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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

Broad Arrow Amelia Concours Auction Preview: 1990 Ferrari F40

By Sponsored Article – February 28, 2026

Broad Arrow Auctions: 1990 Ferrari F40

Ferrari Classiche-certified, fully matching numbers, recipient of a recent major service, Platinum Award-winning, and offered with its original, serialized three-piece Schedoni luggage set, this 1990 Ferrari F40 represents one of the most compelling examples of Ferrari's celebrated 40th-anniversary icon. Crossing the block 6 - 7 March at Broad Arrow's Amelia Concours Auction, serious collectors will not want to let this opportunity pass. Unveiled at a ceremony in Maranello on 21 July 1987, the F40 celebrated 40 years of Ferrari car production. Its name, legend has it, was born when Ferrari Managing Director Giovanni Razelli asked motoring journalist and author Gino Rancati what the new car should be called, and received an elegantly direct answer: “Ferrari Quarante.” Yet the F40 didn’t start merely as an anniversary badge. Spy photographs had already hinted at a successor to the 288 GTO, and the squat, winged prototype later dubbed the GTO Evoluzione was originally intended as the GTO's competition version. When Group B was cancelled in the wake of tragedy at the Tour de Corse, the Evoluzione’s original purpose vanished, but its engineering lessons did not. What remained was an opportunity to build the most uncompromising road-going Ferrari of its era, shaped by turbocharged know-how and buoyed by the unexpected sales success of the 288 GTO Overseeing the effort was Nicola Materazzi, widely regarded as the father of the project. Having joined Ferrari’s Formula One department in 1979, he brought deep experience with forced induction, and his influence was felt throughout the final result. Designer Leonardo Fioravanti captured the atmosphere surrounding the program when he recalled, “When Enzo talked to me about his desire to produce a ‘true Ferrari,’ we both knew that it would be his last car.” That understanding informed the approach across the team, with extensive wind-tunnel work guiding aerodynamic optimization and a clear effort to ensure the car’s appearance matched its intent, right down to the low nose, NACA ducts, and the rear spoiler that came to define the F40’s now iconic silhouette. Initially, Ferrari refused to disclose how many F40s would be built and over what period so as to avoid a repeat of the spiraling secondary market of the 288 GTO. Ultimately, 1,311 production examples were built, with a mere 213 F40s destined for the United States. Nearing the middle of F40 production, chassis number 87219 was completed in October 1990 as one of approximately 90 U.S.-market examples built that year. As such, this example notably lacks the adjustable suspension fitted to European-market F40s after serial number 80697, making it a “non-adjust” car highly sought-after for its superior, unfiltered handling. The original warranty card and owner’s service booklet shows that the car was initially delivered on 29 December 1990 via Continental Motors Inc. (now Continental AutoSports Ferrari) to Thomas Murphy of Evanston, Illinois. A copy of the original window sticker also shows that the original price of the F40, including destination charges, was a lofty $399,150 when new. Records indicate that the F40 next changed hands in March 1994 when it was purchased by Illinois-based neurosurgeon Dr. Sheldon Lazar through Lake Forest Sports Cars (now Ferrari Lake Forest), showing just 248 miles at the time. Over the succeeding decade, the car was routinely serviced by Lake Forest, visiting the dealer for maintenance on as many as thirteen documented occasions including two major belt services at 979 and 3,689 miles. In October 2005, after eleven years of careful stewardship, Lazar sold the F40 to a Florida-based collector. Immediately following their acquisition, the F40’s new caretaker elected to have Lake Forest conduct the car’s third major belt service with 4,747 miles on the odometer. In this ownership, the Ferrari’s meticulous maintenance schedule resumed at Ferrari of Central Florida, where it received service on four documented occasions from December 2005 to January 2008, when it was treated to its fourth major belt service at 5,740 miles. This period also saw the exceptionally preserved Ferrari win numerous Best in Class and Best in Show awards at local Florida concours. The car passed to its fourth owner, a California-based collector, in April 2008 showing 5,860 miles at the time. Recognizing the Ferrari’s outstanding originality, its new caretaker submitted the car for coveted Classiche certification, which it was awarded in May 2008, certifying that the serial numbers present on the chassis, engine, and transmission are recognized to match factory records. Furthermore, the Red Book notes that the body, suspension system, Brembo disc brakes, and Speedline aluminum wheels are the original, factory-installed components. The Ferrari continued to enjoy regular maintenance at Ferrari of Orange County for a number of years before being relocated to Texas in the early 2010s. The F40 was acquired by a Texas-based collector in December 2014 and benefited from nearly a decade of careful single ownership. During this ownership, the car received service by Ferrari of Austin and Norwood Auto Italia in Carrollton, Texas, as well as by the collection's in-house mechanic. In August 2023, the renowned marque experts at Norwood Auto Italia treated the car to its fifth major belt service which also involved replacing both fuel pumps, replacing the ignition distributor pickups, and overhauling the air conditioning system at 7,902 miles. A second service followed in November 2023, which saw the water pump rebuilt at 7,912 miles. Finally, a loose A/C compressor and alternator belt, as well as a coolant leak, were addressed by Team CJ in January 2024. Acquired by the current owner at Broad Arrow’s 2024 Monterey Jet Center Auction in Monterey, California, chassis 87219 has since continued to receive the same standard of care. Most recently, in December 2025, Miller Motorcars performed the car’s sixth major service at 8,061 miles. Work included a 101-point inspection with a compression test (with all cylinders reading between 130 and 140 psi), installation of new auxiliary and timing belts with roller bearings, replacement of valve cover gaskets and seals, replacement of air and fuel filters, a brake fluid flush, a coolant flush, along with an oil and filter change. The shop also diagnosed and corrected a difficult-to-engage reverse gear by adjusting and lubricating the shifter assembly and linkage. In total, the work amounted to $21,647.21, with the invoice on file and available for review. Now offered with just 8,065 miles since new at the time of cataloging—a mere 4 miles since its last major service—this fully matching-numbers, meticulously documented Ferrari F40 is surely among the finest examples of the model currently available and certainly one of the finest U.S.-specification cars extant. Attesting to the car’s spectacular presentation and high degree of originality is its participation in the “Ferrari 70th Anniversary Collection: Driven By Emotion” event held in conjunction with the 2017 Pebble Beach Concours d’Elegance, followed by its appearance at the 27th Cavallino Classic where it received a coveted Platinum Award. The enviable originality of this particular example is further supported by the presence of numerous factory accessories, not least of which includes its rare optional three-piece luggage set by Schedoni pyrographed with the car’s chassis number “87219” and accompanied by their proper cloth dust covers. The car is also supplied with its original owner’s manuals in their leather folio, both tool bags, two sets of keys, its wheel socket, and a binder documenting a life of fastidious maintenance since new. While the F40 is currently equipped with a Tubi Style exhaust system, the original factory exhaust silencer assembly is included with the sale, allowing the next owner the choice to return the car to its factory specification if desired. Ferraristi seeking to acquire a cherished and extensively documented example of the legendary F40 will seldom find a better opportunity than chassis 87219. This outstanding Classiche-certified Ferrari, with its low mileage and complete set of original accessories, is sure to captivate collectors of Maranello’s groundbreaking supercars, offering immeasurable joy whether showcased at FCA events or unleashed on the open road for its thrilling performance. Visit broadarrowauctions.com to explore the complete lineup and register to bid for the Amelia Concours Auction, where over 25 Prancing Horses will cross the block. View Listing For More

By duPont REGISTRY – January 11, 2026

Ferrari F40 Records Set To Be Smashed?

Mecum Auctions has consigned the Phil & Martha Bachman collection, inclusive of 46 Ferraris, for their annual Kissimmee sale. Near the top of the list are two F40 examples. It’s quite atypical for two F40s to appear at the same auction, but the Bachmans owned two, and this atypical auction will offer around 4,500 cars. The record for a Ferrari F40 at public auction is $3.97m USD in 2022, which inflates to $4.35m in today’s dollars. So why is that record’s time likely nearly up? First, a bit of context… Ferrari launched the F40 in 1987 to celebrate its 40th anniversary, claiming it would build 400 units. Due to massive demand, the manufacturer built around 1,315. By the time the car reached US shores for model year 1990, the MSRP was $399k, or $1.02m today. The F40 is the second member of the ‘Big Six’ flagship supercars from Ferrari. Today, the market for F40s is hotter than ever. That 2022 record was the first time an F40 crossed the $3m threshold in a public sale. Since then, 18 further offerings have followed suit. Nine occurred in 2025 alone! The F40s coming to Mecum at no reserve present promising cases to be the top two sales ever. The Bachman collection is long known to the community, and most of their Ferraris show very low mileage. The F40s carry only 456 and 865 miles, a small fraction of the 8,766 miles that the average example comes to market with. This ranks them as the second and fifth-lowest-mileage F40s to come to auction of 73 offerings in the last five years. Furthermore, they rank as the two lowest-mileage US-specification offerings. What makes US-spec cars different, and perhaps even special? The F40 arrived at a time when there were heavy differences in crash and emissions regulations between the US and Europe (even more so than today), and as a result, Ferrari had to tweak the car significantly to sell it stateside. By the time the US version arrived, a few years after theEuropean debut, it brought numerous changes to the exterior, interior, and mechanicals: 211 of the 1,315 F40s were built in US specification by the end of production in 1992. For years, US cars have traded at higher prices than their European counterparts. This gap is partially attributable to U.S. cars appearing for sale with fewer miles on average (7,000 miles vs. 11,054 miles/17,790 km for European cars). What helps explain the rest of the difference is that US cars are rarer (211 vs. 1,104) and contain a number of unique details. Some are debatably improvements, but oftentimes the collector market values rarity for its own sake. US cars do feature a power bump typically quoted at 25-40 more hp over the European cars, although this offsets an extra ~160 lbs. of weight. The value delta has been shifting recently. Of the 19 F40s to have publicly sold for at least $3m, the first six to do so were all US-specification examples – as were 11 of the first 15. But each of the last four were European-specification example, and recently the average prices for each specification have been converging. According to my data, the price advantage for US cars currently stands at 8.3%. The Bachman F40s are extremely low-mileage, US-specification examples and thus stand primed to set new benchmarks, as long as their conditions are commensurate with their odometers. They will be informative indicators of whether US cars maintain their market supremacy over European cars after a recent spate of incredible offerings from each specification. Collectors who prefer the European version have a few more factors to consider, as the model evolved throughout its five-year run. Near the middle of production, European F40s started being fitted with catalytic converters, matching the new US version. Around the same time, Ferrari also began offering an adjustable suspension option – only for European cars. Catalytic converters mildly stifled power and added weight. The adjustable suspension is often regarded as finicky; some feel it disrupts handling, and it too added weight. F40s from the first few years of European production are consequently referred to as ‘non-cat, non-adjust’ examples, and these are typically the most desirable to collectors. The top seven European-specification sales have all involved non-cat, non-adjust cars. A further consideration is that the first 16 F40s came from the factory with racecar-style, sliding windows made from Lexan. Quickly, the factory moved to traditional glass wind-ups, but they left the sliders as an option for European-specification cars. Very few buyers chose this option, and by the end of production, only 95 of the 1,104 European cars featured Lexan sliding windows. Today, these examples are sought after and rarely come up for sale. The last time one came to auction was February 2020. We previously wrote about the Mercedes-Benz 300 SL ‘Gullwing' and how it stands at the top of the collector car market. As I noted then, its closest competition is the Ferrari F40, a model that has been gaining over the last decade while the 300 SL softened. It’s possible the F40 is the next holder of the mantle, and if so, the Bachman collection salecould be a milestone in getting there. View All Ferrari F40s For Sale On duPont REGISTRY Image Source: Mecum Auctions

By Edward Jones – May 10, 2021

RM Sotheby's Amelia Island 2021: 1992 Ferrari F40

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

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