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 Tyler Rampersaud – October 24, 2022

This 1989 Lancia Delta Integrale Futurista For Sale Is A ...

Own a revived rally hero. The Lancia Delta will always be a legendary car, after gaining its immense following as a result of the model’s incredible rallying success during the infamous Group B era. In its 1980s glory days, the Lancia Delta Integrale became popular for its power and performance, and its legacy was cemented as its unmistakable 80s styling and iconic story earned retro appeal as the years have passed by. MUST READ: Pristine 2017 Porsche 911 Turbo Listed for Sale The world may never have another car like the Lancia Delta, but Automobili Amos is committed to restoring and preserving the Delta with its Lancia Delta Integrale Futurista. The car is a restored, improved, and modernized Delta with over 300 horsepower and a top speed of 143 mph. At Prestige imports, the opportunity to own one of these rare, beautiful, and storied machines is here, as this Lancia Delta Integrale Futurista finished in Black with the historically-inspired Martini livery is available for sale. View the price and listing by clicking below. View Price And Listing

By duPont REGISTRY – October 24, 2022

Pristine 2017 Porsche 911 Turbo Listed for Sale

Presented by Private Seller. As far as daily-drivable sports cars go, the Porsche 911 Turbo is undoubtedly one of the most versatile. Powered by a twin-turbocharged 3.8-liter flat-six engine developing 540 hp and 523 lb-ft of torque routed to all four wheels via a seven-speed PDK transmission, it’ll hit 60 mph in under three seconds. Quickness aside, the Turbo’s appeal comes from the fact that while it’ll rip off quick launches, it doesn’t lose around-town comfort. It’s the kind of car equally at home on a track, in traffic, or on a long road trip. Listed for sale is a perfect example of a daily driver with supercar performance. It’s a 2017 Porsche 911 Turbo with just 11,000 miles (18,000 km) on the clock. It wears a sleek aesthetic with a black exterior and matching black leather interior, both in pristine condition. As far as options go, this Turbo features 20-inch Turbo S wheels, Porsche Doppelkupplung (PDK), Power Steering Plus, Porsche Dynamic Chassis Control, Front Axle Lifting System, and Adaptive Sports Seats Plus w/ Memory Package, to name a few. It is currently listed with an asking price of $179,995. For more information, please visit the link below. View Listing

By duPont REGISTRY – October 24, 2022

RM Sotheby's London 2022 Auction: 1991 Ferrari F40

Presented by RM Sotheby's. Providing one of the most visceral and raw driving experiences of the modern era, the Ferrari F40 is a legend that borders on the iconic. The final Prancing Horse-badged car to be overseen by Enzo Ferrari, its position in and significance to the Maranello story is undeniable—yet its brilliance belies a troubled gestation that could have so easily seen the project brought to a halt. The supercar was built to mark the 40th anniversary of the Modena firm, and was initially intended to fly the flag for Maranello in the most thrilling category to ever grace international competition: Group B. Ferrari engineers prepared the flagship 288 GTO to compete in Group B at Le Mans, developing the supercar into a race-bred motorsport variant dubbed the 288 GTO Evoluzione. Like so many promising models, the brakes were nearly applied to the project following the demise of the formula, which was terminated in the face of a series of accidents. But rather than consign its engineers’ efforts to the pages of history, management decided to use the 288 GTO Evoluzione as the basis of an incredible new roadgoing supercar—the last ever Ferrari model to be personally blessed by Il Commendatore. The F40 was built around the same 2,450 mm-wheelbase steel tube-frame chassis as the Evoluzione, though with the addition of extra bracing and bonded composite elements to increase strength and rigidity. Suspension was independent via four-wheel double wishbones—similar to that used on the 288 GTO—allied to coil-over Koni shock absorbers and four-wheel disc brakes. The bodywork, meanwhile, was the work of Leonardo Fioravanti, and comprised 11 separate panels formed of aluminum, carbon fiber, and Kevlar composite, with the final design honed and perfected in the wind tunnel at Pininfarina. As well as being incredibly strong, this radical bodywork contributed to an overall weight-saving of some 20 percent, aided by cloth upholstery, drilled pedals, pull-strap door releases, and polycarbonate plastic for the windows—though later cars would receive wind-up side windows. Beneath the F40’s futuristic wedge styling lay a version of the 288 GTO’s twin-turbocharged V-8, bored out to increase displacement to 2.9-liters and fine-tuned with an all-new ducted crankshaft, silver/cadmium con rod bushes, and hollow-stemmed valves. Feeding the fearsome engine were a pair of IHI turbochargers—turned up to 1.1 bar from 0.8 bar of boost—mated to Behr intercoolers, while power was transferred to the rear wheels via a five-speed transaxle with a gated gear stick. The result of Ferrari’s fettling was a staggering output from the type F120 040 engine of 478 horsepower and 425 lb-ft of torque. Performance was suitably seismic, with a blistering 0-60 mph sprint time of just 3.8 seconds and a record-setting top speed of 201 mph—besting the terminal velocity of local rival Lamborghini’s flagship Countach, and the much-anticipated technical masterpiece and fellow Group B descendent Porsche 959. Ferrari only intended to build 400 F40s, but when the car was unveiled to a rapturous reception at the Frankfurt Motor Show in 1987, thousands of potential customers expressed their interest. After initially being increased to 950, the final production total eventually reached some 1,315, though in a market rife with speculation, many examples were quickly hidden away in climate-controlled private collections. Plenty, however, were driven as their makers intended, with period road tests giving prospective buyers a taste of what was to come. In 1988, Autocar’s Mel Nichols was able to put a press car through its paces at Fiorano, before concluding that “there’s little doubt it is the very personification of the term sports car”. Chassis 8895 is a European market example that entered production on 8 March 1991 and rolled out of the Maranello workshops on 21 March. The Rosso Corsa supercar was delivered to its first owner—a Monaco resident—on 30 April 1991, via Sa.Mo.Car SpA in Rome, Italy, and was promptly registered on tourist plates. The supplying workshop carried out the car’s first service on 3 May, and by 11 May the F40 was recorded by marque expert Marcel Massini as being in Monaco—likely having been driven back to the principality. Clearly an owner who believed in enjoying the car, it made the journey back to the supplying dealer for servicing in August 1992 and March 1994, when the mileage was noted as 8,851 kilometers. The Ferrari stayed in the care of its first owner until 8 July 1997, when it was bought by the consignor. It spent some time at his home in France before being imported to the UK, where it was road registered on 1 May 1998 and became part The Gran Turismo Collection. During the current ownership, this F40 suffered an accident which necessitated new front and rear clams, sourced from the factory, to be fitted. Benefitting from regular use, the odometer displayed 48,511 kilometers at time of cataloging. The car is accompanied by its owner’s manual and service book, numerous invoices and MoT certificates, plus spare brake discs and seatbelts. There are many factors that make the Ferrari F40 a special machine, from its record-setting top speed to its sublime, purposeful styling. But chief among them is Maranello’s unapologetic commitment to the basic elements that characterized the firm’s greatest sports cars. In the face of the technological wizardry of its rivals, Ferrari created a supercar that was almost shockingly simple—a combination of powerful mid-mounted V-8 engine, lightweight body, and rear-wheel drive—with a cabin that rejected creature comforts like leather seats and even door handles. Under the watchful eye of Enzo himself, Ferrari’s designers created, in essence, a race car for the road—a machine that came to epitomize the “era of excess” and redefine the very concept of a supercar. For a generation who had its poster pinned to their walls, the Ferrari F40 represented the pinnacle of automotive design and performance. As the years have passed, the F40 has only grown in significance, representing the final hurrah of the unassisted, analog supercar, and what many would regard as the quintessential Ferrari. With just two owners from new, 48,511 kilometers on the clock, and the benefit of regular use, this unmissable example offers you the chance to own the legend. 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 Emet Evjen – October 24, 2022

Why Lime Green Supercars Are The Best To Buy

As if multi-million dollar supercars and hypercars don’t stand out enough, leading manufacturers showcase their most exclusive models in head-turning finishes that complement their design and performance. With an extensive color palette to choose from when configuring a dream car, lime green stands out as a popular choice in the world of high-end exotic cars. Although the shade of green may differ slightly from brand to brand, it still achieves its goal of presenting a show-stopping appearance on any road or track. Today, we have compiled a list of the best lime green supercars for sale on duPont REGISTRY. Does lime green come as a factory paint option for all supercars? While almost every modern-day supercar offers vibrant finishes that accentuate its performance and styling, lime green is a special selection that only a handful of brands include as a standard build option. Manufacturers like Porsche and Lamborghini have evolved bright shades of green throughout time, applying it to milestone models like the Murcielago and 911 GT3 RS. Nonetheless, customers have the ability to custom order a lime green paint job as a paint-to-sample through their desired manufacturer. How much does a paint-to-sample option cost? If your dream supercar does not come in lime green as a standard option, an additional cost will be added as part of the build to select a custom color. Porsche knows this routine all too well, as the brand promotes its incredible Paint-to-Sample division that introduces thousands of colors aside from its current factory shades. Although pricing dramatically changes between each brand and its model lineup, Porsche advertises its program with a starting price of $10,000. 2015 Porsche 918 Spyder View Price and Listing 2018 Porsche 911 GT3 View Price and Listing 2020 Aston Martin Vantage View Price and Listing 2022 Ferrari 812 GTS View Price and Listing 2021 McLaren 765LT View Price and Listing 2016 Lamborghini Aventador View Price and Listing 2022 BMW M4 Competition View Price and Listing 2022 Aston Martin DBS View Price and Listing 2022 Maserati Levante View Price and Listing

By Edward Jones – October 23, 2022

The House That Newman/Haas Built: 1985 Lola-Cosworth T900

Presented by RM Sotheby's. The Newman/Haas Racing challenger for the 1985 CART PPG IndyCar World Series. MARIO ANDRETTI’S 1985 SEASON Coming off a championship-winning season in 1984, Mario Andretti’s incredible form continued through the first four rounds of the 1985 season. Opening with the Toyota Grand Prix of Long Beach, the racing legend cemented his mastery of the California street circuit once again by securing his third victory at the event. Sweetening the champagne in victory lane, additional bonus points for leading the most laps and securing pole position secured a complete lead of the championship. That year, the 69th running of the Indianapolis 500 proved to be one for the history books. Mario built momentum over the month of May, setting a time of 214 mph during practice and making him a favorite for the pole. Unfortunately, top honors were laid upon Pancho Carter, leaving Mario on the inside of row two. When the green flag waved, Bobby Rahal darted to the lead with Andretti in hot pursuit. The rate of attrition amongst the frontrunners during the first stage of the race gave Mario a promising lead. Yet Danny Sullivan in his Penske car began to gain ground on Mario and, just past the halfway point of the race, he pulled up behind Andretti. Diving low into turn one, Sullivan made the pass, but the rear end of the car snapped entering the short chute. Keeping his composure through a 360-degree spin, Sullivan was able to avoid the wall and continue on the race course. Both competitors screeched into the pits soon after. The battle continued after a caution period, and Sullivan repeated his dive into turn one. This time the move stuck, and he charged ahead to take the win. Though Andretti led 107 laps of the race, Sullivan’s famous “spin and win” gave him the glory, while Mario’s second Indy 500 win remained elusive. Rebounding from the loss, Mario went on to win the next two races at the Milwaukee Mile and Portland International Raceway, further increasing his championship lead. Unfortunately, at the Michigan 500, he suffered one of the worst crashes of his career with less than 10 laps to go in 3rd place. Andretti was sent to the hospital with a broken hip, collarbone, and four ribs. The champion would struggle for the rest of the season, competing with immense pain, and by the final event, he had slipped down to 5th in the championship standings. What began as a promising championship run turned into one of the toughest seasons of Mario’s long and storied career due to poor luck and injury. THE LOLA T900 After winning the previous year’s championship, an evolution of the T800 resulted in Lola’s T900 for the 1985 season. The newer car was stiffer and featured revised aerodynamics for regulations designed to reduce speeds on the high-speed ovals throughout the calendar. In addition, new safety regulations called for improved frontal protection for the drivers, resulting in longer and more robust nose cones. The racecar was composed of a honeycomb aluminum lower section bonded to a molded upper Kevlar honeycomb composite top section for weight saving and simplicity. Up front was a pull-rod suspension with unequal-length double wishbones, while the rear arrangement of double wishbones with outboard-mounted springs kept clear of the venturi tunnel. AP four-piston calipers clamped ventilated discs through separate front and rear master cylinders. To meet the demands of the various disciplines, a high-downforce specification was available for short ovals, road courses, or street circuits. For the superspeedways, the setup included low-drag wings worked to slice through the air. A Cosworth DFX turbocharged V-8 engine served as the heart of the racecar and was reported to produce approximately 700 horsepower with alcohol fuel. An example of this impressive engine is fitted to this chassis today. 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 22, 2022

The House That Newman/Haas Built: 1983 Lola-Cosworth T700

Presented by RM Sotheby's. The first car run by Newman/Haas Racing. THE ORIGINS OF NEWMAN/HAAS The unlikely duo of Chicago businessman Carl Haas and movie star/racecar driver Paul Newman began as fierce competitors within the CanAm series. Haas had experienced great success winning the championship four years in a row between 1977–1980, and he was the North American distributor of Lola race cars. As such, Carl supplied cars to Newman—who claimed they typically arrived late and overweight. Despite their less-than-cordial relationship, one day Haas called Newman and asked if he wanted to go Indy Car racing together. Paul immediately denied the request, but Carl persisted and claimed he could get Mario Andretti behind the wheel. Andretti had known of Haas, and greatly respected his dedication to the sport and the way in which he ran his team. A deal was stuck in October 1982, and the triumvirate was formed. While Lola had previously achieved great success in the category, famously winning the Indianapolis 500 in 1966 with Graham Hill and in 1978 with Al Unser Sr., the firm had no current design in production when Newman/Haas was established. With the first race of the season occurring just six months ahead in March, there was limited time to produce a brand-new design from scratch. The original design of the car happened in a matter of weeks, and when it finally arrived in the United States, the team was less than impressed. Thanks to Andretti’s experience and Haas’ determination to see the project through, and with the insight of engineer Tony Cicale and chief mechanic Darrell Soppe, the car was greatly revised over the following months. New parts were added, including a single-piece carbon underwing, while a strengthening regime increased the performance of the car further. Andretti secured a first pole position with the updated machine, contesting The Cleveland 500 at Burk Lakefront Airport. The same feat was achieved at Road America in Elkhart Lake, Wisconsin. giving the team its first race victory. The season concluded with an additional victory at the Caesars Palace Grand Prix and three podium finishes. Finishing 3rd in the championship, Andretti, Haas, and Newman proved they were capable of success with underperforming equipment. The groundwork had been laid, and a decade of dominance followed with 42 wins out of 160 races by 1993. Indy Car had a new powerhouse. THE LOLA T700 Just three examples of the Lola T700 were produced, with two going to the newly formed Newman/Haas team and the third shipped to the Armstrong Moulding team for Steve Krisiloff to run the Indianapolis 500. A skirted ground effect car, The T700 is composed of an aluminum honeycomb monocoque structure with a glass-reinforced plastic body and a carbon fiber rear wing. In order to maintain clean airflow through the venturis, the rear suspension utilized outboard springs and dampers operated by pushrod and reversed twin wishbones. In addition, a completely novel “roll control link” system, which was believed to be lighter and simpler, took the place of conventional anti-roll bars. Up front featured pull rod-operated front suspension with inboard springs and dampers. Four-piston A.P. hydraulic brakes with vented discs were responsible for bringing the car to a stop. A Cosworth-Ford DFX turbocharged V-8 engine served as the heart of the racecar, and was reported to produce approximately 700 horsepower with alcohol fuel. Being the very first Newman/Haas racecar, the T700 presents as an incredibly significant piece of Indy Car history. It laid the foundations for one of the most dominant motorsport teams of the 20th century, and it is additionally responsible for continuing the Andretti legend well into the 1980s. With so few built, and the unique history of this particular chassis, it represents a one-of-a-kind opportunity for a dedicated collector. 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 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 duPont REGISTRY – October 21, 2022

Maserati MC12 Corse For Sale: Own A Legend

What happens when you think of the brand name Maserati? You think of Quattroporte, Ghibli, Gran Turismo, and now, of their newest sports car: the MC20. There is more to that name than you would imagine. Maserati in motorsport has had scarce representation, but when they’ve shown up in the past, they’ve seen great success. Enter the “Birdcage.” For more information about this listing, call 888-253-7068 or email drs@dupontregistry.com. Back in the 1960s, Maserati developed their Tipo 60/61 race cars with the help of Caroll Shelby (yes, that Shelby), who did some early test driving. With that, and the automaker’s intricate tubular frame that inspired the Birdcage moniker, Maserati was equipped in 1960 to enter the 24 hours of Le Mans — and maintain average times that clocked in more than 4 minutes ahead of Ferrari. Unfortunately, a starter issue and torrential rains would prove to be too much for the open-wheel race car, but it redeemed itself with exceptional results winning the Six Hours of Nürburgring (then the Nürburgring 1000 km). Fast-forward to 2004, and Maserati returned to motorsport with a sensational race car, which became a scandal when it was unveiled. Due to debate around regulations for homologation, the MC12 Corse is not only notorious for being a rule-bender but an outright legend, as no other vehicle was ever able to achieve what it did in its day. 755 Horsepower 546 Lb-Ft of Torque 0-60 mPH <2.9 Seconds No other vehicle has been able to win the 24 hours of Spa on a vehicle debut the way the MC12 did in 2005, then again in 2006, and once more in 2008. The accolades don’t stop there, the MC12 GT1 won five consecutive titles for the GT category of endurance racing and in 2010 went on to win the inaugural FIA GT1 World Championship. As far as provenance is concerned, this vehicle was developed with Ferrari’s Formula 1 technicians conducting four to five consecutive days of testing every 15 days. It proved to be the only application of the Ferrari Enzo V12 engine in the racing world, as the Enzo never saw anything beyond the FXX program. With its unique combination of racing wins, engineering achievements, and a limited production of only 12 units, the Maserati MC12 Corse is undeniably a collectible commemoration of Italian automotive history. For sale right now is an extraordinary example of the MC12 Corse. Having only covered a total of 123 miles, this MC12 Corse for sale essentially only shows delivery miles as it hasn't even been driven by its owner. Only 12 examples of the Maserati MC12 Corse exist worldwide and at least three of them are confirmed to have been converted to road use. Of the nine remaining factory-original cars, three have been recorded as being used by their owners. This means that at most, six of the MC12 Corse's on the planet could have as low of miles as this MC12 Corse that's currently for sale. If that's the case, then this could very well be the most original, unused MC12 Corse on the planet but that has yet to have been confirmed. For more information about this listing, call 888-253-7068 or email drs@dupontregistry.com. View Listing on duPontREGISTRY.com

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 duPont REGISTRY – October 20, 2022

111-Mile 1996 Ferrari F50 Listed for Sale

No Ferrari collection is complete without an F50. Introduced in 1995 and powered by an F1-derived naturally-aspirated 3.5-liter V12, the F50 is one of the carmaker’s rarest and most recognizable models. Throughout its two-year production run, just 349 examples left the brand’s Maranello assembly plant. Aside from its low production numbers, the F50’s importance has only grown through the decades as no carmaker builds anything quite like it. As a result, values have skyrocketed in the last decade, reaching deeper into the seven-figure range. The example listed for sale today is perhaps one of the most collectible examples available worldwide. With just 179 km (111 mi) on the clock, it is one of the lowest-mileage F50s left. Given that it basically has delivery mileage, this iconic Ferrari is in like-new condition. It is also Ferrari Classiche Certified and retains its original hard top flight case, model-specific luggage, manuals, and even the F50 flashlight. This F50 is currently listed for sale by Collectors Garage out of Grosse Pointe, Michigan, with an asking price of $6,250,000. For more information about what is likely the lowest-mileage F50 in the world, please call (313) 447-0017 or click the link below. View Price And Listing

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