The E-Type Jaguar debuted at the 1961 Geneva Motorshow as a replacement for the hugely successful Jaguar XK150. The new E-Type was nothing short of a revelation, with its heady blend of supercar performance, breath taking styling and low price tag, the newcomer left its rivals reeling and customers desperate to own one. Designed by William Lyons and Malcolm Sayer, the E-Type was launched in 1961 in both fixed head coupe and roadster form with design inspiration taken from the Le-Mans winning D-Type sports racer. Built around a steel monocoque chassis with a front sub-frame to cradle the engine, all-round independent suspension using coil springs and dampers to the rear with torsion bars and wishbones to the front. Brakes were Dunlop discs all round, mounted inboard to the rear alongside the differential to reduce un-sprung weight. Powered by Jaguar’s XK 3.8 litre twin-cam straight six engine, the E-Type offered breath taking performance to rival both Ferrari and Aston Martin. The 3.8 litre engine was increased to 4.2 litres in October 1964. The 4.2 litre engine produced 265bhp and boasted a top speed of 150 mph and a 0-60 mph time of just under 7 secs. A 2+2 version of the coupe was introduced in 1966 with a 9” longer body and offers seating for four occupants. The Jaguar E-Type 4.2 Series II (chassis number 1R26588) offered here at Autostorico is finished in Opalescent Blue metallic with red leather interior. This original LHD example was manufactured on 8th July 1969 and supplied new by British Leyland New York to its first owner. Remaining in the USA until 1995 when it returned to the UK. Spending its early life in the USA before returning to UK shores in 1995. Purchased by its current owner who undertook a sympathetic restoration. Works included removing the engine and gearbox and stripping the whole body, before a respray was carried out. The car was also subject to a full mechanical overhaul including engine, gearbox, and suspension rebuild. Other notable works included overhauling the braking system and interior re-trim. Offered for sale with a current V5 registration document and history file including numerous invoices, heritage certificate and other related material. 1969 Jaguar E-Type 4.2 Series II LHD Coupe Autostorico Partners LLP If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-1014005 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Jaguar-XK150- Dealer This Car Contact the Dealer I am Interested Legal & Copyright Configuration Left Hand Drive Engine 4200 Transmission Manual Autostorico Partners LLP Unit 5, Lys Mill Howe Road Watlington United Kingdom Contact details sales@autostorico.co.uk +44 (0)1491 917444 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The E-Type Jaguar debuted at the 1961 Geneva Motorshow as a replacement for the hugely successful Jaguar XK150. The new E-Type was nothing short of a revelation, with its heady blend of supercar performance, breath taking styling and low price tag, the newcomer left its rivals reeling and customers desperate to own one. Designed by William Lyons and Malcolm Sayer, the E-Type was launched in 1961 in both fixed head coupe and roadster form with design inspiration taken from the Le-Mans winning D-Type sports racer. Built around a steel monocoque chassis with a front sub-frame to cradle the engine, all-round independent suspension using coil springs and dampers to the rear with torsion bars and wishbones to the front. Brakes were Dunlop discs all round, mounted inboard to the rear alongside the differential to reduce un-sprung weight. Powered by Jaguar’s XK 3.8 litre twin-cam straight six engine, the E-Type offered breath taking performance to rival both Ferrari and Aston Martin. The 3.8 litre engine was increased to 4.2 litres in October 1964. The 4.2 litre engine produced 265bhp and boasted a top speed of 150 mph and a 0-60 mph time of just under 7 secs. A 2+2 version of the coupe was introduced in 1966 with a 9” longer body and offers seating for four occupants. The Jaguar E-Type 4.2 Series II (chassis number 1R26588) offered here at Autostorico is finished in Opalescent Blue metallic with red leather interior. This original LHD example was manufactured on 8th July 1969 and supplied new by British Leyland New York to its first owner. Remaining in the USA until 1995 when it returned to the UK. Spending its early life in the USA before returning to UK shores in 1995. Purchased by its current owner who undertook a sympathetic restoration. Works included removing the engine and gearbox and stripping the whole body, before a respray was carried out. The car was also subject to a full mechanical overhaul including engine, gearbox, and suspension rebuild. Other notable works included overhauling the braking system and interior re-trim. Offered for sale with a current V5 registration document and history file including numerous invoices, heritage certificate and other related material. Other Cars from Autostorico Partners LLP 1979-Ford-RS2000-Custom-01.jpg 1979-Ford-RS2000-Custom-02.jpg 1979-Ford-RS2000-Custom-15.jpg 1979-Ford-RS2000-Custom-01.jpg 1/15 1979 Ford RS2000 Custom Autostorico Partners LLP United Kingdom 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1997-Ford-GT40-Evocation-by-GTD-02.jpg 1997-Ford-GT40-Evocation-by-GTD-15.jpg 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1/15 1997 Ford GT40 Evocation by GTD Autostorico Partners LLP United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

One of just 275 4.9 Liter Bora's produced Maserati's first mid-engine V8 Supercar Featured innovations like hydraulically operated headlights and seat/pedal box adjustments, telescoping and movable steering wheel, and a 177mph Top Speed Iconic Styling by Giorgetto Giugiaro's Italdesign Matching-Numbers, US-delivered example Verified by a complete set of Maserati Classiche Records AM117/US*724* was manufactured in October 1973 Sold new through MAI of Los Angeles, California Wearing Bianco Polo Park (White) paintwork over Red Connolly Leather With (x5) Campagnolo Cast Wheels, 5-Speed ZF Gearbox, and Standard Accessories Highly Preserved in Striking Original Livery Further equipped with Campagnolo alloy wheels, and 5-Speed ZF transaxle Retains Original Upholstery and Appointments Desirable Slim Chrome Bumpers 37,100 Recorded Miles 2015 Engine Rebuild by Vantage Motors From 10 Years of Ownership with Regular Servicings, recent Notable Repairs with Invoices: 2014 Ted's Citroen Service – Assess and repair hydraulic system 2014 South Texas Antique Electronics – Restored 1973 Blaupunkt Bamberg CR w/ Bluetooth Conversion. New Speakers 2014 Palo Alto - Restored Original Quartz Clock 2014 Will's Imports - Rebuilt Headlight Cylinder 2014 Brakes and Clutch Components 2015 Vantage Motors – Full Engine Rebuild. All bearing seals, gaskets, timing chains, cylinder sleeves, pistons, valves, rings, etc. As well as cosmetic refinishing. Over $25,000 Invested 2015 Vantage Motors – Custom Aluminum Radiator and Cooling, All New Fluids and Lighting, Uprated Alternator, Cooling Engine Belly Pan, Mount Bumpers. $8,700 Invested 2019 Ax and Allies Automotive – Shifter Linkage Repairs 2022 Ax and Allies Automotive – Brake and parking Brake Adjustments/Repairs, New Brake Accumulators and Spheres. Nearly $2,500 Invested Spring 2023 Inspection & Detailing Supported by an Original Use and Maintenance Manual, Blaupunkt Radio Manuals, Spare Parts Catalog (bound copy), Extra Sets of Keys, Record Binder, Matching Spare Tire Assembly with Cover, Jack/Wrench/Spare Belts/Oil/Filter and Emergency Accessories Accompanying Maserati Classiche Documentation: 1) The Certificate of Origin – An official document signed by a Maserati Authorized Representative, which contains: Date of production, factory name when the car was produced, model, chassis number, engine type, n° of cylinders, displacement, engine number, type of body. This document, due to the fact that it is signed by a Maserati Authorized Representative, is usually used as an "official" document when requested for special registration to "Classic" associations. Details about the engine, details about the engine test and (when available) information about external color, interior, keys and carpets. 2) A Document containing the Cars Technical and Aesthetic characteristics (document on parchment paper) – Including: Date of production, model, chassis number, engine number, displacement and fuel system, n° of cylinders, type of gearbox, type of body, rims, external color with code, interior with leather code, accessories. 3) A true copy of the original Delivery Note (document on parchment paper) - It's the original delivery note to the Dealership when the car left the factory. The Maserati's hydraulics, mechanical and electrical systems appear to be in proper working and sorted order, including the air conditioning, all interior and exterior lights, signals, clock, and Blaupunkt radio (with Bluetooth upgrade). AM117/US*724* is an outstanding representative of the coveted Maserati Bora 4.9, well presented and thoughtfully preserved. The car is further supported by books, tools, and emergency accessories. One of the finest Maserati Bora 4.9L on the market today! Priced to sell! $186,500.00 Will Not Last! The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. All advertised prices exclude government fees and taxes, any finance charges, any dealer document preparation charge, and shipping expenses. Vehicles are subject to prior sale. DriverSource is not liable for any errors, omissions, or mistakes. 1974 Maserati Bora Driver Source Fine Motorcars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0728007 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Vin AM11749US724 Engine AM107/11/49*724* (Matching Numbers) External Color Bianco Polo Park (White) Interior Red Connolly Leather Optional External Mirror Production October 1973 Driver Source Fine Motorcars 14750 Memoriaö Drive Huston Texas Contact details sales@driversource.com 1 (281) 497-1000 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright One of just 275 4.9 Liter Bora's produced Maserati's first mid-engine V8 Supercar Featured innovations like hydraulically operated headlights and seat/pedal box adjustments, telescoping and movable steering wheel, and a 177mph Top Speed Iconic Styling by Giorgetto Giugiaro's Italdesign Matching-Numbers, US-delivered example Verified by a complete set of Maserati Classiche Records AM117/US*724* was manufactured in October 1973 Sold new through MAI of Los Angeles, California Wearing Bianco Polo Park (White) paintwork over Red Connolly Leather With (x5) Campagnolo Cast Wheels, 5-Speed ZF Gearbox, and Standard Accessories Highly Preserved in Striking Original Livery Further equipped with Campagnolo alloy wheels, and 5-Speed ZF transaxle Retains Original Upholstery and Appointments Desirable Slim Chrome Bumpers 37,100 Recorded Miles 2015 Engine Rebuild by Vantage Motors From 10 Years of Ownership with Regular Servicings, recent Notable Repairs with Invoices: 2014 Ted's Citroen Service – Assess and repair hydraulic system 2014 South Texas Antique Electronics – Restored 1973 Blaupunkt Bamberg CR w/ Bluetooth Conversion. New Speakers 2014 Palo Alto - Restored Original Quartz Clock 2014 Will's Imports - Rebuilt Headlight Cylinder 2014 Brakes and Clutch Components 2015 Vantage Motors – Full Engine Rebuild. All bearing seals, gaskets, timing chains, cylinder sleeves, pistons, valves, rings, etc. As well as cosmetic refinishing. Over $25,000 Invested 2015 Vantage Motors – Custom Aluminum Radiator and Cooling, All New Fluids and Lighting, Uprated Alternator, Cooling Engine Belly Pan, Mount Bumpers. $8,700 Invested 2019 Ax and Allies Automotive – Shifter Linkage Repairs 2022 Ax and Allies Automotive – Brake and parking Brake Adjustments/Repairs, New Brake Accumulators and Spheres. Nearly $2,500 Invested Spring 2023 Inspection & Detailing Supported by an Original Use and Maintenance Manual, Blaupunkt Radio Manuals, Spare Parts Catalog (bound copy), Extra Sets of Keys, Record Binder, Matching Spare Tire Assembly with Cover, Jack/Wrench/Spare Belts/Oil/Filter and Emergency Accessories Accompanying Maserati Classiche Documentation: 1) The Certificate of Origin – An official document signed by a Maserati Authorized Representative, which contains: Date of production, factory name when the car was produced, model, chassis number, engine type, n° of cylinders, displacement, engine number, type of body. This document, due to the fact that it is signed by a Maserati Authorized Representative, is usually used as an "official" document when requested for special registration to "Classic" associations. Details about the engine, details about the engine test and (when available) information about external color, interior, keys and carpets. 2) A Document containing the Cars Technical and Aesthetic characteristics (document on parchment paper) – Including: Date of production, model, chassis number, engine number, displacement and fuel system, n° of cylinders, type of gearbox, type of body, rims, external color with code, interior with leather code, accessories. 3) A true copy of the original Delivery Note (document on parchment paper) - It's the original delivery note to the Dealership when the car left the factory. The Maserati's hydraulics, mechanical and electrical systems appear to be in proper working and sorted order, including the air conditioning, all interior and exterior lights, signals, clock, and Blaupunkt radio (with Bluetooth upgrade). AM117/US*724* is an outstanding representative of the coveted Maserati Bora 4.9, well presented and thoughtfully preserved. The car is further supported by books, tools, and emergency accessories. One of the finest Maserati Bora 4.9L on the market today! Priced to sell! $186,500.00 Will Not Last! The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. All advertised prices exclude government fees and taxes, any finance charges, any dealer document preparation charge, and shipping expenses. Vehicles are subject to prior sale. DriverSource is not liable for any errors, omissions, or mistakes. Other Cars from Driver Source Fine Motorcars 1984-Ferrari-512-BBi-01.webp 1984-Ferrari-512-BBi-02.webp 1984-Ferrari-512-BBi-15.webp 1984-Ferrari-512-BBi-01.webp 1/15 1984 Ferrari 512 BBi Driver Source Fine Motorcars United States 1981-Mercedes-Benz-500-SL-01.webp 1981-Mercedes-Benz-500-SL-02.webp 1981-Mercedes-Benz-500-SL-20.webp 1981-Mercedes-Benz-500-SL-01.webp 1/20 1981 Mercedes-Benz 500 SLC Driver Source Fine Motorcars United States 1973-Ferrari-246-GTS-Dino-01.webp 1973-Ferrari-246-GTS-Dino-02.webp 1973-Ferrari-246-GTS-Dino-15.webp 1973-Ferrari-246-GTS-Dino-01.webp 1/15 1973 Ferrari 246 GTS Dino Driver Source Fine Motorcars 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

Offered for sale is an exceptional 1971 Ferrari 365 GTB/4 Daytona Berlinetta, finished in Rosso Nearco and black leather interior. This specific example has undergone an extensive refurbishment between 2009 and 2012, and has since been meticulously maintained as one of the cleanest Daytona's we've seen. Chassis 14229 here is a US-market example, with a numbers-matching 4.4-liter Colombo V12 mated to a five-speed manual transaxle. Fitted with 15" five-spoke magnesium alloy wheels with Borrani knock-off hubs, and Michelin XWX tires 215/70 front, 225/70 rear from 2017. Additional ammenities include air conditioning, power windows, a Becker Mexico cassette radio, with a fully independent suspension and ventilated disc brakes. A full mechanical restoration was performed between 2009-2010 by Francorchamps of America and FAI Marco in Costa Meca, California. A full exterior respray was completed in 2011 by Byers Custom Auto and Body in Auburn, Washington. Upholstery work was completed in 2012 by McFarland Upholstery of Puyallup, Washington. Over $110,000 in records of refurbishment is included in the sale. In additional, a full Marcel Massini Report from 2021 has been performed. Recent service was completed by the previous owner in 2021 that included a rebuild of the alternator, fresh fluids and filters, a new US-spec exhaust, and a compression test. 1971 Ferrari 365 GTB/4 Mouse Motors LLC 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 23-0911012 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Colour Rosso Neapko Location Chicago Driver Position LHD - Rosso Nearco Exterior Black Leather Interior 4.4L Colombo V12 Full Mechanical, Interior, and Exterior Refurbishment Marcel Massini Report Over $110,000 in Refurbishment Records Mouse Motors LLC 5758 W Fillmore St Chicago Illinois Contact details info@mouse-motors.com +1 312-244-5220 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 Offered for sale is an exceptional 1971 Ferrari 365 GTB/4 Daytona Berlinetta, finished in Rosso Nearco and black leather interior. This specific example has undergone an extensive refurbishment between 2009 and 2012, and has since been meticulously maintained as one of the cleanest Daytona's we've seen. Chassis 14229 here is a US-market example, with a numbers-matching 4.4-liter Colombo V12 mated to a five-speed manual transaxle. Fitted with 15" five-spoke magnesium alloy wheels with Borrani knock-off hubs, and Michelin XWX tires 215/70 front, 225/70 rear from 2017. Additional ammenities include air conditioning, power windows, a Becker Mexico cassette radio, with a fully independent suspension and ventilated disc brakes. A full mechanical restoration was performed between 2009-2010 by Francorchamps of America and FAI Marco in Costa Meca, California. A full exterior respray was completed in 2011 by Byers Custom Auto and Body in Auburn, Washington. Upholstery work was completed in 2012 by McFarland Upholstery of Puyallup, Washington. Over $110,000 in records of refurbishment is included in the sale. In additional, a full Marcel Massini Report from 2021 has been performed. Recent service was completed by the previous owner in 2021 that included a rebuild of the alternator, fresh fluids and filters, a new US-spec exhaust, and a compression test. Other Cars from Mouse Motors LLC 1987-Sauber-Mercedes-C9-01.webp 1987-Sauber-Mercedes-C9-02.webp 1987-Sauber-Mercedes-C9-15.webp 1987-Sauber-Mercedes-C9-01.webp 1/15 1987 Sauber-Mercedes C9 Mouse Motors LLC United States 1991-Jaguar-XJR-14-01.webp 1991-Jaguar-XJR-14-02.webp 1991-Jaguar-XJR-14-15.webp 1991-Jaguar-XJR-14-01.webp 1/15 1991 Jaguar XJR-14 Mouse Motors LLC United States 1989-Mazda-767B-01.webp 1989-Mazda-767B-02.webp 1989-Mazda-767B-10.webp 1989-Mazda-767B-01.webp 1/10 1989 Mazda 767B Mouse Motors LLC 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

