Auctions

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Edward Jones – July 14, 2021

GAA Classic Cars July 2021 Auction: 1971 Ford Mustang Bos...

Presented by GAA Classic Cars – Acting as the successor to the Boss 302, the 1971 Ford Mustang Boss 351 came into the world with more power and new design. Being offered by GAA Classic Cars is a one-owner example of the rare Boss 351. It was purchased new by the late Jerry Moore back in 1971. This Boss 351 was originally finished in bright blue metallic paint, but he had the dealer paint it Raven Black as that's the finish his heart was set on. He drove and enjoyed the car for years to come, and eventually had it stripped and refinished in his favorite Raven Black paint. He also had the muscle car undergo a complete rotisserie restoration in the late 90s, eventually being finished in the early 2000s. Since then, it has won multiple awards at every single event it has been entered into. Mr. Moore passed in 2017, but this 1971 Boss 351 is being offered after being retitled under his wife's name as part of settling his estate. It also features a 4-speed manual transmission, matching numbers Boss 351 engine, competition suspension, Red Oxide floors, ram air induction, special cooling package and more. This 1971 Ford Mustang Boss 351 will be auctioned off at GAA Classic Cars’ July 2021 auction, which runs from the 22nd to the 24th. For more information about the event, click here. View Listing

By Edward Jones – July 13, 2021

GAA Classic Cars July 2021 Auction: 1969 Chevrolet Camaro RS

Presented by GAA Classic Cars – Muscle car fans, here's one you don't want to miss. GAA Classic Cars will be auctioning off this beautiful 1969 Chevrolet Camaro RS (Pro Touring) during their July 2021 event. It comes with an LS Engine that features an updated Tick Performance Elite Series Street Heat Stage 2 camshaft. The lot description for this Camaro RS notes that it's been tested on a dyno and posted over 450 horsepower at the rear tires. Other features include the Tremec 5-speed transmission, front sway bar, rack and pinion suspension with tubular A-arms, Ridetech coil over shocks with 4-link rear end, and Wilwood front and rear disc brakes, Vintage A/C, and much more. If you're looking for a classic muscle car that's more than capable on a track, this is it. This 1969 Chevrolet Camaro RS will be auctioned off at GAA Classic Cars’ July 2021 auction, which runs from the 22nd to the 24th. For more information about the event, click here. View Listing

By Edward Jones – June 16, 2021

1965 AC Cobra Roadster CSX 2439 Being Offered at Barrett-...

Presented by Barrett-Jackson - Heading to Barrett-Jackson's Las Vegas auction is this 1965 AC Cobra Roadster CSX 2439. It's finished in Cobalt Blue with a black interior. Powering it is a matching-numbers 289ci engine that's paired to a 4-speed manual transmission. This Cobra has had the same ownership for 31 years and is listed in the Shelby Registry. It's heading to the auction from the Richard and Cynthia Grey Collection. If you've wanted a true taste of automotive excellence, an AC Cobra like this one is a perfect bet. With raw power and classic styling, this iconic sports car is a true legend. For more information, be sure to click the button below. This 1965 AC Cobra Roadster CSX 2439 will be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 16, 2021

1966 Ghia 450SS Being Offered at Barrett-Jackson Las Vega...

Presented by Barrett-Jackson - This 1966 Ghia 450SS was developed in 1965 in a cooperative effort between Chrysler Corporation and Carrozzeria Ghia in Turin, Italy. It features a handmade body and interior by Ghia, and an engine and powertrain from the Plymouth Barracuda S. Seen on the cover of Road & Track magazine in March 1965, it is believed that 57 Ghia 450/SSs were produced in 1966-67 and that about 35 remain. As the car was modified from the Fiat-powered concept 230S to the Barracuda-powered 450/SS, its design was modified by Ghia's new head of design, Giorgetto Giugiaro, with the assistance of Chrysler VP Paul Farago, who incorporated numerous Chrysler parts into the final version of the 450/SS. This Ghia 450/SS bears the serial number BS4008 and was sold at Beverly Hills Ghia by Burt Sugarman. It is titled as a1966, identifying it as one of the first Ghia 450/SSs to come to the U.S., and has been featured in several publications, such as Hagerty online's "The Mystery of the Ghia 450/SS," a Barracuda-based Italian Beauty, Hemmings Sports and Exotic Car Magazine for November 2013, and Collectible Automobile Magazine for December 1995. A privately done research paper of 176 pages, "Burt Sugarman and the Last Ghia," was produced by the owner of BS4008, with a photo of BS4008 on the cover, and is in the hands of most 450/SS owners. The Ghia 450/SS came with only two options, air conditioning and a removable hardtop this car is equipped with both. Included with the car is provenance back to its original owner and many books, brochures, and articles, including original sales brochures. This 1966 Ghia 450SS will be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 15, 2021

1968 Shelby GT500KR Being Offered at Barrett-Jackson Las ...

Presented by Barrett-Jackson - This gorgeous KR, wearing Shelby #04110, pairs the original matching-numbers 428ci Cobra Jet V8 engine with C6 Select-O-Matic 3-speed automatic transmission, with its shift lever coming out of the floor through a new-for-1968 Shelby-unique center console and factory air conditioning. The black deluxe bucket-seat interior is surrounded by tinted glass, Shelby's autograph adorns the glove box door, and a Philco push-button AM radio and tilt steering column are among the other interior amenities. Outside, the Highland Green paint is accented with white rocker panel stripes, and Lucas driving lights are mounted in the grille. This car's double A-arm front suspension has been rebuilt, and the chassis is equipped with power steering and power brakes. The KR rolls on Goodyear/Shelby Speedway 350 bias-ply blackwall tires wrapped around Shelby's optional 10-spoke aluminum wheels. The history of this Shelby GT500KR is well-documented in the Shelby Registry. This highly detailed car is ready to be shown and driven. This 1968 Shelby GT500KR will be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 14, 2021

1957 Mercedes-Benz 300SL Roadster Being Offered at Barret...

Presented by Barrett-Jackson - This particular example has recently emerged from the estate of a long-term California collection, where it remained for 20 years of exceptionally attentive ownership. A copy of the original Mercedes-Benz Build Sheet indicates the car still retains the original matching-numbers chassis, body and engine exactly as it was assembled on December 17, 1957. The Build Sheet further indicates the car was ordered for delivery to the U.S. with sealed beam headlights, Becker radio, column-mounted turn signal indicator and dual reverse lights (integrated into the main taillight lenses). Delivery was consigned from Meyer Sohn, Bremen, Germany, through Studebaker/Packard (then the authorized U.S. importer for Mercedes-Benz) with a final destination of New Orleans. This 300SL has had a recent service by 300SL experts Burlingame Motors. After a careful mechanical overview, new sway bar bushings and new motor mounts were installed, and the brakes were serviced, cleaned and adjusted. During the brake inspection, it was noted that there were no leaks and correct materials were used during restoration. Finished in the iconic 300SL color combination of DB 180 Silver Gray Metallic with a red leather interior. The silver paint was mixed with the correct metallic flake and was uniformly applied. The finish remains glossy and smooth with only light signs of use since the restoration. The doors, hood and trunk gaps are tidy and even throughout, with mild evidence of use visible in a few closure surfaces. The hood and trunk open and shut smoothly and the doors have properly finished jambs, opening and shutting tightly with distinctive German precision. The red leather upholstery and carpeting were finished to a very high standard. The various detailed interior switches, levers and knobs are all beautifully finished, including the correct steering wheel. Inside the trunk, a set of finely crafted red leather-covered luggage has been trimmed with gray leather edging and grab handles, accented by chrome hardware. Overall, this roadster shows very little signs of use since the restoration and presents as an exceptionally well-maintained 300SL, ready for classic rallies and road trips. Powered by a 3.0-liter inline-6 engine mated to a 4-speed manual transmission. This 1957 Mercedes-Benz 300SL Roadster be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 13, 2021

1963 Chevrolet Corvette Split-Window Custom Coupe Being O...

Presented by Barrett-Jackson Auction Company – Over 4,000 hours went into this SEMA Gold Top 100 Award-winning 1963 Split-Window Corvette's one-of-a-kind, no-expense-spared, rotisserie restoration performed by Nostalgia Hot Rods. The exterior is finished in PPG Pure White paint and features a hand-fabricated silver carbon-fiber engine bay, Euro flush-mount glass, and LED front and rear lights. Inside is a handmade interior by Darren Wingrove of HRH Designs. The one-off interior features Douglas Interior premium leather products, one-piece headliner, ACC premium carpet, LED lighting, Dakota Digital HDX gauges and clock, Nu-Relics power windows, Clayton Machine Works billet pedals, shifter and door pulls, Flaming River steering column and AGR performance steering gearbox. Heat and air conditioning is provided by a Vintage Air Gen IV climate-control system. Rounding out the interior is a Rockford Fosgate sound system with Bluetooth and wireless phone charging station to give this classic a modern feel. At the heart of this Corvette is a GM LS3 376ci hot cam engine making 525hp breathing through a Holley Sniper intake and exiting a jet-coated, polished stainless-steel custom exhaust system. Rounding out the engine bay is a polished billet March serpentine system with power steering setup, Billet Specialties valve covers and a Nick Williams polished billet throttle body. The engine is fed through an Aeromotive Stealth fuel system with custom aluminum fuel cell. All this power was then mated to a TREMEC T56 Magnum 6-speed manual transmission with LS9 clutch and Dana 44 rear end with 4.11 gears, making sure the rubber meets the road. This one-of-a-kind Split-Window Corvette rides on a hand-fabricated chassis engineered for structural integrity and manufactured from American 3/16 hot-rolled, CNC cut steel. Every seem has been fully TIG-welded and the frame rails fully boxed in order to handle the upgraded performance included in the modern drivetrain. This one-off chassis is fitted to a full RideTech adjustable coilover suspension system with upper and lower strong arms, tall spindles, inner and outer tie rod arms, front and rear sway bars, rear trailing arms and RideTech's TruTurn system, featuring billet aluminum steering arms, center link adapter, tie rods and adjusters. Finally, a Wilwood braking system was fitted with 14-inch cross-drilled and slotted rotors, 6-piston front and 4-piston rear calipers, Wilwood master cylinder and E-stop electric emergency brake fed by hand-fabricated brake hard lines with A/N fittings. This Corvette rides on 18x9 front and 19x12 rear forged one-off Budnik wheels with knock-off center caps wrapped in Nitto Invo red-stripe tires. This 1963 Chevrolet Corvette Split-Window Custom Coupe with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 12, 2021

2004 Koenigsegg CCR To Be Offered at RM Sotheby’s Milan Sale

Presented by RM Sotheby's KOENIGSEGG VERSUS THE WORLD The idea of building one’s own supercar to compete with the likes of Ferrari, Lamborghini, and McLaren would generally be considered ludicrous. How could one man’s vision compete with such established sporting pedigree and record-setting engineering? From time to time, however, someone does indeed attempt such a feat and, on even rarer occasions, succeeds brilliantly. Christian von Koenigsegg created his eponymous supercar company in 1994, at age 22; his aspiration was to build nothing short of the greatest supercar in history. Over the next three years, his small team created a prototype constructed using a radical carbon fiber tub and a litany of automotive engineering firsts. This car, named the Koenigsegg CC (Competition Coupé), was first publicly displayed at the Cannes Film Festival in 1997, and the reaction from public and press alike was overwhelming. Confident his cars would find buyers, Christian left Cannes with nothing other than production on his mind. By 2002, Koenigsegg had released the sportier and more refined CC8S. Meanwhile, development was well underway on the fledging company’s third model, the CCR. The two cars share many characteristics, though the CCR is clearly an evolution upon the specifications and equipment of its predecessor. The CCR was fitted with new suspension and braking systems developed by specialists, a titanium exhaust, larger alloy wheels, and far greater aero-work creating significantly more downforce. All these upgrades were made necessary because the car’s 4.6-liter, aluminum-block, twin-supercharged V-8 engine had been tuned to produce an astonishing 806 brake horsepower. In February 2005, a Koenigsegg CCR dethroned the McLaren F1 as the fastest production car ever built, with a top speed of 387 km/h. Only 14 examples would be built before production ceased in 2006. CCR CHASSIS NUMBER 7011 This 2004 Koenigsegg CCR, chassis number 7011, is the third CCR example produced and is built upon the 11th carbon fiber chassis completed by the factory (hence its VIN designation). Finished in dramatic Lava Orange over a bespoke color-matched interior, 7011 is the exact CCR Koenigsegg unveiled to the public at the 2004 Geneva International Motor Show. 7011 was also heavily featured in period press photography released by Koenigsegg and is, quite possibly, the most well known CCR example of the scant 14 examples produced. Following its time in the spotlight, this car’s German registration indicates that it was first registered on 23 May 2006. By 2009, 7011 had traveled just 1,150 kilometers while within the care of a collector in France. Since then, this alluring Koenigsegg CCR has seen regular servicing and enjoyment after time in several noted collections within Luxembourg and Germany. In preparation for sale, 7011 has just been serviced by marque specialists at Esser Automotive, the official Koenigsegg dealer in Aachen, Germany. Now showing 2,347 kilometers at the time of cataloging, chassis # 7011 is a supremely rarified and alluring offering that would be well suited for acquisition by the most astute of collectors. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

By Edward Jones – June 12, 2021

1969 Ford Mustang Boss 429 Being Offered at Barrett-Jacks...

Presented by Barrett-Jackson Auction Company – There’s something about a body-in-white high-performance car that radiates an exclusive prototype vibe that is much more about the car’s engine than any exterior color one might think of. The look of the Boss 429 under the hood of a Mustang was one of the most impressive sights during the rise of the entire muscle car phenomenon and remains so to this day. This particular 1969 Boss 429, which will be selling with No Reserve at the 2021 Las Vegas Auction as Lot #759, is an ideal example. The Wimbledon White paint almost hides its true potential to unsuspecting eyes, but the very shape of the Mustang is its own visual reward. Thanks to the design expertise and general hot-rod enthusiasm of the great Larry Shinoda, the Boss 429 presented itself as a leading-edge approach to perhaps the most exciting moment of that classic era. During the car’s creation when Shinoda was asked by his compatriots about his new project he simply told them it was “the Boss’ car,” and the name stuck. That boss was Bunkie Knudsen, who headed up Ford’s stock car racing program. Besides, if they had called this hot new engine “the Bunkie 429,” it might not have caught on in the street-scene quite so readily. The final construction of all Boss 429s was performed by Ford’s go-to specialty fabricator of Kar Kraft in Brighton, Michigan. Their resume included the development of the GT40 Mark II and Mark IV ‒ both Le Mans winners in 1966 and 1967. It took that kind of skill, talent and dedication to make the car of Knudson’s vision and Shinoda’s imagination possible, practical and ultimately so very collectible. The interior of this specimen is all original and even offers a deluxe AM radio, which likely never had much use. Naturally, you’ll find the battery located in the trunk to keep some weight off the front end, although there wasn’t any spare room under the hood anyway. To keep this engine combo in the good graces of government watchdogs of the day, the factory chose a smaller Holley 735 cfm carburetor to help ensure dyno-testing would reveal less potential than what was really there – and at the same time calm the engine’s output for street use by keeping the horsepower number down to a less aggressive, more socially acceptable level. Ironically, the same strategy did not apply to the Boss 302, since it used a larger 780 cfm version to boost and boast of the power even more on their soon-to-be-famous small-block. It’s NASCAR-derived crescent-head 429ci powerhouse engine utilizes a 4-speed manual transmission to send good will back to a set of 3.91 Traction-Lok gears. And this one now rides on new springs and shocks. Power steering and brakes were standard for a dash of driver comfort. This hand-assembled 1969 Boss 429 sports the Kar Kraft model number 1404. It had been treated to an older restoration that brought it up to its former glory. The car is fully documented and includes a Marti Report. This 1969 Ford Mustang Boss 429 with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 11, 2021

2000 Ferrari 550 GT1 To Be Offered at RM Sotheby’s Milan ...

Presented by RM Sotheby's - With a front-line racing career spanning some 11 years—and encompassing two FIA GT Championships, a Le Mans class win and overall victory in the Spa 24 Hours—the Ferrari 550 GT1 justifiably occupies a place in the pantheon of all-time great Competition GT cars. Remarkably, Ferrari’s last serious GT offering had been the mighty Group 4 Daytona, some three decades previously. However, whilst that project had been factory-led, no such blessing, initially at least, was forthcoming for the 550. Ferrari made it clear that any racing version would have to be developed privately, with Italian Race Preparation firm Italtecnica and their British counterparts Prodrive taking the lead. Indeed, it was not until 2003 that the factory-approved N. Technology squad, somewhat belatedly, chose to develop their own version. One of four Italtecnica cars built, chassis 115811 was purchased by wealthy Italian Andrea Garbagnati, making its race debut in the first round of the 2001 FIA GT Championship at Monza. Entered by Team Rafanelli, the car was driven by former Formula One drivers Emanuele Naspetti and Mimmo Schiattarella. Although running fifth early on, their race ended in retirement following steering failure just after two-thirds distance. At the second round at Brno, the pair enjoyed a largely uneventful race to finish fifth, whilst at Magny-Cours two weeks later, they recorded a valiant fourth behind the winning Lister Storm and two Chrysler Vipers. After another fifth at Silverstone, a busy early season of five races in seven weekends concluded with a visit to Zolder in Belgium, in mid-May. Naspetti took a richly deserved pole position, although once again bad luck intervened with the car retiring once again due to accident damage. The season resumed at Spa in early August for the series’ blue riband event, the 24 Hours. Naspetti was retained as lead driver of 115811 with Schiattarella replaced by two-time Spa winner Eric van de Poele; Belgian amateurs Philippe Steveny and Martial Chouvel also joining the squad. After qualifying second, Naspetti made a blistering start, even taking the race lead briefly in the third hour. However, the early pace had taken its toll, the car retiring after just six hours with a broken crankshaft. A truncated season saw the car compete at the A1-Ring in late August, but the squad opted to miss the final three rounds of the Championship at Nurburgring, Jarama and Estoril. In Austria, Naspetti was partnered by Marc Duez, and after a somewhat lacklustre qualifying session—which left the pair only 13th—the car retired once again with engine maladies, this time shortly before half distance. After lying dormant for the majority of the 2002 season, 115811 was loaned to erstwhile Touring Car team Dart Racing for the last three rounds of that year’s FIA GT Championship. Although driven by vastly experienced Red Bull-backed Austrian Dieter Quester and former Le Mans class winner Luca Riccitelli, and suitably updated to 2002 specification by Milan-based J.A.S Motorsport, the alliance was not a fruitful one, with all three rounds—Enna, Donington and Estoril—ending in retirement. For 2003, car owner Garbagnati entrusted preparation responsibilities to JMB Racing, entering selected events in both the FIA and Italian GT Championships. Once again, the former was a disappointment, with drivers Terrien, Derichebourg and Pescatori enduring lamentable reliability and retiring from all four race starts. However, an otherwise disappointing season was salvaged when Garbagnati himself shared the car with Ferrari test driver Andrea Bertolini in two Italian GT races at the A1-Ring, taking overall victory in both. The 2004 season represented 115811’s competitive swansong, with JMB’s lead driver Lorenzo Casè securing three overall victories in the car at Imola, Magione and Vallelunga en route to third place in the end of year standings. Appropriately, the Vallelunga win would be the car’s final contemporary race, with Casè sharing the car on this occasion with future Mercedes-Benz Formula One supremo Toto Wolff. Following the conclusion of its contemporary race career, the car was sold to Frenchman Bruno Tortara and then to an anonymous German collector, the latter commissioning former JMB engineer Jean-Christophe Noel to undertake a comprehensive restoration. It was acquired by the vendor in 2018, who reinstated the spectacular 2002 Red Bull livery and undertook a complete engine and gearbox rebuild. Subsequently tested by three-time Le Mans winner Marco Werner, chassis 115811 is now fully race prepared and ready to do battle once again. It would undoubtedly be a competitive and show-stopping entry into the burgeoning Endurance Racing Legends and Masters Endurance Legends series, whilst its eligibility for Ferrari’s factory-organised Club Competizioni GT events further enhances its already considerable status. Indeed, with its seductive lines, classic front-engined 6-litre V-12 layout and unparalleled accompanying soundtrack, the 550 Maranello has long been considered a worthy successor to the likes of the 250 GTO, 275 GTB/C and Daytona; an accolade which will surely only be cemented further in future years. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

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