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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 – November 02, 2021

RM Sotheby’s Guikas Collection: 1976 Renault-Alpine A442

Presented by RM Sotheby's - Conceived as the successor to the Alpine A440 and A441—the prolific podium mainstays of European endurance racing in the 1970s—the A442 is one of the first to wear the Renault-Alpine badge following the merger between Renault, Alpine and the tuning firm, Gordini. The A442 was the first vehicle that the newly formed outfit would field on the racetrack and like its Alpine predecessors, the race car is powered by the Renault-Gordini V-6 2.0-liter engine. However, what would differentiate the A442 from previous models is the Garrett turbocharger that almost doubled its power output from 270 brake horsepower to a breath-taking 490 brake horsepower. Renault-Alpine built just four examples of the A442: chassis 4420, chassis 4421, chassis 4422, and 4423. On 25 April 1976, this car, chassis number 4422, would make its first race appearance, driven by Henri Pescarolo and Jean-Pierre Jarier racing under number “1” at the 4 Hours of Monza, competing in the Trofeo Filippo Caracciolo. Chassis 4422 qualified 3rd and achieved an impressive 2nd place overall finish. The following month, chassis 4422 raced by Scheckter and Pescarolo under number “3” at the Imola 500 kilometers, a race where it would score a DNF. From 12 to 13 June, chassis 4422 is believed to have made its first appearance at Le Mans, used in practice sessions as car number “19”. On 27 June, chassis 4422 would race in the Coppa Florio under number “2” driven by Jacques Laffite and Patrick Depailler. The race was held at the Autódroma di Pergusa where the car achieved pole position in qualifying but unfortunately did not finish the race. Nearly two months later, chassis 4422 raced in the World Sports Car Championship at Mosport on August 22nd. Racing under number “1” and driven by Patrick Depailler the car qualified 4th and would eventually finish the race in the same position. On 5 September chassis 4442 was raced in the Dijon 500 Kilometers held at the Circuit des Dijon-Prenois. For this race the car was campaigned under number “4” and piloted by Jacques Laffite and Patrick Depailler. The car qualified 1st and would finish the race in 2nd place. All four A442s were fielded by Renault-Alpine in the 1977 24 Hours of Le Mans. Chassis 4422, donned racing under number “8” and the Renault/Elf sponsorship livery. Team drivers for the race were Jacques Laffite and Patrick Depailler. Chassis 4422 would qualify second, behind only number “9” A442 driven by Jean-Pierre Jabouille and Derek Bell. Unfortunately, none of the A442s would finish the race, each retiring early due to engine problems. Chassis 4422 was the last to retire, completing 289 laps. For the 1978 Le Mans, Renault-Sport would return, this time fielding two A442As, one A442B, and one A443. Determined to prove Renault’s ability to succeed at Le Mans, the race also served as a bid to prove the team’s mettle to Renault executives, who had sought to wind down Le Mans racing to focus solely on the Formula 1 team. Car number “3” was driven by Derek Bell and Jean-Pierre Jarier, it qualified 6th and would unfortunately DNF, completing 162 laps before retiring due to gearbox problems. Car number “1” was driven by Jean-Pierre Jabouille and Patrick Depailler, qualified 2nd and would nearly finish the race, completing 279 laps before retiring due to mechanical failure. Car number “4”, driven by Jean Ragnotti, Guy Frequelin, Jose Dolhem, and Jean-Pierre Jabouille, qualified 8th and would finish the race 4th having completed 359 laps. Car number “2”, the sole A442B, was piloted by Didier Pironi and Jean-Pierre Jaussaud. They would start the race in 5th and go on to