim of Ferrari’s 40th-anniversary supercar, the F40, only raised the stakes for the all-important 50th anniversary to come, which the manufacturer recognized would need to be met by an even more extraordinary automobile. The result was four years of development that went into a dedicated road car that nonetheless had very strong ties to then-contemporary Ferrari racing technologies. Its chassis design was founded on a Formula 1-style lightweight carbon fiber tub, while designers at Pininfarina molded the curvaceous coachwork from carbon fiber, Kevlar, and Nomex honeycomb, and crowned it with a solid removable targa top, stowed in an accompanying road case. Into this spectacular shell was dropped a new naturally aspirated 4.7-liter V-12, the type F130B engine that had begun life in Ferrari’s 1992 Formula 1 car and underwent further development in the 4.0-liter 333 SP, which won numerous Drivers’ and Constructors’ Championships in IMSA GT and FIA sports car racing between 1995 and 2001. Enlarged for the F50, the engine was tuned for reasonable revving and tractable road manners, and after being fed from a racing-style fuel cell produced 513 horsepower and 347 pound-feet of torque. The resulting performance was otherworldly, with 0 to 60 mph possible in just 3.6 seconds and a top speed of 202 mph—figures that are impressive today but were considered astonishing in the mid-1990s. Monstrous Brembo brakes with huge rotors, 14 inches in front and 13.2 inches at the rear, anchored by aluminum pistons, drew everything to a halt. Even today, climbing behind the wheel of an F50 gives the feel of a Formula 1 car, with the LCD dashboard instruments and very traditional steering wheel ensuring that one never forgets, for the leather and air conditioning, that they are in an all-business machine. It was intended to best the best in the world, and that it was, running head-to-head with the like of the McLaren F1 at the dawn of the modern hypercar. RALPH LAUREN’S GIALLO MODENA F50: ONE OF TWO Just 349 production F50s were built: famously one less than the market would accept. While every one is special, some are more special than others—the example offered here being especially so, and on multiple fronts. Of the 349 F50s, only 55 were to US specification, and of those only two were finished in Giallo Modena—this being one of that fortunate pair, accented with Nero interior. As one might expect from such a significant example, it was ordered by none other than Ralph Lauren, a name that scarcely requires introduction in the automotive space for his incredible collection of significant sports cars, always considered among the world’s finest and most valuable. It is very rare that Mr. Lauren has parted with a car once acquired, making the opportunity to purchase a vehicle with his provenance quite a rarity. Nonetheless, Mr. Lauren retained the F50 until May of 2003, at which point it was made available for sale through Paul Russell & Company with 3,300 miles; it appears to have been sold into the hands of a dealer in Florida. In the winter of 2003 the car, with 3,400 miles, was acquired via Ferrari of Washington in Sterling, Virginia, by the current owners. Husband-and-wife who both enjoyed Ferraris, the couple became avid tifosi in their retirement, eventually actually each racing their own Challenge model and developing quite a competitive instinct! The F50 was one of the centerpieces of the couple’s collection, but they had bought it for the love of it, not to flaunt, and as both valued privacy, it seldom ventured out into the world. Early in their ownership it was taken to a couple of events, including being driven for demonstration laps at Watkins Glen, and used as the poster car for the Burn Prevention Foundation Concours in 2005, as well as display at the Cavallino Classic in 2009. It is believed to have not been shown publicly since that year at the Celebration Exotic Car Festival in Central Florida. Befitting its owners’ meticulous care and feeding of their collection, the car is offered with fewer than 5,400 miles at time of cataloguing, and has just received a fresh service by Ferrari of Central Florida at the end of 2024, including replacement of the fuel bladder, tires, and brake components. This is documented in a reassuring file of invoices, which includes numerous services undertaken over the last two decades, including rectification of “sticky buttons” in 2014. Further, the F50 also had its Ferrari Classiche Certification reviewed and renewed last year, with a new Red Book to be received by the time of sale and, of course, confirming that all components remain original and exactly as they should be in such a well-preserved, much-loved example. An original owner’s manual accompanies along with a “duplicato” warranty book from Ferrari, in a leather folio, along with a flashlight. In a world of low-mileage F50s, this car benefits from the sought-after US specification, as one of only two in this rarefied color, and from a pristine, “no-stories” history, beginning with Ralph Lauren and continuing with 22 years in the good hands of the present owners. It has always been extremely well-loved, properly kept, and gently used, and stands now, in its 30th anniversary year, as one of the very best of its kind in every regard, period. 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

That most golden of eras Sure, Group C was a mind-bending kaleidoscope of colour and speed. And yes, GT1 was a formula which quite rightly deserves the renaissance it’s currently enjoying. But there’s really only one winner when it comes to sports-car racing’s most dramatic, dangerous and downright sexy of eras and that’s Group 5 of 1970 and 1971. Duking it out for glory in the fiercely contested World Sportscar Championship were the likes of Jacky Ickx, Jo Siffert, Brian Redman, ‘Quick Vic’ Elford and the brothers Rodríguez. These charismatic men were not just racing drivers, they were gladiators. Each and every time they buckled into their furious Group 5 prototypes – with socking-great five-litre engines behind, vast fuel tanks either side and tubular chassis ahead – they risked their lives for glory. The Ferrari 512 – the Porsche hunter There are, of course, two cars most closely associated with the halcyon Group 5 years: the Porsche 917 and the Ferrari 512. To say there was no love lost between Maranello and Stuttgart would be an understatement-and-a-half. This was all-out war, waged between the most advanced automotive weapons in the world. Ferrari’s bespectacled chief engineer Mauro Forghieri pulled off something of a miracle with the 512 S. When Porsche introduced its 917 in 1969 and, with it, its serious intentions to dominate Group 5, all that stood between Enzo Ferrari and the retention of his company’s pride on the world stage was a hefty injection of funding and 25 cars to present to the FIA and satisfy the minimum production requirements to race. A sacrifice was needed and a sacrifice was made – Il Commendatore committed to sell half of his precious company to Fiat, thus awarding Forghieri with the cash to get to work on the new prototype and a challenging five-month timeframe with which to finish it. “To say there was no love lost between Maranello and Stuttgart would be an understatement-and-a-half. This was all-out war, waged between the most advanced automotive weapons in the world.” Naturally, he and his crack team of engineers rose to the challenge. Ahead of the 1970 World Sportscar Championship curtain-raiser at Daytona in late January, Ferrari presented the required 25 512 Ss to the FIA in Maranello – 17 complete cars perfectly parked side by side and eight ready-to-assemble kits. The Porsche 917 was a great looking car. But the Ferrari 512 S made even it look frumpy. The soft-cornered and sculpted soap-bar body was the work of ingegnere Giacomo Caliri and crafted for the first time from glass-fibre. It tightly hugged a lightweight tubular chassis, itself cradling a five-litre V12 engine derived from the 612 Can-Am car with four valves per cylinder and which produced 550HP. The sound that emanates from said engine can only be as ungodly. The Ferrari 512 Modificata The rate of development in the endurance racing arena in the early 1970s was nothing short of staggering and, ahead of its second year of competition in 1971, Ferrari introduced the evolved 512 M, the M denoting Modificata. Only around 15 of the 25 512 Ss were upgraded to M specification, a radical transformation centred predominantly around the closed coupé glass-fibre bodywork, which was drastically reworked in the wind tunnel at Stuttgart University. That the angular new frock and stark Kamm tail was more than a little reminiscent of the Porsche 917 K was perhaps of little surprise given the Germans’ performance throughout the 1970 season. The relocation of the spare wheel from the nose to the tail meant a more efficient oil radiator could be mounted in its place, along with improved cooling ducts for the front brakes. The suspension – more specifically the geometry and uprights – were entirely revised, accommodating wider wheels with larger brakes. And the cylinder heads, cylinder liners, valves and camshafts of the five-litre V12 were upgraded, resulting in an ample power increase from 550bhp to 610bhp at an ungodly 9,000rpm. From an engineering standpoint, the goal for the 512 M was also to reduce weight. We reckon that the ingegneri in Maranello would have been pretty pleased with the 41kg they managed to shave from the 512 S. Especially when Jacky Ickx debuted the new car at Zeltweg and smashed the Formula 1 lap record he’d set just a few weeks prior. It goes without saying the 512 M was a drastically improved competition car, although for the privateer outfit the cost was perhaps prohibitive. The revised tail section alone carried a princely price tag of 2.5m Italian lire! Chassis number 1024 Have you seen the grainy photo of the 25 box-fresh 512 Ss lined up at the Ferrari factory in January of 1970, awaiting inspection by the FIA? It’s often circulating on social media, reshared by those popular ‘period-correct’ accounts. The example Girardo & Co. is privileged to be offering is one of those cars pictured, more specifically chassis number 1024. Chassis number 1024 remained with the Works, unused, until April of 1971, by which point it had been upgraded to full Modificata specification. The owner of the Italian privateer racing outfit Scuderia Brescia Corse, Dr. Alfredo Belponer, acquired this 512 new, as evidenced by the Ferrari factory invoice, numbered 1068/71. In addition to the car, priced at a princely 27m Italian lire, Belponer also bought 15m-lire’s worth of spare parts and tyres totaling 4m lire. While he maintained a low-profile in his day-to-day life, Dr. Belponer was a familiar face to Italy’s supercar concessionaires. By 1971, his collection already housed such great cars as a Ferrari 250 GTO, Aston Martin DB5 and Maserati Ghibli Spyder. The 512 M was the proverbial cherry on the cake. “In addition to the car, priced at a princely 27m Italian lire, Belponer also bought 15m-lire’s worth of spare parts and tyres totaling 4m lire.” Chassis 1024 made its competitive debut under the Scuderia Brescia Corse banner in the 1,000km di Monza on 25 April – round five of the 1971 FIA World Sportscar Championship. Marsilio Pasotti, more commonly known by his pseudonym ‘Pam’, was assigned as the lead driver. Born in the Brescian town of Lumezzane in 1939, Pasotti began his motorsport career in the late-1950s, quickly establishing a strong reputation with his deft displays in small Abarth-engined Fiats 850s. Since a second driver was required for the Monza race, Belponer enlisted one Carlo Facetti, the legendary Italian engineer and racing driver. A former factory driver for both Alfa Romeo and Lancia, Facetti won the European Touring Car Championship in 1979 and the Stratos Turbo Group V he designed for the Lancia Works team took outright victory in the 1976 Giro d’Italia. The promising partnership of Pasotti and Facetti quickly bore fruit in qualifying, when a time of 1min40.280sec was good for 14th overall on the grid. Alas, for reasons unknown, chassis 1024 did not take the start of the race. A staggering 70,000 spectators descended on the Autodromo Dino Ferrari in Imola a few weeks later for the Coppa di Shell, the first round of that year’s Interserie Championship. The formula had been conceived the previous year, touted as Europe’s answer to the fiercely competitive Can-Am series in the United States. In the Scuderia Brescia Corse Ferrari 512 M, ‘Pam’ was one of 22 starters including a Works-entered Ferrari 512 M driven by Arturo Merzario. Two 30-lap heats preceded a 60-lap finale, for which Pasotti qualified chassis 1024 seventh overall. This time around the car did take the start, although transmission niggles put paid to progress three-quarters of the way through. The next round took place at Zolder in Belgium a month later, where chassis 1024 was the only Ferrari listed on the entry list. Top-ten finishes in both heats meant a twelfth-place start for the finale – a position Pasotti duly converted, crossing the line an impressive eighth overall. The penultimate round of the 1971 World Sportscar Championship, the Zeltweg 1,000km, took place at the Österreichring in July. Once again, ‘Pam’ required a co-driver and Dr. Belponer had just the man in mind: Mario Casoni. Over the course of his career, there was hardly a great sports-racing car Casoni didn’t pilot. Ferrari 250 LM, Ford GT40, Porsche 917, Lancia Beta Montecarlo. Casoni raced them all, accruing no fewer than eight outright victories before he hung up his helmet in the 1980s. In the top-flight five-litre category, chassis 1024 was part of a quadruplet of Ferrari 512 Ss looking to beat the five Porsche 917 Ks in attendance. Friday and Saturday’s qualifying sessions were bountiful for Scuderia Brescia Corse, with chassis 1024 lining up 12th. At 170 laps, it was a long race, the war of attrition made considerably worse by drizzle, cold temperatures and dense fog hung low in the Swabian hills. “‘Pam’ and Casoni finished the race a spectacular second in class and fourth overall. For a privateer effort in a world-championship endurance event and against the might of several factory teams, it was a truly stellar result.” Amazingly, ‘Pam’ and Casoni both seemed to revel in the inclement conditions, grabbing their brute of a Ferrari by the scruff of the neck and finishing the race a spectacular second in class and fourth overall. For a privateer effort in a world-championship endurance event and against the might of several factory teams, it was a truly stellar result. The 200 Meilen von Nürburg beckoned next for chassis number 1024. On the gnarly high-speed streets of the Norisring, consistency proved to be key for ‘Pam’ and the Ferrari 512 M. Two sixths and a fifth read the headline in Monday’s newspapers, chassis 1024 crossing the line once again as the first Ferrari home. For most people, an enforced summer break means a week spent on a beach or a golf course. For Dr. Belponer, it meant taking chassis 1024 to the Trofeo Valle Camonica – Malegno – Borno hill-climb, a small domestic event in which the 512 M destroyed the competition to win outright. Two rounds of the 1971 Interserie Championship remained: another at Imola and a curtain-closer at Hockenheim in Germany. Pam finished both finales in eighth, concluding what was a successful year in a highly competitive series. This Ferrari 512 M concluded its period competition career at the 1,000km de Paris- the 14th and final round of the 1971 Championnat de France des Circuits. Just as he had for every one of chassis 1024’s preceding outings, Marsilio Pasotti took the wheel, joined for the second time by Mario Casoni. Despite qualifying an impressive seventh, the pair was forced into retirement. Dr. Belponer’s Scuderia Brescia Corse outfit was a popular staple of the paddock for many years and the consistent results scored by ‘Pam’ and this 512 M was indicative of its serious intentions. Chassis number 1024 was honourably retired at the end of 1971. Belponer kept hold of the car for two more years, selling to the West Coast of America in 1974. It didn’t stay across the pond for long – by 1975, the Ferrari had been acquired by Dr. Jean Aussenac in Paris. Aussenac was not afraid to use this 512 M as intended, exhibiting it at a number of Club Ferrari France meetings at the famous Mas du Clos racetrack in Saint-Avit-de-Tardes. Fellow Parisian and decorated French comic-book artist Albert Uderzo became chassis 1024’s next custodian in 1981. He continued to share the car throughout his 16-year tenure as owner, including at Ferrari’s 40th-anniversary celebrations at Spa-Francorchamps in 1987. This Ferrari made the journey back across the Atlantic in 1997, briefly joining the collection of Charles Arnott, before being bought by Ed and Leslie Davies in Florida. The Davies are among the world’s foremost Ferrari enthusiasts and collectors, having owned all manner of historically-significant Prancing Horses, from 250 GTO and 250 Testa Rossa to both long- and short-wheelbase 250 California Spyders. “As one of the first big cars we consigned to the Leggenda e Passione auction, there was so much excitement about it internally. None of us were surprised when chassis 1024 garnered a really strong price that day.” Max Girardo Chassis 1024 became a regular fixture at Ferrari Historic Challenge rounds across the world at the dawn of the New Millennium, and even featured in several issues of Cavallino magazine – America’s premier publication devoted to the Prancing Horse. It was during the Davies’ ownership that chassis 1024 was submitted for – and duly received – Ferrari Classiche certification, confirming the engine and gearbox to be the originals. In 2008, RM Auctions staged its momentous Leggenda e Passione sale at the Ferrari factory in Maranello, comprising a mouth-watering collection of Ferrari automobilia and cars. Our very own Max Girardo was the auctioneer on the rostrum that day when lot number 317, this 1970 Ferrari 512 M, crossed the block. “I distinctly remember the atmosphere that day at Fiorano was electric and there was a collective intake of breath when the 512 S was called to the block,” Max recalls. “The car had been the star of our single-car Salon Rétromobile earlier that year and I recall the extraordinary amount of interest we generated in Paris. As one of the first big cars we consigned to that sale, there was so much excitement about it internally. None of us were surprised when chassis 1024 garnered a really strong price that day.” The American banking magnate and classic car collector Harry Yeaggy was the winning bidder, though it wasn’t long before it changed hands once again, winding up in the stable of its penultimate owner, Steven Read, in California, alongside such special Ferrari competition cars as a 312 PB and a 250 LM. Keen to experience the rush of driving a five-litre V12-powered Ferrari sports-racing prototype at racing speeds, Read acquired a FIA Historic Technical Passport for chassis 1024 and entrusted Tim Samways’ Sporting & Historic Car Engineers outfit in the United Kingdom with fastidiously preparing it for historic motorsport. To preserve the precious original powerplant, a facsimile was commissioned with Ferrari engine specialist Roelofs Engineering in the Netherlands. Over the course of the next six years, this Ferrari competed at a raft of prestigious events across the world, including the Rolex Monterey Motorsports Reunion at Laguna Seca and the Le Mans Classic. In 2021, for the second time, Max had the distinct pleasure of finding a new home for chassis 1024 – this time the car returning to Europe, where it remained on display in an exquisite collection until the spring of 2023. Closing statements It doesn’t require much to understand how many strings this Ferrari 512 M counts on its bow. Of the 25 Ferrari 512s produced, very few can boast of having never been heavily damaged in the period and an entirely traceable and fully documented history. The generous history file which accompanies chassis 1024 is unlike any other we’ve seen for a Ferrari of this ilk. In addition to copies of the original sales invoice, factory certificate of origin and homologation papers, there’s the original French title from 1982, a wealth of extraordinary high-resolution colour and black-and-white period images spanning its entire competition career, and copies of the myriad magazines in which chassis 1024 has featured. “Of the 25 Ferrari 512s produced, very few can boast of having never been heavily damaged in the period and an entirely traceable and fully documented history.” What’s more, there is the all-important report issued by the acclaimed Ferrari historian Marcel Massini, verifying the car’s provenance. And countless invoices attesting the exhaustive maintenance and preparation this Ferrari has enjoyed, especially in more recent years. Furthermore, chassis 1024’s period competition history shines, having been campaigned by one of the most famous European privateer outfits, Scuderia Brescia Corse, in endurance motorsport’s top-flight global series. The fact this car retains its original matching-numbers chassis, engine and gearbox, as evidenced by its full red-book Ferrari Classiche certification binder, is the proverbial cherry on the cake. It also goes without saying that this 512 M is a car which is highly eligible for the world’s most prestigious historic motoring events, from automotive beauty pageants including the Pebble Beach Concours d’Elegance and the Concorso d’Eleganza Villa d’Este to race meetings such as the Le Mans Classic and the HSR Classic 24 Hour at Daytona. Provenance is everything for any historic competition car, let alone a sports-racing prototype from the halcyon Group 5 era of the early 1970s. Suffice to say, chassis 1024 has it in spades. 