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 – October 21, 2022

RM Sotheby's Private Sales: One-Off Nardo F40 “Competizione”

Presented by RM Sotheby's. Undoubtedly the most iconic supercar of the 1980s, the Ferrari F40 was nothing short of a sensation when it was announced and remains a global icon to this day. Although the car was never originally intended for racing use a number of individuals saw its potential. Ferrari would eventually authorize Michelotto to produce a series of racing examples that adhered to IMSA rules, giving the world’s fastest production car a chance to earn its keep on the race track. " width="680"> Michelotto built up nineteen F40s that were classified as F40 LM (for Le Mans). Seven F40 GTs were built by Michelotto for use in the Italian Supercar Championship, followed by a further seven built for the BPR Global GT Series referred to as the F40 GTE, an evolution of the LM. With the success and excitement created around the appearance of the aforementioned F40 LM’s GT and GTEs, a number of other F40s which were born as road cars were upgraded for use in racing, such as the example offered here. Originally constructed as an early ‘non-cat, non-adjust’ F40, chassis number 80782 was delivered new to Kroymans BV, the official Ferrari importer of the Netherlands following completion at the factory in November of 1989. The car remained in the Netherlands and three years after departing the factory, it was rebuilt for racing by Peter van Erp of Cavallino Tuning, the racing arm of Kroymans. No work was done to the engine at this time, but van Erp modified the suspension by fitting all-new racing shock absorbers produced by Intracks, a Stack instrumentation system, brakes, and bodywork including a repaint in yellow. Upon completion, the F40 was sold to Dutch Racing Promotions of Blaricum, the Netherlands for use by Mr. H. W. te Pas. Over the course of the 1993 and 1994 seasons, it was raced by Mr. te Pas alongside Dunclan Huisman and David Hart. In 1995, chassis 80782 was further modified to remain competitive in racing. The work was carried out by G-Tex of the UK and was overseen by Will Gollup. This included the fitment of an upgraded roll hoop and air jacks. It is believed that at this time the car underwent major engine work, increasing output to well over 700 bhp. Documentation accompanying the car indicates that this work was done in collaboration with famed racing shop Michelotto. The car was later further modified by David Hart for participation in the Ferrari/Porsche Challenge, driven by Hart and Mike Hezemans and raced again in the same series in 1998, again with H. W. te Pas, David Hart, and Bert Ploeg. Later in 1997, the car was sold to Ferrari collector and racing driver Michel Oprey. The car replaced his Ferrari 348 GT and was campaigned very successfully in the Ferrari-Porsche Challenge in the 1990s. Oprey commissioned further mechanical work on the car which was done throughout the winter of 1997-1998. With Oprey, the car was raced until 2006. That same year, the car was sold to a UK-based racing team, who continued racing the car until 2009. With a previous owner, the car was serviced by Elias Elia of Autofficina in Eposom, Surrey in the UK in 2019. This included crack-testing the suspension, fitting new fuel tanks as well as fitting a new fire extinguisher Upon its acquisition by the current owner, the F40 was shipped to the famed Zanasi Group of Maranello, Italy. Just a stone’s throw from the Ferrari factory, Zanasi has enjoyed a nearly sixty-year relationship with Ferrari and is the official shop for all of Ferrari’s extracampionario paintwork requirements, Supercars, Tailor-Made editions, and Icona series cars. As part of a cosmetic restoration the car was completely disassembled with the body fully stripped to its bare materials. The car was then repainted in triple-layer Grigio Nardo in place of the traditional red, with contrasting electric blue fabric seats and painted Scuderia Ferrari shields, in the style of the Scuderia Ferrari sports racing cars from the 1960s. At the same time, the car was also mechanically serviced. Invoices for the work at Zanasi total to over €123,000.00 with work completed just a few months ago. Today, it is rated at producing between 700 and nearly 1,000 bhp based on setup, making for a truly thrilling driving experience. For many of the most famous road-going GT cars of Ferrari’s golden years, such as the 275 GTB/4 and 250 GT Lusso, it was rare for examples to have period racing history. Today those cars which do have period race history are often considered among the most valuable examples. It is similarly rare for F40s to have any form of period racing provenance, a select group to which this car belongs. The F40 is widely viewed as one of the greatest road-going GT models built by Ferrari, and this example offers the next owner a truly unique opportunity. Boasting a fascinating history and presented today in a unique and eye-popping configuration, this F40 absolutely stands out from its siblings both cosmetically and mechanically, offering a truly mesmerizing driving experience. This vehicle is available for direct acquisition through RM Sotheby’s Private Sales division. Contact a Car Specialist today to discuss adding this exciting Ferrari to your garage! View This Car's Listing

By Edward Jones – October 21, 2022

The House That Newman/Haas Built: 2004 Lola-Cosworth-Ford...