The Porsche 914-6, launched in 1970, was a bold departure from Porsche tradition. It was a mid-engine sports car developed in collaboration with Volkswagen. While the base 914 models had less power, this 914-6 Roadster packed a 2.7RS flat-six engine from the 911, turning this lightweight chassis into a true performance machine! With it's sharp handling and low center of gravity, it became a formidable competitor in motorsport. This example is signed by Jürgen Barth, a racing driver and Porsche engineer who helped bring glory to many overlooked models. Barth had a deep technical understanding of Porsche machinery and played a key role in developing and driving various competition cars. He drove a 914-6 GT in endurance racing.Though the 914-6 was produced in limited numbers and often underestimated, drivers like Barth helped create its legacy as a true driver's car and a worthy place in Porsche history. Finished in Canary yellow with leatherette black interior, metal GT fenders and tinted glass, Ready for lot's of FUN!! 1970 Porsche 914-6 Speed8 Classics If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0604006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Belgium Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 2.7/6cil/210Hp Speed8 Classics Lierselei 130 Malle Belgium Contact details info@speed8classics.com +32 473 323 725 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Porsche 914-6, launched in 1970, was a bold departure from Porsche tradition. It was a mid-engine sports car developed in collaboration with Volkswagen. While the base 914 models had less power, this 914-6 Roadster packed a 2.7RS flat-six engine from the 911, turning this lightweight chassis into a true performance machine! With it's sharp handling and low center of gravity, it became a formidable competitor in motorsport. This example is signed by Jürgen Barth, a racing driver and Porsche engineer who helped bring glory to many overlooked models. Barth had a deep technical understanding of Porsche machinery and played a key role in developing and driving various competition cars. He drove a 914-6 GT in endurance racing.Though the 914-6 was produced in limited numbers and often underestimated, drivers like Barth helped create its legacy as a true driver's car and a worthy place in Porsche history. Finished in Canary yellow with leatherette black interior, metal GT fenders and tinted glass, Ready for lot's of FUN!! Other Cars from Speed8 Classics 1973-Iso-Grifo-Series-2-01.jpeg 1973-Iso-Grifo-Series-2-02.jpg 1973-Iso-Grifo-Series-2-15.jpg 1973-Iso-Grifo-Series-2-01.jpeg 1/15 1973 Iso Grifo Series 2 Speed8 Classics Belgium 1978 -De-Tomaso-Longchamp-GTS-01.jpeg 1978 -De-Tomaso-Longchamp-GTS-02.jpg 1978 -De-Tomaso-Longchamp-GTS-10.jpg 1978 -De-Tomaso-Longchamp-GTS-01.jpeg 1/10 1978 De Tomaso Longchamp GTS Speed8 Classics Belgium 1986-Jaguar-XJS-C-01.jpeg 1986-Jaguar-XJS-C-02.jpeg 1986-Jaguar-XJS-C-15.jpeg 1986-Jaguar-XJS-C-01.jpeg 1/15 1986 Jaguar XJS-C Speed8 Classics Belgium 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 January 1953 the first Corvette was proudly displayed at General Motors’ Motorama show, held at the Waldorf Astoria in New York City. The marque’s first sports car, the Corvette was conceived and designed by the legendary Harley Earl, and it was initially powered by a Blue Flame straight-six backed by an automatic transmission. Just 300 examples of the fiberglass-bodied Corvette, all finished in Polo White with red bucket seats, were constructed for its first model year. Immediately recognizing the performance potential latent in this new model, Zachary "Zora" Arkus-Duntov personally wrote then Chevrolet Chief Engineer Ed Cole outlining his desire to work for Chevrolet on the Corvette program. That spring, Arkus-Duntov started his career at Chevrolet as an assistant staff engineer. Born in Brussels, Belgium in 1909, Zora Arkus-Duntov had a passion for all things mechanical from a very young age. He graduated from the University of Charlottenburg in Berlin, Germany in 1934, where he studied mechanical engineering. He later moved to Paris and would eventually serve in the French Air Force during World War II. When the French surrendered, Zora and his family escaped France to Spain, gaining passage on a refugee ship out of Lisbon, Portugal destined for New York City in December 1940. In Manhattan, Zora and his brother Yura started a successful munitions business after the United States entered the war. Following the war, they offered the legendary Ardun overhead valve conversion kits for Ford’s successful flathead V-8 engines. Arkus-Duntov would eventually get into racing himself when he attempted to qualify with a Talbot-Lago for the Indianapolis 500 in 1946 and 1947, sadly not making the cut either year. He would move on to a position with Allard in England, driving for the team at the 24 Hours of Le Mans, first behind the wheel of a Chrysler-powered Allard J2X Le Mans along with Frank Curtis in 1952, and then a Cadillac-powered Allard J2R with Ray Merrick in 1953, unfortunately not finishing either year due to mechanical failures. Porsche took notice of Arkus-Duntov’s talents, offering him a seat in 1954 with their Porsche 550/4 RS Spyder; he and Gonzague Olivier earned a class victory and 14th overall finish. Arkus-Duntov competed in what would be his final Le Mans appearance in 1955, once again driving for Porsche, this time with Auguste Veuillet in a Porsche 550 RS Spyder with the team earning a class win and finishing 13th overall. Arkus-Duntov would bring a different perspective to Chevrolet and the Corvette team, one focused on innovation and performance. The initial version of the Corvette looked great, but it lacked true sports car feel and capability; by 1955, after the popularity of its initial release had faded, so too had sales—despite the addition of an optional 265-cubic-inch V-8 and an optional three-speed synchromesh manual gearbox. The Corvette appeared to be on the chopping block of GM executives, and Arkus-Duntov knew that proving the model’s prowess with performance exercises and racing would be key to its salvation. On 20 December 1955, Arkus-Duntov, behind the wheel of a 1954 Corvette test mule with a new 307-cubic-inch V-8 (a punched-out 283), exceeded 156 mph at GM’s Mesa proving ground. In January 1956, he would pilot a new 1956 Corvette featuring a V-8 with a Duntov camshaft at the NASCAR-sanctioned flying mile at Daytona Beach to a speed of 150.583, giving the Corvette and its new powertrain some great press. It was around this time that American driver John Fitch was hired to manage a factory-supported Corvette racing team. The 12 Hours of Sebring in 1956 would be the first big event for Corvette in competition. Five Corvettes were entered in the race, with Raceway Enterprises #1 Corvette Special piloted by John Fitch and Walt Hansgen starting 1st, ahead of a Ferrari 375 Plus in 2nd. The four other C1 Corvettes would all start in the top seven. The race proved a challenge, but the #1 Corvette Special finished 9th overall and won its class. Ferrari dominated the event with a pair of Scuderia Ferrari 860 Monzas finishing 1-2, followed by a Jaguar D-Type in 3rd. Enthusiasts and amateur racers took notice of the Corvette’s success and sales benefited, nearly reaching the model’s record sales achieved in 1954. There was still something missing from the equation, however: A factory-supported, purpose-built racecar. Chevrolet needed one of their own, especially if they wanted to compete with the likes of Ferrari, Jaguar, Maserati, and Aston Martin. PROJECT XP-64 Harley Earl, the legendary designer and creator of the Corvette, was one of Zora Arkus-Duntov’s supporters within the upper echelons of GM. He respected Arkus-Duntov’s aptitude for engineering and—acknowledging the public appeal of competition racing—recognized Arkus-Duntov’s vision of the Corvette as a true performance car. In support of Arkus-Duntov’s plans, Earl purchased the Jaguar D-Type that had finished 3rd at the 1956 12 Hours of Sebring from Jack Ensley of Indianapolis. He shipped the car to GM and presented the idea of installing a Chevrolet engine in the D-Type and campaigning the car, knowing full well the suggestion would cause a stir. Naturally, when Arkus-Duntov heard this, he respectfully proposed rather than starting with another manufacturer’s car, they create a purpose-built racecar from the ground up—an all-Chevrolet product. Earl’s plan had worked, and the pair justified the project to a surprisingly willing Ed Cole, who himself wanted to compete on the biggest stages of racing. In early October 1956, following approvals from GM’s top brass, Ed Cole, then General Manager of the Chevrolet Motor Division, assigned Zora Arkus-Duntov with the task of building a Chevrolet racecar that would be known internally as Project XP-64, later officially named the Corvette SS (Super Sport). In total, two cars were produced: one fully finished example for competition and display, and a test car/prototype with minimal bodywork affectionately referred to as “The Mule.” Zora Arkus-Duntov hand-picked a talented team of draftsmen, stylists, mechanics, and electricians who worked around the clock to complete the new car, with the lofty goal of campaigning a finished car in 1957. The team operated in a skunkworks-type environment, in a cordoned-off section of the Chevrolet Engineering Center. The new purpose-built racecar was to be an exercise in lightweight construction and aerodynamics with a state-of-the-art powertrain, and to accomplish this, GM studied the successes of similar cars they were trying to emulate from the period. It has long been said that the tubular chassis construction of the Mercedes-Benz 300 SL served as the inspiration for the design Arkus-Duntov would utilize in the SS, building a custom tubular truss-type frame made of chrome-molybdenum tubing. The finished framework weighed in at just 180 pounds, an astonishing achievement. Independent suspension was implemented at the front of the car, with the rear featuring a de Dion setup—a relatively uncommon design that kept unsprung weight low and provided excellent road adhesion, though at the cost of increased complexity. Bringing the SS to a stop was a unique front and rear drum brake system, each with their own individual vacuum assist unit system, operated by one pedal. At the front, composite cast iron brakes with finned outer aluminum drums were mounted at the wheels, while at the rear, brakes were mounted inboard, as on the Mercedes-Benz W 196 R racecars. Steering featured a recirculating ball-type gear with linkage ahead of the front wheels, and a final steering ratio of 12:1 ensured a precise experience for the driver. The body was built by General Motors Styling department, in an agreement by Ed Cole and Harley Earl. In a true test of modern coachbuilding, the body was constructed in lightweight magnesium. The stunning low-slung aerodynamic bodywork was hinged at the front and rear for quick trackside access to either section of the car, with Hartwell flush latches securing the panels. A toothed grille was the sole off-the-shelf nod to the model’s Corvette lineage, while a specially designed low-cut plastic windshield extended into the doors. The interior featured two sport seats, a wood-rimmed steering wheel, and a competition instrumentation layout including a tach, oil and water temp gauges, oil pressure gauge, and clock. A streamlined rollbar/headrest was beautifully integrated into the design of the bodywork. The car rode on quick-change cast magnesium knockoff wheels with special tires. A finishing touch to the SS was a unique airplane-style canopy. The SS was powered by a standard 283-cubic-inch V-8 block with a bore and stroke of 3.875 inches by 3.0 inches. It featured a high-performance camshaft and, in the interest of creating a lightweight final product, incorporated a number of experimental aluminum parts including cylinder heads with solid lifters, water pump, radiator core, and clutch housing, as well as an oil pan cast from magnesium. Each cylinder had its own exhaust pipe that fed into a collector with air then moving through a non-restrictive straight-through type exhaust before exiting on the sides of the car, just in front of the rear wheels. Fueling the 283 was another experimental part: Chevrolet’s Ramjet fuel injection system—again borrowing from European manufacturers like Mercedes-Benz, who used comparable systems in their 300 SL road car and W 196 R racecar. The Ramjet system was fed by two electric fuel pumps pulling from the car’s 43-gallon plastic fuel tank with a shape contoured to fit below the car’s aero body behind the driver. The engine weighed in at 450 pounds—80 pounds less than the engine in a production Corvette. With an output of over 300 horsepower (over 1 horsepower per cubic inch), this was a powerplant poised to put up a fight with the European sports car competition. The engine was backed by an aluminum four-speed close-ratio gearbox, with synchro-mesh in all forward gears. The unit weighed in at just 65 pounds. The differential was a cast unit made of low-weight alloy, and it featured quick-change gears. While final drive was set to 3.55:1, the quick-change unit allowed the ratio to be changed anywhere from 2.63:1 to 4.80:1 depending on usage needs. All of this culminated in a stunning finished product. The aerodynamic, lightweight design of the SS had an impressive power-to-weight ratio the likes of which Detroit had never seen. The SS weighed in at 1,850 pounds dry—nearly 1,000 pounds less than a production Corvette. Equally remarkable was Project XP-64’s incredibly short timetable: Going from drawing board to test track in just five months, the Corvette SS was an unbelievable accomplishment for Chevrolet. 12 HOURS OF SEBRING 1957 Zora Arkus-Duntov had set his sights on competition with the SS, with the goal of competing at Le Mans. First, however, they would need to put the new prototype through its paces at the track. The 12 Hours of Sebring, held yearly in March since 1952, provided the perfect test opportunity. Zora Arkus-Duntov had signed agreements with two well-known American names to drive for Chevrolet for 1957, John Fitch and Carroll Shelby. The Corvette SS was completed just a week before Sebring and arrived just the day before the race, and it is believed that this led to driver changes for the event. Apparently unsure as to whether the SS would even arrive, Shelby took a seat with Roy Salvadori in a Maserati 250S, driving for Maserati. Fitch would sign his former Mercedes-Benz teammate, Italian Piero Taruffi, to join him in driving the SS at Sebring. John Fitch, of Connecticut, was a pilot during World War II with an impressive wartime resume; he was one of only a few American pilots to have shot down a Messerschmitt Me 262 jet. Fitch had survived being shot down, spending the end of the war as a POW. Like many hero pilots, returned home looking to fill the void of combat flying. His outlet was car racing. Fitch opened an MG dealership in White Plains, New York, and began racing cars in the Northeast—initially his own specials and modified MGs—before catching the eye of Briggs Cunningham, for whom he would race for a number of years. Going into 1957, Fitch’s resume included having won the SCCA’s first National Championship in 1951; two 1st class finishes for Cunningham at the 24 Hours of Le Mans; a 1st class finish at the Mille Miglia in 1955 behind the wheel of a Mercedes-Benz 300 SL for Daimler-Benz AG; and four appearances at the 12 Hours of Sebring, finishing 1st overall for Cunningham in 1954, and taking a 1st in class finish the year prior in 1956 in a Chevrolet Corvette Special. An impressive American driver in his own right, Fitch had also managed the Corvette race team in 1956, and his mechanical background allowed him to help teams he raced for to dial in the cars he was piloting. Piero Taruffi initially started his racing career in motorcycles. In 1932, he won the 500-cc European Championship, and later, in 1937, he became a motorcycle land speed record-holder, achieving a top speed of 274.18 km/h. Taruffi competed for six years in Formula One for Alfa Romeo, Scuderia Ferrari, Mercedes-Benz, Maserati, and Vandervell. His one Grand Prix win came for Scuderia Ferrari at the 1952 Swiss Grand Prix, a race in which he also scored the fastest lap. His last podium finish in Formula One came at the 1955 Italian Grand Prix where Taruffi, behind the wheel of an open-wheel Mercedes-Benz W 196 R, finished 2nd behind teammate Juan Manuel Fangio in a W 196 R Streamliner. In addition to Formula One, Taruffi enjoyed a great career in sports car racing. His highlights up until 1957 included a win at the 1951 Carrera Panamericana, alongside co-driver Luigi Chinetti behind the wheel of a Ferrari 212 Inter Vignale, and a 1st-place finish in the 1955 Tour of Sicily, again behind the wheel of a Ferrari. Taruffi, then 50 years old, would later in 1957 go on to win the last Mille Miglia in May for Scuderia Ferrari, driving a 315 S, retiring from racing following the event. Taruffi had raced at Sebring the prior three years for Scuderia Lancia, Luigi Chinetti’s Ferrari, and Maserati. In each appearance, however, a win remained elusive, with 5th being his best finish. But before his retirement, before his win at the last Mille Miglia, Sebring represented the next challenge for Taruffi, then still seeking his first win at Florida’s challenging endurance race. Perhaps, with the experimental Corvette SS, things would be different in 1957. The Corvette SS arrived at Sebring on 22 March 1957, just a day before the race, with mechanics reportedly addressing last-minute items in the truck on the drive down from Michigan. Testing began almost immediately upon arrival and the SS caused quite a stir, drawing the attention of race fans and competitors alike. Arkus-Duntov wisely shipped both the completed Chevrolet Corvette SS and the unfinished prototype, “The Mule,” to Sebring. Following their Friday practice sessions, Juan Manuel Fangio and Stirling Moss approached Duntov to get a closer look at Chevrolet’s new racecar. Following a walkaround, Arkus-Duntov offered “The Mule” to Fangio, who quickly grabbed his helmet and jumped in the car. Fangio completed one lap, returning to the pits concerned with a whistling noise under the hood. Arkus-Duntov explained it was nothing to worry about—just the normal sound of the new Chevrolet fuel injection system. Fangio, happy to hear nothing was broken, enthusiastically left the pits and went out and set a Sebring lap record in The Mule of 3:27, a time 2.4 seconds better than the fastest lap in 1956 set by Mike Hawthorn in a Jaguar D-Type. Moss would take a turn behind the wheel as well, turning in a lap time of 3:28, also beating Hawthorn. The two marveled at the new Chevrolet design. There was no qualifying for Sebring in 1957; starting grid was based on engine size. The Corvette SS, with its 4.6-liter V-8, started first, followed by three Corvettes, and a field littered with Ferraris, Maseratis, Jaguars, and Porsches. At the exciting Le Mans start, Fitch began the race along with the lead pack and would hold 6th place for a number of laps. The speed of the SS was on full display, with the car gapping Jaguar D-Types on Sebring’s long straightaway. It being the car’s first race, however, there were issues. The experimental brake system was touchy and prone to locking up; this proved a problem in practice and the race, leading to flat-spotting the tires. Fitch limped the car to the pits with the engine having died on him. A faulty coil connection was determined to be the problem, and following a 15-minute pit stop, the car was sent out again, with Fitch later forced to swap the coil on the circuit. Things would never fully settle in for the SS. Further problems arose, with the rear suspension chattering and the tires beginning to hit the fenders going over bumps. Not wanting to risk driver safety or damage to the car, Duntov ordered the SS in. Piero Taruffi returned the car to the pits, and the SS retired after 23 laps. The race was eventually won by Juan Manuel Fangio and Jean Behra in a factory Maserati entry 450S, with Stirling Moss and Harry Schell taking 2nd in a factory Maserati 300S, and Mike Hawthorn and Ivor Bueb finishing 3rd in a D-Type for Jaguar Cars North America. For Chevrolet, a positive takeaway from Sebring was a pair of Corvette C1s finishing 1-2 in the GT5.0 class. Following a post-retirement inspection, it was determined that a bushing had failed in the rear suspension, apparently due to incorrect installation. Yet even without the suspension bushing failure or brake issues, the car would have likely been forced to retire early due to an excessively warm cockpit and the drivers’ inability to handle the heat. The Corvette SS’s lightweight magnesium body, while great in theory, proved troublesome, as it conducted heat straight to the cockpit. To combat this, mechanics cut away lower body panels near the exhaust in an effort to dissipate the radiating heat, but this, along with the addition of cockpit insulation, could not bring temperatures back to comfortable levels. Chevrolet Motor Division’s Ed Cole had this to say following the race: “We are quite pleased with the performances of the Corvette SS. The run at Sebring gave us an opportunity to observe, under severe operating conditions, several components we were interested in testing. It proved a design of great promise. When some elements showed signs of deterioration, faster than we thought they should, we felt it best to stop and observe these components rather than continue to point of failure which would complicate further study.” Despite these issues, the SS still impressed, leading many to ask what was next for Chevrolet’s new racecar. Between The Mule and the SS in practice and in the race, Sebring proved Chevrolet’s new racecar was a real American contender—a car that could potentially challenge European supremacy in sports car racing. A FORCED RETIREMENT Following the race on 28 March 1957, a memo circulated within the Chevrolet Engineering department from Dean Bedford Jr. summarizing the SS Corvette’s race at Sebring. The memo outlined what went well, what did not, and what needed to be addressed going into the next race. It is rumored that the magnesium body experiment had run its course and that fiberglass construction would be utilized going forward for the SS. Less than one week later, on 3 April 1957, the Chevrolet Engineering Department received design order 17890, outlining the design and development work needed to be completed on the Corvette SS. The work order specified: “This redesign work is to include such items as brakes, exhaust systems, ventilation of cockpit, engine cooling, and any other design as directed.” It outlined a delivery date of 3 June 1957, three weeks ahead of the world’s ultimate endurance race, the 24 Hours of Le Mans. Then, on 6 June 1957, racing fans and the auto industry alike were hit with shocking news. The Automobile Manufacturers Association (AMA), made up of all the American auto manufacturers, agreed to end factory-supported racing efforts. This decision effectively ended Chevrolet’s Project XP-64 program and any further development or racing of the Corvette SS. Despite only competing in one race, the Corvette SS proved a stunning design exercise and a racecar with great promise, leaving everyone with the burning question…what if? It is said that Chevrolet, prior to Sebring, had applied for and was granted three entries to Le Mans for 1957. The Corvette SS likely would have filled one of those spots. Following the proposed developmental updates, could the SS have foiled what ended up being Jaguar’s third consecutive win with the D-Type? The fate of the second Corvette SS chassis, which underpinned The Mule development car, only fuels speculation about the project’s unrealized potential. The chassis was eventually acquired by GM designer Bill Mitchell and used as the basis of his Project XP-87 Stingray Racer. In addition to presaging the styling of the C2 Corvette, this car was raced, albeit without any official Chevrolet support or Corvette badging, by Dr. Dick “The Flying Dentist” Thompson to an SCCA National Championship victory in 1960. By the end of 1957, Arkus-Duntov was rewarded with his efforts on the Corvette program and promoted to Chevrolet’s Director of High Performance. While unable to achieve Le Mans success with his Corvette SS, he continued to support racing efforts behind the scenes. He aided Briggs Cunningham’s Corvette effort in 1960, a year in which John Fitch and Bob Grossman achieved a class win for Corvette at the 24 Hours of Le Mans, finishing 8th overall. With the SS project officially shut down, the car remained in the ownership of General Motors and was occasionally used for promotional purposes. It was shown at the 1957 Michigan State Fair from 30 August to 8 September. In this period, the SS was featured in numerous publications, including serving as a cover car for Sports Cars Illustrated and Motor Guide magazines. Road & Track, would feature the car, and the Chevrolet team, in their event coverage of the 1957 Sebring 12 Hour race. In 1959 Arkus-Duntov would drive the SS at the Daytona International Speedway, lapping the track at 155 mph, an impressive feat. Arkus-Duntov would later return with the SS to GM’s Mesa Proving Ground, achieving a top speed of 183 mph and proving just how potent the SS was. On 29 November 1960, Zora Arkus-Duntov contacted Anton "Tony" Hulman Jr. to see if he was interested in the 1957 Chevrolet Corvette SS for display at the Indianapolis Motor Speedway Museum. Hulman replied, honored and interested in Arkus-Duntov’s offer, yet for unknown reasons, the discussions did not proceed further. The SS, still under GM ownership, was later shown on 13 March 1962 at Hallman’s Chevrolet at the Western New York Corvette Club Meeting alongside the newest Chevrolet models. On 1 November 1966, Arkus-Duntov once again reached out to Hulman, this time encouraging him to contact the new Chief Engineer, A.C. Mair, as he was now open to the donation. It is rumored that Arkus-Duntov played a cat-and-mouse game with GM accountants for years with the SS, moving it around to various GM buildings to keep it “off the books” and out of the prying eye of accountants—and most importantly, avoiding the crusher, a sad fate of most prototypes of the era. Hulman quickly followed Arkus-Duntov’s instructions and reached out to Mair, and the car made its way to Indianapolis in late May. It was officially presented to Tony Hulman Jr. by Zora Arkus-Duntov on 29 May 1967, at the Indianapolis 500 Driver’s Meeting during race week. Since joining the Indianapolis Motor Speedway Museum, the SS has been displayed proudly alongside other highly significant racing machines. In 1984, the SS appeared in the very first Bloomington Gold “Special Collection,” returning the following year in 1985. In the mid-1980s, work was completed on the SS including an exterior refinish, interior retrimming, a new Lexan windshield, and a refinish of the wheels. All work was completed in time for the Chevrolet Corvette SS to travel to Monterey in August 1987, in celebration of Chevrolet’s 75th anniversary. There, it was reunited with Zora Arkus-Duntov and John Fitch at the Monterey Historic races, where the two did a parade lap around Laguna Seca in the SS with John Fitch driving. While Zora Arkus-Duntov was not permitted to drive the car at Monterey, a detour was made on its way back East, stopping at GM’s Milford Proving Grounds, where he was once again behind the wheel of his legendary SS. Arkus-Duntov’s “one or two laps” behind the wheel turned into many, reportedly lapping the track at very high speed. This experience behind the wheel must have brought back memories of all that went into developing his special purpose-built racecar. In 1990, the SS served as the cover car for the fall issue of The Corvette Restorer magazine. In June of 1994, the Corvette SS was once again selected for the Bloomington Gold Special Collection. Later, in September 1994, the SS was present for the grand opening of the National Corvette Museum in Bowling Green, Kentucky. In June 1997 the SS was shown at the Bloomington Gold event in Springfield, Illinois. In August 2002, the SS would once again grace the Monterey Historics, shown by GM in celebration of the Corvette, and served as one of the poster cars of the event. Later that month the IMS Museum went through the process of titling the car, doing so with a state-assigned VIN, MVIN215923IND, affixed to the firewall. The SS was part of the 50th Anniversary celebration of the Corvette, held in 2003 in Nashville, Tennessee. In 2006, the SS was put on loan to the Saratoga Auto Museum, joining a number of other cars for their John Fitch: An American Racing Hero display. In 2010, the SS was inducted into The Bloomington Gold Great Hall, recognizing the 50 people and 50 Corvettes that influenced the model. Then, in 2012, the SS was shown at the 17th annual Amelia Island Concours d’Elegance. In May 2014, the Rochester fuel-injection unit was rebuilt by Corvette Restoration Services in Farmington, Michigan, in preparation for the SS to be used at the 2014 SVRA Brickyard Vintage Racing Invitational. The SS completed parade laps around the Speedway, during which time the car, unfortunately, suffered an engine failure, with two connecting rods breaking due to oil starvation. Upon disassembly of the engine, it was determined that it was beyond repair for future use. Through the teardown process it was also discovered not to be the original engine, but one from the 1959 model year. According to Museum notes a “new old stock 1957 engine” was acquired, built, and installed in the SS, returning it to operability. In 2016 the SS made a return to the place it once raced, Sebring, where it was displayed in the Gallery of Legends, beginning during the 64th running of the 12 Hours of Sebring. Starting circa 2018, the car began a period of long-term display at the National Corvette Museum in Bowling Green, Kentucky, though it has been shown elsewhere on special occasions. In the summer of 2018, the SS was exhibited at the Revs Museum in Naples, Florida, as part of their “Duntov’s Stealth Fighters” display. It was returned to the IMS Museum from 2020–2021 for a special “From the Vault” exhibition. In 2022 the SS joined 11 of the most influential Corvette concept cars at the Lime Rock Park Historic Festival to celebrate the Chevrolet Corvette’s 70th anniversary; it marked the first time the 12 cars were ever together. Returning to Connecticut the following year, the SS participated in the 2023 Lime Rock Historics, and it was also displayed at the Monterey Historics that August. The Indianapolis Motor Speedway Museum proved a worthy recipient of the SS, and its donation was a fitting full-circle moment for Arkus-Duntov. The car he cherished most was, in the end, housed on the hallowed grounds of an event Arkus-Duntov had himself attempted to qualify for on two occasions in the late 1940s. Moreover, the Corvette is a celebrated model at the Brickyard, having served as the pace car for the Indianapolis 500, an impressive 21 times to date—more than any other model—with special editions available for public purchase. A SINGULAR AND SPECTACULAR MACHINE Zora Arkus-Duntov had one of the most storied careers in automotive history. By 1967, he had achieved the title of Corvette Chief Engineer, a truly coveted position. He retired from the company in 1975, carrying on as an ambassador of the Corvette for the rest of his life. His name today remains synonymous with the model he helped cement as America’s sports car. The Corvette SS, a personal project of the legendary Arkus-Duntov, stands out among other experimental GM cars as their first purpose-built racecar. Of two such examples built, only one, this chassis, was completed with stunning magnesium bodywork and campaigned in motorsports competition. Alongside the production car-based Corvette SS show car that also made its debut in early 1957, it introduced the now-legendary “SS” moniker proudly worn by high-performance Chevrolets. Its incredibly compressed development timeline speaks to the vision and brilliance of the XP-64 program’s talented engineers and fabricators, and Chevrolet’s abrupt departure from motor racing, just as the Corvette SS was beginning to stretch its legs, invites endless speculation about what this car may have accomplished. Even without these tantalizing possibilities, it is a singular and spectacular machine unlike anything fielded by a major American manufacturer at the time. Today, presented in running order and offered for public acquisition for the very first time, the Chevrolet Corvette SS is a once-in-a-lifetime opportunity to acquire a storied experimental car—one conceived and designed by the legend himself, Zora Arkus-Duntov. 1957 Chevrolet Corvette SS Project XP-64 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 24-1126004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Auction This Car Contact the Dealer I am Interested Legal & Copyright The first purpose-built GM racecar; personal project of the legendary Zora Arkus-Duntov The only Chevrolet Corvette SS completed and campaigned by General Motors Raced at the 1957 Sebring 12 Hours by celebrated drivers John Fitch and Piero Taruffi Powered by a Chevrolet 283-cu.-in. V-8 with Ramjet fuel injection; backed by a four-speed manual gearbox A design exercise in lightweight construction and aerodynamics; the sole Corvette SS conducted with magnesium bodywork Featured in numerous period publications, including featured on the cover of Sports Cars Illustrated magazine A number of technological features were tested on this car, including an early fuel-injection system, many of which made their way into later production Corvettes One of the first Corvettes to wear the hallowed “Super Sport” moniker, alongside the 1957 Corvette SS show car 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 In January 1953 the first Corvette was proudly displayed at General Motors’ Motorama show, held at the Waldorf Astoria in New York City. The marque’s first sports car, the Corvette was conceived and designed by the legendary Harley Earl, and it was initially powered by a Blue Flame straight-six backed by an automatic transmission. Just 300 examples of the fiberglass-bodied Corvette, all finished in Polo White with red bucket seats, were constructed for its first model year. Immediately recognizing the performance potential latent in this new model, Zachary "Zora" Arkus-Duntov personally wrote then Chevrolet Chief Engineer Ed Cole outlining his desire to work for Chevrolet on the Corvette program. That spring, Arkus-Duntov started his career at Chevrolet as an assistant staff engineer. Born in Brussels, Belgium in 1909, Zora Arkus-Duntov had a passion for all things mechanical from a very young age. He graduated from the University of Charlottenburg in Berlin, Germany in 1934, where he studied mechanical engineering. He later moved to Paris and would eventually serve in the French Air Force during World War II. When the French surrendered, Zora and his family escaped France to Spain, gaining passage on a refugee ship out of Lisbon, Portugal destined for New York City in December 1940. In Manhattan, Zora and his brother Yura started a successful munitions business after the United States entered the war. Following the war, they offered the legendary Ardun overhead valve conversion kits for Ford’s successful flathead V-8 engines. Arkus-Duntov would eventually get into racing himself when he attempted to qualify with a Talbot-Lago for the Indianapolis 500 in 1946 and 1947, sadly not making the cut either year. He would move on to a position with Allard in England, driving for the team at the 24 Hours of Le Mans, first behind the wheel of a Chrysler-powered Allard J2X Le Mans along with Frank Curtis in 1952, and then a Cadillac-powered Allard J2R with Ray Merrick in 1953, unfortunately not finishing either year due to mechanical failures. Porsche took notice of Arkus-Duntov’s talents, offering him a seat in 1954 with their Porsche 550/4 RS Spyder; he and Gonzague Olivier earned a class victory and 14th overall finish. Arkus-Duntov competed in what would be his final Le Mans appearance in 1955, once again driving for Porsche, this time with Auguste Veuillet in a Porsche 550 RS Spyder with the team earning a class win and finishing 13th overall. Arkus-Duntov would bring a different perspective to Chevrolet and the Corvette team, one focused on innovation and performance. The initial version of the Corvette looked great, but it lacked true sports car feel and capability; by 1955, after the popularity of its initial release had faded, so too had sales—despite the addition of an optional 265-cubic-inch V-8 and an optional three-speed synchromesh manual gearbox. The Corvette appeared to be on the chopping block of GM executives, and Arkus-Duntov knew that proving the model’s prowess with performance exercises and racing would be key to its salvation. On 20 December 1955, Arkus-Duntov, behind the wheel of a 1954 Corvette test mule with a new 307-cubic-inch V-8 (a punched-out 283), exceeded 156 mph at GM’s Mesa proving ground. In January 1956, he would pilot a new 1956 Corvette featuring a V-8 with a Duntov camshaft at the NASCAR-sanctioned flying mile at Daytona Beach to a speed of 150.583, giving the Corvette and its new powertrain some great press. It was around this time that American driver John Fitch was hired to manage a factory-supported Corvette racing team. The 12 Hours of Sebring in 1956 would be the first big event for Corvette in competition. Five Corvettes were entered in the race, with Raceway Enterprises #1 Corvette Special piloted by John Fitch and Walt Hansgen starting 1st, ahead of a Ferrari 375 Plus in 2nd. The four other C1 Corvettes would all start in the top seven. The race proved a challenge, but the #1 Corvette Special finished 9th overall and won its class. Ferrari dominated the event with a pair of Scuderia Ferrari 860 Monzas finishing 1-2, followed by a Jaguar D-Type in 3rd. Enthusiasts and amateur racers took notice of the Corvette’s success and sales benefited, nearly reaching the model’s record sales achieved in 1954. There was still something missing from the equation, however: A factory-supported, purpose-built racecar. Chevrolet needed one of their own, especially if they wanted to compete with the likes of Ferrari, Jaguar, Maserati, and Aston Martin. PROJECT XP-64 Harley Earl, the legendary designer and creator of the Corvette, was one of Zora Arkus-Duntov’s supporters within the upper echelons of GM. He respected Arkus-Duntov’s aptitude for engineering and—acknowledging the public appeal of competition racing—recognized Arkus-Duntov’s vision of the Corvette as a true performance car. In support of Arkus-Duntov’s plans, Earl purchased the Jaguar D-Type that had finished 3rd at the 1956 12 Hours of Sebring from Jack Ensley of Indianapolis. He shipped the car to GM and presented the idea of installing a Chevrolet engine in the D-Type and campaigning the car, knowing full well the suggestion would cause a stir. Naturally, when Arkus-Duntov heard this, he respectfully proposed rather than starting with another manufacturer’s car, they create a purpose-built racecar