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 Jordan Aquistapace – November 02, 2022

This 2021 Can-Am Maverick XMR Turbo RR Is Inspired By The...

It just so happens that Interstate Motorsport also has a Lamborghini Aventador SVJ in its inventory to match the Can-Am side by side. In the world of luxury and exotic supercars, there is practically no limit on what goes into the configuration of a high-dollar vehicle. While we as car enthusiasts are accustomed to seeing supercar builds inspired by an array of ideas, we never imagined that the roles would be reversed when designing an off-road UTV. The passionate team at Interstate Motorsport of Pennington, New Jersey is proud to showcase this Lamborghini-inspired 2021 Can-Am Maverick XMR Turbo RR as part of their growing inventory of rare and collectible cars. This Can-Am Maverick features the same Mantis Green finish used on the Italian supercars that roll off the production line at Automobili Lamborghini. While this iconic shade of green is seen on models like the Huracán Performante and Urus, it's clear by the additional decals that this side-by-side takes its appearance from the V12-powered Lamborghini Aventador SVJ. MUST-READ: The Best Lamborghini Aventador SVJs You Can Buy Today Fit for any off-road occasion, this Can-Am Maverick XMR Turbo RR comes with tasteful modifications that include body panel protection, entertainment upgrades, additional lighting, extra storage, and more. With these types of upgrades, you're sure to have a great hassle free time anywhere you decide to take it. The Can-Am Maverick XMR Turbo RR generates over 195 horsepower from its turbocharged and intercooled Rotax ACE engine, which is managed through a QRS-X automatic transmission. This 2021 Can-AM XMR Turbo RR from Interstate Motorsports is currently available on duPont REGISTRY by clicking on the link below. View Price and Listing

By Edward Jones – October 30, 2022

RM Sotheby's London 2022 Auction: 2011 Ferrari 599 SA Aperta

Presented by RM Sotheby's. Of all the styling houses to have collaborated with Ferrari throughout its 75-year history, one name in particular stands head and shoulders above the rest: Pininfarina. No other carrozzeria has enjoyed such a close and enduring relationship with the Prancing Horse, or designed so many exquisite bodies for so many different models. From the 250 GT of the late 1950s, via such classics as the 275 GTB, Daytona, Testarossa, and F40, Pininfarina has been responsible for some of the most iconic shapes ever to leave the Ferrari factory. It is fitting, then, that to honor the Turin coachbuilder’s 80th anniversary, Maranello chose to create its own very special homage to the firm: the SA Aperta. As the cognoscenti will know, SA referred to Sergio and Andrea Pininfarina (respectively, the son and grandson of company founder Batista “Pinin” Farina). Aperta, meanwhile, was a self-explanatory nod to the reconfigured body—the word meaning “open” in Italian. Unveiled at the 2010 Paris Salon, which took place from 2 to 17 October, where Ferrari president Luca di Montezemolo described it as “technologic romantic”, the SA Aperta was an unapologetically hedonistic machine. Based on the 599 GTB Fiorano (Tipo F141), the two-seater roadster featured the uprated 5,999 cc 65-degree V-12 and six-speed F1 Superfast gearbox from the limited-edition 599 GTO. With no less than 661 horsepower on tap at 8,250 rpm and 457 lb-ft of torque at 6,500 rpm, performance was truly scintillating. The sprint from 0-100 62 mph was dispatched in an astonishing 3.6 seconds, while the top speed was no less than 202 mph. Improvements to the chassis included a 10 mm lower ride height, thicker rear anti-roll bar, and recalibrated active dampers. There were also unique five-spoke, 20-inch wheels shod with 245/35 ZR20 tires at the front, and immense 305/35 ZR20 rubber at the rear, plus carbon-ceramic brakes for ultimate stopping power. The overall set-up remained softer than the GTO, however—Ferrari recognised that the SA Aperta would be less likely to spend time chasing lap times than its stablemate the Omologato. Maranello’s F1-Trac traction control system, which had made its production debut on the 599 GTB in 2006, meant that, for all its prodigious performance, the SA Aperta remained as wonderfully forgiving as it was engaging. Yet while the electrifying pace and superb chassis of the SA Aperta were certainly cause for celebration, what really set it aside from its stablemate was the revised body. Based on the same aluminum structure as the Jason Castriota-designed 599 GTB, the new machine most obviously ditched the fixed roof of its progenitor in favor of a removable carbon fiber panel. Very much a minimalist roadster rather than a cosseting drophead, only the simplest of weather gear was provided. As the name suggested, the Ferrari was intended to be enjoyed in open guise. Other visible modifications compared to the closed version of the 599 included a more steeply raked windscreen, while the GTB’s signature flying-buttresses were abandoned in favor of aerodynamic fins integrated into the twin roll hoops. Both the fins and windscreen pillars were usually finished in metallic silver to provide a visual contrast with the rest of the body. At the front, larger cooling ducts in a redesigned bumper further differentiated the SA Aperta from its berlinetta cousin, while the rear bumper and carbon fiber sills were also subtly reimagined. Beneath the skin, Maranello engineers had invested a considerable amount of effort ensuring that the open body remained suitably stiff. Remarkably, the weight penalty compared to the GTB was only around 17 kilograms. In total, only 80 of these incredibly special cars were produced: one for each year since Pininfarina came into existence. As befitting such an exclusive limited-edition model, the SA Aperta was offered by invitation only to a very select band of existing customers. Unsurprisingly, all 80 were sold long before the model made its public debut at the Paris Salon. Registered in November 2011, chassis 183747 was purchased new by the consignor and joined The Gran Turismo Collection. This one-owner example had covered 8,670 miles at the time of cataloging and has been carefully maintained by main dealers H.R. Owen and Joe Macari. Finished in Giallo Triplo Strato with black detailing in place of the usual silver, plus yellow roll hoops and Scuderia shields, this Ferrari is simply jaw-dropping and has unbelievable presence. Further adding to its incredible aesthetics, a GTO bonnet was fitted and the standard one remains with the car. Guaranteed to turn heads wherever it goes, it was an undisputed hit at the Hampton Court Concours of Elegance, where it was displayed in September 2014. But with its sonorous and hugely addictive V-12, as well as a beautifully sorted chassis and superlative handling, to restrict this Ferrari to concours lawns would be to miss out on its raison d’être. A phenomenal device that begs to be driven, it belongs on the road and just needs a new owner who shares that philosophy. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

By Edward Jones – October 29, 2022

RM Sotheby's London 2022 Auction: 2014 Ferrari LaFerrari

Presented by RM Sotheby's. Unveiled at the 2013 Geneva International Motor Show as a replacement for the Enzo, the Ferrari LaFerrari was a technological tour de force that took the world by storm. Maranello’s first production model to be equipped with a hybrid power unit, the sixth-generation hypercar was the fastest and most powerful road-going Ferrari ever. It was, and remains, one of the greatest achievements in the marque’s 75-year history. Compared to contemporaries such as the Porsche 959 and Bugatti EB110, the first Ferrari hypercars had been conservative designs. For all their astonishing pace, the 288 GTO and F40 had lacked headline innovation, focussing instead on a back-to-basics ethos of minimal weight and colossal power. With the subsequent F50, the Prancing Horse had abandoned the traditional spaceframe in favor of a more futuristic carbon fiber tub, but there was little else to whet the appetite of techno freaks. Its successor, the Enzo, upped the technological ante. The first Ferrari hypercar to feature an automated paddle-change transmission and active aerodynamics, it represented a radical leap compared to the outgoing F50. The Enzo was an up-to-the-minute interpretation of what a flagship sports car should be all about. And then along came the game changer. Based around a carbon fiber monocoque designed by F1 technical director Rory Byrne, the Tipo F150 LaFerrari adopted an enhanced version of KERS (Kinetic Energy Recovery System), which had been used in Grands Prix since 2009. Like any other hybrid set-up, KERS employed electric motors in addition to a traditional petrol engine. With an electric motor delivering maximum torque from zero rpm, the benefits included noticeably stronger acceleration. Kimi Räikkönen had emphatically proven this in Formula 1 when his KERS-equipped Ferrari stormed past Giancarlo Fisichella to win the 2009 Belgian Grand Prix—Fisichella attributing Räikkönen’s win to the hybrid system. Dubbed HY-KERS, the production version in the LaFerrari mated a 120-kilowatt motor to a 6,262 cc 65-degree V-12 to deliver quite extraordinary results. Delivering a combined 950 horsepower and 715 lb ft of torque through a seven-speed dual-clutch Getrag transmission, the car could accelerate from 0-100 km/h in a mere 2.9 seconds. The manufacturer claimed that 0-300 km/h could be dispatched in 15 seconds, while top speed was an astonishing 350 km/h. Even more startling, however, was the car’s pace around the Fiorano test track, where it was said to lap more than five seconds quicker than the Enzo. Such pace was in no small part down to the brilliance of the hybrid set-up. With HY-KERS taking care of low-down torque, the engine could be tuned for maximum power at high revs without the car becoming a temperamental prima donna. As a result, Ferrari engineers were able to produce an engine that was more potent than the Scuderia’s last V-12 single-seater, in a car able to cope with city traffic. To ensure the thundering performance was accessible, electronic traction control was integrated with the hybrid system, and there was a third-generation electronic differential. The double-wishbone front- and multilink rear suspension was equipped with active damping, while the Brembo carbon-ceramic brakes measured a huge 398 mm at the front and 380 mm at the rear. The Pirelli P-Zero front tires were an equally vast 265/30 R19, but were nonetheless dwarfed by the 345/30 R20 rears. Drawing from the Grand Prix team’s expertise in computational fluid dynamics, the composite body continued the high-tech theme. Produced in-house alongside the Scuderia’s F1 racers, it was as aerodynamically efficient as it was beautiful. The vast scallops on each flank served to extract air from around the front wheels, increasing the downforce created by the active front diffuser, as well as channeling air to the rear-mounted radiators. A guide vane in the underbody automatically reduced flow to the front radiator to reduce drag, while dynamic air intakes on the haunches boosted ram effect for an additional 5 horsepower at speed. At the rear, a computer-controlled spoiler optimized drag and downforce, while dynamic diffuser flaps helped “suck” the car onto the road. This electronic gadgetry added up to 360 kilograms of downforce when cornering at 200 km/h, reducing it to 90 kilograms in a straight line at the same speed. Remarkably, the carbon fiber monocoque boasted a 27 percent improvement in torsional stiffness compared to the Enzo, yet was some 20 percent lighter. In spite of the HY-KERS with its eight 15-cell battery modules, the LaFerrari was no larger than its predecessor, while the center of gravity was lowered by 35 mm—providing further improvements to balance and stability. Visually, the whole was tied together into a tautly styled berlinetta that combined hints of classic racing icons such as the 330 P4 and 312 P with exciting flourishes from the modern Formula 1 era. In creating the LaFerrari body, form very much followed function, yet never has the application of science looked quite so stunning. When testing the new hypercar, British magazine Autocar stated that “LaFerrari is very possibly the world’s fastest, most exciting hypercar”. There was, however, a drawback for anyone hoping to acquire one. To join the invitation-only waiting list, potential owners were expected to have recently bought at least two brand-new Ferraris, and owned no fewer than six in the previous 10 years. In spite of this, all 499 cars were sold by the time it first hit the streets. As a long-term Ferrari enthusiast, the consignor was one of the lucky few chosen by Maranello to be given a build slot. Finished in the quintessential Ferrari shade of Rosso Corsa, chassis 203166 was delivered to the UK and first registered on 17 July 2014. Owing to the model’s collectability, many live sheltered lives in climate-controlled garages and are rarely seen on the road. That is not the case with this example, which has been regularly driven and enjoyed, and presents today with 24,233 miles on the odometer. The level of care lavished on this special supercar is commensurate with use, with accompanying invoices from marque specialists Dick Lovett and H.R. Owen totaling more than £30,000; this includes a March 2022 service at H.R. Owen. Additionally, chassis 203166 is accompanied by its coveted “Yellow Book”—issued at birth for limited-edition models—as well as car cover, monogrammed photo album, owner’s manuals, leather overnight bag, towing kit, and tire inflator. This LaFerrari offers a rare opportunity to acquire one of the most technologically advanced and sought-after hypercars of the modern era—one that is ready to be driven and enjoyed as its maker intended. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

By Edward Jones – October 28, 2022

RM Sotheby's London 2022 Auction: 1985 Ferrari 288 GTO

Presented by RM Sotheby's. With the sale of road cars declining in the early-1980s, Enzo Ferrari concluded that his company had strayed too far from its competition roots. Ferrari seized the opportunity to reintroduce cutting-edge engineering through the development and manufacture of a flagship supercar: the 288 GTO. If the revival of the “GTO” moniker wasn’t enough of a statement of intent, chief engineer Nicola Materazzi drove home the point, hailing the new machine as the model that “truly meant the rebirth of the ‘real’ Ferrari”. A masterpiece of engineering, the 288 GTO had at its heart a 2.9-liter twin-turbocharged V-8 engine, which was mid-mounted in a steel-tube chassis that had been developed beyond recognition from the 308. Clothed in competition-derived carbon fiber and Kevlar composite, the 288 GTO was arguably one of Pininfarina’s greatest designs; a perfect blend of aggression and elegance that paid homage to Ferrari’s unrivaled competition history. The only non-functional vents decorating the stunning body were the “GTO” gills on the rear wings, and while the seats appeared to be of the traditional “Daytona” style, they were actually constructed with lightweight Kevlar frames. As part of Ferrari’s wish to create a competition car for the road, the “Omologato” criteria was fulfilled by building the required 200 cars for Group B homologation, which it duly received in June 1985 before the legendary series was outlawed. Although the 288 did not make it to the World Sportscar Championship, its all-new engine was developed as part of the Lancia LC2 Group C program, a car which had shown lightning-fast pace against the Porsche 956s. This 288 GTO, chassis 56339, was finished in Rosso Corsa over a Pelle Nera leather interior, and was delivered new with air conditioning and power windows. Collected directly from the factory on 11 June 1985, the car was jointly owned by two doctors, one residing in New York, the other in Salzburg, Austria. Initially registered on Italian export license plates, this Ferrari was driven across Europe and was first serviced by Charles Pozzi S.A. on 10 July 1985, with the odometer reading noted as 3,117 kilometers. A document dated 5 March 1986 shows one owner giving the other legal permission to drive chassis 56339, which is exactly what took place. Despite never entering the United States, this 288 GTO was driven in Italy on New York license plates from 1988 to 2000. Please note, chassis 56339 was never exported to the United States, and as such has no EPA or DOT-type approvals. In April 1991, one of the two owners bought the other’s share, taking full ownership of the car. He retained it until 18 May 2002, when the Ferrari was sold at auction and purchased by the Dutch Ferrari importer, Fritz Kroymans. Invoices from Kroymans’ Ferrari dealership date from 2006 to 2009 and total in excess of €5,000. The car was inspected by marque expert Marcel Massini on 9 June 2009, who noted the mileage as being 13,063 kilometers. On 24 March 2010, chassis 56339 was certified by Ferrari Classiche and received its “Red Book”. Ferrari stated this 288 GTO retained its matching numbers body, chassis, differential, engine, and gearbox. Recent photographs of these numbers can be found on file. The car was noted as retaining its factory-correct Rosso Corsa paint and Pelle Nera interior. In 2010, chassis 56339 was sold to the third owner in the UK via marque specialist Talacrest, and was first registered on 23 July 2010. Invoices on file show that Maranello Sales Egham serviced the car and repaired an electric window motor on 10 June 2010 at a cost of £2,026. In July of the following year, DK Engineering carried out over £8,000-worth of work including removal of the engine and gearbox, and steam-cleaning both units and the engine bay. Both turbochargers were rebuilt and a major service was carried out, alongside a host of remedial works and routine maintenance. Shortly after servicing at DK Engineering, the third owner sold chassis 56339 back to Talacrest, after which it was bought by the consignor and registered in February 2012. Prior to entering The Gran Turismo Collection, Maranello Sales Egham tested and repaired the cooling system, as well as adjusting the valve timing. Further to that, almost £14,000 was spent with the Ferrari specialist Tim Samways in 2017, covering a new clutch, a major service, replacement of the timing and auxiliary belts, and much more. More recently, in September 2022, £4,792 was spent with DK Engineering to re-seal the bell housing and replace the clutch release bearing. Chassis 56339 is accompanied by its Ferrari Classiche “Red Book”, Ferrari Owner’s Manual, Sale and Service Organisation book, Warranty Card and Owner’s Service Book, toolkit, space saver spare wheel, and jack bag. The odometer reads 23,609 kilometers at the time of cataloging. With known history and comprehensive service records, chassis 56339 is a reflection of the fastidious level of care bestowed upon it throughout its 37-year life. A stunning example of Ferrari’s seminal supercar, this 288 GTO is sure to be an attractive proposition for Ferrari collectors and enthusiasts. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

By Edward Jones – October 27, 2022

Discover Porsche Westlake's Luxury Cars For Sale - 10 Inv...

When you’re looking for a top-end luxury car in the Southern California area, you’ll want to visit Porsche Westlake located in Thousand Oaks, CA. For more than 50 years the Rusnak Auto Group has set the standard, and they are proud to be recognized as one of the top Premier Porsche dealers in the United States for the last four years in a row. Be sure to click the button directly below to see the rest of the incredible luxury cars for sale at Porsche Westlake. View Entire Inventory 2022 Porsche 911 Targa 4S View Listing 2021 Porsche Taycan Cross Turismo Turbo S View Listing 2018 Porsche 911 Turbo S View Listing 2022 Porsche Cayenne View Listing 2014 Porsche 911 Turbo S Cabriolet View Listing 2018 Porsche 911 Carrera 4S View Listing 2016 Porsche Boxster View Listing 2022 Chevrolet Corvette View Listing 2019 Porsche 911 Carrera View Listing 2022 Porsche Macan GTS View Listing

2022 Bugatti Chiron Super Sport 300 1304461

By Edward Jones – October 27, 2022

RM Sotheby's London 2022 Auction: 2022 Bugatti Chiron Sup...

Presented by RM Sotheby's. The beating heart of the Bugatti Chiron is an engine of almost unfathomable power. The 16-cylinder, 8.0-litre, quad-turbocharged “W-16” engine—so named because of the alignment of the four banks of four cylinders each—first found fame in the Molsheim company’s ground-breaking Veyron. The earliest examples of the landmark hypercar coaxed just shy of 1,000 horsepower from the powertrain and, over time, the engine was honed for further iterations of the model. When the Chiron arrived in 2016, the heavily revised engine produced a staggering 1,500 horsepower—some 296 horsepower more than the most powerful Veyron. The Chiron Super Sport 300+ took things a step further, drawing from the phenomenal engine and advanced aerodynamics to become the fastest Bugatti ever made. The stage was set for Bugatti to reveal its special edition Super Sport 300+ in 2019, by which point the Chiron had been in production for three years. The French marque continued to realize the performance potential of its hypercar, pushing boundaries beyond what many thought possible. Indeed, in September 2019, Bugatti announced that a near-production version of a highly tuned Chiron had broken the 300-mph barrier—a feat never before achieved by any road-going car. The prototype topped out at 304.773 mph, with Bugatti test driver and former Le Mans-winner, Andy Wallace, taking the wheel at Volkswagen’s Ehra-Lessien test track in Germany. The legacy had been laid for the Chiron Super Sport 300+. Shortly after the world-record-setting event, Bugatti announced that this extreme version of its hypercar would soon enter production, limited to only 30 examples. “Nobody is faster,” a Bugatti press release proclaimed, as the new model was presented to selected customers gathered to celebrate the 110th anniversary of the tradition-steeped company. With an elongated body and advanced aerodynamics honed for low drag and high-speed stability, the Super Sport 300+ was radically different from the Chirons that had come before it. Bespoke “Air Curtains” were installed around the front corners of the hypercar to reduce high-speed air pressure and guide airflow along each flank, while outlets on the wheel arches reduce drag and result in a degree of negative lift. The “Longtail” rear—which added 25 centimeters compared with a standard Chiron—aided aerodynamic flow and reduced the low-pressure zone behind the car, while a clever diffuser helped compensate for the lack of traditional rear spoiler. The body of the limited edition hypercar is made of exposed carbon fiber to aid weight-saving, complemented by extremely lightweight wheels made from magnesium. Each of the 30 examples was finished by the Molsheim atelier in Black Carbon with Jet Orange racing stripes, with the interior—dominated by Alcantara, black carbon, and leather materials—styled in Beluga Black with complementary Jet Orange highlights. After its 2019 reveal, the Chiron Super Sport 300+ entered a two-year testing phase, and Bugatti customers began to receive first orders towards the end of 2021. Just three years after the landmark hypercar’s record-setting run, each of the 30 limited edition examples had been sold. The example offered for sale has been in The Gran Turismo Collection from new, ordered through the London-based approved Bugatti dealership, H.R. Owen. Correspondence from the Molsheim factory notes the original order date as December 2019, with the customer handover taking place in January 2022. The Bugatti has been enjoyed sparingly since; at the time of cataloging, the odometer read just 1,416 miles. In the world of collector cars, Bugatti became a watchword for total performance, quality of design, and engineering ingenuity. From the racing Type 35 to the Art Deco masterpiece that was the Atlantic, Molsheim’s cars remain among the most collectible machines ever created. The Chiron Super Sport 300+ builds on that legacy, a limited-edition beauty so technologically advanced—and with performance figures so incomprehensible—that it is almost without rival. This example offers the chance to own nothing less than a piece of history. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

By Edward Jones – October 26, 2022

RM Sotheby's London 2022 Auction: 1993 Jaguar XJ220 S

Presented by RM Sotheby's. When the Jaguar XJ220 first broke cover at the 1988 British International Motor show, it caused a stir the like of which had never been seen in the Midlands city. Looking like something from another planet, long and missile-like, the wild concept only got more unbelievable as the specification was revealed: 6.2 litres; 12 cylinders; four-wheel drive. A car-mad public unsurprisingly went wild, jostling to put down £50,000 deposits to secure their position in the queue—among them Elton John and Rod Stewart. In less than one hour, some 1,500 people had placed a pre-order for the XJ220. Enthusiasm waned slightly in the face of a global economic recession, and with the economy facing an uncertain downturn, hundreds of would-be owners attempted to renege on the deal. A not inconsiderable change in specification was the oft-cited cause: by the time the XJ220 entered production, it had lost half its cylinders, almost half its capacity, and two driven wheels. But despite the re-evaluation by JaguarSport engineers, the performance figures spoke for themselves: with a 0-60 mph time of less than four seconds, the XJ220 exceeded its initial brief, while its top speed of 213 mph made it—until the arrival of the McLaren F1—the fastest production car the world had ever seen. A number of private owners began to campaign their newly acquired XJ220s with considerable success, and it wasn’t long before TWR eyed a return to Le Mans. By May 1993, the Oxfordshire outfit had unveiled its competition variant—the XJ220 C—at La Sarthe. The highly modified machine featured a fully detachable carbon composite nose, tail, and body panels; a stripped-out interior with Kevlar racing seat; and an up-rated version of the V-6 engine. It was the first of four prepared to IMSA Le Mans specification, three of which took to the Circuit de la Sarthe later that year. Two would retire, but the remaining car—driven by David Brabham, David Coulthard, and John Neilson—stormed to a class victory two laps clear of its nearest rival, only to be disqualified on a technicality a month later. In addition to the three endurance racers, TWR modified a further five road-going examples built to homologation requirements and dubbed the XJ220 S, unveiling the new model to the public at the 1993 Autosport Racing Car Show. Each finished in an eye-catching shade, chassis 220779 is one of these rare examples. Like the competition lightweights, this “Outrageous Orange” car had its aluminum bodywork removed—save for the door skins—and replaced with panels formed of carbon fibre composite. Similar modifications were made to the chassis tub, with wider sills, while an aerodynamic package consisted of a front splitter and an adjustable rear spoiler. The modifications not only gifted the XJ220 S greater downforce, but they also slashed the car’s kerb weight to just under 1,080 kilograms. The 3,498 cc V-6 was also fettled to produce a staggering 680 horsepower—an improvement of more than 138 horsepower over the standard road car. Chassis 220779 was completed on 21 April 1993, and is believed to have been retained by TWR until being sold to a Belgian collector in February 1998. In November 1999, the Jaguar was exported to the United States, passing to Keuylian Motors via Michael Sheehan’s European Auto Sales. It was sold again that same month, and remained with its new owner until 2007, when the car found a new home via Sheehan’s Ferraris-Online. It stayed in California until 2012, when it was purchased by well-known collector Jasbir Dhillon, joining a stable that included a Jaguar XJR-15. During his tenure, the car was displayed at The Quail: A Motorsports Gathering in 2015. Dhillon kept the homologation special until 2018, when it was bought by the consignor and became part of The Gran Turismo Collection. This left-hand-drive homologation special has only 4,822 kilometers on its odometer at the time of cataloging. The Jaguar XJ220 S is quite simply one of the most striking and elusive supercars of its generation, a rarity endowed with the performance and jaw-dropping styling to rival even the wildest modern machinery. With only five examples ever produced, it seems unlikely that another will be available for public sale soon. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

By duPont REGISTRY – October 25, 2022

2022 Aston Martin Vantage F1 Edition Roadster Listed for ...

Introduced to mirror the current Formula 1 safety car, the 2022 Aston Martin Vantage F1 Edition Roadster is one of the brand's newest and most athletic models. The F1 Edition is more track-focused with improved aero, braking, and suspension components, whereas the standard Vantage is more of a GT car. A twin-turbocharged 4.0-liter V8 powers the F1 Edition and delivers a stout 528 hp and 505 lb-ft of torque. All that power goes to the rear wheels exclusively via an eight-speed automatic transmission. The F1 Edition comes standard with an upgraded front lip, side skirts, and a sizable rear wing. Listed for sale today is a sleek example of a Roadster, complete with a matte black interior and black Alcantara interior with red accents. The black and red theme continues with its black wheels and contrasting brake calipers. A stand-out detail is a gray stripe down the car's center, which provides excellent contrast. It shows just 5,852 miles on the clock and is in excellent condition. The car is currently listed by Dimmitt Automotive Group out of Pinellas Park, FL. For more information regarding availability and pricing, please call (888) 538-8468, or click the link below. View Price And Listing

By Edward Jones – October 25, 2022

Discover Sherwood Motorcars' Luxury Cars For Sale - 10 In...

Sherwood Motorcars specializes in selling luxury and exotic vehicles to clients locally and internationally. The team at Sherwood Motorcars can source some of the world’s finest vehicles for their clients. When you’re looking for quality maintenance and repairs near Sherwood Park, you can always count on the professional technicians in their service department as well, where they handle everything from oil changes and filter replacements to powertrain and drivetrain repairs. Be sure to click the button directly below to see the rest of the incredible luxury cars for sale at Sherwood Motorcars. View Entire Inventory 2020 Lamborghini Aventador SVJ View Listing 2020 Ferrari 488 Pista View Listing 2015 Lamborghini Aventador S Roadster View Listing 2021 Lamborghini Huracan Evo View Listing 2018 Ferrari 488 Spider View Listing 1968 Porsche 911T View Listing 2018 Ferrari 488 Spider View Listing 2020 Lamborghini Huracan Evo View Listing 2016 McLaren 675LT View Listing 2008 Porsche 911 GT3 RS View Listing

By Edward Jones – October 25, 2022

RM Sotheby's London 2022 Auction: 1996 Bugatti EB110 Supe...

Presented by RM Sotheby's. In the late-1980s, supercar fans around the world were buoyed by the revival of Bugatti as a manufacturer of road cars. The celebrated marque had been dormant since 1952, yet Romano Artioli, Italian entrepreneur and Ferrari dealer, realized the value in revitalizing the company. He hoped to return Bugatti to its former glory by unveiling a new supercar that would bring the manufacturer into the modern age. Despite other revival and takeover attempts in the 1950s and 1960s, there had not been a new Bugatti for almost 40 years until the EB110 broke cover. Immediately setting his sights on a state-of-the-art manufacturing facility in Campogalliano, Italy, Artioli founded Bugatti Automobili SpA in October 1987 and broke ground on the factory over the following year. Another year on, in 1989, and the entrepreneur’s dream had begun to be realized. Paolo Stanzani and Marcello Gandini, famous for their involvement with the design of the Lamborghini Miura and Countach, were brought on-board to help envisage the renewed brand’s first supercar. The new Bugatti was finally unveiled to the world on 15 September 1991 at the Palace of Versailles, in front of the Grande Arche de la Défense in Paris. In celebration of what would have been Ettore Bugatti’s 110th birthday that same day, the car was appropriately named the EB110. The EB110 was designed around a 3.5-liter V-12 fitted with quad-turbochargers, immediately bringing the fight to rival supercar manufacturers such as Ferrari and Lamborghini. Assembled just a stone’s throw from Maranello, Bugatti’s flamboyant and powerful EB110 gave buyers another option over the contemporary F40 and Diablo. Attractive design by Giampaolo Benedini and Marcello Gandini ensured the supercar was easy on the eye, while the interior was awash with leather and wood trim, a subtle nod to the detail and luxury found in road cars of Bugatti’s past. Setting his sights on even greater heights, Artiolo announced a more developed variant—the EB110 Super Sport—just six months after the launch of the landmark model. Announced at the 1992 Geneva International Motor Show, the new car’s 3.5-liter engine was refined to extract 603 horsepower, compared to the GT’s 550, thanks in part to a new ECU, larger injectors, and a less restrictive exhaust system. The new model also went on a crash diet, with selected aluminum panels replaced with carbon fiber. Thanks to these upgrades and modifications, the EB110 SS boasted a 0–60 mph time of just 3.2 seconds, with an incredible top speed of 216 mph. Sadly, in the face of worldwide economic recession, Artioli’s dream began to crumble. Bugatti was forced to close its doors in Italy for good in 1995, and while limited production was continued by Jochen Dauer—who had bought the company’s remaining assets—just 139 would be built in total, including 30 production Super Sports. The company would later be revived once more, acquired by the Volkswagen Group in 1998, and going on to evolve into the hypercar powerhouse that we know today. This EB110 SS was completed at the Campogalliano factory in Bianco Monaco over a dark blue leather interior with blue seatbelts, and was first registered for the road in April 1996. It is thought to have been delivered new to Monaco, where it remained until March 2012, when it was acquired by its current owner and entered The Gran Turismo Collection. The series of UK MoT certificates on file attest to occasional use over the years, with a slow rise in the odometer readings between tests. The Bugatti shows 24,467 kilometers on its dial at the time of cataloging, and the most recent MoT certificate was issued in September 2022. In the same month, Bugatti London carried out a medium EB110 service, re-gassed the air conditioning, and addressed other small faults in maintenance work totaling £8,108. Representing a fascinating period of Bugatti history, the EB110 is a landmark model that bridges the gap between the Grand Prix racers of the pre-war period with the record-breaking Molsheim hypercars of today. In Super Sport guise, the EB110 is presented in its most pure, powerful, and collectible form, and would make a fine addition to any collection of serious supercars. This vehicle is offered from The Gran Turismo Collection, featured in RM Sotheby’s forthcoming London sale on 5 November at Marlborough House. Learn more and register to bid online. View This Car's Listing

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