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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 – January 10, 2021

RM Sotheby's Arizona 2021: 1955 Jaguar D-Type

Presented by RM Sotheby's - THE INDOMITABLE D-TYPE Following World War II, Jaguar Cars wholeheartedly adopted a time-tested automotive sales strategy: Use feats of speed and competition success to market its civilian sports cars and luxury saloons. First came headline-grabbing speed trials in the XK 120, followed by the model’s success in circuit racing. The XK 120 was then developed into the swoopy C-Type racer; the C-Type’s wins at the 1951 and 1953 24 Hours of Le Mans demonstrated that Jaguar’s investment in motorsport was a very wise one indeed. Yet if the C-Type represented an evolution of the XK 120, the machine that would follow—the Jaguar D-Type—was a radical leap into the future of performance. With its round haunches and small, oval grille, the D-Type presented a friendly face to the world; behind it, however, lurked a fierce competition car packed with advanced technology. Unlike its rather conventional predecessor, the D-Type made use of a strikingly modern chassis configuration centered around a strong, lightweight monocoque body tub that enveloped the cockpit. An XK-type dual-overhead camshaft inline-six engine was cradled in a subframe assembly attached to the front of this monocoque; the car’s solid rear axle and rear suspension assembly were correspondingly fitted to the rear bulkhead. While materials and technology have evolved dramatically in subsequent decades, this basic design concept is used on race cars and exotics to this day. Further forward-looking elements included four-wheel disc brakes supplied by Dunlop, first deployed on the C-Type, and a compact, slippery body that minimized frontal area to reduce aerodynamic drag—an effort aided by the XK engine’s dry-sump configuration and slightly canted orientation, which afforded a lower hood height. Finally, an asymmetric vertical fin positioned behind the driver’s headrest, developed to add stability on circuits with long, high-speed sections (and later added to many initially finless cars, this chassis among them) lent the D-Type an unmistakable profile. Introduced in April 1954, the D-Type soon earned success in competition: After victory at the 1954 Sebring 12 Hours and strong second-place finish at 1954 24 Hours of Le Mans, the Jaguar works team achieved a first at Circuit de la Sarthe in 1955; Ecurie Ecosse notched a privateer win there the following year. Racing technology evolves quickly, however, and faced with slowing sales, Jaguar decided to use the D-Type chassis it had on hand to build the very similar (though finless) XKSS road car. D-Type and XKSS production suffered a crippling blow on 12 February 1957, when a fire tore through Jaguar’s Coventry works. Five D-Types were destroyed in the blaze, as well as important tooling and materials. Final D-Type production numbers tallied 17 works race cars (including 11 “long-nose” variants), plus 54 “short-nose” D-Types intended for customers; of that latter group, five were lost in the fire and four were dismantled for parts. A further two of these production D-Types were later converted to XKSS models. Yet despite the Coventry catastrophe, D-Type’s story was far from over. Notably, five privateer D-Types were entered in the 1957 running of the 24 Hours of Le Mans. They ultimately took the top four places, in addition to sixth place, with the Ecurie Ecosse D-Types famously reprising their 1956 first-place finish and achieving second place to boot. The sleek Jaguar’s place in motorsport history had been secured. CHASSIS NUMBER XKD 518 Dispatched 29 December 1955 and delivered new to Henlys of Manchester, England, XKD 518’s appearance immediately distinguished it from the already rarified D-Type set. Painted Red with an interior trimmed to match, it was one of a very small number of D-Types (perhaps as few as two or three examples) to be so finished when new. One historian suggests, somewhat humorously, that this unexpected livery was selected by Jaguar in hopes of breaking into the Italian privateer racing market. Whatever the motivation may have been, the car remained in England, and racer Peter Blond became its first private owner—having purchased the car for £3,500 from a certain Bernie Ecclestone, who had taken the car on after Henlys failed to find a buyer. Blond soon put it to good use in club racing, achieving second and first place finishes at Snetterton in June 1956, along with another first at Snetterton in September. Other appearances in busy 1956 and 1957 seasons included Aintree, Silverstone, Oulton Park, and Goodwood, where Blond competed in the Goodwood Trophy race and finished ninth. Blond sold the car to Jonathan Sieff in August 1957; Sieff continued to race the car with Blond, with a best recorded finish of second at Full Sutton in July 1958. Following the 1959 racing season Sieff sold to the car to Monty Mostyn of Speedwell Garage, and after a brief period in the hands of John Houghton, it was acquired by racer Jean Bloxham. Bloxham brought the car to Goodwood in March and April of 1961 and raced the car at Silverstone in May, finishing third in one of her outings. XKD 518 returned to John Houghton in around 1962, and around 1967 it was sold on to John Coombs and Richard Wilkins. Under the care of its next owner, Clive Lacey, it attended the first International E-type Day at Donington Park in 1974. Following Lacey, this D-Type was purchased by Led Zeppelin manager Peter Grant. The car crossed the Atlantic in 1982 after its purchase by American collector George Stauffer, who retained the D-Type until 1996. From Stauffer it passed to Chris Cox, then in 1998 to Roger Willbanks, before being acquired by Bill Jacobs in 2005. It has resided in the collection of its current owner and consignor since 2008. Importantly, there are no known breaks in XKD 518’s record of ownership or gaps in its history, and the car is included in authoritative marque and model texts including Jaguar Sports Racing Cars: C-Type, D-Type, XKSS and Lightweight E-Type and Jaguar C-Type. D-Type & Lightweight E-Type Register. Painted British Racing Green at some point in its past, XKD 518 has since been returned to its factory Red. Inside the remarkably low-slung cockpit, the correct red interior upholstery found on the lap belt-equipped seats continues on the transmission tunnel. The car’s two seats are a separated by a divider, a feature eliminated on the XKSS road cars; a purposeful wood-rimmed steering wheel—all D-Types were right-hand drive—sits in front of a suite of Smiths gauges. A black tonneau cover provides a degree of weather protection when parked. Initially built with a narrow windscreen and no tailfin behind its headrest, XKD 518 was, as car engaged in regular racing, upgraded as D-Type design was honed by competition. Currently, the car is fitted with a full-width windscreen, a configuration shown in some period photographs; precisely when it gained its distinctive tailfin remains unknown. Underneath the car’s aerodynamically sculpted bonnet, fittingly secured by leather straps, sits the numbers-matching 3.4-liter dry-sump XK engine (both block and cylinder head are stamped E 2028-9). Fed by triple Weber carburetors, breathing through passenger-side-mounted exhaust, and mated to four-speed transmission, this combination was rated at 245 horsepower when new. Meanwhile, at the very tail of the car, a full-size spare wheel is hidden away in small boot; the fuel filler cap is similarly concealed from sight in a compartment behind the driver’s headrest at the base of the tailfin. Advanced in design and construction and highly successful in competition—while also distinguishing itself as one of the most aesthetically pleasing racing machines ever devised—any Jaguar D-Type is an important and notable vehicle. Beyond its distinctive color combination, XKD 518’s particular appeal lies in its well-documented provenance, including a healthy record of in-period racing. Further, despite ample time spent on circuits, it has survived to the present accompanied by its original engine, cylinder head, and bodywork. Needless to say, not all competition machinery from racing’s golden era has been so lucky. A compelling centerpiece for any serious collection of significant sports and racing cars, XKD 518 is also a worthy candidate for vintage competition at the highest and most prestigious levels; it awaits a dedicated owner prepared to carry on the legacy established by racers and enthusiasts in the decades since this special D-Type first left Coventry. This vehicle will be offered at RM Sotheby’s 22nd annual Arizona sale, kicking off its 2021 auction calendar at the OTTO Car Club on Friday, 22 January. It will join approximately 80 blue-chip motor cars, and the sale will be a live event with limited attendance; online and phone bidding options are available by contacting RM Sotheby’s. View Listing

By Edward Jones – January 09, 2021

RM Sotheby's Arizona 2021: 2019 Koenigsegg Regera

Presented by RM Sotheby's - KOENIGSEGG VS. THE WORLD The idea of building one’s own supercar to compete with the likes of Ferrari, Lamborghini, and McLaren would generally be considered ludicrous, what with the monumental strides these companies have made in automotive technology and performance over the past decades. How could one man’s vision compete with such established sporting pedigree and record-setting engineering? From time to time, however, someone does indeed attempt such a feat and, on even rarer occasions, succeeds brilliantly. Such is the case with the Swedish manufacturer Koenigsegg. Christian von Koenigsegg created his supercar company in 1994; his aspiration was to build nothing short of the greatest supercar in history. Over the next three years, with help from a small but highly skilled group, a prototype was constructed using a radical carbon fiber tub and a litany of automotive engineering firsts. This car, named the Koenigsegg CC (Competition Coupé), was first publicly displayed at the Cannes Film Festival in 1997, and the reaction from public and press alike was overwhelming. Confident his cars would find buyers, Christian left Cannes with nothing other than production on his mind. Over the course of the past 26 years, the Koenigsegg name has become nigh synonymous with absolute mechanical absurdity. Hollow carbon fiber wheels capable of speeds over 280 mph? Koenigsegg. 3-D printed turbochargers? Koenigsegg. A single-state torque converter able to handle over 1,400 lb ft of torque? Koenigsegg. What about a hybrid-drive motor pushing over 1500 horsepower? Koenigsegg has figured that out as well. From speed records to innovative patents, each subsequent Koenigsegg product has triggered worldwide astonishment; this 2019 Koenigsegg Regera is quite possibly the most outrageous exhibition of automotive technology ever offered for sale to the public. THE REGERA The Regera’s concept form was first unveiled to the world at the 2015 Geneva Motor Show. One year later, the heavily tweaked production version made its debut at the same venue. The Regera retains Koenigsegg’s most distinctive design feature, a pair of Dihedral Synchro-helix doors, which open both outwards and upwards in a unique fashion to improve egress and ingress in close quarters. Another unique build characteristic is the car’s convertible top. Thanks to the inherent structural rigidity of the car’s carbon fiber monocoque, the roof can be removed, turning the car into one of the fastest convertibles ever produced. Even more incredible is that the top can be securely stowed away in one piece in the car’s nose, allowing for the roof to be kept with the car at all times. Though it clearly utilizes an evolution of Koenigsegg’s distinctive aesthetics, materials, and construction, the Regera is, in truth, quite a step forward. The Regera’s most revolutionary innovations lie within its hybrid-drive powertrain. Aptly named the “Koenigsegg Direct Drive” system, the Regera’s 5.0-liter V-8 engine produces over 1,000 horsepower thanks to a pair of 3-D printed variable turbochargers and patented exhaust system which altogether removes turbo lag. An 800-volt battery system utilizing F1-derived technology is mounted aft of the engine and mated to Koenigsegg’s “Hydro-coup” torque converter—a remarkable and unique single-state drive mechanism which replaces the need for a gearbox. Finally, a supplemental trio of electric motors mounted on each drive shaft (one main, one on each rear half-axle shaft) are programmed to smooth out power delivery at low engine speeds, providing an additional 700 horsepower for use across the Regera’s already-staggering power band. At the time of cataloging, the Regera holds the world record for 0-250 mph-0, executed in an alarmingly agile 31.49 seconds. CHASSIS NUMBER 175 This Regera offered here is the 175th Koenigsegg chassis produced, and one of just 80 Regeras built between 2016 and 2020. Like all Koenigsegg chassis, it is a unique, alluring, and absolutely extreme creation. Chassis 175 is the first Regera offered to the public via auction; there is no other chassis exactly like it, and as such, it is unlikely to be mirrored in the public marketplace anytime soon. Delivered new to Lake Forest Sports Cars of Chicago, Illinois, it is clad in Crystal White over a bespoke interior; both exterior and interior are enriched by a magnificent bevy of optional “clear” carbon fiber finishes. Furthermore, the exterior “Speedster” graphics package is specifically finished with a healthy volume of 24 karat gold leaf detail, slung with dramatic effect across the front splitter. Chassis 175 sits upon a staggered set of Tresex pattern “Aircore” wheels which utilize Koenigsegg’s innovative hand-laid, multi-lam, pre-impregnated carbon fiber construction to provide ultimate grip and unrivaled weight savings. The Tresex pattern is a more recent structural improvement upon earlier multi-spoke Aircore wheels provided to Koenigsegg models. Overall, the accompanying scan of Chassis 175’s original window sticker illustrates over $217,000 USD of optional and bespoke equipment. In July of 2020, the consignor treated Chassis 175 to a full exterior protective regimen executed by noted specialists at Protective Film Solutions in Santa Ana, California; an XPEL Ultimate Clear Bra was applied to the entire exterior, with additional protection provided to the rear diffuser and front windshield. Chassis 175 is presently offered for sale with all its original accoutrements, as well as service records and original window sticker. This vehicle will be offered at RM Sotheby’s 22nd annual Arizona sale, kicking off its 2021 auction calendar at the OTTO Car Club on Friday, 22 January. It will join approximately 80 blue-chip motor cars, and the sale will be a live event with limited attendance; online and phone bidding options are available by contacting RM Sotheby’s. View Listing