from the ground up—an all-Chevrolet product. Earl’s plan had worked, and the pair justified the project to a surprisingly willing Ed Cole, who himself wanted to compete on the biggest stages of racing. In early October 1956, following approvals from GM’s top brass, Ed Cole, then General Manager of the Chevrolet Motor Division, assigned Zora Arkus-Duntov with the task of building a Chevrolet racecar that would be known internally as Project XP-64, later officially named the Corvette SS (Super Sport). In total, two cars were produced: one fully finished example for competition and display, and a test car/prototype with minimal bodywork affectionately referred to as “The Mule.” Zora Arkus-Duntov hand-picked a talented team of draftsmen, stylists, mechanics, and electricians who worked around the clock to complete the new car, with the lofty goal of campaigning a finished car in 1957. The team operated in a skunkworks-type environment, in a cordoned-off section of the Chevrolet Engineering Center. The new purpose-built racecar was to be an exercise in lightweight construction and aerodynamics with a state-of-the-art powertrain, and to accomplish this, GM studied the successes of similar cars they were trying to emulate from the period. It has long been said that the tubular chassis construction of the Mercedes-Benz 300 SL served as the inspiration for the design Arkus-Duntov would utilize in the SS, building a custom tubular truss-type frame made of chrome-molybdenum tubing. The finished framework weighed in at just 180 pounds, an astonishing achievement. Independent suspension was implemented at the front of the car, with the rear featuring a de Dion setup—a relatively uncommon design that kept unsprung weight low and provided excellent road adhesion, though at the cost of increased complexity. Bringing the SS to a stop was a unique front and rear drum brake system, each with their own individual vacuum assist unit system, operated by one pedal. At the front, composite cast iron brakes with finned outer aluminum drums were mounted at the wheels, while at the rear, brakes were mounted inboard, as on the Mercedes-Benz W 196 R racecars. Steering featured a recirculating ball-type gear with linkage ahead of the front wheels, and a final steering ratio of 12:1 ensured a precise experience for the driver. The body was built by General Motors Styling department, in an agreement by Ed Cole and Harley Earl. In a true test of modern coachbuilding, the body was constructed in lightweight magnesium. The stunning low-slung aerodynamic bodywork was hinged at the front and rear for quick trackside access to either section of the car, with Hartwell flush latches securing the panels. A toothed grille was the sole off-the-shelf nod to the model’s Corvette lineage, while a specially designed low-cut plastic windshield extended into the doors. The interior featured two sport seats, a wood-rimmed steering wheel, and a competition instrumentation layout including a tach, oil and water temp gauges, oil pressure gauge, and clock. A streamlined rollbar/headrest was beautifully integrated into the design of the bodywork. The car rode on quick-change cast magnesium knockoff wheels with special tires. A finishing touch to the SS was a unique airplane-style canopy. The SS was powered by a standard 283-cubic-inch V-8 block with a bore and stroke of 3.875 inches by 3.0 inches. It featured a high-performance camshaft and, in the interest of creating a lightweight final product, incorporated a number of experimental aluminum parts including cylinder heads with solid lifters, water pump, radiator core, and clutch housing, as well as an oil pan cast from magnesium. Each cylinder had its own exhaust pipe that fed into a collector with air then moving through a non-restrictive straight-through type exhaust before exiting on the sides of the car, just in front of the rear wheels. Fueling the 283 was another experimental part: Chevrolet’s Ramjet fuel injection system—again borrowing from European manufacturers like Mercedes-Benz, who used comparable systems in their 300 SL road car and W 196 R racecar. The Ramjet system was fed by two electric fuel pumps pulling from the car’s 43-gallon plastic fuel tank with a shape contoured to fit below the car’s aero body behind the driver. The engine weighed in at 450 pounds—80 pounds less than the engine in a production Corvette. With an output of over 300 horsepower (over 1 horsepower per cubic inch), this was a powerplant poised to put up a fight with the European sports car competition. The engine was backed by an aluminum four-speed close-ratio gearbox, with synchro-mesh in all forward gears. The unit weighed in at just 65 pounds. The differential was a cast unit made of low-weight alloy, and it featured quick-change gears. While final drive was set to 3.55:1, the quick-change unit allowed the ratio to be changed anywhere from 2.63:1 to 4.80:1 depending on usage needs. All of this culminated in a stunning finished product. The aerodynamic, lightweight design of the SS had an impressive power-to-weight ratio the likes of which Detroit had never seen. The SS weighed in at 1,850 pounds dry—nearly 1,000 pounds less than a production Corvette. Equally remarkable was Project XP-64’s incredibly short timetable: Going from drawing board to test track in just five months, the Corvette SS was an unbelievable accomplishment for Chevrolet. 12 HOURS OF SEBRING 1957 Zora Arkus-Duntov had set his sights on competition with the SS, with the goal of competing at Le Mans. First, however, they would need to put the new prototype through its paces at the track. The 12 Hours of Sebring, held yearly in March since 1952, provided the perfect test opportunity. Zora Arkus-Duntov had signed agreements with two well-known American names to drive for Chevrolet for 1957, John Fitch and Carroll Shelby. The Corvette SS was completed just a week before Sebring and arrived just the day before the race, and it is believed that this led to driver changes for the event. Apparently unsure as to whether the SS would even arrive, Shelby took a seat with Roy Salvadori in a Maserati 250S, driving for Maserati. Fitch would sign his former Mercedes-Benz teammate, Italian Piero Taruffi, to join him in driving the SS at Sebring. John Fitch, of Connecticut, was a pilot during World War II with an impressive wartime resume; he was one of only a few American pilots to have shot down a Messerschmitt Me 262 jet. Fitch had survived being shot down, spending the end of the war as a POW. Like many hero pilots, returned home looking to fill the void of combat flying. His outlet was car racing. Fitch opened an MG dealership in White Plains, New York, and began racing cars in the Northeast—initially his own specials and modified MGs—before catching the eye of Briggs Cunningham, for whom he would race for a number of years. Going into 1957, Fitch’s resume included having won the SCCA’s first National Championship in 1951; two 1st class finishes for Cunningham at the 24 Hours of Le Mans; a 1st class finish at the Mille Miglia in 1955 behind the wheel of a Mercedes-Benz 300 SL for Daimler-Benz AG; and four appearances at the 12 Hours of Sebring, finishing 1st overall for Cunningham in 1954, and taking a 1st in class finish the year prior in 1956 in a Chevrolet Corvette Special. An impressive American driver in his own right, Fitch had also managed the Corvette race team in 1956, and his mechanical background allowed him to help teams he raced for to dial in the cars he was piloting. Piero Taruffi initially started his racing career in motorcycles. In 1932, he won the 500-cc European Championship, and later, in 1937, he became a motorcycle land speed record-holder, achieving a top speed of 274.18 km/h. Taruffi competed for six years in Formula One for Alfa Romeo, Scuderia Ferrari, Mercedes-Benz, Maserati, and Vandervell. His one Grand Prix win came for Scuderia Ferrari at the 1952 Swiss Grand Prix, a race in which he also scored the fastest lap. His last podium finish in Formula One came at the 1955 Italian Grand Prix where Taruffi, behind the wheel of an open-wheel Mercedes-Benz W 196 R, finished 2nd behind teammate Juan Manuel Fangio in a W 196 R Streamliner. In addition to Formula One, Taruffi enjoyed a great career in sports car racing. His highlights up until 1957 included a win at the 1951 Carrera Panamericana, alongside co-driver Luigi Chinetti behind the wheel of a Ferrari 212 Inter Vignale, and a 1st-place finish in the 1955 Tour of Sicily, again behind the wheel of a Ferrari. Taruffi, then 50 years old, would later in 1957 go on to win the last Mille Miglia in May for Scuderia Ferrari, driving a 315 S, retiring from racing following the event. Taruffi had raced at Sebring the prior three years for Scuderia Lancia, Luigi Chinetti’s Ferrari, and Maserati. In each appearance, however, a win remained elusive, with 5th being his best finish. But before his retirement, before his win at the last Mille Miglia, Sebring represented the next challenge for Taruffi, then still seeking his first win at Florida’s challenging endurance race. Perhaps, with the experimental Corvette SS, things would be different in 1957. The Corvette SS arrived at Sebring on 22 March 1957, just a day before the race, with mechanics reportedly addressing last-minute items in the truck on the drive down from Michigan. Testing began almost immediately upon arrival and the SS caused quite a stir, drawing the attention of race fans and competitors alike. Arkus-Duntov wisely shipped both the completed Chevrolet Corvette SS and the unfinished prototype, “The Mule,” to Sebring. Following their Friday practice sessions, Juan Manuel Fangio and Stirling Moss approached Duntov to get a closer look at Chevrolet’s new racecar. Following a walkaround, Arkus-Duntov offered “The Mule” to Fangio, who quickly grabbed his helmet and jumped in the car. Fangio completed one lap, returning to the pits concerned with a whistling noise under the hood. Arkus-Duntov explained it was nothing to worry about—just the normal sound of the new Chevrolet fuel injection system. Fangio, happy to hear nothing was broken, enthusiastically left the pits and went out and set a Sebring lap record in The Mule of 3:27, a time 2.4 seconds better than the fastest lap in 1956 set by Mike Hawthorn in a Jaguar D-Type. Moss would take a turn behind the wheel as well, turning in a lap time of 3:28, also beating Hawthorn. The two marveled at the new Chevrolet design. There was no qualifying for Sebring in 1957; starting grid was based on engine size. The Corvette SS, with its 4.6-liter V-8, started first, followed by three Corvettes, and a field littered with Ferraris, Maseratis, Jaguars, and Porsches. At the exciting Le Mans start, Fitch began the race along with the lead pack and would hold 6th place for a number of laps. The speed of the SS was on full display, with the car gapping Jaguar D-Types on Sebring’s long straightaway. It being the car’s first race, however, there were issues. The experimental brake system was touchy and prone to locking up; this proved a problem in practice and the race, leading to flat-spotting the tires. Fitch limped the car to the pits with the engine having died on him. A faulty coil connection was determined to be the problem, and following a 15-minute pit stop, the car was sent out again, with Fitch later forced to swap the coil on the circuit. Things would never fully settle in for the SS. Further problems arose, with the rear suspension chattering and the tires beginning to hit the fenders going over bumps. Not wanting to risk driver safety or damage to the car, Duntov ordered the SS in. Piero Taruffi returned the car to the pits, and the SS retired after 23 laps. The race was eventually won by Juan Manuel Fangio and Jean Behra in a factory Maserati entry 450S, with Stirling Moss and Harry Schell taking 2nd in a factory Maserati 300S, and Mike Hawthorn and Ivor Bueb finishing 3rd in a D-Type for Jaguar Cars North America. For Chevrolet, a positive takeaway from Sebring was a pair of Corvette C1s finishing 1-2 in the GT5.0 class. Following a post-retirement inspection, it was determined that a bushing had failed in the rear suspension, apparently due to incorrect installation. Yet even without the suspension bushing failure or brake issues, the car would have likely been forced to retire early due to an excessively warm cockpit and the drivers’ inability to handle the heat. The Corvette SS’s lightweight magnesium body, while great in theory, proved troublesome, as it conducted heat straight to the cockpit. To combat this, mechanics cut away lower body panels near the exhaust in an effort to dissipate the radiating heat, but this, along with the addition of cockpit insulation, could not bring temperatures back to comfortable levels. Chevrolet Motor Division’s Ed Cole had this to say following the race: “We are quite pleased with the performances of the Corvette SS. The run at Sebring gave us an opportunity to observe, under severe operating conditions, several components we were interested in testing. It proved a design of great promise. When some elements showed signs of deterioration, faster than we thought they should, we felt it best to stop and observe these components rather than continue to point of failure which would complicate further study.” Despite these issues, the SS still impressed, leading many to ask what was next for Chevrolet’s new racecar. Between The Mule and the SS in practice and in the race, Sebring proved Chevrolet’s new racecar was a real American contender—a car that could potentially challenge European supremacy in sports car racing. A FORCED RETIREMENT Following the race on 28 March 1957, a memo circulated within the Chevrolet Engineering department from Dean Bedford Jr. summarizing the SS Corvette’s race at Sebring. The memo outlined what went well, what did not, and what needed to be addressed going into the next race. It is rumored that the magnesium body experiment had run its course and that fiberglass construction would be utilized going forward for the SS. Less than one week later, on 3 April 1957, the Chevrolet Engineering Department received design order 17890, outlining the design and development work needed to be completed on the Corvette SS. The work order specified: “This redesign work is to include such items as brakes, exhaust systems, ventilation of cockpit, engine cooling, and any other design as directed.” It outlined a delivery date of 3 June 1957, three weeks ahead of the world’s ultimate endurance race, the 24 Hours of Le Mans. Then, on 6 June 1957, racing fans and the auto industry alike were hit with shocking news. The Automobile Manufacturers Association (AMA), made up of all the American auto manufacturers, agreed to end factory-supported racing efforts. This decision effectively ended Chevrolet’s Project XP-64 program and any further development or racing of the Corvette SS. Despite only competing in one race, the Corvette SS proved a stunning design exercise and a racecar with great promise, leaving everyone with the burning question…what if? It is said that Chevrolet, prior to Sebring, had applied for and was granted three entries to Le Mans for 1957. The Corvette SS likely would have filled one of those spots. Following the proposed developmental updates, could the SS have foiled what ended up being Jaguar’s third consecutive win with the D-Type? The fate of the second Corvette SS chassis, which underpinned The Mule development car, only fuels speculation about the project’s unrealized potential. The chassis was eventually acquired by GM designer Bill Mitchell and used as the basis of his Project XP-87 Stingray Racer. In addition to presaging the styling of the C2 Corvette, this car was raced, albeit without any official Chevrolet support or Corvette badging, by Dr. Dick “The Flying Dentist” Thompson to an SCCA National Championship victory in 1960. By the end of 1957, Arkus-Duntov was rewarded with his efforts on the Corvette program and promoted to Chevrolet’s Director of High Performance. While unable to achieve Le Mans success with his Corvette SS, he continued to support racing efforts behind the scenes. He aided Briggs Cunningham’s Corvette effort in 1960, a year in which John Fitch and Bob Grossman achieved a class win for Corvette at the 24 Hours of Le Mans, finishing 8th overall. With the SS project officially shut down, the car remained in the ownership of General Motors and was occasionally used for promotional purposes. It was shown at the 1957 Michigan State Fair from 30 August to 8 September. In this period, the SS was featured in numerous publications, including serving as a cover car for Sports Cars Illustrated and Motor Guide magazines. Road & Track, would feature the car, and the Chevrolet team, in their event coverage of the 1957 Sebring 12 Hour race. In 1959 Arkus-Duntov would drive the SS at the Daytona International Speedway, lapping the track at 155 mph, an impressive feat. Arkus-Duntov would later return with the SS to GM’s Mesa Proving Ground, achieving a top speed of 183 mph and proving just how potent the SS was. On 29 November 1960, Zora Arkus-Duntov contacted Anton "Tony" Hulman Jr. to see if he was interested in the 1957 Chevrolet Corvette SS for display at the Indianapolis Motor Speedway Museum. Hulman replied, honored and interested in Arkus-Duntov’s offer, yet for unknown reasons, the discussions did not proceed further. The SS, still under GM ownership, was later shown on 13 March 1962 at Hallman’s Chevrolet at the Western New York Corvette Club Meeting alongside the newest Chevrolet models. On 1 November 1966, Arkus-Duntov once again reached out to Hulman, this time encouraging him to contact the new Chief Engineer, A.C. Mair, as he was now open to the donation. It is rumored that Arkus-Duntov played a cat-and-mouse game with GM accountants for years with the SS, moving it around to various GM buildings to keep it “off the books” and out of the prying eye of accountants—and most importantly, avoiding the crusher, a sad fate of most prototypes of the era. Hulman quickly followed Arkus-Duntov’s instructions and reached out to Mair, and the car made its way to Indianapolis in late May. It was officially presented to Tony Hulman Jr. by Zora Arkus-Duntov on 29 May 1967, at the Indianapolis 500 Driver’s Meeting during race week. Since joining the Indianapolis Motor Speedway Museum, the SS has been displayed proudly alongside other highly significant racing machines. In 1984, the SS appeared in the very first Bloomington Gold “Special Collection,” returning the following year in 1985. In the mid-1980s, work was completed on the SS including an exterior refinish, interior retrimming, a new Lexan windshield, and a refinish of the wheels. All work was completed in time for the Chevrolet Corvette SS to travel to Monterey in August 1987, in celebration of Chevrolet’s 75th anniversary. There, it was reunited with Zora Arkus-Duntov and John Fitch at the Monterey Historic races, where the two did a parade lap around Laguna Seca in the SS with John Fitch driving. While Zora Arkus-Duntov was not permitted to drive the car at Monterey, a detour was made on its way back East, stopping at GM’s Milford Proving Grounds, where he was once again behind the wheel of his legendary SS. Arkus-Duntov’s “one or two laps” behind the wheel