Ferrari

250 GTO

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To Be OFFERED AT AUCTION at RM Sothebys' The One - 1962 Ferrari GTO event, 13 November 2023. rnIn Excess Of $60,000,000 USD rnrnThe only GTO Tipo 1962 raced by the Scuderia FerrarirnClass win and 2nd overall finish at the 1962 Nurburgring 1000 KMrnDriven by Mike Parkes and Lorenzo Bandini for the Scuderia Ferrari at the 1962 24 Hours of Le Mans rn1965 Sicilian Hillclimb Championship runner-uprnFormerly owned by a chairman of the Ferrari Club of AmericarnBenefits from 38 years of fastidious care under current ownershiprnWinner of an FCA Platinum Award; and the Coppa Bella Macchina at the Cavallino Classicrn2nd in the GTO class at the 2011 Pebble Beach Concours d'Elegance, among 23 total GTOsrnBest of Show at the Amelia Island Concours d'ElegancernDesirably documented with copies of factory build sheets, owner's correspondence, period racing coverage, and magazine feature articlesrn rnrnTHE DEFINITION OF A LEGENDrn rnA shimmering seaside sunset. A Perseid meteor streaking across the August night. A flash of lightning against a darkly brooding thunderhead. These are the fleeting moments of beauty and grandeur that, if left unrecognized, forever pass into the night of memory, and regret. These are the chance opportunities that demand the attention of our eyes, those masters of vision and perception that have been dubbed the windows to the soul. And we must leave those eyes focused and steadfast. For just a momentary blink might cause us to miss something truly incredible: In this case, the offering of a speed machine so celebrated that it qualifies as the very definition of a legend.rnrnBy late 1961, Ferrari began to develop a competition replacement for the successful 250 GT SWB. While the Short Wheelbase Berlinetta had been a dominant force in its day, the beautiful sports-racer was increasingly approaching its limits, most evident in the upright front end that inherently prevented the model from exceeding 155 mph. Coincidental to these machinations at Maranello, the FIA's CSI announced new regulations for the 1962 racing calendar, replacing the prior World Championship of Sports Cars with the new International Championship of Manufacturers, which was to be determined exclusively by GT production car racing classes. Larger-displacement prototype racecars would be allowed to participate in some events, but not for points.rnrnWith the 250 GT platform already firmly homologated after six years of racing activity and corresponding road car production, the model was an obvious choice for Ferrari to continue in 1962. The luminary engineer Giotto Bizzarrini was tasked with further refining the 250 GT berlinetta, and the bulk of his efforts centered on developing new coachwork through aerodynamic testing in the University of Pisa's wind tunnel and on the Monza track.  rnrnStarting with a variation of the 400 Superamerica's Pinin Farina-penned Aerodinamico Coupe, the project culminated in a new design built by Scaglietti. With general proportions soon mirrored by competitors like the Jaguar E-Type Lightweight and the Shelby Cobra Daytona Coupe, the new exterior design featured a sharpened front fascia with covered headlamps and a small oval mouth; a long front deck leading to an upright windshield; and concluding through bulging rear fender haunches and a sloping fastback rear end with a small spoiler.        rnrnIntroduced at a press conference in February 1962, the 250 GTO was absolutely stunning. Power was provided by the latest development of the 3-liter Colombo short-block V-12, a competition-tuned, dry-sump lubricated engine that breathed through six dual-throat Weber carburetors to produce 300 horsepower, in an echo of Testa Rossa engine specifications. The new type 539/62 chassis featured a number of engineering advances, including smaller, lighter tubing in some areas of the frame, a new all-synchromesh five-speed gearbox, and a revised rear suspension with stiffer springs and a stabilizing Watts linkage. Perhaps most significantly, the new chassis architecture and the dry-sump oil system allowed for the engine to be placed lower than the outgoing SWB, ensuring a lower center of gravity and correspondingly improved handling. Longer and lower than the 250 GT SWB, the new model also weighed roughly 250 pounds less than its predecessor.rnrnAs the Scuderia Ferrari continued to focus its sports car racing activities on the rear-engine Dino prototype racecars, the 250 GTO was largely entrusted to privateers, and numerous examples were sold to preferred racing clients (and marque distributors) like Maranello Concessionaires and Luigi Chinetti's North American Racing Team. It didn't take long for the GTO to make its mark in competition, as the second car built (chassis number 3387 GT) finished 1st in class and 2nd overall at the 1962 12 Hours of Sebring, with Phil Hill and Oliver Gendebien driving on behalf of Chinetti. This commenced a period of solid dominance that extended well into 1964, eventually establishing the 250 GTO as one of the most successful racing sports cars of all time.rnrnMeanwhile, regulation changes were also afoot at the Circuit de la Sarthe. Despite the FIA's attempt to limit competition to GT models only, the Le Mans organizers remained committed to the idea of the prototype racecar. So, for 1962, the ACO stipulated a larger-displacement 4-liter class whose purpose was ostensibly to develop cars that might eventually translate into road car production. Other endurance racing venues quickly followed suit, with a 4-liter class being adopted at Sebring, the Targa Florio, and the Nurburgring 1000 KM. This wrinkle was not lost on Ferrari's engineers, and they soon began to seriously consider the potential of dropping a 4-liter motor into a GTO. It was this vein of thinking that gave rise to the fascinating history of the featured lot.rnrnONE OF ONE: CHASSIS NUMBER 3765rnrnClaiming unique build provenance and a remarkable in-period racing pedigree that includes rare use by the factory, this spectacular GTO is among the model's most singular examples. Chassis number 3765 is the only Works GTO example that was originally equipped with a 4-liter engine. This engine was built with the Colombo-style architecture but with an increased displacement of nearly four liters, and in this particular version it was converted to dry sump lubrication and tuned with special carburetors and camshafts.  rnrnAs reflected by copies of factory build sheets and a history report by Rosso Corsa Consulting, a three-carburetor motor (engine number 42 SA) was tested in May 1962 and installed into chassis number 3765, which was approximately the ninth car built by date, and sequentially the 14th of 34 examples built with Tipo 1962 coachwork. Finished in Rosso Cina paint, the uprated GTO debuted for the Scuderia Ferrari at the Nurburgring 1000 KM on May 27, where it was entered as race #120. Works drivers Mike Parkes and Willy Mairesse piloted the car to a class win, and 2nd-overall finish, quickly justifying Maranello's speculation about the potential of a 4-liter GTO. It is worth noting that 3765 is the only factory GTO Tipo 1962 example to have been campaigned by the Scuderia Ferrari. rnrnWith sights then fully set on Le Mans, the Ferrari factory overhauled 3765's motive power.  The three-carburetor engine was removed and replaced with a second engine (number 48 SA) fed by six Weber 42 DCN carburetors. Total output was estimated in the range of 390 horsepower, a considerable upgrade of power from the 3-liter engine.   rnrnSome minor alterations were undertaken on the nose, partially as a result of the reconfigured engine, and in part to alleviate some minor corner damage incurred at the Nurburgring. While the characteristic triple triangular cooling vents above the grille had been blocked off at the Nurburgring, they were reopened for Le Mans. Unique driving lamps were added to the sides of the fenders just underneath the tear-shaped markers, and the hood bulge was reshaped, in all likelihood to accommodate the new six-carburetor intake set-up.rnrnSEFAC Ferrari entered four total cars at the 1962 24 Hours of Le Mans, including two in the 4-liter class, a 330 TRI LM (which eventually won the race) and the 4-liter GTO, chassis number 3765. Two Dino racecars comprised the balance of the team. But the #7 GTO was not the only car of its kind, for it was joined by no less than four other 250 GTO examples entered by privateers, which figured among 13 total Ferraris on the starting grid. rnrnDuring the Thursday qualifying session Mike Parkes made good use of 3765's 4-liter engine, establishing the second-fastest lap of the day, and eventually securing a 4th-place starting position. Parkes took the first driving shift when the race began at 4 pm on Saturday, and he and Graham Hill's Aston Martin leapt out to chase the leading Corvette, which was the pole position starter. By the first turn the GTO and the Aston Martin had passed the Corvette, and Parkes was approaching the Mulsanne corner at high speed as he attempted to pass Hill. Unfortunately, the GTO's brakes were not equal to the task, and the car locked up at all four corners, helplessly sliding into a sand bank that guarded the circuit's edge. Like many serious drivers, Parkes carried a shovel onboard, and he spent roughly 30 minutes digging the car out. After being extricated from the sand bank, 3765 limped back to the pits, where the crew hurriedly attempted to rectify any damage.rnrnWhen co-driver Lorenzo Bandini resumed the race, the GTO had dropped to 53rd place, but over the next five hours the Ferrari steadily ascended the field, rising as high as 42nd place by the seventh hour. It was nevertheless becoming increasingly evident that the engine was on the verge of overheating, an issue that may have been caused by a blockage of the radiator with sand from the accident. At 9:40 pm, more than halfway through the sixth hour, and having covered 56 laps, the Works Scuderia Ferrari GTO finally overheated, forcing a disappointing early retirement.rnrnFROM LE MANS TO SICILYrnrnWith the conclusion of the 1962 season's 4-liter class-eligible events, there was little purpose for Ferrari to continue campaigning 3765, and the car was refurbished as necessary for client sales.  In November 1962 the Ferrari was purchased by Trieste resident Pietro Ferraro, and for his use the GTO underwent another series of factory modifications conducted in May 1963. As indicated in a secondary build document, as well as a later letter from the factory, 3765 was returned to Maranello for conversion to 250 GTO specifications. At this time, it was factory-equipped with its third engine, internal number 670/62E, which remains fitted to this day. This 3-liter motor had originally been used as a developmental engine for chassis number 0796 when the car was transformed from a 246 Dino racecar into an early test mule/prototype for the legendary 250 P. The 128LM/63 specification engine was paired with a 250 GTO specification five-speed gearbox, and to ensure that the work was properly completed John Surtees himself test drove the car at the Modena Autodromo a few days later.  rnrnIn July 1964 Ferraro raced the GTO in the Trieste-Opicina hillclimb, finishing 5th in class. Not long after, he sold the Ferrari to Ferdinando Latteri of Palermo, Sicily, who finally put 3765 to the kind of extended racing campaign for which it had originally been built, focusing on the unique calendar of racing events staged within his Sicilian homeland. The initial returns were inconclusive, as Latteri and co-driver Ignazio Capuano were unable to complete the grueling Targa Florio in May 1965. But the GTO fared far better in hillclimb competition, achieving three overall wins, two 2nd-overall finishes (both class wins), and one 3rd in class by the season's conclusion. These accomplishments were sufficient to cement the car's achievement as the runner-up in the 1965 Sicilian Hillclimb Championship.rnrnLatteri achieved one more class win in March 1966 before trading the GTO back to the factory in early 1967. Within the next few months, the Ferrari was sold to California resident Mario Tosi, and he specified a refinish of the coachwork in giallo before the car was exported to the United States. A year later 3765 was purchased by Jack Reuter of St. Louis, Missouri, and the car then began participating in American marque gatherings. Reuter drove the GTO in a local FCA tour in November 1971, and he exhibited the car at the Annual FCA Meet held at Grosse Pointe, Michigan, in June 1973, winning a class award and the Judges Choice award.rnrnFROM AN FCA CHAIRMAN TO 38 YEARS OF SINGLE OWNERSHIPrnrnBy August 1974 the Ferrari was sold to Fred Leydorf of Birmingham, Michigan. In addition to working as the manager of the American Motors Corp. engine design team, Mr. Leydorf was a chairman of the FCA, and his ownership brought 3765 considerable exposure within the Ferrari collecting niche. Over the following 10 years, he exhibited the GTO at no less than five FCA meets, and he additionally displayed the car at the Styling Auto Show staged by the Chrysler Design Office in October 1976.rnrnIn April 1985 Mr. Leydorf sold the Ferrari to the current owner, a dedicated collector based in Ohio. After being treated to a full restoration by the specialists at Shelton Ferrari in Fort Lauderdale, Florida, the GTO was presented at a string of major events, commencing with the FCA National Concours d'Elegance at Watkins Glen in June 1990, where the car won it class. After enjoying the Ferrari at the Vintage Grand Prix at Mid-Ohio in June 1991, the owner presented the car at the Cavallino Classic in February 1995, where it earned a class award, the Scuderia Ferrari Cup, and the Coppa Bella Macchina. Displayed three months later at the FCA National Concours d'Elegance in Columbus, Ohio, the GTO won a Platinum Award and the Coppa Bella Macchina.  rnrnThe accolades continued with a Blue Ribbon Award at the 1997 Meadow Brook Concours d'Elegance, after which the Ferrari was presented at the 1998 Ault Park Concours d'Elegance and the 2001 Amelia Island Concours d'Elegance. Returning to Ault Park in June 2004, the GTO won its class, and three years later the owner drove the car on the 250 GTO 45th Anniversary Tour in Sonoma, California. Most significantly, in August 2011 the Ferrari was exhibited in the Pebble Beach Concours d'Elegance's celebratory GTO class, and the car went on to take 2nd-place among 23 total GTO examples. Seven months later the GTO drove away with the Best-of-Show award at the Amelia Island Concours d'Elegance, again besting 12 other sister cars. These successful appearances were followed by participation in the 60th anniversary 250 GTO Tour through North Carolina, Tennessee, and Virginia in September 2022.     rn  rnAs one of 34 GTO examples built with Tipo 1962 coachwork, and the only example originally equipped with a 4-liter engine, chassis number 3765 has been profiled several times in the Ferrari-focused publications Prancing Horse and Cavallino, and its period racing career was documented in magazines like Sports Car Graphic, Road & Track, and Autosport. This 330 LM / 250 GTO is also desirably documented with factory records that clarify its early history, including two sets of build sheets (one each for the factory preparation for the Nurburgring and Le Mans), and a third spec sheet that outlines the factory modifications to 250 GTO specifications conducted for privateer racing in May 1963, including installation of the currently fitted engine.rn  rnNow publicly offered for the first time in 38 years, a period characterized by diligent and fastidious upkeep through almost four decades of single ownership, this truly remarkable GTO is nothing short of a legend. It is known to be the only example campaigned by the Scuderia Ferrari on behalf of SEFAC Ferrari's ownership. Eligible for major events worldwide, including Le Mans Classic, this stunning GTO offers its next caretaker further touring and vintage racing enjoyment, or display at major concours d'elegance and marque gatherings worldwide. rnrnFor true automotive connoisseurs, our eyes now tell us what our souls already recognize-that the offering of such an automotive legend as 3765 is a rare moment of opportunity that will transpire faster than the streak of a shooting star, or a flash of lightning. Serious Ferrari collectors are urged to not let this moment slip away without due recognition, for the public availability of such a singular GTO may never repeat itself within our lifetime. This extraordinary chance to acquire the Holy Grail of the sports car pantheon should be relished for the opportunity it is, never to be relinquished to the haunting memory of what might have been.To view this car and others currently consigned to this auction, please visit the RM Sotheby's website.

250 GT

Asking | ?450,000 EUR rnrnPictured with Enzo Ferrari at Monza in 1961rnAn Italian-delivery example, currently registered in ItalyrnRetains its original matching-numbers enginernDesirable, second-series 250 GT Coupern rnrnBlessed with ingenuity, a competitive spirit, and an unyielding desire to be the best, Enzo Ferrari was a past master at perfecting his racing cars. That same determination permeated the marque as Maranello expanded its road car offerings in the 1950s, and as technological developments continued at pace, the firm's grand tourers just got better and better-not least the 250 GT Coupe.rnrnIt is often the case that the latest example of a given model presents as the best of the breed, and that is certainly true of the 250 GT Coupe, where late-production cars built from 1959 onwards are considered to be the most accomplished. Four-wheel disc brakes were introduced from that year, while the 3.0-litre Colombo V-12 evolved from the original Tipo 128C to the twin-distributor Tipo 128D, and in 1960 the outside-plug Tipo 128F. That final iteration also brought with it a four-speed overdrive gearbox; combining the most powerful engine with relaxed motorway cruising and superior braking, the 1960 250 GT Coupes were truly grand tourers par excellence. rnrnChassis number 2003 GT is among the final 250 GT Coupes produced, completed in September of 1960. Finished in Grigio Conchiglia (MM 16249) over a vinyl and leather interior in Nero (VM 8500), it was built for the Italian market and delivered new to Nicolo Denora of ATS Automobili in Milan and registered MI 506597. Incredibly, the car was pictured alongside Enzo Ferrari at Monza in 1961. Il Commendatore is seen leaning on the driver's side of chassis 2003 GT, which is clearly identifiable by its registration number (photograph courtesy of Marcel Massini). rnrnThat same year, 2003 GT was sold to its second owner, Luigi Macchi, a Milanese industrialist. Remaining with him for just under a year, the car passed through the hands of an owner in Bergamo and was re-registered there before moving to Naples in June 1964. The Ferrari remained in Naples until at least 1974, and was later seen at the Raid Ferrari d'Epoca in Modena, having been repainted white and with its interior retrimmed in red leather. Passing to an owner in Ravenna in 1989, the car remained in Italy until it was purchased by a French enthusiast in 2017, yet it would remain registered in Italy. Under his ownership, the car was shown at the 3rd annual Concours d'Elegance Suisse held at Castle Coppet.rnrnLater in 2018, 2003 GT was purchased by the present owner, and was subsequently returned to its original colour of Grigio Conchiglia yet retained its smartly retrimmed red leather interior. With the current owner, the car has remained largely in static storage but received some mechanical and cosmetic work from Tower Garage in Marlow in April of 2022 and further mechanical work by QV London LTD in July of 2023. rnrnMore than 60 years since the final 250 GT Coupe left Maranello, these magnificent grand tourers still exhibit a level of comfort and performance that ranks them among the very best-traits that Enzo Ferrari's earliest customers came to know and expect. That this example has a tangible link to the man who became the legend, having been photographed alongside Enzo Ferrari at the home of Italian motorsport, only makes it stand out further as a truly remarkable example.  rnrnPlease note the title for this lot is in transit.  A 4-6 week delay is expected. rnrnTo view this car and others currently available, please visit the RM Sotheby's website.

To Be OFFERED AT AUCTION at RM Sothebys' London event, 4 November 2023. rn?375,000 - ?425,000 GBP rnrnThe 337th of 353 examples of the 250 GT Coupe produced between 1958 and 1960rnDesirable Series II variant, benefitting from the later four-speed overdrive gearbox and four-wheel disc brakesrnOriginally specified in Grigio Argento over a Pelle Nera interior; exterior is now finished in NerornRetains its matching-numbers outside-plug Tipo 128F 3.0-litre V-12 enginernMaintained by marque specialist Hargreaves Services and DK Engineering with invoices to view in accompanying history filernOffered with a toolkit, jack, and coveted Ferrari Classiche Red Bookrn rnrnSince the 1947 debut of Gioacchino Colombo's landmark 125 S sportscar-the first to carry the Ferrari name-Maranello's love affair with front-engined V-12 cars has endured. The evolutionary 2.0-litre 166 Inter of 1948 employed a similar concept in coupe form to become the company's first bona fide GT car, while in 1958 the 3.0-litre V-12-engined 250 GT Pinin Farina Coupe would effectively become the earliest series-production Ferrari.rnrnConstructed around a conventional steel ladder chassis, onto which elegant Pinin Farina coachwork was mounted, the 250 GT Coupe had a kerb weight of just 1,050 kilograms and offered near-150 mph performance. This was instrumental in the car becoming Ferrari's most popular contemporary model, with 353 examples being produced between 1958 and 1960. Significant technical improvements were incorporated throughout the car's production life, with later Series II cars gaining four-wheel disc brakes, a four-speed overdrive gearbox, and the more powerful 240-horsepower outside-plug Tipo 128F engine.rnrnChassis 1957 GT, offered here, was built near the end of the model's production run as the 337th example made, thereby rendering it a desirable Series II variant. Factory records indicate that the car's chassis was sent to Carrozzeria Pinin Farina on 30 April 1960; its body reached completion two months later. Subsequently returning to Maranello for final assembly in the elegant colours of Grigio Argento with a Pelle Nera interior, the car was issued with a Factory Certificate of Origin on 18 July. It was duly registered with Milanese licence plates and delivered on 28 July via Ferrari agent M.G.Crepaldi Automobili S.a.S to Milan-based Centro Eva S.p.A, for use by the company's President, Sig. Bagnarelli. rnrnThe car remained with Centro Eva S.p.A until August 1966, at which point it was sold to Sig. Umberto Pellini of Marchirolo, roughly 40 miles north-west of Milan. He sold the car almost immediately to his sister, Signora Rosa Pellini- appropriately, a resident of Maranello. Throughout her three-year ownership, chassis 1957 GT was maintained by local Ferrari specialist Autofficina Toni Franco, whose proprietor had previously been employed by both Scuderia Ferrari and Ecurie Garage Francorchamps. rnrnIn September 1969, Signora Pellini sold chassis 1957 GT to Gian Paulo Sghedoni's Modena Used Sports Cars concern, prior to its export to the United States. The car's first known American owner was Richard Milford of Orinda, California, although an accompanying receipt dated 5 May 1977-for the sum of $3,500-suggests that it was already resident in the United States prior to his purchase. Incredibly, it would appear that Mr Milford kept the car off-road for some 25 years whilst the car was gently restored. During this time the Ferrari was subject to a bare metal respray, and invoices on file suggest that the engine may have been rebuilt in the time of Mr Milford's ownership. It is believed that Mr Milford did not complete the work, and by 2005 custody of the car had passed to the Italian car enthusiast Herve Labesse of Benicia, California, who finally completed the multi-decade restoration. By 2008 the car had returned to Europe and into the ownership of Graham Clark of Alingsas, Sweden. It was subsequently offered for sale in London, and has remained in the UK following its acquisition by the current vendor in 2008. rnrnIn its current ownership, chassis 1957 GT has benefitted from restoration and servicing work performed by two of the country's leading Ferrari specialists. Expenditure with Hargreaves Services totalled more than ?43,000 until 2016, and included overhauls of the rear axle, braking system, overdrive unit, steering box and clutch.  The car was meticulously prepared for Ferrari Classiche certification, which was awarded in 2014, and the car is offered with its coveted Red Book.rnrnSince 2017, maintenance of chassis 1957 GT has been undertaken by DK Engineering. Work included a full ignition and fuel system overhaul, rolling road tuning, a further overhaul of the rear axle, rebuilds of both cylinder heads, and cosmetic improvements. This has accounted for further expenditure of almost ?29,000. rnrnSince its lengthy restoration was concluded some 15 years ago, the car has only completed 5,000 miles in its current ownership. In this time, the Ferrari has featured in The Ferrari Owners' Club GB invitational displays at the annual concours event, and participated in three Ferrari Classiche Cavalcade tours in Italy, including the inaugural 70th anniversary Classiche Cavalcade in Tuscany. The car was entered into the pre-Salon Prive driving tour in 2021, and was awarded 1st Place Showcar at Classics at The Villa in 2016.rnrnBidders should note that the UK registration number 250PF is not included in the sale of this lot, but is available for purchase from the vendor by the winning bidder (price available upon application prior to sale).rnTo view this car and others currently consigned to this auction, please visit the RM Sotheby's website.

This vehicle is being sold at the Monterey 2023 as Lot No. S163. Chassis no. 0885GT- Per Marcel Massini, this car was born a 250 GT Coupe Ellena and sold new in Florence, Italy, in April 1958- In 2004, Tom Horvath of Anaheim, California fitted a 14-louvre 250 GT TdF Berlinetta body that was constructed by Carrozzeria Allegretti in Italy to the original chassis- Meticulous restoration completed in 2015 by Fast Cars in Redondo Beach, California- Proper "inside plug" engine and transmission- Documented ownership history from new- Meticulous restoration- 99 pages of receipts totaling $240,000- Eligible for numerous international events

This vehicle is being sold at the Monterey 2023 as Lot No. F73. Chassis no. 0899GTâoriginal covered headlight car- Ferrari Classiche Red Book factory certification- Meticulous restoration in 2012 by Ferrari Classiche- Original chassis, including suspension, brakes and gearbox- Ferrari Classiche supplied engine no. 0354C Type 128 C 2953cc/260 HP SOHC V-12- Original 4-speed manual transmissionâno. 171D- Delivered new to and raced by Eduardo Lualdi-Gabardi of Busto Arsizio, Italy- Lualdi-Gabardi raced no. 0899GT at least 13 times- Overall winner of the 1958 Coppa SantâAmbroeus at Monza- 2016 Concorso Italiano Monterey, California Best in Show- Class wins in 1958 at the Coppa della Consuma and the Varese-Campo di Fiori Hill Climb- In late 1958, the car was sold to Ferdinando Pagliarini, who raced it in 1959- Overall winner of the 1959 Castellâ Arquato Vernasca Hill Climb- In 1960, no. 0899GT was sold to Paul Mournier, a Frenchman who lived in Algeria- This car was damaged in a road accident in 1961- In 1961, engine no. 0899GT was sold to Charles Jourdan of France- The recoverable rear portion of no. 0899GTâs bodywork went to Carrosserie Rueda in Marseilles, France- The bodywork was purchased and mounted onto a Swallow-Doretti chassis known as the Sunbeam Alpine Harrington Special- 0899GTâs chassis, complete with gearbox, front and rear suspension, brakes, steering box, rear end, fuel tank and dash console was purchased by Jacques OâHana of Marseilles, France in 1961- Restored by Bacchelli & Villa of Bastiglia, Italy with new bodywork in 1987- In 1987, the correct type engine was installed and stamped 0899GTâengine 0817GT Boano- Between 1993 and 1997 Jean-Pierre Ferry competed in the Tour de France Auto five times in 0899GT- Ferry also competed in the Mille Miglia in 1994 and 1995 in this car- Binder of historic photos, former registration information, receipts and ownerâs correspondence- Tool roll- Ownerâs manual

To Be OFFERED AT AUCTION at RM Sothebys' London event, 4 November 2023. rn?1,250,000 - ?1,500,000 GBP rnrnA restored example of Ferrari's achingly pretty 250 GT/L Berlinetta LussornPowered by a 3.0-litre Colombo V-12; among the fastest cars of its era with a 150 mph top speedrnThe 75th made from a production run of only 350rnDelivered new to Rimini, Italy; brought to the UK in 2014rnComprehensive restoration carried out by JD Classics between 2014 to 2017 and documented by photos from start to finishrnRetains its matching-numbers chassis and enginernConsigning owner applying for Ferrari Classiche certification at the time of cataloguingrn rnrnPlease note this vehicle is titled as 1969.  rnrnFor what Ferrari's 250 series offered in brute performance and unrepeatably stunning design, perhaps the model range's most notable shortcoming was a rather spartan level of equipment. This was, of course, completely by design-the 250 GTO notably lacked a speedometer, hinting at its readiness for racing-while other concessions to comfort were made in preference of function over form. The mass produced 250 GTE offered a semblance of everyday usability, but it was the 250 GT/L Berlinetta Lusso that brought the 250 platform an opulent twist; its lusso tag (or luxury in Italian) clearly asserted this as a generously specified car.rnrnFirst unveiled at the 1962 Paris Salon, the 250 GT/L Berlinetta Lusso was the final iteration of the 250 grand tourer platform in purely road-going form and production lasted until 1964. By this point, some 350 examples had been carefully bodied by Scaglietti, with the Modena carrozzeria put in charge of executing a design imagined by Pininfarina. The Ferrari's visual appeal gained instant praise, distinguished by its low egg crate grille-similar to that of its 250 GT SWB Berlinetta predecessor, also coachbuilt by Scaglietti-further to its deftly curved wings giving way to long, flowing proportions, while its fastback profile was punctuated with a svelte Kamm tail. rnrnInside the Lusso, its interior accentuated its lavish standing, swathed in quilted leather and facing a revised dashboard arrangement. The sumptuous bodywork sat on an improved chassis with four-wheel disc brakes, coil-over shock absorbers at each corner, and a rear Watts linkage, as perfected on the legendary 250 GTO. Under the bonnet was the ultimate 3.0-litre development of the long-running short-block Colombo V-12, featuring the outside-plug ignition and single-cylinder porting that had proved so successful in the 250 Testa Rossa and California Spider. With an output of 240 horsepower and top speed of 150 mph, the 250 GT/L Berlinetta Lusso was one of the most powerful production cars of its day. rnrnAs a result of its jaw-dropping looks, the Lusso is widely regarded as one of the most elegant Ferrari designs of all time. Not often does a package boast both beauty and brawn, yet the all-round appeal of the 250 GT/L Berlinetta Lusso earned the Ferrari a loyal following among celebrities and motorsport high-flyers of the era. Notable owners included film star and have-a-go racer Steve McQueen, ex-Formula One driver Richard Dickie Attwood, and rockstar Eric Clapton. rnrnThe example offered here, chassis 4623, was completed by the factory on 3 August 1963, built as the 75 example of the Lusso's 350-strong run. Originally finished in Grigio Notte over a Rosso interior, the Ferrari was destined for its home market of Italy, and was sold to its first owner, Umberto Carli of Rimini, via the dealer SIVAM of Bologna. The Lusso is noted by Ferrari marque expert, Marcel Massini, to have been serviced and maintained by Ferrari Factory Assistenza Clienti in its formative years prior to being sold to its second owner, Olga Acreman, residing in Rome, in October 1965. In 1969 the Ferrari was sold again and exported to California, after which it was noted by the Ferrari Owners Club USA to belong to a resident of North Hollywood, who kept the car for the next 44 years. rnrnIn 2014, the Ferrari's long-term keeper relinquished ownership of the car and it returned to Europe via the United Kingdom. At this point the Lusso entered a three-year restoration conducted by JD Classics of Maldon, Essex. The workshop returned the bodywork to bare metal and repainted the car in its factory-correct combination of Griggio Notte over a Rosso leather interior. The V-12 engine was rebuilt with a new timing chain, pistons, rings, main bearings, and exhaust valves, while the crankshaft was reground. rnrnFurthermore, the gearbox and differential were overhauled with new bearings, gaskets, and seals. The front and rear suspension and braking systems were inspected, cleaned, and refinished to period standards. Cosmetic restoration extended to a carpet and leather retrim, while the exterior brightwork was re-chromed. The workshop documented the process from start to finish with photos that accompany the car. Following its restoration, the consigning owner began the process of applying for Ferrari Classiche certification, which was pending at the time of cataloguing. rnrnWith its matching-numbers chassis and engine, this restored Ferrari is primed for further enjoyment on the show circuit or participation in vintage tours and events. The Lusso is a quintessential blue-chip Ferrari that will complement any style of collection, and this beautifully presented example is sure to bring thrills and enjoyment to its next caretaker.rnTo view this car and others currently consigned to this auction, please visit the RM Sotheby's website.

This vehicle is being sold at the Monterey 2023 as Lot No. F88. Chassis no. 4201- Engine no. 4201- 1 of approximately 305 Series III cars built from 1*number in the description*- 1 of 955 Ferrari 250 GTE 2+2 built from 1*number in the description*- Body by Pininfarina- Steel body with aluminum doors, hood and trunk lid- Desirable third series example with outward-positioned driving lights, one-piece tail lights, improved cylinder head and rear coil shocks- 2nd in Class at the Cavallino Classic in 1993- Part of a private collection since 2000- Cosmetic restoration including Dark Blue paint and Mahogany leather upholstery- The carburetors were cleaned and rebuilt in 2014- Electric fuel pump was installed in 2018- Service and maintenance receipts since 2000- Driven 2,000 miles since the restoration- Owner's manual

250 GT Lusso

This vehicle is being sold at the Monterey 2023 as Lot No. F85. Chassis no. 4595- Engine no. 4595- 1 of 350 Ferrari 250GT/L produced from 1*number in the description*- Steel body with aluminum doors, hood and trunk lid- Located in Pennsylvania by Francois Sicard for a private collection- Part of a private collection since 1998- Prior to the restoration, the car was Black with Red interior- Extensive mechanical restoration by Sport Auto, LTD of Ridgefield, Connecticut- Bodywork by The Panel Shop of Milford, Connecticut- Paint by Automotive Restorations of Stratford, Connecticut- The engine was rebuilt to GTO specifications with special competition camshafts and Borgo pistons- The gearbox was rebuilt with new synchros- Finished in a deep maroon with Tan leather upholstery- Detailed restoration invoices and photos- Tool roll

Usual

This 1962 Ferrari 250 GTE is one of 954 Pininfarina-bodied 2+2 coupes built during three years of production and is the 218th Series II car produced. Chassis 3739 was completed on July 27, 1962, and sold new through Luigi Chinetti Motors of New York. A refurbishment was carried out between 1990 and 1997, with work performed by TS Sunrise and 3R Automotive of Englewood, Colorado. The refurbishment included replacement of the body with that of another Series II 250 GTE, a repaint in red, a refresh of the tan leather interior, and overhauls of the numbers-matching 3.0-liter Colombo V12 and four-speed manual transmission. Additional features include triple Weber carburetors, electric overdrive, Dunlop disc brakes, telescopic shock absorbers, Borrani wire wheels, and a refurbished Blaupunkt AM/FM radio.The 250 GTE was introduced at the 1960 Paris Motor Show as Ferraris first offering with standard rear seating. It rode on a modified version of the 508 chassis used in previous 250 variants, with the engine moved forward to accommodate rear seats while retaining a 2,600mm wheelbase. Pininfarina bodywork combines steel construction with aluminum hood and trunk panels. Series II carried forward the styling of the first series, which included slim inset headlight bezels, grille-mounted driving lights, and chrome Superamerica-style taillight housings.This example left the factory finished in Blu Sera and was refinished in red prior to the 1980s. The body was replaced with that of another Series II car during the 1990s refurbishment, reportedly due to the discovery of previous repairs to the original body. The replacement body, Pininfarina number 68064, was sourced from Joe Marchettis International Autos Limited in Chicago and was stripped to bare metal before a repaint in red by 3R Automotive of Englewood, Colorado.Chrome-plated Borrani RW3591 wire wheels are secured by three-eared knock-offs, and 185R15 Pirelli Cinturato CA67 tires were mounted on each corner, as well as on the matching spare, following the selling dealers acquisition. Four-wheel Dunlop disc brakes were standard on the 250 GTE.The cabin is trimmed in tan leather over the seats, door panels, and center tunnel, with color-matched carpets covering the floors. Equipment includes tan lap belts for front occupants, metal-covered door speakers, and a Blaupunkt Frankfurt radio, the latter of which is said to have been refurbished before installation by the selling dealer.The wood-rimmed steering wheel frames Veglia instrumentation including a 180-mph speedometer, an 8k-rpm tachometer, and an oil pressure gauge. Series II cars feature a quintet of instruments at the center of the body-color dash fascia, including a clock and gauges monitoring fuel level, oil temperature, coolant temperature, and amperage. The five-digit odometer shows 51k miles, about 300 of which were added by the selling dealer. The car is said to have been driven approximately 2,500 miles since the completion of the 1990s refurbishment. The 3.0-liter Tipo 128 F V12 features an aluminum block and aluminum cylinder heads with spark plugs positioned in the outer side of each bank, coil valve springs, and individual intake ports topped by three triple-choke Weber carburetors. The engine is said to have been rebuilt in the 1990s, and a tune-up was performed following the selling dealers purchase. Results of compression and leakdown tests carried out by the selling dealer are listed in the photo gallery below and are accompanied by images of readings for each cylinder.The all-synchromesh four-speed manual transmission features Laycock de Normanville overdrive and is also said to have been rebuilt in the 1990s. Independent front suspension comprises unequal-length wishbones, coil springs, and telescopic dampers, while the rear suspension features a leaf-sprung live axle and coil-sprung shock absorbers.All prices are plus tax, title, licensing and a $200 negotiable documentary service fee. Vehicles are subject to availability.  

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