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

1971 Lamborghini Miura P400 SV by Bertone1324143

By Edward Jones – January 15, 2023

RM Sotheby’s Arizona: 1971 Lamborghini Miura P400 SV by B...

Presented by RM Sotheby's. RM Sotheby’s Arizona: 1971 Lamborghini Miura P400 SV by Bertone ANATOMY OF A RAGING BULL The Spanish bull referred to as the Miura may have first entered the pop culture lexicon with the publication of Ernest Hemingway’s enduring 1926 classic The Sun Also Rises. Hemingway’s disaffected expatriates travel to Spain to watch the bullfights, and there they are impressed by the brutal capabilities of the Miura, a creature that is muscular, powerful, lithe, and menacing. Forty years later, Ferruccio Lamborghini introduced his automotive interpretation of the Miura, and in every way the new model lived up to the values of its namesake. Replete with all the grace and power of Pamplona’s bulls, the Miura P400 was a revolutionary sports car in every sense, from its transversely positioned mid/rear-mounted V-12 engine, to the sinewy and voluptuous coachwork designed by Bertone’s Marcello Gandini. After progressing through the P400 S iteration unveiled at the Geneva Salon in March 1970, the Miura underwent one final development introduced in Geneva a year later. The resulting Miura P400 SV was available by special order only, and the SV (or Spinto Veloce) nomenclature instantly clarified that this was the most mechanically advanced Miura to emerge from Sant’ Agata Bolognese. To accommodate fiercer performance, the chassis was reinforced and the rear suspension was improved with larger wishbones. In combination with the fitting of larger wheels, this resulted in a wider rear track that necessitated sculpting wider rear fenders, adding further muscular character to Gandini’s original design. The proprietary Lamborghini V-12 was further tuned to develop 385 horsepower, a dividend of an additional 15 horsepower over the concurrent P400 S. Among a combined output of approximately 900 total examples built, the P400 SV was built in a relatively modest quantity of 150 examples, making it the rarest of the three Miura variants. To this day the model remains prized by discerning collectors for its uprated performance and elevated cosmetics, signifiers of the most highly developed and advanced version of Lamborghini’s legendary bull. CHASSIS NUMBER 4926 Desirably equipped and benefitting from a comprehensive restoration by one of the marque’s most respected specialists and retaining its numbers-matching components, this beautifully presented Miura is one of the finest examples of the P400 SV to be offered in recent memory. According to Simon Kidston’s authoritative Miura registry, chassis number 4926 completed factory assembly in November 1971, finished in Giallo Sole paint and upholstered with Nero leather. The car was desirably equipped with the split-sump lubrication system common to later examples, and there is a strong chance that the currently fitted air-conditioning system was originally installed by the factory. While there is currently no corroborative documentary evidence, it is believed that this Lamborghini was originally distributed to the Rome-based dealer Carpanelli for sale to an Italian client named Cervini residing in Louisiana. After passing through collections in Idaho and Florida, the Miura was eventually sold in 1990 to Bill Young of Arizona, the owner of one of the most respected suppliers of parts for vintage Italian performance cars. The P400 SV was acquired in 2001 by the well-known dealer/film producer Randy Simon, and he soon commissioned a full refurbishment by the Bobileff Motorcar Company in San Diego, one of the foremost restorers of classic Lamborghinis. The four-year restoration reportedly addressed every mechanical and cosmetic aspect of the car, including a complete rebuild of the V-12 engine by Bob Wallace, the former racing driver and Lamborghini factory test driver/engineer. The exquisite coachwork was repainted in the lovely shade of Blu Notte (midnight blue), while the interior was retrimmed in light gray leather with complementary dark blue carpeting, combining to create a very handsome color scheme. Following completion of the work, the Miura was presented at several concours, winning its class at the 2005 Concorso Italiano and at the 2007 Los Angeles Concours d’Elegance, where it was also awarded Best in Show and Most Elegant. The SV was also exhibited at the 2007 La Bella Macchina d’Italia and won another class award at the Lamborghini Club of America’s National Meet in Monterey, California. Sold to the current owner in January 2011, the Lamborghini was treated to a host of measures through 2013 as indicated by invoices on file, including a rebuild of the transmission, carburetors, and master cylinder. The engine and carburetors were tuned, the wiring system was repaired, a Tubi Style exhaust was installed, and the air conditioning was charged. Since then, the Miura has largely remained in climate-controlled storage, although in preparation for the current offering the car underwent a fluid service in November 2022 to ensure basic operating condition. As the beneficiary of a full restoration by one of America’s leading Lamborghini specialists, the quality of which has been confirmed by the car’s impressive show record, this striking P400 SV would make a fabulous acquisition for any marque enthusiast or collector of iconic sports cars. It is also worth noting that the car bears mechanical stampings that indicate it retains its numbers-matching chassis, engine, and body. Beautifully finished and powerfully specified, this rare example of the last batch of a special breed exemplifies all the remarkable traits for which the Miura is so celebrated, perpetuating the model’s mythos in a fashion that even the noted sportsman Hemingway could hardly match. This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Original West Penn Garage sales invoice issued 30 December 1968 to John W Maher for 1969 Chevrolet Corvette ZL-1 Convertible #710209. Tags: First Second Third Forth Fifth Sixth

1993 Porsche Turbo S Lightweight 1321329

By Edward Jones – January 13, 2023

RM Sotheby’s Arizona: 1993 Porsche Turbo S 'Lightweight'

Presented by RM Sotheby's. RM Sotheby’s Arizona: 1993 Porsche Turbo S 'Lightweight' In January of 1992, Porsche Exclusive (formerly the Sonderwünsche, or Special Wishes Department) manager Rolf Sprenger composed a three-page internal memo to the board of directors suggesting a small run of 964-chassis 3.3-liter 911 Turbo coupes that would be much lighter than the production version, and thus capable of even more impressive performance. They would essentially be a road-legal version of the 964 Turbo that had captured the 1992 IMSA Supercar Championship. On 22 May 1992, management authorized the project, with examples completed between July and November to be designated 1993 models. The Turbo S Lightweight, or Leichtbau, would be the first model built and developed entirely by Porsche’s customizing department, with each example assigned a discrete VIN. Porsche built 86 examples, including the car offered here. Visually similar to the 964 Carrera RS 3.8, the Turbo S Lightweight in fully stripped trim weighed a svelte 2,850 pounds, more than 400 pounds less than a standard Turbo S, thanks to the deletion of such comfort and convenience items as air conditioning, power steering, rear seats, radio, insulation, and sound-deadening materials. Some customers opted to retain various comfort and convenience features, which while putting a few more pounds back into the equation, allowed a more refined driving experience. The Turbo’s production door cards were replaced with those from the Carrera RS. The doors, the front trunk lid, and the tail spoiler were in glass-fiber-reinforced carbon composite, while thinner glass was installed in the rear and side windows. The tub was seam-welded and reinforced, a new alloy strut brace stiffened the front suspension, and the chassis sat 40 millimeters lower over the polished 18-inch Speedline three-piece alloy wheels shrouding “Big Red” Turbo brakes. The uprated Type M30/69 SL engine received more aggressive cams, larger fuel injectors, and a more efficient KKK turbocharger, which boosted output to 381 horsepower at 6,000 rpm, a 61-horsepower improvement over the standard 3.3-liter Turbo. To make sure everyone knew that this was a special engine, the intercooler housing and air-filter unit were painted red. Rear-quarter vents derived from the 959, new front air-intake ducting, and a different deck spoiler set the Turbo S Lightweight apart from its brethren. Offered here is a fine example of a 964-chassis Turbo S Lightweight that was delivered new to Porsche's Japanese distributor, MIZWA Limited in Tokyo, and thence to its first owner. As such, this car wears various Japanese-mandated safety and emissions labeling. The car was imported to the United States by a prominent American collector in early 2015 under a US Environmental Protection Agency/Department of Transportation "Show and Display" license granted the same year. The car retains its factory air-conditioning system along with electric windows, which were standard 964 fare. Reverting to manual window winders would have forced Porsche to re-certify the model. Delivered from the factory in Speed Yellow (12G), this Lightweight features a black and gray interior with a black headliner and a full Matter integrated roll cage. Leather Recaro Sport seats wear red four-point Sabelt competition harnesses, while the RS-type door cards feature yellow fabric release straps. The black and gray leather-wrapped steering wheel likewise features a yellow center pad embossed with the Turbo S script. Other features include black carpeting, deletion of the model script on the trunk lid, non-assisted steering for better feedback, a fully carpeted front trunk with yellow Turbo S embroidery, and a carpeted storage box in place of the rear seats. The car rides on 18-inch polished, three-piece Speedline wheels wearing Dunlop performance tires. The suspension was upgraded with the M030 European Sport Suspension package, which lowered the chassis ride height by almost one inch and added slightly stiffer springs, struts, and shocks with larger anti-roll bars at both ends. An additional oil radiator hides behind the slotted front valance and air inlets integrated in the front light units. As reference to Porsche's success in the 1991 Bridgestone Potenza North American Supercar series with a special race-prepped 964 Turbo S2, the sculpted rocker panels were decorated with a commemorative stripe reading "Supercar Champion IMSA." This car is supplied with a Porsche Certificate of Authenticity, a tool roll with spare fan belt, collapsible spare tire and electric compressor, tire pressure gauge, work gloves, and a safety triangle. In April 2022, Pfaff Tuning of Woodbridge, Ontario serviced the car, changing the oil change, engine air filter, and spark plugs. Rare, quick, and show-stopping, this Turbo S Lightweight with numbers-matching engine will surely impress at any club event or Porsche gathering, whether on display or storming around the circuit. This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Tags: First Second Third Forth Fifth Sixth

By Edward Jones – January 12, 2023

RM Sotheby’s Arizona: 2014 Ferrari LaFerrari

Presented by RM Sotheby's. RM Sotheby’s Arizona: 2014 Ferrari LaFerrari From the competition-oriented 288 GTO of the mid-1980s to the 40th-anniversary F40 model, the F50, and the Enzo, Ferrari has a revered tradition of creating landmark, limited-production supercars to commemorate heritage while reinforcing its identity as a boutique builder of nothing less than the most extraordinary sports cars money can buy. By the early 2010s, a new breed of hybrid-electric hypercars from other manufacturers was challenging its status—most notably the McLaren P1 and Porsche 918 Spyder. Tapping the spirit of competition that had served it so well on the track for 65 years, Ferrari duly met this challenge with yet another limited-production supercar, one that would dwarf its predecessors in power, technology, and scope. Unveiled at the 2013 Geneva International Motor Show, the new model was simply called LaFerrari—literally “The Ferrari.” When the media and enthusiasts eventually dissected the performance numbers, design, and engineering, it was difficult to argue with the model’s boastful name. The heart of LaFerrari is a mid-rear-mounted, 6.3-liter V-12 engine directly lifted from the developmental FXX model. With an absurd compression ratio of 13.5:1, the V-12 developed 789 horsepower, redlining at a whopping 9,250 rpm. The 516 pound-feet of torque arrive relatively high, just shy of 7,000 rpm. An electric motor derived from the company’s Formula 1 Kinetic Energy Recovery System (KERS) was installed in the rear, adding 161 horsepower, greatly improving response and acceleration at lower rpms. Power was routed directly to the rear axle alone, while a seven-speed dual-clutch transaxle managed gear changes. In total, the two powertrains combined for a head-spinning 949 horsepower and 663 pound-feet of torque, propelling the slippery LaFerrari to 60 mph from a standstill in as little as 2.4 seconds. The quarter mile arrived in 9.7 seconds at 149.2 mph, besting both the Bugatti Veyron and the Porsche 918. “It’s closer to driving an LMP car than, say, a 458 Speciale,” Road & Track writer Larry Webster after testing the LaFerrari. The carbon-fiber tub is cured alongside those of the Scuderia’s Formula 1 cars, and the entire architecture is based around the driver’s seating position, which is 2.4 inches lower than that of the Enzo, with leather and Alcantara seating surfaces mounted directly to the floor and rear firewall. Accordingly, the pedals are adjustable, and the seat custom-padded for each individual buyer. Ferrari’s in-house designer Flavio Manzoni penned the coachwork, which is beautifully low-slung and sleek while eschewing the brutal and somewhat angular styling of the Enzo. Electronically deployed active aerodynamic elements, including “smart” front and rear undercarriage panels, and a rear spoiler continuously attenuate downforce from between 200 and 800 pounds to maintain the car’s traction and composure at any speed. Mammoth cross-drilled and vented Brembo carbon-ceramic disc brakes and proprietary Pirelli P-Zero Corsa tires complete the technical profile, keeping the LaFerrari grounded through screaming switchbacks. Concluding production in January 2016, manufacture of the LaFerrari was capped at 499 examples, lending the model the degree of exclusivity expected of a top-shelf Maranello hypercar. Officially retailing for over $1.3 million, all 499 cars were purchased by preferred clients before the first LaFerrari was even completed. LAFERRARI BLU ELETTRICO This incredible and uniquely specified LaFerrari was ordered new by none other than noted marque enthusiast and collector Greg Whitten via Ferrari of Seattle, Washington. Whitten’s status as a Ferrari collector is nearly unrivaled and his carefully curated collection boasts everything from important and historically significant examples of Maranello’s most famous racing and sports cars, to tailormade renditions of their most exclusive modern offerings. His superb curatorial sensibilities were most famously (and publicly) recognized in August 2018, when Whitten bestowed RM Sotheby’s with the distinct honor of bringing his 1962 250 GTO, chassis 3413, to auction. A truly exceptional example of the model, 3413’s hammer price secured a record $48.4 million—still the highest price ever achieved for a Ferrari at auction. Residing at the innermost circle of Ferrari’s VIP ecosystem, Whitten and few others are instantly allotted order slots for the marque’s hottest and most exclusive new models, their custom specifications eagerly awaited by the factory and originating dealer. Whitten selected this dynamic and breathtaking shade of Blu Elettrico over a timeless Crema full leather interior—it is the sole LaFerrari produced in this color combination. Aside from its dazzling color scheme, this unique LaFerrari is further enriched by a set of magnesium gray wheels housing black painted brake calipers, a gloss black roof, and headrests embroidered with the famous Cavallino Rampante image. Delivered new to Ferrari of Seattle in December 2014, maintenance was the exclusive concern of the originating dealer until the car was acquired by the consignor in September 2021. Now in Colorado, this LaFerrari has been looked after by the consignor’s collection management company over the past 700 miles of exhilarating use and notably received a non-transferable “LaFerrari Power” extended warranty via Ferrari of Denver. Showing just 3,186 miles at the time of cataloguing, the consignor reports that it is completely “on the button” and performs superbly. Ferrari Classiche has recently issued a "Yellow Book" for the car; as of cataloguing time this book is enroute from Maranello and will accompany the sale. Ferrari’s first foray into hybrid technology, the LaFerrari has quickly solidified its position in the upper echelon of modern hypercars. With its striking design and breathtaking performance, it is destined to be celebrated as one of the all-time great Ferraris built for the road, with this stunning, uniquely specified Blu Elettrico example among the very best ever to become available. This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Tags: First Second Third Forth Fifth Sixth

By Edward Jones – January 11, 2023

RM Sotheby’s Arizona: 2005 Porsche Carrera GT

Presented by RM Sotheby's. RM Sotheby’s Arizona: 2005 Porsche Carrera GT The title of “last great analog supercar” is hotly contested, but the Porsche Carrera GT sits at the top of the list for countless enthusiasts. Advanced in its design and in its use of cutting-edge materials, the Carrera GT nevertheless offers a purist driving experience unlike anything built by major automakers today. At its heart is a naturally aspirated V-10 engine paired with a specially developed six-speed manual transmission, the sole gearbox offered. A lack of intrusive electronic driving aids made the Carrera GT a raw and challenging, but immensely rewarding, car to master. The tale of the Carrera GT’s development—and how it languished beneath shifting tides of corporate investment between 1998 and late 2003—is a complex and fascinating story. Suffice to say, this so-called “Lazarus” project found its origins in a secretive Formula One powertrain program, a Le Mans Prototype chassis, and a concept car exhibited at the 2000 Paris Motor Show. Porsche’s intensive shift toward its Cayenne SUV initially doomed this ambitious supercar project. However, the Cayenne’s massive commercial success injected the capital needed to finish the Carrera GT and present its production prototype at the 2003 Geneva Motor Show. Having resisted death several times over the course of its multi-year development, on 23 February 2003, Porsche’s Carrera GT emerged triumphantly into the limelight—and an accompanying shower of deposit slips. Porsche’s new supercar broke ground in many ways; it was the company’s first product to utilize an immensely strong but lightweight monocoque cabin and engine support unit of carbon fiber-reinforced plastic (CFP) with steel bracing around the windshield and passenger compartment. Chassis construction was sublet to Italian aerospace component maker ATR Composites. The front and rear suspension systems were based on a state-of-the-art racing design, with upper and lower stainless-steel wishbones and inboard-mounted, rocker-arm-operated, coil-over shock absorbers at all four corners. Huge ventilated and cross-drilled carbon-ceramic disc brakes were managed by multi-piston rear light-alloy calipers fitted behind forged magnesium-alloy center-lock road wheels. Furthermore, the Formula One-derived V-10 engine now had a home. Sized at 5.7 liters in production form, this marvelous 40-valve powerplant developed an astonishing 613 horsepower at 8,000 rpm and 435 pounds-feet of torque at 5,750 rpm. Power was delivered through a six-speed manual transaxle. To keep the car’s center of gravity as low as possible, the engine employed dry-sump lubrication. The bodywork incorporated large air intake and exhaust vents, as well as a pair of removable CFP roof panels that could be stored onboard, a rear air diffuser, and a stability-enhancing rear wing that rose automatically at 75 mph. The leather interior was luxurious, with every amenity, and included a large digital information screen. The Carrera GT was fitted with numerous safety systems, including traction control and anti-lock braking, all vital to a machine capable of 0–60 times of three seconds and a maximum speed of 200 mph—quite remarkable for a normally aspirated road car. CARRERA GT 0825 This Carrera GT, serial number 0825, is one of just 644 US-market examples produced between 2004 and 2006. Finished in the stunning shade of Seal Grey (Y1) over a Terracotta leather (MZ) interior, additional factory specifications included XT bucket seats, Porsche Online Pro CD radio, air conditioning, a car cover, and a set of Terracotta luggage. Since 2005, this Carrera GT has covered 12,921 miles. In November 2022 the car was serviced by Porsche North Scottsdale, where it received an oil change and a brake fluid flush. The Carrera GT is accompanied by owner’s manuals with pouch, a center-lock wheel socket, two small pouches that fit neatly into the doors, as well as two leather straps to secure the top panels when stored in the front trunk. Developed from Porsche’s Formula One and Le Mans programs, the Carrera GT is Porsche’s landmark hypercar, an icon of its era, and one of the last great true analog cars. This example, finished in Seal Grey over Terracotta, is sure to impress and draw the attention of discerning enthusiasts for years to come. This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Tags: First Second Third Forth Fifth Sixth