turned into many, reportedly lapping the track at very high speed. This experience behind the wheel must have brought back memories of all that went into developing his special purpose-built racecar. In 1990, the SS served as the cover car for the fall issue of The Corvette Restorer magazine. In June of 1994, the Corvette SS was once again selected for the Bloomington Gold Special Collection. Later, in September 1994, the SS was present for the grand opening of the National Corvette Museum in Bowling Green, Kentucky. In June 1997 the SS was shown at the Bloomington Gold event in Springfield, Illinois. In August 2002, the SS would once again grace the Monterey Historics, shown by GM in celebration of the Corvette, and served as one of the poster cars of the event. Later that month the IMS Museum went through the process of titling the car, doing so with a state-assigned VIN, MVIN215923IND, affixed to the firewall. The SS was part of the 50th Anniversary celebration of the Corvette, held in 2003 in Nashville, Tennessee. In 2006, the SS was put on loan to the Saratoga Auto Museum, joining a number of other cars for their John Fitch: An American Racing Hero display. In 2010, the SS was inducted into The Bloomington Gold Great Hall, recognizing the 50 people and 50 Corvettes that influenced the model. Then, in 2012, the SS was shown at the 17th annual Amelia Island Concours d’Elegance. In May 2014, the Rochester fuel-injection unit was rebuilt by Corvette Restoration Services in Farmington, Michigan, in preparation for the SS to be used at the 2014 SVRA Brickyard Vintage Racing Invitational. The SS completed parade laps around the Speedway, during which time the car, unfortunately, suffered an engine failure, with two connecting rods breaking due to oil starvation. Upon disassembly of the engine, it was determined that it was beyond repair for future use. Through the teardown process it was also discovered not to be the original engine, but one from the 1959 model year. According to Museum notes a “new old stock 1957 engine” was acquired, built, and installed in the SS, returning it to operability. In 2016 the SS made a return to the place it once raced, Sebring, where it was displayed in the Gallery of Legends, beginning during the 64th running of the 12 Hours of Sebring. Starting circa 2018, the car began a period of long-term display at the National Corvette Museum in Bowling Green, Kentucky, though it has been shown elsewhere on special occasions. In the summer of 2018, the SS was exhibited at the Revs Museum in Naples, Florida, as part of their “Duntov’s Stealth Fighters” display. It was returned to the IMS Museum from 2020–2021 for a special “From the Vault” exhibition. In 2022 the SS joined 11 of the most influential Corvette concept cars at the Lime Rock Park Historic Festival to celebrate the Chevrolet Corvette’s 70th anniversary; it marked the first time the 12 cars were ever together. Returning to Connecticut the following year, the SS participated in the 2023 Lime Rock Historics, and it was also displayed at the Monterey Historics that August. The Indianapolis Motor Speedway Museum proved a worthy recipient of the SS, and its donation was a fitting full-circle moment for Arkus-Duntov. The car he cherished most was, in the end, housed on the hallowed grounds of an event Arkus-Duntov had himself attempted to qualify for on two occasions in the late 1940s. Moreover, the Corvette is a celebrated model at the Brickyard, having served as the pace car for the Indianapolis 500, an impressive 21 times to date—more than any other model—with special editions available for public purchase. A SINGULAR AND SPECTACULAR MACHINE Zora Arkus-Duntov had one of the most storied careers in automotive history. By 1967, he had achieved the title of Corvette Chief Engineer, a truly coveted position. He retired from the company in 1975, carrying on as an ambassador of the Corvette for the rest of his life. His name today remains synonymous with the model he helped cement as America’s sports car. The Corvette SS, a personal project of the legendary Arkus-Duntov, stands out among other experimental GM cars as their first purpose-built racecar. Of two such examples built, only one, this chassis, was completed with stunning magnesium bodywork and campaigned in motorsports competition. Alongside the production car-based Corvette SS show car that also made its debut in early 1957, it introduced the now-legendary “SS” moniker proudly worn by high-performance Chevrolets. Its incredibly compressed development timeline speaks to the vision and brilliance of the XP-64 program’s talented engineers and fabricators, and Chevrolet’s abrupt departure from motor racing, just as the Corvette SS was beginning to stretch its legs, invites endless speculation about what this car may have accomplished. Even without these tantalizing possibilities, it is a singular and spectacular machine unlike anything fielded by a major American manufacturer at the time. Today, presented in running order and offered for public acquisition for the very first time, the Chevrolet Corvette SS is a once-in-a-lifetime opportunity to acquire a storied experimental car—one conceived and designed by the legend himself, Zora Arkus-Duntov. 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

David Brown resigned himself to the chronic defeats of his cars in races against an overwhelming Italian competition. As a result, the production has, since the DB5, been clearly oriented towards Grand Tourism. The secret agent 007 takes care of the promotion of the car by moving it from casino to casino, while the circuits are empty of their Aston Martins. Here is a nice surprise during the 1965 London Motor Show with the presentation of the new Aston-Martin DB6. Hard to succeed the mythical DB5? Finally, after having rejected proposals from the Touring coachbuilder, David Brown wanted the internal team to take charge of developing the design that has made the firm successful since the DB4. And since we're dealing with a new model, it's an opportunity to correct certain criticisms and widen the circle of fans and clients. The in-house designers had to come up with a solution to provide not only more aerodynamic support at high speed, but also more room to give in to the temptation of the 2+2 concept. The wheelbase is thus lengthened by 9.5 cm for better stability. As for the rest, the front end has a strong family resemblance with the wide front grille, the covered headlights and the air intake on the hood to bring fresh air to the engine. The stern is new with a coupe-like concept and a spoiler. From the side, the new proportions seem more obvious, even if Newport Pagnell remains faithful to the stylistic tics of the previous generations: chrome is very present, air intakes in the front fenders like gills and wheels with spokes and Rudge hubs. The Aston-Martin DB6 Vantage is no different from its more "modest" siblings, since it's under the hood that everything happens... When an Aston-Martin is named "Vantage", the informed enthusiast knows that the engine is the most powerful in the range. The Aston-Martin DB6 Vantage is no exception... The Aston inline six is a prime piece of equipment, always placed in the front longitudinal position. The work of Polish-born engineer Tadek Marek, it boasts a displacement of 3,995 cm3 and a high level of technical refinement that its transalpine rivals can envy. Made entirely of light alloy, this engine has super-square dimensions with a bore of 96 mm and a stroke of 92 mm. Its chrome molybdenum steel crankshaft rotates on seven bearings and benefits in this Vantage variant from static and dynamic balancing as well as the rest of the mobile equipment. The top engine is topped by a double overhead camshaft cylinder head and two valves per cylinder inclined at 80°. The whole unit is driven by a double chain. To increase the engine's power from 282 hp to 325 hp at 5,750 rpm, Tadek Marek used three Weber 45 DCO double-barrel horizontal carburetors (instead of the SU carburetors of the standard version). Torque also increases to 393 Nm at 4,500 rpm. The transmission is provided by a ZF manual gearbox with 5 gears, all synchronized, completed by a self-locking differential on the rear axle to guarantee maximum traction and mobility at the stern. Note that the fourth gear is direct drive, while the fifth gear is overdrive. If the Touring Superleggera technique has been taken over, it is however reviewed and adapted by Aston-Martin, the DB6 thus marking its difference with the DB4 and DB5. It is now on a platform chassis that is fixed the body panels all in aluminum around a structure of small tubes. The front axle is composed of independent wheels with superposed triangles and anti-roll bar. The rear is more conservative with a rigid axle guided by struts and laterally by Watt's parallelograms. Among the new features, we will appreciate the rear shock absorbers that allow four different settings to favor either road holding or occupant comfort. A coherent technical choice that clearly indicates Aston-Martin's Grand Touring strategy rather than pure sport, even for this Vantage variant. The rack-and-pinion steering is unassisted, which is noticeable when maneuvering at low speeds. Braking is done by four full Girling discs assisted by two brake servos. The spoke wheels with Rudge hubs are shod with 6.75×15 tires (Avon brand ex-factory). Despite the Superleggera technology, the Aston-Martin DB6 Vantage weighs a substantial 1.6 tons. On the road, the Aston-Martin DB6 Vantage confirms its ease of handling on long curves and its reassuring stability at high speeds. But as soon as the road gets tighter, and the curves sharper, the Aston-Martin DB6 Vantage has to confine itself to a role in which it excels: the luxury Grand Touring. In fact, once the door is opened, we find with happiness the luxurious and tasteful presentation of Newport Pagnell. Black dashboard, battery of Smiths counters, complete and luxurious standard equipment, without being innovative, and especially the rear seats which are unprecedented at Aston-Martin and which allow to take children on a trip, especially since the trunk is also more consequent. For adults, the reduced headroom of the rear seats is very acceptable, as we still remember this Paris - Goodwood a few years ago. Aston-Martin gives its DB6 more tone in the form of this Vantage. It does not deviate from the traditions of discretion and elegance, and it is impossible to distinguish an Aston-Martin DB6 Vantage from a standard version on the outside. At the wheel, on the other hand, the revival of the inline 6 is very clear with a racier character, despite a discreet sound. The rear seats are well digested aesthetically with a line, admittedly thicker and less racy, but still as attractive and which does not neglect the practical aspects. The Aston-Martin DB6 Vantage can count on an unexpected but welcome versatility in a market segment that often favors hedonistic pleasure. The Grand Touring spirit is now a family affair. This is good news for fathers. The DB6 is much more than a simple evolution of the DB5. It remains the last link in a long lineage that started in 1958... 1968 Aston Martin DB6 Vantage Historic Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 22-0918001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Genuine factory Vantage with all matching numbers. Factory build sheet available with the car. Delivered new in Goodwood Green / Fawn hyde. Original factory interior, including leathers, headliners and trunk mats. Left hand drive conversion by Aston Engineering (official Aston Martin Heritage center - main subcontractor to the factory Aston Martin Heritage department) in 2013, when the car had only 27000 original miles Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright David Brown resigned himself to the chronic defeats of his cars in races against an overwhelming Italian competition. As a result, the production has, since the DB5, been clearly oriented towards Grand Tourism. The secret agent 007 takes care of the promotion of the car by moving it from casino to casino, while the circuits are empty of their Aston Martins. Here is a nice surprise during the 1965 London Motor Show with the presentation of the new Aston-Martin DB6. Hard to succeed the mythical DB5? Finally, after having rejected proposals from the Touring coachbuilder, David Brown wanted the internal team to take charge of developing the design that has made the firm successful since the DB4. And since we're dealing with a new model, it's an opportunity to correct certain criticisms and widen the circle of fans and clients. The in-house designers had to come up with a solution to provide not only more aerodynamic support at high speed, but also more room to give in to the temptation of the 2+2 concept. The wheelbase is thus lengthened by 9.5 cm for better stability. As for the rest, the front end has a strong family resemblance with the wide front grille, the covered headlights and the air intake on the hood to bring fresh air to the engine. The stern is new with a coupe-like concept and a spoiler. From the side, the new proportions seem more obvious, even if Newport Pagnell remains faithful to the stylistic tics of the previous generations: chrome is very present, air intakes in the front fenders like gills and wheels with spokes and Rudge hubs. The Aston-Martin DB6 Vantage is no different from its more "modest" siblings, since it's under the hood that everything happens... When an Aston-Martin is named "Vantage", the informed enthusiast knows that the engine is the most powerful in the range. The Aston-Martin DB6 Vantage is no exception... The Aston inline six is a prime piece of equipment, always placed in the front longitudinal position. The work of Polish-born engineer Tadek Marek, it boasts a displacement of 3,995 cm3 and a high level of technical refinement that its transalpine rivals can envy. Made entirely of light alloy, this engine has super-square dimensions with a bore of 96 mm and a stroke of 92 mm. Its chrome molybdenum steel crankshaft rotates on seven bearings and benefits in this Vantage variant from static and dynamic balancing as well as the rest of the mobile equipment. The top engine is topped by a double overhead camshaft cylinder head and two valves per cylinder inclined at 80°. The whole unit is driven by a double chain. To increase the engine's power from 282 hp to 325 hp at 5,750 rpm, Tadek Marek used three Weber 45 DCO double-barrel horizontal carburetors (instead of the SU carburetors of the standard version). Torque also increases to 393 Nm at 4,500 rpm. The transmission is provided by a ZF manual gearbox with 5 gears, all synchronized, completed by a self-locking differential on the rear axle to guarantee maximum traction and mobility at the stern. Note that the fourth gear is direct drive, while the fifth gear is overdrive. If the Touring Superleggera technique has been taken over, it is however reviewed and adapted by Aston-Martin, the DB6 thus marking its difference with the DB4 and DB5. It is now on a platform chassis that is fixed the body panels all in aluminum around a structure of small tubes. The front axle is composed of independent wheels with superposed triangles and anti-roll bar. The rear is more conservative with a rigid axle guided by struts and laterally by Watt's parallelograms. Among the new features, we will appreciate the rear shock absorbers that allow four different settings to favor either road holding or occupant comfort. A coherent technical choice that clearly indicates Aston-Martin's Grand Touring strategy rather than pure sport, even for this Vantage variant. The rack-and-pinion steering is unassisted, which is noticeable when maneuvering at low speeds. Braking is done by four full Girling discs assisted by two brake servos. The spoke wheels with Rudge hubs are shod with 6.75×15 tires (Avon brand ex-factory). Despite the Superleggera technology, the Aston-Martin DB6 Vantage weighs a substantial 1.6 tons. On the road, the Aston-Martin DB6 Vantage confirms its ease of handling on long curves and its reassuring stability at high speeds. But as soon as the road gets tighter, and the curves sharper, the Aston-Martin DB6 Vantage has to confine itself to a role in which it excels: the luxury Grand Touring. In fact, once the door is opened, we find with happiness the luxurious and tasteful presentation of Newport Pagnell. Black dashboard, battery of Smiths counters, complete and luxurious standard equipment, without being innovative, and especially the rear seats which are unprecedented at Aston-Martin and which allow to take children on a trip, especially since the trunk is also more consequent. For adults, the reduced headroom of the rear seats is very acceptable, as we still remember this Paris - Goodwood a few years ago. Aston-Martin gives its DB6 more tone in the form of this Vantage. It does not deviate from the traditions of discretion and elegance, and it is impossible to distinguish an Aston-Martin DB6 Vantage from a standard version on the outside. At the wheel, on the other hand, the revival of the inline 6 is very clear with a racier character, despite a discreet sound. The rear seats are well digested aesthetically with a line, admittedly thicker and less racy, but still as attractive and which does not neglect the practical aspects. The Aston-Martin DB6 Vantage can count on an unexpected but welcome versatility in a market segment that often favors hedonistic pleasure. The Grand Touring spirit is now a family affair. This is good news for fathers. The DB6 is much more than a simple evolution of the DB5. It remains the last link in a long lineage that started in 1958... Other Cars from Historic Cars 1982-Renault-5-Turbo-Group-4-01.jpg 1982-Renault-5-Turbo-Group-4-02.jpg 1982-Renault-5-Turbo-Group-4-11.jpg 1982-Renault-5-Turbo-Group-4-01.jpg 1/11 1982 Renault 5 Turbo Group 4 Historic Cars France 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1967-Jaguar-E-Type-4.2-OTS-02.jpg 1967-Jaguar-E-Type-4.2-OTS-15.jpg 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1/15 1967 Jaguar E-Type 4.2 OTS Historic Cars France 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1958-Lotus-XI-ex-24H-Le-Mans-02.jpg 1958-Lotus-XI-ex-24H-Le-Mans-10.jpg 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1/10 1958 Lotus XI ex 24H Le Mans Historic Cars France Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

1986 Ford Capri 2.8 Injection. 67 thousand miles. Date of first registration 02.06.1986. Finished in Nimbus Grey with Contrasting Grey Interior. 2.8L V6 mated to a five speed manual gearbox. Road tax per annum: £360. This is a beautifully preserved example that presents in lovely condition throughout. On the road, this Capri drives wonderfully. The lowered suspension looks superb, while still maintaining comfortable drivability. It features an aftermarket stereo, Ford R/S mud flaps, Recaro seats, Sunroof, Aftermarket wheels and a Limited Slip Differential. Other features Also include Front Disc Brakes, Rear Drum Brakes, Bosch K-Jetronic Fuel Injection and more. The history file dates back to 1995 and it is made up of previous MOTs, Invoices, Vehicle History Check, Current V5, Tax Discs and more. The original wheels are also included with the sale. This Ford Capri 2.8 Injection is a real head turner and also a great investment. It recently passed anMOT with no advisories. 1986 Ford Capri 2.8 Injection Classic Connection If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-1127001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Classic Connection Pound Lane BH24 Burley United Kingdom Contact details +44 1425 489575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright 1986 Ford Capri 2.8 Injection. 67 thousand miles. Date of first registration 02.06.1986. Finished in Nimbus Grey with Contrasting Grey Interior. 2.8L V6 mated to a five speed manual gearbox. Road tax per annum: £360. This is a beautifully preserved example that presents in lovely condition throughout. On the road, this Capri drives wonderfully. The lowered suspension looks superb, while still maintaining comfortable drivability. It features an aftermarket stereo, Ford R/S mud flaps, Recaro seats, Sunroof, Aftermarket wheels and a Limited Slip Differential. Other features Also include Front Disc Brakes, Rear Drum Brakes, Bosch K-Jetronic Fuel Injection and more. The history file dates back to 1995 and it is made up of previous MOTs, Invoices, Vehicle History Check, Current V5, Tax Discs and more. The original wheels are also included with the sale. This Ford Capri 2.8 Injection is a real head turner and also a great investment. It recently passed anMOT with no advisories. Other Cars from Classic Connection 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1977-Jaguar-4.2-XJC-Restomod-01.jpg 1977-Jaguar-4.2-XJC-Restomod-02.jpg 1977-Jaguar-4.2-XJC-Restomod-15.jpg 1977-Jaguar-4.2-XJC-Restomod-01.jpg 1/15 1977 Jaguar 4.2 XJC ‘Restomod’ Classic Connection United States 1973-BMW-3.0-CSL-01.webp 1973-BMW-3.0-CSL-02.webp 1973-BMW-3.0-CSL-15.webp 1973-BMW-3.0-CSL-01.webp 1/15 1973 BMW 3.0 CSL Classic Connection United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Giallo Modena Over Nero Connolly Leather, Equipped With a 6-Speed Manual, Showing 22,658 Miles With Recent Belt Service. For many enthusiasts growing up in the 1990s, the Ferrari F355 was the ultimate sports car. Thanks to its stunning good looks, screaming flat-plane-crank V8 and sublime handling dynamics, the F355 betters the outgoing 348 in nearly every respect. The F355 was the bridge between the analog driver's cars Ferrari built its name on, and the more technically sophisticated cars they had in development, and to this day represents a very special place in the brand’s history. With significant input from current Ferrari boss Luca di Monezemolo, the F355 was designed to retain the spirit of Ferrari while instilling greater usability and practicality- two things that the company had put little emphasis on in the past. This 1998 Ferrari F355 GTB was sold new at Ron Tonkin Gran Turismo in Portland, Oregon, and delivered to its first owner in March of that year. Finished in what is arguably the ultimate F355 color of Giallo Modena, over black leather, this car looks absolutely stunning in person. This F355 has been under the care of just 4 owners from new but has moved around a fair bit, even recently spending some time in Europe under Norwegian registration. The mid-1990s were really a rebirth for Ferrari in the design department, after years of less than inspired styling choices, the F355 is considered by many to be one of the most beautiful cars to come out of the company since the Dino went on sale in 1967. When new these cars were offered in 3 body styles, the Berlinetta like this one, a Spider, and a GTS with a removable targa-style top. To collectors these days, the Berlinetta and GTS are the cars to have but for the hardcore driving enthusiast, the hardtop reigns supreme. The interior of the F355 is beautiful in its simplicity. A pair of comfortable, nicely bolstered bucket seats are separated by a console that houses storage, buttons, and the all-important stainless shifter, protruding from its metal gate. Sitting in the driver’s seat, a pod with 4 deeply hooded gauges sits in front of you, with three more auxiliary gauges in the lower center of the dashboard. This car comes from an era before screens became prominent features inside Ferraris, giving it a timeless, classic look inside. The black leather-wrapped dashboard is in excellent condition- so frequently these cars suffer from shrinking leather but it has been addressed on this car and shows like the day it came out of the factory. Sitting right behind the passenger compartment is what sets the F355 apart from any other Ferrari- the screaming flat-plane-crank 3.5 liter V8. Although the base of the engine isn’t tremendously different from that found in the 348, the F355 features brand-new 5-valve heads that increase flow dramatically and allow for a redline of 8,500 rpm. Producing 375 horsepower and 268 lb-ft of torque, the F355 is still fast today with a sub-5 second 0-60 mph time and a top speed in excess of 180 mph. But what it does better than almost any other roadgoing Ferrari is make noise- although it is relatively quiet and restrained at low RPMs, once the revs build the V8 noise turns into an F1 car-like shriek that to this day, is almost unbeatable at any price point. In 1997, Ferrari offered an F1 paddle-shift gearbox for the F355- the first system of its kind from Ferrari, the F1 gearbox quickly became the go-to choice for buyers. But ask anyone who has recently driven an F1-equipped car back-to-back with a manual gearbox example and the choice is easy. The classic gated manual is the only choice for F355 ownership and makes the driving experience just that much better while also significantly cutting down on service costs. Additionally, this car recently underwent an engine-out timing belt service at ISSIMI Meccanica meaning it is ready to get in and enjoy. It is easy to fall in love with an F355 by just looking at the body, but the appreciation for the car only grows once you get behind the wheel. This example is in excellent condition overall and when combined with the outstanding color combination, it truly fulfills the role of 1990s dream car. 1998 Ferrari F355 Berlinetta ISSIMI, Inc 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 23-0608005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN ZFFXR41A9W0110476 Title Status Clean Engine 3.5L V8 Transmission 6-Speed Manual Drivetrain Rear Wheel Drive Exterior Color Giallo Modena Interior Color Nero Connolly Leather Total Owners 3 ISSIMI, Inc 1830 Industrial Way Redwood City United States Contact details N/A +1 650-352-4648 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 Giallo Modena Over Nero Connolly Leather, Equipped With a 6-Speed Manual, Showing 22,658 Miles With Recent Belt Service. For many enthusiasts growing up in the 1990s, the Ferrari F355 was the ultimate sports car. Thanks to its stunning good looks, screaming flat-plane-crank V8 and sublime handling dynamics, the F355 betters the outgoing 348 in nearly every respect. The F355 was the bridge between the analog driver's cars Ferrari built its name on, and the more technically sophisticated cars they had in development, and to this day represents a very special place in the brand’s history. With significant input from current Ferrari boss Luca di Monezemolo, the F355 was designed to retain the spirit of Ferrari while instilling greater usability and practicality- two things that the company had put little emphasis on in the past. This 1998 Ferrari F355 GTB was sold new at Ron Tonkin Gran Turismo in Portland, Oregon, and delivered to its first owner in March of that year. Finished in what is arguably the ultimate F355 color of Giallo Modena, over black leather, this car looks absolutely stunning in person. This F355 has been under the care of just 4 owners from new but has moved around a fair bit, even recently spending some time in Europe under Norwegian registration. The mid-1990s were really a rebirth for Ferrari in the design department, after years of less than inspired styling choices, the F355 is considered by many to be one of the most beautiful cars to come out of the company since the Dino went on sale in 1967. When new these cars were offered in 3 body styles, the Berlinetta like this one, a Spider, and a GTS with a removable targa-style top. To collectors these days, the Berlinetta and GTS are the cars to have but for the hardcore driving enthusiast, the hardtop reigns supreme. The interior of the F355 is beautiful in its simplicity. A pair of comfortable, nicely bolstered bucket seats are separated by a console that houses storage, buttons, and the all-important stainless shifter, protruding from its metal gate. Sitting in the driver’s seat, a pod with 4 deeply hooded gauges sits in front of you, with three more auxiliary gauges in the lower center of the dashboard. This car comes from an era before screens became prominent features inside Ferraris, giving it a timeless, classic look inside. The black leather-wrapped dashboard is in excellent condition- so frequently these cars suffer from shrinking leather but it has been addressed on this car and shows like the day it came out of the factory. Sitting right behind the passenger compartment is what sets the F355 apart from any other Ferrari- the screaming flat-plane-crank 3.5 liter V8. Although the base of the engine isn’t tremendously different from that found in the 348, the F355 features brand-new 5-valve heads that increase flow dramatically and allow for a redline of 8,500 rpm. Producing 375 horsepower and 268 lb-ft of torque, the F355 is still fast today with a sub-5 second 0-60 mph time and a top speed in excess of 180 mph. But what it does better than almost any other roadgoing Ferrari is make noise- although it is relatively quiet and restrained at low RPMs, once the revs build the V8 noise turns into an F1 car-like shriek that to this day, is almost unbeatable at any price point. In 1997, Ferrari offered an F1 paddle-shift gearbox for the F355- the first system of its kind from Ferrari, the F1 gearbox quickly became the go-to choice for buyers. But ask anyone who has recently driven an F1-equipped car back-to-back with a manual gearbox example and the choice is easy. The classic gated manual is the only choice for F355 ownership and makes the driving experience just that much better while also significantly cutting down on service costs. Additionally, this car recently underwent an engine-out timing belt service at ISSIMI Meccanica meaning it is ready to get in and enjoy. It is easy to fall in love with an F355 by just looking at the body, but the appreciation for the car only grows once you get behind the wheel. This example is in excellent condition overall and when combined with the outstanding color combination, it truly fulfills the role of 1990s dream car. Other Cars from ISSIMI, Inc 1986-Porsche-911-Turbo-Slantnose-01.webp 1986-Porsche-911-Turbo-Slantnose-02.webp 1986-Porsche-911-Turbo-Slantnose-20.webp 1986-Porsche-911-Turbo-Slantnose-01.webp 1/20 1986 Porsche 911 Turbo Slantnose ISSIMI, Inc United States 1968-Porsche-911-SWB-01.webp 1968-Porsche-911-SWB-02.webp 1968-Porsche-911-SWB-15.webp 1968-Porsche-911-SWB-01.webp 1/15 1968 Porsche 911 SWB ISSIMI, Inc Italy 1966-Porsche-912-Barca-01.webp 1966-Porsche-912-Barca-02.webp 1966-Porsche-912-Barca-15.webp 1966-Porsche-912-Barca-01.webp 1/15 1966 Porsche 912 Barca ISSIMI, Inc 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

The Jaguar XK150 S is not just any car, but a true classic of excellence and refinement. With only 68 left-hand drive XK150 3.4 S DHC models ever made, this car is a rare and sought-after investment property that is sure to increase in value. Our XK150 S even comes with a Jaguar Heritage Certificate and has a matching engine block and colors, making it a highly desirable collector's item. But it's not just about investment and performance. Driving a Jaguar XK150 S is a unique experience that combines elegance, style and refinement. This car exudes an aura of chic and grandeur that immediately transports you to a bygone era of opulence and luxury. Like a true gentleman or lady, you will drive with respect and grace, cruising silently through the streets and stopping courteously at pedestrian crossings. You will feel like a person of taste and class, valued for your knowledge of opera, wine, politics and poetry. Owning a classic car like the Jaguar XK150 S is a source of pride and joy for enthusiasts who appreciate the craftsmanship and attention to detail that went into its creation. Whether you are looking for a good investment or just want to experience the thrill of driving a true classic, the Jaguar XK150 S is a car that deserves your attention. Come take a drive soon and discover what it feels like to be a person of refined taste and class behind the wheel of this beautiful car. 1959 Jaguar XK 150 S Cool Classic Club If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0925014 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS The Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 254 HP Date Part I March 3, 1959 Color Indigo Blue Interior Red Transmission Manual VAT deductible Margin Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Jaguar XK150 S is not just any car, but a true classic of excellence and refinement. With only 68 left-hand drive XK150 3.4 S DHC models ever made, this car is a rare and sought-after investment property that is sure to increase in value. Our XK150 S even comes with a Jaguar Heritage Certificate and has a matching engine block and colors, making it a highly desirable collector's item. But it's not just about investment and performance. Driving a Jaguar XK150 S is a unique experience that combines elegance, style and refinement. This car exudes an aura of chic and grandeur that immediately transports you to a bygone era of opulence and luxury. Like a true gentleman or lady, you will drive with respect and grace, cruising silently through the streets and stopping courteously at pedestrian crossings. You will feel like a person of taste and class, valued for your knowledge of opera, wine, politics and poetry. Owning a classic car like the Jaguar XK150 S is a source of pride and joy for enthusiasts who appreciate the craftsmanship and attention to detail that went into its creation. Whether you are looking for a good investment or just want to experience the thrill of driving a true classic, the Jaguar XK150 S is a car that deserves your attention. Come take a drive soon and discover what it feels like to be a person of refined taste and class behind the wheel of this beautiful car. Other Cars from Cool Classic Club 1992-Porsche-964-Turbo-3.3-01.webp 1992-Porsche-964-Turbo-3.3-02.webp 1992-Porsche-964-Turbo-3.3-15.webp 1992-Porsche-964-Turbo-3.3-01.webp 1/15 1992 Porsche 964 Turbo 3.3 Cool Classic Club Netherlands 1984-Mercedes-Benz-500SL-01.webp 1984-Mercedes-Benz-500SL-02.webp 1984-Mercedes-Benz-500SL-15.webp 1984-Mercedes-Benz-500SL-01.webp 1/15 1984 Mercedes-Benz 500SL Cool Classic Club Netherlands 1966-Porsche-911-SWB-01.webp 1966-Porsche-911-SWB-02.webp 1966-Porsche-911-SWB-15.webp 1966-Porsche-911-SWB-01.webp 1/15 1966 Porsche 911 SWB Cool Classic Club Netherlands Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Lancia’s star may have slowly begun to fade, but the Italian marque maintains a long and rich history of innovation and resourcefulness. It produced some of the most beautiful cars ever made, as well as some of the most technologically extreme. Much like its compatriots at Maranello, the company seemed to be fuelled by passion. Its record as the most successful manufacturer in World Rally Championship history speaks for itself, despite having not entered a factory team since the end of 1993. Without doubt, the most extreme Lancia ever produced was the Delta S4. Lancia’s rally success began with the diminutive Fulvia, before the arrival of the incredible purpose-built Stratos. After Fiat Group’s takeover, the Stratos became increasingly politically sensitive as it was a homologation special that looked more like a Miura than any of Lancia’s products, and in the process of asserting its dominance it killed off the Beta Coupé’s career. For rallying, the Abarth workshop’s Works support shifted to the Fiat 131, with Lancia sent off to successfully become class champions twice in the World Sportscar Championship with the Beta Montecarlo Group V. During this time, though, the Stratos continued to cause political problems by winning international rallies up until the introduction of Group B in 1982. The Rally 037 was developed with the Beta Montecarlo as a loose basis and it was very successful, gaining Lancia another Group B World Championship despite the category being a step-change from Group IV. What became increasingly apparent soon after the 037’s debut was that Audi’s Quattro programme had rung the death-knell for two-wheel-drive rally cars. It was clear that to remain at the top of their game, Lancia engineers would need to go back to the drawing board, which they duly did over the winter of 1982/83 with the SE038. Between Cesare Fiorio, Sergio Limone, and Giorgio Pianta, Lancia had enormous amounts of experience of winning rallies and developing world beaters. Lancia had a history of starting from scratch for new cars, and the SE038 project was very different to the 037. Firstly, the chassis was a tubular spaceframe, with the idea that such a structure could be more easily repaired mid-rally. The engine was all-new with a capacity reduction to 1,759 cc to allow a reduced minimum weight as per Group B regulations. Lancia had tested turbocharging with the 037, but it regarded turbo-lag as a major issue. In order to combat this, Lancia developed an extraordinary supercharger and turbocharger arrangement so that the supercharger reduced turbo-lag low down in the rev-range and the turbocharger took over matters higher up. It was an ingenious concept, and despite the reduction in capacity, the power output increased to a prodigious 480 horsepower. As with the 037, the SE038 used Kevlar composite throughout the car in order to keep weight to a minimum. Additionally, the boxy shape was optimised to develop as much downforce as possible; it wasn’t pretty, but as with the 037, the car had to resemble a production Lancia, and that was the Delta. Eventually, the SE038 was renamed the Delta S4 to make its likeness official, S4 reflecting the supercharged and four-wheel-drive configuration. One area that Lancia knew it had to not only catch up its rival but advance further was the four-wheel-drive system. Lancia engineers knew of the Audi’s limitations, so they realised that they had to master the central differential to gain the grip such a system offered while not hugely compromising handling. The Delta S4’s WRC debut at the 1985 Lombard RAC Rally was a huge success with a 1-2 finish for Toivonen-Wilson and Alén-Kivimäki, although helped in part by the retirement of a familiar Audi Quattro S1 E2. Hopes were high for the S4’s 1986 season, especially with the hugely talented Henri Toivonen and vastly experienced Markku Alén driving for the team; both were potential champions. This Delta S4, chassis 215, was finished in Martini colours for the opening round, the legendary Rallye Monte-Carlo. Henri Toivonen and his new co-driver Sergio Cresto lined up with number “7” and proceeded to utterly decimate the competition with a one minute, 40 second lead over Röhrl’s Audi, until after SS12 when a passing road user lost control and smashed into Toivonen’s S4. For many cars this would have been a rally ending accident—one wheel was lost, the chassis was damaged, and the front clam was destroyed. Some roadside repairs allowed chassis 215 to continue to the next stage. Over five or so successive short service stops, Lancia Corse managed to repair the car. The damage, compounded by a poor tyre choice, dropped Toivonen down to 2nd overall. By SS27 this S4 was looking in better shape, and Toivonen was on the form of his life. He proceeded to win stage after stage—only Röhrl could compete, and by the finish Toivonen was over 4 minutes ahead of Timo Salonen in 2nd. It was an emphatic victory and promised so much for Toivonen’s World Championship hopes; tragically none of this was to be. Following the Rallye Monte-Carlo, chassis 215 was used as a reserve car for Toivonen at the Rallye de Portugal, Alén at the Tour de Corse, and Mikael Ericsson at the Acropolis Rally. After the demise of Group B, chassis 215 was used by Illide Romagna to finish 2nd in the 1988 European Autocross Championship, and in the following year it won the event. Its final public appearance was as the course car for the 1990 Rally Alpi Orientali. Following these sparse appearances, chassis 215 was sold to a Japanese collector. In 2013, this historic Delta S4 was purchased by a British collector who imported it from Japan to the UK. It entered The Gran Turismo Collection in 2019 and has been cared for by BGM Sport ever since. More recently it has made demonstration appearances at events such as the Goodwood Festival of Speed. As the car that Toivonen and Cresto achieved their last great WRC victory with, it serves as a wonderful homage to them. Following the banning of Group B, several Delta S4s were condemned to years of punishing rallycross competition, which naturally compromised their originality. This Works Delta S4, presented in iconic Martini colours, was spared a tough post-factory life, and is now one of the most original survivors. With an extremely important history and well-regarded originality, the opportunity to own a Delta S4 of this calibre will be unrepeated. The 1986 Rallye-Monte Carlo rally is widely regarded as the pinnacle point of the hallowed Group B era and arguably of the WRC. The historical significance of chassis 215 should not be underestimated. 1985 Lancia Delta S4 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 22-1027001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer 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 / Tom Wood ©2022 Courtesy of RM Sotheby's Chassis No. ZLA038AR000000215 Part of The Gran Turismo Collection Henri Toivonen’s last WRC winner; the 1986 Rallye Monte-Carlo winner The fastest and most fearsome rally car produced by Lancia A technological masterpiece weighing only 890 kilograms Powered by a 480 horsepower twin-cam four-cylinder 1,759 cc engine, with forced-induction by supercharging and turbocharging The most highly regarded Delta S4 in existence 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 Lancia’s star may have slowly begun to fade, but the Italian marque maintains a long and rich history of innovation and resourcefulness. It produced some of the most beautiful cars ever made, as well as some of the most technologically extreme. Much like its compatriots at Maranello, the company seemed to be fuelled by passion. Its record as the most successful manufacturer in World Rally Championship history speaks for itself, despite having not entered a factory team since the end of 1993. Without doubt, the most extreme Lancia ever produced was the Delta S4. Lancia’s rally success began with the diminutive Fulvia, before the arrival of the incredible purpose-built Stratos. After Fiat Group’s takeover, the Stratos became increasingly politically sensitive as it was a homologation special that looked more like a Miura than any of Lancia’s products, and in the process of asserting its dominance it killed off the Beta Coupé’s career. For rallying, the Abarth workshop’s Works support shifted to the Fiat 131, with Lancia sent off to successfully become class champions twice in the World Sportscar Championship with the Beta Montecarlo Group V. During this time, though, the Stratos continued to cause political problems by winning international rallies up until the introduction of Group B in 1982. The Rally 037 was developed with the Beta Montecarlo as a loose basis and it was very successful, gaining Lancia another Group B World Championship despite the category being a step-change from Group IV. What became increasingly apparent soon after the 037’s debut was that Audi’s Quattro programme had rung the death-knell for two-wheel-drive rally cars. It was clear that to remain at the top of their game, Lancia engineers would need to go back to the drawing board, which they duly did over the winter of 1982/83 with the SE038. Between Cesare Fiorio, Sergio Limone, and Giorgio Pianta, Lancia had enormous amounts of experience of winning rallies and developing world beaters. Lancia had a history of starting from scratch for new cars, and the SE038 project was very different to the 037. Firstly, the chassis was a tubular spaceframe, with the idea that such a structure could be more easily repaired mid-rally. The engine was all-new with a capacity reduction to 1,759 cc to allow a reduced minimum weight as per Group B regulations. Lancia had tested turbocharging with the 037, but it regarded turbo-lag as a major issue. In order to combat this, Lancia developed an extraordinary supercharger and turbocharger arrangement so that the supercharger reduced turbo-lag low down in the rev-range and the turbocharger took over matters higher up. It was an ingenious concept, and despite the reduction in capacity, the power output increased to a prodigious 480 horsepower. As with the 037, the SE038 used Kevlar composite throughout the car in order to keep weight to a minimum. Additionally, the boxy shape was optimised to develop as much downforce as possible; it wasn’t pretty, but as with the 037, the car had to resemble a production Lancia, and that was the Delta. Eventually, the SE038 was renamed the Delta S4 to make its likeness official, S4 reflecting the supercharged and four-wheel-drive configuration. One area that Lancia knew it had to not only catch up its rival but advance further was the four-wheel-drive system. Lancia engineers knew of the Audi’s limitations, so they realised that they had to master the central differential to gain the grip such a system offered while not hugely compromising handling. The Delta S4’s WRC debut at the 1985 Lombard RAC Rally was a huge success with a 1-2 finish for Toivonen-Wilson and Alén-Kivimäki, although helped in part by the retirement of a familiar Audi Quattro S1 E2. Hopes were high for the S4’s 1986 season, especially with the hugely talented Henri Toivonen and vastly experienced Markku Alén driving for the team; both were potential champions. This Delta S4, chassis 215, was finished in Martini colours for the opening round, the legendary Rallye Monte-Carlo. Henri Toivonen and his new co-driver Sergio Cresto lined up with number “7” and proceeded to utterly decimate the competition with a one minute, 40 second lead over Röhrl’s Audi, until after SS12 when a passing road user lost control and smashed into Toivonen’s S4. For many cars this would have been a rally ending accident—one wheel was lost, the chassis was damaged, and the front clam was destroyed. Some roadside repairs allowed chassis 215 to continue to the next stage. Over five or so successive short service stops, Lancia Corse managed to repair the car. The damage, compounded by a poor tyre choice, dropped Toivonen down to 2nd overall. By SS27 this S4 was looking in better shape, and Toivonen was on the form of his life. He proceeded to win stage after stage—only Röhrl could compete, and by the finish Toivonen was over 4 minutes ahead of Timo Salonen in 2nd. It was an emphatic victory and promised so much for Toivonen’s World Championship hopes; tragically none of this was to be. Following the Rallye Monte-Carlo, chassis 215 was used as a reserve car for Toivonen at the Rallye de Portugal, Alén at the Tour de Corse, and Mikael Ericsson at the Acropolis Rally. After the demise of Group B, chassis 215 was used by Illide Romagna to finish 2nd in the 1988 European Autocross Championship, and in the following year it won the event. Its final public appearance was as the course car for the 1990 Rally Alpi Orientali. Following these sparse appearances, chassis 215 was sold to a Japanese collector. In 2013, this historic Delta S4 was purchased by a British collector who imported it from Japan to the UK. It entered The Gran Turismo Collection in 2019 and has been cared for by BGM Sport ever since. More recently it has made demonstration appearances at events such as the Goodwood Festival of Speed. As the car that Toivonen and Cresto achieved their last great WRC victory with, it serves as a wonderful homage to them. Following the banning of Group B, several Delta S4s were condemned to years of punishing rallycross competition, which naturally compromised their originality. This Works Delta S4, presented in iconic Martini colours, was spared a tough post-factory life, and is now one of the most original survivors. With an extremely important history and well-regarded originality, the opportunity to own a Delta S4 of this calibre will be unrepeated. The 1986 Rallye-Monte Carlo rally is widely regarded as the pinnacle point of the hallowed Group B era and arguably of the WRC. The historical significance of chassis 215 should not be underestimated. 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

One of only 25 examples with a manual gearbox built for the UK-market in right-hand drive. The 400 GT was a larger-engined version of the 365 GT4 2+2 that it replaced, and the 4,823cc V12 power unit provided the new car with much-improved performance over its elder sister With the arrival of the 400i in 1979, the Webers were replaced with Bosch 'K' Fuel Injection to improve emissions resulting in a drop in power output, however, some three years later, re-profiled camshafts restored around 5bhp, bringing the output up to 310bhp This is a 1982 Ferrari 400 GTi, one of only 25 examples with a manual gearbox built for the UK-market in right-hand drive – so real exclusivity Presented in striking Azzurro Metallic paintwork with Crema leather interior, this is a single-owner car, coming out of 20 years in storage – with recent Ferrari specialist recommissioning – having covered just over 31,000 miles from new These 4-seat, 400 Series Ferraris were essentially 'Grand Tourers' but with the manual box, 310bhp and 1,700kg they were no slouch, and a top speed of 150mph is within reach Classic V12 Ferraris are becoming exceptionally difficult to source, particularly really good 400s, so low-owner, low-mileage quality cars are finding a ready market This rare, manual gearbox car in a super colour combination is particularly desirable and is sure to find a good home 1980 Ferrari 400 GTi 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 26-0306005 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Body Colour Azzurro Metallica Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright One of only 25 examples with a manual gearbox built for the UK-market in right-hand drive. The 400 GT was a larger-engined version of the 365 GT4 2+2 that it replaced, and the 4,823cc V12 power unit provided the new car with much-improved performance over its elder sister With the arrival of the 400i in 1979, the Webers were replaced with Bosch 'K' Fuel Injection to improve emissions resulting in a drop in power output, however, some three years later, re-profiled camshafts restored around 5bhp, bringing the output up to 310bhp This is a 1982 Ferrari 400 GTi, one of only 25 examples with a manual gearbox built for the UK-market in right-hand drive – so real exclusivity Presented in striking Azzurro Metallic paintwork with Crema leather interior, this is a single-owner car, coming out of 20 years in storage – with recent Ferrari specialist recommissioning – having covered just over 31,000 miles from new These 4-seat, 400 Series Ferraris were essentially 'Grand Tourers' but with the manual box, 310bhp and 1,700kg they were no slouch, and a top speed of 150mph is within reach Classic V12 Ferraris are becoming exceptionally difficult to source, particularly really good 400s, so low-owner, low-mileage quality cars are finding a ready market This rare, manual gearbox car in a super colour combination is particularly desirable and is sure to find a good home 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 Italo-Anglo Ferrari Ferrari and Le Mans. Two names intrinsically woven into the very fabric of motorsport. A twisting tale studded with gladiatorial names and hallowed cars. The hybrid 499 P Hypercar may have recently twice returned the Prancing Horse to the top step of the podium at Le Mans, but the last 12-cylinder Ferrari to win at the Circuit de la Sarthe remains the Ferrari 550 Maranello Prodrive. When the manufacturer-backed homologation specials of the late-1990s were outlawed from international endurance motorsport, the FIA GT Championship kindled a new top-flight category for production-based privately-entered cars. Little did the organisers know that the ensuing ‘GT1 era’, from 1999 to 2009, would one day be held as a truly golden one. An era in which the Ferrari 550 Maranello Prodrive featured top, front and centre. Conceived by the Frenchman Frédéric Dor’s Care Racing Development outfit in 2000, the most successful racing version of the Ferrari 550 Maranello was designed, developed and constructed by the decorated British motorsport enterprise Prodrive to compete in the 24 Hours of Le Mans, the FIA GT Championship and the American Le Mans Series. No stone was left unturned by Prodrive on its quest to build the ultimate GT1 racer. A staggering 500kg was shed from the road car, the V12 engine was enlarged from 5.5-litres and 6-litres and the McLaren F1 designer Peter Stevens was drafted in to restyle the bodywork. “The most successful racing version of the Ferrari 550 Maranello was designed, developed and constructed by the decorated British motorsport enterprise Prodrive to compete in the 24 Hours of Le Mans, the FIA GT Championship and the American Le Mans Series.” Exquisitely engineered, dizzying quick and desperately beautiful, the Ferrari 550 Maranello Prodrive was a monumental success. Between 2001 and 2008, they garnered 69 victories, 151 podiums and 60 pole positions. The GTS class victory in the 2003 24 Hours of Le Mans and the outright win in the 2004 Spa 24 Hours are the car’s crowning achievements. Chassis no. CRD03 Did you know that Prodrive homologated its GT racing version of the Ferrari 550 Maranello as a 550 GTO? We appreciate that comparing the car to the fabled 1960s Ferrari with which is shares its ‘Gran Turismo Omologato’ nomenclature sounds bizarre, but there are parallels to be drawn The car presented here, chassis number CRD03, is the third of only 10 Ferrari 550 Maranello Prodrives commissioned by Care Racing Development to race in period. Acquired new from Ferrari by Frédéric Dor and used as his daily road car, it boasts a competition career spanning five years, testament to the raw pace and inherent reliability Prodrive’s designers and engineers were able to unlock from Ferrari’s then-flagship 12-cylinder model. Of the 34 events CRD03 entered across the world between 2002 and 2006, it won five races, took 14 podium finishes and scored 10 pole positions. More importantly, with five consecutive editions of the 24 Hours of Le Mans on its competition résumé, this car has the distinction of being the single most-raced 12-cylinder Ferrari in the world’s most famous endurance motor race. The year 2002 marked the first of this Ferrari’s record five 24 Hours of Le Mans outings This Ferrari made its competitive debut in the 2002 24 Hours of Le Mans under the Prodrive banner. Alain Menu, Rickard Rydell and Tomáš Enge were earmarked to drive, the latter putting in an extraordinary lap of 3.54.09 to secure pole position in the GTS category. After Le Mans, CRD03 was sent across the pond to compete in three rounds of the American Le Mans Series (ALMS). America’s top-flight endurance racing championship generated a great deal of media and commercial interest at the time, attracting strong manufacturer support in both the prototype and GT classes. Racing on American soil for the first time and against the might of the Works Chevrolet Corvettes, Dodge Vipers and Saleen S7s, this Ferrari 550 Maranello Prodrive converted pole position into a stunning GTS class victory in the Monterey Sports Car Championships round at Laguna Seca. That was followed by a podium on the streets of downtown Miami and a further pole position at the prestigious Petit Le Mans, held at Road Atlanta in October. The short string of very encouraging results gave Prodrive the confidence to mount an all-out assault on the ALMS the following year. For Le Mans in 2003, chassis number CRD03 was finished in a striking blue livery depicting the French Alps For the 24 Hours of Le Mans in 2003, Prodrive engaged the French engineering outfit Solution F to run chassis number CRD03 for the French World Cup alpine skier turned racing driver Luc Alphand. Alphand was joined on driving duties by Jérôme Policand and the brainchild of the Ferrari 550 Maranello Prodrive project himself Frédéric Dor. For the race itself, this Ferrari was given a striking blue livery depicting an alpine mountain range – a nod to Alphand’s sporting past. The trio of pilots drove a mature and, crucially, consistent race, completing 298 laps to finish fifth in the LM GTS category. The remaining eight rounds of the 2003 American Le Mans Series beckoned next for chassis number CRD03. Refinished in the minimalistic red livery of the Prodrive team, the car was raced by a plethora of racing greats from several different disciplines of motorsport. They included the sports-car veteran and multiple Le Mans winner David Brabham, the most successful female driver in American open-wheel racing history Danica Patrick, the Danish motorsport Jack-of-all-trades Jan Magnussen and World Endurance Champion Anthony Davidson. David Brabham and a very young Jan Magnusson drove CRD03 to second in the 2003 American Le Mans Series, scoring victories at Laguna Seca and in Miami The 2003 ALMS endeavour was a fruitful one for Prodrive and especially this 550 Maranello. CRD03 scored GTS a trio of class victories at Road America, Laguna Seca and Miami. It also accrued three further podiums and set two fastest laps. This car’s contribution was instrumental in Prodrive finishing second in the GTS Teams Championship. A class victory in the non-championship Le Mans 1000 Kilometres was a crowning end to what was a stellar year. This Ferrari’s third outing at Le Mans (and its only competitive start in 2004) is its most important for a number of reasons, not least its high-profile guest driver. Prodrive regulars established drivers Darren Turner and Rickard Rydell were joined by a certain Colin McRae – the only time the Scottish World Rally Champion swapped the special stages for Les Hunaudières in his storied career. Prodrive was the buzz of the paddock at Le Mans in 2004 thanks to Colin McRae, the late World Rally Champion making his first and only 24-hour outing McRae’s appearance at Le Mans was a real draw for the British contingent of the 200,000-strong crowd at La Sarthe, which had swelled in size as a result of his being there. Their frenzied anticipation was duly rewarded: the ironman of rallying rose to the immense demands of 24-hour racing with admiral deft. And despite gearbox gremlins which plagued the number 65 Ferrari throughout the race, McRae, Turner and Rydell finished third in the LM GTS class and ninth overall. They even left with the fastest race lap. For 2005, the running of CRD03 was entrusted to Rob Schirle’s Cirtek Motorsport outfit. It competed under the banners of Russian Age Racing and Team Convers in 16 races between the FIA GT Championship and the Le Mans Endurance Series (LMES), scoring a further five podiums. The strong results equated to third overall in the LMES standings. At its fourth consecutive 24 Hours of Le Mans, Christophe Bouchut, Alexei Vasilyev and Nicolai Fomenko brought this Ferrari home in a commendable fifth in class. CRD05’s 33rd and final competitive outing came in the 2006 24 Hours of Le Mans. Cirtek Motorsport/Russian Age Racing ran chassis CRD03 at its fourth and fifth 24 Hours of Le Mans races in 2004 and 2005 As with all but two of the Ferrari 550 Maranello Prodrives built, following its retirement from active competition in 2006, chassis number CRD03 returned to Care Racing Development. It remained there for a decade, until Frédéric Dor was persuaded by our very own Max Girardo to part with the car in 2016. “I first met Frédéric Dor when I was working for Bonhams in Geneva,” Max recalls. “He called me and asked if I could sell a Mercedes-Benz 300SL ‘Gullwing’. I knew that he had a collection of Prodrive-built rally cars he hadn’t sold, as well as the legendary Ferrari 550 Maranello GT1 racers. That was 20 years ago, but we remained good friends and kept in touch. One day, he called me to ask what we could do with all the 550s he had kept. For him, selling them was like parting with one of his babies. “I kept on badgering him and asking whether he’d sell me one. Finally, after many years, he agreed. Because of my interest in rallying, I always knew I wanted chassis 03, the car Colin McRae had raced at Le Mans in 2004. It would probably have been easier to prise another car from Frédéric’s grip, but I really wanted that actual car. It was great because Frédéric appreciated how passionate we were about the cars and knew that we’d show and run the car as much as possible. And that’s exactly what we’ve done. His greatest fear was that the cars would just sit, hidden away.” The wealth of scrutineering stickers on chassis CRD03’s rear bulkhead tells a visual story of the car’s storied period competition history In the years since, it’s remained with the same enthusiastic owners – owners who have championed the car by exhibiting it at the world-famous Goodwood Festival of Speed and campaigning it in the burgeoning Endurance Racing Legends series, including returning the car to La Sarthe for the Le Mans Classic on two occasions. In 2022, this car received its all-important Ferrari Classiche certification, the Ferrari factory recognising the historical significance of the 550 Maranello Prodrive. Indeed, this car is eligible for Ferrari’s exclusive Club Competizione GT events, held as part of its revered Corse Clienti programme. CRD03 has also been prominently featured in Cavallino magazine and the our definitive book Ferrari 550 Maranello Prodrive – The Last V12 Ferrari to Win at Le Mans, chronicling the story of these Italo-Anglo Prancing Horses. Returned to its 2004 Le Mans specification and livery, this car is accompanied by its original Ferrari factory books, ACO and FIA technical documents, Prodrive Legends report and an extensive spares package including the very GT1-specification engine used for the 24 Hours of Le Mans race in 2004. Accompanying chassis number CRD03 is its original 2004 24 Hours of Le Mans race engine and its red-book Ferrari Classiche certification binder And in the fabled story of Ferrari at Le Mans, certain cars are elevated by their record. As the final 12-cylinder Ferrari to win, the 550 Maranello Prodrive stands proudly among those Prancing Horses which carved such a strong legacy at La Sarthe: the 166 MM, 250 GT SWB Berlinetta, 250 GTO, 250 LM and 365 GTB/4 ‘Daytona’ Competizione. With five starts, chassis CRD03 further distinguishes itself as the 12-cylinder Ferrari to have raced at Le Mans more than any other. Its extraordinary competition record, including its successful venture in the American Le Mans Series, its podium finish at Le Mans in 2004 and its Colin McRae connection, is the proverbial cherry on the cake. “This car is accompanied by an extensive spares package including the very GT1-specification engine used for the 24 Hours of Le Mans race in 2004.” In light of the recent sale of the Le Mans-winning chassis CRD06, the final Ferrari 550 Maranello Prodrive to leave the Care Racing Development stable, it is clear that the interest in these special GT racers is continuing to grow as serious Ferrari and competition-car collectors become more educated to their historical importance. Here is an incredibly rare opportunity to acquire what is among the most decorated examples of them all. 2002 Ferrari 550 Maranello Prodrive Girardo & Co. Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0220003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Full red-book Ferrari Classiche certification A five-time entrant in the 24 Hours of Le Mans, the most of any 12-cylinder Ferrari chassis in history GTS class podium finisher in the 2004 24 Hours of Le Mans GTS class pole position in the 2002 24 Hours of Le Mans Second in the 2003 American Le Mans Series Third in the 2005 Le Mans Endurance Series Five victories, 14 podium finishes and 10 pole positions The third of only 10 Ferrari 550 Maranello Prodrives raced in period on behalf of Care Racing Development Raced by World Rally Champion Colin McRae to a class podium in the 2004 24 Hours of Le Mans Acquired new from Ferrari by Frédéric Dor, the founder of Care Racing Development and the brainchild of the Ferrari 550 Maranello Prodrive project Accompanied by an extensive spares package including its 2004 Le Mans race V12 engine Highly eligible for the Ferrari Club Competizione GT programme, Le Mans Classic and the burgeoning Masters Endurance Legends and Endurance Racing Legends series Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Italo-Anglo Ferrari Ferrari and Le Mans. Two names intrinsically woven into the very fabric of motorsport. A twisting tale studded with gladiatorial names and hallowed cars. The hybrid 499 P Hypercar may have recently twice returned the Prancing Horse to the top step of the podium at Le Mans, but the last 12-cylinder Ferrari to win at the Circuit de la Sarthe remains the Ferrari 550 Maranello Prodrive. When the manufacturer-backed homologation specials of the late-1990s were outlawed from international endurance motorsport, the FIA GT Championship kindled a new top-flight category for production-based privately-entered cars. Little did the organisers know that the ensuing ‘GT1 era’, from 1999 to 2009, would one day be held as a truly golden one. An era in which the Ferrari 550 Maranello Prodrive featured top, front and centre. Conceived by the Frenchman Frédéric Dor’s Care Racing Development outfit in 2000, the most successful racing version of the Ferrari 550 Maranello was designed, developed and constructed by the decorated British motorsport enterprise Prodrive to compete in the 24 Hours of Le Mans, the FIA GT Championship and the American Le Mans Series. No stone was left unturned by Prodrive on its quest to build the ultimate GT1 racer. A staggering 500kg was shed from the road car, the V12 engine was enlarged from 5.5-litres and 6-litres and the McLaren F1 designer Peter Stevens was drafted in to restyle the bodywork. “The most successful racing version of the Ferrari 550 Maranello was designed, developed and constructed by the decorated British motorsport enterprise Prodrive to compete in the 24 Hours of Le Mans, the FIA GT Championship and the American Le Mans Series.” Exquisitely engineered, dizzying quick and desperately beautiful, the Ferrari 550 Maranello Prodrive was a monumental success. Between 2001 and 2008, they garnered 69 victories, 151 podiums and 60 pole positions. The GTS class victory in the 2003 24 Hours of Le Mans and the outright win in the 2004 Spa 24 Hours are the car’s crowning achievements. Chassis no. CRD03 Did you know that Prodrive homologated its GT racing version of the Ferrari 550 Maranello as a 550 GTO? We appreciate that comparing the car to the fabled 1960s Ferrari with which is shares its ‘Gran Turismo Omologato’ nomenclature sounds bizarre, but there are parallels to be drawn The car presented here, chassis number CRD03, is the third of only 10 Ferrari 550 Maranello Prodrives commissioned by Care Racing Development to race in period. Acquired new from Ferrari by Frédéric Dor and used as his daily road car, it boasts a competition career spanning five years, testament to the raw pace and inherent reliability Prodrive’s designers and engineers were able to unlock from Ferrari’s then-flagship 12-cylinder model. Of the 34 events CRD03 entered across the world between 2002 and 2006, it won five races, took 14 podium finishes and scored 10 pole positions. More importantly, with five consecutive editions of the 24 Hours of Le Mans on its competition résumé, this car has the distinction of being the single most-raced 12-cylinder Ferrari in the world’s most famous endurance motor race. The year 2002 marked the first of this Ferrari’s record five 24 Hours of Le Mans outings This Ferrari made its competitive debut in the 2002 24 Hours of Le Mans under the Prodrive banner. Alain Menu, Rickard Rydell and Tomáš Enge were earmarked to drive, the latter putting in an extraordinary lap of 3.54.09 to secure pole position in the GTS category. After Le Mans, CRD03 was sent across the pond to compete in three rounds of the American Le Mans Series (ALMS). America’s top-flight endurance racing championship generated a great deal of media and commercial interest at the time, attracting strong manufacturer support in both the prototype and GT classes. Racing on American soil for the first time and against the might of the Works Chevrolet Corvettes, Dodge Vipers and Saleen S7s, this Ferrari 550 Maranello Prodrive converted pole position into a stunning GTS class victory in the Monterey Sports Car Championships round at Laguna Seca. That was followed by a podium on the streets of downtown Miami and a further pole position at the prestigious Petit Le Mans, held at Road Atlanta in October. The short string of very encouraging results gave Prodrive the confidence to mount an all-out assault on the ALMS the following year. For Le Mans in 2003, chassis number CRD03 was finished in a striking blue livery depicting the French Alps For the 24 Hours of Le Mans in 2003, Prodrive engaged the French engineering outfit Solution F to run chassis number CRD03 for the French World Cup alpine skier turned racing driver Luc Alphand. Alphand was joined on driving duties by Jérôme Policand and the brainchild of the Ferrari 550 Maranello Prodrive project himself Frédéric Dor. For the race itself, this Ferrari was given a striking blue livery depicting an alpine mountain range – a nod to Alphand’s sporting past. The trio of pilots drove a mature and, crucially, consistent race, completing 298 laps to finish fifth in the LM GTS category. The remaining eight rounds of the 2003 American Le Mans Series beckoned next for chassis number CRD03. Refinished in the minimalistic red livery of the Prodrive team, the car was raced by a plethora of racing greats from several different disciplines of motorsport. They included the sports-car veteran and multiple Le Mans winner David Brabham, the most successful female driver in American open-wheel racing history Danica Patrick, the Danish motorsport Jack-of-all-trades Jan Magnussen and World Endurance Champion Anthony Davidson. David Brabham and a very young Jan Magnusson drove CRD03 to second in the 2003 American Le Mans Series, scoring victories at Laguna Seca and in Miami The 2003 ALMS endeavour was a fruitful one for Prodrive and especially this 550 Maranello. CRD03 scored GTS a trio of class victories at Road America, Laguna Seca and Miami. It also accrued three further podiums and set two fastest laps. This car’s contribution was instrumental in Prodrive finishing second in the GTS Teams Championship. A class victory in the non-championship Le Mans 1000 Kilometres was a crowning end to what was a stellar year. This Ferrari’s third outing at Le Mans (and its only competitive start in 2004) is its most important for a number of reasons, not least its high-profile guest driver. Prodrive regulars established drivers Darren Turner and Rickard Rydell were joined by a certain Colin McRae – the only time the Scottish World Rally Champion swapped the special stages for Les Hunaudières in his storied career. Prodrive was the buzz of the paddock at Le Mans in 2004 thanks to Colin McRae, the late World Rally Champion making his first and only 24-hour outing McRae’s appearance at Le Mans was a real draw for the British contingent of the 200,000-strong crowd at La Sarthe, which had swelled in size as a result of his being there. Their frenzied anticipation was duly rewarded: the ironman of rallying rose to the immense demands of 24-hour racing with admiral deft. And despite gearbox gremlins which plagued the number 65 Ferrari throughout the race, McRae, Turner and Rydell finished third in the LM GTS class and ninth overall. They even left with the fastest race lap. For 2005, the running of CRD03 was entrusted to Rob Schirle’s Cirtek Motorsport outfit. It competed under the banners of Russian Age Racing and Team Convers in 16 races between the FIA GT Championship and the Le Mans Endurance Series (LMES), scoring a further five podiums. The strong results equated to third overall in the LMES standings. At its fourth consecutive 24 Hours of Le Mans, Christophe Bouchut, Alexei Vasilyev and Nicolai Fomenko brought this Ferrari home in a commendable fifth in class. CRD05’s 33rd and final competitive outing came in the 2006 24 Hours of Le Mans. Cirtek Motorsport/Russian Age Racing ran chassis CRD03 at its fourth and fifth 24 Hours of Le Mans races in 2004 and 2005 As with all but two of the Ferrari 550 Maranello Prodrives built, following its retirement from active competition in 2006, chassis number CRD03 returned to Care Racing Development. It remained there for a decade, until Frédéric Dor was persuaded by our very own Max Girardo to part with the car in 2016. “I first met Frédéric Dor when I was working for Bonhams in Geneva,” Max recalls. “He called me and asked if I could sell a Mercedes-Benz 300SL ‘Gullwing’. I knew that he had a collection of Prodrive-built rally cars he hadn’t sold, as well as the legendary Ferrari 550 Maranello GT1 racers. That was 20 years ago, but we remained good friends and kept in touch. One day, he called me to ask what we could do with all the 550s he had kept. For him, selling them was like parting with one of his babies. “I kept on badgering him and asking whether he’d sell me one. Finally, after many years, he agreed. Because of my interest in rallying, I always knew I wanted chassis 03, the car Colin McRae had raced at Le Mans in 2004. It would probably have been easier to prise another car from Frédéric’s grip, but I really wanted that actual car. It was great because Frédéric appreciated how passionate we were about the cars and knew that we’d show and run the car as much as possible. And that’s exactly what we’ve done. His greatest fear was that the cars would just sit, hidden away.” The wealth of scrutineering stickers on chassis CRD03’s rear bulkhead tells a visual story of the car’s storied period competition history In the years since, it’s remained with the same enthusiastic owners – owners who have championed the car by exhibiting it at the world-famous Goodwood Festival of Speed and campaigning it in the burgeoning Endurance Racing Legends series, including returning the car to La Sarthe for the Le Mans Classic on two occasions. In 2022, this car received its all-important Ferrari Classiche certification, the Ferrari factory recognising the historical significance of the 550 Maranello Prodrive. Indeed, this car is eligible for Ferrari’s exclusive Club Competizione GT events, held as part of its revered Corse Clienti programme. CRD03 has also been prominently featured in Cavallino magazine and the our definitive book Ferrari 550 Maranello Prodrive – The Last V12 Ferrari to Win at Le Mans, chronicling the story of these Italo-Anglo Prancing Horses. Returned to its 2004 Le Mans specification and livery, this car is accompanied by its original Ferrari factory books, ACO and FIA technical documents, Prodrive Legends report and an extensive spares package including the very GT1-specification engine used for the 24 Hours of Le Mans race in 2004. Accompanying chassis number CRD03 is its original 2004 24 Hours of Le Mans race engine and its red-book Ferrari Classiche certification binder And in the fabled story of Ferrari at Le Mans, certain cars are elevated by their record. As the final 12-cylinder Ferrari to win, the 550 Maranello Prodrive stands proudly among those Prancing Horses which carved such a strong legacy at La Sarthe: the 166 MM, 250 GT SWB Berlinetta, 250 GTO, 250 LM and 365 GTB/4 ‘Daytona’ Competizione. With five starts, chassis CRD03 further distinguishes itself as the 12-cylinder Ferrari to have raced at Le Mans more than any other. Its extraordinary competition record, including its successful venture in the American Le Mans Series, its podium finish at Le Mans in 2004 and its Colin McRae connection, is the proverbial cherry on the cake. “This car is accompanied by an extensive spares package including the very GT1-specification engine used for the 24 Hours of Le Mans race in 2004.” In light of the recent sale of the Le Mans-winning chassis CRD06, the final Ferrari 550 Maranello Prodrive to leave the Care Racing Development stable, it is clear that the interest in these special GT racers is continuing to grow as serious Ferrari and competition-car collectors become more educated to their historical importance. Here is an incredibly rare opportunity to acquire what is among the most decorated examples of them all. Other Cars from Girardo & Co. Ltd 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1991-Ferrari-F40-Cat-Non-Adjust-02.jpg 1991-Ferrari-F40-Cat-Non-Adjust-21.jpg 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1/21 1991 Ferrari F40 ‘Cat Non-Adjust’ Girardo & Co. Ltd United Kingdom 1955-Ferrari-750-Monza-01.jpg 1955-Ferrari-750-Monza-02.jpg 1955-Ferrari-750-Monza-15.jpg 1955-Ferrari-750-Monza-01.jpg 1/15 1955 Ferrari 750 Monza Girardo & Co. Ltd United Kingdom 1997-Ferrari-F50-01.jpg 1997-Ferrari-F50-02.jpg 1997-Ferrari-F50-20.jpg 1997-Ferrari-F50-01.jpg 1/20 1997 Ferrari F50 Girardo & Co. Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland