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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 – June 14, 2021

1957 Mercedes-Benz 300SL Roadster Being Offered at Barret...

Presented by Barrett-Jackson - This particular example has recently emerged from the estate of a long-term California collection, where it remained for 20 years of exceptionally attentive ownership. A copy of the original Mercedes-Benz Build Sheet indicates the car still retains the original matching-numbers chassis, body and engine exactly as it was assembled on December 17, 1957. The Build Sheet further indicates the car was ordered for delivery to the U.S. with sealed beam headlights, Becker radio, column-mounted turn signal indicator and dual reverse lights (integrated into the main taillight lenses). Delivery was consigned from Meyer Sohn, Bremen, Germany, through Studebaker/Packard (then the authorized U.S. importer for Mercedes-Benz) with a final destination of New Orleans. This 300SL has had a recent service by 300SL experts Burlingame Motors. After a careful mechanical overview, new sway bar bushings and new motor mounts were installed, and the brakes were serviced, cleaned and adjusted. During the brake inspection, it was noted that there were no leaks and correct materials were used during restoration. Finished in the iconic 300SL color combination of DB 180 Silver Gray Metallic with a red leather interior. The silver paint was mixed with the correct metallic flake and was uniformly applied. The finish remains glossy and smooth with only light signs of use since the restoration. The doors, hood and trunk gaps are tidy and even throughout, with mild evidence of use visible in a few closure surfaces. The hood and trunk open and shut smoothly and the doors have properly finished jambs, opening and shutting tightly with distinctive German precision. The red leather upholstery and carpeting were finished to a very high standard. The various detailed interior switches, levers and knobs are all beautifully finished, including the correct steering wheel. Inside the trunk, a set of finely crafted red leather-covered luggage has been trimmed with gray leather edging and grab handles, accented by chrome hardware. Overall, this roadster shows very little signs of use since the restoration and presents as an exceptionally well-maintained 300SL, ready for classic rallies and road trips. Powered by a 3.0-liter inline-6 engine mated to a 4-speed manual transmission. This 1957 Mercedes-Benz 300SL Roadster be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 13, 2021

1963 Chevrolet Corvette Split-Window Custom Coupe Being O...

Presented by Barrett-Jackson Auction Company – Over 4,000 hours went into this SEMA Gold Top 100 Award-winning 1963 Split-Window Corvette's one-of-a-kind, no-expense-spared, rotisserie restoration performed by Nostalgia Hot Rods. The exterior is finished in PPG Pure White paint and features a hand-fabricated silver carbon-fiber engine bay, Euro flush-mount glass, and LED front and rear lights. Inside is a handmade interior by Darren Wingrove of HRH Designs. The one-off interior features Douglas Interior premium leather products, one-piece headliner, ACC premium carpet, LED lighting, Dakota Digital HDX gauges and clock, Nu-Relics power windows, Clayton Machine Works billet pedals, shifter and door pulls, Flaming River steering column and AGR performance steering gearbox. Heat and air conditioning is provided by a Vintage Air Gen IV climate-control system. Rounding out the interior is a Rockford Fosgate sound system with Bluetooth and wireless phone charging station to give this classic a modern feel. At the heart of this Corvette is a GM LS3 376ci hot cam engine making 525hp breathing through a Holley Sniper intake and exiting a jet-coated, polished stainless-steel custom exhaust system. Rounding out the engine bay is a polished billet March serpentine system with power steering setup, Billet Specialties valve covers and a Nick Williams polished billet throttle body. The engine is fed through an Aeromotive Stealth fuel system with custom aluminum fuel cell. All this power was then mated to a TREMEC T56 Magnum 6-speed manual transmission with LS9 clutch and Dana 44 rear end with 4.11 gears, making sure the rubber meets the road. This one-of-a-kind Split-Window Corvette rides on a hand-fabricated chassis engineered for structural integrity and manufactured from American 3/16 hot-rolled, CNC cut steel. Every seem has been fully TIG-welded and the frame rails fully boxed in order to handle the upgraded performance included in the modern drivetrain. This one-off chassis is fitted to a full RideTech adjustable coilover suspension system with upper and lower strong arms, tall spindles, inner and outer tie rod arms, front and rear sway bars, rear trailing arms and RideTech's TruTurn system, featuring billet aluminum steering arms, center link adapter, tie rods and adjusters. Finally, a Wilwood braking system was fitted with 14-inch cross-drilled and slotted rotors, 6-piston front and 4-piston rear calipers, Wilwood master cylinder and E-stop electric emergency brake fed by hand-fabricated brake hard lines with A/N fittings. This Corvette rides on 18x9 front and 19x12 rear forged one-off Budnik wheels with knock-off center caps wrapped in Nitto Invo red-stripe tires. This 1963 Chevrolet Corvette Split-Window Custom Coupe with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 12, 2021

1969 Ford Mustang Boss 429 Being Offered at Barrett-Jacks...

Presented by Barrett-Jackson Auction Company – There’s something about a body-in-white high-performance car that radiates an exclusive prototype vibe that is much more about the car’s engine than any exterior color one might think of. The look of the Boss 429 under the hood of a Mustang was one of the most impressive sights during the rise of the entire muscle car phenomenon and remains so to this day. This particular 1969 Boss 429, which will be selling with No Reserve at the 2021 Las Vegas Auction as Lot #759, is an ideal example. The Wimbledon White paint almost hides its true potential to unsuspecting eyes, but the very shape of the Mustang is its own visual reward. Thanks to the design expertise and general hot-rod enthusiasm of the great Larry Shinoda, the Boss 429 presented itself as a leading-edge approach to perhaps the most exciting moment of that classic era. During the car’s creation when Shinoda was asked by his compatriots about his new project he simply told them it was “the Boss’ car,” and the name stuck. That boss was Bunkie Knudsen, who headed up Ford’s stock car racing program. Besides, if they had called this hot new engine “the Bunkie 429,” it might not have caught on in the street-scene quite so readily. The final construction of all Boss 429s was performed by Ford’s go-to specialty fabricator of Kar Kraft in Brighton, Michigan. Their resume included the development of the GT40 Mark II and Mark IV ‒ both Le Mans winners in 1966 and 1967. It took that kind of skill, talent and dedication to make the car of Knudson’s vision and Shinoda’s imagination possible, practical and ultimately so very collectible. The interior of this specimen is all original and even offers a deluxe AM radio, which likely never had much use. Naturally, you’ll find the battery located in the trunk to keep some weight off the front end, although there wasn’t any spare room under the hood anyway. To keep this engine combo in the good graces of government watchdogs of the day, the factory chose a smaller Holley 735 cfm carburetor to help ensure dyno-testing would reveal less potential than what was really there – and at the same time calm the engine’s output for street use by keeping the horsepower number down to a less aggressive, more socially acceptable level. Ironically, the same strategy did not apply to the Boss 302, since it used a larger 780 cfm version to boost and boast of the power even more on their soon-to-be-famous small-block. It’s NASCAR-derived crescent-head 429ci powerhouse engine utilizes a 4-speed manual transmission to send good will back to a set of 3.91 Traction-Lok gears. And this one now rides on new springs and shocks. Power steering and brakes were standard for a dash of driver comfort. This hand-assembled 1969 Boss 429 sports the Kar Kraft model number 1404. It had been treated to an older restoration that brought it up to its former glory. The car is fully documented and includes a Marti Report. This 1969 Ford Mustang Boss 429 with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 11, 2021

2000 Ferrari 550 GT1 To Be Offered at RM Sotheby’s Milan ...

Presented by RM Sotheby's - With a front-line racing career spanning some 11 years—and encompassing two FIA GT Championships, a Le Mans class win and overall victory in the Spa 24 Hours—the Ferrari 550 GT1 justifiably occupies a place in the pantheon of all-time great Competition GT cars. Remarkably, Ferrari’s last serious GT offering had been the mighty Group 4 Daytona, some three decades previously. However, whilst that project had been factory-led, no such blessing, initially at least, was forthcoming for the 550. Ferrari made it clear that any racing version would have to be developed privately, with Italian Race Preparation firm Italtecnica and their British counterparts Prodrive taking the lead. Indeed, it was not until 2003 that the factory-approved N. Technology squad, somewhat belatedly, chose to develop their own version. One of four Italtecnica cars built, chassis 115811 was purchased by wealthy Italian Andrea Garbagnati, making its race debut in the first round of the 2001 FIA GT Championship at Monza. Entered by Team Rafanelli, the car was driven by former Formula One drivers Emanuele Naspetti and Mimmo Schiattarella. Although running fifth early on, their race ended in retirement following steering failure just after two-thirds distance. At the second round at Brno, the pair enjoyed a largely uneventful race to finish fifth, whilst at Magny-Cours two weeks later, they recorded a valiant fourth behind the winning Lister Storm and two Chrysler Vipers. After another fifth at Silverstone, a busy early season of five races in seven weekends concluded with a visit to Zolder in Belgium, in mid-May. Naspetti took a richly deserved pole position, although once again bad luck intervened with the car retiring once again due to accident damage. The season resumed at Spa in early August for the series’ blue riband event, the 24 Hours. Naspetti was retained as lead driver of 115811 with Schiattarella replaced by two-time Spa winner Eric van de Poele; Belgian amateurs Philippe Steveny and Martial Chouvel also joining the squad. After qualifying second, Naspetti made a blistering start, even taking the race lead briefly in the third hour. However, the early pace had taken its toll, the car retiring after just six hours with a broken crankshaft. A truncated season saw the car compete at the A1-Ring in late August, but the squad opted to miss the final three rounds of the Championship at Nurburgring, Jarama and Estoril. In Austria, Naspetti was partnered by Marc Duez, and after a somewhat lacklustre qualifying session—which left the pair only 13th—the car retired once again with engine maladies, this time shortly before half distance. After lying dormant for the majority of the 2002 season, 115811 was loaned to erstwhile Touring Car team Dart Racing for the last three rounds of that year’s FIA GT Championship. Although driven by vastly experienced Red Bull-backed Austrian Dieter Quester and former Le Mans class winner Luca Riccitelli, and suitably updated to 2002 specification by Milan-based J.A.S Motorsport, the alliance was not a fruitful one, with all three rounds—Enna, Donington and Estoril—ending in retirement. For 2003, car owner Garbagnati entrusted preparation responsibilities to JMB Racing, entering selected events in both the FIA and Italian GT Championships. Once again, the former was a disappointment, with drivers Terrien, Derichebourg and Pescatori enduring lamentable reliability and retiring from all four race starts. However, an otherwise disappointing season was salvaged when Garbagnati himself shared the car with Ferrari test driver Andrea Bertolini in two Italian GT races at the A1-Ring, taking overall victory in both. The 2004 season represented 115811’s competitive swansong, with JMB’s lead driver Lorenzo Casè securing three overall victories in the car at Imola, Magione and Vallelunga en route to third place in the end of year standings. Appropriately, the Vallelunga win would be the car’s final contemporary race, with Casè sharing the car on this occasion with future Mercedes-Benz Formula One supremo Toto Wolff. Following the conclusion of its contemporary race career, the car was sold to Frenchman Bruno Tortara and then to an anonymous German collector, the latter commissioning former JMB engineer Jean-Christophe Noel to undertake a comprehensive restoration. It was acquired by the vendor in 2018, who reinstated the spectacular 2002 Red Bull livery and undertook a complete engine and gearbox rebuild. Subsequently tested by three-time Le Mans winner Marco Werner, chassis 115811 is now fully race prepared and ready to do battle once again. It would undoubtedly be a competitive and show-stopping entry into the burgeoning Endurance Racing Legends and Masters Endurance Legends series, whilst its eligibility for Ferrari’s factory-organised Club Competizioni GT events further enhances its already considerable status. Indeed, with its seductive lines, classic front-engined 6-litre V-12 layout and unparalleled accompanying soundtrack, the 550 Maranello has long been considered a worthy successor to the likes of the 250 GTO, 275 GTB/C and Daytona; an accolade which will surely only be cemented further in future years. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

By Edward Jones – June 11, 2021

Liquid Red Tri-Coat 2019 Ford GT Being Offered at Barrett...

Presented by Barrett-Jackson Auction Company – Appropriately introduced in Detroit at the January 2015 North American Auto Show, the latest Ford GT was a shock to the senses of most onlookers in many respects. Developed by Ford Motor Company engineers in parallel with Multimatic, the road-going Ford GT is essentially a thinly disguised FIA LM GTE-class racing car, albeit one with startling luxury, comfort and provision for a license plate. In fact, in terms of development priorities, the GT was designed first for competition and civilized – barely – for the street. The road-legal GT made its European debut in late 2017 at Frankfurt, with competition cars having already won class at Le Mans in 2016, the site of Ford’s stunning triumph there 50 years before. A stunning tour de force of design and engineering prowess, the bristles with modern high-tech materials, cutting-edge construction techniques and built-in aerodynamic features throughout. Manufacture of the road models is carried out by Multimatic at its new, purpose-built low-volume production facility in Markham, Ontario, near Toronto in Canada. There, the first Ford GT road car was completed on December 16, 2016, an occasion rightly celebrated with top Ford Motor Company brass in attendance. Based on a track-worthy carbon-fiber monocoque and lightweight aluminum structures at its core, the GT is surprisingly compact with bodywork designed for minimal frontal area, low aerodynamic drag, and maximum downforce at speed. Standing just 43.7 inches tall, it becomes two inches lower when Track Mode is selected. Suspension is via competition-style pushrod-actuated dampers, and sections of an FIA-legal roll cage are neatly integrated into the GT’s roof structure. Exuding a teardrop shape when viewed from above, the GT’s main bodywork tapers sharply to the rear and built-in features deliver astounding downforce at speed. Flying buttresses aft of the passenger compartment direct cool air into the engine intakes and pontoon-style rear fenders are in the mold of current track-only Le Mans prototypes. Drawing from actual Ford production-car technology, the GT is powered by a mid-mounted 3.5-liter, twin-turbocharged EcoBoost V6 engine developing 647 horsepower – 183 horses per liter and 550 ft/lbs of torque. Harnessed by a Getrag 7-speed, dual-clutch automatic transmission/rear transaxle, the GT explodes from rest to 60 mph under 3.0 seconds, up to a stunning 216-mph terminal velocity. Hydraulic steering gear provides precise directional control, extremely lightweight carbon-fiber wheels slash unsprung weight to a minimum and Brembo carbon-ceramic brakes provide competition-grade stopping power. Once switched into Race Mode for track duty, the GT delivers sharper response to throttle inputs, less-sensitive traction and stability control programming, lowered ride height, stiffer underpinnings, firmer gearchanges and deployment of the rear spoiler, rendering the GT ready to attack any racing circuit on command. Finished in Liquid Red Tri-Coat paint with a Dark Energy interior, this 2019 Ford GT is an amazing one-owner example with just 21 actual miles at the time of writing. The purposeful, yet startlingly luxurious interior of this GT features an F1-inspired steering wheel, wrapped in Ebony Alcantara, with paddle-shift levers and myriad control buttons, dials and switches all placed at the driver’s fingertips to control the car’s various systems. Other choice features and amenities include an LED rev counter, launch control, tilt/telescopic steering column and 6.5-inch touchscreen with navigation, Bluetooth and Sync 3 infotainment system. Other amazing highlights include brilliant LED headlamps, a ventilated polycarbonate rear engine hatch and high-mounted center exhaust outlets. As if its incredible race-derived specifications are not enough, this GT features over $50,000 in its array of factory options, including 6-point safety-harness anchors, alloy over-top stripes, the carbon-fiber exterior accent package, a fitted car cover and 20-inch, gloss-exposed lightweight carbon-fiber wheels. All factory-issued documents – including the Window Sticker, build book and other highly desirable items ‒ are included with the offering of this stellar, virtually new 2019 Ford GT. Additionally, this collector-grade 2019 Ford GT is offered complete with a tandem-axle aluminum motorsports trailer custom-built by InTech Trailers in Nappanee, Indiana. Showcasing every feature necessary to securely haul your new 2019 Ford GT home or to and from shows and track events, this InTech trailer is equipped with a fifth-wheel attachment point, front landing gear, built-in spare wheel/tire and electrical compartments, a drawbridge-style rear loading ramp, fold-out side panel with gas struts, a side access door and vehicle tie-down system. A tool cabinet and roof-mounted cupboards are installed up front to contain the necessary items to maintain your GT and provide ample storage space for refreshments while you’re on the move to your next event. This 2019 Ford GT with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 10, 2021

1996 Alfa Romeo 155 V6 TI ITC To Be Offered at RM Sotheby...

Presented by RM Sotheby's ALFA CORSE AND THE 155 PEDIGREE From 1992 to 1996, Alfa Romeo’s series of 155 saloons were some of the world’s most formidable Touring cars. Homologated to the FIA Class 1 Touring Car specifications, the model saw victories in every series in which it was fielded. In 1992, works driver Nicola Larini earned the Italian Touring Car Championship; 1993 saw him dominate the German Touring Car Championship. Gabriele Tarquini, another works driver, clinched the 1994 British Touring Car title with equal ease. Meanwhile, privateers running the 155 were crowned back-to-back champions of the Spanish Touring Car Championship in 1994 and 1995; a works entry driven by DTM legend Fabrizio Giovanardi also secured the Spanish crown in 1997. This impressive assemblage of continental touring car titles speaks to the astounding technical capabilities of Alfa Corse’s 155 development program. An example of the final iteration of the model, formally known as the 155 V6 TI ITC, is offered here. THE 1996 155 V6 TI ITC Each 155 touring car produced by Alfa Corse was constructed around a steel tube frame and reinforced carbon fiber safety cell which was wrapped in particularly thin steel. The bodywork functioned as a cosmetic shell around the design’s extremely rigid crash structure. The 155 V6 TI ITC retained many of the mechanical features as its predecessors used in previous iterations of the DTM-ITC. An adjustable, F1-derived inboard suspension system and massive ventilated brakes were retained from 1995, though a new paddle-operated, six-speed semi-sequential transaxle was acquired from Xtrac. Meanwhile, stability features required by the ITC included ABS, traction control, and four-wheel drive. However, the V6 TI ITC received a major improvement in the form of a new engine which featured a redesigned lightweight block, 90-degree geometry, pneumatic valve springs, and greatly improved performance. This engine, internally called the “690RC,” redlined at a screaming 11,900 rpm and provided a reported 490 horsepower; 100 km/h arrived in just 2.5 seconds and the 155 V6 TI ITC surpassed 300 km/h on the straights. This engine switch occurred during the midpoint of the 1996 ITC season, immediately thrusting the 155 back into competitiveness when it debuted at Silverstone on 18 August. From Silverstone onwards, the 690RC-powered 155 ITC achieved pole position in half of the remaining rounds, secured nine “fastest lap” awards, and won eight of the remaining 14 races outright. This dramatic turnaround allowed Alfa Romeo to surpass Mercedes-Benz in constructor points, while works driver Alessandro Nannini pulled himself from sixth place to a podium finish at third overall in the driver’s title. ITC CHASSIS 005 Chassis 005, offered here, was driven under the number 5 Alfa Corse-Martini works livery by Nicola Larini to pole position at Magny-Cours and Mugello. Larini and chassis 005 secured outright victory at Interlagos and Mugello en route to a 95-point season across 14 rounds (good for 11th place overall). Larini secured sixth place at the last round of the 1996 ITC season held at Suzuka Circuit on 10 November. After the 1996 ITC season, chassis 005 was returned to Alfa Corse and later retained by at least two successive owners within northern Italy until it was acquired by the consignor in 2018 and imported to Germany. Beginning in July 2018, the consignor enlisted marque specialists at Scuderia Gran Tourismo in Irschenberg, Germany to prepare the car for competition in the inaugural DTM Classics Series. Invoices on file show over €350,000 expended over the past five years to return this touring car icon to the peak of its dominant racing form with a particular focus on retaining the chassis’ attractive patina and original components. As such, Larini’s original, date-coded race seat and steering wheel remain in the cabin. The beautifully refreshed car won its DTM Classics debut at the Norisring on 7 July 2019, and later claimed fourth at the Lausitzring on 25 August 2019. Chassis 005 also saw track time at Autodromo di Modena during production of a video series from Italian automotive journalist Davide Cironi and his Drive Experience publication. In March 2020, chassis 005’s engine and transmission were rebuilt and dyno-tested to Alfa Corse specifications by race shop Lindlmaier Motortechnik in Heldenstein, Germany. With its pedigree of the most outstanding variety, this 155 V6 TI ITC is truly a touring car legend worthy of inclusion to any collection with a focus on motorsports. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

By Edward Jones – June 10, 2021

Henry Ford II's 1966 Mustang GT K-Code Convertible Being ...

Presented by Barrett-Jackson Auction Company – When Henry Ford II globe-trotted to France to see his cars beat Ferrari in the 24 Hours of Le Mans, he had this very Mustang waiting and ready to ride anywhere he chose. Selling at the 2021 Las Vegas Auction with No Reserve at Lot #766, this 1966 high-option convertible was and still is truly one of a kind and decked out with many features that simply weren’t available to anyone else in the world, until now ‒ like the “HFII” logo in the center of the steering wheel created just for you-know-who. Treated to a specialized Raven Black paint with a high-gloss sheen, the exterior contrasts beautifully with its white leather convertible top. The car’s interior is beyond compare. Its unique bucket seats and door panels are prototypes that would eventually be used for the 1967/1968 Cougars. The GT Equipment Group included an AM/8-track and stereo tape player, power steering, power front disc brakes and a power convertible top. Naturally, the interior’s fit and finish is of the very highest order, especially considering who rode this pony. Tan leather seating and panels make for the perfect saddle. After all, Mr. Ford did plan to have his products ride roughshod over Enzo Ferrari’s prancing horses in just 24 hours. The audio treat of this Mustang is thanks to Ford’s first modern high-performance small-block V8 in the form of the solid-lifter K-code 289ci engine with a single 4-barrel carburetor generating 271 horsepower and orchestrated with a 4-speed manual transmission. This is essentially the same engine architecture as that used in the original GT40s, which in fact did race and win at Le Mans. The high-output 289 was initially produced in 1963 and offered in Ford’s Fairlane and Comet, the Shelby Cobra, then the Mustang. This race-proven engine has become a legend in its own time, and every car offered with one shares the very same status in the mind of enthusiasts from all over the world Out back 3.89 gears make it rev-happy, and the car sounds like a very businesslike street marauder, even when parked or idling. Renault drivers were probably mortified when Mr. Ford went by them. Some say that the “Deuce” himself drove this car to lap the racecourse during the 1966 opening ceremonies as honorary president of this worldwide event. Up front Lot #766 carries grille-mounted fog lights and, out back, a dual exhaust. A quicker-ratio steering system makes this Mustang all the more agile. Specially designed steel wheels provide additional flash to an already extraordinary image and history. This car lived most of its life in France, where it was displayed at numerous Mustang-related events over the years. In many ways this very Mustang is rare on top of rare, considering how few K-code models were produced, how few of them were ever so well-equipped and how none but this one can be deemed a most precious Ford blueblood. Henry Ford II’s 1966 Ford Mustang GT K-Code Convertible with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

By Edward Jones – June 09, 2021

1966 Ferrari 275 GTB by Scaglietti To Be Offered at RM So...

Presented by RM Sotheby's - By 1966, both the careers and the relationship of the recently married film director Roger Vadim Plemiannikov and Hollywood starlet Jane Fonda were very much on the rise. The pair had met while filming La Ronde in 1963, officially becoming a couple later that year. Married in Las Vegas in August of 1965, the pair lived a glamorous trans-Atlantic lifestyle between Vadim’s native France and Southern California. Attractive, wealthy, talented, and eager for more success, the pair seemingly lived an idyllic lifestyle that anyone would have been envious of, and that included what they drove. After having sold his Ferrari 250 California SWB Spider, chassis number 2175 GT, Vadim purchased the 275 GTB on offer here, chassis number 08641, on 15 June 1966. Finished in Azzuro (106-A-32) over a full leather Nero (VM 8500) interior, the car was built to left-hand drive specifications for use in France. Chassis number 08641 falls late in the production run of the 275 GTB, fitted with long-nose steel bodywork, torque tube, and three Weber carburetors. It was sold to him through Franco-Britannic Autos of Paris, Ferrari’s official distributor, and the car was subsequently registered in Vadim’s name (as Roger Plemiannikov) under registration number 64 SW 75. Later that summer, the registration documents were transferred to Fonda, keeping the same number. The pair kept their 275 GTB for about two and a half years and during this time, they were photographed with the car frequently, as one would expect for a pair of A-list celebrities. In August of 1966, the pair were photographed emerging from the car in Saint-Tropez, Vadim sporting swimming trunks and attracting a crowd of onlookers, clearly starstruck by their celebrity sighting, and perhaps the 275 GTB as well. Another color photo exists in the history file of Fonda in the passenger seat in October of 1968, departing the hospital for the first time with their newborn daughter Vanessa, a much more personal moment. In November of 1968, the 275 GTB returned to Franco-Britannic Autos and was reregistered 1404 W 75 (trade plate) and then subsequently purchased by a Mr. Tamalet in Lyon. In short order, the car was repainted red and registered under the name of his company as 1191 DG 69 according to Ferrari historian Marcel Massini. By April of 1972, chassis number 08641 had passed to Christian and Anne Baverey in Lyon. In their ownership, the car saw a bit of action on the track. It appeared at Pierre Bardinon’s famous Mas du Clos circuit where it was driven by Jean-Claude Killy, a former World Cup ski racer and triple Olympic Champion at the 1968 Winter Olympics in Grenoble. Anne Baverey would take to the wheel next at the Limonest-Mont Verdun hill climb near Lyon and later the Coup des Dames at Mas du Clos, in September and October of 1974 respectively. On 16 April 1980, chassis number 08641 passed to Michel Ferry, director of the Société des Bains de Mer in Monaco. The car was still noted as being painted red at this time, although the chromed front grille guard had been removed and it sported yellow headlights for use in France. Briefly reregistered in Monaco, the 275 GTB was subsequently sold to a collector in Toulouse who drove the car in a series of local events and rallies, reregistering the car as 275 TM 31. Sold to French dealer and collector Jean Guikas, in 1988, it passed through him to another French owner before finding its way to the consignor roughly twenty years ago. In the last five years, chassis number 08641 was subject to a full restoration seeking to bring the car back to its original colour scheme of Azzurro over Nero, just as it was when it was owned by Fonda and Vadim. Afterwards, the car received Ferrari Classiche certification, confirming that it retains its original chassis, engine, and gearbox. In period, the 275 GTB was a favorite of many of the Hollywood jet set and in addition to Fonda and Vadim, 275 GTBs found their way into the garages of other celebrities in period, including Steve McQueen, and Miles Davis who had a 275 GTB/4. Vadim was clearly a fan of the Ferrari for some time, having previously owned a 250 California Spider (chassis number 2175 GT). Interestingly, Fonda also had previous experiences with a California Spider alongside the car owned by fellow actor Alain Delon (chassis number 2935 GT). Both no stranger to Ferrari as a marque, it is easy to understand why the pair were drawn to the 275 GTB and it is clear that the car played an important role in their lives early on in their marriage and a time when it looked like the sky was the limit for the couple. Presented today exactly as it was when it was delivered to Fonda and Vadim, chassis number 08641 sits amongst the upper echelon of 275 GTBs, with its celebrity ownership only adding to its known history, and Classiche certification. It would be at home on a concours lawn anywhere in the world, but would perhaps be most at home cruising the roads of the south of France in unrivaled style as it did with its first owners. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

By Edward Jones – June 09, 2021

Wayne Newton's 1981 Mercedes-Benz 380SL Custom Roadster B...

Presented by Barrett-Jackson Auction Company – Based on the immensely successful "R107" series of Grand Touring SL models produced since 1971, the Mercedes-Benz 380SL roadster and one-year-only 380SLC coupe succeeded the 450SL/SLC for the company's important North American markets in 1981. Offered through 1985, the 380SL was a virtual fixture in a multitude of TV shows and movies in period and continues to enjoy consistent popularity with top entertainers and personalities today. This radically restyled interpretation of the 1981 Mercedes-Benz 380SL was built to exacting standards by Long Island coachbuilder and artisan Niko Sokol. Long known to clients seeking greater exclusivity and personalization than the factories could provide, Niko-Michael Coachworks enjoyed a reputation for quality work and drew a strong clientele. Thoroughly reimagined with a sweeping profile suggestive of Classic Era design, yet maintaining its Mercedes-Benz heritage, this 380SL is truly unique. The customary removable hardtop was totally reworked and equipped with a very well-engineered manual retracting system, allowing it to be stowed completely out of sight when not in use. Headlamps were moved inboard and cooling vents added to each front fender for improved engine cooling. Since available trunk space was reallocated to the stowable hardtop, the spare wheel and tire were repositioned to the rear decklid, reminiscent of Virgil Exner's Chrysler designs of the late 1950s/early 1960s. Custom-fabricated trim adorns the bodysides, plated in real gold, with the same treatment applied to the car's other brightwork. The interior, requiring no improvement over factory design and appointments, remains stock. A set of 16-inch BBS cross-lace wheels provides the finishing touch. Power comes from a 3.8-liter fuel-injected V8 engine mated to a 4-speed automatic transmission, with fewer than 2,000 miles indicated from new, and the SL remains essentially as-new, having been on long-term display at Las Vegas legend Wayne Newton's museum at his Casa de Shenandoah home with professional maintenance and care since the vehicle was purchased in the 1990s. A truly one-of-a-kind, handcrafted automobile, this 1981 Mercedes-Benz 380SL custom retractable hardtop is a fascinating example of the skilled work of Niko Sokol. From the Wayne Newton Collection. This Mercedes-Benz 380SL Custom Roadster from the Wayne Newton Collection with be selling with No Reserve during the 2021 Barrett-Jackson Las Vegas Auction, June 17-19. View Online Listing

1963 Ferrari 250 GT L Berlinetta Lusso by Scaglietti 0

By Edward Jones – June 08, 2021

1963 Ferrari 250 GT/L Berlinetta Lusso by Scaglietti To B...

Presented by RM Sotheby's - Introduced at the 1962 Paris Salon, Ferrari’s 250 GT/L was undoubtedly one of the most attractive grand touring cars ever built. Intended as a replacement for the 250 GT coupe, the “L” stood for “Lusso” and featured an all-new interior arrangement highlighted by a revised dash panel and leather upholstery throughout the cabin. Built to cross continents in unrivaled style while cossetting a driver, passenger, and plenty of luggage, it looked simply stunning whilst sitting still and just as beautiful at high speed. Mechanically, Ferrari’s Tipo 168 U engine was the ultimate development of the short-block Colombo 3.0-litre V-12, featuring outside-plug ignition and single-cylinder porting that had proven so successful in the 250 Testa Rossa and California Spider. Further improvements were made to the chassis including four-wheel disc brakes, coil-over shock absorbers at all four corners of the suspension, and a rear Watts linkage that had been perfected on the 250 GTO. Whilst the bodywork itself was designed by Pininfarina, the construction of it was carried out by Scaglietti and it is truly amongst the pair’s very best work. Boasting Ferrari’s now-typical egg-crate grille, its delicately curved fenders gave way to a bright, airy cabin and flowed into a fastback Kamm tail. Originally owned by jet-set luminaries and celebrities, such as Steve McQueen, the Lusso was built in a modest quantity of just 350 examples over roughly two years of production. The GT/L has since evolved into one of Maranello’s most collectable production models, essentially the final and most developed evolution of the revered 250 GT lineage. Completed by the factory on 9 March 1963, chassis number 4563 is the 65th Lusso to be constructed. Finished in Grigio Argento over Nero Franzi (NR 1), it was destined to remain in its native Italy and was sold new through the official dealer Garage Fontanella & Co. in Turin. Its first owner was Vittorio d’Agostino, also of Turin, and he registered the car as TO 555797 on 31 July 1963. It is clear that Mr. D’Agostino very much enjoyed his new Lusso, as the car was serviced at the factory in October of that year, having been driven some 11,421 kilometers by 28 October. At some point later, chassis number 4563 was exported to France and registered there as 3 HJ 95. According to the noted Ferrari historian Marcel Massini, the car was sold by a Parisian dealer to Maurice Sauzay in 1970. Mr. Sauzay lived in Lyon and at the time of his purchase, and the car had been driven roughly 30,000 kilometers. In 1977, Sauzay sold the Lusso to Jean Richard of Curgies, France, who subsequently placed the car into storage for the following fourteen years. In October of 1991, chassis number 4563 was sold to Roger Vermon who set about restoring the car, refinishing it red with a black interior. The car remained in France until December 2006 when it was sold to Jean-Pierre Clément of La Ferrière, Switzerland. In 2009, the Lusso was acquired by the Ferrari collector Jean Pierre Slavic and has remained with him ever since. That same year, the car was granted Ferrari Classiche certification, which states that the car retains its original engine, gearbox, and differential. Shortly following Mr. Slavic’s purchase, the car was fully restored to its original colour scheme by a team of marque specialists in Italy including Bacchelli & Villa and Autofficina Bonini from 2009-2011. Following the completion of the restoration, it participated in the 2011 Italia Classic and was driven from Maranello to Venice and back. Four years later, the car participated in the Spirit of Yves Classic Run from Monaco to Terre Blanche. Today, its odometer shows just over 3,500 kilometers, illustrating the distance which has been driven since its complete restoration. It has been exceptionally well kept with the consignor alongside several other Ferraris of the same era. In addition to its Classiche certification binder, the car is accompanied by a tool kit and owner’s manual. As the final iteration of the vaunted 250-series of Ferraris, the Lusso has always been considered as one of the most desirable road-going Ferraris of its era. With a classically beautiful silhouette, a Lusso is an eminently usable automobile, a fantastic choice for long distance touring, as this example has so proven. Boasting Classiche certification and a restoration by well-regarded marque specialists in Italy, chassis number 4563 would be an excellent addition to any collection. This vehicle will be offered in RM Sotheby’s new Milan Sale, taking place 15 June at Palazzo Serbelloni in Italy. The sale will be livestreamed and remote bidding options are available. View Online Listing

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