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

1966 Ferrari 330 GTC Speciale by Pininfarina 0

By Edward Jones – January 21, 2022

RM Sotheby’s Arizona: 1966 Ferrari 330 GTC Speciale by Pi...

Presented by RM Sotheby's. The unique relationship between Ferrari and Pininfarina has yielded many fascinating and captivating designs since the coachbuilder became Maranello’s preferred carrozzeria for road cars in the mid-1950s. In addition to the better-known series-built production models, Pininfarina has built numerous one-offs and show cars, even further distinguishing its legendary resume. But relatively few of those cars claim to be design studies that were personally owned by a member of the Pininfarina family, as does this exceptional 330 GTC Speciale. According to the combined research of marque expert Marcel Massini and GTC specialist/author Maurice Khawam, chassis number 8727 is the fourth of 600 330 GTC examples built. Following its July 1966 completion as a standard 330 GTC, the car was purchased by Sergio Pininfarina to be the subject of a developmental design study for future variants of the GTC model. Focused exclusively on the cosmetic aspects and interior functions, Pininfarina incorporated a host of subtle modifications on the 330, many of which would go on to become regular production features in ensuing examples. Primarily he removed the car’s original Bleu Vaumol leather and replaced it with light blue cloth upholstery, in an aim to make the car more comfortable during hot Italian summers. Cloth upholstery later became an option for 330 GTC buyers. The interior windshield vents were relocated to the top of the dashboard, and heater controls were divided into discreet right- and left-side dual levers, modifications that were later adopted in the 365 GTC. Most significantly, Pininfarina eliminated the fender vents that had been a carryover from the 330 GT 2+2, replacing them with dual hood vents that were far superior in releasing engine heat. Again, this design proved to be successful enough to implement in the forthcoming 365 GTC. Other changes remained experiments that were never translated into any production form, such as a new mechanism to open the vent windows, and different clothes hooks. More conspicuous one-off features included a unique steering wheel and hub, a recessed ashtray, different window switches, and a countersunk Cavallino Rampante hood badge. The most unusual modification was the addition of circular pop-up fog lamps on the nose, which were activated by a driver’s switch. Dubbed “Supervis” (standing for super vision), these lights were originally penned by Aldo Brovarone for the Superfast I concept car and were used in production in the rare 365 California Spider. After serving as Pininfarina’s design study, the Speciale was sold in July 1967 to a Milan-based enthusiast, and it passed to at least two more Italian owners before being exported to the United States in the late 1970s. Owned in the early 1980s by John Mason of San Francisco, the Ferrari was sold in September 1983 to California resident James Hampton, who in 1987 sold a fifty-percent interest in the car to John Ratto. Together the two men set about researching the unusual 330’s history and embarking on a comprehensive restoration, as the car had been repainted in silver, upholstered with black leather, and the unique foglamps had been removed. By 1996 the owners had rebuilt the engine and transmission, but employment assignments overseas forced them to temporarily halt the refurbishment. In mid-1999 the project recommenced, and coachbuilder Steve Moal assisted in rebuilding the front end with new pop-up foglamps, using a 365 California as an exemplar. With Pininfarina supplying the original paint code, they were able to refinish the coachwork in the original factory color of Blu Scuro, but they decided to complement the exterior with a tan leather interior, making for a striking color combination. Following the restoration’s completion in 2002, the owners kept the GTC for another six years before selling it to current ownership in 2008. The car was exhibited for some time at the Blackhawk Automotive Museum in Danville, California, before subsequently being the subject of a color feature in the August 2017 issue of Forza magazine, where Mr. Khawam detailed the results of a long research process that illuminated just how special the Ferrari was. Publicly available for the first time in 14 years, and restored to the glory of Sergio Pininfarina’s experimental vision, this unique 330 GTC would distinguish any gathering of Ferraris, perfect for marque collectors and aficionados of rare Speciale examples. Sure to be a hit on concours fields and special exhibits, the fetching coupe is a tribute to the unique relationship between Ferrari and Pininfarina, offering its future caretaker a one-of-a-kind opportunity. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

By Tyler Rampersaud – January 20, 2022

First 800HP Apocalypse Warlord 6x6 Being Auctioned by Bar...

With a name like that, this isn’t a truck to be trifled with. There’s a certain 'je ne sais quoi' about a six-wheeler truck. Something about the extra two wheels in the back makes a truck just that much more intimidating, ferocious, and ridiculously cool. The new Apocalypse Warlord is no exception, rather it’s the biggest example. With 800 horsepower, a 264-inch length, and six-wheel drive thanks to its six wheels, calling the Apocalypse Warlord a unique truck is a grave understatement. It’s got a Hellcat engine, and every luxury tech and creature comfort feature you’d ever need, and it’s going to be sold at auction by Barrett-Jackson in Scottsdale with no reserve on January 29. Better yet, it’s going to be sold at primetime with bidding estimated to commence between 6 and 8 pm, meaning that the bidding will be an exciting, chaotic, and fiercely competitive event. After all, who wouldn’t want a 6-wheel truck built for anything and everything that could happen? See 6x6 Trucks For Sale " width="680">

By Edward Jones – January 20, 2022

RM Sotheby’s Arizona: 1955 Mercedes-Benz 300 SL Gullwing

Presented by RM Sotheby's. A GULLWING UNLIKE ANY OTHER Of the 1,400 examples of the Mercedes-Benz 300 SL Gullwing coupe built from 1955–1957, a plurality—some 530 cars—were finished by the factory in Silver, making it effectively the “default” color. The choice was quite logical: Silver was the traditional color of German racing machinery, and the high-performance 300 SL was a direct descendent of the company’s successful motorsport program (most obviously the gullwing door-equipped, Carrera Panamericana-winning W194). The model featured a race-derived 3.0-liter inline-six with mechanical fuel injection and lightweight tube-frame construction, further underscoring its competition pedigree. Buyers of the 300 SL could in fact choose from a range of 10 standard colors, however, as well as a virtually limitless palette of sonderfarben, or special colors, and the celebrated Gullwing design is particularly striking in some of these seldom-seen shades. This 1955 300 SL is one of just two cars known to have been finished in Dunkelgrau, or Dark Grey; according to Eric Le Moine’s Mercedes-Benz 300 SL Coupe/Gullwing Register, it is the sole example to have been finished in Dunkelgrau with a red plaid cloth and fawn vinyl interior, making for a unique and highly appealing combination. Completed on 26 April 1955, according to a copy of the factory data card on file, this 300 SL was built to United States specification and dispatched for delivery via New York. Its first owner of record is a Dr. Anthony M. Puled of Cleveland, Ohio, who purchased the car in March 1959. Dr. Puled would retain the 300 SL until November 1971, when he sold it to The Car People, Inc., a dealership located in North Royalton, Ohio. It would remain in the possession of the dealership until 1987, when it was bought by Engelwood, New Jersey collector Frank Gallogly. Under Gallogly’s stewardship, the Mercedes-Benz’s engine was rebuilt, and it was repainted. Fastidious maintenance continued under its next owner, John Vought of Ridgefield, Connecticut, who acquired the car in 1992. He would enjoy the Gullwing until 2001, when it was obtained by Peter Weinberg of Monkton, Maryland. Under Gallogly’s stewardship, the Mercedes-Benz’s engine was rebuilt, and it was repainted. Fastidious maintenance continued under its next owner, John Vought of Ridgefield, Connecticut, who acquired the car in 1992. He would enjoy the Gullwing until 2001, when it was obtained by Peter Weinberg of Monkton, Maryland. CHASSIS NUMBER 5500243, REBORN While this Gullwing clearly benefitted from a lifetime of care by devoted enthusiasts, its next caretaker, who acquired the car from Mr. Weinberg in 2014, decided to undertake a total restoration. This comprehensive job involved a team of predominantly California-based craftsmen, with numerous important components obtained directly from the Mercedes-Benz Classic Center in Irvine. As documented in a substantial file of restoration invoices, Mercedes-Benz 300 SL specialist David Grant of Santa Clarita, California headed the work on this uniquely configured car; certain tasks were sublet to experts for completion, with Van Nuys Sports Cars of Sherman Oaks assembling its numbers-matching engine and performing transmission work on its four-speed manual gearbox. Tony Castellano Classic Car Restoration of Palmdale did body work and repainted the car in its rare, factory-correct color. Bumpers, fuel system components, and more were obtained from Germany’s HK-Engineering, and the car’s exterior brightwork was also re-chromed and polished at this time. The car’s wheels were refinished and wrapped in Michelin XVS tires. Equal care was paid to the Mercedes-Benz’s interior. The factory-correct upholstery colors were retained, but the original fawn vinyl material was replaced with high-quality leather by Quality Auto Upholstery of Marina Del Rey, California; a new headliner was purchased from 300 SL restoration legend Rudi Koniczek of British Columbia, Canada. Red tartan seat material was sourced from Hjeltness Restoration of Fallbrook, California, who also supplied a set of alternate leather cushions (which accompany the car today). Finally, a correct set of luggage, color-matched to the tan leather of the interior, was obtained, and it is currently fitted behind the seats. The car was acquired by the present consignor in 2015, not long after the completion of its total restoration. Most recently, it was detailed by RM Auto Restorations, further burnishing the well-maintained Mercedes-Benz’s already appealing state of presentation. It is accompanied by fitted luggage and leather seat cushions, tool roll and jack, a copy of the factory data card, and a file documenting its ownership history, maintenance, and restoration. The 300 SL Gullwing is notable for being one of the few cars of its era that is as wonderful to drive as it is to simply admire. Boasting a unique, factory-correct color combination and history of expert restoration and careful maintenance, this Dunkelgrau example offers its next owner innumerable opportunities for on-road enjoyment, exhibition, and participation in club activities. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

By Edward Jones – January 19, 2022

RM Sotheby’s Arizona: 1979 Ferrari 308 GTB Club Racer

Presented by RM Sotheby's. Offered Without Reserve From The Dr. Terry Maxon Collection The late 1980s witnessed a surge of interest in racing Ferrari’s rear-engine 308 GTB, which was never campaigned by the factory but had enjoyed uneven results through privateer efforts in rallying, SCCA, and IMSA GT racing. Inspired by the twin-turbocharged Group B-intended 288 GTO, and taking advantage of a dip in market value, a spate of builders began modifying older 308 examples into capable racecars, closely matching many of the flagship supercar’s design cues. By the early 1990s Dr. Maxon was firmly in this camp, and he began searching for a 308 GTB to purchase, while studying other race-modified examples for ideas. In May 1993 Dave Zumstein and Bill Freeman sold chassis number 26953 to Dr. Maxon, and he began a long and arduous process of transforming it into a competitive club racer. As confirmed by a deep file of documentation including dozens of parts and service invoices spanning from 1993 to 2019, the owner retained the legendary mechanic Bob Wallace (best known for test driving and developmental work at Lamborghini) to rebuild the V-8 into a race-ready engine. The 308 was treated to a rebuild of the brakes and suspension with racing components, including custom-built shocks. The carburetors and intake manifold were overhauled, and a Holley fuel pump was installed, among other mechanical measures. A roll cage, racing seats, and fire extinguisher were installed in the interior, which was stripped down to a spartan lightweight condition, and crowned with a purpose-built instrument panel with competition gauges and switches. The coachwork, later repainted in an unusual shade of forest green, was modified with a new front grille and chin spoiler, and an adjusted rear end featuring 288-style exhaust vents and an upturned decklid edge. The build was completed with Gotti wheels shod with Avon racing tires. As revealed by a detailed log of racing and test notes, Dr. Maxon began putting the 308 GTB on the track in June 2012. Over the following six years he enjoyed the car at SCCA and FCA events on circuits like Firebird International Raceway, Chuckwalla Valley, Palm Springs, the Inde Motorsports Ranch, and the Wildhorse and Bondurant Mondo Sunday. During this period he consistently continued to rebuild and modify aspects of the car, and a detailed accounting of his invoices declares that the build cost in excess of $102,000. This well-documented 308 club racer now awaits its next caretaker, offering thrilling laps on the track, and the opportunity to further modify the project into a vintage class winner. It is a testament to Dr. Maxon’s passion for Ferrari racing, and a unique 288-styled interpretation of the 308 GTB competition car. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

By Edward Jones – January 18, 2022

Mecum Smashes World Record: First Car Auction To Pass $20...

Mecum Auctions just put a truly historic event in Kissimmee. While we were most definitely excited for Mecum Auctions' Kissimmee event, we are even more excited to announce the event's insane results. All of the numbers are in and Mecum Auctions has announced that their total sales from the event were $217 million. That result makes the 2022 event the first collector car auction to ever pass the $200 million mark. Not only did Mecum break the previous record of $176 million, they absolutely obliterated it thanks to the incredible cars and sell-through rate of 90 percent. Below are the top sellers from the event. Sitting at number one is a 1965 Shelby GT350R Prototype that's known to be one of the most significant Mustangs in the world and was driven by Ken Miles to achieve the nickname the "Flying Mustang." Top 10 Sales 1965 Shelby GT350R Prototype (Lot S160) at $3,750,000 2020 McLaren Speedtail (Lot S146) at $3,300,000 1992 Ferrari F40 (Lot S150) at $2,750,000 1955 Mercedes-Benz 300SL Gullwing (Lot S162) at $2,640,000 1951 Hirohata Mercury Custom (Lot S152) at $2,145,000 2016 Pagani Huayra (Lot S115) at $2,117,500 1967 Shelby 427 Cobra Roadster (Lot F171.1) at $1,430,000 1936 White Model 706 Glacier National Park Tour Bus (Lot S132) at $1,430,000 1994 Porsche 911 Turbo (Lot S164) at $1,430,000 1961 Mercedes-Benz 300SL Roadster (Lot F143) at $1,375,000

By Edward Jones – January 18, 2022

RM Sotheby’s Arizona: 1967 Ferrari 330 GTS by Pininfarina

Presented by RM Sotheby's. Offered From The Dr. Terry Maxon Collection Of all the Ferrari road cars with Pininfarina coachwork, perhaps none so brilliantly exude late-1960s jet age chic like the 330 grand touring coupes and spiders. Introduced at the 1966 Geneva Salon, the 330 GTC combined the tapered rear end of the 275 GTS with a front end based on the flagship 500 Superfast, resulting in a Ferrari of distinctive elegance that many Maranello enthusiasts regard as the true successor to the celebrated 250 GT Lusso. The latest version of the short-block Colombo V-12 now displaced four liters, developing 300 horsepower with the assistance of triple Weber carbureted induction. With the unveiling of the open-top 330 GTS at the Paris Motor Show seven months later, Pininfarina successfully retained all the coupe’s sophistication while amplifying the design’s sporting character, as the removal of the roofline emphasized the model’s athletic cockpit-central stance. Increasingly prized for its rarity and timeless styling, the 330 GTS was produced in a modest quantity of just 99 examples through 1968. Though not quite as rare or powerful as the 365 GTS that eventually followed it, the 330 GTS remains preferred by many Ferrari aficionados for its attractive fender vents, making it the company’s quintessential late-1960s grand touring spider in the eyes of many enthusiasts. Boasting unquestionable rarity and 46 years of consistent maintenance as needed, as well as a more recent cosmetic freshening, this beautiful 330 GTS is a particularly desirable example. According to the research of marque expert Marcel Massini, chassis number 09805 completed assembly in July 1967, finished in Blu Sera paint and trimmed in Arancia (orange) leather, a particularly rare and desirable color combination that surely distinguished the car from other examples. Specified for the US market with instruments in miles, the 330 was distributed later that month to Luigi Chinetti Motors in New York, and it departed Livorno on 17 July aboard the M/S Maria Costa. A period SEFAC certificate of origin on file clarifies that the GTS was officially completed on 8 July 1967, while a Luigi Chinetti Motors delivery note indicates the car was sold new on 11 August, 1967, to Dr. W.C. Roland of Ashland, Kentucky. The Ferrari returned to Chinetti Motors by October 1972 and was sold the following January, possibly to Dean Bangert of Palos Park, Illinois, who owned the car by March 1974. By August 1974 the 330 had been purchased by Ashley Pace of Pensacola, Florida, who was a preferred client of the pioneering marque dealership FAF Motorcars in Tucker, Georgia. A year later the GTC was again offered for sale, by which time the interior had been reupholstered in tan leather, and the odometer displayed 43,000 miles. Pace sold the Ferrari in late 1975 to an attorney in Miami, Florida named John Kelly, and he in turn sold the car in January 1976 to Dr. Maxon, commencing a 46-year period of consistent care. Dr. Maxon fastidiously maintained the 330 mechanically, so it was always prepared when he occasionally chose to enjoy it on a local drive or a touring event. In August 1984 the car was spotted in the parking lot of the Ferrari Owners Club USA Concours d’Elegance held at the Rancho Cañada Golf Club in Carmel-by-the-Sea, California. Among other tours, Dr. Maxon drove the Ferrari at the 2017 Copperstate 1000, during which the car incurred some minor rear end damage. As the 330 had been repainted red at some earlier point, the owner seized the opportunity to commission a $45,000 refinish in Rosso, and the interior was expertly reupholstered in beige leather shortly thereafter. For the future caretaker that may wish to steward a restoration to optimal originality, it should be noted that the car’s rare factory-appointed color scheme of Blu Sera over Arancia is an unusual and desirable livery that would set the car apart on a concours field, and may serve to deepen its appeal in the vintage Ferrari market. Currently fitted with attractive wire wheels (and accompanied by a set of alloys), chassis number 9805 is mechanically sorted and retains its numbers-matching engine and gearbox. It is offered with a partially complete toolkit, and documented with the Massini report, period SEFAC and Chinetti Motors paperwork, copies of manuals and parts book, a logbook stretching from 1980 to 2020, and invoices dating from 2001 to 2020. As one of just 99 examples built, this 330 GTS boasts great rarity, and it is furthermore distinguished by its 46 years of meticulous mechanical upkeep within the purview of a single dedicated owner. Ideal for enjoyment on touring events, the 330 may alternatively be restored to a greater state of cosmetic originality reflecting its striking original colors. Also appropriate for display at regional concours d’elegance and marque gatherings, this beautiful GTS is a highly desirable example of the marque’s understated and elegant late-1960s grand touring spider, inviting the serious consideration of any marque enthusiast. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

1962 Ferrari 250 GTE 2 2 Series II by Pininfarina 0

By Edward Jones – January 17, 2022

RM Sotheby’s Arizona: 1962 Ferrari 250 GTE 2+2 Series II ...

Presented by RM Sotheby's. Offered Without Reserve From The Dr. Terry Maxon Collection At the 1960 24 Hours of Le Mans, the race marshal trotted out a new 2+2 Ferrari that signaled Maranello’s intention to expand into the luxury saloon market. Built in three discrete series through 1963, the 250 GTE 2+2 was named for the new type 128 E engine, which featured outside plugs for easier maintenance. Esteemed by many collectors today, these handsome Pininfarina-styled cars are equipped with most of the mechanical components of their race-bred stablemates, while commanding a fraction of the investment. According to the research of marque expert Marcel Massini, chassis number 3313 is the 382nd of 954 total examples built, and the 81st Series II example. Finished in Grigio Argento paint and upholstered in Nero Franzi, the car completed assembly in March 1962, and later that month it was distributed to Renato Nocentini’s Garage La Rotonda in Florence, Italy for retail. The Ferrari was purchased new by Dr. Ulricco Bracci of Florence, and he kept the car almost two years before selling it to fellow Florentine Sergio Buti. Signor Buti submitted the 250 GTE in November 1966 for service to the Ferrari Factory Assistenza Clienti in Modena; he went on to retain possession for 10 years. In May 1974 Buti sold the Ferrari to an American serviceman named Thomas Frizarry, and during the mid-1970s he exported the car to the United States. In 1979 the GTE was purchased by Phoenix resident Myron Ashkenase, and he kept the car for six years before selling it to Dr. Terry Maxon in October 1985. Dr. Maxon frequently enjoyed driving it and occasionally presenting it at events during his ownership. Most significantly, in August 1994 he displayed the 250 at a special Gathering of the GTEs staged during Concorso Italiano at the Quail Lodge in Carmel Valley, California. By the late 1990s the exterior was refinished in rosso, the carburetors were replaced, and new Michelin XWX tires were mounted; and in August 2016 the seats were reupholstered in nero leather. The car also enjoyed the distinction of being featured in the Winter 2016 issue of the Ferrari 250 GTE Register & Newsletter. The 250 GTE remained in Dr. Maxon’s collection through his passing in 2021, and it is now offered by his estate, concluding a remarkable 37-year period of single ownership. It should be noted that while the car was regularly maintained for consistent driving use, the cosmetics have aged considerably. Whether the future caretaker chooses to conduct a full restoration or enjoy the car as-is, 3113 remains a well-loved example of Maranello’s groundbreaking four-seater. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

1969 Jaguar E Type Series 2 4 2 Litre Roadster 0

By Edward Jones – January 16, 2022

RM Sotheby’s Arizona: 1969 Jaguar E-Type Series 2 4.2-Li...

Presented by RM Sotheby's. Offered Without Reserve From The Tenebaum Collection The breathtaking Jaguar E-Type, lauded worldwide for its style and performance immediately upon its debut in 1961, evolved continuously across its hugely successful 14-year run. While the basic concept endured until production ceased in 1975, the E-Type is broken into three distinct Series, with smaller changes made on a running basis. Series 2 examples, including this 1969 4.2-Litre Roadster, were built from 1968–1971. These cars strike a desirable balance between the earlier Series 1 cars and the larger and rather more luxurious Series 3 cars that would follow. Chief among the Series 2’s attributes was its larger 4.2-liter dual-overhead-cam inline six, a feature introduced partway through E-Type Series 1 production; here, it produced 246 horsepower and, crucially, 263 pound-feet of torque. Some changes were prompted by evolving regulation, particularly new United States safety rules; others, including better engine cooling thanks to dual electric fans, a more ergonomic and comfortable cabin (complete with seats that now featured headrests), and improved three-caliper Girling front brake calipers and new Girling rear calipers, led to a more useable car that still proudly possessed the original E-Type spirit. In total, some 8,627 Series 2 Roadsters were produced. According to the accompanying Jaguar Daimler Heritage Trust production record trace certificate, this US-specification car was completed 10 February 1969 and dispatched for delivery 25 April 1969 via the New York British Leyland distributor. It was originally finished in Cream with Red interior and Black top. After entering the Tenenbaum Collection, this E-Type was treated to a complete mechanical and cosmetic restoration by Steve’s Jaguar Service of Canoga Park, California. An extensive, itemized list of tasks on file illustrates the degree of care and attention to detail that went into every aspect of the work, which was completed in 2018. A brown leather interior upholstered by the award-winning Rafael “Rafi” Abramyan of Los Angeles, California’s Classic Car Interiors was fitted at this time, and it pairs beautifully with its factory-correct Cream exterior and Black convertible top. Gleaming wire wheels with earlier-style knock-off hubs provide a sporty finishing touch. Refined in execution, yet still possessing the beauty and simplicity of the earliest production E-Types, Series 2 E-Types are as enjoyable to drive as they are to admire. This stunning restored example is accompanied by a Jaguar Daimler Heritage Trust production record trace certificate and restoration documentation, and would be a fitting addition to any stable. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

1971 Mercedes Benz 280 SE 3 5 Cabriolet 0

By Edward Jones – January 15, 2022

RM Sotheby’s Arizona: 1971 Mercedes-Benz 280 SE 3.5 Cabr...

Presented by RM Sotheby's. Offered Without Reserve From The Tenebaum Collection Mercedes-Benz’s elegant Paul Bracq-designed W111 series made its debut in 1959. Among the most desirable variations were the two-door models—the 280 SE 3.5 Cabriolet and Coupe—produced from 1969 through 1971. These elegant V-8 powered cars were expensive, largely hand-built automobiles in the great tradition of German craftsmanship. The copious wood trim throughout the interior was all genuine, solid hardwood, sparingly accented with brightwork; the leather upholstery was thick and sumptuous; and both the ride quality and handling were (and continue to be) superb. On account of their largely hand-built construction, merely 4,502 of these tremendous automobiles were produced over three years: 3,270 coupes and 1,232 cabriolets. In simpler terms, the 280 SE 3.5 appealed, then as now, to those who appreciate the finest things in life. MRS. MARONEY’S MERCEDES-BENZ One of just 347 examples of the 280 SE 3.5 Cabriolet produced during the final year of availability, this Light Ivory over Cognac leather offering was delivered new to its original Los Angeles-area owner via Mercedes-Benz of Hollywood on 26 April 1971. Non-standard factory specifications included a center armrest, green insulating cabin glass, Behr air conditioning, rear power windows, Becker Europa radio with cassette, and whitewall tires. Interestingly, the car’s original owner was part of the family which managed the Maroney Company, a niche machining firm famous for outfitting NASA’s lunar module missions. The original maintenance booklet shows regular service entries at authorized Mercedes-Benz facilities through September 1976, with this handsome Cabriolet then indicating 75,000 miles. In 2014, this stately single-owner 280 SE 3.5 was sold directly to noted Mercedes-Benz specialist and restorer Scott Melnick of Calabasas, California. During Melnick’s short ownership, he masterfully reupholstered the car’s Cognac leather interior and beige soft-top using the correct horsehair padding. Recent inspection by an RM Sotheby’s specialist indicates that this 3.5 Cabriolet’s Light Ivory paintwork appears to be the original finish from new, although the brightwork was professionally refinished to an as-new shine during Melnick’s ownership. In November 2016, the Tenenbaum Collection acquired this 280 SE 3.5 from Melnick, and it has been carefully enjoyed since. Notable servicing invoices on file illustrate a comprehensive 15,000-mile maintenance interval, radiator rebuild, and the fitment of a new starter assembly through 2019. Desirable when new and no less coveted today, Mercedes-Benz 280 SE 3.5 Cabriolets such as this are equally suitable for dedicated connoisseurs of the marque and those who appreciate the best of classic, hand-crafted luxury. This superb example is now accompanied by its original data card, owner identification plate, window sticker, manuals, service booklet, trim tag, tool roll, and California registration records dating back to its original purchase. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

By Edward Jones – January 14, 2022

RM Sotheby’s Arizona: 1987 Porsche 959 'Komfort'

Presented by RM Sotheby's. Offered From The Tenebaum Collection Porsche stunned the automotive world when it unveiled its new “Gruppe B” at the 1983 Frankfurt Auto Show. Identified internally as the Type 961, this twin-turbocharged, all-wheel-drive design, with its innovative composite-over-steel body and chassis platform, powerful rear-mounted turbocharged engine, and multitude of electronic engine and suspension management systems was quickly judged to be one of the most advanced ultra-high-performance automobiles ever created—yet it was still unmistakably a member of the 911 family. This new machine was to be the German automaker’s entry into the cutting-edge FIA Group B international rally championship arena, where the only rule was that there were no rules—practically any technology was permissible. This no-limits policy encouraged a long list of automakers to create incredibly powerful and extremely fast vehicles, all of which required production of at least 200 street-legal examples on which these rally specials could be based. However, a rash of serious accidents forced a re-examination of the series. The FIA abruptly cancelled Group B, leaving manufacturers like Porsche on the hook. With production of the homologated road cars already underway, Porsche found itself in a dire financial situation. To recover its huge investment in tooling and research, the company’s board of directors had no choice but to press ahead in hopes it could convince a limited number of wealthy customers that a 200-mph road car was a sound investment. Company management need not have worried; eager buyers lined up to place deposits on the Type 959. In total, a mere 292 production 959s were built (plus a number of prototype and pre-production cars and a later series of eight cars completed from spare parts), making them eagerly sought today. The 959’s chassis, on the same 89.4-inch wheelbase as the 911 Carrera, was based on the 911’s stamped steel floorpan. In fact, the cabin’s center section, including its interior, was nearly identical to the 911. The front trunk lid and doors were aluminum; the extended nose section with its almost flush headlamps was molded of polyurethane, and the remainder of the shell from fiberglass-reinforced Kevlar. Aerodynamic stability was a primary consideration in the 959’s design, and after extensive wind tunnel studies, Porsche’s designers achieved a package with near-zero body lift and an amazingly low drag coefficient of 0.31, still an impressive figure today. There was extensive ducting and venting in the nose to cool the front brakes and oil radiator. The body’s rear section was greatly extended and widened, and it too was generously ventilated and topped with a full-width rear wing. The true brilliance of the 959 lay beneath its svelte body shell. Its tremendously powerful engine, rear-mounted, was Porsche’s race-proven flat-six, with air-cooled cylinders and four-valve, water-cooled cylinder heads. This engine, displacing 2.85 liters, was similar to those used in the brilliant “Moby Dick” IMSA GT coupe and Porsche’s Indy open-wheel project. Featuring a pair of asymmetrical turbochargers, each of them intercooled, this engine delivered power in an almost seamless fashion, with a small turbocharger spinning up almost from idle to establish low-end boost, while the second exhaust-driven turbine came into play at 4,500 rpm. At full throttle and maximum boost, this relatively small engine produced a very impressive 450 horsepower at 6,500 rpm. Power was fed through a specially designed Borg-Warner six-speed transmission, which included an extremely low "gelände" gear for use in the off-road situations the Type 961 rally car might encounter. Porsche’s Porsche-Steur-Kupplung (PSK) system allowed the driver to vary the 370 pound-feet of torque between the rear and front axles, allowing up to 80 percent to the rear under hard acceleration, all managed electronically. The 959’s highly advanced suspension was also race-derived, with double-wishbones at each corner, coil springs, and double shocks that could be adjusted by the turn of a knob from the driver’s seat. Both the ride height and shock damping were electronically adjustable, and a full array of instruments kept the driver in touch with everything going on behind and beneath. Special 17-inch lightweight magnesium alloy wheels and model-specific run-flat tires were created for the 959, and the wheels included one of the first automatic pressure-monitoring systems. Large power-assisted, ventilated disc brakes with ABS handled stopping chores. Most 959s were delivered as “Komfort” models, with a broad array of cockpit amenities, including full leather trim and air conditioning. With its ability to put power to the pavement so effectively, the 959 was an amazing performer. It could see 60 miles an hour in less than four seconds from a standstill, cover the standing quarter mile in about 12 seconds, and touch 200 mph on a clear road. Without question, the Porsche 959 set the standard for high-performance road cars that was unchallenged until Ferrari unveiled its slightly faster, but much less sophisticated, F40 a few years later. This attractive Guard’s Red 959 “Komfort”, notably fitted with heated sport seats for the driver and passenger, is now offered from the Tenenbaum Collection. Though its early history remains unknown at the present, it has enjoyed nearly a decade of outstanding stewardship while residing in the collections of dedicated American enthusiasts. The accompanying history file demonstrates the outstanding degree of care lavished upon this fortunate 959. Following the consignor’s purchase in 2012, Proto Tech Inc. of Oakland Park, Florida, performed a full engine-out service, with invoices totaling over $77,000. All aspects of the car were addressed, including the brakes, fuel system, differentials, and steering rack. Following Proto Tech’s servicing, the car has since been maintained by Callas Rennsport of Torrance, California, beginning in 2013. Invoices document significant servicing annually during their caretaking. In 2013, invoices totaled over $29,000 for various servicing and clutch work. In 2014, new engine mounts were installed and the complete clutch assembly was replaced to a total of nearly $11,000. In 2015, the rear shock system was reassembled and a major service on the engine was performed, totaling over $30,000; over $24,000 in additional work was carried out in 2016. In total, invoices on file indicate nearly $176,000 in work performed. Acquired by the Tenenbaum Collection in 2017, this 959 “Komfort” has seen only limited use, and now displays approximately 14,000 kilometers (~8,700 miles) at the time of cataloguing. A legendary model, it embodies the pinnacle of the era’s technological advancement and the peak of Group-B development. This 959, accompanied by 2012–2016 service documentation, tool kit, and books, represents a tempting opportunity to acquire a special car that shocked the enthusiast world when it was first unveiled—and has only grown more desirable in the decades that followed. RM Sotheby’s is set to kick off the collector car auction calendar once again by returning to the stunning grounds of the Arizona Biltmore Resort & Spa in Phoenix on 27 January for its 23rd annual Arizona sale. View all lots and register to bid online at RMSothebys.com. View Listing

Auctions

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe