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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 – May 11, 2021

RM Sotheby's Amelia Island 2021: 1995 Ferrari F50

Presented by RM Sotheby's - Images Courtesy of RM Sotheby’s - The Ferrari F50 was intended as an early celebration of the marque’s 50th anniversary. What bowed under the bright lights of the 1996 Geneva Motor Show was the culmination of everything the automaker had learned over its five decades of existence. The F50’s 512-horsepower V-12 stretched the limits of natural aspiration as it screamed toward its 8,000-rpm redline, while the car’s carbon-fiber tub kept the weight in check. The F50 split the difference between raw Ferraris of the past and the high-tech future. The F50 could trace its styling roots to the Pininfarina-penned Ferrari Mythos concept presented at the 1989 Tokyo show. That car rode on a modified Testarossa platform, as it was largely a styling exercise. An icon of its era, due in part to being featured in one of the first PC automotive video games, the Mythos was not just a virtual icon: The Sultan of Brunei is known to have commissioned at least two examples, one in red and the other in a decidedly period turquoise. To create the production F50, Ferrari and Pininfarina turned to wind tunnels. The Mythos’ basic shape remained intact, albeit with a curvier design with projector lights housed under headlight covers, deep air intakes in the front hood, a small passenger compartment, and a massive rear wing that likened it to the F40 that preceded it. Enormous, center-locking, 18-inch magnesium alloy wheels supplied by Speedline took the Campagnolo look from the 1980s into a new decade. The shapely body was created from carbon fiber and was wrapped over a tub created from the same material. Solid mounts held the race-derived 4.7-liter V-12 into the car. The V-12 itself was closely related to the engine that powered Alain Prost’s Ferrari 641 Formula 1 race car to five checkered flags during the 1990 racing season. The 65-degree V-12 was placed just ahead of the rear axle. A carbon-fiber-reinforced polymer intake supplied air, while fuel was held in an aircraft-grade Sekur fuel-tank bag to keep weight to an absolute minimum. A longitudinal six-speed manual transmission shuttled power rearward to a limited-slip differential. Cooling came via an oil-water intercooler sandwiched between the transmission’s lubrication system and the engine. Underneath, the F50 utilized rose-jointed unequal-length wishbones front and rear. Bilstein was tasked with creating electronically adaptive dampers to make what was essentially a Formula 1 car with windshield wipers and a passenger seat. Unassisted power steering ensured that the F50 would live up to its predecessors. After all, the F50 was never designed to scrub mileage as it dashed across the continent. Gigantic Brembo brakes guaranteed that the F50 would come to a halt quickly after reaching its 202 mph top speed. Ferrari made no effort to soften the F50 inside, either. Its dashboard was nearly unadorned, consisting of a carbon-fiber panel punctuated by three climate vents. Exposed carbon fiber was visible throughout, which, along with the manual window winders, served to remind occupants that the F50 was an exercise in weight reduction. Unladen, the car tipped the scales at just over 3,000 pounds, a remarkable feat given the power underhood, its relatively long 101.6-inch wheelbase, and the fact that the car’s structure was stiffened considerably because Ferrari chose to include a removable targa roof over the passenger compartment. Put to the test, the F50 was four seconds faster around the course at Fiorino than the F40 that preceded it. Even Ferrari’s then-president, Luca di Montezemolo, gushed with praise. He told Motor Trend in a 1995 review that the F50 would be “the first and last Formula 1 car with two seats.” CHASSIS 103922 The F50 hit the American market with an unusual lease program designed to prevent speculators profiting shortly after the model’s release. Of the 349 examples claimed to have been built, just 55 were earmarked for the American market, including the car offered here: Chassis 103922. 103922 is the 48th F50 produced; assembly was completed at Maranello on 15 December 1995 and the car was delivered shortly thereafter to Ferrari of North America in Englewood Cliffs, New Jersey. That same month, 103922 was sold new to American-Italian businessman, noted collector, and close friend of Horacio Pagani, Benny Caiola, via Wide World Ferrari in Spring Valley, New York. Caiola is said to have greatly enjoyed his F50, preferring it over all the other pieces of his vast and remarkable collection (notwithstanding his two Paganis). 10392 enjoyed residence and regular exercise within Caiola’s collection until his passing in 2010. The Caiola estate sold 103922 in February 2011, then showing approximately 4,000 miles accumulated during Benny’s 15 years of ownership. 103922 was thusly acquired by a Texas-based collector, who had the car regularly maintained by Ferrari of San Antonio during the course of his careful custodianship. In June 2018, with the car then indicating approximately 5,100 miles, this F50 was treated to a major “engine-out” recommended maintenance regimen which provided the 4.7-liter V-12 with a full suite of requisite gaskets, belts, seals, filters, and consumables. Additional maintenance invoices on file from Ferrari of San Antonio illustrate a saga of fastidious ownership. 103922 is now accompanied by its original owner’s manuals, service invoices, tool kit, hardtop, two pieces of luggage, and photos documenting the aforementioned major service completed in 2018. The F50, lauded as the last, and only, convertible six-speed manual Ferrari supercar, has very few peers. It combines cutting-edge, Formula 1-derived innovation and technology with a road-car platform. As the final generation of modern-day supercars equipped with manual transmissions begins to gain value in the collector car market, the F50 presents itself as not only an excellent-to-drive limited-production automobile, but also a very important model in Ferrari’s illustrious history. This vehicle will be offered at RM Sotheby’s Amelia Island auction, taking place 22 May during the world-renowned Amelia Island Concours d'Elegance. In-person and remote bidding options are available; contact RM Sotheby’s to register to bid. View Listing