By Edward Jones – January 08, 2021

RM Sotheby's Arizona 2021: 2020 McLaren Speedtail

Presented by RM Sotheby's - When unveiled to the global public at Monaco’s Sporting Club on 28 May 1992, the McLaren F1 was heralded as the ultimate development of a roadgoing supercar. Collectors and critics alike fawned over the F1’s distinctive design, revolutionary construction, and record-breaking performance. Nearly thirty years on, the McLaren F1 is still the undisputed pinnacle of any collection fortunate enough to retain one of its 106 examples produced between 1992 and 1998. Yet technology is constantly progressing, and a company like McLaren certainly cannot afford to rest on its laurels; to do so would not be in its character, to say nothing of its long-term interest. Drawing on the spirit of the F1, and incorporating everything the Woking, England-based automaker has learned in the intervening decades, the 2020 McLaren Speedtail once again pushes the automotive envelope. Limited to just 106 units, the same as its predecessor the F1, the futuristic Speedtail is an exclusive offering on the cutting edge of 21st-century hypercar performance. REINTERPRETING A LEGEND: FROM F1 TO SPEEDTAIL Like the F1, the Speedtail is built around a lightweight, carbon fiber tub. This time, the composite material is reinforced with titanium strands and sculpted into a more dramatic “teardrop” shape surmounted by a one-piece glass canopy. The F1’s signature three-person seating configuration and vertical-dihedral doors have also carried over to the 2020 design, this time making full use of lighter materials unavailable to McLaren in 1992. Despite the reverence for its predecessor, the Speedtail is unreservedly a car of the 21st century. Nowhere is this revelation more evident than its hybrid powertrain. The 4.0-liter twin-turbocharged V-8 engine is an evolution of the McLaren P1's engine and features a revised piston design along with enhanced cylinder head cooling, enabling it to produce over 750 horsepower. The Speedtail’s electric motor and battery, meanwhile, are both units developed by McLaren’s Formula E technology group. The motor smooths out power delivery at low engine speeds, providing an additional 312 horsepower; the dielectric cooled and insulated 1.647 kWh battery was, at its debut, the most power-dense unit ever fitted to a production vehicle. Total system output is a formidable 1,035 horsepower, propelling the Speedtail to a reported top speed of 250 mph. The Speedtail’s sleek, elongated carbon fiber bodywork is underpinned by an adjustable, multi-link suspension composed of aluminum alloy. This system works in tandem with the Speedtail’s cutting-edge active aerodynamics (which include remarkable deformable carbon fiber ailerons), distinctive static wheel covers, bespoke Pirelli tires, and carbon ceramic brakes to keep the 16.8-foot-long vehicle glued to the ground. The design’s incredibly low drag coefficient maximizes the Speedtail’s fuel efficiency, especially when paired with its regenerative braking system. As with the F1, the central driving position of the Speedtail offers an uncompromised driving experience unlike anything else on the road. From the central seat, the driver has an unobstructed view of their surroundings; with both A-pillars out of their line of sight, they can more accurately place the car on the roadway. A defining feature of the F1, this central driving experience is uniquely implemented by McLaren and feels entirely natural. In addition to offering optimal visibility, the central driver’s seat allows for two additional passengers to enjoy the exhilarating ride of the Speedtail. Further, the Speedtail replaces side mirrors with hideaway cameras, which retract back into their respective panels during activation of the Speedtail’s exclusive “Active Velocity” mode—which lowers the car several inches and changes the aerovane configuration, thus streamlining the silhouette for extreme stability at high speeds. The mode was on full display on 19 December 2019 with a McLaren Speedtail prototype reaching 250 miles per hour over 30 times during testing at the Johnny Bohmer Proving Grounds—part of the NASA’s Space Shuttle Landing Facility in Orlando, Florida. All told, the Speedtail is the fastest, most aerodynamic, and most technologically advanced McLaren ever made, pushing the frontier of what is possible in a road car. On public roads, its futuristic design and length of 16.8 feet give it a presence like nothing else. More than its exclusivity or any styling similarities, it is this that makes it a true successor to the legendary F1. SPEEDTAIL NUMBER 36 The Speedtail offered here is the 36th example produced; it is a uniquely presented specimen which presents with over $170,000 (137,711 GPB) of bespoke and optional equipment, as confirmed by the McLaren Automotive Order Confirmation document. Ordered on 20 July 2020, it was delivered new to McLaren of Philadelphia in the fall of 2020. This chassis’ dramatic exterior is clad in a bespoke shade of MSO Heritage Atlantic Blue, further enriched by a set of Bespoke Exterior Painted Pin stripes which are color-matched to the lightweight alloy wheels and cost £39,711 (~$53,600 USD). The front wheel covers have been specified in Gloss Visual Carbon fiber, while the engine cover and brake calipers have been paired with black paint. The Speedtail’s exhaust system, which is integrated into the rear diffuser and nearly hidden, wears the aptly named “Stealth Titanium” finish. A comprehensive suite of Zircon trim and Satin Visual Carbon Fiber flourishes add a uniform appeal to both exterior and interior. Inside, the Speedtail’s next-gen dashboard and distinctive three-seat cockpit are trimmed in stunning vintage tan Aniline leather finished with bespoke contrast stitching. The Satin Visual Carbon Fiber steering wheel is appointed in matching upholstery; it fronts a suite of five digital displays and the two elements are interceded by a steering hub clothed in Alcantara and a pair of billet titanium paddle shifters. It is safe to say that the revolutionary Speedtail’s saga is only getting started; like its predecessor the F1, the Speedtail is predicted to capture the public’s attention for decades to come. With each of the 106 examples being purchased by pre-selected customers before the model’s announcement, the availability of this Speedtail, number 36, offers an exciting opportunity to partake in the most advanced roadgoing vehicle that McLaren has built to date. The Speedtail is an engineering triumph combining the best of McLaren’s past with extraordinary technology of the present. Its moment in the spotlight has just begun. Now offered showing just 30 miles at the time of cataloging, this 2020 McLaren Speedtail is accompanied by its Order Confirmation document, a fitted suitcase front trunk, as well as serialized, lightweight gold-colored titanium tool set. This vehicle will be offered at RM Sotheby’s 22nd annual Arizona sale, kicking off its 2021 auction calendar at the OTTO Car Club on Friday, 22 January. It will join approximately 80 blue-chip motor cars, and the sale will be a live event with limited attendance; online and phone bidding options are available by contacting RM Sotheby’s. View Listing

1932 Cadillac V 16 Convertible Coupe by Fisher 0

By Edward Jones – January 07, 2021

RM Sotheby's Arizona 2021: 1932 Cadillac V-16 Convertible...

Presented by RM Sotheby's - This striking Cadillac was one of just fourteen examples of the highly sporting Convertible Coupe by Fisher delivered on the 1932 V-16 chassis, only four of which are known to have survived. Its build sheet records its original delivery with stainless steel wire wheels and a single rear-mounted spare; a second page of additional options includes the Heron radiator mascot still present. Delivery was made to a dealer in Brooklyn, New York. In 1959 the Cadillac was discovered in a sawmill on an American Indian reservation in Northern Minnesota by early Full Classic enthusiast Elmer O. Franzen of Minneapolis. As he recounted in the February 1966 issue of the Cadillac-LaSalle Club’s The Self-Starter, “For four years, the cajoling, wheedling, pleading, coaxing, in fact everything short of blackmail, continued with no success as far as closing a deal was concerned.” His persistence had paid off, however, and in late 1965, “the fellow decided to sell just to get rid of me.” Photographs of the car as-found, published in The Self-Starter, testify to its solid and intact overall condition, as well as to its presentation with its rear-mounted spare. Significantly, the article also identifies the Cadillac clearly by both engine and body numbers. Mr. Franzen noted that all of the exterior trim remained with the car. Mr. Franzen further commented that he intended to begin work on the car once he had concluded some earlier projects. However, little work was completed before the car (and a second 1932 V-16) were transacted in the late 1960s to fellow collector Wayne Merriman of Shawnee, Kansas, in a trade for three or four other automobiles. Mr. Merriman’s son recently recalled that his father had pursued the car for years before finally buying it, and that it retained much of its original paint and “was so original that it was a good reference point for other cars.” It remained untouched in the collection until the early 1990s, when it was sold to avid collector Ronald Benach of Lake Forest, Illinois. The Cadillac was the first of several automobiles to be restored for Mr. Benach by the great Fran Roxas; the scrupulous restorer first took numerous detailed photographs of the car upon-delivery, confirming its fine originality and intact condition. He then completed a painstaking restoration in the wonderful, rich period Cadillac color of Bottle Green, with a rich tan leather interior and khaki cloth top, and the original rear-mounted spare. In 1995 the restored V-16 appeared in the “American Classic 16 Cylinders 1930-1937” class at the prestigious Pebble Beach Concours d’Elegance, and was judged Best in Class. It would return to Pebble Beach with Mr. Benach in 2002, this time as an exhibition-only entrant. After remaining a long-term denizen in the Benach Collection, as what Ron Benach describes as “the first to enter and the last to leave,” the car was acquired in 2017 by the current owner; under his tenure, the Cadillac has enjoyed the superb care and maintenance typical of his ownership. Freshening performed under his ownership has included a rebuild of the carburetors and new porcelain on the exhaust manifolds. In 2018 the car was exhibited at the Amelia Island Concours d’Elegance, where it received the Claude Nolan Cadillac Award for the Most Elegant Cadillac. This is inarguably one of the finest, most desirable of all V-16 Cadillacs—a striking, landmark acquisition for any collection. It will be offered at RM Sotheby’s Arizona sale, taking place 22 January in Scottsdale, Arizona. View Listing

1956 Ferrari 250 GT Alloy Coupe by Boano 0

By Edward Jones – January 06, 2021

RM Sotheby's Arizona 2021: 1956 Ferrari 250 GT Alloy Coup...

Presented by RM Sotheby's - Enzo Ferrari’s passion may have been racing cars, but by 1950, he had begun to accept that exclusive road cars were needed to finance the company’s growing competition efforts. Early Ferraris for the street were built in very small numbers, usually to special customer order, with no attempt made at standardization. A significant change occurred in 1954, when the Pinin Farina-designed 250 Europa debuted in Paris. It was Ferrari’s first true production model and would form the foundation for all future Ferrari 250 models. These included the second series 250 Europa GT, again designed by Pinin Farina. At the time of the second series’ unveiling, Pinin Farina was in the process of building a new, much larger production facility and did not yet have the space to build the larger quantities of cars that Ferrari was requesting. Accordingly, in 1954 the 250 GT coachbuilding contract was handed over to the newly established Carrozzeria Boano, headed by the former chief of Carrozzeria Ghia, Mario Felice Boano. The significance of the selection was not lost on Boano: At the previous year’s Geneva Motor show, his proposal for a 250 GT-based cabriolet (chassis number 0461 GT) sat beside its main competition, a coupe by Pinin Farina on a 250 GT chassis. Boano’s cabriolet was extreme and forward-thinking—perhaps too far ahead of its time; both Enzo and the public favored Pinin Farina’s more subtle offering. Boano was to replicate Pinin Farina’s coupe concept in production form. He executed his rival’s design faithfully, with one exception: he erased one of Farina’s styling signatures, smoothing out an “aggressive” haunch over the rear wheels, giving the finished Ferrari a stronger and lower beltline in the process. Over a two-year production run, an estimated 68 to 80 of these aptly named “low roof” coupes, most wearing steel bodywork, were completed. The ultimate prize of this uncommon production run was a group of 14 Boano bodies executed in lightweight aluminum alloy. Their reduced weight drastically improved the punch of the 229 horsepower, 3.0-liter “Columbo” V-12 engine. Expectedly, these Alloy-bodied Boano coupes proved especially nimble in competition, achieving significant in-period victories at the 1956 Alpine GT and 1957 Acropolis Rally. Chassis 0613 GT, offered here is one such alloy-bodied Boano coupe, and benefits from a rich provenance and well-documented history, which includes its factory build records, in-period race victories, and more recently, certification by Ferrari Classiche. The accompanying factory build records indicate that in late October of 1956, this chassis received its rear axle and was forwarded to Carrozzeria Boano as a rolling frame on 7 November. The completed body and frame were returned to Maranello by mid-January, and 0613 GT was completed at the factory on 22 January 1957. This alloy-bodied Boano was dispatched to the New York City dealership of Luigi Chinetti shortly thereafter, from which it was sold to George Arents, the tobacco tycoon who was one of the primary financiers of Chinetti’s dealership and, later, his super-successful North American Racing Team. Arents is documented having raced 0613 just once at Maryland’s Marlboro Speedway in May 1957, before selling the car to Chinetti associate and later LeMans-winning driver, Bob Grossman of Nyack, New York in early 1958. Grossman also proved a short-term custodian, having passed along 0613 to acquaintance Len Potter after several months. Potter repainted the car a dark red metallic, providing the historic inspiration for its current appearance. That December, Potter and Grossman registered as racing partners for the fifth annual International Bahamas Speed Week, going on to score a class victory in the Five-Lap Tourist Trophy and podium finish in the 25-Lap Tourist Trophy races, respectively. Grossman also raced 0613 to a sixth overall finish in the Speed week’s famous “All-Ferrari” Race held on 6 December. Grossman’s last recorded ride with 0613 came in late October 1959, just seven months before he claimed a class win at Le Mans behind the wheel of the Briggs Cunningham #3 Corvette. In 1960, 0613 was exported to England. Between 1963 and 1982, it passed through the stables of several English owners (including a certain Jack Bruce—believed to be the bassist of Cream fame, who was also a noted Ferrari enthusiast) before it underwent a restoration executed in 1985 by David Cottingham’s DK Engineering in Watford. The firm sold the freshly revived Boano, now painted Rosso Corsa over a beige interior, to a Japanese collector in 1986, with whom it remained carefully and privately stored until export to the United States in 2002. By 2004, 0613’s California-based owner had commissioned Fossil Motorsports of Chatsworth, California to execute a concours preparation regiment and engine rebuild, the fruits of which included a Gold Award at the 2004 FCA International Concours d’Elegance in Monterey, California. In 2007, 0613 was sold to a collector in Fort Lauderdale, Florida who faithfully returned his new acquisition to its touring form, completing the thousand-mile Colorado Grand road tour without issue. The following year, this same owner successfully submitted the car for Ferrari Classiche certification just months after displaying the coupe at the annual Cavallino Classic. After five years, 0613 was sold to its next owner, an avid historic racer, road rally aficionado, and fastidious collector residing just outside Chicago, Illinois. Between 2011 and 2016, this owner spared no expense keeping 0613 in peak mechanical form for a regular rallying calendar; accompanying maintenance documentation shows nearly $200,000 in work executed over his ownership by Continental Auto Sports of Hinsdale, Illinois. A sampling of services performed includes a thorough sorting of the electrical and ignition systems, rebuilds for the transmission, brakes, suspension, carburetors, and steering box, and many other components, consumables, and assemblies. Fall Line Motorsports of Buffalo Grove, Illinois were also retained to fit 0613’s additional safety equipment, including a fire suppression system, headrests, upholstered roll bars, and four-point racing harnesses. Further, the car was refinished in its present attractive two-tone livery during this owner's tenure. As a result of his enthusiasm and care, this attractive alloy-bodied Boano coupe was a regular and successful fixture at both the California Mille and Colorado Grand. Save for an exhibition at the 2019 The Quail, A Motorsports Gathering, 0613 has been sparingly shown and rarely driven since acquisition by the consignor in 2016. The accompanying Ferrari Classiche binder and observations of 0613’s extant equipment confirm that it retains its original V-12 engine, gearbox, rear differential, and Boano alloy body. The correct Houdaille shocks, Marchal headlights, and Borrani wire wheels complete the stylish exterior, and its nicely presented interior is clothed in Pelle Beige upholstery. This exceedingly rare, attractive, and well-documented 250 GT is now offered for sale with under 66,700 miles indicated. It is accompanied by its aforementioned Ferrari Classiche book, maintenance invoices, tool kit, spare Borrani wheel, and service manual. It will be offered at RM Sotheby’s Arizona sale, taking place 22 January in Scottsdale, Arizona. View Listing

1989 Mercedes Benz 560 SEC AMG 6 0 Wide Body 0

By Edward Jones – January 05, 2021

RM Sotheby's Arizona 2021: 1989 Mercedes-Benz 560 SEC AMG...

Presented by RM Sotheby's - From their 150-employee operation in Affalterbach, the burgeoning engine builder and tuning firm AMG had, by 1989, already released some of the most powerful, outrageous, no-holds-barred creations to grace the Autobahn. Since 1967, the firm had achieved marked success by following a simple corporate ethos: If your pockets were deep enough, they would build it for you. At a time when Mercedes-Benz still poured unrivaled sums into the research and development of their products, yet the marque’s identity remained “comfortable luxury,” AMG regularly committed acts of heresy; “shoehorning” became AMG’s particular claim to fame, and displacement proved the company’s preferred commodity. The car offered here is quite in line with this approach. This Japanese-market 1989 560 SEC AMG 6.0 Wide-Body is clad in Pearl Grey Metallic over Anthracite leather and was delivered new to AMG Japan in September 1988. The car’s original powertrain was replaced by AMG in-period, and the completed car was delivered back to its first owner shortly thereafter. AMG’s work consisted of taking a stock 5.5-liter M117 V-8 and boring it out to 6.0-liters before equipping it with a set of “hotter” camshafts housed within of pair of proprietary 16-valve, three-piece, sand-cast cylinder heads. Surmounted by a modified throttle body, freer-breathing exhaust, and ported intake manifold, the final product produces a reported 385 horsepower and provides twice the torque at half the engine speed of the stock 560 configuration. The cost of the 6.0-liter (32-valve) and Wide-Body packages from AMG—tacked onto the sticker price of a brand-new, flagship SEC Coupe—made this car one of the most expensive roadgoing marvels of the period. These prohibitively high costs assured that only the most well-heeled enthusiasts could showcase the pinnacle of the tuning firm’s catalog. Both the engine number and transmission number are the correct AMG sequences indicating period modification. AMG “Gen II” body numbers are found on the front fenders and front bumper with correct West German production information, and the valve cover stampings correctly identify the 6.0-liter displacement (as opposed to the available, lesser 5.6-liter), sequence number, and appropriate employee ID code. Further stampings on the heads, exhaust manifolds, and throttle body are similar testaments to this coupe’s significant modifications. Further, AMG four-piston front brake calipers are present along with the exclusive and correct “AMG by Bilstein” shocks. AMG-touched cars from this era may only have a few of these attributes present; this example evidences them throughout. One newer addition is the replacement stainless steel exhaust; it runs rear past the limited-slip differential, finding its terminus in a dual-outlet muffler rendered in the style of the correct AMG unit. AMG’s hand assembled widebody fenders and “Gen II” ground effects change the visage of Bruno Sacco’s pillarless coupe design from graceful to vengeful. Plastic badges bearing a modern AMG logo appear to be more recent additions to each front fender, but this coupe’s menacing stance is otherwise correct. A proper set of staggered, three-piece 17-inch wheels are presently shod in fresh Bridgestone Potenza tires. The Anthracite interior is a rather restrained affair, so far as AMG builds of the period are concerned. Nonetheless, an attractive suite of extended burl veneers is enriched by the presence of a small-gauge AMG by Momo M38 steering wheel fronting a white-faced AMG instrument cluster. The rear seats are in presentable condition; quilted buffalo leather door inserts and black carpeting complete the handsome appeal of this coupe’s cockpit. This 1989 560 SEC AMG 6.0 Wide-Body Coupe is now offered for sale with just 90,400 kilometers (~56,200 miles) indicated, and is accompanied by a Japanese manual, service map booklet, later AMG document pouch, jack, and spare tire. It will be offered at RM Sotheby’s Arizona sale, taking place 22 January in Scottsdale, Arizona. View Listing

2008 Shelby GT40 Mk II 85th Commemorative Edition 0

By Edward Jones – January 04, 2021

RM Sotheby's Arizona 2021: 2008 Shelby GT40 Mk II 85th Co...

Presented by RM Sotheby's - This Shelby GT40 is a quality re-creation of the original Ford GT that beat Ferrari and finished in the top three positions at the grueling 24 Hours of Le Mans in 1966. One of Superformance’s most ambitious creations ever, this GT40 is incredibly detailed and faithful to the original Mk II design. Adding to its appeal and exclusivity, this chassis is an 85th Commemorative Edition example created in 2008 to celebrate the 85th birthday of none other than Carroll Shelby. Fittingly, only 85 units in the series were constructed, with this chassis bearing serial number one. Since its completion, it has been driven fewer than four miles. While developing their exhilarating GT40, Superformance engineers went to great lengths to ensure authenticity; the resulting car was so authentic, that it could bear the name “GT40.” Further, it carries a GT40/P chassis number and is eligible for entry in the GT40 registry. This is not simply a modern tube-frame chassis shrink-wrapped in a fiberglass body; the Superformance GT40 MKII has a super-rigid steel semi-monocoque chassis with a pressed-steel roof, just like the original Mark IIs. Nearly everything is like the original, right down to the “Gurney bubble” in the roof. Of course, some improvements were made in the interest of durability, weight savings, and safety; further, electro-galvanized sheet steel is used in construction to improve longevity. However, 90 percent of the parts are said to be interchangeable with the original GT40 Mk II. Notable differences from the source car include the addition of air conditioning and more modern Wilwood brakes, along with the fact that it is left-hand drive; the original race-prepared cars featured a steering wheel on the right. Power is provided by a custom-built, naturally aspirated aluminum 511-cubic inch FE v-8 engine developing an estimated 692 horsepower at 6,200 rpm. Here, it is paired to an RBT five-speed manual transaxle with center-mounted shifter. In a car that weighs only around 2,400 pounds, the acceleration and performance of this 2008 Shelby GT40 Mk II remains breathtaking. Suitable for vintage racing, this time-tested design still has—in skilled hands—the potential to blow the doors off most modern supercars at track days. Whether on- or off-track, if you want to turn heads, this spectacular GT40 MKII 85th Commemorative Edition will do it better than most anything else. This chassis’ connection to the legendary Carroll Shelby, including a signed dashboard (Shelby’s signature is here joined by that of driver Bob Bondurant), only deepen its appeal. It will be offered at RM Sotheby’s Arizona sale, taking place 22 January in Scottsdale, Arizona. View Listing

By Edward Jones – December 22, 2020

Mecum Kissimmee 2021: Four-Speed 1970 Plymouth Hemi Super...

Presented by Mecum Auctions - While NASCAR required a minimum number of almost 2,000 Superbirds from Plymouth to legalize the special aero-design body pieces, most were powered by the 440 Super Commando engine. In fact, of three engines available in this model, the gorgeous car here features by far the rarest design: the 426 Hemi. Showing 16,485 miles on the odometer, this is one of a mere 58 Superbirds produced in that special run of Mopars with the Hemi/4-speed transmission combination. Featuring its original sheet metal, this restored car was sold new at Capitol Motors in Trenton, New Jersey, and has as provenance the original window sticker, two broadcast sheets, its IBM punch card and a factory warranty card. Well-known in the Mopar hobby, its restoration was completed in 2002, and it was named Best American Muscle Car at 2003 Amelia Island Concours d'Elegance, plus it received OE Silver Certification at the 2002 Mopar Nationals; those judging documents state that the Silver Certification wasn't for incorrect components, but for being “way better than factory” in its execution. It has a David Wise Vehicle Visual Evaluation Report and Certificate as well. This amazing low-mileage car still has its original born-with drivetrain, including the 426/425 HP Hemi V-8 engine with dual 4-barrel carburetors, A833 Hemi 4-speed manual transmission and the Dana 60 3.54 Sure Grip differential associated with the A33 Track Pack. This car has both power steering, power brakes with front discs and heavy-duty cooling components. It is painted in Alpine White with a black vinyl top and interior, which was optioned with bucket seats, rare C16 center console, Hurst Pistol Grip shifter, N85 Tic-Toc-Tach and an AM radio. The exterior features dual outside mirrors, chrome exhaust tips, and the aero-package: a streamlined nose cone, hood pins, front fender air extractors, special rear window glass, tall rear wing and Plymouth graphics. Of course, the Road Runner icons and horn are here as well. This car rides on premium 15-inch Rallye wheels and F60-15 Goodyear Polyglas GT tires. Truth be told, high-quality, restored Superbirds are generally available. However, Hemi/4-speed versions that retain original driveline pieces and premium interior options like the console, such as this example, are exceptionally rare. If you want a true muscle Mopar with provenance and genuine desirability, it would be difficult to surpass this outstanding vehicle. This vehicle will be auctioned off at Mecum Auctions’ Kissimmee 2021 event (January 7-16, 2021). View Listing

By Edward Jones – December 21, 2020

Mecum Kissimmee 2021: Rangoon Red 1967 Shelby 427 Cobra R...

Presented by Mecum Auctions - Much has been written over the years about the Shelby Cobra, especially in 427 trim like the car offered here. Its unadulterated track prowess, ongoing mechanical development and international attraction are part of that. The encroaching pressure of federal automotive regulations was what finally caused the storied import-based package to disappear from the marketplace. CSX3318 was invoiced to Shelby American on October 11, 1966, putting this 427-powered roadster into the exclusive company as a final-year example before Ford and Shelby American agreed to pull the plug on the AC-supplied body program. If this car seems familiar, it could be because it was shown on the cover of “Car & Driver” in April 1981, as well as the epic Roger Huntington domestic production book “American Supercars.” This well-presented FE-powered Shelby was sold to its first owner through Marshall Motor Company in Mayfield Heights, Ohio. In 1978, the car’s second owner sold it to Jim Inglese, founder of Inglese Induction Systems, the noted experts in Weber and EFI fuel systems development. During that era, a cosmetic restoration was administered by Cobra expert Geoff Howard of Accurate Restorations in Danbury, Connecticut, with S/C modifications including flares, hood scoop, side pipes and competition fuel cap being added at that time. This 427 Cobra was displayed at the 1987 SAAC-12 meet in Charlotte where it received First Place honors in the popular vote 427 Cobra Class. It was the lone 427 Cobra to participate in the inaugural “Cobras in the Mountains Tour” in 2004. Most recently, in April 2018, this motorcar was restored to its original as-delivered specifications by Drew Serb at the Cobra Experience in Martinez, California, allowing it to attain the level of excellence now expected in today’s ever-advancing hobby. Today, CSX3318 features a correct 427 CI side-oiler V-8 engine under the hood, with the correct 4-barrel carburetor and intake in place as well. The engine is detailed with Ford chrome components and displacement callout decals. This big-block engine design was enough for Ford’s most noteworthy racers to compete and win against the very best packages in the world during its classic era, and the term “side-oiler” retains a notoriety that has come down to the current era. This mill is backed by a 4-speed transmission. With correct Rangoon Red paint covering the aluminum body, the exterior is accented with chrome trim, Cobra and 427 callouts, front-fender louvers, and the trademark bumper design and grille opening. The svelte fender lines, windscreen with vents, stacked tail lamps and special Sunburst knock-off wheels with blackwall rubber combine to give this Cobra its all-business impression, leaving the possible occupants with a “dare to enter” sense of excitement. This car can be driven as aggressively as the BF Goodrich radial rubber will allow and the pilot desires. The interior on all Shelby Cobras was the definitive “cockpit,” sporting the type of functionality that is based on a serious attention to driving. The two bucket seats are split with the shifter and a chrome ashtray. The dash is in flat black, equipped with fully functioning gauges to monitor engine conditions. A 3-spoke wood-rim steering wheel with a Cobra-logo center completes it. The 427 Cobra was designed as a streetable performance masterpiece, an ultimate expression of its owner’s commitment to be respected. The 1967 model run would signify the end of that possibility for new car buyers (Shelby sold the final available example in 1968). The history of CSX3318 is listed in the Shelby Registry, but few can match its notoriety as a “Car & Driver” road-test subject, ownership by Inglese, book-cover subject, present condition and its potential in the future. This vehicle will be auctioned off at Mecum Auctions’ Kissimmee 2021 event (January 7-16, 2021). View Listing

By Edward Jones – December 20, 2020

Mecum Kissimmee 2021: Graphite Grey 1956 Mercedes-Benz 30...

Presented by Mecum Auctions - After rising from the ashes of postwar Europe, Mercedes-Benz returned to racing in 1952, winning the World Sports Car Championship with the now-famous 300SL factory sports racer. That might have been the end of the 300SL concept, as the factory was then planning a return to Grand Prix racing, but fate intervened in the form of New York automotive importer and Mercedes-Benz franchisee Max Hoffmann, who convinced Daimler Benz management to approve production of a roadgoing version of the 300SL. Built to the marque’s typically exacting standards, the production 300SL coupe and its smaller 190SL counterpart debuted to instant international acclaim in February 1954 at the International Motor Sports Show on Park Avenue in New York, a million-dollar pageant broadcast on nationwide television. The 300SL lived up to the promise of that extravaganza with a new standard of grand touring performance and luxury, with an emphasis on performance. Its innovative, lightweight space frame virtually duplicated that of the 300SL racers, as did the all-independent suspension and robust drum brakes. The first 4-stroke production engine to employ fuel injection, the SL’s dry sump-lubricated 3.0L inline-6 powerplant was laid over at a 50 degree angle to allow the car’s low hoodline, and it used long ram tubes feeding the intake charge directly to each cylinder from a single large plenum drawing fresh air from the front of the car. Its 215 HP output was enough to power a car equipped with the highest axle ratio to 160 MPH, making it the world’s fastest production car. Rendered in steel with aluminum doors, hood and trunk lid, the 300SL’s purposeful bodywork was elegantly accented with dual hood bulges to clear the cam cover and intake plenum, sculpted spears above the wheel openings, and exhaust vents on the front fenders inspired by the contemporary W196 Grand Prix cars. Even by today’s lofty supercar standards, the 300SL’s interior excels in comfort and ergonomics with supportive seating and excellent all-around visibility. A set of custom-fitted luggage was a welcome accessory. According to Mercedes-Benz factory records, this stunning 300SL “Gullwing” coupe was completed on August 11, 1956, with special-order Graphite Grey paint and a blue plaid interior, and then shipped to the Mercedes-Benz dealer in Düsseldorf, Germany, for delivery to the Prince of Salm-Salm, a mediatized principality in the northwestern area of now modern-day France. The prince retained ownership of the Gullwing coupe until Dr. J. Theodore Luros, a neurosurgeon from Indianapolis, Indiana, acquired it in 1961. Active members of the Gullwing Group, Dr. and Mrs. Luros happened to see another member’s 300SL at a concours event and were so struck by its factory optional Code DB543 Strawberry Red Metallic paint that they decided to have theirs refinished in the same color. Dr. Luros cared for his beloved Gullwing until 2005, when he sold it to its third owner, a long-time marque owner/enthusiast whose collection had included a number of 300SLs acquired over the years through world-renowned restoration expert Rudi Koniczek of British Columbia, Canada. He commissioned Koniczek and his elite team of specialists to perform a cosmetic and mechanical restoration, once again in the same Strawberry Red finish. Recently, this very special Gullwing’s fourth and latest owner has had the car cosmetically refreshed once again, returning it to its original Graphite Grey paint and maintaining the contrasting tan leather interior. This magnificent 300SL Gullwing coupe retains its original matching-numbers engine, the original belly pans, highly desirable color-matching fitted luggage, factory-installed Becker Mexico radio, SWF windshield washer system, VDO gauges and tool kit, and comes with extensive documentation that includes the original 1961 title and Bill of Sale, prior registrations, restoration records and owner's manual. Highly original and always maintained in dazzling Concours condition, this extraordinary 300SL is exceedingly qualified to headline any collection of exquisite motorcars. This vehicle will be auctioned off at Mecum Auctions’ Kissimmee 2021 event (January 7-16, 2021). View Listing

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