1967 Ferrari 275 GTB 4 by Scaglietti1324175

By Edward Jones – January 10, 2023

RM Sotheby’s Arizona: 1967 Ferrari 275 GTB/4 by Scaglietti

Presented by RM Sotheby's. RM Sotheby’s Arizona: 1967 Ferrari 275 GTB/4 by Scaglietti EVOLUTION OF A PERFORMANCE ICON At the Paris Motor Show in October 1966, Ferrari introduced an upgraded version of the 275 GTB that had debuted two years earlier. In most respects, the new car was nearly identical to its predecessor, as it also employed the long-nose body style that had been adopted later in the original 275’s production run to prevent front lift at speed. The major difference in the new car was under the hood, where an upgraded version of Gioacchino Colombo’s short-block, 3.3-liter V-12 engine (now dubbed the Type 226) was fitted with dual overhead camshafts; this was the first appearance of such valve actuation in a production Ferrari road car. A slightly modified hood with a raised center section was added to the Scaglietti bodywork to accommodate the taller engine profile. Equipped with dry-sump lubrication and six Weber 40 DCN/9 carburetors, the new engine developed 20 horsepower more than its predecessor, giving the nimble 275 chassis an added jolt of performance. The GTB/4 was also standard equipped with a revised driveshaft arrangement in a solid torque tube, effectively eliminating vibration issues that often plagued the earlier variants. The new four-cam 275 Berlinetta was Ferrari’s most dynamic road car yet, and it would forever be remembered as the last of the classic V-12 front-engine models, as the forthcoming 365 GTB/4 would feature completely different aesthetics, marking a transition to 1970s styling. Only 330 examples of the 275 GTB/4 were produced before the model was discontinued in 1968, adding a degree of rarity to the revered Ferrari, as well. CHASSIS NUMBER 10325 Benefitting from 45 years of single-family ownership and in largely original condition, this well-presented 275 maintains a remarkable purity. According to the research of marque expert Marcel Massini, chassis number 10325 is approximately the 203rd example of the 330 four-cam cars. It was specified for the American market with instruments in miles and equipped with power windows and full leather seats. Finished in Grigio Argento paint over an interior of Nero Vaumol Connolly leather, the berlinetta was sold new through Luigi Chinetti Motors in Greenwich, Connecticut in September 1967. According to a SEFAC invoice on file, the Ferrari was initially purchased the same month by Barnett Sumski, a resident of Tiburon, California. It appears that Mr. Sumski bought the car with the intention of using it for European touring, as it was immediately registered with Italian tourist plates, implying that the owner took delivery at the Maranello factory. Indeed, Mr. Massini’s research demonstrates that the car was serviced soon thereafter by the Ferrari Factory Assistenza Clienti in Modena before being exported in October 1967, shipped from Milan to San Francisco via London. In December 1967, Mr. Sumski sold the 275 to its second owner, G. Ernest Lopez, who was an attorney based in San Leandro, California. Mr. Lopez kept the GTB/4 about a year before selling it to Ferrari distributorship Modern Classic Motors, William Harrah’s well-known concern based in Reno, Nevada. By this time a Motorola AM/FM radio had been installed. In 1971, the Ferrari found more lasting ownership when it was acquired by Wade Carter Volkswagen in Seattle, Washington. Wade Carter was a respected and accomplished dealer in the Pacific Northwest, first practicing his trade in the 1950s in Salem, Oregon, before founding his own dealership in Seattle. Also an avid amateur racer, Mr. Carter amassed a significant collection that included marques such as Bentley, Ferrari, Jaguar, Porsche, and Rolls-Royce. The 275 became a centerpiece of Mr. Carter’s collection, and he retained possession for many decades. Following his passing in 2001, his family continued to keep the Ferrari for another 15 years before offering it for sale in March 2016, capping a remarkable period of almost 45 years of single-family ownership. Some years prior, the GTB/4 underwent at least one bout of mechanical maintenance, including reappointment of the seats with proper Nero leather upholstery, rebuilds of the brakes, master cylinder, slave cylinder, and wheel cylinders, and installation of new exhaust tips. In preparation for the 2016 offering, the car was reportedly submitted to the racing shop J&L Fabrications in Seattle, whose specialists rebuilt the carburetors and distributors, and serviced the ignition system. At this time the wire wheels were also reconditioned. By the end of 2016, the Ferrari was acquired by the consignor, a significant collector based in Louisiana. The 275 has accrued very little mileage during present ownership, mostly being stored in a climate-controlled facility. In addition to other freshening measures, the car was dispatched in July 2017 to the respected shop Restoration & Performance Motorcars in Vermont, and the type 213/226 engine was treated to a comprehensive rebuild that cost $44,855, according to an invoice on file. It is worth noting that the car retains component stampings that demonstrate the continued presence of the matching-numbers chassis, engine, and gearbox. Still presenting in exceptionally original condition thanks to fastidious attention by just four caretakers, and documented with a sizeable file of paperwork, this wonderfully maintained 275 GTB/4 is a highly desirable example of Maranello’s celebrated late-1960s berlinetta. It is ideal for marque enthusiasts searching for well-preserved examples benefitting from a minimal ownership chain, offering the potential for concours presentation or touring enjoyment, and worthy of the legendary cry, "Forza Ferrari!" This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Tags: First Second Third Forth Fifth Sixth

By duPont REGISTRY – January 09, 2023

RM Sotheby’s Arizona: 2017 Ferrari F12tdf

Presented by RM Sotheby's. RM Sotheby’s Arizona: 2017 Ferrari F12tdf After applying the hallowed GTO moniker to the higher-spec version of the 599 GTB, Ferrari chose to revive another storied name from its past for an even more potent version of the F12berlinetta: Tour de France, a nickname originally given to the 250 GT Berlinetta Competizione in the late 1950s after its stunning streak of wins at the Tour de France Automobile road race. Unveiled at the 2015 Finali Mondiali held at the Autodromo Internazionale del Mugello, the F12tdf was the most powerful naturally-aspirated Ferrari ever built and only the company’s top clients were given a chance to buy one. Designed as a road-legal, track-focused variant, the F12tdf featured many improvements over the already technologically advanced F12berlinetta. The 6.3-liter V-12 engine was retuned to produce a reported 769 horsepower, making it—with the exception of the LaFerrari hybrid hypercar—more powerful than any Ferrari that had come before. The space-frame chassis, codeveloped with Scaglietti, was made up of 12 different aluminum alloys, reportedly making it 20 percent stiffer than the preceding 599 while also being 154 pounds lighter. This rigidity also allowed engineers to lower the F12’s center of gravity by about one inch for nearly perfect front-to-rear weight distribution. Extensive use of carbon fiber reportedly saved an additional 243 pounds. Power was transferred to the rear wheels via a seven-speed, dual-clutch, paddle-shifted, automated manual transmission with shorter ratios and capable of quicker gear changes. To reign in the nearly 800 horses, carbon-ceramic disc brakes with one-piece calipers were borrowed from the LaFerrari. The F12tdf was also the first Ferrari to feature four-wheel steering as standard equipment. Externally, the F12tdf was a more visually aggressive machine with wider side sills and an “aerobridge” directing airflow along the sides of the car. Thanks to a taller rear wing and active rear diffuser, the F12tdf boasts an 87-percent increase in downforce compared with the standard F12. These modifications made for one of the quickest cars to ever wear the Cavallino Rampante badge. Sporting a stunning 0–60 time of just 2.9 seconds and a claimed tops speed of 211 mph, the F12tdf was only 1.3 seconds behind the LaFerrari around Ferrari’s Fiorano test track. The original Tour de France Automobile race rewarded cars that combined maximum performance with drivability. The F12tdf is, appropriately, the ultimate expression of the concept: an extreme road car that is equally at home on the track. With just 799 examples built from 2015 through 2017, any F12tdf is a rare machine. Chassis 224694, presented here, is even rarer, given its unique finishes of Rosso Scuderia over red and black leather. Whereas most Tour de France F12s were featured a spartan Alcantara interior, this example was ordered luxuriously trimmed in full red leather with red and black “Daytona” style seats. This striking combination was further augmented with extensive carbon fiber both inside and out. A copy of the window sticker shows the high-tech material was optioned on the engine covers, air-filter box covers, fog light and headlamp buckets, floor plates, rear shelf, and bench to name a few. Other options included a full luggage set of hard and soft cases, AFS adaptive headlamps, Apple CarPlay compatibility, leather-trimmed transmission tunnel, colored seatbelts, and gold brake calipers. Stunningly appointed, these options added more than $170,000 to the cost of the car when new, for an eyewatering suggested retail price of $658,249.00. Within the last two years, this F12tdf has had the oil and brake fluid changed and the air conditioning serviced by Ferrari of Rancho Mirage in California. In July of 2022, the same Ferrari dealer installed four Michelin Pilot Sport tires and a new battery. Invoices documenting the work are included in the sale. The Ferrari F12tdf is without a doubt one of the greatest grand tourers ever made and a worthy successor to the brutish V-12 sports cars that established Ferrari’s legacy. The example offered here is certainly one of the best, with low mileage and impeccably optioned, this is a Ferrari to be cherished and a worthy centerpiece of any collection. This vehicle will be offered at RM Sotheby’s Arizona sale, kicking off the 2023 collector car auction calendar 26 January. View more and register to bid online at rmsothebys.com today. View Listing Tags: First Second Third Forth Fifth Sixth

By duPont REGISTRY – January 04, 2023

Low-Mile 1991 Ferrari F40 Being Auctioned By Sackey & Co.

Low-Mile 1991 Ferrari F40 Being Auctioned By Sackey & Co. Presented by Sackey & Co. Sackey & Co. | Online Supercar Auctions is proud to present this incredibly low-mileage, pristine 1991 Ferrari F40 chassis no. ZFFMN34A4M0089523 with only 1,377 miles from new. Mark your calendar for the online auction, starting on January 5th and concluding on January 12th at SackeyandCo.com. The Ferrari F40 was introduced in 1987 as a celebration of Ferrari’s 40th anniversary. The last Ferrari sanctioned by Enzo himself, the F40 was one of the most driver-focused road-going Ferraris of all time. Featuring a stripped-out carbon-kevlar body and a twin-turbocharged V8, the F40 is a poster supercar for an entire generation. Of the 1,315 F40s known to be built, only 211 of them were USA specification examples with the associated upgrades that Ferrari applied to these unique cars destined for the states. The USA F40 applied the following changes vs. a European example: • Power output rated “at or above 500 bhp” at 7000 rpm (European cars are rated at 478 bhp at the same rpm) • Revised shorter gear ratios and final drive ratio for the transmission • Greatly strengthened bodywork to comply with USA regulations • 2-piece seats with reclining backs • Aluminum gas tanks (vs. the European rubber fuel cell units which require replacement every 7 years) • Various other small changes to conform to USA requirements 89523 was completed by Ferrari in Maranello on June 18th, 1991, and officially delivered on August 6th, 1991. The car spent the next three decades in the United States, showing mileage readings of 389 miles in 1997, 684 miles in 2007, 1,314 miles in 2010, and 1,377 miles in 2022. The F40 is a true poster car icon for Supercar aficionados, and few examples can claim this combination of incredibly low mileage and stunning condition. Be sure to bookmark SackeyandCo.com for the upcoming auction, opening on January 5th! View This Ferrari F40's Listing Tags: First Second Third Forth Fifth Sixth

By Edward Jones – December 04, 2022

RM Sotheby’s Miami: 2003 Ferrari Enzo

Presented by RM Sotheby's. If one manufacturer can claim to have created the definitive mold for a modern evolution of consistently amazing hypercars, it must be Ferrari. From the competition-bred 288 GTO and F40 of the late 1980s, through the voluptuous F50 of the 1990s, Ferrari combined unparalleled performance and breathtaking designs to build small batches of impeccable road machines for ultra-exclusive buyers. These were undeniably the most formidable production sports cars of their days. After F50 production concluded in 1998, tifosi dreamt of what exotic machine Maranello would devise next—and what form it would take. Speculation was rampant over whether the next model would employ a rear-mounted V-8 or V-12, and if the packaging would be spartan and purposeful like the F40, or luxurious and evocative of vintage designs like the F50. In mid-2002, Ferrari president Luca di Montezemolo ended the wait with the introduction of the forthcoming Ferrari Enzo. Though the model’s name required no explanation, he reasoned that after Ferrari had named cars for historically important locales like Maranello and Modena, the time had finally come to honor the company’s founder. He also clarified that the new model would have a strong connection to Formula 1 racing, as the manufacturer had just won the 1999 and 2000 Manufacturers’ Championship, and the 2000 Drivers’ Championship. Michael Schumacher was, in fact, just getting started on his historic dominance of F1, a still unequaled feat of five consecutive championships. Formally debuting at the 2002 Paris Motor Show, the Ferrari Enzo certainly delivered on the premise of its design brief. Like a Formula 1 car, the Enzo utilized futuristic materials to achieve maximum weight savings, with a foundational chassis tub made of carbon fiber and Nomex honeycomb weighing just 200 pounds. Aluminum sub-frames were then mounted on the tub, and these laid the groundwork for the attachment of unique Pininfarina-designed coachwork. Penned by designer Ken Okuyama during a lunch break, the Enzo’s external design mimicked the shape of an open-wheel race car, though as if wrapped in a skin extending over the fenders and cockpit. Aerodynamically perfected in Pininfarina’s wind tunnel, the body was comprised of panels woven from carbon fiber and Kevlar. Nineteen-inch alloy wheels anchored by 15-inch Brembo carbon-ceramic disc brakes, and unique scissor doors, respectively, completed the Enzo’s chassis and cabin, finishing a car that was highly technological and endlessly fascinating. Into this phenomenal marriage of chassis and body, a new purpose-built engine was placed behind the driver, continuing the manufacturer’s long-running configuration for sports prototypes and hypercars. The concurrent 90-degree V-8 was essentially extended by two cylinders on each side and altered in angle, creating the 65-degree Tipo F140B V-12 engine. Displacing almost six liters, the F140 was the largest engine built by Maranello since the 712 Can-Am race car of the 1970s. It was packed with racing components such as Nikasil-lined cylinder walls, titanium connecting rods, and a telescoping intake manifold designed to boost torque, ultimately developing 651 horsepower and 485 pound-feet of torque, earth-shattering numbers even by today’s standards. The F140’s evolutions would go on to power the 599 series, the F12 Berlinetta, and LaFerrari. With power transmitted via a six-speed dual-clutch transaxle that was actuated with column-mounted paddle-shifters, the Enzo reached 60 mph from standstill in just 3.3 seconds and a top speed of 218 mph. Production was initially proposed to be capped at 400 units, though customer demand eventually prompted the build of 498 cars, still ensuring the model’s exquisite engineering was commensurately matched by its rarity. As unique and captivating today as it was in 2002, the Ferrari Enzo continues to hold sway with collectors and supercar enthusiasts, unmistakably carrying the mantle of Maranello’s defining millennial hypercar while serving as the genetic link between the sensuous F50 and the hybrid-powered LaFerrari. Mildly used and fastidiously maintained during a short ownership chain, this exceptional Enzo is a beautifully presented example of Maranello’s legendary hypercar. According to research on file, including that of marque expert Marcel Massini, as well as Ferrari Classiche certification, chassis number 133916 began assembly in June 2003, specified for delivery to the United States. Completing assembly in October 2003, the Ferrari was finished in the desirable color combination of Rosso Corsa paint over an interior of Rosso leather seats with matching door and dash panel trim. The interior is handsomely offset with Nero surfacing and carpets. In November 2003 the US-specification Enzo was reportedly sold new through São Paolo, Brazil, dealer Via Europa Ltda, and by July 2004 the car was titled in Beverly Hills, California, with initial ownership by an enthusiast residing in the Golden State. The hypercar was then presented in August 2004 at the Concorso Italiano staged in Seaside, California. By October 2004 the Ferrari was purchased by a collector based in Glen Cove, New York, and the car was serviced several times over the next few years by the authorized marque dealership Ferrari of Long Island. In January 2008 the Enzo was spotted in attendance at the Palm Beach Cavallino Classic, enjoying the discriminating company of many other high-quality flagship Ferraris. After 10 years the Long Island-based owner decided to sell the Ferrari, and the car was acquired circa August 2014 by its third owner, an enthusiast living in South Carolina. The Enzo continued to enjoy regular attention by marque dealerships, including service in May 2017 by the respected Foreign Cars Italia in Greensboro, North Carolina. It is significant to note that in 2020, Ferrari Classiche certified that this car retained its matching-numbers chassis, engine, gearbox, and coachwork. However, the original Red Book has been lost, and the consignor has ordered a replacement through Ferrari that will be made available to the buyer. The Ferrari was more recently acquired by the consignor, a Florida-based collector of modern hypercars who is believed to be the car’s fourth owner. Serviced in March 2022 by Ferrari of Fort Lauderdale, including the installation of a new battery and mounting of new Bridgestone Potenza tires, the Enzo continues to display the benefits of regular attention by marque specialists, and it displayed 11,870 miles at the time of cataloguing, reflecting a life of gentle care and modest driving use. Resplendent in the popular color combination of Rosso Corsa over Rosso/Nero, chassis number 133916 offers great rarity, as it is one of just 111 cars specified for the US market, and one of 498 total examples built. Bearing all the hallmarks of the model’s superlative qualities, including advanced Formula 1-inspired engineering, aerodynamically perfected coachwork design by Pininfarina, and truly visceral performance, this beautiful Enzo would make a fantastic addition to any sporting collection. It is ideal for any marque enthusiast, particularly those collectors seeking to complete their galleries of Ferrari’s legendary modern “Big Five” hypercars. This vehicle will be offered at RM Sotheby’s Miami sale, taking place 10 December. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – December 03, 2022

RM Sotheby’s Miami: 1995 Ferrari F50

Presented by RM Sotheby's. Given the success and acclaim of Ferrari’s F40, the 40th anniversary supercar that debuted in 1987, Maranello’s engineers recognized that an even more superlative model would be necessary to properly commemorate the automaker’s soon-to-follow 50th anniversary. Four years of development was invested in a dedicated road car with characteristically strong ties to Ferrari’s racing technologies, starting with the chassis design, which was founded on a lightweight carbon fiber tub. The designers at Pininfarina outdid themselves with curvaceous coachwork molded from carbon fiber, Kevlar, and Nomex honeycomb, eschewing the wedge motifs of the 1980s in favor of free-flowing lines that were evocative of Maranello’s most legendary sports-racers of the 1950s and 1960s. To boot, the body included a solid removable targa top stored in an accompanying road case that allowed the F50 to strike the pose of a barchetta or berlinetta, encapsulating the best of both worlds. A new naturally aspirated 4.7-liter V-12 was dropped into this spectacular marriage of body and chassis in a mid-rear architecture that ensured optimal weight distribution and savings. The type F130B engine began life in Ferrari’s 1992 Formula 1 car, and underwent further development in the 4-liter 333 SP sports car, which won numerous driver’s and constructor’s championships in IMSA GT and FIA sports car racing between 1995 and 2001. With an enlarged displacement of 4.7 liters and yet detuned for more reasonable revving and tractable road manners, the new high-compression V-12 developed 513 horsepower and 347 pound-feet of torque. The powerplant provided otherworldly performance, as proven by Road & Track magazine’s test of the car, in which the editors accelerated to 60 mph from standstill in just 3.6 seconds while achieving a top speed of 202 mph, firmly establishing the model’s membership in the exclusive 200+ mph club. The return to earthbound speeds was provided by monstrous Brembo brakes with huge rotors (14 inches in front and 13.2 inches at the rear) anchored by aluminum pistons. In addition to the engine and braking technology, the F50 abounded in Formula 1-style details, from the racing-style fuel bladder to the LCD dashboard instruments. Yet despite this design, the model was still appointed with creature comforts such as leather-trimmed seats, air conditioning, and adjustable ride height. In an apparent response to the criticism that it had built too many F40 examples, Ferrari produced only 349 numbered examples of the breathtaking F50 through the conclusion of production in 1998—ensuring a rarity and cachet that instantly established the car as a bona fide collectable. The model remains a favorite of marque-focused collectors, often serving as the centerpiece of modern Ferrari collections, and a critical component of the illustrious “Big Five” hypercar portfolio that is relished by the most dedicated Maranello enthusiasts. Boasting incredibly low mileage and a life of fastidious care in a short ownership chain believed to consist of just two caretakers, this fabulous F50 is one of the most desirable examples of Maranello’s celebrated 50th anniversary hypercar to ever be encountered. According to the research of marque expert Marcel Massini, chassis number 103274 is the eighth of 349 examples built, and it commenced assembly in July 1995. Completed in October with a finish in Rosso Corsa paint over a Nero interior, the F50 was delivered new in November 1995 to the car’s first owner, a marque dealership in Singapore called Hong Seh Motors. Upon delivery to Hong Seh, the Ferrari was kept as a personal car by the dealership’s principal, Alfred Tan, a lifelong enthusiast who assumed control of the business from his father and was centrifugal in the dealership’s ascension to becoming an official Ferrari distributor. Mr. Tan reportedly stored the F50 at his home in a pristine state for many years, never driving the car in order to ensure the odometer reflected only delivery mileage. In 2013, after 18 years of ownership, Mr. Tan sold the Ferrari to an enthusiast based in Texas, and the F50 was imported to the United States for custody by its second owner. The F50 has been serviced ever since by the highly esteemed marque experts at Norwood Auto Italia of Carrollton, Texas, while only being driven for minimal exercise miles and occasional enjoyment. In June 2014 the car was desirably certified with a Ferrari Classiche Red Book that attests to the continued presence of the matching-numbers chassis, engine, gearbox, and coachwork. More recently, as an October 2022 invoice on file from Norwood Auto Italia attests, the car benefitted from an inspection (including fuel bladder, fuel hoses, and clutch inspection), accessory belt replacement, air, fuel, and oil filter replacement, brake and clutch flush, and an oil change. Currently displaying a remarkably low 625 miles of driving use, this splendid F50 is accompanied by a factory-issued set of fitted luggage, and the proper flight case for the removable hardtop; and it is documented with a 1995 certificate of origin, factory purchase order, bill of lading for export to Singapore, service invoices from Norwood Auto Italia, a history by Marcel Massini, and the Ferrari Classiche Red Book. To come across an immaculate two-owner F50 with such low mileage presents a very rare opportunity, indeed; this car is probably the best-condition example of Maranello’s important 50th anniversary model that one might ever encounter. The pristine early-production F50 would make an exquisite addition to any sporting collection, particularly suited to marque enthusiasts searching for the best of the best, or those collectors pining to fill a gap in their assemblage of Ferrari’s lauded Big Five modern hypercars. This vehicle will be offered at RM Sotheby’s Miami sale, taking place 10 December. View more and register to bid online at rmsothebys.com today. View This Car's Listing

1988 Porsche 959SC Reimagined by Canepa1312313

By Edward Jones – December 02, 2022

RM Sotheby’s Miami: 1988 Porsche 959SC Reimagined by Canepa

Presented by RM Sotheby's. It is hard to overstate just how truly ahead of its time the Porsche 959 project was when it was unveiled as the Gruppe B concept at the Frankfurt auto show in 1983 and subsequently as a production example in 1985. It unequivocally defined the supercar market at its very highest end—where there are no compromises on performance or limitations on cost. Alongside Lamborghini’s Countach LP5000 QV and Ferrari’s F40, the 959 has become a “poster car” for an entire generation of automotive enthusiasts. Better yet, the 959 has always been the most luxurious, reliable, tractable, and rarest model of these three. While Ferrari and Lamborghini were jousting for the relatively simple accolade of having the World’s Fastest Car, Helmuth Bott’s team of engineers at Porsche were given free reign to pursue an enviably open-ended brief: To create the world’s most advanced—and capable—supercar. In every department, Porsche engineers utilized cutting-edge technologies, no matter the cost, to unlock hitherto unparalleled levels of performance. It was Bott’s dedication to the ethos that electronics could enhance mechanical performance that made the end result so spectacular. Looking past its incredible performance figures, the 959 introduced a number of features that would become industry standards in the future. Adjustable suspension, an intelligent four-wheel-drive system, lightweight Kevlar composite and aluminum body panels, and super-lightweight hollow-spoke magnesium wheels made it nothing short of a game-changer. The 959 was light-years ahead of its time, and its staggering performance capabilities were eclipsed only by its development costs—which nearly bankrupted Porsche. Despite an MSRP of 420,000DM (~$300,000), the company still lost 50% of its costs on each of the 292 units sold. Thankfully, Porsche survived. But, time marches onward¬– ever threatening the mystique of the technological tour de force that is the 959; at least, that is, a normal 959.The car offered here is anything but normal. THE 959 SC REIMAGINED BY CANEPA Bruce Canepa is undoubtedly among the world’s most legendary Porsche specialists. His company’s familiarity with the 959 is unmatched within North America, and he was personally fortunate to be one of those lucky enough to have experienced a Porsche 959 in 1987. Hearing of his expertise, Microsoft co-founder Paul Allen purchased a 959 from Canepa in 1987; shortly afterward, having experienced Allen’s car, Bill Gates acquired one via Canepa as well. The 959 was not originally available for the US market, but Canepa was famously instrumental in the passing of the “Show or Display” exemption rule, the federal legislation that allowed these highly sought-after vehicles to be driven in the US for the first time in 1999. The first challenge was to meet federal and state emissions standards, ultimately creating a 580-horsepower, emissions-legal engine with Canepa's “Gen 1” upgrade. Continued driving experiences with the model over the next 20 years led Bruce to evaluate and determine every aspect of the 959 design that could be improved. These observations were turned into two decades of continuous research and development, thousands of real-world miles driven, and many stages of refining product prototypes. Canepa resultingly unveiled a series of performance upgrades for fitment to any standard Porsche 959. Another two generations of successive upgrades were surpassed with the debut of Canepa’s 959 SC program in 2015, which endeavored to entirely recommission and reengineer the model to outperform anything that could have been offered by the Porsche factory. Whereas the original 959 left the factory with 444 horsepower from its 2.85-liter sequential-turbo flat-six, the 959 SC Reimagined by Canepa uses upgraded BorgWarner turbos (with internal wastegate) in a parallel twin-turbo system and new engine management based around MoTec hardware to nearly double that figure to 825 horsepower and 600 pound-feet of torque. Standard 959 engine internals are replaced, including forged pistons and Pankl titanium connecting rods. The camshafts have been revised to offer improved low-end torque and mid-range power, and the valvetrain has been entirely redesigned for better responses. The original ignition distributor is substituted in favor of individual coil packs, while completely revised intake systems, equal-length exhaust headers coated in tungsten ceramic, and a two-stage exhaust system made from stainless steel and titanium give the new engine the bark required to match its bite. As for the suspension, by upgrading the original 959 Sport coilover system with custom valved shocks from Penske and titanium coilover springs, the 959 SC customer is treated to greatly improved handling—at all speeds—along with great ride quality on all types of road surfaces. Further, Canepa produced new cast-magnesium 18-inch hollow-spoke wheels utilizing modern technology while still staying true to Porsche’s original 959 design. Four-thousand-plus hours are put into each build, and over 3,000 individual pieces are restored, rebuilt, or upgraded. Nothing is left unchecked or untouched on every 959 that Canepa reimagines; they are completely disassembled, and entirely rebuilt as better-than-new machines. Color combinations and final touches are tailormade to each client’s specification in close collaboration with Bruce Canepa; those lucky enough to garner a 959 SC order slot can choose from over 200 Porsche and paint-to-sample colors. Each example is one-of-one, with production set at just 50 examples in total. 959 SC 003 This 1988 Porsche 959 began its life as one of the 207 “Komfort” models produced. Originally finished in Silver Metallic over standard grey leather, it was delivered new to Monte Carlo. Having subsequently been sold to Japan and displayed within a private museum in Tokyo, it remained there until it was imported to the United States in September 2016.A highly original example then showing fewer than 38,180 kilometers (~23,750 miles), it was discreetly offered to one of Canepa’s clients as “003”, and then completely disassembled to begin its comprehensive transformation. Now clad in a marvelous shade of paint-to-sample Emerald Green (the sole 959 SC that will be painted in this color) over a plush Dark Green leather cabin, 003 is equal parts visual masterpiece and mechanical marvel. The set of 18-inch wheels are presented in a Canepa proprietary graphite finish that mirrors the look of oxidized magnesium, a handsome and subtle nod to the Porsche race cars which the original client uses to contest several professional racing series. Of course, everything about the 959 SC is designed to look the part of factory work, and the revisions would largely appear to be OEM to all but the most discerning, well-informed Porsche enthusiast. Not including exhibitions while under Canepa’s care, 003 has been very well received by the Porsche community at several major events including Luftgekühlt 4 in 2017, Rennsport Reunion VI in 2018, and the 2022 Velocity Invitational. Serviced as-needed, approximately 18 months ago the car benefitted from a stated $172,000 in upgrades to bring it up to the most current 959 SC specification. Put simply, the Porsche 959 is amazing. Any collection would be immensely privileged to count an example of the legendary model among its ranks. The performance, technology, aesthetics, comfort—all of it combines to create an exceptionally outstanding vehicle of great and original importance. But the Porsche 959 SC Reimagined by Canepa is—thanks to many years of product development and 4,000 hours of recommissioning— even better than the original. This vehicle will be offered at RM Sotheby’s Miami sale, taking place 10 December. View more and register to bid online at rmsothebys.com today. View This Car's Listing

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