By Edward Jones – May 10, 2021

RM Sotheby's Amelia Island 2021: 1992 Ferrari F40

Presented by RM Sotheby's - Images by Drew Shipley - To this day, the F40 remains one of Ferrari’s most captivating and impressively engineered supercars. Originally modeled from the superlative 288 GTO model to be an FIA Group B competitor, taking on the likes of the Porsche 959, the F40 continued forward even after the racing class was canceled. Rather than scrap the program entirely, Ferrari used the five initial 288 GTO Evoluzione examples as the basis of a new 40th-anniversary road car. It would be the last supercar devised under Enzo Ferrari’s stewardship. The F40 chassis consequently featured a race-developed steel tube-frame chassis with four-wheel double-wishbone independent suspension, coil-over Koni shock absorbers, and four-caliper ventilated disc brakes. Leonardo Fioravanti’s coachwork design, which was aerodynamically perfected in Pininfarina’s wind tunnel, was built with paneling woven of Kevlar and carbon fiber, reducing the curb weight by approximately 20 percent, while simultaneously tripling the car’s structural rigidity. The twin-turbocharged V-8 was bored to displace 2.9 liters and equipped with IHI turbochargers and Behr intercoolers, and married to a five-speed gated-shifter transaxle. The resulting performance was stunning, with 478 horsepower and 425 pound-feet of torque capable of taking the F40 to 60 mph from standstill in 3.8 seconds and a top speed of 201 mph. Cosmetically, the F40 amply reflected its basis in race-car development, with the low-weight body echoed by numerous interior considerations. Weight was further reduced with the use of cloth upholstery on plastic-composite racing seats, pull-strap door openers, drilled pedals, and Perspex windows. Publicly introduced at the 1987 Frankfurt Motor Show, the F40 was initially earmarked for a low production run of 400 examples, but unexpected customer interest prompted Ferrari to ultimately build 1,315 cars. The commemorative supercar was initially only available in Europe, and early examples were built without catalytic converters or adjustable suspensions. In 1990, a more developed version began taking deliveries in the United States, standard-equipped with air-conditioning and catalytic converters. By the model’s production conclusion in summer 1992, just 213 examples had been specified and delivered to North America. Occupying such an important position in Maranello’s supercar lineage, it is hardly surprising that many F40 examples were initially purchased by astute collectors and largely restricted to showroom viewing and concours exhibition. Relatively few cars were driven in anger on track,, but a handful of drivers were lucky enough to experience the F40 under such conditions. Case in point: Five-time Le Mans champion Derek Bell was allowed to push the car’s limits during a test drive for Classic & Sports Car magazine conducted during the mid-2000s. His verdict: “It’s just magnificent…This is a car to make your hair curl. The power delivery is sensational, and I love the way the turbos come on with such a rush. Very quickly the situation changes from neutral understeer to amazing oversteer, but it’s all superbly predictable.” CHASSIS 93103 Chassis 93103, offered here, is one of the last F40s built at Maranello. As one of just 60 examples constructed for the US market during the 1992 model year, it benefits from all the updates provided to the model since it was introduced in 1987. 93103 was assembled in February 1992 and delivered new in April 1992 to Ferrari of Houston, Texas clad in the standard F40 livery of Rosso Corsa over a Stoffa Vignona cockpit. On 8 April 1993, 93103 was sold to collector Herb Korthoff, of Park City, Utah; Korthoff is also recorded as having owned another F40 (92501) during this time. The car’s warranty card has been filled out by a “Sean Harris”—likely the son of Steve Harris, an authorized Ferrari dealer in Salt Lake City who also sourced 92501 for Korthoff. The car next appears in 2000 for sale at Shelton Ferrari of Fort Lauderdale, Florida, then showing 398 miles. Derek Woods of Cape Coral, Florida purchased 93103 and later displayed the car at 13th Cavallino Classic in January 2004. 93013 reappears in 2010 under the care of Christopher Vecillio in West Palm Beach, Florida; Vecillio is believed to have purchased the car from Shelton Ferrari in 2008 then indicating approximately 2,800 miles. Vecillio displayed 93103 at the 19th Cavallino Classic in January 2010, where it scored over 97 points and earned a Platinum Award in the Supercar Class. Invoices on file illustrate a regimen of meticulous care furnished to this F40 by each of its previous owners. 93103 has travelled under 40 miles since it was treated to a complete major service and belt service at Ferrari of Long Island in Plainview, New York. Executed in November of 2020, the car was also fitted with a new starter, alternator, horns, and four new tires. The consignor notes that the F40’s tires are bespoke to the model; the front and rear pair evidence different date stamps because Pirelli only makes them as needed, but both pairs are equally “as new.” 93103 also received an alignment, Pass Time tracking system, and rebuilds to its steering box and fuse panel. Earlier invoices illustrate regular servicing and fastidious attention paid to 93103 by Ferrari of Long Island and Ferrari of Fort Lauderdale. Now showing 3,304 miles at time of cataloguing, this very-late production F40 is accompanied by its proper US manuals, tools, two keys, Ferrari Classiche Red Book circa 2010, and service invoices dating back to the mid-1990s. Despite being the first installment in a long line of commemorative models that includes the F50, the Enzo, and the LaFerrari, the F40 continues to hold a special place in the heart of Maranello enthusiasts, bearing a close relationship to FIA race cars while having been supervised by Enzo Ferrari himself. Often occupying a crowning position in marque-focused collections, the F40 has evolved into one of Ferrari’s most celebrated supercars, revered by Maranello purists and hypercar aficionados alike. This low mileage, late-production US-market example is undoubtedly one of the most desirable examples ever brought to market. This vehicle will be offered at RM Sotheby’s Amelia Island auction, taking place 22 May during the world-renowned Amelia Island Concours d'Elegance. In-person and remote bidding options are available; contact RM Sotheby’s to register to bid. View Listing

By Edward Jones – May 01, 2021

Mecum Indy 2021: The 1969 Ford Bronco 'Big Oly'

Presented by Mecum Auctions - It’s fondly known as “Big Oly”—one very special vehicle that has rightfully earned the moniker of the world’s most famous Ford Bronco—and it’s now slated to cross the Mecum auction block at Dana Mecum’s 34th Original Spring Classic this May 14-22 in Indianapolis. Based on a 1969 Bronco and with sponsorship in place from Olympia Brewing Company, Big Oly is among the most memorable in the history of motorsports. It was driven by the iconic Parnelli Jones, a man who unquestionably enjoyed pet names for his racing vehicles. Jones was made famous driving a car named “Ol’ Calhoun,” his faithful Watson-Offenhauser racer in which he broke the elusive 150 MPH barrier and won the Indianapolis 500. In this case, the name Big Oly certainly fit Jones’ rough and tumble persona. It all started with a simple dare. Jones was a Ford man. Bill Stroppe was a Ford man. After seeing his share of racing tragedies, Jones had become more selective about what he would race, giving up the Indianapolis 500 after a heartbreaking effort that left him less than four laps from victory in the groundbreaking Andy Granatelli-run STP Turbine. It was Jones’ newfound selectivity that led him to turn down an opportunity to run with Stroppe at the Baja 1000; but Stroppe wasn’t one to take a refusal lightly. He told some friends at a party in late 1967 that “Jones wasn’t man enough for off-road racing.” “It was like showing a red cape to a bull,” Jones would later say. Stroppe and Jones already had a long and storied history in racing. In 1964, Jones won eight races driving for Stroppe on his way to a USAC Stock Car title and captured back-to-back stock car wins at the Pikes Peak Hill Climb in 1963-64. After an attempt at the Baja 1000 in a mostly stock Bronco in 1968, Jones knew he needed something better to win the event, and he used all the ideas in his fertile mind to come up with what would become the most special Bronco of them all: Big Oly. Jones shared his innovative ideas with trusted Stroppe mechanic Dick Russell. Russell decided they would take Big Oly to his garage to build a faster and stronger lightweight Bronco with a tube frame and body made of fiberglass and aluminum. Initially, Stroppe was upset at the two for going behind his back. In fact, Jones had to go out of his way to calm Stroppe down. After he cooled his jets and saw the innovative ideas on the unfinished build, Stroppe knew the Bronco had to be completed at his race shop. Big Oly forever changed the design principles and construction for off-road racers. Powered by a 351/390 HP Ford Windsor V-8 engine mated to a modified Ford C6 B&M hydro transmission and sporting two 22-gallon fuel cells, it was the stuff of dreams. Featuring a chrome moly space frame, fiberglass and aluminum bodywork with extreme shock absorber and suspension travel, a big wing on top, a split windshield to reduce dust in the cockpit, and a spool rear end for better traction, Big Oly was a sensation right from the beginning. The 154-inch-long, 72-inch-wide vehicle had a dry weight of merely 2,620 pounds, making it lighter than some small sports cars of the day. The entire build was meant to push boundaries. A roof was required, so why not make it a giant wing? It was an idea that Jones came up with that just happened to precede the common practice on today’s World of Outlaws Sprint Cars. The split windshield was something Jones had used in the past on dirt tracks and thought it would be particularly effective in an off-road setting. He was right. The lightweight and strong materials were derived from the expertise Jones had picked up during his days in Indy Car racing. Big Oly even had two integrated thermos jugs for storing water in order to keep Jones and Stroppe well-hydrated behind the wheel. By the time Big Oly was ready for its inaugural run at the Baja 1000 in 1970, Jones had become a very successful businessman. He had partnered with his longtime friend Vel Miletich in a Southern California Ford dealership, as well Firestone tire stores and distribution, and the two formed the all-conquering Vel’s Parnelli Jones Racing. The race team won the 1970 and 1971 Indianapolis 500s, captured three consecutive Indy Car championships and, in the next few years, would race at the front of the pack in categories as diverse as Formula 1, Formula 5000, NHRA drag racing, USAC Championship Dirt Cars and Sprint Cars. They were the gold standard of the motorsport world. Baja was clearly not something Jones needed to do, but his competitive spirit to win at everything drove him forward nonetheless. After breaking an axle in its first try in the 1970 Baja 1000—a race in which Jones admits he simply pushed too hard for the conditions of the course—Big Oly went on to ruthlessly dominate off-road racing for the next few years, winning the Baja 1000 in 1971 and 1972, and the Baja 500 and Mint 400 in 1973. The inaugural win for Big Oly at the Baja 1000 in 1971 was achieved with an amazing time of 14 hours 59 minutes, leaving even the fastest of motorcycles in the dust on the route from Enseda to La Paz in the Mexican peninsula of Baja California. Scoring an overall win in Big Oly was incredible and something that further burnished Jones’ reputation as a man who could win any race, on any course, in any vehicle. One year later, the race course was changed, as this time the Baja 1000 ran a different route of the Baja California peninsula from Mexicali to La Paz. Big Oly would duplicate its feat of a year ago, but not without some high drama near the finish. In the interest of efficiency, Stroppe had hired some local kids to help with refueling along the way. At the race’s final checkpoint, about 100 miles from the finish, one of the youngsters mistakenly poured gasoline in the one of the thermos jugs. Take one look at the contraptions on the back of Big Oly, and it’s not hard to see why this mistake happened. Realizing what had happened almost immediately, Jones thought he might still make it to the end, but stalled about 15 miles from the finish line. He and Stroppe were stranded, and the situation looked dire. As if from the heavens above, two locals driving a dimly lit Volkswagen happened upon Jones and Stroppe. Jones made a quick deal to buy a bottle of tequila that accompanied them on the journey as well as some gasoline in exchange for a $20 bill. There was much sadness all around, as Jones immediately poured the tequila out onto the dirt. He then took the Volkswagen’s windshield wiper hose and started siphoning gasoline out of its tank into the tequila bottle. After repeating this process about 15 times, it turned out to be enough to get Big Oly going and, to the amazement of everyone, to win the race for a second consecutive year. Jones’ quick thinking with the tequila bottle was matched by Stroppe’s ingenuity in the form of an analog GPS system. A backlit tablet containing a hand-operated scroll of maps meticulously drawn by prerace runs of the course made by Stroppe, the contraption gave the duo unmatched details about the route. It accomplished most of what a modern GPS system in a car of today does, minus the real-time updates. The analog GPS was a simple but brilliant tool that worked as well at night as it did during the day thanks to its backlit feature. Big Oly’s string of successes would continue, as it went on to score wins in the Baja 500 and the Mint 400 in 1973. It’s hard to put into words the mental fatigue that sets in on long-distance off-road races, where one simple mistake can undo hours upon hours of fine driving, making the record of Big Oly with Jones and Stroppe nothing short of sterling. Since those glory days, when Big Oly wasn’t residing at the Vel’s Parnelli Jones race shop, it was out being treated with the regality it deserves. Big Oly has been on display in Ford’s hometown of Dearborn, Michigan, at the Amelia Island Concours d’Elegance and all over its home state of California. In fact, former Mexican president Vicente Fox Quesada once took a seat inside Big Oly, as if to demonstrate just how important the vehicle is in the country where it scored its greatest triumphs. Driven by one of the most iconic racers in the sport’s history, Parnelli Jones, who teamed with his long-time compatriot Bill Stroppe for all of its big successes, Big Oly stands alone as the world’s most famous Ford Bronco, and it’s now ready for the next chapter in its storied history as it heads for the Mecum auction block this May in Indianapolis. Big Oly will be auctioned off during Mecum Auctions' Indy 2021 event, which runs May 14-22. View Listing

By Edward Jones – April 30, 2021

Mecum Indy 2021: Winchester Gray 1971 Plymouth Hemi Cuda ...

Presented by Mecum Auctions - There are multiple terms that have defined what many consider to be the true “ultimate” American muscle car, the 1971 Plymouth Hemi Cuda convertible. We all know that “rare,” ”desirable,” ”final-year” and “incredible” are words far more common than those cars will ever be. It is when you add things like “export,” “metric odometer,” ”one-of-one” and “same owner for over two decades” that even the most serious buyers begin to give it their full attention. Well-known in the Mopar hobby, this particular car is unique in so many ways that it becomes a challenge to know where to begin to describe it. Perhaps it’s best to start on the assembly line at Hamtramck, Michigan. There were only to be 12 Hemi Cuda convertibles emerging from the plant during that model year, with five of those slated for non-U.S. destinations. This car was destined for France, and as a result of heading to Europe, it came with the special export 240 KPH speedometer, which today shows a metric odometer reading of 98,553 kilometers (approximately 60,000 miles) since new. The driveline selected was for a deliberate driver, with the A833 Hemi 4-speed manual transmission coupled to a Dana 60 Sure Grip differential with a 3.54 final gear ratio. That combination denoted the A33 Track Pak, which gave the car a 26-inch radiator, seven-blade viscous fan and Hemi suspension upgrades as well. The paint selected was not one of the highly visible colors available but instead a refined Winchester Gray, Code GA4, coupled with the black Shaker scoop, V3X black top, H6X9 black bucket-seat interior and black billboard graphics. The optional outside mirrors are painted body color, and the noteworthy 1971 Cuda trim—cheese-grater grille, front fender inserts, ‘Cuda emblems, chrome rocker moldings, and through-valance bright exhaust tips—are also on this car. We can still imagine it parked in the VIP paddock at Le Mans or running along the coast at Monaco, turning heads among the café set as something much too brutal for its environment. Perhaps first owner Jean Teyssier of France made an impression like this after the car was delivered. The history of this Hemi convertible became more visible when it was listed for sale in a regional American car club newsletter as simply a “1971 Grey Cuda,” with nothing stating it being a Hemi model. At that time, 1993, these cars had already begun to showcase themselves as the upper echelon of American production muscle cars. A buyer in America called the number, got some details and purchased it after a flight to France verified its authenticity. After arriving, it was eventually sold as-received to the present owner, in whose personal collection it has resided for 20 years, and it is mechanically sound enough he has been known to drive it on occasion. The originality of this car includes its driveline. Rather than reintroduce you to the 426 Hemi engine, the fact it is still numbers-matching makes this car quite unique. The Hemi was in its final year of production in 1971, but it retained virtually all of the performance components that had made it such a street legend. With a Hurst Pistol grip in the grasp of a determined driver, this combination could swing that metric speedometer far to the right, likely past where the numerals “200 KM” were positioned. Power steering and power-assist brakes helped keep any such endeavor a bit more manageable, but let’s be frank: this car was not built to be tamed. Inside, driver and riders benefited from power windows, with the power top and six-way driver’s seat also at the fingertips of the pilot. Interestingly, no radio was ordered, so there is no antennae mount on the fender here. The Rallye dash has functional gauging including the factory N85 tachometer. The vinyl buckets are the high-back versions, the Hurst shifter is mounted in a C16 console and the wood-grain trim design is applied to the dash, console, door panels and three-spoke sport steering wheel. In addition to the other trim mentioned earlier, touches of chrome brightwork are found on the A-pillar and rear panel surround, the bumper guards, hood pins and the Hemi ’Cuda callouts on the Shaker scoop. This car came with the premium Rallye wheels wearing Goodyear Polyglas GT F60-15 tires. Finally, a car like this is always further benefited with provenance, which here consists of the broadcast sheet, an original French title and copies of import documents. There is a limited number of people who can own the exclusivity of a real Hemi Cuda convertible, and just one will be this car’s caretaker when this opportunity concludes. So, if the words “rare,” ”desirable,” ”final-year” and “incredible” are more than simply phonetics in your world, owning this very special export Hemi E-body convertible could leave those around you speechless. This Plymouth Hemi Cuda Convertible will be auctioned off during Mecum Auctions' Indy 2021 event, which runs May 14-22. View Listing

By Edward Jones – April 29, 2021

Mecum Indy 2021: 2011 Ferrari 599 SA Aperta from Marshall...

Presented by Mecum Auctions - Based on the fabulous 2011 Ferrari 599 GTO, this 2011 Ferrari 599 SA Aperta is one of just 80 produced, making it one of the most exclusive Ferrari supercars of the era. The 599 GTO broke new ground as the fastest road-going Ferrari to its moment, combining the 6.0L/644 HP engine derived from the 599XX track car, Ferrari’s own F1 6-speed manual gearbox, computerized stability and traction control systems, and Brembo carbon ceramic disc brakes to conjure a driving experience reserved for but a few fortunate mortals. The best never being enough for the magicians of Maranello, they took the 599 GTO one step further to create the SA Aperta, the fastest, most exclusive open Ferrari in the company’s extraordinary history—“SA” standing for Sergio and Andrea Pininfarina, whose world-renowned design house conceived the 599’s timeless coachwork and also celebrated its 80th anniversary in 2011, and “Aperta,” Italian for “open.” An original U.S. delivery example showing 4,345 miles, this 599 SA Aperta presents in Rosso Fuoco paint with a Matte Silver windshield surround and removable roof panel over a Nero interior with Rosso contrast stitching and the famed Cavallino Rampante embroidered into both headrests. Supple water-resistant leather upholstery covers the form-fitting Recaro power sport seats, dash and interior trim panels, subtly accented with Gloss Black surfaces on the steering wheel, shift paddles and other driving zone surfaces, and carbon fiber trim on the seats. While the historically exclusive nameplate is conspicuously absent, the SA Aperta retains all of the GTO’s marvelous performance, while differentiating itself with such features as a specially designed SA-specific exhaust system. Finishing touches such as aluminum monoblock brake calipers, Scuderia fender shields, a contrasting red rev counter, front and rear parking sensors, iPod connectivity and Pirelli P Zero tires on 20-inch sculpted alloy wheels add further distinction. Offered with Ferrari Classiche Certification, this awe-inspiring milestone Ferrari comes complete with the factory tool kit, car cover, battery charger, Nero soft top and manuals. This Ferrari 599 SA Aperta will be auctioned off during Mecum Auctions' Indy 2021 event, which runs May 14-22. View Listing

By Edward Jones – April 27, 2021

Mecum Indy 2021: One-Off 2020 Ford GT MkII With Ken Miles...

Presented by Mecum Auctions - Ford added the latest chapter to its marvelous racing history in 2016, when the second-generation GT scored a victory in the 24 Hours of Le Mans on the 60th anniversary of the company’s first win there in 1966. The win recalled the dominating drive by Ken Miles in the No. 1 GT40 MkII that ended in a dead heat and robbed the talented English expatriate of a sure Triple Crown in that year’s FIA Manufacturers Championship after outright wins at Daytona and Sebring. To honor the spirited Miles—who was also Carroll Shelby’s close friend, Shelby American’s Competition Director and a supremely gifted driver/engineer—this 2020 Ford GT MkII, one of just 45 slated for production, exists as the only one finished in the livery worn by Miles’ legendary Le Mans racer. And with just 15 miles on the odometer, it is virtually brand new. Resurrecting the name of a historically momentous race car is a serious business for any automobile manufacturer, especially when the inspiration is the very car that knocked Ferrari off the throne it had occupied for years in dominating the 24 Hours of Le Mans. That car, of course, was the legendary Ford GT40 MkII, three of which rolled across the finish line in formation to complete a controversial dead-heat sweep of the 1966 French endurance classic. The MkII’s 1966 victory began a four-year consecutive overall win record for the GT40 that broke Ferrari’s stranglehold on Le Mans once and for all, to this very day. That’s a tough act to follow, but 40 years later Ford revived the concept with the brilliantly designed and executed 2005-06 GT that paid its respects to the original with blistering performance born of sophisticated technology and brute power. A decade later, Ford returned to the well to produce its latest and greatest GT, a car designed first and foremost to win the LM GTE-Pro class in the 2016 24 Hours of Le Mans. The all-new GT fulfilled its mission when Chip Ganassi Racing’s entries took four of the top 10 spots, including first and third places. Of course, homologation rules requiring a minimum number of street-legal cars resulted in the most advanced road-going Ford ever in the form of the third-generation GT. But Ford and its partners at Multimatic, the Oshawa, Ontario, advanced engineering firm that manufactures the GT, were not finished. At the 2019 Goodwood Festival of Speed, the two companies revealed the limited-edition GT MkII—the most advanced and exclusive Ford Track Car in the company’s 118-year history. Unencumbered by road or racing rules, regulations and limitations of any kind, Ford and Multimatic unleashed the full performance potential of the GT, already a supercar by any definition and loaded with advanced racing technology from the outset. Like any great concept, the GT’s fundamentals remain intact: a hand-crafted carbon fiber chassis and body with integrated roll cage; F1-inspired wishbone suspension with pushrod-actuated shocks; carbon-ceramic disc brakes and the compact but powerful EcoBoost twin-turbocharged V-6 engine. To begin the transformation to unbridled track monster, Multimatic shaved 200 pounds from the GT, most of it by dispensing with the adjustable ride height equipment and specifying its own five-way adjustable race-derived DSSV dampers with blow-off to eliminate harsh ride feel at high speeds. The MkII retains the GT’s 15.5-inch front and 14.1-inch rear Brembo carbon-ceramic brake rotors, but unique 19-inch Forgeline forged alloy wheels were paired with super-sticky Michelin Pilot Sport GT racing slicks. FIA Le Mans regulations held the racing GTs V-6 to 500 HP, while the road version makes 647; with no government or sanctioning body rules to hold them back, Ford Performance power engineers extracted another 50 HP from the MkII version for a full 700 HP and even more torque than the GT’s 550 lb-ft. The GT’s superb Ricardo 7-speed transmission is replaced with a unique Getrag 8-speed dual-clutch unit for more flexibility in the widely varying track conditions the MkII will encounter. Such prodigious power in a car weighing just 2,850 pounds requires every aerodynamic trick in the book to keep it under control at the speeds of which the MkII is capable and, once again, the absence of rules gave Ford and Multimatic engineers free reign to capitalize on their experience at the highest levels of motorsport. First, they dispensed with the road GT’s articulated rear wing—which flips up during high-speed braking to add extra stopping and stabilizing power—and replaced it with a massive fixed dual-element wing that adds 250 pounds more downforce than the wing used on the 2016 Le Mans-winning race GT and would be illegal in any sanctioned racing series. Louvered carbon-fiber vents in the front fenders decrease front-end lift in concert with a huge front splitter developed for the Le Mans racer but that also proved illegal. The full Le Mans rear diffuser, a redesigned floor pan and front dive planes also made their way to the MkII. With the ride height set at just 56mm, these modifications produce approximately 1,900 pounds of downforce, some 350 more than the Le Mans car. With the additional grip provided by the racing Michelins, the MkII is capable of generating well over 2 Gs of lateral acceleration. For more efficient cooling, the MkII’s EcoBoost V-6 features a high-capacity air-to-air outboard-mounted charge air cooler with water spray technology and a roof-mounted air intake to feed the auxiliary engine, clutch and transmission coolers. The race-engineered cockpit is a driver’s Nirvana, offering a multifunction racing-style wheel, FIA-compliant roll cage, Sparco driver and optional passenger seats with six-point harnesses, a refrigerant system for the driver’s suit and a MoTeC data acquisition unit that doubles as a monitor for the rear-view camera. With production limited to just 45 examples over a three-year period, the Ford GT MkII is already one of the most exclusive automobiles in the world, one that, in Ford’s words, “unleashes the full performance potential of the Ford GT without any artificial performance limitations dictated by racing sanctioning bodies … It’s the closest GT owners can get to the Le Mans-winning performance and exhilarating feeling of crossing the finish line in the Ford GT race car." We like to think that Ken Miles would have loved it. This Ford GT MkII will be auctioned off during Mecum Auctions' Indy 2021 event, which runs May 14-22. View Listing

By Edward Jones – April 19, 2021

GAA Classic Cars April 2021 Auction: 1968 Ford Mustang Sh...

Presented by GAA Classic Cars - When Carroll Shelby was asked to make the Mustang faster, his team jumped at the opportunity to stuff their 427 big block between the fenders, and this became the GT500. But, Mr. Shelby took knew full well it wouldn't be decent in the corners with such an anchor up front. That's why a small team decided to push the Windsor small block to new heights. Only 30 small block Shelby Mustangs were offered in this spec for 1968, Without 900 lbs over the nose, it corners, stops, and grips much better than the GT500. This car is mostly original and listed in the Shelby Registry, showing full ownership since new. Being numbers-matching, it has only had 3 owners since it was delivered in late '67. A rare car by any measure, it has a tilt-away steering column, power steering, power disc brakes and the indestructible Toploader 4-speed. The incredible Shelby suspension is ready to carve up the track, but the provenance of this car makes it perfect as the centerpiece of your Blue Oval collection. Details like functional brake ducts and the Kamm-back rear spoiler would be standard issue on late-model Mustangs, and this is where it all started. If you can dream in Sunlit Gold, it will be the highlight of the GAA Classic Car Auction next week. Get registered now because Shelby collectors around the world are poised to pounce. This 1968 Ford Mustang Shelby GT 350 will be auctioned off at GAA Classic Cars' April 2021, which runs from the 22nd to the 24th. For more information about the event, click here. View Listing

By Edward Jones – April 17, 2021

GAA Classic Cars April 2021 Auction: 1970 Plymouth Road R...

Presented by GAA Classic Cars - The Plymouth Road Runner Superbird may have had a short-lived production cycle, being produced just in 1970, but it still made quite the impact. Those equipped with the massive 426 HEMI engine had 425 horsepower on tap and were blisteringly fast. Heading to the upcoming GAA Classic Cars April 2021 auction is an original, numbers-matching 1970 Plymouth Superbird. This example is well documented and comes with the original Chrysler Corporation Car Production Broadcast Sheet & window sticker. The previously mentioned 426 HEMI engine is also found in this Superbird, which is mated to a rebuilt Torqueflite transmission. As for accolades, this is one of 135 HEMI Superbird produced in 1970 and one of 36 known to be equipped with the automatic transmission. It shows 24,959 actual miles on its odometer and is finished in the correct Alpine White paint (repainted in 2000). This 1970 Plymouth Road Runner Superbird will be auctioned off at GAA Classic Cars' April 2021, which runs from the 22nd to the 24th. For more information about the event, click here. View Listing

By Edward Jones – April 16, 2021

GAA Classic Cars April 2021 Auction: 1969 Dodge Charger R...

Presented by GAA Classic Cars - 440 fans need not apply, because this 426 HEMI is fed by dual quads. Riding on the original steel wheels, it's nice to see a Mopar that hasn't been raced or resto-modded. The air cleaner, hose clamps, and even the vinyl top are showroom new thanks to loving owners. The A833 4-speed is ready for a night on the town, and the trim tag has all the right options. This Charger is a feature vehicle from a private Tennessee collection. The Ron Jones Collection consists of over 100 vehicles offered at no reserve. This 1969 Dodge Charger R/T HEMI will be auctioned off at GAA Classic Cars' April 2021, which runs from the 22nd to the 24th. This one is going across the block during primetime on Saturday, so get registered now. For more information about the event, click here. View Listing

By Edward Jones – April 15, 2021

GAA Classic Cars April 2021 Auction: 1967 Chevrolet Nova

Presented by GAA Classic Cars - Square body Novas are more popular than 69 Camaros. We said it, somebody had to. The reason why is that the 66-67 cars are among the lightest, fastest, and best handling cars of the '60s. Not just among Chevys, the suspension is better than most cars of its era, and these cars introduced a chassis that lasted well into the 80s. This 3-year build started with a 468 big block. Backed by a TH400 trans, it sends power to a 9" loaded with 3.55 gears. The suspension is TCI coilovers with a 4-link. It is a full resto-mod loaded with power windows, Vintage Air, tilt column, Dakota Digital dash, aluminum radiator and dual fans. This is a car that idles fine in sweltering traffic and sings smoothly through 3" mandrel-bent pipes. There is nothing else that can be done, so the cost to replicate it makes the notion of bidding on this car a worthwhile effort. This 1967 Chevrolet Nova will be auctioned off at GAA Classic Cars' April 2021, which runs from the 22nd to the 24th. For more information about the event, click here. View Listing

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