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

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

By Jordan Aquistapace – August 02, 2022

Check The Spec: 2012 Bugatti Veyron 16.4 Grand Sport Fini...

This Bugatti Veyron Grand Sport is an avid collector's chance at owning a piece of hypercar history. Regarded as one of the most iconic supercars on the planet, the Bugatti Veyron began its journey with state-of-the-art technology and an engine boasting an immense amount of horsepower. Since then, Bugatti continues its push for optimal performance with new versions that incorporate characteristics from the Veyron. The passionate supercar specialists at Fort Lauderdale Collection South are proud to present this incredibly special 2012 Bugatti Veyron 16.4 Grand Sport. Taking pride in offering the most desirable cars in the world to its clientele, this one is one of the extraordinary examples within its growing inventory of supercars and hypercars. The rarest of the rare, just 150 Grand Sports were produced, and there are just 11 specifically in the USA (this is chassis number 52). VIEW PRICE AND LISTING Finished In A Gloss Black Finish With Red Highlights duPont REGISTRY The Bugatti's body is designed for light weight and solid structure. It consists of a carbon fiber monocoque combined with an aluminum frame in the front and a carbon fiber and stainless-steel frame in the rear. Forged alloy wheels and tires were designed specifically for the Veyron to handle the incredible top speed. Black And Red Leather Interior duPont REGISTRY This one is magnificent, decked out in gloss black paint with bright red trim and mesh grills over a Carmine red and black leather interior complimented by aluminum components. To say it is striking is an understatement. It is also the most well-equipped Veyron available through Fort Lauderdale Collection South, with carbon fiber red leather-trimmed sports seats with heat, a navigation system, the Puccini audio system, glass top, and highly polished wheels. 8.0L Quad-Turbocharged W16 (987hp/922ft-lb) duPont REGISTRY This Targa-topped Veyron is in impeccable condition, running and driving like it just rolled off the production line. The Veyron Grand Sport is capable of sprinting from 0-60 mph in 2.4 seconds, 0-100 in 5.4, and the 1/4 mile in 10.2 seconds. The top speed is 253 mph (limited to 229 with the top off). The Veyron's 8.0-liter W16 engine is accompanied by four turbochargers, generating 987 horsepower and 922 lb-ft of torque. An unparalleled forward thrust is sent through a 7-speed dual-clutch transmission to a sophisticated all-wheel drive system, launching the Grand Sport from 0-60mph in just 2.5-seconds. Carbon-ceramic brake discs, a rear wing airbrake, and an automatic height adjusting suspension help manage all that power, resulting in a driving experience that is exhilarating yet well-mannered. This 2012 Bugatti Veyron 16.4 Grand Sport from Fort Lauderdale Collection South is currently available on duPont REGISTRY by clicking on the link below. Check back into duPont REGISTRY for more luxury lifestyle news and Check The Spec specials. VIEW PRICE AND LISTING duPont REGISTRY

1938 Talbot Lago T150 C SS Teardrop Coupe by Figoni et Falaschi1245657

By Edward Jones – August 02, 2022

RM Sotheby’s Monterey: 1938 Talbot-Lago T150-C SS Teardro...

Presented by RM Sotheby's. RM Sotheby’s Monterey: 1938 Talbot-Lago T150-C SS Teardrop Coupe by Figoni et Falaschi “The Talbot-Lago Teardrop Coupe represents what may be one of the finest examples of assembled form ever applied to the automobile.” Strother MacMinn, Automotive Designer and Writer Having assumed control of Automobiles Talbot S.A in 1933, and subsequently purchased the historic name from the receivers in 1936, ambitious Anglo-Italian engineer Anthony Lago set about revitalizing the beleaguered company with a range of new cars designed by former Fiat and Sunbeam-Talbot-Darracq engineer Walter Becchia. In the context of the period—one dominated by the fallout from the Great Depression—cost control would be critical and, although the company offered more than a dozen models over the next four years, many shared common parts such that only four different chassis designs were used during this time. Amongst his myriad briefs, Becchia was tasked with developing a competition version of the company’s 3-liter six-cylinder T150 engine, as Lago had identified motorsport as an area critical to the company’s future success. A comprehensive redesign saw the newly enlarged 4-liter engine modified with hemispherical combustion chambers and three Zenith-Stomberg carburetors; its generous 104.5-millimeter stroke afforded copious torque at modest revs, rendering it ideally suited to competitive use. However, Lago understood that future racing success would require far more than mere horsepower. To this end, he instructed Becchia, in conjunction with fellow Fiat alumnus Vincenzo Bertarione, to construct a commensurate chassis. The new T150-C frame—the “C” denoting “Corse”—was of a conventional ladder type, with box section side spars joined by tubular cross-members. The short-chassis Super Sports, or “SS,” variant boasted a wheelbase of 104 inches and featured independent front suspension via a combination of top links and a transversely mounted leaf spring, while at the rear an underslung live axle was employed. Further modifications specific to the model included a large-capacity oil pan, while the fitment of a Wilson pre-selector gearbox ensured quick and dependable gear changes. Four T150-C SS Roadsters were constructed for the 1936 season, although it was not until the following year that they achieved the results they deserved: a magnificent 1-2-3-5 in the Sports Car-only French Grand Prix and a commanding win in the RAC Tourist Trophy at Donington Park were notable highlights. ENTER FIGONI ET FALASCHI Lago had, by this time, been introduced to celebrated coachbuilder Giuseppe Figoni by Luigi Chinetti, a mutual friend and then Talbot-Lago’s Parisian agent. Italian by birth, Figoni had emigrated to Paris as a young boy, subsequently establishing his fabled coachworks in nearby Boulogne-sur-Seine. It was there that he built up a strong bond with Chinetti; the latter employed him to modify the bodywork of the long-chassis Alfa Romeo 8C 2300s with which he would emerge victorious at Le Mans in 1932 and 1934. Figoni had been commissioned by Lago to construct the bodies of some, if not all, of the T150-C SS Roadsters; their aerodynamic cycle-type wings bore a strikingly similar appearance and construction to those fitted to Chinetti’s Alfa 8Cs. Mindful of the seemingly limitless styling opportunities offered by the distinctly en vogue Art Deco movement, Lago discussed with Figoni the possibility of fitting a number of his chassis with suitably extravagant coupe bodies constructed by the now re-named Figoni et Falaschi coachworks. Such was Figoni’s enthusiasm for the idea that both parties embarked upon an exclusive arrangement to work together in 1937, and no less than 16 such coupes were constructed over the next two years. An initial batch of five cars, retrospectively termed “Jeancart” coupes in deference to the purchaser of the first such example, was constructed using a combination of T-150-C and T23 chassis. Featuring trademark Figoni touches such as steeply raked windscreens, sumptuously sculpted fenders, and oval window apertures, each was impossibly beautiful yet subtly different to the next. Upon its unveiling at the 1937 Paris Motor Show, the new coupe was dubbed “Goutte d’Eau”—literally “water drop”—although this term was quickly anglicized into the more appropriate “teardrop,” which endures to this day. Whilst the Jeancart coupes all exhibited an elegant notch-backed side profile, the second-series cars were arguably even more pure in aesthetic terms, exhibiting as they did a simpler “fastback” tail section. Launched at the 1937 New York Auto Show, the second-series examples assumed the unofficial title of “New York” cars, and 11 were constructed in this style: 10 on 104-inch T150-C SS frames, and one on the longer 116-inch T23 chassis. Each was powered by a 140-horsepower version of the dependable T150-C engine. THE SOLE COMPETITION TEARDROP Believed to have been the penultimate “New York”-style car built, the magnificent example which RM Sotheby’s is honored to offer here, chassis 90117, has the distinction of being the only Goutte d’Eau coupe constructed expressly with competition in mind. Originally commissioned by Philippe Régnier de Massa, a member of one of France’s oldest and most decorated noble families, it was ordered with several competition-inspired modifications, including additional driving lights, a 250-kph speedometer, a "semi-bucket" seat on the driver's side, reinforcement tubes and brackets in the engine bay, a long-range fuel tank, and an external fuel filler cap. Furthermore, according to Figoni’s son Claude, the car was two inches lower and four inches longer than any other Teardrop coupe in an attempt to minimize both frontal area and drag, and it featured both an opening rear window and a unique heart-shaped sunroof to aid ventilation. Doubtless buoyed by the fine 3rd place achieved at Le Mans in 1938 by the Talbot-Lago Portout Coupe of Prenant and Morel, de Massa opted to enter his car in the 1939 edition; remarkably his first race of international standard. For reasons not entirely understood, the car was officially entered by British motor racing luminary and writer T.A.S.O. Mathieson—himself sharing a new T26 model in the race with Chinetti—with de Massa co-driven by Norbert-Jean Mahé, who had finished 9th in the 1934 event. The pair had been performing strongly in 9th place when they were eliminated from the race on the 88th lap, a retirement variously attributed to either a broken valve spring or disqualification following a contravention of the sporting regulations. An appearance in an unnamed post-Le Mans Concours aside, no other outings are recorded for the car during de Massa’s ownership. With war having broken out barely 10 weeks after Le Mans, the car was reputedly confiscated by the Germans in or around 1942, and was eventually acquired in neglected, engineless state by a Herr A. Becker of Rangsdorf, near Berlin, shortly after hostilities ceased. Following the fall of the Berlin Wall in late 1989, 90117 was sold to Peter Schmitz, a resident of western Germany, who commenced a long-overdue restoration of the car. However, Herr Schmitz kept the car only until 1995, when it was sold in an unfinished state to Automuseum Deventer of Joure, in the Netherlands. 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

