Ferrari

250 GT

The price is not specified, you need to call to find out

Call For Price

Price Upon Request rnrnOne of only 20 1960 alloy-bodied 250 GT SWB Competizione Berlinettas built with Ferrari's more powerful Tipo 168 B enginernHighly successful period race history achieving over half a dozen overall or class victories and 10 podium finishes with well-known SCCA privateer Charlie HayesrnOffered from almost 40 years of single-family ownershiprnFerrari Classiche certified in 2011; retains its original chassis, bodywork, engine, gearbox, and rear axlernPrevious entrant at the Goodwood Revival, Tour Auto, and THE ICE St. Moritzrn rnrnAmong the hierarchy of the Ferrari 250 GT SWB Berlinetta-considered by many to be one of Ferrari's most iconic and desirable models in its nearly 80-year history-chassis number 2237 GT stands out as one of the finest, due not only to its mechanical originality, but also its period race history and impeccable provenance, offered as it is from almost 40 years of single-family ownership.rnrnCompleted by the factory in November 1960, chassis 2237 GT was the penultimate 250 GT SWB Berlinetta Competizione produced that year, landing approximately one-third of the way through overall 250 GT SWB Berlinetta production. It sported aluminum-alloy coachwork from the factory, though without the roof vent and non-quarterlight side windows that typified earlier examples. At its heart was the Tipo 168 B, a specification fitted to only approximately 20 cars for 1960, which produced some 30-40 bhp more than the 'Lusso' specification street cars. This was thanks to Testa Rossa type heads, 128 LM intake and exhaust valves, coil valve springs, 12-port induction, and triple Weber 40 DCL 6 carburetors. A letter on file shows that the car was ordered by Chinetti Motors specifically for Walter Luftman of Rye, New York to be finished in Azzurro Fiat (402) over a light beige leather interior. rnrnCHARLIE HAYES AND 2237 GTrnNot long after arriving in the States the car was resold to Charles D. Hayes Jr. of Kensington, Maryland, and was repainted to a shade of dark red metallic. A well-known racer in SCCA circles in the northeast and later in USRRC and CAN-AM, Hayes had sold his 250 Testa Rossa (0714 TR) earlier that year. Hayes mentions taking delivery of chassis 2237 GT directly by chassis number in the chapter on the 1961 season in his self-published autobiography titled Fast and Faster:rnrnI did the deal for the 250 GT SWB and set out to drive it back from Maryland to New York. I was blown away by how smooth the car felt. It was like being on a Caribbean beach with the sound of a gentle surf steadily thrumming. Paradise! So beautiful to hear the soft insistent sound of that 3 Litre V12. Indescribably delicious. I remember floating down the New Jersey Turnpike like I was in a dream. Ecstatic. I was in love with a car!rnrnHayes' success with 2237 GT was instant, winning all but one of his first five SCCA races behind the wheel of the Short-Wheelbase. A single DNF at Thompson in September of 1961 broke his winning streak, despite having won the preliminary event the day before at the same circuit. Two more 1st-place finishes would follow at Elkhart Lake and Lime Rock in September and October, respectively, before the car was put on a boat and shipped to Nassau for the Bahamas Speed Week races.rnrnThe Bahamas Speed Week was a big event on the sports car racing calendar internationally, and it would come as no surprise that Charlie Hayes and 2237 GT would face stiffer competition than they saw at SCCA events, both from the US and abroad. Hayes recalled one such brush with racing royalty in the Tourist Trophy race in his autobiography:rnrnOne thing I remember clearly is our racing, and the parties and beach times, in Nassau in 1961. I had met Stirling Moss the year before and was quite happy to see him turn up with his Rob Walker SWB Ferrari 250 GT. We would race together!...On the day of the Tourist Trophy race for GT cars, Stirling strolled over just as we suited up for the event and said 'What do you say we put on a bit of a show for the people?' He suggested we swap the lead back and forth for a lap or three, then just let whoever was quickest show their stuff.The flag dropped and off we went, trading places as planned. But I actually started to think I COULD race him. Right about then he pulled up beside me to my left, under braking at the end of the straight behind the pits. We could have shaken hands; I had Left Hand drive and his was Right Hand drive. He winked, waved and disappeared. In a single lap, he was out of sight. rnrnThat race would see 250 GT SWB Berlinettas sweep the top four positions, with Charlie Hayes finishing 4th and Stirling Moss taking the overall win. Later in the week, Hayes raced in the Governor's Trophy and the Nassau Trophy before shipping 2237 GT back home to Maryland in preparation for the 1962 season. His success over the course of the 1961 season saw Hayes and 2237 GT tie for the AP class SCCA championship that year, sharing the tie alongside two other 250 GT SWB Berlinettas piloted by Bob Grossman and Bob Hathaway respectively. rnrn1962 would see Charlie Hayes and 2237 GT compete in similar events to the year before. Starting at Marlboro in April, the pair failed to finish, but his luck changed in the following three events, finishing 3rd overall at the Cumberland National in May, followed by two more 1st-place finishes at Marlboro. Two more races at Vineland and Elkhart Lake are mentioned by Hayes in his book, both of which he is said to have won.   rnrnIn September 1962, Hayes sold 2237 GT to Bob Stelloh of La Grange, Illinois. Stelloh's first race was at Road America in June 1964, which he finished 12th overall and 2nd in class. He returned to Elkhart Lake for the Road America 500 in September alongside co-driver Bob Lyon. During the race, the car had a fluid line break and a small fire, which was quickly put out, resulting in damage to the right front fender and nose section of the bodywork, but caused no damage to either the chassis or suspension. Although the car failed to make the distance, Stelloh and Lyon were classified 19th overall.rnrnThe 1964 Road America 500 would be 2237 GT's final race in period, and the car was sold back to Bob Grossman and then onward to Paul Pappalardo of Greenwich, Connecticut in 1972. Pappalardo was no stranger to Ferraris, owning several significant examples over the course of his life, and for a short while, 2237 GT would have shared garage space with his 250 GTO. While in his ownership, Pappalardo had the damage from the fire at Elkhart Lake repaired by Alberto Pedretti and Francois Sicard, sourcing new Borrani wire wheels directly from Ferrari and a new windscreen from David Clarke. Mark de Friece of Bay Ridge, Maryland would be the next owner of 2237 GT, who subsequently commissioned a restoration with Francois Sicard. Upon completion of the restoration, the car passed to Monte Shalett of New Orleans, Louisiana via Joe Marchetti. Shalett enjoyed 2237 GT for a time and in November 1985 brought the car out to a vintage support race at the Tamiami Park round of CART Championship where unfortunately it suffered some damage to the front nose. rnrnNEARLY FORTY YEARS IN SINGLE OWNERSHIPrnrnIn 1986, 2237 GT was purchased by the current owner. Upon arrival in Europe, it was decided that the car would be fully restored by world-renowned craftsman Dino Cognolato in Italy who repaired the front nose and repainted the car to a lovely shade of dark blue. While in the care of the current owner, the Ferrari has been driven regularly both on the road and in various historic racing events, including the Tour Auto in 1994 and the Tour Espana in 1999. In July 2004, 2237 GT was shown at the 4th European Concours d'Elegance at the Galopprennbahn in Dusseldorf. rnrnUpon submitting the car for Classiche certification, it was determined by Ferrari's Classiche department that the shape of 2237 GT's nose as rectified during the 1986 restoration was not entirely factory correct. Hietbrink Coachbuilding in the Netherlands corrected the nose profile to the satisfaction of Ferrari Classiche and in September 2011 the car was granted Classiche certification, confirming that it retains its original chassis, bodywork, engine, gearbox, and rear axle-an incredible degree of originality among any of the true Competition SWB examples.rnrnSince then, 2237 GT has only appeared in public at a handful of events, including the Castle Dyck Masterpieces event in July 2017, at the 2018 Goodwood Revival, where it was raced in the Kinrara Trophy, and at The ICE in St. Moritz in 2023. Accompanied by an FIA Historic Technical Passport valid until December 2028, this is a car that is eligible for numerous top-tier automotive events around the globe. rnrnAmong the most remarkable 250 GT SWB Berlinettas to be offered in recent years, 2237 GT is a spectacular car in every regard. With over half a dozen class or overall victories and 10 podium finishes across many of America's most iconic racetracks in the early 1960s, chassis 2237 GT is a premier example of the success achieved by the legendary 250 GT SWB Competizione. Ferrari Classiche certified as a rare full 'matching numbers' example, 2237 GT has been carefully looked after yet regularly enjoyed by its current owners, and for its next custodian remains highly eligible for both concours and historic racing events worldwide. To view this car and others currently available, please visit the RM Sotheby's website.

Other

Dino 246 GT

Usual

Asking | ?480,000 GBP rnrnOne of only 256, UK-supplied RHD Dino 246 GTSrnSupplied new in the extremely rare Bleu Chiaro Metallizzato, used on only 62 Dinos worldwide and only six RHD DinosrnSpecial order interior with cloth insertsrnPreviously owned by British racing driver Digby MartlandrnPresented in concours condition, in its original colour combinationrnClassiche Certified in 2020 as fully matching numbersrnJust under 52,500 miles from newrnAccompanied by its original book pack (including numbered warranty card), tool kit, and jackrnExceptional, comprehensive history file, including period picturesrnAn unrepeatable opportunity to acquire one of the most spectacular Dinos ever built in RHDrn rnrnOne of only six RHD, UK delivery 246 GTS Dinos finished in Bleu Chiaro Metallizzato, chassis no. 07182 is unequivocally one of the most spectacular of the 256 UK delivery cars to come to market in recent memory. rnrnInvoiced to Maranello Concessionaires in October of 1973, factory invoices show this Dino was equipped with electric windows, metallic paint, and black cloth seat inserts alongside a Beige leather interior. Rather than remaining in Great Britain, it was sold new to Henry Linton Cars Ltd. of Jersey in the Channel Islands. Amazingly, the car's history file contains documentation tracing its history all the way back to 1975 when the car was registered to Digby Martland of St. John. Martland was a well-known racing driver in the UK and is noted as being Chevron's first GT customer, sharing a works-entered Chevron B16 with Clive Baker in the 1970 24 Hours Le Mans. The Dino returned to Britain in 1977 when it was sold via the Greencoat Motor Company on Vauxhall Bridge Road in London to C. Speairs. rnrnInvoiced to Mr. Speairs out of an address in London, Speairs was the director of the Australian Express newspaper, which had an office in London, but the Dino itself would be for him to enjoy in his native Australia. The Dino was loaded onto the MV Abel Tasman, and scheduled for arrival in Brisbane in March of 1978. Early Australian ownership is chronicled in a document included in the file and perhaps most interestingly, the car was purchased by Ralph Howie of Sydney in October of 1983 having seen a classified ad which also remains in the car's file: Ferrari 246 Dino Targa: $29,750. Almost concours condition. Low mileage. Excellent mechanicals, body, interior. New Pioneer stereo cassette. Michelin tyres. Superb car for the collector.rnrnRemaining in Sydney, the Dino was purchased by Peter Steensel in December 1983 and he would go on to own the car until 1999. Paul Stevenson, also of Sydney, would be the car's next owner. It would be Stevenson who would export the car back to the UK and shortly after its arrival, it was acquired by Geoffrey Rollason of London. Mario Bondini of Surrey was the car's next owner, acquiring it in 2014. The car was certified by Ferrari Classiche in 2020 in his ownership, confirming that it retains its original chassis, engine, gearbox, and bodywork. There are a number of service invoices on hand from its time back in the UK, all from authorized Ferrari dealerships or specialist workshops including Meridien Modena, Autofficina, and Bob Houghton. Following this work the car was invited to the prestigious Cartier Style et Luxe Concours D'Elegance at Goodwood's Festival of Speed. rnrnIn the summer of 2024, it was decided that the Dino would be returned to its as-delivered specification of Bleu Chiaro Metallizzato over Beige with black fabric inserts. Webster and Lancaster in Watford was contracted to strip the car back and repaint, painstakingly ensuring the colour was period correct with the help of both colour period photographs and Dino expert Matthias Bartz. Whilst the interior was retrimmed simultaneously by O'Rourke Coachtrimmers in West Sussex. Photos of this work are available in the history file.rnrnThe results speak for themselves; the Dino is truly spectacular to behold. The car's history file is spectacular, chronicling its journey from Jersey to London, then Australia, and back again, and also warrants the car's mileage, showing less than 52,500 miles, as original. Importantly, the car is also accompanied by its original manuals and service book, which even bears a stamp from a service in Jersey in April of 1974.rnrnFinding a beautifully restored and tastefully specified Dino with a known history from new and Classiche certification to its name is a more difficult task than one would imagine. Only six RHD Dinos were finished in Bleu Chiaro Metallizzato, making this car all the more remarkable. With its unique special order interior all it needs now is an enthusiastic new owner ready to cherish and enjoy it for years to come. rnTo view this car and others currently available, please visit the RM Sotheby's website.

Maserati

A6GCS

Asking | ?2,475,000 EUR rnrnRich period racing history in events across Europe and the UKrnFeatured in Walter Baumer and Jean-Francois Blachette's definitive book, Maserati A6GCSrnA five-time Mille Miglia participant with the current owner, listed in the Registro 1000 Migliarn rnrnMaserati A6 GCS chassis number 2065 was one of two such cars ordered from Maserati in 1953 by the French Importers Garage Mirabeau in Paris. The sister car, chassis no. 2064 was retained and raced by Jean Simone, who was the co-owner of Garage Mirabeau along with Jean Thepenier. Chassis no. 2065 was delivered to Armand Roboly. Simone and Roboly had raced many times as co-drivers in a Jaguar C-Type, and were close friends and enthusiastic participants in French motor racing of the era.rnrnChassis number 2065's build sheet indicates that it was completed on 11 April 1954 and given a temporary Italian registration number of BO 36382. The colour was noted in the build sheet as French Blue, however contemporary photographs suggest it was in a lighter hue than usual.  Following delivery to France, Armand Roboly gave the new car its first outing in late April 1954 at the Marrakech Grand Prix in Morocco. His friend Jean Simone raced the sister car in the same event. Roboly finished that race in 3rd place, whilst unfortunately Simone was injured in a crash. rnrnThe A6 GCS then participated actively in France during the 1954 season, including entries at the Coupes de Paris, 12 Heures of Reims, Grand Prix des Sables d'Olonne, Grand Prix de la Baule, and the Coupes de Salon at Montlhery. The car's early racing history is beautifully chronicled in Walter Baumer and Jean-Francois Blachette's recently published book, Maserati A6GCS.rnrnChassis no. 2065 was then sold, most probably again through the business relationship Roboly maintained with Garage Mirabeau, although the car was physically collected in Modena suggesting that it was factory refurbished and prepared prior to sale. Its new owner was Andre Loens, a native of Northern France but at that time resident in Southampton in the UK. Loens was a highly competent driver who was very active in 500 cc racing and the purchase of this A6 GCS must have been a significant investment for him and a serious step up the racing ladder. The car was kept in its blue livery and retained its temporary Bologna registration markings. The car first reappeared in native Northern France at Lille, and its arrival was enthusiastically described in the local press. rnrnLoens' first outing with the car however was in the UK where it was entered in the 2.0-litre class at the 1955 Goodwood Easter outing. Loens raced the car with great energy and some notable success during 1955, moving the car between Finland, France, Sweden, participating in the Swedish Grand Prix, then to Jersey, and finally back to the UK where he entered chassis no. 2065 in the 1955 Tourist Trophy at Dundrod in partnership with Jo Bonnier. The two drivers finished first in the 2.0-litre category. Their final race of 1955 was at Castle Combe in October. rnrnLoens' intense activity with the car continued in 1956 with a similarly diverse set of entries sequentially in Helsinki, Belgium, France, Denmark, Sweden, and then back at France for the Coupe d'Automne and finally again at the Coupes de Salon where Loens is photographed happily conversing with Stirling Moss, Alfonso De Portago, and Harry Schell as they approached the track.rnrnIn 1957, the season resumed in a similar pattern. The A6 GCS was again in Scandinavia in May, at Elaintarhanajo in Helsinki, followed by a return to Forez in France. We can well imagine that by this time, chassis no. 2065 was tired, and its physical condition today shows evidence of several racing incidents, notably some strengthening of the chassis members as they pass above the rear axle. Perhaps for this or some mechanical reasons, Loens appears in the car at the grid of the Deux Heures du Forez in July 1957 but did not start. This may have been a contributing reason for Loens to travel to Modena later that same month to trade his now well-used and surely much-loved A6 GCS for the more recently built 200 S. The Maserati factory archives record this transaction and whilst the car was evidently in an adequately drivable condition, such that it could arrive on the grid at Forez, Loens fatefully decided to exchange his faith in chassis number 2065 for a newer Maserati. Sadly, Loens died in an accident driving the new 200 S, back at the familiar circuit of Montlhery in October 1957 whilst leading the race. rnrnThe last recorded location for this A6 GCS has caused debate over the whereabouts of the car in the intervening years. It was not unusual for Maserati to take older model cars back into their stock for refurbishment and resale. In order to assist with sales of newer cars, Maserati themselves often refurbished racing cars for a 'second' life on the circuits. Given Andre Loens' prolific activity with the car, we can imagine that it arrived back in Modena in a condition where a great deal of refurbishment work was needed. The car was by then approaching five years of age and whilst the A6 GCS was a highly reliable, much-loved, and still competitive racing car, with a strong following, it was also in 1957 that Maserati itself withdrew from racing and, simultaneously, that road racing was being banned in European countries following the series of fatal accidents. Under these circumstances it seems unlikely that Maserati, a company facing financial pressure at the time, and concentrating on its road cars, would have thought it a productive investment to restore a worn and well-used A6 GCS. rnrnWhat is well known and shown in numerous period photographs is that a large number of historical racing cars had been accumulated at the factory for the purpose of maintaining a heritage collection, together with a larger number of racing cars, complete and incomplete, in various forms of storage, repair, and restoration. The fact that chassis no. 2065 is documented as being one of such cars present at the factory at the end of its racing life in 1957 is an intriguing component to recent efforts to fill out the gaps in its history.rnrnIn 1998, the factory department Maserati Vendite, issued by signed telefax, a copy of the build sheet of chassis no. 2065 to assist in a restoration of the car ongoing at the time in Reggio Emilia. Photographs of this restoration show a rolling chassis with partly disassembled bodywork and provide close detailed evidence that this car is the one offered here today. The accompanying documentation includes a number of attestations from the workshop, stating that the car was delivered to them as a ?rolling chassis'. This carrossiere performed the full refurbishment and reassembly of the car, works mainly to the bodywork, however the identity of the owner at the time has not been ascertained. rnrnBy 2001, now in a completely new livery of red and dark blue, chassis no. 2065 was introduced at a presentation given in a Maserati concessionaire in Modena. Photographs of the event show a number of recognisable attendees associated with the marque admiring the car at its first presentation in public. Shortly after this the car was sold to a well-known German collector driver of Maseratis in vintage racing. As such, the car then ran frequently in the Shell Historic challenge in the early 2000s. rnrnFollowing a subsequent sale of the car to an Australian collector, who entered the car twice in the Mille Miglia Historic, the well-known and highly respected race support and engineering firm of Hall & Hall in the UK took responsibility for maintenance and preparation. Both Rick and Rob Hall personally became fascinated by the car and its history. Together with the Historian Richard Crump they decided not to spend time trying to piece together the missing timeline, because for all anyone knew the car may never have left the factory to race in period again after 1957. Documentation of such re-purchased cars was disrupted during the turbulent periods of Maserati ownership by Citroen and De Tomasso.rnrnInstead Hall & Hall went back to basics and examined the car from a purely technical and engineering perspective. They became totally convinced that the car showed all the correct signs of originality together with the sort of repairs and scars which would have been inflicted during such a busy racing life. It was also noted that no attempts had been made to cosmetically improve the chassis, even in the area of the rear-end stiffening, which looks like a trackside repair, not one made with permanent intent. At this time the car was in good running condition following its relatively recent renaissance in Italy, and was being enjoyed by its owner, so Hall & Hall had no reason to fully dismantle the car and continue this forensic endeavor. The owner simply wanted to enjoy the car.rnrnCURRENT OWNERSHIPrnrnThe current custodian of chassis no. 2065 had been a collector of twelve-cylinder Ferrari road cars since the mid-1990s. Despite owning cars such as an alloy-bodied 275 GTB with six-carburetors, he began to tire of the relative softness of such models and stepped out into the world of road-race cars when he purchased a 500 Mondial, and then added to that a 200 SI. rnrnNow a complete convert to this new motoring challenge, and all the event potential it offered, he explored these two four-cylinder models enthusiastically, partly in rallies with the Maserati Club of Italy, and came to the conclusion that he wanted to move to a six-cylinder car which would offer a more linear engine response and be better suited to long road events such as the Mille Miglia. Searching specifically for an A6 GCS, he found that chassis no. 2065 seemed to be the most original and well-prepared example on the market at the time, and thus it was purchased. rnrnDuring his ownership, the car has always been enthusiastically driven and has continued to appear in the Mille Miglia on now a total of five occasions within the last twelve years. However, the car was rarely transported to or from the event and instead was driven from Brescia and back to its summer storage in southwest France both on the heavily trafficked route along the French Riviera and over the Alpine routes. Typically, the current owner would add at least 1,200 km to the Mille Miglia itinerary in driving to and from the event. He admits to having stayed in more luxurious hotels than offered on the Mille Miglia, but he and his companions kept their clothes in an Ikea bag stored above the spare tyre. The car never missed a beat. The car is listed on the Registro 1000 Miglia and would be welcomed with open arms back to future iterations of the fabled event. rnrnIn 2020, the well-used A6 GCS began to show signs of valve wear and whilst it was still performing reliably, the decision was made to do a complete engine restoration using the highly reputed French specialists, AB Racing SARL, the owner's long-term support outfit for engineering and event preparation in Europe. This work happily coincided with the preparation of the recently published definitive book on the model, Maserati A6GCS, authored jointly by the knowledgeable Maserati historian Walter Baumer and Jean-Francois Blachette, Club Maserati France Chairman, in which the car is appropriately referenced.rnrnWhilst the engine was removed for a complete rebuild, an opportunity was created to examine the car in close detail by dismantling many components such as brake drums, transmission, and chassis to reveal their mechanical story and to piece together a full understanding of what has happened to the car technically since its delivery in 1954. In summary, it was revealed that many components of the car had never been fully disassembled before. Wear patterns and the condition of internal components showed a perfect consistency. These include the brake drums, the sand cast block, and the cylinder head (which still bore the original steel wires used to hold the cores during casting). The chassis paint history can be traced and shows its correct series of coatings in sequence to what finally appears to have been a cheap and quick cosmetic overspray made during the Italian restoration. Many matching factory assembly numbers are present on the car and the serial number 2065 is of course stamped on the cylinder head and chassis. Additionally, after cleaning decades of grime on the steering box casing, the stamped number 2065 was also discovered in the correct Maserati font for the period. A most important discovery was also made on the anti-roll bars which have been sleeved and the sleeve seam then welded. This was barely visible under the layers of paint but reference to the 1954 build sheet, issued officially by the factory in 1998, states that a special client request was made to stiffen the roll bars-barra de compensations diametre 14 (Tipo a tube laterali saldati). As far as it is known, 2065 may be the only A6 GCS with this factory modification. A twelve-page detailed report is included in the history file.rnrnWhilst no work has been done to examine the bodywork, as the owner was keen to regain use of the car, the consensus is that as a running chassis, 2065 is amongst the most original A6 GCSs in existence. Its condition suggests strongly that the car was unused since its period racing days and then restored with quite minimal mechanical work perhaps in order for it to be sold in the early 2000s. It is presently in top mechanical condition, having seen little use since the thorough rebuild in 2024, and a fresh service in January 2025, making it ready to tackle any number of historic racing events in the 2025 season.rnrnrnPeriod Race History for Maserati A6G CS, chassis no. 2065DATEEVENTDRIVERRACE NO.RACE RESULTApril 19, 1954Grand Prix de MarrakechArmand Roboly3rd OAApril 25, 1954Coupes de ParisArmand Roboly1305th OAJuly 4, 195412 Hours ReimsArmand Roboly31DNFJuly 18, 1954Grand Prix des Sables d'OlonneArmand Roboly3rd OAAugust 22, 1954Grand Prix La BauleArmand Roboly1210th OASeptember 19, 1954Coupe d'AutomneArmand Roboly92nd OAOctober 10, 1954Coupes du SalonArmand Roboly2418th OAApril 12, 1955Goodwood Easter MeetingAndre Loens986th OAMay 8, 1955ElaintarhanajoAndre Loens68th OAMay 29, 1955Grand Prix des FrontieresAndre Loens18DNFJuly 22, 1955Bouley Bay HillclimbAndre Loens252nd OAAugust 7, 1955Grand Prix SwedenAndre Loens243rd OAAugust 14, 1955KanonloppetAndre Loens243rd OASeptember 4, 1955StockholmsloppetAndre Loens341st OASeptember 18, 1955Tourist TrophyAndre Loens/Joakim Bonnier5618th OA, 1st ICOctober 1, 1955Castle Combe NationalAndre Loens515th OAMay 10, 1956ElaintarhanajoAndre Loens235th OAMay 20, 1956Grand Prix des FrontieresAndre Loens42DNFJuly 15, 1956Grand Prix des Sables d'OlonneAndre Loens172nd OAAugust 12, 1956Cran d'Escalle HillclimbAndre Loens211st OAAugust 19, 1956Roskilde RingAndre Loens231st OAAugust 26, 1956KanonloppetAndre Loens12nd OASeptember 9, 1956Roskilde RingAndre Loens213rd OASeptember 23, 1956Coupe d'AutomneAndre Loens323rd OAOctober 7, 1956Coupes du SalonAndre Loens369th OAMay 12, 1956ElaintarhanajoAndre Loens55th OAMay 30, 19562 Hours forezAndre Loens68DNSTo view this car and others currently available, please visit the RM Sotheby's website.

Porsche

911 Reimagined by Singer

Asking | $950,000 USD rnrnThe Denmark Commission, completed in December 2017; a sublime opportunity to acquire a Porsche 911 reimagined by Singer with fewer than 6,000 km (~3,728 miles) driven since restoration at time of cataloguingrnStunning color combination of Rome Red Metallic over hand-woven, black leather/suede interiorrnAn exceptional bespoke commission complete with myriad high-performance options including seam-welded chassis upgrade, Ed Pink hand-built 350-hp 3.8-liter engine, six-speed transmission with limited-slip differential, big brake upgrade package, and adjustable Ohlins sport suspensionrnAdditional rarely specified options include electric sunroof, nickel-plated touring trim rocker/bumper package, Hi-Fi upgrade package with satellite radio, leather upgrade package, eight-way electrically adjustable Recaro sports seats, nickel-plated engine intake plenum and gold decklid letteringrnOne-off example of Singer's Classic Study model, no longer available to order, which illustrates the height of style, performance, and quality achieved when everything is importantrn rnrnArguably the world's most beloved sports car, Porsche's 911 celebrates its 61st birthday this year. Capable of tackling everything from the daily commute to a podium finish at the 24 Hours of Le Mans, diehard Porschephiles argue that there is no challenge a 911 cannot overcome; it is a paragon of design and engineering.rnrnPerhaps no company has celebrated the heritage of the air-cooled 911 with such obsessive attention to detail as California-based Singer Vehicle Design. Founded in Los Angeles in 2009, Singer has become globally renowned for bespoke restorations of Porsche 911 sports cars, each carried out on behalf of the car's owner. Starting with a 964-generation car, the company painstakingly reimagines each example to create the equivalent of a greatest hits album of Porsche's most iconic model. Singer's restorations encapsulate the delicacy of the '63 original, the race-bred chic of the '70s, the solidity of the '80s, and the sophistication of the '90s.reimagined in a singular jewel-like car.rnrnThrough the Classic restoration services Singer customers could restore their vehicles with rear- wheel or all-wheel drive drivetrains, five- or-six-speed transmissions, and a variety of high output hand-built engines. Their car is disassembled, leaving the original chassis, which is cleaned, prepared, and strengthened before being fitted with carbon-fiber body panels, enabling significant weight reduction. From there, the sky is the limit for personalization.rnrnEach 911 reimagined by Singer is a bespoke creation tailored to the tastes of each specific owner, and thus no two of the company's fiercely personal commissions are the same. The company's quality, engineering, and attention to detail have made their restorations nothing short of legendary. Many notable Porsche collectors, racecar drivers, and Hollywood celebrities count themselves among Singer's customers, and their fervent proselytizing has drummed up a wait list which stretches years into the future.rnrnDubbed The Denmark Commission, this Porsche 911 reimagined by Singer boasts a stunning and exceptionally well-considered and tasteful specification. In Rome Red Metallic, the Denmark Commission not only presents a fitting homage to the red rooftops and brick-lined streets of Copenhagen's idyllic Indre By neighborhood, but also an intoxicating blend of familiar Porsche 911 heritage and unexpected exotic character tastefully rendered.rnrnThe driver's view of the road? Familiar, if perhaps more finely framed from within the sumptuously tailored cabin. Rocketing to triple-digit speeds with alarming rapidity? Shockingly exotic, although surely anything but unexpected for a Singer customer: someone who demands the best, and wishes to explore the heights of style, performance, and quality achieved when, as Singer puts it, everything is important.rnrnFirst restored for its Danish owner in December 2017, the Denmark Commission represents the stellar results of Singer's Classic Study restoration services, orders for which the company capped at 450 examples. Singer stopped accepting new orders in June 2022.rnrnBeneath the Denmark Commission's attractive color scheme is a host of impressive chassis upgrades demanded by the commissioner's exacting taste. Most notably, the car's original tub has been completely seam-welded. At the car's heart lies Singer's hand-built, 350 rated horsepower, 3.8-liter flat six-cylinder engine from Ed Pink Racing Engines of Van Nuys, California. This remarkable powerplant retains the 964-generation block, while utilizing bespoke pistons, cylinders and cylinder heads, crankshaft, camshafts, connecting rods, oil pump, throttle bodies, and intake systems.rnrnA speed-activated rear spoiler is integrated within the decklid by lightweight mounts. The Denmark Commission sends its power to the rear wheels via an optional six-speed manual transmission and limited-slip differential. This reimagined 911 can decelerate just as quickly as it accelerates, thanks to the optional Brembo big brake upgrade package.rnrnInside, a pair of optional eight-way electronically adjustable Recaro sport seats are trimmed by Singer's team of master upholsterers with optional upgraded black woven leather/suede upholstery rendered with their fascinating hand-woven handiwork. This outstanding attention to detail extends through the cabin to a woven leather dashboard trim panel and black woven leather/suede lightweight door cards. The black anodized kick panels are nicely complemented by a matching drilled pedal set, black leather headliner, and black leather dashboard-all of which visually tie-in with the car's nickel-plated cabin trim and polished Fuchs wheels.rnrnAdditionally, this incredible Singer build features a modern air conditioning system, optional electric sunroof, Audison Hi-Fi audio system upgrade with removable subwoofer, and an optional adjustable Ohlins suspension system designed to Singer's exclusive specifications.rnrnThe current owner purchased this car in 2023 and performed an oil change and fitted fresh Michelin tires.rnrnVery few cars reimagined by Singer have become available in the secondary market since the company's inception. This scarcity is further heightened by the fact that Singer closed the order books for its Classic restoration services nearly two years ago. The Denmark Commission presents an outstanding opportunity to acquire a superb example of the car upon which the company built their tremendous reputation, in a beautifully considered tasteful specification.To view this car and others currently available, please visit the RM Sotheby's website.

F430 Challenge

Asking | ?370,000 EUR rnrnOne of just 54 F430 Challenge chassis upgraded to GT3 specification by Ferrari Racing Partner team Kessel Racing.rnDelivered new to Belgian GT team Scuderia Monza in 2008.rnFurther upgraded to Scuderia GT3 specification by Kessel Racing in 2010; one of only 25 cars to have received such modification.rnCampaigned extensively in Belcar Endurance and Sprint events between 2008 and 2011.rnSubsequently owned by renowned Ferrari specialists Toni Auto of Maranello from 2017 to 2022.rnAccompanied by Ferrari Classiche certification, referencing its original chassis and engine.rnEligible for Club Competizione GT events, and prestigious Historic Racing series including Endurance Racing Legends and GT3 Legends.rn rnrnThe 1990s witnessed the welcome return of Production-derived GT cars to top line competition, with old sparring partners such as Ferrari and Porsche renewing hostilities in the new-for-1994 BPR Global GT series and its successor, the FIA GT Championship. However, increasing speeds and budgets led to the launch in 2006 of the FIA GT3 European Championship; this providing a competitive arena-and, crucially, a robust regulatory framework-for cars homologated with a more cost-conscious specification than the incumbent GT1 and GT2 machinery.rnrnSeveral manufacturers were moved to develop cars for the new series, including Ferrari, Aston Martin and Audi. The former's partner team, Kessel Racing, promptly homologated a GT3 upgrade package for the existing F430 Challenge model; modifications centring around an enlarged 4.5-litre V8 engine-affording a power increase from 490 to some 550 horsepower-and heavily revised aerodynamics and bodywork. Results were impressive, with the F430 GT3 of Hector Lester and Allen Simonsen winning the series' inaugural race at Silverstone in 2006, and the Kessel Racing-run car of Henri Moser and Gilles Vannelet securing the Championship in 2007.rnrnJust 54 F430 Challenge cars were converted to F430 GT3 specification by Kessel Racing, with this chassis, 159322, being delivered to the Belgian Scuderia Monza team. The team's primary focus for 2008 and beyond was to be Belcar-the Belgian GT Championship in all but name-although the car made its race debut at August's Zolder 24 Hours race. Driven by brothers Frank, Hans and Kurt Thiers, and veteran long-distance specialist Guy Van Mol, the car qualified 11th, prior to finishing a creditable 12th overall and sixth in class in the race.rnrnFollowing a retirement in September's Belcar round at Spa-Francorchamps, 159322's third and final outing of the year saw a return to Zolder for the Belcar round supporting the FIA GT Championship. The 27-car entry boasted four F430 GT3s, although the two-part race was dominated by the Mosler MT900Rs. However, the team's season ended on a high note, with Frank and Hans Thiers finishing the second race in fifth position; the pair beaten only by three Moslers and the sister F430 GT3 of Vincent Vosse and Eddy Renard.rnrnFor 2009, Scuderia Monza redoubled their Belcar efforts, with Frank and Hans Thiers driving 159322 exclusively. Although their opposition had increased notably over the Winter-with cars such as the Audi R8 GT3 and Aston Martin DBRS9 making their Series debuts-the season started strongly for the pair, with third- and seventh-placed finishes in the opening round at Zolder in April. A disappointing double retirement at Spa-Francorchamps in May was redressed somewhat by two further visits to the circuit that year; the June round yielding a ninth and sixth, while July saw the Thiers record an eighth and a sixth-placed finish. The season concluded at Zolder in October, in which the brothers finished seventh and eighth in the first and second races respectively.rnrnIn 2010, 159322 was returned to Kessel Racing for a further upgrade to Scuderia GT3 specification; the modifications being principally aerodynamic in nature. Duly renumbered 159322-SC21 to reflect its newly updated status, the car was one of just 25 chassis to receive such modification, and one of only seven updated that year. rnrnOver the Winter, the Belcar Series had abandoned its double header format in favour of a single, longer race; the first round of the 2010 season, held at Zolder in April, being three hours in length. Having qualified only 13th, Frank and Hans Thiers drove a measured race to finish seventh overall, while at Spa in July they finished a fine fifth behind the likes of GT regulars Anthony Kumpen, Steven Kane and Bert Longin. The only other notable result of the year for the brothers was in the 125-minute season finale at Zolder, in which they finished ninth.rnrnA partial Belcar campaign for Scuderia Monza in 2011 saw SC21 contest only four races; the year commencing in challenging fashion with retirement in both early season rounds at Zolder. However, the three-hour race at Spa-Francorchamps in June saw a welcome change in fortune-and a superb GT3B class win-although Zolder once again proved to be the team's bogey track, with the year concluding with a further enforced retirement in October's season-closing round.rnrnIt is believed that the car remained in the care of the Thiers brothers until its acquisition by legendary Ferrari specialists Toni Auto of Maranello in 2017. Located barely 200 metres from the fabled Ferrari factory gates on the Via Abetone Inferiore, the company's association with their illustrious neighbours stretches back to the early 1950s, with founder Franco Toni's employment in Ferrari's Race Department. Appropriately, Sig. Toni was seconded to Belgian Ferrari importers Garage Francorchamps for two years in 1954, making the involvement of his grandsons-the present proprietors of the business-with SC21, more than 60 years later, all the more poignant.rnrnAcquired from Toni Auto by the vendor in 2022, but expertly maintained by them ever since, the car has been used only sparingly in the present ownership-and exclusively in non-competitive Club Competizione GT events, including most recently at the 2024 Finali Mondiali at Imola. Significantly, its ECU records cumulative chassis mileage of a relatively modest 16,730 kilometres from new, while the engine has covered just 5,000 kilometres since its most recent rebuild-with a further unexpired life of some 20,000 kilometres remaining. Additionally, the car's gearbox, clutch, driveshafts and suspension are all listed as having covered just 1,500 kilometres since either rebuild or replacement.rnrnImmaculately prepared-and fresh from its involvement in Ferrari's Finali Mondi celebrations at Imola, SC21 remains a highly significant example of this most versatile of Ferrari Competition GT cars; additionally representing an attractive and cost effective entry into the numerous Historic GT and Sports Prototype series for which it is eligible.rnTo view this car and others currently available, please visit the RM Sotheby's website.

330 GT

Asking | ?495,000 GBP rnrnFully restored by Hoyle-Fox Classics, completed in 2015rnFerrari Classiche Certified in 2015, retains its original chassis, engine, gearboxrnAn ideal Ferrari for cross-channel adventures or concours eventsrnOne of only 598 examples produced from 1*number in the description*rn rnrnTHE GENTLEMAN'S FERRARIrnrnWhat is a gentleman's Ferrari? It is a car that is not about outright performance, but rather a Ferrari that combines stunning performance bred through success in motorsport, alongside luxury and sophistication; a car tractable enough to use for extended journeys, on a daily basis, or on a special occasion. Perhaps most importantly, this is a car that does all of this, but also does not shout about its presence. Simply put, the gentleman's Ferrari is a grand tourer par excellence. It is a car that is known to those that know, and one that blends in with traffic to everyone else. rnrnTo the cognoscenti, the epitome of the gentleman's Ferrari is the 330 GTC. Slotting in between the four-seat 330 GT 2+2 and Ferrari's then-flagship 275 GTB, it combined the aspects of both cars to make for an exceptional driving experience. Utilizing the same steering, suspension, and transmission as the 275 GTB, at its heart was a 4.0-litre V-12 engine, good for transporting the 330 GTC to 60 mph from a standstill in seven seconds and onwards to a top speed of 150 mph. As the 330 GTC was a two-seater, its wheelbase was shorted by 10 inches over the 330 GT 2+2, making it much more dynamic to drive yet still entirely practical for two passengers, with copious boot space and a rear parcel shelf behind the seats.rnrnChassis number 11329 was built for Ferrari's home market of Italy and was delivered new to M.G. Crepaldi Automobili S.a.s., Ferrari's official dealership in Milan, in September of 1968. Finished in Grigio Argento (2.443.009 A. It) over a Nera Franzi leather interior, a report on file from Ferrari historian Marcel Massini states that the car's first private owner was Alberto Pesenti of Milan. By the early 1970s, the car was exported to the United States.rnrnThe 330 GTC's first recorded American owner was Philip Strain, a resident of St. Petersburg, Florida, and regular client of FAF Motorcars, the official Ferrari dealer located in Tucker, Georgia. Strain retained the car in his ownership from 1975 until his passing in 2010 and was subsequently sold by his estate. Returning across the Atlantic, the car was purchased as a restoration project by Hoyle-Fox Classics in Essex, UK to be fully restored. The car was stripped back to bare metal, the engine fully rebuilt, interior reupholstered in Pelle Rosso leather, a stylish combination with its silver exterior. Following the completion of the restoration in 2015, the car was certified by Ferrari Classiche, confirming that it retains its original chassis, engine, and gearbox. The car passed into the esteemed collection of Lord Irvine Laidlaw in 2017 prior to being acquired by the consignor in 2019, a collector of classic Ferraris.rnrnJust 598 330 GTCs were built from 1966 to 1968, and today they are still excellent cars to use and enjoy, with copious performance more than capable of handling modern-day traffic. Well-preserved in its as-restored state with the current owner, this 330 GTC presents beautifully throughout, having covered minimal mileage since its restoration (less than 1,000 miles). Beautifully restored and boasting Ferrari Classiche certification, this 330 GTC needs nothing but a new owner willing to experience the ideal gentleman's Ferrari at its best. To view this car and others currently available, please visit the RM Sotheby's website.

Mercedes-Benz

SLR McLaren

Asking | $700,000 USD rnrnOriginal Japanese-specification SLR, upgraded by McLaren at the request of the current owner in 2018, at a cost of over 1,380,000 HKDrnJust under 28,200 km from new; approximately 1,200 km since conversionrnOne of only 25 examples upgraded by McLaren Special OperationsrnAn SLR variant three times rarer than the Stirling Mossrn rnrnUsing both lessons learned from SLR McLaren production and feedback from owners, McLaren Special Operations developed an upgrade package for those lucky owners to take their SLR to the next level. Dubbed the 'McLaren Edition,' these upgrades vastly improved the car's handling and ride into a product more fitting of the fabled McLaren badge. Ride and handling was improved by fitting new springs, and dampers allowed for the ride height to be lowered by 10 millimeters.rnrnThanks to a new carbon-Kevlar front floor, 722 GT race car-style front wheel arch vents, a new rear diffuser, and a larger air brake, downforce was increased by 15 percent over the SLR 722 Edition. One artistic touch was restyled intakes above the exhausts and on the front bumper, which were shaped to resemble the McLaren logo. The engine was left unchanged, but McLaren opted to fit a lighter ceramic-coated exhaust system to enhance the car's already impressive exhaust note. rnrnAn original Japanese-market SLR, this example was delivered new to its first owner in Tokyo in September of 2005 according to the accompanying service book. Acquired by the current owner in 2017, it was then decided that the car would be sent back to McLaren to receive the 'McLaren Edition' upgrades. This particular car also received 722 S-specification wheels and tinted lights, alongside a full interior retrim in black alcantara with red stitching and MSO lettering in the headrests as well as a new alcantara steering wheel. Most exceptional is the car's paintwork, a rich metallic red that almost appears black in some light, making for a very dynamic and menacing appearance. Work was completed in 2019 and the car was returned to Japan, where it has resided ever since. Since completion of the work by MSO, the car has been driven approximately 1,200 km. rnrnWith only twenty-five cars upgraded by McLaren Special Operations to 'McLaren Edition' specification, these are seriously rare cars, benefitting from welcome upgrades that make for a truly exceptional driving experience. Beautifully specified, this example would be an incredible addition to any collection of modern supercars. rnrnTo view this car and others currently available, please visit the RM Sotheby's website.

918 Spyder

Deal Pending rnrnSingle ownership and less than 475 km from new; delivered new to FrancernWeissach package-equipped, but specified without magnesium wheelsrnPTS Light Green paintwork over black leather interiorrnAn as-new 918 in a spectacular specification, ready to be driven and enjoyedrn rnrnOver a decade since the introduction of the Porsche 918 Spyder, the car still remains as Porsche's most exciting hybrid supercar built to date. Combining a 90-degree V-8 engine based on the engine from the RS Spyder LMP2 Le Mans Prototype with a pair of electric motors, its total output of 887 horsepower and 944 pound-feet of torque still make it one of the fastest cars money can buy to this day. With power managed via Porsche's PDK seven-speed dual-clutch transmission, not only is the power tractable and easy to use on the road, but it can easily be driven in anger on a racetrack at a truly extraordinary pace. rnrnChassis no. 576 was delivered new to France in April of 2015 and still remains with its original owner to this day, having been driven less than 475 km from new. It is virtually as-new in all respects, having been carefully preserved and maintained since day one. Options include the cabin-mounted fire extinguisher, an electronically adjustable passenger seat, and the Burmester high end surround sound audio system. Since delivery, the car has been serviced by Porsche once in 2017, to address a warranty regarding the seat belt mounting screws.rnrnWhile the original and current owner opted to have his car equipped with the desirable Weissach package, he decided to forgo the magnesium wheels that Weissach package cars were equipped with, and opt for the standard wheels instead. Hinting at the car's electrifying performance under the bodywork, it was finished in a paint to sample colour of Light Green alongside a black leather interior. One further special request with this was to leave the acid green piping on the doors, but fit black piping on the dashboard instead, to avoid any reflections whilst on the road. Furthermore, the top of the dashboard was finished in matte carbon fibre, again to avoid reflections and to match the carbon fibre trim on the doors. rnrnThe car has been booked in for a service at an official Porsche Centre in early February 2025 to ensure it is ready to drive and enjoy with its next owner. Please contact an RM Sotheby's Private Sales representative for further information. rnrnCompared to the P1 and LaFerrari, the 918 Spyder is undoubtably the most usable of the hybrid hypercar trio, with decent luggage capacity and the ability to easy stow its hard top for open-air motoring. Its design is instantly recognizable as a Porsche, exciting yet subtle and sumptuous. With single owner examples boasting minimal mileage are becoming increasingly difficult to find, especially in Paint to Sample colours, this is undoubtably one of the most exciting examples to come to market in recent memory. rnTo view this car and others currently available, please visit the RM Sotheby's website.

Testarossa

Price Upon Request rnrnHighly desirable 'Monospecchio, Monodado' configurationrnFinished in its original and exceptionally rare color combination of Bianco over Bianco leatherrnEuropean specification example, delivered new to the factory Ferrari dealer in Kuwait; US federalized in 2001rnLast timing belt service carried out by GTO Engineering in June 2023; fewer than 600 miles sincernQuite possibly the rarest Testarossa specification builtrn rnrnPopularized by appearances in Miami Vice, The Wolf of Wall Street, and Straight Outta Compton the distinctive Bianco livery turns the Testarossa, already a symbol of 1980s excess, into the poster car for a generation.rnrnAs an early production example, the car offered here features the 'Monospecchio' a-pillar mounted single rear view mirror, alongside the 'Monodado' single-bolt wheels. Finished in the tantalizingly rare color scheme of Bianco over a matching Bianco interior, it was delivered new to Salem Ali Abdul Al-Sabah of Kuwait, a member of the Kuwaiti Royal Family, through Al-Baraha Company W.L.L., the official Ferrari importers of Kuwait. rnrnFactory records note that the Testarossa was delivered in December 1986. Three years later, the car was exported to Switzerland in June 1989. There, the car remained until being exported to the US in May 2001, showing just 25,080 miles at the time of importation according to the accompanying Carfax. Upon its arrival in the US, the Testarossa was sent to G&K Automotive in Santa Ana, California to be federalized for US road use, with completion of the federalization work in September that same year. To ease registration in the US, the car was registered under the 1989 model year. In addition, the Testarossa was also fitted with front and rear indicators and a third brake light. Registered with its new US owner in Connecticut, the car would remain there until January 2020 when it was purchased by a new owner in Pennsylvania. rnrnAcquired by the current owner just a few years ago, the Testarossa has been well maintained in his ownership, primarily looked after by GTO Engineering in Los Angeles. The car received a minor service with replacement of the coolant hoses, oil change, and new brake fluid and front pads in January 2023. A few months later, a full engine out service with timing belt, rear main seal replacement, and a replacement of the differential carrier was undertaken in June 2023. Since the timing belt change, the car has been driven less than 600 miles. Today, the odometer shows just under 34,500 miles from new, which is believed to be the original mileage for the car following an odometer change from kilometers to miles during federalization. Additionally, it is important to note that the car is accompanied by its four original Monodado wheels, some original Testarossa marketing literature, a set of manuals, tool kit, jack, original key, Ferrari-branded car cover, and OEM Ferrari seat covers. Finally, enhancing the Testarossa 1980's flair is a period-correct Nakamichi head unit with an A/D/S amplifier, making for the perfect acoustic partner to the exceptional soundtrack of the original and complete European-specification exhaust from the flat-twelve. rnrnWithin Testarossa production, it is the earliest production cars, fitted with both the Monospecchio rear view mirror and Monodado wheels, that are the most collectible, not only for their rarity but the character that they add to the car itself. Additionally, with color becoming increasingly more important in today's market, white will always remain the color of choice for those looking to purchase a Testarossa, especially when coupled with a matching white interior, a color combination that was very seldom specified when new, despite its near-universal retro appeal today. As such, this Testarossa stands out as one of the most desirable examples available today. rnTo view this car and others currently available, please visit the RM Sotheby's website.

Koenigsegg

Regera

Asking | $2,395,000 USD rnrnSingle ownership and less than 20 miles from new, virtually as-new throughoutrnBuilt to UK specifications and later shipped to Hong KongrnOne of approximately 85 examples builtrnPowered by a twin-turbocharged 5.0-liter V-8 engine with three electric motors reported to produce 1,500 total horsepowerrn rnrnArguably one of Koenigsegg's wildest creations, the Regera was unveiled in concept form at the 2015 Geneva International Motor Show, with its production debut the following year. Boasting Koenigsegg's trademark Dihedral Synchro-helix doors and carbon fibre monocoque that allowed for a removable roof, at its heart was a revolutionary hybrid powertrain unique to the marque. rnrnDubbed the Koenigsegg Direct Drive system, it paired a 1,084 horsepower 5.0-litre V-8 engine fed by a brace of 3D-printed variable turbochargers with a trio of electric motors, two of which powered each rear driveshaft, while the conventional gearbox was replaced by Koenigsegg's Hydracoup torque converter-a remarkable and unique single-state drive mechanism. Allied to this was an 800-volt battery system utilizing technology from the top-flight of international motorsport. The electric motors not only smoothed out power delivery at low engine speeds, they also contributed a staggering 690 horsepower to the Regera's already prodigious output for a cumulative total of 1,479 horsepower.rnrnApproximately 85 Regeras have been produced and the entire production run had been spoken for by 2017, a testament to its innovative new technology. The example on offer here, chassis no. 7218, was delivered new to the UK via SuperVettura, one of the official Koenigsegg dealers in the UK, in May of 2022 as part of a delivery of five Regeras for various UK customers. rnrnFinished in Arctic White paintwork, the Regera's exterior livery boasts two carbon fibre stripes running the length of the car over the bonnet, roof, and tail, as well as a single stripe down both sides of the car. The car is fitted with the optional Tresex AirCore Carbon wheels alongside white brake calipers. rnrnOn display with SuperVettura at the 2022 Goodwood Festival of Speed, the car was sold to its present owner in Hong Kong that same year and was subsequently shipped to Hong Kong, where it has remained ever since. Unregistered, the car has accumulated less than 20 miles from new and is presented in virtually as-new condition throughout. rnrnA technological tour de force in every respect, the Regera is undoubtedly one of the most remarkable cars produced thus far into the 21st century. It is the perfect example of Koenigsegg's relentless drive towards innovation in the pursuit of the maximum possible performance to be extracted from a roadgoing automobile. This unregistered, delivery-mileage example is the perfect candidate for the individual who missed out on buying one new. To view this car and others currently available, please visit the RM Sotheby's website.

Aston Martin

Vanquish Zagato

Asking | ?335,000 GBP rnrnTwo owners and less than 1,850 miles from newrnStunning Scorching Black over Pure Black colour scheme, with optional Villa d'Este packagernUK delivery examplernOne of only 99 Vanquish Zagato coupes builtrn rnrnFirst unveiled on the shores of Lake Como at the Concorso d'Eleganza Villa d'Este in 2016, Zagato's take on the Aston Martin Vanquish took an already attractive car and turned it into a truly spectacular design. Bearing a number of design hallmarks from its coachbuilder, including Zagato's famous 'double bubble' roof and signature wraparound glass, the car remains quintessentially an Aston Martin at first glance, from the grill shape, side strakes, and hints of the Vulcan and One-77 seen in the 'bladed' LED taillights; it is a masterclass in automotive design. rnrnProduced alongside Vanquish convertibles, roadsters, and shooting brakes, all produced in 99 units of each, the Vanquish coupe was arguably the most attractive and subtle body style, equal parts sophisticated and sporty. rnrnBuilt at Aston Martin's factory in Gaydon, Warwickshire, this example was delivered new to its native England in February 2017. It presents just as it left the factory, finished in Scorching Black paintwork over a Pure Black leather interior with the quilted Zagato motif on the seat and headlining alongside full-length herringbone facia trim. It is equipped with the desirable Villa d'Este package, an option costing over ?16,000, alongside the One-77 style steering wheel trimmed in leather. This package consists of badges, wheel spokes, and side strakes finished in gold, a theme which is continued within the car, and the dashboard vents, centre console switchgear, and steering wheel also feature gold trim.rnrnAcquired by the current owner in December 2017, the car today presents in excellent condition throughout, having been driven less than 1,850 miles from new. Its last service was carried out in November of 2023 at Aston Martin Walton-on-Thames where it received an oil change and brake fluid service. rnrnA spectacular combination of Italian and British craftsmanship, Aston Martin's Vanquish Zagato is without doubt one of the most remarkable and attractive cars produced by both companies thus far into the 21st century. Sophisticated yet subtle, this would be a fantastic car for a road trip across Europe and is versatile enough to be used on a regular basis. This tastefully specified example has been well cared for from new and needs nothing but an enthusiastic new owner. rnrnTo view this car and others currently available, please visit the RM Sotheby's website.

911 Carrera RS

Asking | ?950,000 EUR rnrnOne of just fifty-five 911 Carrera RS 3.8s built; one of twelve finished in Speed YellowrnGerman delivery example, sold directly from Weissach's Customer Racing Department to Porsche Zentrum BielefeldrnOffered from fourteen years of single ownershiprnRecent documented inspection by Porsche Classic Centre Padua Estrn rnrnThe 911 Carrera RS 3.8 was the homologation base for a new racing car based upon the 964-generation of Porsche's 911 that would comply with the international GT class requirements. This car was designed under the supervision of Weissach-based engineers Roland Kussmaul (who enjoyed a forty-year career at Porsche working in the motorsport department and later developing Cup cars and some of Porsche's finest road cars, including the 993 GT2 and Carrera GT) and Jurgen Barth (former head of Porsche's Customer Support Department). rnrnEvery Carrera RS 3.8 started life as a bare Turbo bodyshell, transported to the Porsche's racing department in Weissach to be hand-built by Kussmaul's team. Wherever possible all the brackets and mounts for unnecessary components and pieces of trim were removed to reduce the sprung weight. To compensate for the wide bodyshell's increased heft, Kussmaul specified his homologation special with aluminum doors to complement the aluminum boot-lid from the RS 3.6. The RS 3.8 boasted the familiar RS front spoiler, but with an extra-lip added to provide increased downforce and the standard RS 3.6 faux driving-light lenses removed to make way for a brace of gaping intakes that fed the car's dual oil cooler. At the rear, sat a newly designed, one-piece, fiberglass rear deck and a massive six-setting adjustable wing, replete with evocative RS 3.8 scripting stamped into the upright pylons. Like the standard RS 3.6, the 3.8's side and rear windows were fitted with thinner 3mm gauge glass, as opposed to the usual 4.7mm. When it was finally bolted together, the 3.8 RS would weigh in at an incredible 1,140 kg dry. rnrnTo improve body control, the adjustable rear anti-roll bar was beefed up to 21mm compared to the standard RS's 18mm, whereas the same adjustable 24mm rollbar used previously on the RS 3.6 was retained for the RS 3.8's front end, alongside the addition of a strut brace to aid handling. Suspension componentry was still provided by Bilstein, but Weissach had worked closely with them to come up with different spring and dampening rates compared to the RS 3.6 that would provide a firm race-oriented ride with steadfast control.  rnrnTo ensure that his homologation car had enough stopping power, Kussmaul decided to raid Zuffenhausen's parts bins and bolt on the biggest set of brakes Porsche had at its disposal. Taken straight off the Turbo 3.6, the 3.8's front end was fitted with a set of four-piston aluminum calipers alongside 322mm cross-drilled and vented discs. At the rear, the same 299mm discs seen on the RS 3.6 were utilized alongside calipers derived from the Carrera Cup model. Optimised for higher thresholds, ABS was fitted as standard, and power steering was deleted to save weight. To complete the rolling chassis, a set of stunning three-piece Speedline alloys were specified, measuring 9- and 11-inches front and rear.rnrnThe most significant advances were found in the beating heart of the RS 3.8. Designated M64/04, the new engine represented a comprehensive re-working of the RS's 3.6-litre unit. To achieve a swept volume of 3,746 cc, the cylinders were bored out from 100mm to 102mm, while retaining the standard 76.4mm stroke. Special lightweight pistons with shorter wrist pins and reduced head height served to trim down the reciprocating masses within the RS 3.8 and, in conjunction with a set of six individual throttle bodies positioned closer to the inlet ports, did much to improve its pick-up and throttle response.rnrnAt the top end, a custom inlet manifold directed air to a bank of six 51.5mm valves (up from 49mm), which were actuated by lightweight rockers that benefited from a new fine-casting technique, exhaust was managed through a twin-pipe system and a set of exhaust valves that had been enlarged from 42.5 to 43.5mm. rnrnTo manage the RS 3.8's performance, Weissach simply uprated the G50/10 five-speed gearbox that previously served the RS 3.6. Although the same ratios were applied, steel synchro cones were installed, along with heavier springs in the single-plate dry clutch. Also fitted was a 40/40 limited-slip differential-the standard 20/20 percent locking item couldn't provide enough traction. A lightweight, solid mass flywheel was also fitted to sharpen throttle response.   rnrnOnly fifty-five Carrera RS 3.8s were hand-built in addition to forty-nine RSRs, just enough to satisfy the FIA's homologation requirements of 100 cars in total. Although the FIA specified that only one road car needed to be built, Porsche knew that a limited run of road cars would bring the company much-needed revenue.rnrnBuilt for the 1993 model year, the Carrera RS 3.8 offered here is one of just twelve examples originally finished in Speed Yellow (L12G), one of Porsche Motorsport's most iconic hues. Inside, the seatbacks and seat belts are finished in Speed Yellow to match the exterior, and the interior is trimmed in black leather alongside contrasting grey seat inserts and black carpet. Delivered through Porsche Zentrum Bielefeld in October 1993, it is noted that the car was exported to Japan before being returned to Europe in 2007. rnrnAcquired by the consignor in 2011 and imported to Italy, having previously been registered in Sweden, the car has been looked after on a regular basis by Marrocco Motorsport, a well-known independent Porsche workshop located in Fondi, Italy. Nearly 30,000 km has been accumulated in the consignor's ownership, with Marrocco regularly looking after the car since the consignor's purchase. The car's last service was carried out by Marrocco Motorsport in December 2022 which consisted of an engine removal for checking and set up of every mechanical component, new spark plugs, clutch change, and the fitment of four new tyres. The car has been driven approximately 1,000 km since the completion of the service. Most recently the car has undergone an inspection at Centro Porsche Classic Padova Est, which can be viewed in the car's history file. Showing just under 77,600 km from new at the time of cataloguing, it would revel in well-balanced road and track use. rnrnConsidered by many to be one of the finest iterations of Porsche's venerable 964-generation 911, their motorsport lineage is undeniable and as such, allow their fortunate driver a truly incredible experience behind the wheel. Ready to be enjoyed by its next owner, this exotic and ultra-rare 911 would sit perfectly alongside any collection of RS or GT-series Porsches. rnTo view this car and others currently available, please visit the RM Sotheby's website.

V12 Vantage S

Asking | $295,000 USD rnrnOne of 100 seven-speed manual gearbox V12 Vantage S' built for the United StatesrnOne of approximately 35 Roadsters equipped with the seven-speed manual gearboxrnAttractive Lighting Silver paintwork over Obsidian Black leather interiorrnFewer than 8,800 miles from newrnServiced by an authorized Aston Martin dealer in May 2024; fewer than 100 miles sincernAmongst the most desirable variants of Aston Martin's iconic V12 Vantagern rnrnA whopping twenty-eight variants of Aston Martin's Vantage were produced within the car's twelve-year production run, but the V12 Vantage S Roadster sits among the rarest and most desirable, especially when fitted with the dogleg seven-speed manual gearbox. While the model was initially introduced equipped only with Aston Martin's Sportshift II transmission in 2013, the dogleg manual transmission option was announced three years later. Allegedly 351 seven-speed manual-equipped examples were built by Aston Martin in total, split between 91 roadsters and 260 coupes. Only 100 manual gearbox cars were earmarked for the US market, with 35 of those being roadsters.rnrnCompleted by Aston Martin in August of 2016 for the 2017 model year, this Vantage S Roadster is one of those thirty-five cars equipped with the dogleg manual gearbox. Shipped new to its first owner via Miller Motorcars in Connecticut, it is finished in Lightening Silver over an interior trimmed in Obsidian Black leather. Over $11,000 in optional extras were selected, including red brake calipers, a second glass key, front parking sensors, full-length twill carbon facia trim, glass switches, and a polished aluminum fuel filler cap. rnrnAcquired by its first owner in September 2016, the car remained registered in New York for the first four years of its life, having covered less than 1,000 miles before it was acquired by the second registered owner in 2020. Purchased by the current owner in early 2023, it has been driven just 700 miles in his ownership showing less than 8,800 miles from new. With the current owner, it has been serviced twice by Long Island Sports Cars in Rosyln, NY, an official Aston Martin dealer. In April 2023, the car received a 6th year annual service and was fitted with an aluminum gear shifter (the original accompanies the car), and an additional annual service in May 2024. Since its last service, it has been driven less than 100 miles. At some point in prior ownership, the car's original wheels were painted black, and the current owner replaced the previously silver center caps with black replacements (the originals will accompany the sale).rnrnConsidered by many to be one of the best driving variants of Aston Martin's Vantage in either V8 or V12 guise, the V12 Vantage S with the dogleg manual gearbox provides a visceral, analog driving experience coupled with the sophistication and comfort that one would expect from the Gaydon-era Aston Martins-a driving experience which is becoming increasingly prized in today's market. With only 91 examples built, it is important to note that these cars are the only convertible V12 Vantages offered to the US market with a manual gearbox. This low-mileage example needs nothing but an enthusiastic owner ready to enjoy it on the open road. rnTo view this car and others currently available, please visit the RM Sotheby's website.

Lancia

Flaminia

Asking | ?345,000 EUR rnrnRare, late production Flaminia Sport 3C 2.8 delivered with covered headlamps and without bumpersrnItalian delivery example, has remained in Italy from newrnA timeless Lancia design and stunning colour combination that embodies the best of 1950s Italian sports car craftmanship with enhanced performancern rnrnIn true Lancia tradition, the Flaminia took its name from the eponymous Via Flaminia Roman road that stretches between Rome and the Adriatic coast. At the time of its unveiling at the Turin Auto Show in 1957, the Flaminia epitomised a suave and sophisticated 1950s Italy-not only in its name, but also in appearance, with sporting models bodied by Zagato and by Touring, both of Milan. rnrnThe Flaminia Zagato Sport shared the same shortened wheelbase as its Touring GT sister model, but the youthful Ercole Spada, chief designer at Zagato, used luscious flowing lines contrasted against a sleek coupe profile for all the attributes of the finest sports cars of the era. rnrnWhile the Double Bubble roofline characterises the Flaminia Sport's distinctive shape, its doors feature pop-out handles, and the curvaceous body includes a low, functional air scoop on the bonnet. The appealing features and sporting credentials of the model are matched by its impressive performance figures. rnrnA mere 526 examples of the Flaminia Sport and Super Sport were built between 1959 and 1967. The earliest Pre-Series examples wore covered headlights, but soon into the build cycle, covered headlights were outlawed in Italy, making these early examples highly desirable.rnrnHowever, this particular Flaminia is the exception to the rule. Produced in December 1963, a letter on file from Zagato shows that their records confirm that the car did in fact leave the factory with covered headlights, without front or rear bumpers, and with sport seats. First registered in Florence in February of 1964 with the number plate FI 241987, the car remained with its first owner for four years, the car's registration was subsequently transferred to Salerno in the ownership of Giovanni Capaldo and reregistered as SA 182510 in March of 1971. rnrnThe Flaminia remained in Capaldo's ownership for the following eighteen years and was acquired by Flavia Bulgheroni in April of 1989 but remained in her ownership for just over a year, purchased by a Franco Torzo of Bologna in October of 1990. Passing through one subsequent owner, the car was acquired by a dealer in Casalgrande in November. Purchased by an enthusiastic Italian owner in June of 1999, that same month, the car participated in the Coppa della Toscana rally. A number of years later, the car participated in a Zagato club rally in 2017 and a V-6 Lancia rally in 2018, and was acquired by the current owner in 2021. rnrnRemaining in Italy for its entire life, the car still presents beautifully today in its unique late-production specification with covered headlights and without bumpers, but has been fitted with standard seats for added comfort whilst touring. Invoices on file show that the seats were reupholstered, and new carpet was installed in 2012. Well-presented and uniquely specified as a later-production Flaminia Zagato with covered headlights, this would be an interesting addition to any collection, and a joy to drive on the open road. rnTo view this car and others currently available, please visit the RM Sotheby's website.

275 GTB

Price Upon Request rnrnOriginally owned by Roger Vadim Plemiannikov and then-wife Jane FondarnUsed by the couple in France through 1968rnLate-production long-nose, torque tube, 275 GTB with triple carburettorsrnRecently restored to its original colour schemernFerrari Classiche certified, retains its original chassis, engine and gearboxrn rnrnBy 1966, both the careers and the relationship of the recently married film director Roger Vadim Plemiannikov and Hollywood starlet Jane Fonda were very much on the rise. The pair had met while filming La Ronde in 1963, officially becoming a couple later that year. Married in Las Vegas in August of 1965, the pair lived a glamorous trans-Atlantic lifestyle between Vadim's native France and Southern California. Attractive, wealthy, talented, and eager for more success, the pair seemingly lived an idyllic lifestyle that anyone would have been envious of, and that included what they drove.rnrnAfter having sold his Ferrari 250 California SWB Spider, chassis number 2175 GT, Vadim purchased the 275 GTB on offer here, chassis number 08641, on 15 June 1966. Finished in Azzuro (106-A-32) over a full leather Nero (VM 8500) interior, the car was built to left-hand drive specifications for use in France. Chassis number 08641 falls late in the production run of the 275 GTB, fitted with long-nose steel bodywork, torque tube, and three Weber carburettors. It was sold to him through Franco-Britannic Autos of Paris, Ferrari's official distributor, and the car was subsequently registered in Vadim's name (as Roger Plemiannikov) under registration number 64 SW 75. Later that summer, the registration documents were transferred to Fonda, keeping the same number.rnrnThe pair kept their 275 GTB for about two and a half years and during this time, they were photographed with the car frequently, as one would expect for a pair of A-list celebrities. In August of 1966, the pair were photographed emerging from the car in Saint-Tropez, Vadim sporting swimming trunks and attracting a crowd of onlookers, clearly starstuck by their celebrity sighting, and perhaps the 275 GTB as well. Another color photo exists in the history file of Fonda in the passenger seat in October of 1968, departing the hospital for the first time with their newborn daughter Vanessa, a much more personal moment.rnrnIn November of 1968, the 275 GTB returned to Franco-Britannic Autos and was reregistered 1404 W 75 (trade plate) and then subsequently purchased by a Mr. Tamalet in Lyon. In short order, the car was repainted red and registered under the name of his company as 1191 DG 69 according to Ferrari historian Marcel Massini. By April of 1972, chassis number 08641 had passed to Christian and Anne Baverey in Lyon. In their ownership, the car saw a bit of action on the track. It appeared at Pierre Bardinon's famous Mas du Clos circuit where it was driven by Jean-Claude Killy, a former World Cup ski racer and triple Olympic Champion at the 1968 Winter Olympics in Grenoble. Anne Baverey would take to the wheel next at the Limonest-Mont Verdun hillclimb near Lyon and later the Coup des Dames at Mas du Clos, in September and October of 1974 respectively.rnrnOn 16 April 1980, chassis number 08641 passed to Michel Ferry, director of the Societe des Bains de Mer in Monaco. The car was still noted as being painted red at this time, although the chromed front grille guard had been removed and it sported yellow headlights for use in France. Briefly reregistered in Monaco, the 275 GTB was subsequently sold to a collector in Toulouse who drove the car in a series of local events and rallies, reregistering the car as 275 TM 31. Sold to French dealer and collector Jean Guikas, in 1988, it passed through him to another French owner before finding its way to the consignor roughly twenty years ago.rnrnIn the last five years, chassis number 08641 was subject to a full restoration seeking to bring the car back to its original colour scheme of Azzurro over Nero, just as it was when it was owned by Fonda and Vadim. Afterwards, the car received Ferrari Classiche certification, confirming that it retains its original chassis, engine, and gearbox.rnrnIn period, the 275 GTB was a favorite of many of the Hollywood jet set and in addition to Fonda and Vadim, 275 GTBs found their way into the garages of other celebrities in period, including Steve McQueen, and Miles Davis who had a 275 GTB/4. Vadim was clearly a fan of the Ferrari for some time, having previously owned a 250 California Spider (chassis number 2175 GT). Interestingly Fonda also had previous experiences with a California Spider alongside the car owned by fellow actor Alain Delon (chassis number 2935 GT). Both no stranger to Ferrari as a marque, it is easy to understand why the pair were drawn to the 275 GTB and it is clear that the car played an important role in their lives early on in their marriage and a time when it looked like the sky was the limit for the couple.rnrnPresented today exactly as it was when it was delivered to Fonda and Vadim, chassis number 08641 sits amongst the upper echelon of 275 GTBs, with its celebrity ownership only adding to its known history, and Classiche certification. It would be at home on a concours lawn anywhere in the world, but would perhaps be most at home cruising the roads of the south of France in unrivaled style as it did with its first owners.To view this car and others currently available, please visit the RM Sotheby's website.

duPont REGISTRY

RM Sothebys Private Sales - Car Inventory

Sorted by Nearest to Me

Call for Price

Call for miles