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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 – July 20, 2021

Mecum Monterey 2021: 1965 Ferrari 500 Superfast

Presented by Mecum Auctions - Established almost immediately after the close of wartime in Europe, Ferrari and its enduring legend were built upon racing success from inception. Intense demand, fueled by Ferrari’s winning reputation, brought about the company’s first dual-purpose road/race cars in 1949. Spurred by epic wins that year at the most important European races—including the Mille Miglia, Targa Florio and the Le Mans 24 Hours—Enzo Ferrari built his new factory in Maranello, Italy. Road-car production soon began, albeit in strictly limited numbers, mainly to finance Scuderia Ferrari’s racing commitments. By the late 1950s, road models were largely consolidated around the 250 GT, but Ferrari’s wealthiest and most demanding clients were offered the 400 Superamerica (400 SA) of 1959-1964 and 500 Superfast (500 SF) of 1964-66. For its part, the 500 Superfast debuted at the March 1964 Geneva Salon, marking the end of an era as the last of Ferrari’s elite, limited-edition closed models. While only as few as 36 were produced (some experts quote 37), the 500 SF captured the automotive world’s imagination in a manner unseen since the great prewar coachbuilt models from Bugatti, Duesenberg and Hispano-Suiza. The sleek bodywork of the 500 Superfast was directly influenced by Pininfarina’s prior 400 Superfast Aerodinamico coupes and glamorous Superfast II show car (Chassis No. 2207 SA), which was largely the work of Pininfarina’s longtime master designer Aldo Brovarone. Refinements applied to the rolling design laboratory provided by Chassis No. 2207 SA were previewed at the era’s top international motor shows, confirming Pininfarina’s design prowess and laying the foundation for the 500 Superfast. Powering the 500 Superfast was the ultimate development of Aurelio Lampredi’s “Long Block” V-12 engine, with lineage dating back to some of Ferrari’s most glorious racing cars of the early 1950s. Designated Tipo 208, the 500 SF engine displaced nearly 5.0L—4961cc, to be exact—and featured removable cylinder heads, a choice of 8.8:1 or 9:1 compression ratios, and triple 40mm Weber twin-choke carburetors; altogether, it was good for 400 HP at 6,500 RPM. Riding a tubular chassis with a 2.65-meter wheelbase, the 500 SF included independent front suspension and a live rear axle with leaf springs, dual-circuit servo-assisted Dunlop disc brakes all around, and a 4-speed manual transmission with electrically operated overdrive for Series 1 models and a 5-speed for Series 2. As one of the most powerful road cars of its time, the aero-efficient 500 Superfast was capable of nearly 170 MPH while cosseting occupants in leather and fine details. Pininfarina’s renowned craftsmen produced the bodies for the 500 Superfast with exceptional care and, unlike prior high-level Ferrari/Pininfarina collaborations, with few deviations from the basic design of the 1964 Geneva Show car. Only a neat hood bulge was added for carburetor clearance, and detail differences were limited to door handles and tail lamps. Production included approximately 25 “first series” cars, followed by a dozen “second series” examples, which shared updates with the 330 GT including a 5-speed gearbox, “hanging” pedal arrangement and revised front-fender vents. Production was unhurried, at a rate of roughly one 500 Superfast per month, with the final example, 8897 SF, delivered to British Ferrari importer Colonel Ronnie Hoare of Maranello Concessionaires on August 1, 1966. Buyers of the 500 Superfast formed a “who’s who” list of top Ferrari clients including the Aga Khan, Prince Bernhard of the Netherlands, shipping magnate Peter Livanos, Shah Reza Pahlavi of Iran, German playboy Günther Sachs and brilliant British actor Peter Sellers, the star of “Doctor Strangelove” and the “Pink Panther.”This “Series I” 500 Superfast, No. 6305 SF, is steeped in fascinating early history and documented by marque historian Hilary A. Raab in “Ferrari Serial Numbers Part I” as the 15th example produced. Originally finished in Nero (black) paint over Natural (beige) leather upholstery, 6305 SF differs from the other Series 1 cars with its factory-fitted 5-speed manual gearbox. Delivered to Milanese Ferrari dealer Crepaldi S.p.A., 6305 SF was purchased new in May 1965 by Count Guido Monzino, scion of Italy’s Standa grocery chain with offices in Milan. While born in 1928 to a logical future in business, the Count lived an amazingly adventurous 60-year lifetime, one which could certainly fill many volumes or easily inspire a decades-long, James Bond-style movie franchise. Best-known as one of Italy’s premier adventurers, explorers and mountain climbers, Monzino ascended the deadly Matterhorn by his early twenties and went on to complete 20 more arduous and hazardous expeditions throughout the world by 1973. The Count’s motorized adventures were equally prolific, including ownership of numerous elite-level Ferrari models and associations with the era’s top racing drivers. Monzino was also famous for rocketing across Lake Como in his beautiful racing hydroplane, the San Marco. Featuring supercharged Ferrari 340/375 MM V-12 power, the San Marco was once piloted by Count Monzino to a new speed record of over 150 MPH in the 1950s, demonstrating his ample bravery and skill. By 1969, the 500 Superfast was with a new Italian owner, and through the intervening years, it has formed part of some of the finest private collections on both sides of the Atlantic, including the 1998-2007 timeframe in the Seattle area with John McCaw, Ken McBride and Bill Cotter in succession. As offered at Mecum’s upcoming Monterey auction, 6305 SF continues to benefit from a complete engine rebuild and attention paid to its various mechanical systems by the Ferrari specialists at Wayne Obry’s Motion Products Inc. Retaining the matching-numbers original engine and mechanical components, this extremely rare Ferrari masterpiece has also received Ferrari Classiche certification, with the “Red Book” accompanying it. Finished in factory-specified black paintwork as new, 6305 SF is well equipped with power window lifts, an AM/FM radio, and it includes a proper tool roll and roadside jack. Brutally powerful, supremely elegant, blindingly fast and outrageously expensive when new, 6305 SF remains a truly rare example of Ferrari’s ultimate “classic era” V-12 Gran Turismo in every respect. Owned new by one of Italy’s most enigmatic business tycoons and daring adventurers, it is also one of the most fascinating. This 1965 Ferrari 500 Superfast will be auctioned off during Mecum Auctions’ Monterey 2021 event, which runs August 12 to 14. View Online Listing

By Edward Jones – July 19, 2021

Mecum Orlando 2021: 1969 Dodge Daytona NASCAR

Presented by Mecum Auctions - The short but memorable legacy of Dodge’s NASCAR Charger Daytona’s racing effort encompasses many famous names, but Marty Robbins may be one of the most unique. The car here, originally built by racer James Hylton using a Nichels chassis, was driven by the significant country-western recording artist as car No. 42 at the late-season National 500 in Charlotte in 1970. This event at Charlotte Motor Speedway was the only event in which this race car was ever campaigned as a Charger Daytona, and it was also the first NASCAR race Robbins was able to participate in after returning from a two-year sabbatical. This is the first time the No. 42 has been made publicly available since its extensive reconditioning. Known for musical hits like "El Paso" and "Big Iron," the singer drove hard but only occasionally on the NASCAR Grand National Series between 1966-1982. The car was first built and raced by James Hylton as a regular Charger from late 1967, until Hylton switched to Ford for 1970. Robbins bought the Nichels-based car from Hylton and then enlisted driver Bobby and mechanic Eddie Allison to convert it from a Charger 500 to a Daytona body for the race event at Charlotte. After this appearance, the Allisons rebodied and drove it first as a ’68 Charger to avoid the aero rules coming for 1971, then sold it to a car owner named Butch Nelson, who let young Neil Bonnett drive it. It was bodied as a 1974 Charger when Bonnett crashed it and a fire started inside in late 1973, causing the car to disappear for many years after. When discovered in 2005, the GM-based front suspension the Allisons had installed and Hylton’s unique cage structure were among the key components noted in authenticating it as the Robbins car. Now confirmed, a full rotisserie restoration was undertaken by Ray Evernham's Big Iron Garage in Mooresville, North Carolina, to the October 1970 configuration Robbins drove it in, with assistance from aero-car experts Doug Dempsey, Doug Schellinger and Greg Kwiatkowski to determine and authenticate the car's history. A stunning debut came in 2019 at the 50th Anniversary of the Daytona’s first race, when this car joined Bobby Allison's No. 22 car, Richard Petty's No. 43 Superbird and Bobby Isaac's No. 71 car for Sunday appearance laps right on the Talladega Superspeedway during the Aero Warriors reunion hosted by Tim Wellborn. Since then, it has been statically exhibited at the 2019 MCACN show, Ray Evernham's Americarna show and most recently honored by invitation to the Hershey AACA Museum’s recent “Yeah, It’s Got a Hemi!” display earlier this year. This car’s excellent reconditioning begins under the hood, where an iron 426 Hemi V-8 built by Ray Barton Racing Engines resides. This features the correct bathtub intake, factory single 4-barrel intake with LeMans float bowls, a “he-man” brake outfit and circle track crankcase ventilation tubes. In addition to the rare early Holley Dominator carburetor, this car features a Transistorized Prestolite coil layout located in the passenger side footbox. The engine is mated to a correct A833 4-speed Chrysler manual transmission and backed by a reinforced Chrysler 8.75 differential housing. Vintage and very difficult to find Nichels NASCAR wheels finished in proper yellow are mounted on the car, while the fuel cell has been updated for safety to allow exhibition racing use. The No. 42 will be sold with its extensive race history including period photos, magazine articles and newspaper clippings. Its discovery, restoration and unveiling was chronicled in several magazines including Muscle Car Review, Mopar Action, Chrysler Power and Hemmings, but there is nothing like owning the real “Big Iron.” All you might need is a guitar. This 1969 Dodge Daytona NASCAR will be auctioned off during Mecum Auctions’ Orlando 2021 event, which runs July 28-31. View Listing

By Edward Jones – July 18, 2021

GAA Classic Cars July 2021 Auction: 1955 Chevrolet 210

Presented by GAA Classic Cars – Heading to GAA Classic Cars' July 2021 auction is a 1955 Chevrolet 210 that's truly a "no expense spared build." While its exterior may look true to the original 210, it features a long list of modern upgrades that are tasteful and functional. This includes the power windows, Bluetooth radio, Fatman chassis, 355 SBC engine, custom steel wheels wrapped in Nitto S55 tires and even air conditioning. A full custom leather interior greets the driver and passengers who will enjoy every second of time in the cabin. They will surely enjoy their time when the pedal hits the floor and power is sent to the 9-inch Ford rear end. This 1955 Chevrolet 210 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 17, 2021

GAA Classic Cars July 2021 Auction: 1972 Chevrolet K5 Blazer

Presented by GAA Classic Cars – Looking for a one-of-a-kind custom ride? Then you have to check out this custom 1972 Chevrolet K5 Blazer that was built at 187 Customs in Mustang, Oklahoma. This shop is actually the owner of "Murder Nova" from the TV show 'Street Outlaws.' The chassis for this custom Blazer was built by Phat Phabs and the engine is a built LS2 that has been cammed. In total, it lays down about 400 horsepower to the rear tires. Other features include a 4L65e built transmission, Quick Performance 9-inch rear end, custom interior, aluminum radiator, Dakota Digital gauges, 22-inch Detroit Steel wheels and Wilwood 6-piston disc brakes. This 1972 Chevrolet K5 Blazer 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 16, 2021

GAA Classic Cars July 2021 Auction: 1957 Chevrolet Bel Ai...

Presented by GAA Classic Cars – There are few classic cars as iconic as the Chevy Bel Air. Being auctioned off by GAA Classic Cars at their July event is an exquisite example of a 1957 Chevrolet Bel Air Nomad. If you're wondering why it looks so pristine, that's because it was given a high-quality, frame-off restoration that was completed in 2020. It's finished in Machine Silver Metallic thanks to Forge Sped in Mooresville, NC with a custom Torch Red leather interior by Sam's Trim Shop. Powering it is a 5.7-liter LT-1 fuel-injected engine that produces 300+ horsepower. Mated to the engine is a 4L60E overdrive transmission. Features include air conditioning, custom gauges, smoke glass, power seats, power steering, "Xlerator" exhaust, AirShock level rear, custom 18inch aluminum alloy wheels, and more. It also comes with the owner history and restoration history, plus pictures of the build. This 1957 Chevrolet Bel Air Nomad 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 15, 2021

GAA Classic Cars July 2021 Auction: 1958 Corvette Resto-Mod

Presented by GAA Classic Cars – The beauty of a C1 Corvette is undeniable. Just about every feature of the classic automobile is iconic, including the four round headlights, the scalloped sides and striking rear tail lights. Heading to GAA Classic Cars' July 2021 auction is a 1958 Corvette that has given the "resto-mod" title thanks to Jeff Hayes American Speed Shop. It features a custom-built chassis, H500 horsepowers LS3 engine, 4L70E automatic transmission, independent front suspension, custom Lexus Pearl White/Denim paint with a red leather interior and so much more. It's resto-mods like this one that allows the driver to take advantage of modern technology while still cruising in a classic automobile. This 1958 Chevrolet Corvette Resto-Mod 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 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

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

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