For Sale

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

1959 Porsche 718 RSK Werks Spyder1277515

By Edward Jones – August 09, 2022

RM Sotheby’s Monterey: 1959 Porsche 718 RSK Werks Spyder

Presented by RM Sotheby's. Once dubbed “The Shining Spyder,” 718-006 represents Porsche’s engineering expertise at the close of the 1950s. A direct evolution of the famed “giant-killer” 550 Spyder series, the 718 RSK, and later the RS 60 and 61, marked the steady improvement of Porsche racing chassis and body design. Between 1957 and 1959, just 34 examples of the 718 would be constructed, the first 10 of which were prototypes used for development and racing with factory drivers. All 718s used a tubular space frame chassis similar to the one employed in the model’s predecessor, the pinnacle-development 550A, which afforded the 718 incredible rigidity while keeping weight to a minimum. Always intent on creating faster, more stable racing cars capable of winning overall at top-level events like Le Mans, Porsche evolved the 718 throughout its production run and constantly improved individual chassis. Importantly, after experimenting with control arms resembling the letter “K,” 718-006 was the first Porsche chassis to be fitted with double A-arms and coil-overs at the rear, which proved to be tremendously effective and forever changed the development of racing cars. All 718s were powered by the potent Type 547 “Fuhrmann” four-cam engine, with displacements of both 1.5 and 1.6 liters, allowing Porsche to choose the racing category it wished to enter. With large Weber twin-choke carburetors, these engines produced between 150 and 170 horsepower, and proved extremely reliable. Power was fed through a five-speed ZF gearbox with limited slip, and gave top speeds approaching 160 mph. Brakes were large finned drums, and the 16 x 3.5-inch bolt-on wheels comprised steel centers riveted to aluminum outer rims. The alloy bodywork was a bit longer and much more streamlined than the 550’s, with a taller windscreen to meet the FIA’s Appendix C rules. Among the items tested on some 718 Werks prototypes was an auxiliary tubular oil radiator attached to the underside of the front hood. This was another development that was used in chassis 718-006, and it has been authentically represented on this chassis’ restoration, complete with the cadmium-style finish both on the top of the hood and the grooves and fittings beneath. 718-006 LIGHTS UP THE COMPETITION The Porsche 718 RSK broke onto the racing scene victoriously, proving itself at the 1958 24 Hours of Le Mans and earning a huge 1st in class win (and 3rd overall) at the hands of Jean Behra and Hans Herrmann. The model was instantly recognized as a force to be reckoned with on the big stage, but clearly needed improvement to take on the motorsport world’s toughest challenges. In particular, Sebring and the Nürburgring—two of the most notoriously brutal tracks that FIA had to offer, each punishing in its own distinctive way—would prove the ultimate test for the 718. Sebring, a converted WWII airfield and bomber training base, was known to be especially harsh. Rough and unpredictable, it offered sketchy terrain and constant weather changes, with veteran racers noting that you might well “start in the dry” and “finish in the wet;” attrition rates for Sebring race entrants often exceeded 50%. Formula One champion Phil Hill, commenting to Sports Illustrated on Sebring several years prior, said that “It’s monstrous. I’ve never seen anything like it before, at Le Mans or anywhere else.” The Nürburgring offered an equal challenge; one of the world’s deadliest courses, the lives of many sportsmen were tragically taken by the “Ring’s” fast declines and deceiving corners with quick elevation changes. Porsche’s answer to these challenges was this car, Werks prototype chassis 718-006. Its double-wishbone suspension and rear coil-overs were the perfect complement to the Spyder’s sprightly 82-inch wheelbase chassis and light weight (just 1,240 pounds). These developmental upgrades improved high-speed handling and stability, allowing the car to tackle both rough terrain and dynamic road courses with confidence and composure—turning a promising racer into and all-around weapon that became nothing short of unstoppable. Chassis 718-006 first raced for the Porsche factory team at the 1959 12 Hours of Sebring. The weather was, true to Sebring form, unpredictable, with the race starting under an overcast fog, turning into heavy rain at the halfway point and flooding portions of the track. Despite these difficult conditions, chassis 718-006 managed to finish 1st in class and 3rd overall, with drivers Wolfgang von Trips and Jo Bonnier at the wheel. This was an incredible achievement for Porsche, and the new 718 RSK proved its might against much larger-displacement competitors. While Ferraris of nearly twice the displacement took the top two places, Porsche 718s achieved a remarkable 3rd, 4th, 5th, 8th, and 10th overall. Porsche would celebrate the event by issuing a famous poster for display at its dealerships around the world. After its 1st in class finish at Sebring, chassis 718-006 was sent back to Zuffenhausen, where it was refurbished and prepared for the Targa Florio. Legendary drivers Umberto Maglioli and Hans Herrmann raced 718-006 at the Sicilian event, but unfortunately, the car was forced to retire due to gearbox failure. Porsche’s Targa Florio endeavor was not in vain, however, as another Werks 718 would go on to not only win its class but the overall honors as well. Chassis 718-006 once again found its groove at the ADAC Nürburgring 1000 KM. Co-driven again by Herrmann and Maglioli, the Werks car battled the Green Hell, and a stiff field of competitors, to win a triumphant 1st in class and 4th overall—a victory that, along with Sebring, proved the wisdom and capability of this chassis’ special double-wishbone suspension setup, leading to the basic design’s use in competition cars by both Porsche and its rivals up to the present day. Just two weeks after its class win at the Nürburgring 1000 KM, 718-006 was raced at the 1959 24 Hours of Le Mans with Edgar Barth and Wolfgang Seidel at the wheel. One-hundred and sixty-eight laps into the grueling race, 718-006 was sidelined due to a failed clutch. Just 13 of the 53 entries in Le Mans that year finished the race, and none of the Porsches Werks entries were successful. Barth raced the car after quick repairs a week later at the Mont-Ventoux Hillclimb where he took the best time; that year, he also won the season’s European Hillclimb Championship for Porsche. A month later, Jo Bonnier would take 718-006 to a 2nd-place finish in the 1500 cc supporting race at the Berlin Grand Prix. A week later, he raced 718-006 again, placing 4th at Sweden's Karlskoga Motorstadion. The season concluded with Porsche achieving a perfect 1–5 finish at Switzerland's Klosters-Davos Hillclimb, with all five spots being made up of 718s. 1960 brought both new FIA rules and a new, improved sports racer from Porsche, the RS60. No longer competitive in Europe, Porsche sent 718-006 to the Nassau Speed Weeks in December 1959 hoping to find an American buyer via a broker, Lloyd Casner. Casner put Jack McAfee into 718-006, and the car finished 4th in a five-lap all-Porsche race and 3rd in the Nassau Trophy race. Ultimately, chassis 718-006 had podium finishes in more than half of all events entered throughout its Werks career, including two 1st in class finishes at prestigious international endurance races. THE PRIVATEER YEARS AND BEYOND The Spyder was then purchased by Chuck Cassel, a Florida Porsche dealer and racer. During 1960, Cassel raced the car extensively in Florida and Georgia, and once in El Salvador before selling it to Felipe Gutierrez, a wealthy Cuban who raced it twice in 1961. Then the Spyder retired from racing competitively for the next 15 years. It re-surfaced in 1975 at Ben Pon Racing in Holland, from which it was acquired by German orthodontist Dr. Klaus-Otto Räker. Unfortunately, its original engine was reportedly damaged beyond repair in a competition outing; Dr. Räker turned to well-known four-cam supplier Jim Wellington for a new 547/2 case, which was built up by renowned expert Karl Hloch, Sr. using an 80-millimeter crankshaft and 1.6-liter pistons. Dr. Räker commissioned a five-year restoration by Edmund Klinke at Oldtimerrestauration in Verl, Germany; using the original panels and factory blueprints, Klinke fabricated new outer body panels to replace the undamaged, but fatigued, original skin which at the time was determined to be beyond saving. Rather than having the new body painted, Dr. Räker instructed that the skin be meticulously polished to a mirror finish. A centerpiece of his museum, when the gleaming 718 appeared at the 1985 Old-Timers Grand Prix at the Nürburgring, it was instantly dubbed “The Shining Spyder.” Among the spectators was a young American designer named Grant Larson, who was beginning a brilliant career at Porsche. When Larson was tasked to design the exterior of the new Boxster, the highly polished RSK epitomized what he viewed as the “total it car”, the most “influential and inspirational” Porsche design. Elements of the 718 would appear on the Boxster show car, and in 1992, Larson created a painting of “The Shining Spyder” as part of a series of factory art posters. Over the years, Dr. Räker continued to drive his RSK in European vintage events, and in 1998 it appeared at the Monterey Historics. A WELL-DESERVED, WORLD-CLASS RESTORATION In 2012, an American four-cam collector requested Colorado restoration shop owner Dick Koenig to find a good 718 RSK. That year, Koenig met Dr. Räker at Gaisberg; two years later a sale was consummated. The RSK was shipped to Koenig’s shop near Denver where another full restoration began, consuming four years. The goal was to bring 718-006 back to its original condition to the greatest possible extent. In pursuit of this, Koenig travelled to California, Florida, and the Netherlands to study details of other prototype 718s. It was ultimately determined that much of the car’s inner body panels needed replacement. The work was carried out by The Metal Surgeon’s Jon Bingham, after which the body shell was refinished and painted by Dave DeMaria at Vintage Car Works, both located in Englewood, Colorado. DeMaria took great pains to authentically replicate the finishes as they looked in period, from the dull silver bodywork to the unique appearance of the hood—which was originally cadmium-plated in an attempt at dispersing the heat from the aforementioned experimental oil radiator system. The drivetrain had already been serviced by German four-cam expert Karl Hloch, Jr., but Koenig and Pat Moyle overhauled the brakes, suspension, and steering and installed a new wiring harness. New fuel and oil tanks were fabricated using a hard-to-find original material called “Terneplate.” These tanks are secured with metal straps and factory-correct jute insulating material. Though this material is said to be nearly impossible to find, Koenig located a small supply in Europe, just enough to give 718-006 its proper factory-correct appearance. The original upholstery consisted of a textured material called Acela Bast; Koenig found an un-faded scrap beneath the auxiliary gas tank in the cockpit of a highly original Porsche 550A used as a reference car, managing to locate enough to cover the seats and headrest. The experimental front lid with its integral oil radiator has been perfectly restored, but the tubes have been disconnected; the normal radiators in the rocker panels suffice to keep the little four-cam within an acceptable temperature range. Further, a set of correctly dated 16-inch wheels were sourced. Since its restoration, this 718 RSK has appeared at Amelia Island and Rennsport VI, and in November 2020 was featured in Excellence magazine. It has been displayed in the current owner’s collection since restoration, where he maintains his extensive collection of high-performance sports and racing cars. In preparation for the sale, RM Sotheby’s enlisted aluminum Porsche expert Urs Gretener of Paso Robles, California to fully inspect 718-006. Gretener closely inspected the tube chassis and found that other than a few repairs (documented in the restoration book on file) the chassis appeared to be original, with all tubes being the proper diameter for this chassis and period gas welding throughout. Among the most successful examples of its kind, chassis 718-006 is now presented having benefitted from its recent multi-year restoration. It is accompanied by a mirror-polished alloy hood panel autographed by Hans Herrmann, the car’s original dashboard, and other inner body panels replaced by Dick Koenig during its restoration. A benchmark in Porsche racing history, 718 RSK Werks Spyders are very rarely offered for sale. This Werks car, 718-006, boasts an incredible racing record in the hands of some of the era’s great drivers. It is unquestionably ready to become the crown jewel of any prestigious collection of historic racing cars. This vehicle will be offered at our forthcoming Monterey auction, 18-20 August. See the entire catalogue online and register to bid today. View This Car's Listing

By Jordan Aquistapace – August 08, 2022

Check The Spec: 2022 Porsche 911 GT3 Finished In Shark Blue

A vibrant blue exterior and three pedal setup makes this the perfect GT3 example for your garage. Acting as one of the most influential automotive releases this year, the 992 generation Porsche 911 GT3 continues a legacy inspired by aggressive styling and track-like performance. Porsche engineers developed the new GT3 on-track with the goal of making it as close to a road-legal race car as they could. As we start seeing magnificent specs show up at dealerships around the world, every car enthusiast is left wishing for a new Porsche GT3 in their garage. The supercar specialists at Ferrari of Central New Jersey are proud to showcase this stunning 2022 Porsche 911 GT3 as part of its ever-growing inventory of exclusive supercars. VIEW PRICE AND LISTING Finished In Factory Shark Blue duPont REGISTRY The exterior of this Porsche 911 GT3 comes in factory Shark Blue, a highly-desirable option because of its debut as the official launch color of the vehicle. The vibrant blue finish highlights its widened stance, along with an all-new goose neck rear wing that increases downforce during high-speeds. A set of matte black multi-spoke sport wheels feature a thin red paint strip around the outside, adding contrast to its design while drawing attention to the bright yellow carbon ceramic Porsche brake package. Black Leather With Shark Blue Highlights duPont REGISTRY While its exterior proves to be attention-grabbing, the interior configuration of this 911 GT3 presents an elegant and minimal design using black leather as the main focal point. The use of Shark Blue finds its way throughout the interior, making an appearance as contrast sticking, seat belts, and air vent slits. The interior trim components come standard in gloss carbon fiber to add a motorsport touch to the driver-oriented cabin. 4.0L Naturally-Aspirated Flat-Six (503hp/347ft-lb) duPont REGISTRY The heartbeat that drives the 992 generation 911 GT3 is Porsche’s 4.0-Liter Naturally-Aspirated Flat-Six engine, which generates over 503 horsepower and 347 foot-pounds of torque to its rear wheels. With the available option for a manual or PDK dual clutch transmission, this configuration comes with a traditional 6-speed manual setup that launches the 911 GT3 from 0-60mph in just 3.3-seconds. This 2022 Porsche 911 GT3 from Ferrari of Central New Jersey is currently available through duPont REGISTRY for $295,000. View all of the current inventory from Ferrari of Central New Jersey on duPont REGISTRY by clicking on the link below. Check back into duPont REGISTRY for more upcoming luxury lifestyle and supercar news. VIEW FERRARI OF CENTRAL NEW JERSEY INVENTORY duPont REGISTRY

1965 Ferrari 275 GTS by Pininfarina1273729

By Edward Jones – August 08, 2022

RM Sotheby’s Monterey: 1965 Ferrari 275 GTS by Pininfarina

Presented by RM Sotheby's. A DIVISION OF LABOR—THE 275 GTB AND GTS At the Paris Salon in October 1964, Ferrari introduced the 275 model line, consisting of a closed berlinetta (GTB) and an open spider (GTS), both of which were designed by Pininfarina. Production of the berlinetta form was licensed to Scaglietti, while responsibility for the open cars remained with Pininfarina’s factory in Grugliasco. The open car was completely different in appearance and proportion to its closed sibling, though it was constructed of steel with aluminium doors, bonnet, and trunk lid. Uncovered headlamps, triple-louvered fenders, a tapered rear end, and standard Borrani wire wheels were the spider’s major physical identifiers, and those features were eventually carried over to the 330 and 365 GTS variants which followed. Yet underneath this unique skin, keep in mind that the 275 GTS still bears identical mechanical components as the performance-oriented 275 GTB, including a rear transaxle that minimized weight and optimized distribution of mass. As a result, both body styles of this exceptional model share a legendary reputation for superb balance. Only 200 examples of the 275 GTS were built over an 18-month period of production, making the model far rarer than its closed sibling. Prized by marque enthusiasts today as the luxurious grand touring expression of the celebrated 3.3-liter platform, the 275 GTS has evolved into one of the era’s most collectable open Ferraris. THE FOREIGN REPRESENTATIVE According to research compiled by marque historian Marcel Massini, the 275 GTS offered here (chassis 07427) is a US-specification car (with instrumentation in miles) ordered via Luigi Chinetti Motors. Completed in late July 1965, it was originally clad in Giallo Fly over Nero Franzi leather. Rather interestingly, the car was not immediately shipped to America, but picked up from Maranello on 6 August 1965 by a Chinetti representative, Oronzo Nicola de Nora. For the next several months, the car remained within Modena province traveling on tourist delivery plates and enjoying service appointments at the Ferrari factory. Additional service records from Modena through May 1967 show that American registration plates had been affixed sometime during the interim (possibly forwarded to Italy by Chinetti or a customer), and the car’s odometer recorded approximately 3,200 miles (~5,177 kilometers) just prior to export to the United States later that year. It should be noted that the car’s presently mounted, Chinetti Motors “horizontal streaked” steel hardtop is a period-correct touch which harkens back to its interesting connection to the famed Ferrari importer. Remarkably scarce and immensely sought-after by the world’s most diehard tifosi, 07427’s distinctive Chinetti hardtop is a tremendous addition to its appeal. LIFE IN AMERICA After reaching the United States, our subject GTS laid low for a while until 1974, when it was recorded within the stable of Robert L. Brooks of Tulsa, Oklahoma. Between 1979 and 1989, it passed through several collections in California—the last of which had it completely restored and painted red. By 1991, recently retired Microsoft CEO and car collector Jon Shirley had purchased this attractive 275 GTS and shortly thereafter submitted it to yet another restoration of his own specifications by his preferred marque specialist, Butch Dennison of Puyallup, Washington. During his subsequent nine years of ownership, Shirley greatly enjoyed the car, though he most often kept it displayed in his private museum alongside some of the world’s most significant Ferrari road (and race) cars. In 2008, this handsome 275 GTS had gained the attention of yet another famous collector, the late-night television legend and producer David Letterman. Though it only resided briefly with Letterman, he is nonetheless regarded as quite the discerning connoisseur, and his ownership adds much to the car’s already remarkable allure. TRIPLE PLATINUM Prior to the consignor, the last notable custodian of this 275 GTS was the esteemed marque enthusiast Dr. Vance Shappley of Germantown, Tennessee. Shappley is known for his penchant for collecting major Ferrari concours awards, and this car was fittingly restored under his care by the Bobileff Motor Company in pursuit of this goal. At this time, 07427 was clad in its present (and striking) color combination of black over a medium red leather cabin with matching black soft top. Bobileff’s efforts immediately proved their worth, as the car was consequently bestowed with Platinum, Forza, and Best Pre-1974 V-12 awards at the 2018 FCA National Meet. This 275 GTS also picked up yet another Platinum Award at that year’s Concorso Italiano, and Best in Class at the 2018 La Jolla Concours d’Elegance. The following year it was subsequently heralded with yet another Platinum Award at the 2019 Cavallino Classic. Since entering the consignor’s collection, 07427 has been furnished with a very thorough regimen of mechanical restoration items by the legendary marque specialist Bob Smith Coachworks of Gainesville, Texas. Important items addressed by Smith and his team include a full suite of new hoses, lines, gaskets, mounts, linkages, bearings, perishables, and hardware throughout much of the car’s numbers-matching powertrain and underpinnings. The 3.3-liter Columbo V-12 was treated to rebuilds of its Weber carburetors, alternator, and distributor. Interestingly, a desirable “interim” driveshaft conversion was completed, which utilizes an updated design originally provided to Ferrari’s subsequent Series II 275 GTB/S of 1966. Furthermore, five new Michelin XWX tires were sourced and fitted around 07427’s Borrani chrome wire wheels. In turn, the car’s entire brake system was sorted and refreshed with many new components, including calipers, boosters, and cylinders. For the owner that might wish to indulge in open-top performance and the loud chorus of 12 Maranello cylinders, the well-sorted V-12 engine beckons for stomps of acceleration out of the turns of twisting vistas. Chassis 07427 is a highly desirable example of one of Pininfarina’s most successful open designs, and it would handsomely complement the collection of any Ferrari enthusiast or sports car aficionado. With its fascinating provenance and exhibition history, and having just emerged from a mechanical restoration by one of the world’s foremost marque specialists, 07427 is an ideal midcentury Ferrari offering not to be missed. It is surely ready to enjoy on the most thrilling open roads and exhibit upon the finest concours greens. This vehicle will be offered at our forthcoming Monterey auction, 18-20 August. See the entire catalogue online and register to bid today. View This Car's Listing

1932 Bugatti Type 55 Roadster in the style of Jean Bugatti1239140

By Edward Jones – August 07, 2022

RM Sotheby’s Monterey: 1932 Bugatti Type 55 Roadster in t...

Presented by RM Sotheby's. Like many premier automakers in the early 20th century, Bugatti used its success in competition to elevate the profile of its road cars. In the case of the Type 55, introduced by Bugatti in 1932, the ties to motorsport were quite explicit: it was a direct descendent of the Type 51 racecar, and was similarly powered by a supercharged 2.3-liter dual-overhead-cam inline-eight. The 38 Type 55 Bugattis produced typically wore sporting bodywork—often open-topped—that further emphasized the model’s racing roots. According to the report by marque expert David Sewell, the Swiss Bugatti Agent Bucar of Zurich ordered chassis 55219 in the winter of 1932 on behalf of their client Mr. Edmond Reiffers, a notary in the city of Luxembourg. Once completed later that spring, a factory employee delivered the unbodied chassis with a temporary seat to the border just 100 miles away from the factory. Mr. Reiffers intended to commission coachwork of his own choosing for the car—but not before one of his three sons, Ernest, entered the chassis with only a bonnet, headlights, and seat in several local events organized by the Automobile Club of Luxembourg! Finally, in October of the same year, Pritchard & Demollin of Angluer, Belgium constructed a four-seat cabriolet body for the Type 55. Despite the added weight of this coachwork, his boys continued to enter the Type 55 competitively and would also use the car on hunting trips, illustrating the versatility of the car. In 1938, the car was sold to industrialist Rudi Cloos, a fellow resident of Luxembourg. However, the Bugatti was traded two more times in the following two years within the Grand Duchy before being hidden away during the war. When peace finally arrived in 1945, the vehicle was unearthed and registered to Pierre Schickes, an electrician. Unfortunately, the Bugatti would suffer front end damage under his ownership. Subsequent photographs after the accident show the car received modified front wings which hang down to the front crossmember; the remainder of coachwork stayed intact. By 1955, ownership had changed hands once more to a Belgian named Gillard, but in 1957 well-known Bugatti dealer, Jean de Dobbeleer of Brussells, purchased the Type 55. A TYPE 55 IN AMERICA The post-war American economy proved to possess a large appetite for sports cars, and De Dobbeleer frequently took advantage of this opportunity. Part-owner of Precision Motor Cars, racer, and motoring enthusiast Bob Estes of California eventually took ownership of chassis 55219 in order to use it as a parts car for his other Type 55, chassis 55230. The remainder of the car was then sold to Ray Jones of Birmingham, Michigan in 1963. The Type 55’s present, highly attractive bodywork built in the style of the famous Jean Bugatti roadster design was created and fitted in the 1970s, and it looks particularly appealing in its striking black and yellow livery. In 1988, Oscar Davis purchased a car containing elements of 55219 and a four-year endeavor would soon commence to make the Type 55 whole again. After a great deal of research, three chassis were ultimately purchased to bring this goal to reality: 55219, 55229, and 51127. The Bugatti Owners Club officially recognized the re-constituted car on 17 August 1993 and issued a replacement chassis plate. In December 1957, Fitch and 2427 headed south for the popular International Bahamas Speed Week; the car now sported a new white-with-blue-underbelly color scheme in place of its previous red. A preliminary five-lap heat for the Governor’s Trophy race yielded an excellent 2nd overall and 1st in class behind Ed Crawford’s Porsche 550RS—and ahead of similar cars driven by the Rodriguez brothers, and Olivier Gendebien’s Ferrari 500 TRC—but the feature race itself ended in retirement. However, the Nassau Memorial Trophy race the following day provided the most significant result of the car’s career, with Fitch finishing 3rd overall—and 1st in class yet again—beaten only by Stirling Moss’ Scuderia Buell Ferrari 290MM and Ritchie Ginther’s fearsome 5-liter John Edgar-owned Ferrari 410 Sport. At some point prior to Davis’ ownership, the lower crankcase had been machined, removing some of the original factory stampings. Luckily, assembly number 36 remained on the front left arm and matched the same assembly number found on the top crankcase which further bore the correct “11” engine number stamping, confirming the complete crankcase to be correct to chassis 55219. Additionally, “11” was found stamped on the upper camshaft drive housing, in addition to both the exhaust and inlet camboxes, by Sewell. With its direct ties to Bugatti’s celebrated racing program, the Type 55 offers dedicated enthusiasts the offer to experience the refined marque’s more sporting side. Thanks to the diligent work of the Oscar Davis Collection, this highly sought-after Type 55—clothed in timeless roadster bodywork in the style of the great Jean Bugatti—can be enjoyed by enthusiasts for decades to come. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. View This Car's Listing

By Edward Jones – August 06, 2022

RM Sotheby’s Monterey: 1957 Maserati 200SI by Fantuzzi

Presented by RM Sotheby's. “The 200SI was one of the best handling front-engined, drum-braked racing cars from that period. It was wonderful to hang on in curves with it, and it clearly followed your line. It was a pleasure to drive.” - John Fitch Although occasionally still achieving respectable results with their aging A6GCS, by 1954 Maserati had acknowledged its creeping obsolescence and were simultaneously developing their new 150S and 200S models as suitable replacements. Somewhat illogically designated the Tipo 53 and Tipo 52, respectively, both shared broadly similar conventional tubular chassis, as well as 1.5- and 2-liter versions of the same all-new, twin-plug four-cylinder engine. Front suspension on both models was via conventional double wishbones and coil springs, although the 150S employed a De Dion tube and transverse leaf-spring arrangement at the rear while the 200S—initially at least—used a live axle. However, following complaints from early 200S customers, rear suspension on all but the first few cars was subsequently modified to mirror that of its smaller sibling. Development of the 200S proved troublesome, with transmission problems plaguing the car in longer distance and road racing events. However, wins in 1956 for Jean Behra at the Gran Premio di Bari and Gran Premio di Roma salvaged considerable pride, as did Stirling Moss and Cesare Perdisa’s fine 2nd place to Mike Hawthorn and Peter Collins’ Ferrari 500 Testa Rossa in that year’s Supercortemaggiore at Monza. The move to Appendix C regulations for 1957 precipitated the car’s transformation into 200SI, or Sport Internazionale, guise—a move which saw such cars fitted with a full-width windscreen, two functioning doors, provision for a spare wheel, and a somewhat makeshift fabric top to ensure compliance. RUNNING WITH THE EAST COAST SCCA FRATERNITY One of just 20 200SI-specification cars constructed, chassis 2427 was completed at Maserati’s fabled Modena works on 9 August 1957. As with all but five 200S/SI chassis, it was constructed with the later, and more attractive, Fantuzzi coachwork; the car was further specified with Jaeger instruments, Cibie headlights, and Pirelli-shod Borrani wire wheels. It was originally imported by United States concessionaire Maserati Corporation of America on behalf of its first owner, New York-based philanthropist and respected art authority Vincent Dyckman Andrus. The car was destined to be driven by road racing legend John Fitch—by this time a winner of both the Sebring 12 Hours and the RAC Tourist Trophy—principally in East Coast SCCA events. Fitch’s first competitive outing in 2427 was in the Queen Catherine Cup at Watkins Glen on 21 September 1957, in which he finished a promising 4th, and 1st in class, with Bob Holbert’s Porsche 550RS victorious. The following weekend, both Fitch and Maserati travelled to Bridgehampton, where the 25-lap SCCA feature race included no less than four Briggs Cunningham-entered Jaguar D-types, and Phil Hill in a Ferrari 857S. Against formidable opposition, Fitch finished 5th, and once again took a class victory, with Walt Hansgen securing overall honors for Cunningham. In December 1957, Fitch and 2427 headed south for the popular International Bahamas Speed Week; the car now sported a new white-with-blue-underbelly color scheme in place of its previous red. A preliminary five-lap heat for the Governor’s Trophy race yielded an excellent 2nd overall and 1st in class behind Ed Crawford’s Porsche 550RS—and ahead of similar cars driven by the Rodriguez brothers, and Olivier Gendebien’s Ferrari 500 TRC—but the feature race itself ended in retirement. However, the Nassau Memorial Trophy race the following day provided the most significant result of the car’s career, with Fitch finishing 3rd overall—and 1st in class yet again—beaten only by Stirling Moss’ Scuderia Buell Ferrari 290MM and Ritchie Ginther’s fearsome 5-liter John Edgar-owned Ferrari 410 Sport. The East Coast SCCA fraternity reconvened on 27 April 1958 at Lime Rock Park, Connecticut, although in the 20-lap under 2-liter race, Fitch could manage only 2nd overall (and 2nd in class) to Gaston Andrey’s Ferrari 500 TRC. However, normal service was resumed when the pair returned in June, with Fitch finishing 4th overall, and 1st in class once again, in the feature 40-lap Sports Car Race, behind Walt Hansgen’s new Lister-Jaguar, Bob Oker’s Aston Martin DBR2, and Holbert’s Porsche 550RS. By mid-1958, Fitch was evidently at a crossroads with 2427. In terms of pace, he was, unsurprisingly, some distance away from the newer and more powerful Cunningham Listers, yet in his own class he was virtually unchallenged. Inquiries were made as to the cost of a new, factory-built 2.5-liter engine, although his (and Andrus’) subsequent decision to offer the car for sale suggests that either they thought better of the idea, or that the cost was prohibitive. Either way, the July SCCA meeting at Lime Rock marked Fitch’s final outing in the car; his 3rd overall and final class win behind the two Cunningham Listers of Crawford and Hansgen ensured that the pair signed off on a high. 2427 HEADS SOUTH In September 1958, 2427 was advertised for sale by Carroll Shelby Sports Cars Inc.; the car was purchased shortly thereafter by Floridian John J. Packo, who had previously campaigned a Lotus XI in local SCCA events. However, despite reinstating the original red paintwork, “J.J” apparently raced the car only once, at Boca Raton in March 1959, where he finished 2nd in the Preliminary race to Lucky Casner’s Ferrari 250 Testa Rossa and then 3rd in the feature race behind the similar cars of Jim Hunt and E.D. Martin. As competitors on track, Packo and Casner—proprietor of the ambitious Camoradi team—had forged a close friendship, and when one of Casner’s two Maserati Tipo 61 Birdcages failed to materialize for the Cuban Grand Prix of February 1960, it was Packo who generously stepped in and lent the team his car. Duly entered by Camoradi, and with no lesser driver than Dan Gurney at the wheel, 2427 unfortunately retired in the race, although not before sharing track time in the rarefied company of winner (and Camoradi teammate) Moss, Maurice Trintignant, Jack Brabham, Carroll Shelby, Masten Gregory, and both Rodriguez brothers. THE PRIDE OF COLLECTORS WORLDWIDE Having been advertised for sale in February 1963, this car was duly purchased by emerging Ferrari and Maserati collector Carl Bross of Bloomfield Hills, Michigan; it was a stablemate to his ex-Moss, 1956 Italian Grand Prix-winning 250F. However, after Bross’ death in 1971, much of his collection, including 2427, passed to Anthony Bamford of Rocester, United Kingdom, before joining the collection of discerning Scottish Maserati enthusiast Ray Fielding in 1978. Exhibited for many years in the Doune Motor Museum near Falkirk, Scotland, the car remained in the Fielding family for almost three decades, and remerged in highly original condition before being sold to Anton Bilton, of London, in July 2007. In late 2007, 2427 was entrusted to renowned restorers GPS Classic of Soragna, Italy, who embarked on an overhaul of its the chassis, numbers-matching engine, and gearbox with the objective of preparing the car for vintage racing. The restoration of its highly prized original body, meanwhile, was entrusted to Quality Cars of Padova. Duly completed and resplendent once again in its original color, it made its post-restoration debut in the 2008 Mille Miglia Storica. However, Bilton kept the car only briefly, selling it to Dr. Wolf Zweifler of Munich, Germany—who has owned a remarkable series of Maseratis from this wonderful era—in July 2008. Dr. Zweifler campaigned the car extensively over the next few years, including several participations in the Ferrari Maserati Challenge, 2009 Mille Miglia Storica, and the 2010 Le Mans Classic, before selling the car. After its acquisition by Oscar Davis in 2012, Leydon Restorations of Lahaska, Pennsylvania began the painstaking task of bringing 2427 back to its as-built mechanical and cosmetic specification. The safety structure previously added was removed, interior panels were reworked to their original appearance, and original components were refitted—all to return this Maserati to its original 1957 presentation. It has remained in the Oscar Davis Collection ever since. Although the Maserati 200S/SI did little to distinguish itself in contemporary European long-distance events, it proved highly effective in shorter-format races in North America—a fact underlined by John Fitch’s considerable achievements driving this particular car. However, the impressive competition record of 2427 is but one facet of its remarkable life; its subsequent enjoyment, preservation, documentation and restoration by some of the world’s most discerning collectors being no less noteworthy. Its impressive provenance is substantiated by an accompanying history file containing copies of Maserati factory build sheets, research and correspondence, photo documentation of its restoration, and past FIVA identity cards dated 2007 and 2009. Fastidiously maintained in the Oscar Davis Collection and impeccably presented today, it offers extraordinary versatility as well as seemingly limitless opportunities to enter the world’s most exclusive vintage touring and racing events, and it would assuredly prove a worthy addition to any significant car collection. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. View This Car's Listing

By Edward Jones – August 05, 2022

Menacing 2020 BRABUS G550 Widestar For Sale

Presented by Private Seller. There's no denying that BRABUS vehicles are pieces of art that need to be appreciated. What we have here is a 2020 Mercedes-Benz G550 that has been graced by BRABUS, turning it into a one-of-a-kind SUV that's in search of a new owner. This SUV started life as a 2020 Mercedes-Benz G550, but underwent a conversion involving BRABUS components that turned it into a whole new vehicle. The biggest line items within this conversion include the BRABUS G63 WIDESTAR conversion kit that gave the SUV a whole new look thanks to the exterior body parts. Parts within the BRABUS WIDESTAR conversion kit include carbon fiber front bumper, rear bumper, fender flares, front center cents, rear quarter vents, and more. Other notable BRABUS components found on this Mercedes G Wagen include the carbon fiber front roof spoiler, rear roof spoiler, spare tire delete, hood attachment and, of course, BRABUS logos. For wheels, this suave SUV rides on 23-inch Vossen wheels shod in 23-inch Yokohama tires. While you may see plenty of G Wagens on the road, you definitely don't see many of them adorned with the iconic BRABUS badge. This is a rare creation that will surely stand out on the road and in any garage. If you need an SUV that's as stylish as it is capable, be sure to click the button below to learn more. View Price And Listing

1955 Maserati A6G 54 2000 Spyder by Zagato1243539

By Edward Jones – August 05, 2022

RM Sotheby’s Monterey: 1955 Maserati A6G/54 2000 Spyder b...

Presented by RM Sotheby's. Of the handful of noted Italian carrozzerie that designed and built coachwork for history’s most powerful and exclusive sporting automobiles, perhaps none is as celebrated for the beauty of its designs as Zagato. Ugo Zagato’s Milan-based firm cut its teeth in the pre-war era, particularly coming to recognition for the coachwork it produced for Alfa Romeo’s highly successful racing spiders built on the 6C 1750 and 2300 platforms. Zagato’s penchant for clothing competition-developed chassis in voluptuous, aerodynamically flowing bodywork continued in the post-war period, as Ugo’s son Elio Zagato took the helm with a clear interest in motorsports. During the 1950s and early 1960s, Zagato clothed some of the era’s most celebrated European sports-racers, and was responsible for delectable designs that graced limited-production variants of the Alfa Romeo 1900C SS, the Fiat Otto Vu, and the Aston Martin DB4 GT, among others. ZAGATO AND MASERATI Typical of the firm’s greatest designs was the short run of A6G/54 chassis it bodied for Maserati. In 1950, Modena had introduced a 2-liter version of its A6G-based sports-racing model, featuring a twin-cam single-plug ignition variant of the long-running inline-six engine. In 1954, twin-plug ignition was added to complement an advanced chassis with large-finned aluminum drum brakes. This final iteration of the Maserati A6 road car was internally dubbed the A6G/54. Of the approximately 60 examples of the new model that were built through 1957, 21 chassis were dispatched to Zagato for the carrozzeria’s characteristically striking interpretation. Twenty of these cars were completed as racing berlinettas that were built in four series, though they featured such varying details that no two were exactly alike. These Maseratis became legendary in Italian racing circles, winning the Under 2-Liter GT class in the Italian Sports Car Championship in 1956 and 1959. However, the very first A6G/54 chassis to be bodied by Zagato was not completed as a racing berlinetta. Chassis number 2101, the featured lot, was built instead as a luxuriously trimmed spyder, and it was presented at the 1955 Geneva Salon posed next to a spartan A6GCS racer. According to research by marque expert Walter Bäumer that is supported by factory paperwork on file, this chassis was dispatched to Zagato for coachwork in early November 1954 and completed two weeks later. This A6G/54’s original exterior design was somewhat different than as configured today. The Geneva show car was finished in Grigio Piombo (lead grey), and it was equipped with a standard flat hood, unadorned fenders, and a front end characterized by a huge, unconventional chrome trident that stretched across most of the grille, complemented by two inset foglamps. Despite being completed as a roofless spyder, the car featured an ornate interior with suede upholstery throughout that unusually extended to the top edges of the doors. While being shown at the Geneva Salon the Maserati caught the eye of Juan Perón, the polarizing Argentine strongman who was known for being an unabashed sports car enthusiast. Peron offered to buy the spyder, but he requested a few cosmetic changes, so 2101 was returned to Zagato for coachwork modifications. The original grille was changed with the removal of the foglamps and an exchange of the outsized trident for a more standardized version of the Maserati logo. A prominent hood scoop was added, as were straked fender vents; the windshield was changed, and the exterior was refinished in Blu Algisto Scuro (Cold Dark Blue), a beautiful shade of blue-grey. A RETURN TO THE SALON STAND By the time the A6G/54 was completed to Perón's specifications, however, the Argentine president was enduring the throes of a popular revolt, and the order was cancelled. The Maserati was then stored at the factory for several years before it was exhibited again at the 1958 Paris Salon, this time by the French marque importer Thepenier. Once again, the car caught the attention of a world-class diplomat, this time an American embassy staffer named Louis W. Schroeder. Schroeder purchased the A6G/54 and took delivery in April 1959, and he drove the car to La Sarthe to watch the 1959 24 Hours of Le Mans, where he was undoubtedly delighted by fellow countryman Carroll Shelby’s victory with the Aston Martin team. In April 1960 Schroeder sold the Maserati to Lieutenant-Colonel Sherod Santos, who was serving with the U.S. Air Force at the Chateauroux Air Station in France. He commissioned the factory to rebuild the engine in August 1962, although he was dissatisfied with the result and engaged further work from a French specialist. Still experiencing problems with the car upon his return to the United States, Santos ordered new exhaust valves and a head gasket from the factory, as revealed by correspondence on file. In 1966 Colonel Santos sold the A6G, and it passed into unknown ownership before being acquired in 1968 by Carmel, California, resident George Sackman, who retained possession for 12 years. Repainted red, the spyder was sold in 1980 to Angelo Ferro of San Rafael, California, and after very little use he put the car into storage, where it remained for roughly 20 years. In 2001 Mr. Ferro recommissioned the Maserati, entrusting Genoa Racing in San Francisco to perform a comprehensive restoration to the 1958 configuration (per the Perón modifications) that was completed in 2003. This work included an engine rebuild by Ferrari specialist Paul Hasselgren, and a repaint in Blu Algisto Scuro by Rob Etcheverry. A UNIQUE SHOWSTOPPER, NOW AS THEN Following its restoration, this distinctive Maserati was presented at the 2003 Pebble Beach Concours d’Elegance. It won a class award at the 2004 Quail Motorsports Gathering, and best of show a year later at Concorso Italiano. Acquired in the early 2010s by a respected collector based in the United Kingdom, the Maserati continued to be exhibited at some of the world’s most exclusive gatherings, including the 2013 Villa d’Este Concorso d’Eleganza and the St. James Concours d’Elegance. Sold to Oscar Davis in late 2013, the Maserati has since been maintained as needed by Leydon Restorations, including the installation of the correct Autoflux fuel pump, a rebuild of the carburetors, and attention to the brakes and fuel system. Incredibly rare and desirably maintained, this one-off Zagato-built spyder should command the attention of enthusiasts of Maserati’s celebrated Italian Sports Car Championship-winning A6G/54 model, or any collector of important Zagato-bodied sports-racers. It is desirably documented with factory build records, period photographs, former owner’s correspondence, prior registrations, and an entry in Walter Bäumer’s well-researched book Maserati A6G 2000 Zagato. Ideal for further display at the world’s most exclusive concours d’elegance, and eligible for touring events of nearly any stripe, this exquisite slice of la dolce vita would make a splendid addition to any sporting collection. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. View This Car's Listing

By Jordan Aquistapace – August 04, 2022

Check The Spec: 2022 McLaren 720S Spider Performance Fini...

With an interior configuration unlike any other, this McLaren 720S Spider is sure to draw attention from any direction. Focusing its fleet of supercars around track-inspired design, performance, and technology, McLaren Automotive continues to push the boundaries of speed with models like the 720S. After a successful launch in 2017, McLaren’s engineers went back to the drawing board in search of creating an open-cabin version of the British example. The McLaren 720S Spider became the result of all the teams hard work, presenting the 720S in a whole new fashion. The automotive professionals at McLaren Charlotte are excited to showcase this stunning 2022 McLaren 720S Spider Performance as part of its incredible inventory of rare and exclusive exotic cars. This build proves to be special because of its one-of-a-kind features that come directly from the creative division at McLaren Special Operations. VIEW PRICE AND LISTING Finished In Gloss Onyx Black duPont REGISTRY Keeping its exterior aggressively elegant, this McLaren 720S Spider Performance features a factory gloss Onyx Black finish that blends in with the night. With additional exposed carbon fiber components, aerodynamics and cooling are enhanced with widened inlets that allow for more proper airflow at high speeds. The configuration comes fit with a set of stealth 10-spoke super-lightweight forged wheels, which beautifully contrast with the factory yellow carbon ceramic brake package. MSO Bespoke Yellow Leather Interior ($9,850) duPont REGISTRY While the exterior stays incognito, the vibrant interior design comes from the brilliant minds at McLaren Special Operations. McLaren’s MSO Division specializes in offering an exclusive range of additional features for your new or existing McLaren, using an extensive color palette and a wide range of premium materials. The open-cabin concept of this 2022 McLaren 720S Spider Performance is layered in vibrant yellow leather, completely livening the appearance and environment of the driver-oriented space. The use of bright yellow finds its way throughout the sports seats, center console, dash, sports steering wheel, and additional trim. 4.0L Twin-Turbocharged V8 (720hp/568ft-lb) duPont REGISTRY Responsible for powering the 720S Spider Performance is McLaren’s famous 4.0-Liter Twin-Turbocharged 8-Cylinder engine, generating over 720 horsepower and 568 foot-pounds of torque to its rear wheels. A sophisticated 7-speed dual-clutch transmission quickly shifts the supercar from 0-60 in just 2.9 seconds, with an astonishing top speed of 217mph. The 2022 McLaren 720S Spider Performance from McLaren Charlotte is currently available through duPont REGISTRY for $418,501. View all of the current inventory from McLaren Charlotte on duPont REGISTRY by clicking on the link below. Check back into duPont REGISTRY for more upcoming luxury lifestyle and supercar news. VIEW MCLAREN CHARLOTTE INVENTORY duPont REGISTRY

1957 Ferrari 500 TRC Spider by Scaglietti1259351

By Edward Jones – August 04, 2022

RM Sotheby’s Monterey: 1957 Ferrari 500 TRC Spider by Sca...

Presented by RM Sotheby's. THE TESTA ROSSA LEGEND BEGINS Though he is best remembered for designing the long-block V-12 engine that Ferrari rode all the way to a victory at the 1954 24 Hours of Le Mans, engineer Aurelio Lampredi was also responsible for a very successful four-cylinder motor. The mainstay of Ferrari’s dominating 1952 and 1953 World Drivers’ Championships in Formula Two competition (the years during which Formula One was essentially canceled due to a lack of competition), this engine was soon transposed to sports car racing, powering the 500 Mondial and 750 Monza models to numerous wins. The engine’s strengths were particularly evident on shorter winding circuits, where the high-revving, lightweight motor could power through the turns, often leaving V-12-powered competitors in the dust. After Lampredi’s exit in 1955, a new engineering team led by ex-Alfa Romeo maestro Vittorio Jano was charged with developing the four-cylinder engine even further, and their work most auspiciously featured the fitting of a new cylinder block that was finished in gloss red paint. This marked the inception of the mighty Testa Rossa, a model that would ultimately be fitted with a red-head V-12, and go on to become arguably the most legendary sports racing prototype series of all-time. The 500 TR made its debut at the Senegal Grand Prix with Jacques Swaters’ Ecurie Francorchamps racing team, achieving immediate success with a 1st in class. The majority of the subsequent examples were bodied by Scaglietti and destined for Ferrari’s top privateer clients, while a small handful were upgraded to 2.5-liter engines and bodied by Touring for use as Scuderia Ferrari Works cars. It was two of the latter examples which achieved the model’s first major international success when they finished 1st and 3rd at the 1956 Supercortemaggiore Grand Prix at Monza. Success continued throughout 1956 with the new “Red Head” achieving over 30 class and overall victories across North America and Europe. For 1957, the 500 TR was updated to comply with the FIA’s latest Appendix C regulations, and the model was duly renamed the 500 TRC. Three inches lower than its predecessor, the TRC utilized a conventional engine-mounted four-speed gearbox and a live rear axle, eschewing the heavier De Dion rear end employed in the 500 Mondial. With stronger connecting rods and crankshaft assembly, and a lighter flywheel, the type 131C engine was fed by two Weber 40 DCOA/3 carburetors, combining to develop 190 horsepower and good for a potential top speed of 153 mph. Developed exclusively for privateer racing clients, the 500 TRC went on to collect class wins at the 24 Hours of Le Mans, the Mille Miglia, the 12 Hours of Sebring, and the Nürburgring 1000 KM. The 500 TRC was built in a boutique quantity of just 19 examples, and it was the last four-cylinder model that Ferrari ever produced. Of course, with its sensuous Scaglietti open body and red-head motor, it proved to be just the opening salvo of the Testa Rossa legend—but what a memorable first chapter it was. A WINNING ‘RED HEAD’ Campaigned to numerous wins by a luminary racing driver lineup, this beautiful 500 TRC is a highly desirable example of the early Testa Rossa. Slotted in at the end of the production run, 0706 MDTR is the second-to-last car built and in April 1957 it was loaned by the factory to François Picard, who repainted the car French blue and raced it under the banner of his Ecurie Los Amigos. After scoring three class wins through early June, including 5th overall at the Portuguese Grand Prix, Picard teamed with rising star Richie Ginther to run the 24 Hours of Le Mans. Despite showing early promise in the race, the TRC retired following a water pump failure. In late 1957 the Ferrari was sold through Luigi Chinetti to Mike Garber of Hamden, Connecticut, the sponsor of the legendary Swiss-born racing driver Gaston “Gus” Andrey. Having emigrated to the United States, Andrey went on to enjoy a very successful career that included four SCCA championships and two Trans-Am championships, driving for Ferrari’s NART, Maserati, and Alfa Romeo, among others. Still finished in its Le Mans blue livery, Andrey first drove the beautiful 500 TRC at the Nassau Bahamas Speed Week in December 1957. Andrey failed to finish the Tourist Trophy event but came back strong with a 2nd in class in the Governor’s Trophy prelim race and a respectable 5th in class in the hotly contested Nassau Trophy race. Following Nassau, the car remained in the Southeast and was entered by Mike Garber in the 1958 12 Hours of Sebring. Driven by Andrey, Bill Loyd, and for a short stint the great Dan Gurney, the car ran well until the 125th lap when it suffered a rear axle bearing failure. Following Sebring, the car was refinished in a two-tone scheme of white over a red lower body, a red stripe, and Swiss emblems on each side, paying homage to Andrey’s Swiss heritage. 0706 MDTR was driven by Andrey in a slew of races through 1959, earning him the SCCA E-Modified championships in 1958 and 1959. Almost always among the top 10 finishers, the car claimed an overall win at Lime Rock in April 1958, and a class win at the 1958 President’s Cup at Marlboro, Maryland. It also won its class at Bridgehampton in June 1958, Virginia International Raceway in October 1958, Thompson in May 1959, and Lime Rock in July 1959. The Ferrari’s success prompted a fair amount of coverage in the motoring press, including a piece in the October 1959 issue of Road & Track, and cover car status for the January 1960 issue of Sports Car Graphic. In early, 1960 Andrey offered the TRC for sale, and over the next two decades it passed through a documented chain of owners across the United States. In the early 1960s, while driven in a racing school by Henry Hironaka, the original 2-liter engine number 0706 MDTR dropped a valve and was removed from the car. For a time 0706 MDTR, as with many used Ferrari racing cars of the period, had a Ford 289 V-8 motor installed to keep it operational. Later, the Ford engine was removed and a new 2-liter engine, stamped with the number 0582 LM, was installed. In May 1980 Stanley Nowak found the original 0706 MDTR engine crated within Luigi Chinetti’s warehouse, and he soon sold it to Derek Lees in Birmingham, England, who installed it in the restoration of a 500 TR, chassis number 0640 MDTR. A RETURN TO THE CIRCUIT In 1984, the 500 TRC was purchased by Count Hubertus von Dönhoff in Germany, and over the following 10 years he entered the car twice at the Mille Miglia Storica and three times at the AvD-Oldtimer Grand Prix at the Nürburgring. By 1995 the Ferrari was back in the U.S. and proudly displayed at the 1995 Cavallino Classic, winning the Coppa per Quattro Cilindri for the best four-cylinder Ferrari. Subsequently the 500 TRC was sold in September 1998 to Roger Willbanks, Sr., a respected collector based in Colorado who presented the car at the 2001 Meadow Brook Concours d’Elegance, the 2003 Amelia Island Concours d’Elegance, and the 2005 Pebble Beach Concours d’Elegance. Following the sale to a New York-based collector in 2006, the car was shown at the 2007 Reading Concours d’Elegance, where it won the Scaglietti Award. In 2014, this 500 TRC was acquired by Oscar Davis and, most importantly, the car was reunited with the numbers-matching engine number 0706 MDTR, which has recently been reinstalled in preparation for the car’s current offering. Its spare engine, number 0582 LM, accompanies the sale. Now offered from the Oscar Davis Collection, this sensational spider continues to benefit from an older restoration. It claims important competition use, having been driven by Richie Ginther at the 24 Hours of Le Mans and by Gaston Andrey at the 12 Hours of Sebring—also forming the primary component of his 1958 and 1959 SCCA championships. Simply awe-inspiring in its menacing red-over-black Scaglietti coachwork, this striking 500 TRC would make a great entrant at significant marque events or may be enjoyed at vintage racing gatherings like the Mille Miglia Storica, Le Mans Classic, or the Monterey Historics, in addition to the world’s top concours d’elegance. The voluptuous coachwork instantly declares the car’s position in the evolution of a celebrated legend, that sports-car racing masterpiece forever known by two words: Testa Rossa. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. View This Car's Listing

1953 Ferrari 375 MM Spider by Scaglietti1243468

By Edward Jones – August 03, 2022

RM Sotheby’s Monterey: 1953 Ferrari 375 MM Spider by Scag...

Presented by RM Sotheby's. ON THE ROAD TO LE MANS Tracing the evolution of Ferrari’s Lampredi long-block racing V-12 engine through the early 1950s reveals a connect-the-dots of important competition victories, leading from smaller World Sportscar Championship events like the 1000 KM of Buenos Aires to the Mille Miglia all the way up to the important win at the 1954 24 Hours of Le Mans. As displacement volumes regularly increased, complemented by ever-larger Weber carburetors and increasingly powerful ignition systems, the cars faced consistently fierce competition while cutting out an indelible place in racing history. This pattern continued at Le Mans in 1953 with the first appearance of a 4.5-liter Pinin Farina-bodied berlinetta, chassis number 0318 AM, which was noticeably longer than the preceding 340 MM cars thanks to a wheelbase extended by four inches. This first 375 MM was powered by an engine developed specifically for the 1952 Indianapolis 500, and it set a lap record while being driven by Alberto Ascari and Luigi Villoresi before clutch trouble forced an early retirement. Recognizing the new car’s promise, Maranello upgraded three 340 MM berlinettas and one 340 MM Vignale Spyder to 375 engine specifications to complete a factory team of four cars. Over the course of the 1953 season these cars achieved victories at the 24 Hours of Spa-Francorchamps, Senigallia, the 12 Hours of Pescara, the Nürburgring 1000 KM, and the 12 Hours of Casablanca. Later in 1953, Ferrari began building a series of 375 MM examples for privateer clients, and these cars were equipped with a larger engine that displaced 4,522 cubic centimeters. The engines continued to feature the original factory specifications of twin magnetos and triple Weber 40 IF4/C carburetors, as well as an identical chassis layout. Twenty-six examples of the 375 MM were built in total (all but three of them bodied by Pinin Farina) before the model was supplanted in 1954 by the 375 Plus, which would famously go on to win the 24 Hours of Le Mans in 1954. Clothed in beautiful coachwork, and owners of some of the most successful racing records of their era, these cars occupy an important middle position between the 340 America and 340 MM examples, and the 375 Plus examples that followed. With a power that can be felt as well as heard, these extraordinarily specified sports-racers hold a special place in 1950s Ferrari racing lore. They now retain a consummate perch in important Ferrari collections worldwide, possessing a competition pedigree that is further bolstered by their undeniable rarity. A SIGNIFICANT EARLY PRIVATEER 375 MM Claiming an early life of rigorous racing use by privateers, and a groundbreaking in-period re-body by Sergio Scaglietti, this restored 375 is a fascinating example of Maranello’s rare sports-racer. Completed in late 1953, chassis number 0366 AM is believed to be the ninth of 26 examples built, and the fourth of 12 cars completed with spider coachwork by Pinin Farina. According to the research of marque expert Marcel Massini, this 375 was delivered to the 12 Hours of Casablanca in Morocco in late December 1953 for use by its first owner, Casimiro De Oliveira. A resident of Porto, Portugal, Oliveira had shown promise as a racing privateer in prewar Europe when he beat Tazio Nuvolari and Rudolf Hasse at a 1937 race held at the Circuito Internacional de Vila Real. This reportedly prompted Ettore Bugatti to invite Oliveira to participate in the 1938 Rio De Janeiro Grand Prix, where he charged up the field to finish 5th after starting in last place. Oliveira was scheduled to team up with reigning two-time Formula One champion Alberto Ascari for the Casablanca race, and the 375 showed great potential when Ascari outperformed the other qualifiers, putting the car on the pole position to start the race. Unfortunately, the Ferrari was not able to realize its full potential under Ascari as it was ruled out before the race started when Oliveira suffered a crash in practice. Following the race the nose was subsequently repaired at the Maranello factory during early 1954. In May 1954 Oliveira bounced back with his first victory when he was first to the checkered flag at the 9 Hours Hedemora Grand Prix in Sweden, but this was followed up by a disappointing early retirement at the Portuguese Grand Prix two months later. In the fall of 1954, Oliveira sold the Ferrari to Swedish importer Tore Bjurström, who planned to have Valdemar Stener drive the car. Before this could happen, however, Oliveira apparently crashed the 375 during a race at Skarpnäck airfield in September 1954, damaging the bodywork beyond repair. As a result, chassis 0366 AM was sent to Ferrari for repairs and to Scaglietti for new coachwork, resulting in the sole 375 MM bodied by the famed carrozzeria—and a highly significant preview of the shape of competition Ferraris to come. Visually wider and lower than the original Pinin Farina spider coachwork, the new body style featured long bulbous front fenders, a smaller protruding grille, and a driver’s head fairing, presaging soon-to-emerge themes in Scaglietti design that would manifest in the forthcoming 410 Sport and Testa Rossa designs. Stener returned 0366 AM to further competition use, finishing 2nd overall at the Helsinki Grand Prix in May 1956 and 5th overall and 2nd in class at the Swedish Grand Prix only a few months later. At the conclusion of the 1956 season the car was retired from racing and only occasionally taken out for a few show exhibitions. By the mid-1960s the Ferrari was owned by Gunnar Fristedt, and he commissioned a coachwork modification that changed the front end into a dual-nostril shark nose design reminiscent of the racing Dino 268 SP design. Exhibited by Fristedt at the 1969 sports car show in Malmö, Sweden, the 375 was sold to Ake Andersson of Stockholm in 1970. The car then passed to two more Swedish owners during the early 1970s before being restored in the United Kingdom by David Clarke’s Graypaul Motors. In 1992 the Ferrari was acquired by Lord Charles Brocket for a brief time and shown at the 1992 Coy’s Historic Race Festival at Silverstone before being sold to the well-known American collector Chuck Wegner of Chicago in early 1993. Later that year Wegner drove the 375 on the Mille Miglia Storica, and he presented the car at the FCA National Meet at Palm Beach, Florida, and the 2nd Annual Monterey Vintage Ferrari Concours at the Quail Lodge. In July 1996, the Ferrari was sold to Italian enthusiast Giuseppe Calgaro, and he entered the car in the Trofeo Alberto Ascari historic race at Monza in September 1997 before selling it four months later. Acquired then by Scott Rosen, the spider was presented at the 1998 Pebble Beach Concours d’Elegance in the class for Scaglietti Coachwork. STUNNING SCAGLIETTI TAILORING, RESTORED In early 1999, the Ferrari was sold to Oscar Davis in what would be his first period of ownership of 0366 AM. Presented at the 2000 Cavallino Classic, the 375 won a Silver Award, and the car was featured in the May 2001 issue of Forza magazine. In March 2002, Davis sold the Ferrari to Graham Revell of Hidden Hills, California. Revell went on to enter the 375 in the 2003 and 2004 Mille Miglia Storica, though mechanical issues prevented him from actually running the vintage tour in the first year. Around this time the car underwent significant preparation for touring use by the well-known Fossil Motorsports of Richard Freshman. Among the exhibition highlights of this period were the 2008 Reading Concours d’Elegance, where the car won the Francesco Barraca Award for a Ferrari of exceptional merits; the spider was also exhibited at the 2009 Cavallino Classic. Obviously experiencing a case of seller’s remorse, Davis was able to reacquire 0366 AM circa 2017. Shortly prior to this, the 375 had been submitted to Frank Triarsi’s Classic Coach Repair in Elizabeth, New Jersey, for a complete restoration. At that time the nose was returned to the original 1954 configuration of the Scaglietti design, correcting the cosmetic alterations made to the car in prior decades. The car has since enjoyed fastidious care within his collection, being tended as needed by Leydon Restorations and adding display at the 2020 Amelia Island Concours d’Elegance to its lengthy list of world-class show appearances. Sensational to behold, this awesomely powerful and well-presented example of the important 375 MM is documented with copies of original factory build sheets, invoices from the 1970s, former owner’s correspondence, and the history by Massini. Ideal for future display at marque events or major concours d’elegance, this Ferrari is also eligible for the most exclusive vintage racing and touring events worldwide, including the Le Mans Classic, the Mille Miglia Storica, the California Mille, the Colorado Grand, and the Copperstate 1,000. As one of only 26 total examples built, and featuring an innovative 1954 rebody by Scaglietti—who would go on to become Maranello’s preferred carrozzerria for racing models and production berlinettas—chassis number 0366 AM would make a superlative addition to any collection, particularly suited for Ferrari enthusiasts searching for a unique example of an important Lampredi-engine racing model. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. Although the car was separated from its engine at some point in the past, research on file indicates that a correct-type Talbot-Lago engine was located in the United Kingdom and subsequently fitted. A separate racing hood, a testament to its time at the Circuit de la Sarthe complete with cut-out holes for oil and coolant filler access, accompanies the sale of the car today. In 1996, ownership of the car then passed to Georg Lingenbrink of San Diego, California. It was in the latter’s custody that a comprehensive six-year restoration commenced; the car being finished in the appropriately elegant color scheme of deep aubergine with contrasting tan pigskin leather upholstery, and tan cloth interior trim. In 2006, chassis 90117 entered the esteemed Oscar Davis Collection, in whose custody it has remained ever since. Mr. Davis entrusted the car to respected restorers Classic and Sport Auto Refinishing concern of Edinburg, Virginia who assessed it exhaustively, and performed a further $100,000 of restoration work—of both a mechanical and cosmetic nature—in 2006 and 2007. In 2007 the car, remarkably, made its first public appearance in 68 years at the Pebble Beach Concours d’Elegance. It subsequently took a series of richly deserved wins at European counterpart, Villa d’Este, in 2010, including the juried Trofeo BMW Group - Best of Show and the publicly selected Trofeo BMW Groupe Italia. The Louis Vuitton Concours Classic Award, intended to recognize the “best of the best” among the world’s concours-winning automobiles, followed in 2011. Impossibly stylish, exquisitely detailed, yet built on competition foundations offering spirited performance and standard-setting levels of refinement and ride quality, the Talbot-Lago “Goutte d’Eau” coupes remain amongst the most highly prized of all coachbuilt pre-war cars. Of the 11 “New York"-style examples constructed, 90117 remains among the most compelling; a car which intertwines Art Deco elegance with a brief but fascinating competition history, not to mention a period of prolonged (if unwitting) preservation behind the Iron Curtain and recent concours success. Immaculately presented in the most fetching of color combinations, it remains equally—and perhaps uniquely—qualified for the world’s finest vintage tours, rallies, and concours as well as, somewhat incongruously, vintage racing events such as the Le Mans Classic and Monterey Historics. Guaranteed to steal the limelight at any event in which it is entered, this represents one of the most significant coachbuilt cars ever to be offered for public sale, and an opportunity which should be given serious consideration by any appropriately discerning collector. This vehicle will be offered as part of the Oscar Davis Collection, to be sold during our annual Monterey sale 18-20 August. See the entire catalogue online, and register to bid today. View This Car's Listing

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