By Edward Jones – August 01, 2022

RM Sotheby’s Monterey: 1958 Maserati 450S by Fantuzzi

Presented by RM Sotheby's. MODENA’S GOLDEN ERA In the dozen years that followed the Second World War, perhaps no boutique manufacturer consistently built faster or more beautiful sports-racing machines than Maserati. The reconfigured Modena manufacturer, under the helm of new owner Adolfo Orsi, was a wellspring of sensational hand-built competition sports cars that dwarfed the company’s meager advances in production automobiles. From the A6GCS spiders and A6G/54 coupes through the mighty 200S and 300S racecars, Maserati consistently built powerful and aesthetically arresting models that convincingly vied for the Italian and World Sportscar Championships, all while the company bravely teetered on the brink of insolvency. This was one of those glorious storybook chapters that ignored financial necessity in the pursuit of a higher dream: the development of some of history’s most enchanting sports-racing designs. In 1956, nearly a decade into this wondrous evolution, the American privateer team owner and preferred Maserati client Tony Parravano commissioned the factory to build him a pair of 4.2-liter V-8 engines that he intended to use at the Indianapolis 500, as well as a third 4.5-liter V-8 to be used for sports car racing. Welcoming the cash influx of such a significant order, Modena’s engineers also jumped at the chance to dust off a nascent V-8 design that had been shelved with the horsepower de-escalation that followed the disastrous accident at Le Mans in 1955. With engineer Guido Taddeucci supervising development, the V-8 was completed during May 1956 and dropped into a 350S example, chassis number 3501, which was lengthened by 40 millimeters to accommodate the longer engine block. This prototype was tested during the practice session for the Swedish Grand Prix in July, but the engine was clearly too powerful for the rest of the car, stressing the chassis and getting the better of the standard 350S brakes. A purpose-built chassis and transaxle were then devised by Valerio Colloti, and the new car was clothed in lightweight spider coachwork by Medardo Fantuzzi, with a gaping front grille and curved haunches contributing to a striking design. The potential was undeniable during testing, as journalist Denis Jenkinson timed Jean Behra reaching a blazing speed of 181 mph. The breathtaking Maserati 450S had been born. In late October 1956 chassis number 4502, the first 450S example completed for customer delivery, was shipped to Parravano. Maserati then prioritized building two cars for factory-based racing, chassis numbers 4501 and 4503, aiming to compete in the World Sportscar Championship. At the season-opening Buenos Aires 1000 KM in January 1957, Stirling Moss and Juan Manuel Fangio ran away from the competition as the car barely broke a sweat, and victory seemed assured until a broken clutch linkage caused the gearbox to fail, prompting an early retirement. Two months later, with the issues ironed out, Jean Behra and Fangio romped to an overwhelming win at the 12 Hours of Sebring. American team bosses Jim Kimberly and John Edgar immediately wanted to get in on the act, quickly placing orders for cars of their own. These cars went on to perform quite well in competition, particularly Edgar’s chassis number 4506, which was driven by Carroll Shelby to numerous wins. The success of these cars prompted further orders, and by the beginning of 1958 the factory was building what would be the last two of just 10 cars completed. By this point Maserati faced such overwhelming financial difficulties that it had no choice but to cancel its numerous racing endeavors and focus solely on the development of a marketable production road car. Representing the zenith of the A6G’s development in sports car racing during the 1950s, the 450S has evolved into one of Maserati’s most celebrated models, encompassing rarity, raw power, exquisite coachwork, and a bona fide competition pedigree. These beautiful spiders favorably compare with the finest racing models concurrently produced by Maranello or Stuttgart, making them giants at the peak of sports car racing’s pantheon, the crème-de-la-crème of the most exclusive and accomplished models. THE PENULTIMATE 450S Retaining its numbers-matching engine, this 450S benefits from a well-maintained 1990s restoration and in-depth history/research reports by two of the Maserati niche’s most respected historians, combining for one of the best-presented of the 10 examples. The penultimate example produced, chassis number 4509 was ordered new through Carroll Shelby’s Texas-based sports car business by Jesse “Ebb” Rose, a privateer racing driver and owner of the J.H. Rose Truck Line company of Houston, Texas. Rose already owned two Maserati 300S examples, and he employed a racing mechanic named Lloyd Ruby who would go on to be very successful in Indy car racing. Completed in late January 1958, the 450S was delivered in mid-April by Shelby himself to the Galveston airport, where it would participate in an SCCA Regional race called the Gran Carrera Lafitte. Following a warm-up/demonstration lap by Shelby, Ebb Rose took the wheel and finished 1st in both the seven-lap sprint and the 20-lap main event. The victory made quite an impression on the local racing community, culminating in a sponsorship agreement with Micro-Lube, a manufacturer of oil and fuel additives based in Dallas. The rosso coachwork was then repainted in the company colors of blue and white, and decorative script was added to each side reading “Micro-Lube Special.” In this cosmetic livery Rose drove 4509 to victory at the Eagle Mountain SCCA Regional event at Fort Worth, again winning both races while convincingly besting future Chaparral principal Jim Hall, who was driving a Lister Chevrolet. The owner followed this with another victory in November at the Hammond, Louisiana, regional races, this time beating Ray Jones’ Ferrari Testa Rossa. During late 1958 Ebb Rose had been fielding his other Maseratis in the inaugural season of the USAC Road Racing Championship for sports cars, and when the series was upgraded to a full calendar for 1959, he committed all his cars, including 4509. The 450S went on to face off against some of the world’s most accomplished drivers, including European stalwarts like Roy Salvadori, Ron Flockhart, and Maurice Trintignant, and American racers including Dan Gurney, Chuck Daigh, Bill Krause, and Shelby. After two early retirements at Pomona and Daytona, 4509 began to find its stride with mechanic Lloyd Ruby at the wheel, particularly at the Meadowdale circuit north of Chicago, where it finished 2nd in May, 3rd in July, 1st in sprints in September, and 2nd again a day later. At the Los Angeles Times Grand Prix at Riverside, California in October 1959 the Maserati again finished 2nd, propelling Ruby to an impressive 2nd-place finish in the final USAC driver’s standings for 1959. By early 1960 the Maserati was struggling to compete against newer designs, and the car made its last racing start at Riverside in April 1960, resulting in an early retirement. Ebb Rose and Lloyd Ruby now prioritized Indy racing above all else, with the latter making 18 consecutive starts at the Indy 500, and also becoming a key contributor to the development of the Ford GT40. THE POST-COMPETITION YEARS In September 1960 Rose sold the Micro-Lube Special to Frank Harrison of Chattanooga, Tennessee, and it joined two other 450S examples in his collection. Four years later the car was sold by his mechanic, California resident Jerry Eisart, to an unidentified buyer. By May 1965 the Maserati factory tracked ownership of the car to Richard Fellowes, a principal at a marque dealership in Slough, England, and the car was temporarily fitted with the engine from chassis number 4508. Subsequently passing to British parliament member John Fellowes, the 450S underwent a full restoration by vintage racing specialist Trevor Stokes that was documented in the October 1974 issue of Motor Sport magazine. During this process the Maserati’s numbers-matching engine was sourced and re-installed, and five years later the car was acquired by Bob Sutherland of Colorado. In 1986 the 450S was sold to Japanese collector Yoshiyuki Hayashi, by which time it had been repainted in the proper original rosso, as revealed by coverage in a 1986 issue of the French magazine Automobiles Classiques and a 1988 issue of the Japanese magazine Car Graphic. After passing through several U.K.-based dealers in mid-1995, the Maserati was purchased by German collector Peter Groh, and a year later he sold the car to Myron Schuster of Bedford, New York. Schuster soon commissioned a comprehensive restoration. In 2002 the Maserati was acquired by fellow Bedford resident Scott Rosen, and he significantly enriched the car’s documentation by retaining marque expert and historian and author Willem Oosthoek to compile a full research report. The documentation was further bolstered a few years later after Oscar Davis acquired the car when he retained the well-known Maserati historian Adolfo Orsi (grandson of the marque’s onetime owner) to conduct a full inspection and historical analysis, including the sourcing of factory build sheet copies. After conducting a meticulous inspection in 2007, Mr. Orsi authored a report in which he notes that the 450S retained much of its original mechanical equipment, including the engine heads and crankcase, the transaxle, the steering box, radiator, starter motor, the exhaust manifold, the Houdaille shock absorbers, the front and rear suspension components, and the rear De Dion tube. He notes the chassis frame’s tubing is of correct dimensions and appears to be authentic, while the engine bears the correct corresponding internal number stamping of number 6, as per the factory build sheets. This report concludes that the car retains an overwhelming degree of authenticity, with a large majority of the components being original or correct, as well as a continuous and well-documented history. Presented in 2006 at the Palm Beach Concours d’Elegance and the Amelia Island Concours d’Elegance, this beautiful Maserati is a rare example of the marque’s most highly developed 1950s sports-racer that would be welcomed at major events worldwide. It is ideal for display at finer concours d’elegance, or it may also be enjoyed for its raw power at touring events or on private drives. Documented and authenticated by some of the Maserati niche’s most respected historians (including Adolfo Orsi himself), this striking 450S has been mechanically maintained as needed over the last 15 years by Leydon Restorations. It would crown most any collection of vintage Italian sports cars, offering an unparalleled opportunity to acquire a model that only rarely becomes available for public sale. 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

2022 Cadillac Escalade ESV 499996 809490458

By Jordan Aquistapace – July 29, 2022

Check The Spec: A $499K Fully-Armored 2022 Cadillac Escal...

With ballistic armored glass and steel, this Escalade ESV proves to be the safest option on the road! When it comes to everyday driving, the most important factors while considering a new vehicle are safety and security. Nowadays, leading automotive manufacturers are focused on creating safer chassis by following guidelines and regulations implemented by the department of highway safety. For those looking to further enhance a factory vehicle's structural integrity, third-party aftermarket companies that specialize in reinforcing the structure of a vehicle with armored materials. The high-line automotive team at McLaren Charlotte is proud to showcase this fully-armored 2022 Cadillac Escalade ESV as part of its extensive inventory of exclusive supercars and hypercars. Being the perfect option for any celebrity or influential individual, this Escalade ESV offers full 360-degree protection with factory comfort amenities from Cadillac. VIEW PRICE AND LISTING Full Armored Level NIJ-III Protection This Cadillac Escalade ESV comes equipped with the desirable Premium Luxury package, including additional driving aids, exterior components, and interior amenities. Finished in a stealth-like Black Raven color code, the Escalade features a full-black trim with a set of black factory sport wheels. The most impressive aspect of this configuration is a fully-armored upgrade package that can withstand AK47 ball ammunition using 39mm thick glass and ballistic steel. The exterior areas to receive the strengthened support are the windows, roof, quarter panels, fenders, tailgate, and wheel well arcs. Factory Black Leather Interior With Reinforced Highlights With an incognito exterior that proves its strength on a military level, the interior design of this build stays true to Cadillac’s focus on providing a comfortable cabin space for its passengers. Genuine black leather layers the 7-passenger interior configuration, using the same luxury aspects that the brand is known for incorporating. The trunk showcases a locking armored metal door that separates anyone in the interior from the outside world, keeping everyone inside safe during any scenario. ECOTEC3 6.2L V8 (420hp/460ft-lb) Powering the 2022 Escalade ESV is Cadillac’s ECOTEC3 6.2L Naturally-Aspirated V8 engine, capable of producing over 420 horsepower and 460 foot-pounds of torque through its sophisticated all-wheel-drive system. Although speed isn’t its primary concern, the Cadillac Escalade ESV is able to get up and go while still providing a comfortable riding experience. This fully-armored 2022 Cadillac Escalade ESV from McLaren Charlotte is currently available through duPont REGISTRY for $499,995 by clicking on the link below. Check back into duPont REGISTRY for more upcoming luxury lifestyle news and Check The Spec specials. VIEW PRICE AND LISTING

By Jordan Aquistapace – July 28, 2022

Check The Spec: 2022 Lamborghini Huracán LP640-2 STO Fini...

With help from Automobili Lamborghini, this Huracàn STO spec is unlike any other! With a focus on delivering a driving experience close to an on-track race car, Automobili Lamborghini dedicates a portion of its fleet to incorporating aspects from its Squadra Corse motorsport division. The most recent track weapon released to the lineup is the Huracán STO, a lighter and more powerful version of the brand’s most popular road car. As production continues at the Lamborghini factory in Bolognese, Italy, customers are beginning to receive head-turning examples designed through an extensive configuration process. The knowledgable team at Chicago Motorcars is proud to present this show-stopping 2022 Lamborghini Huracán LP640-2 STO as part of its massive inventory of modern supercars and hypercars. VIEW CHICAGO MOTORCARS INVENTORY Finished In Metallic Arancia Bruciato ($14,000) This Huracán LP640-2 STO presents itself in a vibrant factory metallic Arancia Bruciato finish, with matte black and white highlights that accentuate the vehicle’s lightweight body style. The most noticeable track-inspired features on the STO are the aerodynamic and cooling upgrades, which use new front and rear splitters, fender louvers, hood scoop, roof scoop, and manually adjustable rear wing to achieve optimal performance. The build comes fit with a set of silver Hek 20-inch forged wheels and carbon ceramic brakes that act as the traction grabbing source for anyone willing to set the perfect lap time. Nero Cosmus/Bianco Leda Alcantara Interior While its exterior proves to showcase its vibrant side, the interior of this Lamborghini Huracán STO takes on an elegant black and white design. The driver-oriented cabin is layered in Nero Cosmus and Bianco Leda Alcantara, with exposed gloss carbon fiber components that shed weight while adding a true motorsport feel. Connecting the driver and passenger to one of Lamborghini’s most powerful road-legal setups are a pair of carbon fiber race seats, which proudly display the brand’s shield in each headrest. Hints of beautiful white leather flow throughout the dash and center console, incorporating premium materials from the homeland of Automobili Lamborghini. Inside and out, this Lamborghini Huracán STO differentiates itself from any other specification on the road and or track. 5.2L Naturally-Aspirated V10 (640hp/417ft-lb) Powering Lamborghini’s track weapon is a 5.2-Liter Naturally-Aspirated V10 engine, capable of delivering over 640 horsepower and 417-foot-pound of torque to its rear wheels. Paired with a sophisticated quick-shifting 7-speed dual-clutch transmission, the LP640-2 STO launches from 0-60mph in just 2.8-seconds. This 2022 Lamborghini Huracán LP640-2 STO is currently available at Chicago Motorcars with 87 miles for $499,800. View all of the current Lamborghini Huracán STO inventory for sale on duPont REGISTRY by clicking on the link below. Check back into duPont REGISTRY for more upcoming luxury lifestyle news and Check The Spec specials. VIEW ALL LAMBORGHINI HURACÁN STO FOR SALE Source: Chicago Motorcars IG

By Jordan Aquistapace – July 27, 2022

Check The Spec: 1988 Porsche 959 Finished In Paint-to-Sam...

Porsche 959 "Reimagined" by Canepa, 1 of 50 Chassis 003 While the new models from Porsche present the latest and greatest aspects of modern-day automotive manufacturing, historic examples continue to hold significance throughout the vast community of car enthusiasts and collectors. No conversation on Porsche can go on without mentioning the iconic 959, a limited production performance chassis only best described as ‘One of the greatest ‘supercars’ of all time’. The passionate team at Canepa of Scotts Valley, California are proud to showcase this magnificent 1988 Porsche 959 ‘Reimagined’ as part of its incredible inventory of modern supercars, collector cars, and vintage race cars. Originally not imported or federalized for the U.S. market, Canepa was instrumental in the passing of the Show or Display law, the federal legislation that allowed these highly sought-after vehicles to be driven in the U.S. for the first time in 1999. VIEW PRICE AND LISTING Finished In PTS Emerald Green duPont REGISTRY As part of Canepa’s SC program, this Porsche 959 underwent a complete overhaul to bring the motorsport icon back to the best version of itself. The restoration took thousands of man hours, using over 3,000 individual pieces that have been restored, rebuilt, or upgraded throughout the meticulous build process. This Porsche 959 features an incredibly rare ‘Paint-to-Sample’ Emerald Green exterior unlike any of the other 292 examples in existence. To further increase the ride quality and handling performance, Canepa designed and produced a new 18-inch wheel utilizing modern technology while still staying true to Porsche’s original 959 design. Matching Emerald Green Leather Interior duPont REGISTRY Highlighting the Porsche 959’s exterior with a head-turning color, this Canepa SC build includes a matching Emerald Green leather interior configuration. The deep tone of dark green finds its way throughout the sport-style seats, dashboard, center console, rear bucket seats, door cards, and steering wheel. The driver-oriented cabin looks and feels exactly as it would on its delivery day in 1988. Upgraded 2.8L Twin-Turbocharged Flat-Six (800hp/600ft-lb) duPont REGISTRY Porsche originally fit the 959 with a 2.8L Twin-Turbocharged Flat-Six engine that produced an astonishing 444 horsepower upon its launch, reaching a top speed of 211mph. As part of the Canepa SC build, the engine received upgraded unparalleled Borg Warner turbos and an engine management system to produce a mind-blowing 800+ horsepower/600 lb-ft of torque. This 1988 Porsche 959 SC from Canepa is currently available through duPont REGISTRY by clicking on the link below. Check back into duPont REGISTRY for more upcoming luxury lifestyle news and Check The Spec specials. VIEW PRICE AND LISTING

By Tyler Rampersaud – July 26, 2022

Check The Spec: 2022 Porsche 911 GT3 Finished In PTS Acid...

Like the color of this stunning example, the Porsche 911 GT3 is one of the highlights of the sports car world. The 911 GT3 is one of the most dynamic, powerful, and track-focused Porsches ever built, and the latest generation of the car squeezes unfathomable amounts of performance out of its naturally-aspirated drivetrain. To own one of these incredible performance cars is the opportunity of a lifetime, and at Eurocar in Costa Mesa, California, the incredible 2022 Porsche 911 GT3 can be yours as it joins Eurocar’s stunning and unique inventory of vehicles. VIEW PRICE AND LISTING Finished in PTS Acid Green The head-turning color of this 911 GT3 is unique for more than just its bright and unforgettable hue, it was ordered as part of Porsche’s Paint to Sample program, which is an option worth almost $13,000, which is worth the stunning, unique, and bespoke finish it offers. Along with it is an optional stripe decal in silver, a $680 option, and the exterior also features silver GT3 wheels and yellow brake calipers, a hallmark of Porsche’s Porsche Ceramic Composite Brakes, a $9,210 option. Black Leather/Race-Tex Interior With GT Silver Stitching The driver-focused interior of the 911 GT3 makes it clear that the car is ready to absolutely dominate on the track, with black Race-Tex and leather surfaces giving a classic, clean look so you can focus on what matters most, driving fast. Silver stitching and seatbelts provide a striking accent, while the BOSE Surround Sound System, Puddle light projectors, and Ambient lighting system inject luxury into this laser-focused racing machine. Other features like the fire extinguisher, $3,670 Front Axle lift system, and Extended Range Fuel Tank make this 911 GT3 driveable and enjoyable even in places where, unfortunately, speed limits are imposed. 4.0-liter naturally-aspirated 6-cylinder (502hp/346lb/ft) The Porsche 911 GT3 represents the pinnacle of the 911’s performance with a naturally-aspirated engine, with the lightweight car making use of 502 horsepower and the lightning-quick PDK transmission to get from 0-60 in just 3.2 seconds and reach a top speed of a blistering 197 mph. With that immense amount of power going to the rear wheels, the Porsche 911 GT3, and especially this beautiful example, is the driver's car of any car enthusiast’s dreams. This car is sure to leave onlookers green with envy, and it’s available from Eurocar for $319,999 by clicking the link below. For more luxury lifestyle and incredible performance cars like these, keep checking into duPont REGISTRY. VIEW PRICE AND LISTING

By Edward Jones – July 26, 2022

Highline Highlights: Euro Prestige Imports

Presented by Euro Prestige Imports. Some of the best exotic cars for sale at Euro Prestige Imports. Today, we’re featuring Euro Prestige Imports, a car lovers paradise, built by a group of true automotive enthusiasts. Euro Prestige Imports aims to provide its customers with a totally inclusive automotive ownership experience. The two locations in North Carolina combine to offer customers with a full-service lounge experience, car storage facility, office, conference rooms, event & brand activation center and let's not forget a collection sports cars service for maintenance of the finest European automobiles. Below is just a small taste of the impeccable offering from Euro Prestige Imports. You can also click the button below to view their entire inventory. View Euro Prestige Imports' Inventory Recreation of the Porsche 804 F1 Open Wheel Race Car View Price And More Pics 1986 Porsche 911 930 Turbo " width="680"> View Price And More Pics 1959 Ferrari 250GT Owned By the Duke of Halland " width="680"> View Price And More Pics

By Edward Jones – July 22, 2022

Check The Spec: One-Owner 2012 Lexus LFA For Sale

Witness the sound of a true legend with this rare Lexus LFA. For many, the Lexus LFA is the ultimate supercar, bringing style, raw power, luxury, and one of the most beautiful exhaust notes to the table. Since it was released, these reasons have brought many collectors to purchase the Japanese supercar and add it to their collection. If you happen to be on the lookout for an exquisite example of the LFA, we've got you covered. The team at Isringhausen Imports of Springfield, Illinois is proud to showcase this one-owner 2012 Lexus LFA for sale in the very rare red paint. VIEW PRICE AND LISTING Finished In Rare Red Paint With just 3,881 original miles on its odometer, this LFA is in immaculate condition. When Isringhausen Imports acquired the vehicle, they did so from the original owner. Because of the lack of owners, this LFA comes with a plethora of extras like the services records, original books, manuals, and even the production photos. This LFA is a perfect example of Isringhausen's ability to handpick only the finest vehicles to offer to their clients. Red and Black Interior Inside, this LFA has a red and black interior that perfectly matches its exterior. Added touches like the red seat backs and stitching finish of what is a perfectly designed supercar cabin. For the driver and passenger, there are two bucket seats that comfortably keep them in place thanks to prominent bolsters. For the driver, a stylish yet sporty carbon fiber steering wheel rests before them with alloy paddle shifters at a fingertip's reach for quick shifts. 4.8-liter V10 Engine (553 hp / 354 ft-lb) Powering this LFA is a powerful 4.8-liter V10 engine that pumps out 553 horsepower and 354 lb-ft of torque. While this power is impressive, it's the sound that it impressive that has become a legend. When creating the engine and exhaust system, engineers at Lexus aimed to create an exhaust note that's akin to a Formula 1 car and its high-revs. Inside, the driver and passenger can get a wonderful performance from the engine thanks to twin ducts that channel the sound into the cabin. Additionally, Lexus used the engine sound of the LFA as the subject of a commercial where a champagne glass was shattered when placed near the exhaust. VIEW PRICE AND LISTING

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