1970 Ferrari 512 M Group 5 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 24-0205012 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 5 Entrant in the 1971 World Sportscar Championship, scoring a class podium finish in the 1971 Zeltweg 1,000km Campaigned in period by the storied Italian privateer outfit Scuderia Brescia Corse Full red-book Ferrari Classiche certification, confirming it to be a fully matching-numbers example Boasting an entirely traceable and fully-documented history, with notable previous owners having included the French comic artist Albert Uderzo and the prominent American Ferrari collector Ed Davies The 12th of only 25 Ferrari 512s built – Maranello’s answer to the Porsche 917 Extremely eligible for the world’s most prestigious concours 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 That most golden of eras Sure, Group C was a mind-bending kaleidoscope of colour and speed. And yes, GT1 was a formula which quite rightly deserves the renaissance it’s currently enjoying. But there’s really only one winner when it comes to sports-car racing’s most dramatic, dangerous and downright sexy of eras and that’s Group 5 of 1970 and 1971. Duking it out for glory in the fiercely contested World Sportscar Championship were the likes of Jacky Ickx, Jo Siffert, Brian Redman, ‘Quick Vic’ Elford and the brothers Rodríguez. These charismatic men were not just racing drivers, they were gladiators. Each and every time they buckled into their furious Group 5 prototypes – with socking-great five-litre engines behind, vast fuel tanks either side and tubular chassis ahead – they risked their lives for glory. The Ferrari 512 – the Porsche hunter There are, of course, two cars most closely associated with the halcyon Group 5 years: the Porsche 917 and the Ferrari 512. To say there was no love lost between Maranello and Stuttgart would be an understatement-and-a-half. This was all-out war, waged between the most advanced automotive weapons in the world. Ferrari’s bespectacled chief engineer Mauro Forghieri pulled off something of a miracle with the 512 S. When Porsche introduced its 917 in 1969 and, with it, its serious intentions to dominate Group 5, all that stood between Enzo Ferrari and the retention of his company’s pride on the world stage was a hefty injection of funding and 25 cars to present to the FIA and satisfy the minimum production requirements to race. A sacrifice was needed and a sacrifice was made – Il Commendatore committed to sell half of his precious company to Fiat, thus awarding Forghieri with the cash to get to work on the new prototype and a challenging five-month timeframe with which to finish it. “To say there was no love lost between Maranello and Stuttgart would be an understatement-and-a-half. This was all-out war, waged between the most advanced automotive weapons in the world.” Naturally, he and his crack team of engineers rose to the challenge. Ahead of the 1970 World Sportscar Championship curtain-raiser at Daytona in late January, Ferrari presented the required 25 512 Ss to the FIA in Maranello – 17 complete cars perfectly parked side by side and eight ready-to-assemble kits. The Porsche 917 was a great looking car. But the Ferrari 512 S made even it look frumpy. The soft-cornered and sculpted soap-bar body was the work of ingegnere Giacomo Caliri and crafted for the first time from glass-fibre. It tightly hugged a lightweight tubular chassis, itself cradling a five-litre V12 engine derived from the 612 Can-Am car with four valves per cylinder and which produced 550HP. The sound that emanates from said engine can only be as ungodly. The Ferrari 512 Modificata The rate of development in the endurance racing arena in the early 1970s was nothing short of staggering and, ahead of its second year of competition in 1971, Ferrari introduced the evolved 512 M, the M denoting Modificata. Only around 15 of the 25 512 Ss were upgraded to M specification, a radical transformation centred predominantly around the closed coupé glass-fibre bodywork, which was drastically reworked in the wind tunnel at Stuttgart University. That the angular new frock and stark Kamm tail was more than a little reminiscent of the Porsche 917 K was perhaps of little surprise given the Germans’ performance throughout the 1970 season. The relocation of the spare wheel from the nose to the tail meant a more efficient oil radiator could be mounted in its place, along with improved cooling ducts for the front brakes. The suspension – more specifically the geometry and uprights – were entirely revised, accommodating wider wheels with larger brakes. And the cylinder heads, cylinder liners, valves and camshafts of the five-litre V12 were upgraded, resulting in an ample power increase from 550bhp to 610bhp at an ungodly 9,000rpm. From an engineering standpoint, the goal for the 512 M was also to reduce weight. We reckon that the ingegneri in Maranello would have been pretty pleased with the 41kg they managed to shave from the 512 S. Especially when Jacky Ickx debuted the new car at Zeltweg and smashed the Formula 1 lap record he’d set just a few weeks prior. It goes without saying the 512 M was a drastically improved competition car, although for the privateer outfit the cost was perhaps prohibitive. The revised tail section alone carried a princely price tag of 2.5m Italian lire! Chassis number 1024 Have you seen the grainy photo of the 25 box-fresh 512 Ss lined up at the Ferrari factory in January of 1970, awaiting inspection by the FIA? It’s often circulating on social media, reshared by those popular ‘period-correct’ accounts. The example Girardo & Co. is privileged to be offering is one of those cars pictured, more specifically chassis number 1024. Chassis number 1024 remained with the Works, unused, until April of 1971, by which point it had been upgraded to full Modificata specification. The owner of the Italian privateer racing outfit Scuderia Brescia Corse, Dr. Alfredo Belponer, acquired this 512 new, as evidenced by the Ferrari factory invoice, numbered 1068/71. In addition to the car, priced at a princely 27m Italian lire, Belponer also bought 15m-lire’s worth of spare parts and tyres totaling 4m lire. While he maintained a low-profile in his day-to-day life, Dr. Belponer was a familiar face to Italy’s supercar concessionaires. By 1971, his collection already housed such great cars as a Ferrari 250 GTO, Aston Martin DB5 and Maserati Ghibli Spyder. The 512 M was the proverbial cherry on the cake. “In addition to the car, priced at a princely 27m Italian lire, Belponer also bought 15m-lire’s worth of spare parts and tyres totaling 4m lire.” Chassis 1024 made its competitive debut under the Scuderia Brescia Corse banner in the 1,000km di Monza on 25 April – round five of the 1971 FIA World Sportscar Championship. Marsilio Pasotti, more commonly known by his pseudonym ‘Pam’, was assigned as the lead driver. Born in the Brescian town of Lumezzane in 1939, Pasotti began his motorsport career in the late-1950s, quickly establishing a strong reputation with his deft displays in small Abarth-engined Fiats 850s. Since a second driver was required for the Monza race, Belponer enlisted one Carlo Facetti, the legendary Italian engineer and racing driver. A former factory driver for both Alfa Romeo and Lancia, Facetti won the European Touring Car Championship in 1979 and the Stratos Turbo Group V he designed for the Lancia Works team took outright victory in the 1976 Giro d’Italia. The promising partnership of Pasotti and Facetti quickly bore fruit in qualifying, when a time of 1min40.280sec was good for 14th overall on the grid. Alas, for reasons unknown, chassis 1024 did not take the start of the race. A staggering 70,000 spectators descended on the Autodromo Dino Ferrari in Imola a few weeks later for the Coppa di Shell, the first round of that year’s Interserie Championship. The formula had been conceived the previous year, touted as Europe’s answer to the fiercely competitive Can-Am series in the United States. In the Scuderia Brescia Corse Ferrari 512 M, ‘Pam’ was one of 22 starters including a Works-entered Ferrari 512 M driven by Arturo Merzario. Two 30-lap heats preceded a 60-lap finale, for which Pasotti qualified chassis 1024 seventh overall. This time around the car did take the start, although transmission niggles put paid to progress three-quarters of the way through. The next round took place at Zolder in Belgium a month later, where chassis 1024 was the only Ferrari listed on the entry list. Top-ten finishes in both heats meant a twelfth-place start for the finale – a position Pasotti duly converted, crossing the line an impressive eighth overall. The penultimate round of the 1971 World Sportscar Championship, the Zeltweg 1,000km, took place at the Österreichring in July. Once again, ‘Pam’ required a co-driver and Dr. Belponer had just the man in mind: Mario Casoni. Over the course of his career, there was hardly a great sports-racing car Casoni didn’t pilot. Ferrari 250 LM, Ford GT40, Porsche 917, Lancia Beta Montecarlo. Casoni raced them all, accruing no fewer than eight outright victories before he hung up his helmet in the 1980s. In the top-flight five-litre category, chassis 1024 was part of a quadruplet of Ferrari 512 Ss looking to beat the five Porsche 917 Ks in attendance. Friday and Saturday’s qualifying sessions were bountiful for Scuderia Brescia Corse, with chassis 1024 lining up 12th. At 170 laps, it was a long race, the war of attrition made considerably worse by drizzle, cold temperatures and dense fog hung low in the Swabian hills. “‘Pam’ and Casoni finished the race a spectacular second in class and fourth overall. For a privateer effort in a world-championship endurance event and against the might of several factory teams, it was a truly stellar result.” Amazingly, ‘Pam’ and Casoni both seemed to revel in the inclement conditions, grabbing their brute of a Ferrari by the scruff of the neck and finishing the race a spectacular second in class and fourth overall. For a privateer effort in a world-championship endurance event and against the might of several factory teams, it was a truly stellar result. The 200 Meilen von Nürburg beckoned next for chassis number 1024. On the gnarly high-speed streets of the Norisring, consistency proved to be key for ‘Pam’ and the Ferrari 512 M. Two sixths and a fifth read the headline in Monday’s newspapers, chassis 1024 crossing the line once again as the first Ferrari home. For most people, an enforced summer break means a week spent on a beach or a golf course. For Dr. Belponer, it meant taking chassis 1024 to the Trofeo Valle Camonica – Malegno – Borno hill-climb, a small domestic event in which the 512 M destroyed the competition to win outright. Two rounds of the 1971 Interserie Championship remained: another at Imola and a curtain-closer at Hockenheim in Germany. Pam finished both finales in eighth, concluding what was a successful year in a highly competitive series. This Ferrari 512 M concluded its period competition career at the 1,000km de Paris- the 14th and final round of the 1971 Championnat de France des Circuits. Just as he had for every one of chassis 1024’s preceding outings, Marsilio Pasotti took the wheel, joined for the second time by Mario Casoni. Despite qualifying an impressive seventh, the pair was forced into retirement. Dr. Belponer’s Scuderia Brescia Corse outfit was a popular staple of the paddock for many years and the consistent results scored by ‘Pam’ and this 512 M was indicative of its serious intentions. Chassis number 1024 was honourably retired at the end of 1971. Belponer kept hold of the car for two more years, selling to the West Coast of America in 1974. It didn’t stay across the pond for long – by 1975, the Ferrari had been acquired by Dr. Jean Aussenac in Paris. Aussenac was not afraid to use this 512 M as intended, exhibiting it at a number of Club Ferrari France meetings at the famous Mas du Clos racetrack in Saint-Avit-de-Tardes. Fellow Parisian and decorated French comic-book artist Albert Uderzo became chassis 1024’s next custodian in 1981. He continued to share the car throughout his 16-year tenure as owner, including at Ferrari’s 40th-anniversary celebrations at Spa-Francorchamps in 1987. This Ferrari made the journey back across the Atlantic in 1997, briefly joining the collection of Charles Arnott, before being bought by Ed and Leslie Davies in Florida. The Davies are among the world’s foremost Ferrari enthusiasts and collectors, having owned all manner of historically-significant Prancing Horses, from 250 GTO and 250 Testa Rossa to both long- and short-wheelbase 250 California Spyders. “As one of the first big cars we consigned to the Leggenda e Passione auction, there was so much excitement about it internally. None of us were surprised when chassis 1024 garnered a really strong price that day.” Max Girardo Chassis 1024 became a regular fixture at Ferrari Historic Challenge rounds across the world at the dawn of the New Millennium, and even featured in several issues of Cavallino magazine – America’s premier publication devoted to the Prancing Horse. It was during the Davies’ ownership that chassis 1024 was submitted for – and duly received – Ferrari Classiche certification, confirming the engine and gearbox to be the originals. In 2008, RM Auctions staged its momentous Leggenda e Passione sale at the Ferrari factory in Maranello, comprising a mouth-watering collection of Ferrari automobilia and cars. Our very own Max Girardo was the auctioneer on the rostrum that day when lot number 317, this 1970 Ferrari 512 M, crossed the block. “I distinctly remember the atmosphere that day at Fiorano was electric and there was a collective intake of breath when the 512 S was called to the block,” Max recalls. “The car had been the star of our single-car Salon Rétromobile earlier that year and I recall the extraordinary amount of interest we generated in Paris. As one of the first big cars we consigned to that sale, there was so much excitement about it internally. None of us were surprised when chassis 1024 garnered a really strong price that day.” The American banking magnate and classic car collector Harry Yeaggy was the winning bidder, though it wasn’t long before it changed hands once again, winding up in the stable of its penultimate owner, Steven Read, in California, alongside such special Ferrari competition cars as a 312 PB and a 250 LM. Keen to experience the rush of driving a five-litre V12-powered Ferrari sports-racing prototype at racing speeds, Read acquired a FIA Historic Technical Passport for chassis 1024 and entrusted Tim Samways’ Sporting & Historic Car Engineers outfit in the United Kingdom with fastidiously preparing it for historic motorsport. To preserve the precious original powerplant, a facsimile was commissioned with Ferrari engine specialist Roelofs Engineering in the Netherlands. Over the course of the next six years, this Ferrari competed at a raft of prestigious events across the world, including the Rolex Monterey Motorsports Reunion at Laguna Seca and the Le Mans Classic. In 2021, for the second time, Max had the distinct pleasure of finding a new home for chassis 1024 – this time the car returning to Europe, where it remained on display in an exquisite collection until the spring of 2023. Closing statements It doesn’t require much to understand how many strings this Ferrari 512 M counts on its bow. Of the 25 Ferrari 512s produced, very few can boast of having never been heavily damaged in the period and an entirely traceable and fully documented history. The generous history file which accompanies chassis 1024 is unlike any other we’ve seen for a Ferrari of this ilk. In addition to copies of the original sales invoice, factory certificate of origin and homologation papers, there’s the original French title from 1982, a wealth of extraordinary high-resolution colour and black-and-white period images spanning its entire competition career, and copies of the myriad magazines in which chassis 1024 has featured. “Of the 25 Ferrari 512s produced, very few can boast of having never been heavily damaged in the period and an entirely traceable and fully documented history.” What’s more, there is the all-important report issued by the acclaimed Ferrari historian Marcel Massini, verifying the car’s provenance. And countless invoices attesting the exhaustive maintenance and preparation this Ferrari has enjoyed, especially in more recent years. Furthermore, chassis 1024’s period competition history shines, having been campaigned by one of the most famous European privateer outfits, Scuderia Brescia Corse, in endurance motorsport’s top-flight global series. The fact this car retains its original matching-numbers chassis, engine and gearbox, as evidenced by its full red-book Ferrari Classiche certification binder, is the proverbial cherry on the cake. It also goes without saying that this 512 M is a car which is highly eligible for the world’s most prestigious historic motoring events, from automotive beauty pageants including the Pebble Beach Concours d’Elegance and the Concorso d’Eleganza Villa d’Este to race meetings such as the Le Mans Classic and the HSR Classic 24 Hour at Daytona. Provenance is everything for any historic competition car, let alone a sports-racing prototype from the halcyon Group 5 era of the early 1970s. Suffice to say, chassis 1024 has it in spades. 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. 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ANATOMY OF A JEWEL A diamond that emerged from a figurative coalmine, the Fiat 8V was a shocking anomaly for a mass-market manufacturer better known for pedestrian models like the diminutive Topolino or the 500. Upon its introduction in 1952, Road & Track magazine described the jewel-like 8V as “the biggest surprise of the year.” It was understandably a shock to the automotive world that, after decades of producing entry-level models, Fiat would suddenly introduce a boutique-production sports car featuring an advanced overhead-valve light alloy V-8 engine, Siata-fabricated chassis, and four-wheel independent suspension. The Otto Vu, as it was known in Italian, went on to be successfully campaigned by racing privateers all over the world, notably finishing fifth in class at the 1952 Mille Miglia, third in class at the Giro della Toscana, and becoming the eventual 2.0-liter champion in the Italian Sports Car Championship. A majority of the competition 8V examples were bodied in lightweight coachwork by Zagato produced in two discreet series, an arrangement that was no doubt precipitated by Elio Zagato’s success in racing one of the earliest examples. The Zagato-bodied cars shared the general proportions of the factory coachwork, a sublime design penned by Fabio Lucio Rapi. Two other coachbuilders were responsible for clothing double-digit batches of the 8V, as Vignale built at least 10 examples, and Ghia built 15 cars, ranging between chassis numbers 000035 and 000056. All but one of these cars wore the Giovanni Savonuzzi-designed Supersonic coachwork. The lone exception, the featured lot, was clothed in one-off aluminum coachwork attributed to Chrysler design boss Virgil Exner, though undoubtedly with significant input from company principal Felice Mario Boano, who was soon to exit Ghia to found his own eponymous design concern. ONE OF ONE According to Tony Adriaensens’ authoritative book Otto Vu, chassis number 000042 was dispatched for the Ghia plant as a rolling chassis in June 1953, occurring about halfway through the sequential and chronological output of chassis to the Turinese coachbuilder. It is not entirely clear what prompted the company to mount the chassis with a different design than the Supersonic, but it is easy to discern the coachwork’s relation to any number of cars that constituted the Italian-American design partnership, including Chrysler models such as the K-310 and d’Elegance concept cars, and the GS1; as well as roughly concurrent Ghia design projects for other manufacturers such as the Alfa Romeo 1900C Supergioiello and the Ghia Cadillac. As attested by period photos from the Ghia archives of the Ford Motor Company, 000042’s coachwork was graced with characteristically thin protruding fenders that framed inset headlamps, and a wide elliptical mouth grille adorned with two crossbars and foglamps. A decorative beltline gave way to a fastback tail surrounded by delicate tailfins, not unlike Savonuzzi’s Supersonic. The interior also showed special consideration, with leather upholstered seats and a driver-focused instrument panel dominated by a large binnacle housing a symmetrically facing half-moon speedometer and tachometer. According to a deep file of research by the collection manager of a former owner, bolstered by period advertisements from Road & Track; period auction catalogues; prior bills of sale and titles; former owner’s correspondence; and the research of John De Boer’s Italian Car Registry, the 8V was imported to the United States circa 1957 by a director or actor in Los Angeles, California. Advertised for sale in August 1957 by a Mrs. Weber of Downey, California, the car passed in 1958 to Charles Trammel of Culver City, who reportedly stored the car for the following 10 years. The Fiat was next acquired in 1968 by Dr. Lynn Gill of Palos Verdes Estates, although a divorce settlement prompted him to offer the 8V in September 1973, and he eventually sold the car at auction in May 1976 to Rick Cole of Marina Del Rey, the budding auctioneer. By this time the car’s original engine, number 000067, had been replaced with a proper 8V engine stamped with BS099 (reflecting that it was part of the 8V engine allotment sold to Siata for use in 208 S production). The car’s nose was also reconfigured with a more standard period look that included bulbous fenders with integrated headlamps, and an eggcrate grille. The alloy coachwork had been painted from its original light shade to rosso, the seats were reupholstered in matching red leather, and the original disc wheel covers were removed to expose the attractive wire wheels that lay beneath. During the ensuing decade, 000042 was sold to Tony Clarkson of Brewster, New York, before being acquired in April 1987 by 8V expert Tony Krivanek, who in turn sold the car to Larry Harvey and commenced a restoration that was part of the transaction. Before the work could be completed, Harvey decided to the sell the car, and buyer Paul Forbes of Redondo Beach, California, assumed the remainder of the refurbishment, for which the Italian car expert Tony Nicosia was retained. Steve Beckman was entrusted to conduct body corrections as needed and to refinish the coachwork. The quality of the restoration was recognized when Forbes presented the car at the 2002 Pebble Beach Concours d’Elegance. Mr. Forbes later sold the Fiat and in 2005 it was purchased by David Kelley of Woodside, California, and he presented the car at the 2005 The Quail, A Motorsports Gathering before driving it in the 2006 California Mille. In 2007, Kelley sold the Otto Vu to a collector based in Belgium, who exhibited the car a year later at the ultra-exclusive Villa d’Este Concorso d’Eleganza where it garnered a class award, and the Paleis Het Loo concours d’elegance before offering it at RM Auctions’ London sale in September 2009. The 8V was purchased there by one of the most respected collectors in the United States, who presented the coupe at the 2010 Pebble Beach Concours d’Elegance, eventually selling it at RM Sotheby’s Arizona sale in January 2014 to the current owner. Under the consignor’s ownership, the coupe was notably accepted for participation in the Colorado Grand, generally recognized as the most exclusive touring event in the United States. In addition to being one of 114 total 8V examples built, and one of just 15 completed by Ghia, this unique 8V carries the unusual distinction of wearing one-off Ghia coachwork that distinguishes it from every other example. Characterized by the unmistakable design cues of Virgil Exner and Felice Mario Boano, and the veteran of an impeccable concours record, this truly unique Ghia is poised for further concours exhibition or driving enjoyment, being eligible for ultra-exclusive tours like the Mille Miglia Storica and the Colorado Grand. It would make a singular addition to any collection, particularly suitable for enthusiasts of the groundbreaking Italian-American concept cars of the 1950s. 1953 Fiat 8V Coupe by Ghia RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 22.1224001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS USA-Arizona Auction This Car Contact the Dealer I am Interested Legal & Copyright FOR AUCTION - ARIZONA 26 JANUARY 2023 Darin Schnabel ©2022 Courtesy of RM Sotheby's Chassis No. 106.000042 Engine No. BS099 An exquisitely presented one-of-a-kind example of Fiat’s celebrated postwar performance jewel Unique one-off aluminum alloy coachwork designed by Virgil Exner and Felice Mario Boano One of fifteen 8V chassis distributed to Ghia and the only one not completed as a Supersonic Established ownership history dating to 1957; meticulously restored over the 1990s and early 2000s; successfully completed the California Mille Exhibited at the most exclusive shows, including The Quail, A Motorsports Gathering, the Villa d’Este Concorso d’Eleganza, and two appearances at the Pebble Beach Concours d’Elegance Desirably documented with Italian Car Registry entry, former classified ads and auction catalogue entries, prior bills of sale and title, former owners’ correspondence, technical schematics, and high-resolution period Ghia publicity photos 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 ANATOMY OF A JEWEL A diamond that emerged from a figurative coalmine, the Fiat 8V was a shocking anomaly for a mass-market manufacturer better known for pedestrian models like the diminutive Topolino or the 500. Upon its introduction in 1952, Road & Track magazine described the jewel-like 8V as “the biggest surprise of the year.” It was understandably a shock to the automotive world that, after decades of producing entry-level models, Fiat would suddenly introduce a boutique-production sports car featuring an advanced overhead-valve light alloy V-8 engine, Siata-fabricated chassis, and four-wheel independent suspension. The Otto Vu, as it was known in Italian, went on to be successfully campaigned by racing privateers all over the world, notably finishing fifth in class at the 1952 Mille Miglia, third in class at the Giro della Toscana, and becoming the eventual 2.0-liter champion in the Italian Sports Car Championship. A majority of the competition 8V examples were bodied in lightweight coachwork by Zagato produced in two discreet series, an arrangement that was no doubt precipitated by Elio Zagato’s success in racing one of the earliest examples. The Zagato-bodied cars shared the general proportions of the factory coachwork, a sublime design penned by Fabio Lucio Rapi. Two other coachbuilders were responsible for clothing double-digit batches of the 8V, as Vignale built at least 10 examples, and Ghia built 15 cars, ranging between chassis numbers 000035 and 000056. All but one of these cars wore the Giovanni Savonuzzi-designed Supersonic coachwork. The lone exception, the featured lot, was clothed in one-off aluminum coachwork attributed to Chrysler design boss Virgil Exner, though undoubtedly with significant input from company principal Felice Mario Boano, who was soon to exit Ghia to found his own eponymous design concern. ONE OF ONE According to Tony Adriaensens’ authoritative book Otto Vu, chassis number 000042 was dispatched for the Ghia plant as a rolling chassis in June 1953, occurring about halfway through the sequential and chronological output of chassis to the Turinese coachbuilder. It is not entirely clear what prompted the company to mount the chassis with a different design than the Supersonic, but it is easy to discern the coachwork’s relation to any number of cars that constituted the Italian-American design partnership, including Chrysler models such as the K-310 and d’Elegance concept cars, and the GS1; as well as roughly concurrent Ghia design projects for other manufacturers such as the Alfa Romeo 1900C Supergioiello and the Ghia Cadillac. As attested by period photos from the Ghia archives of the Ford Motor Company, 000042’s coachwork was graced with characteristically thin protruding fenders that framed inset headlamps, and a wide elliptical mouth grille adorned with two crossbars and foglamps. A decorative beltline gave way to a fastback tail surrounded by delicate tailfins, not unlike Savonuzzi’s Supersonic. The interior also showed special consideration, with leather upholstered seats and a driver-focused instrument panel dominated by a large binnacle housing a symmetrically facing half-moon speedometer and tachometer. According to a deep file of research by the collection manager of a former owner, bolstered by period advertisements from Road & Track; period auction catalogues; prior bills of sale and titles; former owner’s correspondence; and the research of John De Boer’s Italian Car Registry, the 8V was imported to the United States circa 1957 by a director or actor in Los Angeles, California. Advertised for sale in August 1957 by a Mrs. Weber of Downey, California, the car passed in 1958 to Charles Trammel of Culver City, who reportedly stored the car for the following 10 years. The Fiat was next acquired in 1968 by Dr. Lynn Gill of Palos Verdes Estates, although a divorce settlement prompted him to offer the 8V in September 1973, and he eventually sold the car at auction in May 1976 to Rick Cole of Marina Del Rey, the budding auctioneer. By this time the car’s original engine, number 000067, had been replaced with a proper 8V engine stamped with BS099 (reflecting that it was part of the 8V engine allotment sold to Siata for use in 208 S production). The car’s nose was also reconfigured with a more standard period look that included bulbous fenders with integrated headlamps, and an eggcrate grille. The alloy coachwork had been painted from its original light shade to rosso, the seats were reupholstered in matching red leather, and the original disc wheel covers were removed to expose the attractive wire wheels that lay beneath. During the ensuing decade, 000042 was sold to Tony Clarkson of Brewster, New York, before being acquired in April 1987 by 8V expert Tony Krivanek, who in turn sold the car to Larry Harvey and commenced a restoration that was part of the transaction. Before the work could be completed, Harvey decided to the sell the car, and buyer Paul Forbes of Redondo Beach, California, assumed the remainder of the refurbishment, for which the Italian car expert Tony Nicosia was retained. Steve Beckman was entrusted to conduct body corrections as needed and to refinish the coachwork. The quality of the restoration was recognized when Forbes presented the car at the 2002 Pebble Beach Concours d’Elegance. Mr. Forbes later sold the Fiat and in 2005 it was purchased by David Kelley of Woodside, California, and he presented the car at the 2005 The Quail, A Motorsports Gathering before driving it in the 2006 California Mille. In 2007, Kelley sold the Otto Vu to a collector based in Belgium, who exhibited the car a year later at the ultra-exclusive Villa d’Este Concorso d’Eleganza where it garnered a class award, and the Paleis Het Loo concours d’elegance before offering it at RM Auctions’ London sale in September 2009. The 8V was purchased there by one of the most respected collectors in the United States, who presented the coupe at the 2010 Pebble Beach Concours d’Elegance, eventually selling it at RM Sotheby’s Arizona sale in January 2014 to the current owner. Under the consignor’s ownership, the coupe was notably accepted for participation in the Colorado Grand, generally recognized as the most exclusive touring event in the United States. In addition to being one of 114 total 8V examples built, and one of just 15 completed by Ghia, this unique 8V carries the unusual distinction of wearing one-off Ghia coachwork that distinguishes it from every other example. Characterized by the unmistakable design cues of Virgil Exner and Felice Mario Boano, and the veteran of an impeccable concours record, this truly unique Ghia is poised for further concours exhibition or driving enjoyment, being eligible for ultra-exclusive tours like the Mille Miglia Storica and the Colorado Grand. It would make a singular addition to any collection, particularly suitable for enthusiasts of the groundbreaking Italian-American concept cars of the 1950s. 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

Perhaps no sports car of the immediate postwar period so handily combined form and function as the Jaguar XK 120, which this beautifully presented, late-production example ably demonstrates. According to a Jaguar Daimler Heritage Trust trace certificate, chassis number 680611 was built to the uprated Special Equipment specifications, which featured higher-lift camshafts, a lightened flywheel, stiffer rear springs, wire wheels, and dual exhaust pipes. Finished in Black paint over a Red interior, the XK was completed in January 1953, and 11 days later the car was dispatched for shipping to Max Hoffman’s legendary distributorship in New York City. Purchased by an unknown American enthusiast, the Jaguar reportedly remained in the care of its first owner until 1970. The XK 120 was then acquired by Neil Leatherwood of Ashville, Ohio, and his family went on to keep the car for 29 years, accounting for just two long-term owners over 46 years. During this time the coupe accrued relatively little mileage while being mechanically maintained as needed—including a complete engine rebuild—and stored in a climate-controlled garage. The car was also cosmetically refinished in the current charming color combination of white paint over a beige leather interior. After passing to a New York-based collector in April 1999, the Jaguar was acquired in May 2002 by the late Pennsylvania-based collector Dennis Nash, who worked in the automotive sector for many years, and who was also a passionate enthusiast of British sports cars. Dennis and his wife Ann Marie enjoyed touring in their small stable of English thoroughbreds, which included two Bentleys, a Morgan, an MG, and the featured XK 120. As demonstrated by a stack of invoices on file, Mr. Nash regularly maintained the Jaguar, personally tending to it as needed and commissioning a sympathetic restoration by Ragtops & Roadsters of Perkasie, Pennsylvania in 2006. The Nash family drove and presented the coupe at smaller East Coast events and tours, including the Concours d’Elegance of the Eastern United States. The Jaguar has remained in storage since Mr. Nash’s passing in July 2021, and it is now offered by his estate, capping a remarkable 22-year period of fastidious ownership. Retaining its numbers-matching engine, this XK remains fetching in its opulent livery of white over beige. It is furthermore desirably configured as a more powerful Special Equipment variant, offering the ultimate mechanical specification of Coventry’s celebrated sports car legend. 1953 Jaguar XK 120 Fixed Head Coupe RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0916005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number W 7130-8S Desirably specified with the uprated Special Equipment package Benefits from consistent care by just four enthusiasts, including 22 years of ownership by the consignor’s family Retains numbers-matching 3.4-liter XK engine Documented with JDHT certificate, service and restoration invoices, and owner’s correspondence and notes A handsomely presented and beautifully maintained example of Coventry’s original XK 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 Perhaps no sports car of the immediate postwar period so handily combined form and function as the Jaguar XK 120, which this beautifully presented, late-production example ably demonstrates. According to a Jaguar Daimler Heritage Trust trace certificate, chassis number 680611 was built to the uprated Special Equipment specifications, which featured higher-lift camshafts, a lightened flywheel, stiffer rear springs, wire wheels, and dual exhaust pipes. Finished in Black paint over a Red interior, the XK was completed in January 1953, and 11 days later the car was dispatched for shipping to Max Hoffman’s legendary distributorship in New York City. Purchased by an unknown American enthusiast, the Jaguar reportedly remained in the care of its first owner until 1970. The XK 120 was then acquired by Neil Leatherwood of Ashville, Ohio, and his family went on to keep the car for 29 years, accounting for just two long-term owners over 46 years. During this time the coupe accrued relatively little mileage while being mechanically maintained as needed—including a complete engine rebuild—and stored in a climate-controlled garage. The car was also cosmetically refinished in the current charming color combination of white paint over a beige leather interior. After passing to a New York-based collector in April 1999, the Jaguar was acquired in May 2002 by the late Pennsylvania-based collector Dennis Nash, who worked in the automotive sector for many years, and who was also a passionate enthusiast of British sports cars. Dennis and his wife Ann Marie enjoyed touring in their small stable of English thoroughbreds, which included two Bentleys, a Morgan, an MG, and the featured XK 120. As demonstrated by a stack of invoices on file, Mr. Nash regularly maintained the Jaguar, personally tending to it as needed and commissioning a sympathetic restoration by Ragtops & Roadsters of Perkasie, Pennsylvania in 2006. The Nash family drove and presented the coupe at smaller East Coast events and tours, including the Concours d’Elegance of the Eastern United States. The Jaguar has remained in storage since Mr. Nash’s passing in July 2021, and it is now offered by his estate, capping a remarkable 22-year period of fastidious ownership. Retaining its numbers-matching engine, this XK remains fetching in its opulent livery of white over beige. It is furthermore desirably configured as a more powerful Special Equipment variant, offering the ultimate mechanical specification of Coventry’s celebrated sports car legend. 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

In 1968, Ferrari saw it fit to replace the four-year-old 275 GTB/4. The 365 the GTB/4 was introduced and Ferrari enthusiasts took it upon themselves to dub it the Daytona in honour of Ferrari's 24 Hours of Daytona win. The nickname was so popular that the GTB/4 became almost more noticeable under its nickname than its given name. The 365 GTB/4 Berlinetta, that replaced the earlier 275 GTB/4, differed dramatically in styling, though the tubular steel chassis bore many similarities to its predecessor and provided superior balance. Where the curvaceous 275 GTB/4 was clearly a traditional Pininfarina design, the 365 GTB/4 was at once modern, edgy, sleek and forward-looking. Penned by Pininfarina's Leonardo Fioravanti, who continues to maintain an independent styling studio, Fioravanti Srl., outside of Turin, the 365 GTB/4 features a number of styling cues that continue to influence modern Ferrari design. The outgoing 275 GTB/4 lent the basic design of its 60-degree V-12 engine to the 365 GTB/4, though it was enlarged from 3.3 to 4.4 litres or 4,390 cc. Power output rose accordingly. The new engine, designated Tipo 251, delivered 352 bhp and 315 foot-pounds of torque at 7,500 rpm through six Weber twin-choke carburettors. A five-speed manual transaxle was, of course, the only available transmission. Ferrari debuted the new model at the October 1968 Paris Salon. A handful of coupes were produced for customers in the 1968 model year. At the Frankfurt International Auto Show in September 1969, Ferrari unveiled a Spyder version of the car. Supplied new through Sidney Marcus Ltd of North London, after an order through Maranello Concessionaires, this Daytona was supplied new to its first keeper, Mr Kennedy and appropriately registered ‘JGK 1’. Supplied new as a GTB/4, this example was elegantly optioned in Azzurro over Blu. In January 1984, the Daytona was purchased by Mr Robert Jankel, proprietor of both Panther Cars and Jankel Coachbuilding. An eccentric mind for certain, Jankel was known for building extravagant bespoke projects, from the Panther 6, a six-wheeled convertible, powered by a mid-mounted, twin-turbocharged 8 litre V8 to the Bentley Val d’Isere; a practical estate conversion with 4-wheel drive based on the Bentley Turbo R. The Daytona was purchased as Jankel’s personal car and shortly after purchase was entrusted to CP Autokraft for what would be their final of 8 conversions to Spyder configuration. Autokraft are considered to be the most accurate and faithful of the conversions to spyder, with the first conversion taking place after measurements had been taken from a UK supplied RHD factory spyder. At the time of the conversion, the car was repainted black and featured in Jankel literature at the time, as well as wearing his private registration mark, ‘PAN 10’. At the tail end of 1995, Jankel sold the car to William Lo, a Hong Kong based businessman at his London address. Shortly after purchase he moved the car to his residence in Hong Kong, keeping it serviced with Andrew Turner of Italian Motors. The car would pass to Winston Mak whilst still being maintained by Turner. When the time came to sell the car, Turner would step up and purchase the car as Italian Motors. Turner sold the car to Mr John Whyte in Hong Kong on 15th February 1988. Mr Whyte returned the car to the UK two months later, notifying the DVLA in April 1988. This Daytona would pass through two further owners in the UK prior to purchase by its current custodian in 2008. In 2009, the car was entrusted into the car of Cremonini Classic in Modena to complete a comprehensive, bare-metal restoration of the car. Mechanical works were carried out by Sport Auto Modena and once completed in late 2011, the car was finished in Bianco over Bordeaux. This Daytona has been used sparingly since restoration. In 2021, it visited marque specialists Barkaways for a colour change and today presents in Grigio Ferro over Bordeaux with ‘Daytona’ inserts in Nero. Presenting superbly, this example is also fitted with air conditioning. Today the speedo displays just 580 miles since restoration, and is offered for sale from a prominent collection including the Le Mans class-winning Daytona Competizione. This Daytona is on site and available to view at our showrooms outside London immediately. 1973 Ferrari 365 GTB/4 'Daytona' Spider Conversion 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 24-0309012 FEATURED BY SPEEDHOLICS Sold 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 1968, Ferrari saw it fit to replace the four-year-old 275 GTB/4. The 365 the GTB/4 was introduced and Ferrari enthusiasts took it upon themselves to dub it the Daytona in honour of Ferrari's 24 Hours of Daytona win. The nickname was so popular that the GTB/4 became almost more noticeable under its nickname than its given name. The 365 GTB/4 Berlinetta, that replaced the earlier 275 GTB/4, differed dramatically in styling, though the tubular steel chassis bore many similarities to its predecessor and provided superior balance. Where the curvaceous 275 GTB/4 was clearly a traditional Pininfarina design, the 365 GTB/4 was at once modern, edgy, sleek and forward-looking. Penned by Pininfarina's Leonardo Fioravanti, who continues to maintain an independent styling studio, Fioravanti Srl., outside of Turin, the 365 GTB/4 features a number of styling cues that continue to influence modern Ferrari design. The outgoing 275 GTB/4 lent the basic design of its 60-degree V-12 engine to the 365 GTB/4, though it was enlarged from 3.3 to 4.4 litres or 4,390 cc. Power output rose accordingly. The new engine, designated Tipo 251, delivered 352 bhp and 315 foot-pounds of torque at 7,500 rpm through six Weber twin-choke carburettors. A five-speed manual transaxle was, of course, the only available transmission. Ferrari debuted the new model at the October 1968 Paris Salon. A handful of coupes were produced for customers in the 1968 model year. At the Frankfurt International Auto Show in September 1969, Ferrari unveiled a Spyder version of the car. Supplied new through Sidney Marcus Ltd of North London, after an order through Maranello Concessionaires, this Daytona was supplied new to its first keeper, Mr Kennedy and appropriately registered ‘JGK 1’. Supplied new as a GTB/4, this example was elegantly optioned in Azzurro over Blu. In January 1984, the Daytona was purchased by Mr Robert Jankel, proprietor of both Panther Cars and Jankel Coachbuilding. An eccentric mind for certain, Jankel was known for building extravagant bespoke projects, from the Panther 6, a six-wheeled convertible, powered by a mid-mounted, twin-turbocharged 8 litre V8 to the Bentley Val d’Isere; a practical estate conversion with 4-wheel drive based on the Bentley Turbo R. The Daytona was purchased as Jankel’s personal car and shortly after purchase was entrusted to CP Autokraft for what would be their final of 8 conversions to Spyder configuration. Autokraft are considered to be the most accurate and faithful of the conversions to spyder, with the first conversion taking place after measurements had been taken from a UK supplied RHD factory spyder. At the time of the conversion, the car was repainted black and featured in Jankel literature at the time, as well as wearing his private registration mark, ‘PAN 10’. At the tail end of 1995, Jankel sold the car to William Lo, a Hong Kong based businessman at his London address. Shortly after purchase he moved the car to his residence in Hong Kong, keeping it serviced with Andrew Turner of Italian Motors. The car would pass to Winston Mak whilst still being maintained by Turner. When the time came to sell the car, Turner would step up and purchase the car as Italian Motors. Turner sold the car to Mr John Whyte in Hong Kong on 15th February 1988. Mr Whyte returned the car to the UK two months later, notifying the DVLA in April 1988. This Daytona would pass through two further owners in the UK prior to purchase by its current custodian in 2008. In 2009, the car was entrusted into the car of Cremonini Classic in Modena to complete a comprehensive, bare-metal restoration of the car. Mechanical works were carried out by Sport Auto Modena and once completed in late 2011, the car was finished in Bianco over Bordeaux. This Daytona has been used sparingly since restoration. In 2021, it visited marque specialists Barkaways for a colour change and today presents in Grigio Ferro over Bordeaux with ‘Daytona’ inserts in Nero. Presenting superbly, this example is also fitted with air conditioning. Today the speedo displays just 580 miles since restoration, and is offered for sale from a prominent collection including the Le Mans class-winning Daytona Competizione. This Daytona is on site and available to view at our showrooms outside London immediately. 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

A very special collectors car from the golden era of French Touring Cars. One of only three 'Superproduction' versions of the Renault 5 Turbo ever produced by the factory, 'Ch 3-86', was the actual car used on the Championship-clinching drive by Erik Comas on 25/10/1987 at Pau-Arno. In 1985, Renault selected six brand-new production Renault 5 Turbos to act as donor cars for production-class racing in the French Supertouring Championship. Whilst these cars saw initial success, Renault were determined to win outright in 1987 so, late in 1986, three of the six cars were chosen and heavily re-prepared for the 1987 season to be driven by Frenchmen Jean-Louis Bousquet, Jean Ragnotti and Erik Comas. These three ‘Superproduction’ models were fitted with roll cages by Matter, while chassis development was carried out by technicians at Sonica, who lowered the ride height, widened the track and developed the suspension so that the cars were close to the regulation limit. Renault F3 engine specialists, Sodemo Moteurs, produced a stroked 1419cc version of the R5T engine (nominally 1397cc), Sodemo and SYTEL used their own ECU, ignition and fuel injection systems, designing a new custom inlet manifold for the purpose, and with a wild new camshaft and a new Garret T4/T3 turbocharger with tri-lobe shaft and titanium internals, this particular engine produced 410bhp at 7000rpm using 3.2 bar of boost transmitted to the rear wheels via a five-speed manual gearbox. Renault achieved their aim and Erik Comas won the title in 1987. Renault has confirmed that this very car, 'Ch #3-86', was the actual car used on the championship-clinching drive by Comas on 25/10/1987 at Pau-Arno. Finished in its period-correct and eye-catching blue and red Philips racing livery, the car carries number 25 on the white lower side panels and a host of period sponsorship decals. The most recent service was carried out in 2020 by the Intersport Race Team, comprising mainly routine maintenance to preserve its competitive readiness and mechanical integrity. ‘#3-86’ was recently demonstrated at the ‘Secret Meet’ event at Silverstone and there is a video of this available for interested parties. This Renault 5 Turbo ‘Superproduction’ represents an exceptionally rare and historically significant French Touring Car, combining dramatic widebody styling, a powerful Sodemo Motors turbocharged engine, and proven period racing pedigree. Offered in its original championship-winning livery, it would make a highly collectable centrepiece for any motorsport collection and is capable of serving as a dynamic and capable entrant for significant Motorsport shows and demonstrations around the world. 1987 Renault 5 Turbo 'Superproduction' Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-1222001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Body Colour Red/Blue Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright A very special collectors car from the golden era of French Touring Cars. One of only three 'Superproduction' versions of the Renault 5 Turbo ever produced by the factory, 'Ch 3-86', was the actual car used on the Championship-clinching drive by Erik Comas on 25/10/1987 at Pau-Arno. In 1985, Renault selected six brand-new production Renault 5 Turbos to act as donor cars for production-class racing in the French Supertouring Championship. Whilst these cars saw initial success, Renault were determined to win outright in 1987 so, late in 1986, three of the six cars were chosen and heavily re-prepared for the 1987 season to be driven by Frenchmen Jean-Louis Bousquet, Jean Ragnotti and Erik Comas. These three ‘Superproduction’ models were fitted with roll cages by Matter, while chassis development was carried out by technicians at Sonica, who lowered the ride height, widened the track and developed the suspension so that the cars were close to the regulation limit. Renault F3 engine specialists, Sodemo Moteurs, produced a stroked 1419cc version of the R5T engine (nominally 1397cc), Sodemo and SYTEL used their own ECU, ignition and fuel injection systems, designing a new custom inlet manifold for the purpose, and with a wild new camshaft and a new Garret T4/T3 turbocharger with tri-lobe shaft and titanium internals, this particular engine produced 410bhp at 7000rpm using 3.2 bar of boost transmitted to the rear wheels via a five-speed manual gearbox. Renault achieved their aim and Erik Comas won the title in 1987. Renault has confirmed that this very car, 'Ch #3-86', was the actual car used on the championship-clinching drive by Comas on 25/10/1987 at Pau-Arno. Finished in its period-correct and eye-catching blue and red Philips racing livery, the car carries number 25 on the white lower side panels and a host of period sponsorship decals. The most recent service was carried out in 2020 by the Intersport Race Team, comprising mainly routine maintenance to preserve its competitive readiness and mechanical integrity. ‘#3-86’ was recently demonstrated at the ‘Secret Meet’ event at Silverstone and there is a video of this available for interested parties. This Renault 5 Turbo ‘Superproduction’ represents an exceptionally rare and historically significant French Touring Car, combining dramatic widebody styling, a powerful Sodemo Motors turbocharged engine, and proven period racing pedigree. Offered in its original championship-winning livery, it would make a highly collectable centrepiece for any motorsport collection and is capable of serving as a dynamic and capable entrant for significant Motorsport shows and demonstrations around the world. Other Cars from Iconic Auctioneers Ltd 1965-Jaguar-E-Type-4.2-01.webp 1965-Jaguar-E-Type-4.2-02.webp 1965-Jaguar-E-Type-4.2-15.webp 1965-Jaguar-E-Type-4.2-01.webp 1/15 1965 Jaguar E-Type 4.2 Iconic Auctioneers Ltd United Kingdom 1975-De-Tomaso-Pantera-GTS-01.webp 1975-De-Tomaso-Pantera-GTS-02.webp 1975-De-Tomaso-Pantera-GTS-09.webp 1975-De-Tomaso-Pantera-GTS-01.webp 1/8 1975 De Tomaso Pantera GTS Iconic Auctioneers Ltd United Kingdom 1976-Lamborghini-Espada-Series-III-01.webp 1976-Lamborghini-Espada-Series-III-02.webp 1976-Lamborghini-Espada-Series-III-15.webp 1976-Lamborghini-Espada-Series-III-01.webp 1/15 1976 Lamborghini Espada Series III Iconic Auctioneers 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

The 250 GT/E was manufactured by Ferrari from 1960 to 1963. It belongs to the wide-ranging model family of the Ferrari 250 GT, with which it shares essential elements of drive technology and chassis. The 250 GTE 2+2 was Ferrari’s first produced four-seater and, with a production of 950 units, the most successful single model of the brand up to that time. The current owner acquired the vehicle presented here in a very good original condition in Italy a few years ago. He then had the car extensively partially restored by a specialist in Germany. Among other things, the engine was completely overhauled, the paintwork was renewed on bare metal and the original leather upholstery was carefully reworked. The work is documented by invoices for approx. 230.000,- €. The vehicle was certified by Ferrari Classiche. The timeless Pininfarina styling with the Grand Tourer practicality of the 250 GTE 2+2 makes this Ferrari with its outstanding driving characteristics a versatile, reliable touring car. Equipment Radio, disc brakes, Borrani spoked wheels 1961 Ferrari 250 GT/E Serie II 2+2 Thiesen Hamburg GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-1212001 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 12-cylinder V-engine, 2.953 cm³, approx. 240 hp, 4-speed transmission with overdrive (factory data) Colour Grigio metallizzato Interior Leather Pelle Rossa Gearbox Manual shift Drive Left Power 240 PS Thiesen Hamburg GmbH Griegstraße, 73 Hamburg Germany Contact details sales@thiesen-automobile.com +49 (0) 40 / 450 343 - 0 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The 250 GT/E was manufactured by Ferrari from 1960 to 1963. It belongs to the wide-ranging model family of the Ferrari 250 GT, with which it shares essential elements of drive technology and chassis. The 250 GTE 2+2 was Ferrari’s first produced four-seater and, with a production of 950 units, the most successful single model of the brand up to that time. The current owner acquired the vehicle presented here in a very good original condition in Italy a few years ago. He then had the car extensively partially restored by a specialist in Germany. Among other things, the engine was completely overhauled, the paintwork was renewed on bare metal and the original leather upholstery was carefully reworked. The work is documented by invoices for approx. 230.000,- €. The vehicle was certified by Ferrari Classiche. The timeless Pininfarina styling with the Grand Tourer practicality of the 250 GTE 2+2 makes this Ferrari with its outstanding driving characteristics a versatile, reliable touring car. Equipment Radio, disc brakes, Borrani spoked wheels Other Cars from Thiesen Hamburg GmbH 1999-Ferrari-360-Modena-01.webp 1999-Ferrari-360-Modena-02.webp 1999-Ferrari-360-Modena-15.webp 1999-Ferrari-360-Modena-01.webp 1/15 1999 Ferrari 360 Modena Thiesen Hamburg GmbH Germany 1997-Ferrari-F355-GTS-01.webp 1997-Ferrari-F355-GTS-02.webp 1997-Ferrari-F355-GTS-20.webp 1997-Ferrari-F355-GTS-01.webp 1/20 1997 Ferrari F355 GTS Thiesen Hamburg GmbH Germany 1969-Mercedes-Benz-280SL-01.webp 1969-Mercedes-Benz-280SL-02.webp 1969-Mercedes-Benz-280SL-20.webp 1969-Mercedes-Benz-280SL-01.webp 1/20 1969 Mercedes-Benz 280SL Thiesen Hamburg GmbH Germany Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Group B homologation rules created a platform for manufacturers to develop and introduce daring new technologies. No make encapsulated that ambition quite like Audi, which took the four-wheel-drive concept from the farmyard to the special stage, changing the sport of rallying forever and creating one of the most sought-after model ranges in automotive history. Famed for its thrilling battles with close rival Lancia (and later, Peugeot), for the true petrolhead the definitive Group B rally car is the Audi quattro S1 E2. Audi had already been entering successful Works quattros in Group IV before the FIA changed the homologation categories. And while Group B regulations would eventually lead to incredible speeds and an unmanageable level of danger, they also drove automotive development. While other manufacturers scrabbled to catch up—Lancia beginning development of its Delta S4 in 1983—it became clear that Audi had chosen the right development path, highlighted by dominant rally victories and three Drivers’ and Manufacturers’ World Championships by 1984. The quattro’s Achilles' heel was weight and its distribution. The introduction of the Sport quattro in 1984 was supposed to be a major step-change for the programme, but drivers struggled to get to grips with a car that produced prodigious amounts of power but handled on its nose. 1984 World Champion Stig Blomqvist avoided using the shorter-wheelbase quattro until his title was all but secured. For 1985, these fundamental problems would have to be sorted if the challenges from Peugeot and Lancia were to be fought off. The E2 finally made its debut in August in 1985. Based on the Sport quattro, it still utilised the same five-cylinder alloy-block with a 20-valve aluminium head. Cooled air was forced into the engine by an enormous KKK turbocharger, and in the words of Walter Röhrl, “the engine was always blowing off pressure and banging explosions into the countryside. No car was like that.” Ultimately, the power output was approximately 550 horsepower, which is widely believed to be the highest of any Group B car. In a test, an E2 sprinted from 0 to 100 mph (160 km/h) in a spleen-rupturing 8.9 seconds. One of the big features of the E2 was weight reduction and distribution, with many heavy parts being shifted to the rear, including the radiator, fans, and even the alternator at one point. Keen to maximise any possible advantage, Audi engineers argued with the FIA that some of the aerodynamics were required for cooling at the rear. While there were big mechanical changes, the most recognisable aspect of the E2 is the bodywork, much of which was carbon-Kevlar composite in order to make the 1,100-kilogram minimum weight. The composite panels were shaped in a wind-tunnel for maximum downforce in an effort to transfer as much of the enormous power to the road surface as possible. This S1 E2 was designated the Audi internal number of RE10 (denoted by bodyshell preparer Matter), and registered IN-NP 31 in Ingolstadt on 5 November 1985. It was assigned to former World Rally Champion Hannu Mikkola and Arnie Hertz for the 1985 Lombard RAC Rally. Mikkola had a slow start to the rally finishing 9th on the first stage, but made consistent progress until he was leading overall from SS14. He commanded an unassailable lead with three stage victories until SS22, when an engine problem forced his retirement. This issue handed the rally lead and eventual win to Lancia, which was debuting its new Delta S4 in the WRC. Following the RAC Rally, this quattro was used as a training and test car for the 1986 Rallye de Portugal. After Group B was outlawed, this S1 E2 was sold to Michael Gabel on 8 May 1985. Gabel was a good client of Audi and a well-known collector. The new owner wanted to drive his 550 horsepower rocket ship on the road so requested some modifications to make RE10 more civilised. These included glass windows, a fly-off handbrake, and an opaque rear window to apparently cut out glare. Gabel kept this Audi until 1998, when it passed into the hands of Eckhard Homan. Mr. Homan used it in Reinhard Klein’s “Slowly Sideways” demonstration group for a few years before it was sold to ex-European and German Rally Champion Armin Schwarz. Schwarz also enjoyed this E2 in demonstration events before selling it to a well-known rally collection in 2012. During its time in this collection, RE10 was subjected to a full restoration including a bare metal respray—photos are on file. Since being acquired by The Gran Turismo Collection in 2020, the car has been used for demonstration and has been kept in very good mechanical condition by BGM Sport. Only 15 quattro S1 E2s are believed to exist of the 20 built by Audi. Of these 15, only six competed in a WRC rally, and just four are in private hands today. Of this hallowed quartet, RE10 has led one of the most charmed lives since its Works career. Today, it presents as an outstanding example of Group B’s most fearsome exponent. No major Group B collection should be without an S1 E2, and the opportunity to acquire such a fine example—let alone one that led the RAC Rally at the hands of Mikkola—is unlikely to be repeated. 1985 Audi Sport quattro S1 E2 Group B 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 22-1103001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright To be offered on Saturday, 5 November 2022 From The Gran Turismo Collection MARLBOROUGH HOUSE 5 NOVEMBER 2022 Neil Fraser ©2022 Courtesy of RM Sotheby's Chassis No. WAUZZZ85ZGA905010 Part of The Gran Turismo Collection The ultimate evolution of Audi’s quattro Group B programme Campaigned by Hannu Mikkola at the 1985 Lombard RAC Rally Highly original and fully restored; an outstanding example of the car that defined the quattro legend One of the few S1 E2s outside of factory ownership with WRC history 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 Group B homologation rules created a platform for manufacturers to develop and introduce daring new technologies. No make encapsulated that ambition quite like Audi, which took the four-wheel-drive concept from the farmyard to the special stage, changing the sport of rallying forever and creating one of the most sought-after model ranges in automotive history. Famed for its thrilling battles with close rival Lancia (and later, Peugeot), for the true petrolhead the definitive Group B rally car is the Audi quattro S1 E2. Audi had already been entering successful Works quattros in Group IV before the FIA changed the homologation categories. And while Group B regulations would eventually lead to incredible speeds and an unmanageable level of danger, they also drove automotive development. While other manufacturers scrabbled to catch up—Lancia beginning development of its Delta S4 in 1983—it became clear that Audi had chosen the right development path, highlighted by dominant rally victories and three Drivers’ and Manufacturers’ World Championships by 1984. The quattro’s Achilles' heel was weight and its distribution. The introduction of the Sport quattro in 1984 was supposed to be a major step-change for the programme, but drivers struggled to get to grips with a car that produced prodigious amounts of power but handled on its nose. 1984 World Champion Stig Blomqvist avoided using the shorter-wheelbase quattro until his title was all but secured. For 1985, these fundamental problems would have to be sorted if the challenges from Peugeot and Lancia were to be fought off. The E2 finally made its debut in August in 1985. Based on the Sport quattro, it still utilised the same five-cylinder alloy-block with a 20-valve aluminium head. Cooled air was forced into the engine by an enormous KKK turbocharger, and in the words of Walter Röhrl, “the engine was always blowing off pressure and banging explosions into the countryside. No car was like that.” Ultimately, the power output was approximately 550 horsepower, which is widely believed to be the highest of any Group B car. In a test, an E2 sprinted from 0 to 100 mph (160 km/h) in a spleen-rupturing 8.9 seconds. One of the big features of the E2 was weight reduction and distribution, with many heavy parts being shifted to the rear, including the radiator, fans, and even the alternator at one point. Keen to maximise any possible advantage, Audi engineers argued with the FIA that some of the aerodynamics were required for cooling at the rear. While there were big mechanical changes, the most recognisable aspect of the E2 is the bodywork, much of which was carbon-Kevlar composite in order to make the 1,100-kilogram minimum weight. The composite panels were shaped in a wind-tunnel for maximum downforce in an effort to transfer as much of the enormous power to the road surface as possible. This S1 E2 was designated the Audi internal number of RE10 (denoted by bodyshell preparer Matter), and registered IN-NP 31 in Ingolstadt on 5 November 1985. It was assigned to former World Rally Champion Hannu Mikkola and Arnie Hertz for the 1985 Lombard RAC Rally. Mikkola had a slow start to the rally finishing 9th on the first stage, but made consistent progress until he was leading overall from SS14. He commanded an unassailable lead with three stage victories until SS22, when an engine problem forced his retirement. This issue handed the rally lead and eventual win to Lancia, which was debuting its new Delta S4 in the WRC. Following the RAC Rally, this quattro was used as a training and test car for the 1986 Rallye de Portugal. After Group B was outlawed, this S1 E2 was sold to Michael Gabel on 8 May 1985. Gabel was a good client of Audi and a well-known collector. The new owner wanted to drive his 550 horsepower rocket ship on the road so requested some modifications to make RE10 more civilised. These included glass windows, a fly-off handbrake, and an opaque rear window to apparently cut out glare. Gabel kept this Audi until 1998, when it passed into the hands of Eckhard Homan. Mr. Homan used it in Reinhard Klein’s “Slowly Sideways” demonstration group for a few years before it was sold to ex-European and German Rally Champion Armin Schwarz. Schwarz also enjoyed this E2 in demonstration events before selling it to a well-known rally collection in 2012. During its time in this collection, RE10 was subjected to a full restoration including a bare metal respray—photos are on file. Since being acquired by The Gran Turismo Collection in 2020, the car has been used for demonstration and has been kept in very good mechanical condition by BGM Sport. Only 15 quattro S1 E2s are believed to exist of the 20 built by Audi. Of these 15, only six competed in a WRC rally, and just four are in private hands today. Of this hallowed quartet, RE10 has led one of the most charmed lives since its Works career. Today, it presents as an outstanding example of Group B’s most fearsome exponent. No major Group B collection should be without an S1 E2, and the opportunity to acquire such a fine example—let alone one that led the RAC Rally at the hands of Mikkola—is unlikely to be repeated. 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

1968 Jaguar XKE Roadster Series 1.5 Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0826011 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN 1E17077 Exterior Color Green Interior Color Black leather Engine 4.2Litre inline 6-cylinder 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. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Other Cars from 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