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

By Edward Jones – December 01, 2022

RM Sotheby’s Miami: 1994 Porsche Turbo S 'Package'

Presented by RM Sotheby's. When announced in February 1993, the 911 Turbo 3.6 was to be the highest-performance regular production offering Porsche had ever produced for sale in North America. This new single-turbo, rear-drive, widebody964-chassis 911 produced a shocking 355 horsepower. Porsche achieved these eye watering numbers by turbocharging its new M64 3.6-liter engine and swapping out the previous 3.3-liter powerplant. As the 964-chassis generation drew to a close, Porsche decided to release an even more powerful variant, the Turbo S. Designed with even higher performance than the standard 911 Turbo, Porsche estimated it would build fewer than 100 of these Turbo S models. The 911 Turbo S would include the X88 "Works Increased Horsepower" engine with modifications inspired by the Brumos Racing IMSA engine built by Andial, the California-based performance tuner with a record of building race-winning competition cars. These included a larger KKK turbocharger with increased boost, a more efficient intercooler, modified cylinder heads with larger ports, increased-capacity fuel injectors, a four-pipe exhaust, and more radical camshafts with advanced engine timing. The M64/50S X88 engine delivered a claimed 385 horsepower, nearly 30 horsepower more than the standard 3.6 Turbo. Torque was 384 pounds-feet and available at low rpms, helping resolve complaints of lacking power at lower boost levels. All this potency was transferred to the wheels through a G50 five-speed manual transaxle with a ZF-sourced 40-percent locking differential. The Turbo S cars were fitted with the standard 3.6 Turbo suspension, including 21- and 22-milimeter anti-roll bars, front and rear, coupled with Boge shocks and struts, while Porsche racing engineer Roland Kussmaul lowered the ride height by about an inch and a half for enhanced handling. Most of the Turbo S models were to have the new and improved “Flachbau,” or flat-nose, Version II front end, which differed from the earlier flat-nose of the 1980s. This exotic option, inspired by the legendary Porsche 935 racecar, was hand-fabricated and thus tremendously expensive, adding $60,179 to the Turbo’s $99,000 base price. By 30 November 1993, final production numbers were announced to dealers; the United States was to receive 39 Turbo S coupes with the X85 flat-nose option. Porsche Cars North America and Porsche Canada, together with their regional managers, petitioned for a further allotment of Turbo S coupes. Their special request was granted, resulting in among the rarest of all air-cooled Porsche models ever built, the Turbo S “Package.” These exceptionally rare, North American-delivery 911 Turbo S X85 coupes were built without the flat-nose option and are immediately recognizable by their traditional headlamp design. Like its flat-nosed brethren, the “Package” cars featured asymmetrical Porsche 959-style air intakes on both rear quarter-panels, a special front air splitter, a louvered rear wing that enclosed the intercooler, quadruple exhaust tips, and 18-inch “Speedline for Porsche” modular light-alloy wheels—eight inches wide in front and 10 inches at the rear—shod with high-performance tires. No matter the body style, the Turbo S cars are brilliant performers, serving up sub-four-second 0–60 times and covering a standing quarter mile in about 12 seconds.Completed in December 1993, this exceptional Turbo S “Package” is among the rarest of rare examples, being one of just two delivered new to Canada. Due to local government regulations, these Canadian units were delivered without the X93 Turbo S rear spoiler and XE four-tip exhaust and included Turbo 3.6 rather than Turbo S badges. The difference in badging is said to have resulted from the Canadian government demanding additional crash testing to rebrand the car as a Turbo S. Delivered in the highly desirable color combination of “triple black,” this example was sold new through Downtown Fine Cars of Toronto. It is said to be one of just 10 “Package” cars specified in all-black and sports appointments from Porsche’s Sonderwunsch or “Special Wishes” factory customization program. These upgrades include extensive leather trim throughout the cabin including on the dashboard, door panels, center console, and rear deck. A power sunroof, heated front seats, and Sony XR-150 stereo with Dolby speakers and a CD-changer round out the car’s luxury features. While its first owner is unknown, they were likely Toronto based and maintained the car through Downtown Fine Cars for the next six years before selling to the subsequent caretaker in West Vancouver with just over 10,000 kilometers logged. Several service invoices attest to maintenance the car received before being sold to its third and most recent owner in Illinois in 2000. Prior to exporting the car to the United States, the odometer was converted and recalibrated to miles by Pfaff Motors of Newmarket, Ontario on 30 March 2000. At the time, mileage was recorded at 25,084 kilometers, which was then converted to 15,677 miles, as documented by an invoice from Pfaff Motors. With just 17 examples produced, and one of just two in this specification, the 911 Turbo S “Package” is among the rarest and most desirable of all production Porsche cars, making this superb, low-mileage specimen a must-have for serious Porsche collectors and fans of the 964-chassis 911. 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 – November 30, 2022

RM Sotheby’s Miami: 2020 Ford GT Heritage Edition

Presented by RM Sotheby's. After its infamous failed bid to take over Ferrari, the Ford Motor Company, under personal direction from Henry Ford II, resolved to humble founder Enzo Ferrari at the crucible of motorsports, the 24 Hours of Le Mans. Ford proceeded to assemble the world’s best drivers and car-builders to build, by any means necessary, a racing machine capable of dethroning the world-renowned Italian company. The resulting GT40 program would propel Ford to victory at the 24 Hours of Le Mans in 1966 in a stunning one-two-three finish. Ford would win the race again in 1967, 1968, and 1969 for an incredible four consecutive championships. Ford followed up the GT40 with a retro-inspired homage simply called the GT in 2005, which hewed closely to the original in overall design. Then, at the 2015 North American International Auto Show in Detroit, 50 years after the GT40 won the 24 Hours of Le Mans, Ford unveiled a long-awaited follow-up. This second iteration of the modern GT proved that the company could still produce a world-beating, mid-engine supercar, only this time it was t a futuristic interpretation using cutting-edge design elements throughout its construction. The new GT engine was based on the 3.5-liter V-6 from Ford’s best-selling F-150 pickup, but upgraded with turbos, an aluminum intake manifold, special camshafts, and a custom dry-sump lubrication system. It was paired with a quick-shifting, seven-speed, dual-clutch transmission. In 2020, the engine was revamped with gallery-cooled pistons and high-energy ignition coils, boosting output by 13 horsepower to a claimed 660 horsepower. The new tuning also yielded a broader torque band while overall torque output remained the same. Redesigning the rear distinctive rear flying-buttress air ducts increased airflow by almost 50 percent while a new titanium exhaust system by Akrapovič shed nine pounds. Curb weight of the Ford GT was impressively light, at only 3,354 pounds. The driver and passenger sit in a radically designed carbon-fiber monocoque chassis with lightweight aluminum front and rear subframes. Every exterior body panel is made of carbon fiber with distinctive aerodynamic channels to ingeniously direct air to the engine and brakes while maximizing downforce. Anchored by Brembo carbon-ceramic brakes with six-piston calipers and huge 15.5-inch front rotors, the GT also employed hydraulic power steering for precise feedback. Being race-bred, the car sits on a pushrod suspension system using active aerodynamics with a hydraulically adjustable rear wing. Depending on the driving mode, ride height and downforce can be adjusted for optimal performance. All this technology reportedly enables the GT to reach 60 mph in three seconds and cover a standing quarter mile in 10.8 seconds on its way to a 216-mph top speed. Ford has planned for only a single-car-per-day production assembly to ensure each GT is up to their utmost standards. The initial allocation process for the GT was extremely selective, with owners having to apply to Ford, proving their case for why they should be allowed to buy the GT. After an agonizing wait, the owner of this GT was one of the lucky few who were able to buy one of the first examples. This 2020 Ford GT is one of 50 examples built in the ’69 Heritage Edition configuration to commemorate the GT40 Mk I race car that was victorious at the 1969 24 Hours of Le Mans. Displaying just under 500 miles at the time of cataloging, it is finished in Heritage Blue with Competition Orange stripes over a ’69 Heritage interior. Exterior optional equipment includes the Heritage Roundel Graphics package, 20-inch gloss-finish, exposed-carbon-fiber wheels, Brembo carbon-ceramic brakes with Heritage Orange painted calipers and gloss carbon-fiber exterior trim. The interior features Alcantara trim—prized in motorsports for its light weight and grippy texture—a stainless, matte-painted X-brace with optional six-point racing harness anchors, and an F1-inspired steering wheel, likewise wrapped in Alcantara. The minimalist digital instrument cluster continues the racing them and is juxtaposed by matte carbon-fiber trim and a stalkless steering column with anodized black aluminum shift paddles. This one-owner, 69’ Heritage Edition GT offers a rare chance to acquire one of Ford’s most legendary supercars in a unique specification, with fantastic optional extras and a striking, historical color scheme. 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

2007 Mercedes Benz SLR McLaren 722 Edition1309894

By Edward Jones – November 29, 2022

RM Sotheby’s Miami: 2007 Mercedes-Benz SLR McLaren 722 Ed...

Presented by RM Sotheby's. Few partnerships in the automotive world have been more fruitful than that of Mercedes-Benz and McLaren. Mercedes-Benz had been supplying engines to McLaren in Formula One since the mid-1990s, and over the course of the following 15 years, McLaren F1 cars racked up numerous victories. Mercedes-Benz eventually acquired 40 percent of the McLaren Group, and at this time, the two companies produced their first road car together, the Mercedes-Benz SLR McLaren. The SLR was introduced in November 2003, a time when the Ferrari Enzo was set to do battle with the Porsche Carrera GT. Instead of creating an all-out, no-compromises supercar, Mercedes-Benz and McLaren pursued an entirely different route. Rather than placing the engine behind the cabin, as was the standard supercar formula, the car had a front-mid-engine layout. This not only helped to improve the SLR’s handling by giving it near-perfect weight distribution, but also gave the car a rather spacious trunk and cabin, which made it much more practical and usable than its comparable competition. Supremely engineered and built to incredible standards at McLaren’s facilities in Woking, England, it boasted a very high level of fit and finish, the kind befitting any Mercedes-Benz. To many, it was the ultimate mix of supercar and grand-touring car. Mercedes-Benz received feedback from discerning clients requesting a car that was sportier than the SLR but just as practical. In 2007, Mercedes-Benz answered their demands with the introduction of the much improved and sportier 722 Edition. The new special edition was named in honor of Stirling Moss’s incredible win at the 1955 Mille Miglia in a Mercedes-Benz 300 SLR, car number 722. The SLR McLaren 722 Edition was limited to just 150 units, and only about 25 of these are believed to have been brought to North America. With more than 300 modified components, nearly every aspect of the SLR was upgraded for the 722 Edition. Power rose from 617 to 650 horsepower, the 0–60 time dropped to 3.6 seconds, ride height was lowered by 10 millimeters, new 19-inch alloy wheels were developed to fit larger carbon-ceramic brake rotors, and a new carbon fiber front splitter increased front downforce by 128 percent. Incredibly, despite the significant downforce increase, the drag coefficient of the 722 is also reduced. Alcantara and carbon fiber replaced much of the leather and aluminum trim throughout the interior, giving the car a sportier, more updated feel. Compared to its rivals, most significantly the Ferrari Enzo and Porsche Carrera GT, the 722 Edition represents breathtaking performance, unrivaled exclusivity, and tremendous value in a package that can be easily driven and enjoyed. The US-market example offered here was sold new in July 2007 at Mercedes-Benz of Houston Greenway in Texas and has led a pampered life. Its Carfax report indicates continual servicing at the selling dealership and extremely low mileage accrual, with only 4,979 miles showing on the odometer at cataloguing time. This 722 Edition left the factory finished in the handsome combination of Crystal Galaxite Black Metallic over stunning Silver Arrow Pastel Yellow Leather seats with black contrast stitching and Exclusive Black and Anthracite Leather on the dash and doors. Polished carbon-fiber trim throughout the cabin hints at the abundant technological advancements beneath the surface. The car was further specified from the factory with the Sports Package and extra-large seats. It rides on correct, twin-spoke, 19-inch wheels, whose black finish perfectly complements the exterior. As the only dedicated production car ever to emerge from the impressive partnership between McLaren and Mercedes-Benz, the SLR McLaren will forever remain one the most intriguing supercars from the 2000s, with the uprated and extremely limited 722 Edition being the most coveted of all variants. As such, this pampered, low-mileage, well-specified example represents a rare opportunity for marque enthusiasts and devotees of Formula One lore to own a significant milestone in supercar history, a remarkable piece of engineering with a notably broad driving repertoire, offering higher levels of luxury and comfort than any of its elite competitors. 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 – November 28, 2022

RM Sotheby’s Miami: 2019 Bugatti Chiron Sport

Presented by RM Sotheby's. The resuscitation of the Bugatti marque by the VW Group in 2006 remains one of modern automotive history’s most compelling legends, a triumphant revival of a storied racing brand that achieved goals of utmost excellence across the board. Ten years after its introduction, the Bugatti hypercar underwent a significant update in the form of a brand-new model. At the Geneva Salon in March 2016, Bugatti finally unveiled a successor to the Veyron 16.4, which this time was named after a far more significant works racing driver: celebrated Monégasque legend Louis Chiron. The new Bugatti Chiron shared many of its predecessor’s features, carrying over the prior model’s all-wheel drive, rear-mid-engine architecture, its approximate coachwork dimensions, and most importantly, the aluminum alloy 8.0-liter quad-turbocharged W-16 engine. The drivetrain was even further developed from the outgoing Veyron Super Sport, with larger two-stage turbochargers, larger catalytic converters, and a new titanium exhaust system combining to produce 1,479 horsepower and 1,180 pound-feet of torque. Utilizing an improved carbon fiber monocoque built to LMP1 standards, new adaptive chassis technologies, purpose-developed tires, and monstrous Formula 1-specification brakes (that can bring the car from 249 mph to zero in under 10 seconds), the Chiron could reach 60 mph from standstill in just 2.4 seconds on the way to an electronically limited top speed of 261 mph. In addition to refined performance, the Chiron was bequeathed with unequivocal rarity when it was earmarked for a production limit of just 500 examples in all variants, endowing each car with a cachet of instant collectability. At the 2018 Geneva Salon Bugatti introduced the first upgraded iteration of the Chiron model, the Chiron Sport. Conceived as a more dynamic and driver-focused variant of the Chiron, the Chiron Sport is almost 40 pounds lighter due to increased use of carbon fiber, lightweight wheels, and lighter glass. In fact, the model is believed to be the first car to feature a purpose-developed carbon fiber windscreen wiper, amongst many additional first-in-class technological achievements. The Chiron Sport is further equipped with approximately $275,000 worth of chassis improvements over the base model Chiron, including a dynamic handling package, more responsive and engaging steering, revised torque vectoring system, stiffer springs and anti-roll bars, quad exhaust tips, and better aerodynamics. These upgrades so significantly enhance the car’s cornering abilities that the Chiron Sport was able to run the Nardo Ring in Italy five seconds faster than the base-level Chiron, an impressive testament to the Sport model’s performance potential. Car and Driver magazine’s editors pronounced the Chiron to be the fastest model they ever tested, and when testing the Chiron Sport the writer was astounded by its acceleration times north of 60 mph, as the car reached 100 mph in just 4.4 seconds, and 200 mph in 15.7 seconds. As he summarized, “The Chiron buyer needs to appreciate it for the integrity of its design, the quality of its construction, and how it confidently achieves speed unlike any other vehicle on earth.” Limited to a quantity of approximately 60 examples, the Chiron Sport boasts the typical Molsheim design brief: exclusivity, power, comfort, technology, and style built to the highest possible standard. The Chiron Sport combines enhanced handling performance and astonishing agility with distinctive design and superlative comfort for an unforgettable driving experience. Even among today’s increasingly crowded hypercar competition, the Chiron Sport stands alone in a class of its own. Claiming limited mileage and fastidious care by two discerning collectors, this Chiron Sport is an ideally well-preserved example of Bugatti’s top-shelf product. Completed in November 2018 to US specifications, chassis number 795174 is distinguished by numerous bespoke elements of its cosmetic livery, starting with the external finish of exposed black carbon fiber accented with Italian Red body elements such as the side sills, chin spoiler, rear taillamp accent, and rear exhaust surround. The red paint was also applied to the signature line, the lower halves of the sideview mirrors, the rear EB logo, the wheel cap logos, brake calipers, and engine covers.The exquisite interior was trimmed in a matching two-tone color scheme in which Italian Red is used on the diamond-stitched leather seat upholstery and door panels, Chiron script on the headrests, steering wheel stitching, seatbelts, inner signature line, and rearview mirror, while numerous trim pieces were finished in black and exposed carbon fiber. The center console furthermore features a decorative inlay reading “110 Ans Bugatti” that is complemented with the French tricolore. After undergoing testing in Molsheim in January 2019, the Bugatti was delivered to Manhattan Motorcars, the official marque dealership in New York City. It is believed to be one of 82 Chirons delivered worldwide in 2019, and one of the first Chiron Sport examples delivered to the United States. The car was then sold to a noted collector on the East Coast whose gallery includes several other modern Bugatti hypercars. The owner presented the Chiron Sport at several regional events, including the Driving Force Club gathering in March 2019, the DUB Show Tour at the New York International Auto Show in April 2019, the CF Charities Supercar Show in June 2019, and the 2020 Philadelphia Auto Show. The car was also regularly serviced by Manhattan Motorcars, ensuring peak operating condition and cosmetic presentation. Offered for sale in late 2021, the Bugatti was acquired by the consignor, another respected collector of flagship hypercars. The Chiron Sport continued to enjoy regular maintenance at Manhattan Motorcars while occasionally being exhibited at local cars-and-coffee gatherings. Displaying 2,188 miles at the time of cataloguing, this sensational Bugatti is magnificently presented, and is one of but a handful of Chiron Sports to be publicly offered at auction. It is desirably accompanied by original-delivery accessories including the owner’s manuals, valet and speed keys, model-specific USB drive in the proper presentation box, and the complimentary coffee table book on the Chiron model. With such a narrow production volume and a waiting list of committed buyers, the availability of any Bugatti Chiron is not to be taken for granted. This breathtaking example offers admittance to an exclusive club of ownership, promising the visceral thrill of high-speed performance accompanied by the chorus of the model’s legendary turbo symphony; or it may be admired for its singular design on concours fields or in private settings. It is, without exaggeration, one of the undeniable triumphs of modern automotive engineering and design, sure to capture the imagination of any marque enthusiast or supercar aficionado. 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 – November 20, 2022

RM Sotheby’s Munich: 1991 Ferrari F40

Presented by RM Sotheby's. Barely requiring an introduction, the Ferrari F40 set new benchmarks in design, engineering, and performance while commemorating Maranello’s 40th anniversary. Developed from the revered 288 GTO, the model was built upon a steel tube-frame chassis with four-wheel double-wishbone independent suspension, coil-over Koni shock absorbers, and four-caliper ventilated disc brakes. It was clothed in wedge-styled, wind-tunnel-proven coachwork woven from Kevlar and carbon fiber to a design by Pininfarina. Weight-saving features such as cloth upholstery on plastic-composite racing seats, pull-strap door releases, drilled pedals, and Perspex windows maximized the potential of a new 2.9-liter twin-turbocharged V-8 equipped with IHI turbochargers and Behr intercoolers. European-spec cars developed 478 PS and 577 Nm of torque, the potent Tipo F120A engine was capable of launching the F40 to 100 km/h from standstill in just 4.1 seconds and achieving a top speed of 324 km/h. Initially earmarked for a relatively low production run of 400 cars, the popular F40 was ultimately built in a quantity of 1,315 examples, and the model today remains one of Maranello’s most iconic creations, appealing to supercar enthusiasts and Ferrari purists alike. This beautifully presented F40 benefits from a life of modest driving use and consistent upkeep that included at least one extended period of careful storage. According to a history report by marque expert Marcel Massini, chassis number 89385 completed assembly in May 1991, specified for the European market with instruments in kilometers, equipped with wind-up windows, and characteristically finished in Rosso Ferrari paint over an interior of Stoffa Vigogna upholstery. As confirmed by a copy of a warranty card on file, the Ferrari was immediately delivered to its first owner of record, Roberto “Pupo” Moreno, a Brazilian racing driver who found marginal success during a three-decade career that included stints in Formula One, CART, and sports car racing. After only 18 months of ownership, Pupo had the F40 stored at the Maranello factory and offered it for sale. The berlinetta was then acquired by an enthusiast in Frankfurt am Main, Germany, and before long the car was stored for a further period at a local garage. In July 2007 the Ferrari resurfaced when it was driven by Matthias Weiland at the Ferrari Racing Days event held at the Hockenheimring and in March 2011, Mr. Weiland displayed the car at the Techno Classica in Essen. A few months later, the F40 was sold to a French enthusiast residing in Brive-La Gaillarde, and it was one of 500 Ferraris invited for display at the Sport et Collection exhibition at the Circuit Le Vigeant in June 2013. After passing to an Italian enthusiast around 2015, the berlinetta was more recently acquired by the consigning owner. In September 2020, the seller took the F40 for servicing at Modena Cars SA in Geneva, Switzerland, and the work was completed by the following February. Both left and right fuel tanks were replaced, the fuel lines were refreshed, and other work was undertaken to ensure the supercar’s smooth running; the work totaled CHF 116,500, and the invoice can be viewed in this car’s history file. The odometer of the Ferrari displays 9,400 kilometers at the time of cataloging. Important stampings confirm that this F40 retains its matching-numbers body, chassis, engine, and gearbox. The F40 is documented with a report by marque expert Marcel Massini included in its history file, further to copies of the warranty booklet and service invoices from 2012 to 2020. Ideal for the marque enthusiast in search of a fine example of Maranello’s 40th-anniversary supercar, this F40 is well suited for future display or driving enjoyment, beautifully exemplifying one of the most iconic models in the sports car pantheon. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – November 19, 2022

RM Sotheby’s Munich: 2018 Porsche 911 GT3 RS

Presented by RM Sotheby's. Porsche’s 991-series adaptation of the 911 GT3 RS made its debut at the Geneva International Motor Show in 2015, sporting an enlarged 4.0-liter flat-six engine. A facelift followed in February 2018, bringing with it an uprated engine that bumped total power output from 500 to 520 PS, with the rev limit lifted to 9,000 rpm. Externally, the car was styled more aggressively, with NACA ducts to aid brake cooling, and new side skirts and a colossal rear wing influenced by the GT2 RS. Just a few months after its arrival, the 991.2 GT3 RS became only the third production Porsche to break the seven-minute barrier at the Nürburgring Nordschleife, following in the footsteps of the ground-breaking 918 Spyder. Flat out, the GT3 RS could hit 100 km/h in just 3.2 seconds. Offered an inviting stretch of the unrestricted autobahn and the benchmark 911 would reach a breath-taking terminal velocity of 310 km/h. This one-owner example was delivered to the consignor, an Italian collector of benchmark modern supercars, in 2018, and was registered for the road on 17 July that year. It was specified in Black over a Black leather and Alcantara interior with yellow stitching and complementary satin-black forged alloy wheels. Service stamps were issued by Porsche Ebimotors S.r.l. on 2 July 2020 and 6 June 2022, with odometer readings noted as 1,237 and 4,935 kilometers, respectively. At time of cataloging, the odometer read just 5,053 kilometers. This low-mileage GT3 RS represents one of the most accomplished iterations of Porsche’s celebrated 911, and presents beautifully in its menacing triple-black color scheme. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – November 18, 2022

RM Sotheby’s Munich: 2005 Porsche Carrera GT

Presented by RM Sotheby's. Launched at the Geneva Salon in 2003, the Porsche Carrera GT was arguably the most extreme road-legal model in the Stuttgart firm’s history. Unsurprisingly, the German hypercar was received with unrivaled enthusiasm and a rush of orders. Powered by a quad-cam 5,733 cc V-10, the Typ 980 owed its existence to Porsche’s long-standing involvement in motorsport. The engine could trace its origins to a project initially intended for use in Formula 1 but—after Porsche withdrew its plans to enter the sport—it was later resurrected for an entry at Le Mans in 2000. A lack of engineering resources—twinned with the need to press ahead with the Cayenne SUV—meant that the plan was dropped, although it did lead to the 5.5-litre V-10 prototype engine being unveiled in Paris in September 2000. While the Cayenne diverted attention away from the project, it was the success of that SUV that enabled Stuttgart to finally develop the production Carrera GT. And for anyone fearing that the launch of a large off-roader meant Zuffenhausen had abandoned its sports-car roots, the Typ 980 was proof that the firm remained as focused as ever. According to Porsche, the only modifications to convert the race engine for road use were centered on emissions and noise regulations. Developing 612 PS and 590 Nm of torque, the dry-sump V-10 was mated to a six-speed manual gearbox, and delivered electrifying performance. The new supercar could storm from 0-200 km/h in 9.9 seconds, while top speed was 330 km/h. Ventilated carbon-ceramic discs, state-of-the-art inboard suspension, plus 19-inch front and 20-inch rear wheels were standard, as were traction control and anti-lock brakes. The Carrera GT was very much an analog machine, but that is not to say it was old-fashioned. The stunning body was Porsche’s first carbon fiber monocoque, with construction subcontracted to aerospace specialist ATR Composites. Clever aerodynamics included a rear wing that deployed automatically (a Zuffenhausen trademark since the 964). A carbon undertray with ducts leading to a rear diffuser also ensured that the car remained glued to the road, while the scalloped flanks directed air to the three radiators. As a Porsche, practicality and comfort were also key, so the cockpit was trimmed in supple leather, while Targa roof panels combined the advantages of fixed-head motoring with the sensory delights of an open car. Delivered to Porsche Leipzig in Germany in October 2005, chassis 000079 was specified in GT Silver Metallic over an Ascot hide interior with a matching luggage set. It was bought by the consignor, who became its third owner, in December 2018. The car benefitted from four new tires, a battery, paintwork rectification, replacement ignition coils and spark plugs, a starter motor, and a service at Porsche Stuttgart in late 2021, during which the clutch was also inspected. In April of the following year the radiators were replaced, with the total cost for all the work amounting to more than €27,000. Additionally, a larger driver’s seat was fitted at a cost of more than €16,000. The odometer displayed 35,611 kilometers at the time of cataloging, and the car is accompanied by handbooks and a partial luggage set.As the only production model equipped with the astonishing quad-cam V-10, and with a limited production run of just 1,270, this incredible hypercar is one of the most collectible Porsches of all time. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – November 17, 2022

RM Sotheby’s Munich: 1958 BMW 507 Roadster Series II

Presented by RM Sotheby's. For all its industrial might, the United States’ automotive sector arguably failed to produce anything, particularly sporting until the arrival of the Chevrolet Corvette. It was a gap in the market that was filled for decades by affordable sports cars from the likes of Austin-Healey, MG and Triumph. US importer Max Hoffman was one of the first to recognize an appetite for higher value, higher performance cars. After introducing American buyers to the Mercedes-Benz 300 SL and Porsche 356, he convinced BMW to tempt customers with its own prestige offering: the 507 Roadster. Entering production in 1956 and aimed squarely at US buyers, the 507 was a glittering jewel of a car styled by New York-based designer Albrecht von Goertz. The strict two-seater was both elegant and sporting, with a shark-like body created from lightweight aluminum and dripping with luxurious chrome embellishments. It was a machine that emanated both class and exclusivity, built for silver screen starlets and cruising down Sunset Boulevard on hot Hollywood nights. Beneath that sensuous coachwork lay a shortened version of BMW’s 501-series chassis, equipped with double wishbone and torsion bar front suspension, a Panhard rod-located live rear axle, and Alfin drum brakes at each corner. The package was completed by a glorious V-8 soundtrack courtesy of an improved version of the 3.2-liter engine found in the 503. Thanks to a higher lift camshaft, revised ignition timing, and a higher compression ratio, the newly minted M507/1 could deliver 152 PS, which was channeled to the rear wheels via a four-speed manual gearbox. These revisions—coupled with a relatively low kerb weight—meant the 507 could reach 97 km/h in around 11 seconds, on its way to a respectable top speed of 201 km/h. By the summer of 1957, the 507 had undergone changes to improve both cabin and boot space, resulting in the first 34 cars being retrospectively titled as Series Is. The redesigned Series II featured more room for driver, passenger, and luggage, while also refining the dashboard and stowing of the fabric roof. Already an order of magnitude more expensive than Hoffman had initially intended, the redesign pushed the asking price to $10,500—more than three times that of a Porsche 356 Speedster. Due in no small part to the colossal price tag, just 252 BMW 507 Roadsters were built during three years of production, ensuring the model remained one of the most desirable and exclusive machines ever built. Chassis 70143, a Series II Roadster, was completed on 12 June 1958 before being delivered to Casa dell’ Automobili in Rome on 19 August. Originally finished in Dolomite Grey, little is known of the 507’s early life until its reappearance in March 1973, when it was offered at auction in Geneva. It is believed to have passed into the care of a prominent Swiss BMW dealer, who is understood to have had it restored before finally selling the car in 2013. Photographs of the car mid-restoration feature in Michael Kliebenstein’s SuperFinds, published in 2020, while correspondence with BMW confirms that both chassis and engine numbers match factory records. In recent years, the BMW has formed part of an automotive museum exhibition. As a result of its time spent on static display, this car will require mechanical inspection prior to returning to road use. Today, chassis 70143 is smartly finished in cream paintwork with matching wheels over a red leather interior, and presents a rare opportunity to step into one of the most celebrated BMWs of the 20th Century. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – November 16, 2022

RM Sotheby’s Munich: 2017 Ferrari F12tdf

Presented by RM Sotheby's. Launched in 2015, the F12tdf was the most extreme version of the F12berlinetta, which had arrived three years earlier as a replacement for the outgoing 599 GTB. The F12 carried the flame for the muscular, front-engined, V-12 powered gran turismos that had built the Ferrari legend since the 1960s, and the Tour de France was its most powerful expression. Designed as a track-focussed variant, the F12tdf featured many improvements over the already technologically advanced F12berlinetta. The 6.3-liter V-12 was retuned to produce 780 PS, making it more powerful than any Ferrari that had come before—with the exception of the LaFerrari. To rein in that power, carbon ceramic discs and one-piece callipers were borrowed from the firm’s mid-engined flagship. Extensive use of carbon fibre reduced the kerb weight by 110 kilograms, while the gearbox featured shorter gear ratios and quicker changes. The F12tdf was also the first ever Ferrari to feature four-wheel steering. The result of these modifications is a machine that is visually more aggressive than the standard F12berlinetta, with wider side sills and an “Aerobridge” that directs airflow along the sides of the car. Thanks largely to the longer, taller rear wing and active rear diffuser, the Tour de France boasts an 87 percent increase in downforce compared with the standard F12. It’s also one of the most ballistically quick cars Maranello has ever produced, with 0-100 km/h achieved in just 2.9 seconds and an eye-opening top speed of 340 km/h. With just 799 examples built between 2015 and 2017, any F12tdf is a rare machine. Chassis 226351 is more special still, having been ordered in the Extra Campionario color of exposed carbon Blu Scozia over a Grigio Alcantara interior; it is also one of only five examples of the F12tdf made in Blu Scozia. This striking and deeply appealing combination was further augmented by body-colored door mirrors, blue brake callipers, and liberal application of exposed carbon fibre. The interior was specified with “Daytona” racing seats—sized large—with matching grey carpets, seatbelts, and Alcantara steering wheel; even the boot is trimmed in luxurious Alcantara. Furthermore, the Ferrari was ordered with adaptive headlamps, Bluetooth-enabled infotainment system, insulated windscreen, and parking cameras. Owned by the consignor since taking delivery from the Milanese dealer Rossocorsa on 11 May 2017, this F12tdf has been serviced every year since 2018. The most recent service was carried out on 9 June 2022 at 2,867 kilometers, and at time of cataloging the odometer reads just 2,945 kilometers. The Ferrari F12tdf is one of the greatest gran turismos of the modern era, and a worthy successor to the game-changing Prancing Horse-badged V-12s that came before. The example offered is one of the best, with low-mileage, single ownership, and a dream specification in one of Maranello’s rarest finishes of exposed carbon Blu Scozia, a request reserved for Ferrari’s most cherished customers. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

By Edward Jones – November 15, 2022

RM Sotheby’s Munich: 1980 BMW M1

Presented by RM Sotheby's. The M1 holds a special significance for BMW, being not only the firm’s first bona fide supercar, but also the first model to be solely developed by the M Division. The driving force behind the project was Jochen Neerpasch, then head of BMW Motorsport, who wanted to create a track-focussed machine that could fly the flag for the company in top-flight competition. In order to challenge the all-conquering Porsche 911, Neerpasch called for the new car to be mid-engined. Lacking the capacity to produce the 400 examples required to meet homologation rules, BMW approached arguably the experts in mid-engine design—Lamborghini. A tubular steel space-frame chassis was duly created by mastermind of the Miura, Gian Paolo Dallara, but with economic headwinds proving a challenge for the ailing firm, the M1 project was taken in-house in April 1978. Despite parting company with Lamborghini, the M1 remained an international affair, with the sleek, wedge-shaped glass fiber body being designed by Giorgetto Giugiaro and built by Trasformazioni Italiana Resine, and the chassis assembled by another Modena firm, Marchesi. Both were made whole at Ital Engineering, a company founded by former Sant’Agata engineers and based just 10 miles from the Lamborghini factory. The partially finished cars were then sent to Germany, where Baur installed the engine—a hand-built 3,453 cc double overhead cam, fuel-injected straight-six designed by Paul Rosche. Some 56 BMW M1s built between 1978 and 1981 would go on to fulfill Munich’s motorsport ambitions, among them a one-model race series dubbed the BMW M1 Procar Championship. The remaining 399 examples were in road-going trim, built to homologate the model for competition. Chassis 4301218 is one of the most significant road-going BMW M1s. It was first owned by none other than Jochen Neerpasch, the head of BMW Motorsport and the M1 project’s greatest exponent. Bought by the motorsport chief as a parting gift to himself after leaving BMW in 1980, the car is uniquely specified in Grey over a Brown leather and cloth interior and was one of just four examples to leave the factory wearing Grey paintwork. The car was signed off in Italy on 21 February 1980, and by 31 March it had been completed by Baur. It was first registered in Neerpasch’s name on 27 July 1980. He would use the machine as his private car until taking a position at International Management Group, after which the BMW was sold. ‘And this was one of my mistakes in life,’ he told RM Sotheby’s in October 2022. The car is believed to have next been owned by marque specialist and co-founder of the BMW M1-Club, Reinhard Kleißler, from 1990. Said by Mr Kleißler to have had around 24,000 kilometres on the odometer at time of purchase, he reportedly had the car repainted in the Dachau workshops of BMW master painter Walter Maurer. The car was eventually sold to a collector in 2013. Its new owner exhibited the car at that year’s Concorso d’Eleganza Villa d’Este, where it was awarded the coveted Trofeo ASI for the best-preserved post-war car. Following its concours success, the car was sold back to Mr Kleißler, prior to joining the consigning owner’s private collection, where it formed part of an automotive museum exhibition. As a result of its time spent on static display, this car will require mechanical inspection prior to returning to road use. First owned by the father of the BMW M1 project and finished in a unique in-vogue colour combination, this beautifully preserved supercar is surely one of the most desirable examples in existence. This vehicle will be offered at RM Sotheby’s Munich sale, taking place 26 November. View more and register to bid online at rmsothebys.com today. View This Car's Listing

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