secure Renault’s first overall victory at the famed 24-hour race. Their 370 completed laps were five more than the 2nd-place Martini Porsche 936 driven by Bob Wollek, Jurgen Barth, and Jacky Ickx. This historic result marked what would be the first and only Le Mans victory for Renault to date. With the renowned French marque winning the most prestigious race in motorsport, celebrations ensued across the country, highlighted by a parade in which the winning number “2” car was driven down the Champs-Élysées in Paris. Following the 1978 Le Mans, chassis 4422 was owned by Jean Sage, who served as the director of the Renault Formula 1 team from 1977 to 1985. Mr. Sage, who would later become famous as a race manager for Ferrari’s F40 LM efforts as well as the race director/founder of the Ferrari Historic Challenge series, subsequently sold chassis 4422 to Adrien Maeght who would go onto display the car in his Musee de l’Automobiliste in Mougins, France for over 25 years. The car was then acquired from Mr. Maeght by Mr. Guikas in 2014, and it has been on static display in his collection ever since. Mechanically restored, we had the pleasure to see the car running on the Paul Ricard racetrack for the photo and video shooting. Despite there being just two factory supported Renault cars in the 1978 Le Mans, the identity of the actual winning car has been in question for years. However, evidence on file compiled by Pierre Abeillon provides a compelling argument to it being this car. Over a period of 20 years Mr. Abeillon was able to compile evidence and inspect each Renault-Alpine A442 in person as a judge at the Goodwood Festival of Speed and various other events. Mr. Abeillon first noted that each A442 car exhibited unique features, as each car was hand-built. In particular, Abeillon took photographs of the rivets securing the chassis plate above the pedal boxes of each car and compared them to a period photograph of the winning Le Mans car with the body off and pedals exposed. What he discovered was that chassis 4423’s rivets do not match the rivets in the period photograph of the winning Le Mans car. The rivet pattern on chassis 4422, this car, has a rivet pattern that is identical to that of the Le Mans winning car. It should be noted that Renault disputes the fact that 4422 is the 1978 Le Mans winner, which they believe to be 4423; one of the main arguments being the presence on the A442 B and A443 of a bracket, welded to the chassis, that holds the bubble lock, and this bracket is not on 4422. RM Sotheby’s invites all interested parties to review the documentation on file for 4422. As the only Renault-Alpine A442 in private hands, 4422 presents a unique opportunity for collectors to acquire one of the most successful sports racers of the late 1970s. Still in “time capsule” condition, 4422 remains virtually unaltered from 1978. Coming with a comprehensive spares package, including several spare engines and assorted other parts, 4422 could be prepared to make a glorious return to the track should the next caretaker wish to bring the car back to Circuit de la Sarthe in Le Mans or other historic racing venues. RM Sotheby’s will present this vehicle as part of a single-owner collection comprised of 75 of the finest racing and road cars in the world, offered entirely without reserve. The Guikas Collection, to be sold at Paul Ricard Circuit in France in November 2021, presents pedigrees spanning from the endurance racing of the 24 Hours of the Le Mans to the world stage of Formula One and nearly everything in between. The collection of race cars will provide modern racing enthusiasts an introduction into virtually all vintage racing series worldwide, including GT and road cars that are equally impressive which offer a wide selection of Pre- and Post War sports cars. View Listing

1958 Ferrari 250 GT Cabriolet Series I by Pinin Farina 0

By Edward Jones – November 01, 2021

RM Sotheby’s Guikas Collection: 1958 Ferrari 250 GT Cabri...

Presented by RM Sotheby's - Throughout the 1950s, Ferrari was unquestionably one of motorsport’s major players. The likes of Alberto Ascari, Juan Manuel Fangio, and Mike Hawthorn consistently won Formula One Drivers’ Championships behind the wheel of legendary Prancing Horse race machines such as the 500 F2, D50 and 246 F1. Yet while success on the track brought with it widespread acclaim and recognition, Enzo Ferrari realized that this focus on racing needed to be sustained financially; consequently, the company began to place increasing emphasis on the sales of its road cars and the important income they represented. The famous 250 model platform by Ferrari served as the basis of many notable roadgoing models from 1952 onwards, each characterized by the 3.0-liter V-12 engine designed by Gioacchino Colombo. Enlisting the acclaimed design and coachbuilding house Pinin Farina to finesse the shape of the platform into cabriolet form, the 250 GT Cabriolet Series I was launched to capitalize on the popularity of open-top motoring—all in the interest of bringing in funds to support the endeavors of Scuderia Ferrari. Pinin Farina’s resulting cabriolet design oozed sophistication, built around smooth and unobstructed lines and defined by closed headlights with taillights smartly packaged into the rear fins. Only 40 of the 250 GT Cabriolet Series I were produced, with this example, chassis number 0849 GT, recorded to have been the 23rd to leave the production line. Construction of its rear axle was completed in January 1958; its chassis was sent to the Carrozzeria Pinin Farina plant in Turin in the same month, while the engine and gearbox were completed in April 1958. The cabriolet left the Ferrari factory in May 1958, originally finished in Bianco over a Turchese Connolly leather interior according to the Ferrari archive. It was subsequently sold to its first owner in Lodi, near Milan, for a declared purchase price of 5.7 million Italian lire. In September 1960, the car found its second owner, residing in Milan, while its third and fourth owners were in France. In 1964, the car’s drum brakes were replaced with disc upgrades. It is recorded in the accompanying Massini Report that in 1971, the original engine suffered failure. As a result, it was replaced by the powertrain from a 250 GT ‘Tour de France’, chassis number 0973 GT (itself receiving an engine from a 250 GT Coupe), with the work carried out by Garage Berson of Paris. Around 1975, the car found a new owner in Yvelines, France, at which point it was repainted in red and retrimmed with a black interior. Throughout the 1980s and 1990s, the car passed between owners in England, France again, and Belgium; it was seen for sale in the USA in November 1995. In April 1996, the car was sold to its next owner in Scottsdale, Arizona, still finished in red with black leather, featuring bumperettes and no side vents. The Ferrari was added to the Guikas Collection in September 2007, at which point it was equipped with an engine stamped 0949 GT. However, 0849 GT was once again stablemates in the Guikas collection with Ferrari 250 GT ‘Tour de France’ chassis 0973 GT, which still had the original engine from 0849 GT installed. In 2017, the car underwent restoration work with Carrosserie Lecoq, near Paris; happily, it was reunited with its matching-numbers engine (number 0849 GT) at this time. The workshop also repainted the car, finished in the black color it is seen in today, and retrimmed its interior in the original Turchese—a striking combination. During this repaint, several interesting discoveries were made. The first, evidenced by a number of photos on file, was how pure and untouched the original bodywork on the car remained. The second discovery was that despite careful searching, no trace of the original white paint was found. Finally, it was confirmed that this particular example once had elegant, more subtle vents installed on each fender line, which are also visible in very early period photos of the car and are known to have been installed on at least one other Series 1 Cabriolet example. Following the exact body lines as discovered, these vents were re-installed in 2021. At the conclusion of this refurbishment, Ferrari Classiche conducted a thorough inspection as part of their application process. A copy of the report is on file which confirms the car’s status as full matching numbers. Considered by many as the most elegant open GT Ferrari of the 1950s, the 250 GT Cabriolet Series 1 by Pinin Farina is often the connoisseur’s choice for open air touring whether along the coast or through hillside switchbacks. 0849 GT presents a wonderful opportunity to acquire one of the few numbers matching examples of this storied model. Finished in particularly appealing colors, surely make this among the most desirable open Ferraris available today—and a worthy addition to any serious collection focused on the celebrated marque’s golden age. RM Sotheby’s will present this vehicle as part of a single-owner collection comprised of 75 of the finest racing and road cars in the world, offered entirely without reserve. The Guikas Collection, to be sold at Paul Ricard Circuit in France in November 2021, presents pedigrees spanning from the endurance racing of the 24 Hours of the Le Mans to the world stage of Formula One and nearly everything in between. The collection of race cars will provide modern racing enthusiasts an introduction into virtually all vintage racing series worldwide, including GT and road cars that are equally impressive which offer a wide selection of Pre- and Post War sports cars. View Listing

By Edward Jones – October 31, 2021

GAA Classic Cars November 2021 Auction: 1999 Shelby Series 1

Presented by GAA Classic Cars – Heading to GAA Classic Cars' November 2021 auction is a very rare 1999 Shelby Series 1 supercar. This example features the CSX5093 4.0 Litre Northstar 474hp V8 engine and is believed to be one of only nine examples equipped with the X-50 supercharger. Mated to the engine is a six-speed ZF transaxle transmission that sends power to the wheels. Other features include the cloth soft top, carbon fiber front chin spoiler, Monsoon Sound, chrome roll bar, driver's racing harness, and more. It shows just 5,100 actual miles on its odometer. If you're a fan of either American automobiles or Shelby cars, this is one auction lot you should definitely not miss out on. This 1999 Shelby Series 1 will be auctioned off at GAA Classic Cars’ November 2021 auction, which runs from the 4th to the 6th. For more information about the event, click here. View The Listing

By Edward Jones – October 30, 2021

1959 Aston Martin DB4 Series I - RM Sotheby's London 2021

Presented by RM Sotheby's - Ever since it was first unveiled and production began in 1958, the DB4 has played a key role in the evolution of contemporary grand tourer design and engineering by Aston Martin. Over time, cars from the famous English marque have earned a reputation for their elegant styling with incredible performance to match. The DB4 only added to this, with its platform acting as a base for the DB4 GT Zagato and Lagonda Rapide that followed, while also paving the famous successors that evolved the model, such as the DB5. The DB4 instantly drew attention as it was revealed at the Paris Motor Show, with its sharp styling twinned with an advanced 3.7-liter straight-six engine designed by Tadek Marek, whose name became synonymous with Aston Martin’s standards for engineering and performance excellence. The powertrain continued in various guises throughout other Aston Martin models until 1972. Equally important to the performance credentials of the DB4 was its Superleggera (“superlight”) body design from Carrozzeria Touring of Milan, Italy, which provided both a lightweight and strong framework of small-diameter tubes dressed clad in aluminum panels. Furthermore, four-wheel Dunlop disc brakes were introduced, allowing the DB4 to claim the record for the first production car capable of reaching 100 mph and returning to a standstill in under 30 seconds. This example offered here, chassis number DB4/152/R, has enjoyed single-family ownership since 1963. As one of approximately 150 early Series I models, this DB4 is characterized by its frameless door windows and the car retains many of its original features—known to feature a matching-numbers engine, and it is understood that the car has never been completely restored. Originally specified in Tudor Grey over a grey interior, the Aston Martin was first registered for the road on 3 October 1959, wearing the license plate “351 CXM”, which it keeps to this day. Records show that the car was used regularly when new, with an invoice from Aston Service Dorset revealing that the car had covered almost 10,000 miles in its first year, within which the DB4 returned to the dealership routinely for “bedding in” and early servicing. In October 1963, the car was acquired by Mr. Robin Boneham, who traded a 1957 MG MGA Fixed Head Coupe and paid a further £1,375 to Lazenby Garages of Rothley, Leicestershire to secure the DB4. Incredibly, the car has been in the ownership of the Boneham family since. The car is presented for sale at auction with history files that date back to Mr. Boneham’s purchase of the car, including correspondence with the dealership and the ensuing receipt. From this point onwards, it is clear that Mr. Boneham took great care of the DB4, with workshop invoices detailing routine servicing, occasional cosmetic work—including light paint retouching in 1972—even keeping receipts for MoTs, new batteries and tires. To add to its authenticity, the DB4 comes complete with the original tool kit and roll, along with the owner's Instruction Book that looks to be kept in its original packaging. The paperwork included with the car provides a verifiable trace of its mileage throughout the years, and at the time of cataloging, its odometer reads 69,981 miles. To this day, the car is presented with its wire knock-off wheels, wood-rim steering wheel, period-correct Motorola radio and other contemporary features that only add to its 1950s charm. With only two owners from new, including single-family ownership since 1963, the opportunity to acquire this already rare DB4 Series I—made even more sought after with its known history of being cared for by an attentive owner—cannot be missed for any Aston Martin enthusiast or collector. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

By Edward Jones – October 30, 2021

GAA Classic Cars November 2021 Auction: 1963 Ford Galaxie...

Presented by GAA Classic Cars – To those not familiar with the Ford Galaxie, this classic car may not look all too special... but it is. This 1963 Ford Galaxie 500 XL-R Code is a very rare American classic that is fitted with a massive factory-installed 427 CID. Mated to this engine is a four-speed manual transmission. It's finished in red and has a red leather interior. The seller of this rare Ford also notes that it had undergone a ground-up total restoration by "renowned 63 Galaxie authority, Donald Allen." This is a true R Code and is in incredible condition, making it a true gem in the world of American automobiles. This 1963 Ford Galaxie 500 XL8 GTS will be auctioned off at GAA Classic Cars’ November 2021 auction, which runs from the 4th to the 6th. For more information about the event, click here. View The Listing

By Edward Jones – October 29, 2021

GAA Classic Cars November 2021 Auction: 1965 Ford Mustang...

Presented by GAA Classic Cars – Starting life as a meek C code Coupe, this no expense spared 1965 Mustang Resto Mod underwent a total Custom build. The many subtle modifications make for a clean and sleek car. First, the bumpers were shaved, tucked and re-chromed. The front valance was peaked and fitted with 67 mustang turn signals. The rear valance was given a touch also with 67 inspired exhaust cutouts and the car was fitted with 67 exhaust tips. The taillight bezels were smoothed and the fastener holes were welded up before re-chroming. A custom fuel inlet cap was recessed in the rear body panel. The hood was topped off with a custom steel Shelby-inspired scoop. Rear quarter glasses were also installed to round out the look. The 17" custom wheels were given at touch also with the spokes being glass beaded and a custom cup built and installed. The cockpit was not left out! The original dash was removed and replaced with a 67 model in which the speedhut GPS gauges were installed. Custom 1967 Mustang interior was installed along with a tilt column and a custom billet wheel was installed. If you look really hard you will notice one-piece garnish molding and well-hidden audio equipment. The engine is a 331 stroker. Running a comp cams full roller setup, MSD ignition. Billet Specialties Tru Trac front runner and a speed master eight stack EFI controlled by Fast EFI management. A Tremec 5 speed was sourced using a Mcleod clutch. A later 8.8 rear axle was narrowed and utilizes a Cobra center section with 4:10 gearing. A Heights superide IFS was used upfront and Shelby traction bars in the rear. Vintage air was installed along with Magna Flow X pipe dual exhaust. Power 4 wheel disc brakes were also installed. This 1965 Ford Mustang Custom Resto Mod will be auctioned off at GAA Classic Cars’ November 2021 auction, which runs from the 4th to the 6th. For more information about the event, click here. View The Listing

1987 Aston Martin V8 Vantage Zagato Coupe 0

By Edward Jones – October 29, 2021

1987 Aston Martin V8 Vantage Zagato Coupé - RM Sotheby's ...

Presented by RM Sotheby's - The Aston Martin V8 Vantage Zagato coupé was first exhibited at the 1986 Geneva Motor Show. The first three completed cars were on the Aston Martin stand and demand for orders was high. Around 50 production cars were available to order, and just 28 of these were constructed with right-hand-drive steering and a manual gearbox. Despite the retail price rising from £70,000 to £87,000 when still new, the 50 buyers were not deterred and paid their £15,000 deposits by August 1985. The body design was undertaken by famed Milan-based coachbuilder Zagato and drew inspiration from the 1960s Aston Martin Zagato DB4, while adding a modern tone representative of the 1980s. The production process played a factor in the relatively high price of the V8 Vantage Zagato, with the complete rolling chassis sent from Newport Pagnell to Zagato in Milan, where the bodies were constructed, fitted, and painted. While at Zagato, the interiors were fitted, before the completed cars were sent back to England for a final inspection, after which they were dispatched for delivery. The V8 Vantage Zagato is powered by a 5.3-liter V-8 engine, with twin-choke Weber carburettors. The car produced 408 bhp and could be specified with a five-speed manual ZF transmission or a three-speed TorqueFlite automatic transmission. This V8 Vantage Zagato coupé—chassis number 20049—was, according to a letter dated 31 March 1998, collected by Stratton Motor Company from the Newport Pagnell factory on 12 November 1987. It was finished in Gladiator Red, with cream leather seats that featured red piping. The carpets were brown with matching leather piping. The car was never collected by its first owner and remained at Stratton Motor Company’s dry storage facility during the first few years of its life, where it changed hands several times. The V8 Vantage Zagato coupé was first registered on 5 January 1990, but was sold back to Stratton Motor Company. Their Managing Director, Mr. Roger Bennington, wrote in a letter: “The only person to have driven this Zagato since leaving the factory is myself, on the occasional removal from storage to run the engine.” The subsequent two owners continued the vehicle's history of dry storage, with the latter having maintained it in a private workshop under the care of a qualified Aston Martin engineer. A three-page ‘vehicle work log’ shows this Zagato was serviced yearly, with the engine run up to temperature. The incumbent owner acquired this V8 Vantage Zagato coupé in 2014 and continued its long-term dry storage. The car passed its MOT on 31 October 2018, with no advisories or faults. This Aston Martin V8 Vantage Zagato coupé presents a rare opportunity to acquire one of just 27 right-hand-drive examples specified with a manual transmission. The condition of the vehicle today reflects the pampered life it has lived, having been meticulously maintained. The odometers shows a mere 396 miles at the time of cataloging. Offered with this V8 Vantage Zagato are; previous MOT certificates, invoices, service history, a Blaupunkt radio manual and the original Aston Martin owners handbook. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

By Edward Jones – October 28, 2021

GAA Classic Cars November 2021 Auction: 1988 Ferrari 328 GTS

Presented by GAA Classic Cars – Ferrari knew they have to follow up the 308 GTB and GTS with something special and to fill the shoes was the 328. Also built in the GTS (hardtop) and GTB (targa top) configurations, the 328 was produced from 1986 to 1989 and was a hit with Ferrari fans. To this day, it's still a popular ride and that's why the example heading to GAA Classic Cars' November 2021 will certainly be a hot ticket. It's finished in Bianco White over a red interior. The seller notes that this 328 GTS had undergone a major service in 2011 at 39,357 miles. This 1988 Ferrari 328 GTS will be auctioned off at GAA Classic Cars’ November 2021 auction, which runs from the 4th to the 6th. For more information about the event, click here. View The Listing

By Edward Jones – October 28, 2021

1987 Porsche 959 Komfort - RM Sotheby's London 2021

Presented by RM Sotheby's - Technologically groundbreaking and remarkably powerful, the Porsche 959 began life as a project for the legendary Group B racing series. It utilized the same 89.4-inch wheelbase chassis as the 911 Carrera. As a competition model, however, the 959 was equipped with the 2.85-liter horizontally opposed 6-cylinder racing engine that began life in the 935 Moby Dick and Porsche’s Indy car project, being further developed for the superlative 956 and 962 racecars. The type M95950 engine featured air-cooled cylinders but the 4-valve heads were water cooled, and the block was built with titanium connecting rods, alloy pistons, and Nickasil-lined bores. A pair of sequential intercooled KKK turbochargers worked with Bosch fuel management to develop 444 hp at 6,500, outperforming much larger V-12s emanating from Maranello and Sant’Agata Bolognese. Chief engineer Helmut Bott insisted on a high degree of electronic technology, starting with the 959’s all-wheel-drive system. A torque differential dubbed PSK (Porsche-Steur-Kupplung) allowed the driver to manually control the percentage of power between the front and rear wheels, with as much as 80% reserved for the rear wheels under hard acceleration. Double wishbone suspension was adopted at all four corners, with dual shock absorbers for each wheel; one to administer the adjustable ride height, and one to govern ride stiffness. A forerunner of today’s active dampers, this system was incredibly advanced for its time, eclipsing anything then produced by the Italian manufacturers. The exterior design of course heavily borrowed from Porsche’s traditional 911 style, incorporating numerous venting ducts for cooling purposes. Chief designer Dick Soderberg and aerodynamicist Herman Wurst formulated the iconic integrated rear wing, which contributed to an impressively low drag coefficient of 0.31. While the floor and central cabin remained composed of steel, weight was reduced by using aluminum for the front deck lid and doors, polyurethane for the molded nose, and fiberglass-reinforced Kevlar for the remainder of the body shell. With the cancellation of Group B racing in 1986, the 959 continued as a customer road car model, although it cost so much to build that Porsche took a 50% loss on every car. By the conclusion of production in 1988, just 292 examples had been built, most of which were finished in the Komfort trim level with leather upholstery and air conditioning. The 959 was undeniably the stuff of dreams for an entire generation of young enthusiasts, depicted on posters in bedroom walls alongside the Ferrari F40 and Lamborghini Countach. Still admired by collectors today, it remains one of the most remarkable and advanced models ever built by Weissach. Claiming highly original unrestored condition and a life of modest driving use, this preservation-quality 959 should strike the fancy of any Porsche enthusiast. According to a factory build record and the research of respected marque authority Jürgen Barth, the 959 was assembled in November 1987, and finished in Grand Prix White paint over an interior of dark blue leather. The car was equipped with heated and electronically adjustable seats, and an alarm system. As documented by the service booklet, the Porsche was delivered new to Germany in early December 1987 before making its way to the United Kingdom, where it was first registered in June 1989. Two months later the kilometer-based speedometer was replaced by Porsche Reading with a gauge in miles (at the time, the original odometer read 2,811 km, equal to 1,747 miles). In October 1992 the 959 was sold to the consignor’s family by the respected dealer H.R. Owen, in London, at which point the new odometer displayed 1,597 miles. The car was then regularly submitted for routine service to the Porsche Centre in Reading, and service booklet entries indicate a steady accrual of modest mileage over the following 21 years. The car was most recently serviced by Porsche Reading in February 2021. This pampered Porsche has been gently used in central London for over a decade, becoming a well-known sighting among West End supercar hunters. Taking the 959’s original 1,747 miles of use in Germany into account, and the current odometer reading of 14,913 miles, this car is believed to have accrued no more than 16,660 miles, a desirably low figure for a 34-year-old supercar. Still displaying a high degree of authenticity with what looks to be the factory interior, this car would make an ideal participant at Porsche club gatherings and regional Concours d’Elegance. Or the next caretaker may enjoy its groundbreaking performance, technology, and styling, bringing the radical Group B design envelope to today’s autobahn. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

By Edward Jones – October 27, 2021

GAA Classic Cars November 2021 Auction: 1966 Chevrolet Co...

Presented by GAA Classic Cars – Classic Corvettes will always be sought after, especially ones like this example heading to GAA Classic Cars' November 2021 auction. Its finished in Nassau Blue with a white top and black interior, all of which are in incredible condition. In fact, it's a three-time NCRAS Top Flight winner and its auction lot comes with ribbons and judging sheets. It features the 427 engine and a drivetrain that is completely original to the car and an engine stamp that is certified original. Whoever takes this beautiful Corvette home will also be getting the original spare tire, original manual and complete ownership history. This 1966 Chevrolet Corvette Roadster will be auctioned off at GAA Classic Cars’ November 2021 auction, which runs from the 4th to the 6th. For more information about the event, click here. View The Listing

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