Presented by RM Sotheby's. Newman/Haas Racing’s 2004 Champ Car World Series-winning chassis. NEWMAN/HAAS ENTERS A NEW MILLENNIUM Entering the 2001 CART FedEx Championship Series, it seemed that the perennial title-chasers Newman/Haas Racing were beginning to lose their grip. Though the team’s duo of young Brazilian drivers, Cristiano da Matta and Christian Fittipaldi, offered a glimmer of hope, Newman/Haas was entering the eighth season of their championship drought (the longest in team history). Yet morale was still high for the struggling team, and the upcoming season provided further promise in the adaptation of Lola’s new B01/00 chassis, and Toyota’s “RV” V-8 engine. THE B01/00 AND RV V-8 Newman/Haas took delivery of their first batch of B01/00 chassis from Lola in late November 2000. Importantly, these were separated into road course (01) and superspeedway (00) configurations. Featuring a carbon fiber monocoque with a double-wishbone suspension utilizing rigid-alloy buttresses and inboard shocks at both the front and rear, the B01/00 was a new, but largely conventional, progression with which CART’s outstanding downforce regulations could be utilized to great effect. Additionally, Newman/Haas reached an agreement with Toyota to run their V-8 engine. This turbocharged engine displaced 2.65 liters in a 90-degree V configuration, with all-aluminum construction throughout. Redline arrived at an ear-melting 15,000 rpm, and peak power was reported to be in excess of 900 horsepower while burning methanol. With these incredible powerplants and downforce packages, these turn-of-the-millennium CART drivers regularly reached speeds exceeding 240 mph on a superspeedway. CHASSIS 01-14 IN 2001 This Lola “Road Course” chassis offered here, 01-14, was originally delivered to Newman/Haas Racing for the 2001 season and then assigned to the team’s #2 driver, Christian Fittipaldi. Fittipaldi first tested the car on 31 January 2001 at Homestead-Miami Speedway, and then 20 February at Sebring in preparation for the season opener at Mexico’s Tecate-Telmex Grand Prix of Monterrey on 10 March. In this race, he earned his first DNF for 2001. Fittipaldi’s best result came on 24 June, when he used this chassis to secure a 3rd place finish at the Freightliner/G.I. Joe’s 200 at West Delta Park-Portland Raceway. 2004 REBIRTH: ENTER COSWORTH Newman/Haas Racing’s 2003 season saw Fittipaldi and de Matta substituted for fellow Brazilian Bruno Junqueira and reigning Formula 3 champion Sébastien Bourdais, who respectively finished that season 2nd and 4th in the Drivers’ Championship. Meanwhile, CART had declared bankruptcy and been reorganized by January 2004 under new owners as the Bridgestone Champ Car World Series. 2003 also saw Cosworth Racing (now the series’ sole engine supplier) release their XFE V-8 engine, which presented a tremendous—and vastly redesigned—improvement over their previous offering in terms of robustness, reliability, cost, weight, balance, and power efficiency. Further, CART revised their supremely controversial turbo manifold “pop-off” valve, thereby allowing Cosworth to greatly reduce the XFE’s engine speed and increase boost within its newly configured turbocharger. Pulled from storage at Newman/Haas Racing’s headquarters in Lincolnshire, Illinois, Chassis 14 was resurrected and brought into updated specifications for use in the upcoming 2004 season. With a new powerplant, revised aerodynamics, and—most importantly—the steady hands of driver Sébastien Bourdais, the reborn Lola would prove a dominant force. THE 2004 CHAMP CAR SEASON Bourdais tested this car through mid-April 2004 at Sebring International Raceway and California Speedway (Fontana) in preparation for the season’s debut at the Toyota Grand Prix of Long Beach on 18 April. During qualifying, Bourdais piloted Chassis 14 to a blistering time of 1:09.800, good for 2nd place on the grid, just 9/10ths of a second behind teammate and pole-sitter Bruno Junqueira. The main event followed much of the same pace, but ended when Paul Tracy slipped by both Newman/Haas drivers to take the checkered flag. Long Beach was nonetheless a remarkably impressive debut for Bourdais with his updated Lola, securing 3rd overall and fastest-lap honors. Chassis 14 continued its stellar trajectory for the Tecate-Telmex Grand Prix of Monterrey at Fundidora Park on 23 May. Starting from pole, Bourdais maintained a remarkable pace that complemented a brilliant pit strategy; he set the race’s fastest lap (nearly breaking the track record, too), led for 32 of 72 laps, and crossed the line with a nearly four-second gap over the 2nd-place Junqueira. On 20 June at the Champ Car Grand Prix of Portland, Bourdais, yet again, kept up his incredible pace from pole to secure his second victory of the season with this Lola chassis. Additionally, he also leapfrogged over Junqueira for the leading spot in the Drivers’ Championship. Two weeks later, Bourdais polished off the same exact result following the Molson Indy Toronto at Exhibition Place, where he again started on pole with this Lola-Cosworth and grabbed the win just ahead of Jimmy Vasser, while also earning another fastest lap accolade. The Grand Prix of Road America on 6 August saw Bourdais lead from pole for the fourth time, though he battled through a closely fought, 48-lap contest to finish 3rd—just over three seconds behind winner Alex Tagliani. He would quickly rectify this slim defeat by dominating the following race at Denver—though not with Chassis 14, which was not pressed into action again until the Bridgestone-Corona 400 at Las Vegas Speedway on 25 September. At Las Vegas, Bourdais qualified 3rd. The blinding pace of both dialed-in Newman/Haas cars of Bourdais and Junqueira gave the team an awesome 1-2 finish. Bourdais secured his sixth win, and the team had all but guaranteed themselves a championship. But which driver would raise the trophy? FLAT-OUT TO THE FINISH Another 1-2 finish at the Lexmark Indy 300, with Junqueira leading Bourdais, meant that the Frenchman now kept a narrow lead of just 22 points. So long as he finished above 11th at the season finale on 7 November in Mexico City, the Drivers’ Championship was his. Not one to cut it close, Bourdais took this Lola-Cosworth on a closing act to remember. A flat-out qualifying session earned him pole for the start of the Telmex-Tecate-Banamex Grand Prix at the Autódromo Hermanos Rodríguez. In a show of complete domination, Bourdais did not relinquish his lead even once during the 63-lap finale—despite two pitstops and a spin on lap 42 which saw his ridiculous 17-second lead reduced to five seconds. Despite cautious reminders from race engineer Craig Hampson, Bourdais took Chassis 14 flat-out the whole time, setting yet another fastest lap en route to his title-clinching win. Across 13 races with Bourdais, this remarkable Lola-Cosworth earned five poles, five victories, two additional podiums, six fastest laps, and 369 points, which gifted the impossibly quick Frenchman the first of his four consecutive Champ Car titles with Newman/Haas Racing.After the 2004 season, the car was displayed for several years in the lobby of Newman/Haas Racing’s headquarters, alongside some of the other championship-winning chassis on offer from the Haas Collection. Presented today still wearing the famous McDonald’s livery, fitted with a period-correct Cosworth engine, and accompanied by workshop manuals, laptop, and cable, this is an incredible opportunity to acquire a championship-winning car directly from one of the most famous teams in American open-wheel racing: Newman/Haas Racing. This racecar will be offered without reserve at RM Sotheby’s The House That Newman/Haas Racing Built sale, taking place 29 October. View more and register to bid online at rmsothebys.com today. View Listing

By Edward Jones – October 20, 2022

The House That Newman/Haas Built: 2007 DP01-Cosworth

Presented by RM Sotheby's. Six victories among 10 starts during the 2007 Champ Car season. In the fourth, and what would prove to be its final, year of operation, the rebranded Champ Car series (formerly known as CART) underwent further changes for the 2007 season, a swansong campaign that paved the way to reunification with the Indy Racing League a year later. For the first time since 2003, European races were added to the schedule, at Zolder and Assen, and 2007 saw the complete elimination of oval-track races in favor of street-track courses that emphasized chicanes. Most notably, Panoz was chosen to be the sole chassis provider for 2007, delivering the DP01 open-wheel racecar built by its sister affiliate Elan Motorsport Technologies. The carbon fiber monocoque DP01 was designed with numerous improvements over the outgoing Lola chassis, most significantly channeling increased airflow to a revised underbody design for greater downforce that was less dependent on the front and rear wings. This ensured improved safety at high speed, which was further bolstered with a more upright seating position and the implementation of the HANS driver harness. Exclusively fitted with the latest Cosworth XFE turbocharged V-8, which now developed as much as 950 horsepower, the DP01 was capable of accelerating to 60 mph from standstill in just 2.2 seconds, and to 100 mph in 4.2 seconds, with a blistering top speed of 240 mph. Despite its raw performance and advanced design, the DP01 enjoyed only one full season of active use in Indy racing, as it was abandoned after the 2008 Long Beach Grand Prix when Champ Car folded into the IRL, which was already contracted to run Dallara chassis. The resulting IndyCar Series continues to this day. A SPECTACULAR FINAL CART SEASON On the heels of three consecutive championships with driver Sébastien Bourdais from 2004 to 2006, Newman/Haas Racing returned to competition in 2007 with a promising young rookie Graham Rahal, son of the accomplished Bobby Rahal. This DP01 is one of a handful of examples that were delivered new to Newman/Haas Racing for the 2007 season, and it became the primary car driven by reigning champion Sébastien Bourdais. Decorated with the iconic McDonald’s sponsorship livery, chassis number DP01-021 performed admirably through 10 starts during the 14-race season, winning six races. According to a race/practice/test lap chart on file, the DP01 was first used for testing by Bourdais in March 2007 at Laguna Seca before being transported to Las Vegas for the season-commencing race. Working through some teething issues, 021 finished only 13th at the Las Vegas Grand Prix in early April, but it bounced back in commanding form a week later at the Long Beach Grand Prix, where Bourdais put the car on the pole and went on to roar to victory. The Long Beach win was followed by two consecutive 1st-place finishes at Houston and Portland, with Bourdais respectively qualifying for 2nd and 3rd-place starting positions. For the two ensuing races, at Cleveland and Mont Tremblant, Bourdais piloted one of the sister cars to unspectacular results while 021 remained waiting in the wings.In early July this Panoz returned to action at the Toronto Grand Prix, finishing 9th, and three weeks later the car finished 5th at the San Jose Grand Prix. In the interim Bourdais accomplished a win in one of the sister cars at the Edmonton Grand Prix, a result he repeated at Road America in mid-August. On 26 August DP01-021 returned for the remaining four races of the season, as Bourdais qualified for pole position and took the checkered flag at the Belgian Grand Prix at Zolder. A week later at Assen in The Netherlands he put the car on the pole but finished a disappointing 7th. At Surfers Paradise, Australia, in late October, Bourdais started in 4th place and advanced to a win, setting the table for the finale in Mexico City three weeks later. Bourdais qualified for a 2nd-place start at the Autodromo Hermanos Rodriguez before advancing to take the win, giving him eight victories for the year, including six in chassis number DP01-021. His commanding 83-point lead in the drivers’ standings earned him his fourth consecutive Champ Car championship, and Newman/Haas’ eighth. Following some testing at Long Beach in April 2008 by rookie driver Justin Wilson, the DP01 was retired, and with the unified IndyCar Series now relying exclusively on Dallara chassis, the Panoz was domiciled within the protective environs of the Newman/Haas Racing collection. Continuing to benefit from a life of care within its only ownership, this powerfully specified and beautifully preserved DP01 is a striking testament to the final Champ Car season. As the primary car driven by Sébastien Bourdais on the way to his fourth championship, and Newman/Haas Racing’s eighth (and final) championship, this car represents the important conclusion to a significant chapter in Indy racing history. Accompanied by workshop manuals, laptop, and cable, it would make a brilliant addition to any competition collection, particularly suited to Champ Car enthusiasts and aficionados of the short-lived, but awesomely engineered, Panoz DP01 chassis. This racecar will be offered without reserve at RM Sotheby’s The House That Newman/Haas Racing Built sale, taking place 29 October. View more and register to bid online at rmsothebys.com today. View Listing

By Edward Jones – October 19, 2022

The House That Newman/Haas Built: 1984 Lola-Cosworth T800

Presented by RM Sotheby's. A significant contributor to Mario Andretti’s famous 1984 CART championship season. Quite possibly the most successful racing driver of all time, Mario Andretti is that rare sports figure that so transcended his niche he became a household name, a synonym for speed among average Americans. During a 42-year career, Andretti achieved countless metrics and superlative claims, winning 120 races in 950 starts across Formula One, IndyCar, World Sportscar Championship, NASCAR, midget car, and sprint car racing. Along the way he roared to four IndyCar championships and one Formula One championship, and three times was voted the Driver of the Year (awarded by a panel of motorsports writers to the year’s most accomplished American driver). Perhaps no phase of Andretti’s career was more pivotal than his 1983 arrival to CART, the upstart sanctioning body of IndyCar competition that challenged the USAC’s long dominance of American open-wheel racing. After six years of primarily competing in Formula One, Andretti joined CART in 1982 for Patrick Racing, lasting one season before he was recruited for 1983 by the new team founded by Carl Haas and Paul Newman. The two accomplished racing luminaries built the team entirely around Andretti’s prominence and skillset, establishing a contender that would not soon fade away. Newman/Haas Racing eventually went on to win eight IndyCar championships over 29 years, claiming 107 wins for points (and one additional non-points exhibition race, for a total of 108 victories) and 110 pole positions. ANDRETTI, NEWMAN/HAAS, AND THE T800 Newman/Haas Racing was one of the first teams to campaign Lola chassis in CART, starting with the T700 Andretti drove in 1983, which brought home two victories. Encouraged by the T700’s promise, Lola invested significant time and engineering to develop a successor for 1984. The resulting T800 was engineered by former Formula One designer Nigel Bennett and Mark Williams, with Lola founder Eric Broadley contributing the high-speed longtail and an unusual gearbox design, in which the cast magnesium casing was lowered to accommodate the turbocharger, significantly lowering the car’s center of gravity in the process. Powered by a dry-sump 2.65-liter Cosworth Ford DFX V-8 good for approximately 800 horsepower, the T800 was the first Lola to extensively feature carbon fiber construction. Carbon composite was woven to form the model’s wind-tunnel-developed top section and nose, which was bonded to an aluminum-honeycomb driver’s tub for true monocoque design. The 109-inch-wheelbase chassis featured driver-adjustable suspension elements and dual master cylinder-actuated outboard ventilated disc brakes to contribute to highly competitive handling and stopping power, which Andretti utilized to great effect during the 1984 season—culminating in Newman/Haas Racing’s first CART championship, and Mario’s fourth Indy Car title. CHASSIS HU 2 According to the records of Lola Heritage, chassis number HU 2 is one of five total examples built, and one of three that were delivered new to Newman/Haas Racing for the 1984 season. It was a central component in Andretti’s ensuing championship season, during which he claimed six victories in 16 races, fiercely battling Mayer Racing’s Tom Sneva and Penske’s Rick Mears—a future legend in his own right. At the season-commencing Long Beach Grand Prix on 1 April, Mario earned the pole position by more than half a second. He led for the entire race before winning by more than a minute. Following an early retirement at Phoenix two weeks later, Andretti flashed great power at the Indianapolis 500 qualifying sessions, becoming the first driver to lap the Brickyard at 212 mph. Spark plug issues eventually relegated Mario to 6th place on the starting grid, but by lap 100 he was holding steady in 4th place. Mechanical problems soon forced his car to lose pace, and on lap 153 an accident in the pits necessitated another early retirement. Following an 8th-place finish at the Milwaukee Mile and a DNF at Portland, Andretti got back on track with a dominating win in the Meadowlands Stadium parking lot on 1 July, catapulting him to 2nd in driver’s points, just 16 points behind Sneva. A pole position start at Cleveland’s Burke Lakefront Airport ended in another retirement, but an accident-plagued afternoon at the Michigan 500 in late July saw Andretti emerge victorious, notching his first oval win of the year, and his first 500-mile victory since the 1969 Indy 500. Andretti roared to his fourth victory of the year at the Road America 200 in early August, overtaking Sneva by one point for the championship lead. After breaking two ribs in a boating accident, Mario powered through adversity to win the Mid-Ohio 200 a month later, leading for the entire race while beating the 2nd-place local favorite Bobby Rahal by more than 30 seconds. In late September Andretti triumphed in his sixth race of the season at the 200-mile Detroit News Grand Prix at the Michigan Speedway, building a 15-point lead in driver’s points over the 2nd-place Sneva. After an accident led to a 12th-place finish at Phoenix, Andretti turned in cautiously conservative performances at the season’s final two races at Laguna Seca and Las Vegas, finishing 2nd at both contests for a 13-point lead over Sneva. Andretti had won his fourth IndyCar championship, and Newman/Haas Racing’s first, while establishing the pure power and agility of the Lola-Cosworth T800. The performance prompted numerous orders to the British manufacturer for the 1985 season, catalyzing the eventual displacement of March as the dominant Indy Car chassis. According to Newman/Haas Racing, this T800 on offer was used in four races in the 1984 season, including the Dana Rex Mays Classic on 3 June 1984 held at the Milwaukee Mile, where Mario Andretti started 3rd and finished 8th; the Meadowlands Grand Prix held on 1 July 1984 in East Rutherford, New Jersey, where Mario Andretti started 1st and impressively led every single lap of the 100-lap race, securing his second 1st-place finish of the season; and Mid-Ohio 200 held on 2 September 1984 in Lexington, Ohio, where Mario Andretti started 1st and led 78 laps of the 84-lap race on route to his fifth 1st-place finish of the season. The final race this car campaigned under the Newman/Haas Racing banner was on 14 October 1984 at the Stroh’s Bobby Ball Memorial 150 held at the Phoenix International Raceway. Mario Andretti started 7th and led 59 laps but finished 12th. In total, Andretti-piloted Lola T800s won six races, taking eight poles while leading 572 out of 2,285 laps, and earning Mario his final IndyCar championship and third “Driver of the Year” award. This car, claiming two of the six race victories with Mario Andretti behind the wheel, was a significant contributor to the Newman/Haas Racing team success in 1984. Following the successful 1984 season, on 31 January 1985, the 1984 Lola T800 (chassis number HU 2) was sold. Following this transaction, it is believed the car was assigned a new CART serial number, CART Serial No. 423 (which remains on the car today), as another team would use this car in the 1985 and 1986 IndyCar seasons. On 25 August 1995 Carl A. Haas re-acquired this 1984 Lola T800 (chassis number HU 2) which was re-liveried to its successful 1984 Newman/Haas Racing-Mario Andretti appearance and fitted with a period-correct engine, as presented today. Mario Andretti remained with Newman/Haas Racing for another 10 years before retiring from open-wheel competition following the 1994 season, along the way enjoying his son Michael’s championship for Newman/Haas as a teammate in 1991. Newman/Haas Racing went on to win six more IndyCar championships through 2007, but perhaps none was so significant as the 1984 victory in only its second season, featuring a revolutionary design in the hands of one of racing’s most incomparable competitors. One of just five built, this T800 offers a sensational addition to any racing-focused collection. It is a thoroughbred from one of IndyCar’s best-known and most successful American stables, one that powered the great Andretti to the very definition of racing success and his final championship. This racecar will be offered without reserve at RM Sotheby’s The House That Newman/Haas Racing Built sale, taking place 29 October. View more and register to bid online at rmsothebys.com today. View Listing

By Edward Jones – October 18, 2022

The House That Newman/Haas Built: 1991 Lola-Chevrolet T91/00

Presented by RM Sotheby's. Newman/Haas Racing’s 1991 CART PPG Indy Car World Series-winning chassis. A RACING DYNASTY The landscape of American auto racing is textured by great families. The Unsers, Pettys, and Earnhardts established multiple generations of championship-caliber drivers whose legendary exploits on the racetrack are woven into the very fiber of motorsport. One name, however, rises above to be synonymous with speed itself: Andretti. The patriarch, Mario, needs no introduction. With a resume that includes Formula One World Champion, Indy 500-winner, Daytona 500 Champion, and Le Mans class-winner, he is undoubtably one of the greatest men to have ever climbed behind the wheel of a racecar. Following in his footsteps would seem insurmountable, yet his son Michael proved to possess incredible abilities behind the wheel. Beginning his Indy Car career with the Kraco Racing squad in 1983, a run of podium finishes the following season confirmed his talent within the sport. Mario Andretti had established the street circuit in Long Beach, California as a successful hunting ground with wins in 1977, 1984, and 1985, and in 1986 Michael would keep the family winning streak alive by securing his very first win within the CART PPG Indy Car World Series. The 1986 season would result in Michael’s first runner-up finish in the championship; the following year, he would achieve the same result. In 1989 Michael joined the Newman/Haas team alongside his father, and the two shared great success together. By 1991, Michael was on a roll, having finished 3rd and 2nd in the championship standings the prior two seasons. After being the bridesmaid on three occasions, Michael was determined to not let the ultimate prize slip through his fingers. While the 1991 campaign began with a slow start, a dramatic Indianapolis 500 saw Michael finish runner-up to the legendary Rick Mears, who secured his record-tying fourth win at the Brickyard. From that point onwards, Michael dominated the remainder of the season. Achieving eight wins out of 17 races, the final six events of the season saw a three-race win streak, two 3rd-place finishes, and a final win at the last race. A true stamp of authority, this display of talent further added to the Andretti legend and dismissed naysayers who said it could not be done. THE LOLA T91/00 Lola’s dominance with the T90/00 in 1990, with 13 wins out of 16 events, meant that 1991’s T91/00 would be a refinement of the design which had led to so much success. While retaining the same dimensions and monocoque design as the T90/00, the latest model was understood to have a more consistent shape and stronger construction thanks to the new climate-controlled autoclave installed at the Lola factory. An aluminum honeycomb was again utilized for the tub, extending from the driver’s hips to the pedals for protection in the event of a heavy accident. In addition, the pickup points for the suspension were revised.To meet the demands of the various disciplines, a high-downforce configuration was available for short ovals, road courses, or street circuits. For the superspeedways, alternative suspension geometry was utilized to extend the wheelbase, and low-drag wings worked to slice through the air. The tried-and-tested Ilmor-Chevrolet 2.65-liter V-8, featuring a turbocharger and 32 valves, served as the heart of the Newman-Haas cars during the 1991 season. MICHAEL’S CHASSIS 38 Used during the month of May in the leadup to the 74th running of the Indianapolis 500, chassis 38 accumulated 725 miles of test running between May 6 and May 13. A week later it was entered in the Miller Genuine Draft 200 at the famed Milwaukee Mile oval in Wisconsin. Qualifying 3rd behind his father, the Andrettis would quickly jump in front of pole-sitter Rick Mears. John Andretti, son of Mario’s twin brother Aldo, additionally started the race in the top five. All three would remain up front, and after Mears suffered from an engine failure, history would be made: For the first and only time, the Andretti family swept the podium. After leading the most laps, Michael finished 1st, followed by his father and his cousin. Chassis 38 was next entered in the Valvoline Detroit Grand Prix on the tight, unforgiving temporary street circuit. After securing a pole position, Michael fought for the lead against Dutchman Arie Luyendyk, but failed to finish the race. The following week at The Budweiser/G.I. Joe's 200 at Portland International Raceway in Oregon, Chassis 38 was once again used. Michael lined up 5th on the grid that day, and in a spectacular display of his talent, he took the lead on the opening lap with a first-turn dive. He went on to lead the most laps that day, securing him additional bonus points.The chassis was next entered in the Marlboro Grand Prix Meadowlands, just outside of New York City. After starting in the top five, Michael battled up front and was running in the podium places at half-race distance. Unfortunately, his engine began to suffer a misfire, ultimately leading to his retirement from the race. Michael’s trio of race wins began at the Molson Indy Vancouver on the street circuit of the Canadian city. This would be the final race weekend for Chassis 38, and once again, pole position was achieved. Bobby Rahal, Michael’s main opponent, sat eight points ahead in the championship and quickly snatched the lead of the race. Another scrap resulted in Michael regaining the lead, yet he would spend the later portion of the race climbing back through traffic from 3rd place. Ultimately finishing 1st, his pole position and most laps led resulted in maximum points for the race weekend. Today, the car is set up in speedway configuration and accompanied by workshop manual, laptop, and cable. A highly significant racing car from the high-watermark-era of Indy Car racing, Chassis 38 helped secure success for the second generation of the Andretti family dynasty. This racecar will be offered without reserve at RM Sotheby’s The House That Newman/Haas Racing Built sale, taking place 29 October. View more and register to bid online at rmsothebys.com today. View Listing

By duPont REGISTRY – October 17, 2022

The House That Newman/Haas Built: 993 Lola-Ford Cosworth ...

Presented by RM Sotheby's. Newman/Haas Racing’s 1993 CART PPG Indycar World Series-winning chassis. THE LION Nigel Mansell, one of the most tenacious and thrilling drivers to have ever competed in Formula One, developed his reputation through fearless overtakes; by the early 1990s, he had finished runner-up in the championship three times. It was only a matter of time before he would secure the sport’s top prize. In 1992 the Williams team unleashed the dominant FW14B, quite possibly the most technologically advanced car to contest the Formula One World Championship to that point. This spectacular machine allowed Mansell to secure nine Grand Prix victories out of 17 events, and thus, the Drivers’ Championship. His teammate, Riccardo Patrese, finished 2nd with half the points tally of the champion. " width="680"> After finally achieving his lifelong ambition, and with supreme confidence in his abilities, Mansell made the decision to cross the Atlantic to test his abilities against the top open-wheel drivers in the United States. Signing with championship-caliber Newman/Haas Racing, his teammate would be none other than the legend himself, Mario Andretti. This was indeed a fateful reunion, calling back to Nigel’s earliest days on the Grand Prix circuit: In 1980, Mansell secured his first race seat with the Lotus organization after a promising run as a test driver. He would contest three Grands Prix alongside Andretti and Elio De Angelis, with little success due to a lack of experience and reliability. Now, with over 10 years of experience in his back pocket, Mansell set to prove his abilities around the ovals, road courses, and street circuits of the PPG Indy Car World Series. In addition to sharing the garage with a legendary teammate, his competition throughout the season included Al Unser Jr., Bobby Rahal, Arie Luyendyk, the young Paul Tracy, and another former F1 champion: Emerson Fittipaldi. As the season progressed, the Brazilian proved to be Mansell’s greatest adversary, resulting in a number of unforgettable on-track battles. Never too far from drama, the Englishman suffered a devastating crash before the second event at the demanding one-mile oval in Phoenix Arizona. The resulting back injury necessitated surgery. Adding insult to this literal injury, Mansell was denied the opportunity to run his first oval race and gain crucial experience before attempting the Indianapolis 500. Despite this setback, Mansell would partake in the Indy 500. Close to the end, while leading the race, a yellow flag gave Fittipaldi and Luyendyk the opportunity to close up on Mansell. Pressing their advantage to the end, the pair finished 1st and 2nd, respectively, while Mansell took 3rd.Achieving five victories, Mansell conquered the multi-discipline season with an average finishing position of 6.2, and by season’s end, Mansell finished just eight points ahead of runner-up Fittipaldi. For the first time in the history of motor racing, one driver reigned supreme as the uncontested open-wheel champion of the world. THE LOLA T93/00 Largely a development of the successful T92/00 model, the T93/00 featured a number of aerodynamic and mechanical improvements over its predecessor. Up front, the central section of the front wing rose to meet an extended, needle-like nose. Ford-specification cars featured a unique engine cowl which sat at a lower profile, allowing for greater air flow. The car utilized all-carbon fiber construction, with a monocoque tub and double-wishbone suspension connected to inboard springs on all four corners. To meet the demands of the various disciplines, a high-downforce configuration was available for short ovals, road courses, or street circuits. For the superspeedways, alternative suspension geometry was utilized to extend the wheelbase, and low-drag wings worked to slice through the air. The previous year, Newman/Haas had successfully adopted the Ford XB engine into their Lola, with Michael Andretti achieving five wins throughout the season. In 1993, this turbocharged, dual-overhead-camshaft V-8 engine again served as the heart of the racecar. RED FIVE This Lola T93/00, Chassis 5, participated in seven races throughout the 1993 PPG Indy Car World Series. Beginning with the very first event of the year, the Australian FAI Indy Car Grand Prix at the Surfers Paradise Street Circuit, Mansell showed his level of skill by securing bonus points with a pole position and the race win. A momentous result, he was the first Indy Car rookie to win his first race. The chassis was next utilized at the Miller Genuine Draft 200 at the Milwaukee Mile. The oldest operating speedway in the world, this one-mile oval with nine degrees of banking very much resembles a scaled-down version of the Brickyard. After gaining much-needed experience at the 500-mile event, Nigel secured his first oval win of the season.Chassis 5 would make its next appearance contesting the Budweiser/G.I. Joe's 200 at Portland International speedway. A pole position secured bonus points for Mansell, and a 2nd-place finish helped to maintain his championship lead. The Molson Indy Toronto proved to be Mansell’s most difficult race weekend of the season. In the sessions preceding the race, the Englishman suffered two crashes at the first turn, greatly diminishing his chances of success. After 60 laps bogged down in the midfield, a wastegate failure caused Chassis 5’s first and only retirement for the season. Fortunes would change at the second 500-mile event of the season. The Marlboro 500 at the two-mile Michigan International Speedway was Indycar’s fastest event at the time. The Newman/Haas cars proved to be the class of the field, with Andretti taking the pole at 234.2 mph, followed by Mansell. Arie Luyendyk took the first spot on the second row, nearly four mph down on the front duo. Despite suffering from a splitting headache, the grueling race resulted in Mansell’s first 500-mile victory and second oval win of the season. Andretti took the runner-up position, marking the teammates’ only joint appearance on the podium. Starting alongside Paul Tracy at the Texaco/Havoline 200, Chassis 5 helped Mansell navigate the formidable four-mile Road America circuit in Elkhart Lake, Wisconsin. The lengthy track makes fuel management a key component of success, and the Newman/Haas team kept Mansell on a tight strategy. Unfortunately, he was unable to take on the charging Tracy, and the Englishman settled for a respectable 2nd. The final event in which Chassis 5 entered proved to be the most consequential. The Bosch Spark Plug Grand Prix at the Nazareth Speedway would be the final oval event of the calendar, and Mansell’s sweep of the previous three oval events set up a prime opportunity to secure the title. Starting on the pole, Nigel’s chances looked good, but once the green flag waved, Fittipaldi and Tracy darted ahead, leaving Mansell to settle for 3rd. As the race progressed, he battled through traffic to retake the lead—and ultimately the checkered flag. Pulling into victory lane, the Englishman was elated, having achieved what no one had done before: In that moment, he was the reigning Formula One and Indy Car grand champion. Standing as a monument to this feat, this Newman/Haas Lola T93/00 is a deeply significant racing machine worthy of a place of honor in any collection with an open-wheel focus. This racecar will be offered without reserve at RM Sotheby’s The House That Newman/Haas Racing Built sale, taking place 29 October. View more and register to bid online at rmsothebys.com today. View Listing

By Tyler Rampersaud – October 12, 2022

RM Sotheby's 16th Annual Hershey Auction Sold $10.6M Of C...

These auction results prove that there’s nothing quite like a stunning classic. At the Hershey Lodge in Hershey, Pennsylvania, RM Sotheby's held its 16th annual auction at the venue simultaneously with the Antique Automobile Club of America’s Eastern Division Fall Meet. The sale focused on pre-war and brass-era cars that capture the legendary glamor of the time, and it seems that the passion for these cars has yet to fade, as the sale was an incredible success. Of all the lots up for sale, 94% were sold, featuring iconic classics from a mythical age in automotive history. MUST READ: Jeff Gordon’s 2011 NASCAR Sprint Cup Stock Car Is Available For Sale At Speedart Motorsports The highest-priced seller in the entire auction was a 1-of-17 1930 Cadillac V16 Sport Phaeton, selling for an incredible $880,000. Following that was a 1914 Thomas Model K-6-90 Flyabout which sold for $594,000, and then a 1931 Pierce-Arrow Model 41 Convertible Victoria by LeBaron which went for $418,000. The fourth-highest was a 1931 Marmon Sixteen Convertible Sedan by LeBaron, which sold for $330,000. After that, a 1923 Rolls-Royce Silver Ghost Pall Mall Tourer by Merrimac for $297,000 rounded out the top 5, followed by a 1941 Packard Custom Super Eight One Eighty Convertible Victoria by Darrin for $264,000 and a 1987 Buick Grand National GNX for $231,000. After that, a 1931 Cadillac V-12 Convertible Coupe by Fleetwood for $198,000 came in at eighth-highest, followed by a 1934 Packard Super Eight Coupe Roadster for $192,500 and a 1958 Buick Limited Convertible that rounded out the top 10 for $187,000. Regardless of age, the love for automotive history and icons in the car world across eras is very real, and auctions like these show it. View All Classic Cars For Sale Source: RM Sotheby's

By duPont REGISTRY – September 21, 2022

2020 Ford GT '69 Heritage Edition With Less Than 850 Mile...

Presented by Broad Arrow Group. It is tempting to ask of the second-generation Ford GT, what can be said that has not already been said, with no small degree of ecstasy, by the world's automotive press and legions of thoroughly satisfied owners? It was, perhaps more than any other modern 21st Century automobile, an actual Le Mans car for the road, developed with the objective of winning the famed 24-hour endurance race firmly in mind. Its specification was as advanced as could be imagined from a North American automaker, with a carbon fiber monocoque chassis, an aerodynamically efficient carbon-fiber body, and a twin-turbocharged 650 bhp Ford Ecoboost V-6 combining to achieve one of the finest supercars in the world. Ford's competition objective was well-met. Even before the roadgoing GT had actually entered production, a pair of Chip Ganassi Racing-entered models finished First and Third in Class at Le Mans, fifty years to the day after the original GT40 first won on the fabled circuit. This successfully proved the GT's bonafides as those owners were selected by Ford, following an infamously rigorous application progress involving videotaped interviews and minor financial disclosures, were contacted by the company's Concierge Service to select the features of their new automobile. Many of the possible option combinations, as well as paint and interior, were chosen via a box of samples supplied to the owner, allowing them to mix-and-match possible combinations to suit their finely hewn taste. For some, of course, the proper livery was, as they say, a no-brainer. Ford had begun to tease its customer base with the occasional introduction of very limited-production Heritage Editions that offered paint schemes inspired by the most famous successful competition GT40s of the 1960s. After considerable demand from GT customers, the colors that Ford has boldly but correctly described as 'the most famous paint scheme in motorsports' finally became available to buyers in 2019 as part of the new Heritage Edition. Honoring the Gulf Oil-sponsored GT40, no. 1075, offered at Broad Arrow Groups Passion for the Drive: The Cars of Jim Taylor this coming 14-15 October, beat European competitors on the track twice in a row, the '68 Heritage Edition would of course be finished in Heritage Blue and Heritage Orange, with Gulf Oil's full backing of the use of the iconic hues. Yet this was no mere paint job. Heritage cars also featured orange brake calipers and silver rear-view mirror caps, exposed carbon fiber A-pillars, and unique 20-inch one-piece forged aluminum wheels, finished in high-gloss dark stainless with black lug nuts. Each interior was upholstered in Ebony Alcantara, with the seats stitched in contrasting blue and orange thread, and embossed with a pattern inspired by the two-time Le Mans-winning GT40, and featured high-gloss dark stainless appliques throughout, echoing the finish of the wheels. Exposed carbon fiber door sills, air register pods, and center console recalled the finishes of earlier Heritage models, and further emphasized the competition spirit of the design. It was, in sum, a very carefully chosen and integrated package of features, intended to recall not only the original GT40's colors and trim, but also its spirit. The 2019 '68 Heritage model boasted 1968's No. 9 graphics on the hood and doors, as well as a 'ghosted' image on the inner door panels. For 2020's '69 Heritage model, this was changed to No. 6, honoring the number under which the same car won Le Mans in 1969. Each year only fifty examples of each were built, and, naturally, they sold out more or less as soon as they were announced. They have, if anything, become even more desirable in the last years, with enthusiasts clamoring to own one of these most significant modern Ford GTs. Jim Taylor was one of those fortunate souls who bought their '69 Heritage Edition brand-new. He was well-qualified to make the acquisition, having successfully gathered some of the best performance Fords from virtually every generation, among them a pair of earlier GTs, including a 2006 Heritage model that this one has resided beside since its delivery to Gloversville. Accompanied by its window sticker, the 2020 model remains in outstanding overall condition, as it should, having been driven only 847.7 miles at the time of cataloguing – almost all of those miles happy runs on the local country roads and highways. Mr. Taylor had the entire car clear-bra'd, including the underbody, to protect it during such use. Typical of the Taylor automobiles, it has been maintained to his high standards, and in excellent operational condition throughout. There is something magical and significant about a Gulf-liveried Ford GT of any generation. True to the original's all-conquering spirit, Jim Taylor's car is in the first rank of its type. It is the best that America has to offer the world. Check out more on this example on the Broad Arrow Auctions website, on offer at the Passion for the Drive: The Cars of Jim Taylor auction this coming 14-15 October. View Estimate And More

1979 Ferrari 512 BB LM Silhouette by Pininfarina1274079

By Edward Jones – August 19, 2022

RM Sotheby’s Monterey: 1979 Ferrari 512 BB/LM ‘Silhouette...

Presented by RM Sotheby's. Following the 1976 development of the original 365 GT4 BB into the 5-liter Berlinetta Boxer, speculation surged about the model’s competition potential. Enzo Ferrari approved four examples to be prepared for the 1978 24 Hours of Le Mans, henceforth known as the 512 BB/LM. These cars were powered by a more highly developed version of the 5-liter flat-12, featured reduced curb weight, and were crowned with a chin spoiler and a large rear wing to improve downforce. Unfortunately, the 512’s transaxle was no match for the uprated engine, forcing four early retirements, but clientele were sufficiently intrigued to justify further development. A second series of BB/LM examples was approved that featured Lucas fuel injection, boosting output to 480 horsepower with improved mid-range torque. The transaxle was strengthened, oil-cooling radiators were added, and the brakes and suspension were upgraded. Weight was further reduced to 2,370 pounds, and the chassis were mounted with new Pininfarina coachwork developed in a wind tunnel, referred to as the “Silhouette.” After three examples debuted at the 1979 24 Hours of Daytona (including an entry by Luigi Chinetti’s NART), the new 512 BB/LM went on to finish 10th overall at Le Mans in 1980, and 5th a year later. The short production run of 29 cars was enjoyed by preferred clients at various circuits through the mid-1980s, remaining surprisingly competitive for several years. A PARTICULARLY DISTINGUISHED ‘SILHOUETTE’ This beautifully presented 512 BB/LM is a particularly important example of the potent competition car, claiming the most successful vintage racing career of any of its brethren, as well as matching-numbers authenticity. According to the research of marque expert Marcel Massini, and as confirmed by a Ferrari Classiche Red Book, chassis number 29511 completed assembly in November 1979, finished in Rosso paint and trimmed with a Nero cloth interior. The 13th of 29 examples built, the 512 was distributed to the Wide World of Cars in Spring Valley, New York, accompanied by a spare racing engine (internal number 034). In early 1980, the Ferrari was sold to John Gelles of Chappaqua, New York, and under the watchful eyes of Gelles and his brother William (competition Ferrari collectors who also owned a short-wheelbase 250 GT California Spider Competizione, a 250 LM, a 250 GTO, a Dino 206 S, and a 312 Formula One car), the 512 commenced a long record of racing use, starting with the Ferrari Club of America regional meet at Bridgehampton in May 1982. Two years later the car was race-prepared with suspension and steering modifications conducted by Lee Dykstra of Fabcar in Atlanta. In May 1984 the BB/LM was entered by Equipco as race #21 at the IMSA GTP Coca Cola 500 at Lime Rock, finishing 13th overall while driven by a team of Bill Gelles, Steve Cohen, and Enzo De Pasquale. Two months later the Silhouette finished 17th overall at the Camel Continental Double 3-Hour event at Watkins Glen, and in September 1984 the car finished 20th at the New York 500 KM at Watkins Glen. Pleased with the BB/LM’s initial performances, the Gelles brothers decided to enter a more significant race with upgraded driving talent, retaining the more experienced IMSA driver Don Walker to temporarily join the team for what was undoubtedly the car’s most important accomplishment. At the 24 Hours of Daytona in February 1985 the Ferrari finished an impressive 16th overall and 9th in class, the best finish ever recorded at Daytona by a 512 BB/LM. Attempting to follow up on this success, the 512 was entered at the 12 Hours of Sebring a month later, but Gelles and Cohen were only able to keep the car in the race through the 54th lap before mechanical issues forced an early retirement. In the mid-1980s the Gelles brother sold the Ferrari to marque collector Anthony Wang of Lloyd Harbor, New York, and he had the 512 repainted in French Blue, while entrusting Frank Kehr and Shoreland Racing Ltd to oversee the car’s maintenance. Mr. Wang drove the car in several vintage events, including Joe Marchetti’s Chicago International Historic Races at Road America in July 1988, and the FCA National Meeting at Road America a week later. In June 1989 the BB/LM was driven at the FCA National Meeting and NART Reunion held at Stouffer’s Pine Isle Resort at Lake Lanier and Road Atlanta, after which it was reportedly placed in storage for the following decade. By 2000 the Ferrari was sold to Leigh and Leslie Keno, identical twins residing in New York. Leigh Keno is perhaps best known as the creative force behind the well-known PBS program Antiques Roadshow. During this ownership the 512 was exhibited at the Tutto Italiano meeting held in May 2005 at the Larz Anderson Museum in Brookline, Massachusetts. The car was also enjoyed in vintage racing at the Shell Ferrari Historic Challenge at Road America in August 2000, and consecutive appearances at the Monterey Historic Races in 2008 and 2009. At the latter of the two Monterey appearances the Silhouette was fitted with its spare engine, internal number 034. In late 2011 the Ferrari was acquired by the consignor, and shortly after acquiring the 512 the owner applied for certification from Ferrari Classiche. The car was soon issued a Red Book that confirms the continued presence of all the major factory-equipped matching-numbers mechanical components. Following certification, the consignor submitted the car to the respected Dennison International in Seattle, Washington, for a comprehensive restoration to original standards by the company’s racing division, including a full cosmetic refinish in the original color combination. Over the last 11 years the 512 has been presented four times at the Cavallino Classic, and at the 2014 Cavallino the BB/LM won the Trofeo di Florida at the associated race. The Ferrari has also been exhibited at two major events celebrating marque anniversaries, participating in the 60th anniversary celebration of Ferrari North America in Beverly Hills in October 2014, and the Ferrari 70th Anniversary Celebration at Pebble Beach in August 2017. Fitted today with its matching-numbers engine and transaxle (which have been rebuilt by respected specialist Chris Dugan, of Dugan Enterprises in Oceanside, California), and accompanied by the correct spare motor (which was recently rebuilt by Butch Dennison, prepared for further racing use), this Maranello speed machine is furthermore offered with an extra set of BBS racing wheels, and an extra racing nose. Claiming the fastidious care of just four documented caretakers throughout its lifetime, the outstanding 512 BB/LM makes a strong case as being the most significant example of the competition-engineered model. It invites the next caretaker to indulge in hot laps or vintage racing at major events, or it may be presented with confidence on important concours fields. Regardless of application, chassis number 29511 is sure to thrill race participants and admirers alike, as a superlative example of one of Maranello’s fiercest modern competition cars. This vehicle will be offered at our forthcoming Monterey auction, 18-20 August. See the entire catalogue online and register to bid today. View This Car's Listing

By Edward Jones – August 18, 2022

RM Sotheby’s Monterey: 1985 Ferrari 288 GTO

Presented by RM Sotheby's. ENGINEERED TO RACE The legendary progenitor of a lineal tradition of boutique modern hypercars that continues to this day, the 288 GTO can be viewed as the forefather of such highly desirable models as the anniversary-celebrating F40 and F50, the groundbreaking Enzo, and today’s peerless LaFerrari. The 288 was famously born of the FIA’s Group B race and rally homologation regulations introduced for 1984, built to ferocious specifications for a series that was ultimately cancelled before the car could even prove its mettle. It was inarguably a true supercar designed without compromise. Built on a sturdy tubular steel chassis with a wheelbase longer than the production 308 GTB, the GTO boasted four-wheel independent suspension and large ventilated disc brakes to deliver competition-worthy handling quality. The new longitudinally mid-mounted Tipo F114B V-8 engine featured four valves per cylinder, and utilized Weber-Marelli electronic fuel injection, twin IHI turbochargers, and dual Behr intercoolers to develop a robust 400 horsepower and 366 pound-feet of torque, capable of launching the car to 60 mph from standstill in just 4.9 seconds. Major body panels were fashioned from lightweight fiberglass, while the hood and roof were woven from carbon fiber and Kevlar, foreshadowing the carbon fiber bodies soon to dominate supercar production. The coachwork design may have superficially resembled the 308 GTB, but it boasted aggressive flared wheel arches that accommodated eight-inch-wide front and 10-inch-wide rear wheels, and larger spoilers were fitted fore and aft, the result of extensive wind-tunnel testing. The rear fenders featured three cooling slots behind the wheels, in a fitting tribute to the original Gran Turismo Omologato, the 250 GTO. A direct competitor to the Porsche 911 Turbo and Lamborghini Countach, the 288 was capable of a top speed of 189 mph, making it a veritable rocket ship for the road. Yet, it was also quite well appointed, with leather-upholstered seats, optional air conditioning, and electric windows. Despite the creature comforts, an instrument panel dominated by a large 10,000-rpm tachometer, a turbo boost gauge, oil temperature and pressure gauges, and a water temperature gauge subtly implied the model’s true identity as a competition-specified sports-racer. CHASSIS NUMBER 58335 Completed in mid-1985 and reportedly equipped with a special factory engine, this 288 GTO was finished in the classic Rosso Corsa paint (300/6) over a Nero leather (VM 8500) interior, and equipped with factory air conditioning and power windows, amenities not often found on other 288 GTOs. The berlinetta was sold new by official Ferrari dealer Cris Vandagriff’s Hollywood Sports Cars in Los Angeles, California, and Vandagriff reportedly kept the GTO as his personal car for a number of years. After displaying the Ferrari at an FCA meet at Lake Lanier Island, Georgia, in June 1989, winning first in class, Vandagriff eventually sold the car in 1994 with only 1,000 kilometers showing on its odometer. Sold in 1994 to Roy Polatchek of Orange, California, the 288 won a class award at the FCA’s International Ferrari Concours d’Elegance in Monterey, California, in August 1994, and two days later the car was exhibited at the Concorso Italiano staged at the Quail Lodge. For two consecutive years (1995 and 1996) the GTO was exhibited at the Skeets & Sharon Dunn Picnic at Osuna Ranch, California. In 1996 the Ferrari was purchased by A.S. Fisher of Greenwich, Connecticut, and he presented the car at the FCA Annual Meet at Lansdowne Resort and Summit Point in Leesburg, Virginia, in May 1997. After being sold from Mr. Fisher’s collection in 1999, the 288 passed a year later to Bruce Lustman of Aspen, Colorado, and he exhibited the car at the Rosso Rodeo Concours d’Elegance staged on Rodeo Drive in Beverly Hills, California, in June 2001. In February 2007 the GTO was sold to Tom Horan of Denver, Colorado, and when it was offered for sale two years later, the odometer still displayed a desirably low figure of 14,441 kilometers (~8,973 miles), clarifying that the car continued to enjoy sparing driving use. After being acquired by a New York-based collector in 2009, the 288 was issued a Ferrari Classiche Red Book in February 2010 that certified the continued presence of all the matching-numbers mechanical components. In 2011 the GTO was acquired by The Pinnacle Portfolio Collection, and over the past 11 years the car has been optimally maintained and enjoyed occasionally, accruing only minimal additional mileage. Displaying 15,004 kilometers (~9,323 miles) at cataloguing, this wonderfully maintained Ferrari supercar was treated to a $30,000 service in 2011 by the specialists at Continental Ferrari of Chicago, Illinois, and in preparation for the current offering the car was submitted to Ferrari of Central Florida for a comprehensive servicing including the all-important timing belt replacement. It is reported by the consignor to currently be in optimal operational condition, suggesting that miles of exhilarating driving enjoyment lie ahead for the future caretaker. In addition to its significant exhibition resume, this Ferrari is one of the better-known 288 GTO examples, having been featured on the cover of Automobile magazine and within the pages of Playboy. Documented with Ferrari Classiche Red Book certification, and desirably optioned with air conditioning and power windows, this modestly driven 288 GTO is an extremely attractive example of Maranello’s groundbreaking mid-80s supercar. It invites the next owner to present the car with confidence at regional concours d’elegance or to enjoy the race-ready drivetrain at events like the Ferrari Historic Challenge. Whatever the occasion, this scintillating berlinetta beautifully fulfills the model’s original performance-oriented design brief, more than justifying its legendary three-letter suffix, GTO. This vehicle will be offered at our forthcoming Monterey auction, 18-20 August. See the entire catalogue online and register to bid today. View This Car's Listing

For Sale

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe