Ferrari

Dino 246 GT

Usual

RM Sothebys Private Sales

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.

Other

Asking | ?1,950,000 EUR rnrnSubjected to an exacting two-year restoration by renowned engine authority Raphael Rondoni (Ventoux Moteurs)rnBenefitting from performance enhancements including an engine rebuild to fast road specification and the fitment of electric power steering.rnFinished in the distinguished colour scheme of Anthracite grey with red leather interior.rnFitted with the desirable factory option front disc brakes, Rudge centre-lock wheels and accompanied by a scarce original factory hardtop.  rnPreviously owned by French collector and sometime Ferrari 250 GTO owner Henri Chambon.rnAccompanied by a French Carte Grise FFVE, and a comprehensive report compiled by marque expert Stephane Bonoron.rnOne of just 218 Series II cars constructed, and one of only 252 507s built in total.rn rnrnOriginally the brainchild of Vienna-born, New York-based automotive impresario Max Hoffman, the BMW 507 represented a concerted attempt by Milbertshofen to re-establish themselves as a major player in the burgeoning luxury and sports car market of the mid-1950s. BMW's pre-war commercial and sporting success had been predominantly European in focus, and largely underpinned by models such as the 315/1, 319/1 and 328. However, it was evident that the automotive landscape had changed significantly since 1939, and that the United States would be critical to the company's future expansion plans. rnrnSignificantly, Hoffman was credited as being the single most influential component in the US-European automobile import/ export equation of the 1950s, having operated as exclusive Jaguar importer for the US from 1948 until 1952 and thereafter in a similar role for Porsche and Mercedes-Benz. His success in driving US-bound exports for all three manufacturers was central to BMW's decision to proceed with the 507, although the need to avoid a potential pricing conflict with the former's 356 Speedster and the latter's 300 SL would prove critical. However, if this could be achieved, Hofmann was confident that demand for the 507 would stretch to thousands of units a year; the majority being destined for the US market.rnrnIn employing an all-aluminium Type-507/1 3.2-litre V8 engine derived from the incumbent 501 and 502 Saloon range-and a shortened and strengthened version of the 2+2 503's chassis frame-BMW were able to make use of existing tooling and components, although such relatively mundane underpinnings contrasted starkly with the extravagantly rakish aluminium bodywork styled by Albrecht von Goertz. Invaluable input from BMW mainstays Fritz Fiedler and Alex von Falkenhausen ensured that the car was exquisitely engineered, but from the outset it became apparent that BMW's estimated production costs were wildly optimistic-thereby leading to an unexpectedly inflated selling price. rnrnPopular reaction to car at the 1955 Frankfurt Auto Show proved overwhelmingly positive, but the eventual US sales price of over $9,000 approached double the figure of $5,000 initially suggested by Hoffman. Remarkably, this also equated to more than double the price of a comparable Jaguar XK, and exceeded even the cost of a 300 SL; a car by now well-established stateside, and against which the 507 was now competing directly. Significantly, with a 0-60 time of over 11 seconds and a top speed of a mere 122 mph, the 507 proved markedly slower than the 300 SL; the latter recording corresponding figures of 138 mph and 7.7 seconds respectively.rnrnRemarkably-and in stark contrast to combined 300 SL Gullwing and Roadster production of some 3,258 cars-just 252 507s would be constructed between 1956 and 1959. Of these, the first 34 were retrospectively designated Series I cars, with the subsequent 218 chassis termed Series II. Although the model's relatively modest power output of 150 horsepower remained substantially unchanged between series, later cars benefitted from a reduction in fuel tank size from 110 to 66 litres-affording a commensurate increase in trunk capacity-while also benefitting from an improved dashboard layout, greater seat adjustment and the introduction of a cabin rear parcel shelf. rnrnAs an early Series II car, this striking example benefits from the enhanced ergonomics introduced from mid-1957 onwards, not to mention the desirable optional front disc brakes and Rudge centre-lock wheels. Regrettably, little is presently known as to chassis 70080's early history but it would appear that the car was originally exported to the United States, where it was first registered on 1 August 1957. By the mid-1980s, it had reverted to European ownership; the car being acquired around this time by Albert Keller, appropriately domiciled in BMW's home city of Munich, Germany. rnrnHerr Keller evidently owned the car for several years, with his custody being noted in both the BMW 507 Register of 1985-compiled by the BMW Vintage Club of America-and the corresponding publication of 1987/88. However, by the late 1990s it had returned to the United States; the car being offered for sale at auction in Las Vegas, Nevada in 1999, at which point it displayed an odometer reading of just 54,183 miles. rnrnIn the early 2010s, 70080 was acquired by the noted French collector Henri Chambon, whose collection at one time or another included a Bugatti Type 57C Atalante, Ferrari 250 GT SWB and the 1964 Tour de France Automobile-winning Ferrari 250 GTO. In his ownership, the car was entrusted to respected engine authority Raphael Rondoni, who promptly embarked upon an exhaustive two-year restoration. This included a comprehensive engine rebuild in 2*number in the description* by Bugatti master craftsmen Ventoux Moteurs Ingenierie of Carpentras, France, at a cost in excess of ?50,000. rnrnOnce disassembled, the engine work performed included machining of the cylinder block and cylinder head faces and the fitment of a new steel crankshaft, cylinder liners, Arrow H-section connecting rods, high compression Wossner forged pistons, an uprated camshaft and new high-tensile cylinder head studs. Additionally, the cylinder heads benefitted from new Xceldine titanium valves, valve springs, beryllium bronze valve seats and guides and further machining to the combustion chambers, while the lubrication system and oil pump were appropriately uprated. rnrnAll ancillary components-such as the water pump, starter motor and carburettors-were completely overhauled, while the distributor was converted from conventional points to electronic ignition, to enhance practicality and reliability. Finally, a custom-made tubular exhaust system was fitted with the dual purpose of both improving performance and saving weight. Upon completion of the work, the engine was bench tested by Ventoux Moteurs and was found to produce 225 horsepower-a significant increase of some 75 horsepower over the original figure quoted by BMW. rnrnConcurrent with the engine rebuild, the car was entrusted to accomplished upholsterer and trimmer Raymond Ratto of Cannes, France, who was tasked with re-trimming it with red leather seats and red carpets to original 507 specification. A new black Alpaca hood was also fitted, together with a black hood bag and red tonneau cover, while the rear luggage area was re-trimmed with grey carpet. To further improve practicality and driver enjoyment, electronically-assisted rack and pinion power steering was fitted, although the original factory fitment items accompany the car as a condition of sale. Finally, an alternator was fitted in place of the original dynamo to ensure that more consistent and reliable electrical charging could be achieved.rnrnFollowing the conclusion of the restoration, the car provided M. Chambon with several years of exhilarating, trouble-free motoring, during which time some 25,000 kilometres were covered. However, the decision was taken in 2021 to remove the engine for subsequent disassembly and routine inspection by Ventoux Moteurs. At this point, the engine was once again fitted with new cylinder liners, with all shell bearings also being replaced, the tappets modified with new anti-friction material, the camshaft bearing lubrication system optimised and spark plug inserts fitted. Furthermore, the car was also subjected to a complete gearbox rebuild-including the fitment of all new bearings and syncromeshes, and a new clutch-and a complete overhaul of the back axle. rnrnIn March 2022, 70080 was acquired from M. Chambon by the consigning owner; 3,000 kilometers had been covered since the previous year's engine refresh. In the present ownership, usage of the car has been modest, but its maintenance no less fastidious than that performed previously; a fact confirmed by the carrying out of a comprehensive service-including the fitment of a new fuel gauge and cooling fan sensor-by Heritage Motor Cars of Paris as recently as July 2022, at a cost of some ?2,257.rnrnIn successfully fusing the aesthetic appeal of von Goertz's original design with contemporary-and, crucially, sympathetically executed-performance and ergonomic improvements, 70080 remains uniquely well-placed amongst its peers to cope with the rigours of 21st century motoring. Accompanied as it is by a highly desirable body-colour factory hard top, engine bay-mounted tool kit and original Owners' manuals, it remains a superbly appointed and exquisitely maintained example of this most capable of 1950s Grand Tourers, and one fit to grace the roads of the Cote d'Azur, Italian Riviera or even the Pacific Coast Highway-exactly as originally intended.rnTo view this car and others currently available, please visit the RM Sotheby's website.

Porsche

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

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Price Upon Request rnrnOne of just 65 examples of Porsche's ultra-successful Carrera 6 design, and one of only 52 customer specification cars constructedrnOriginally built to the order of Italian amateur racer and hillclimber Ermanno SpazzapanrnFinished tenth overall and third in class in the 1967 Circuito del Mugello, and fourth overall and first in class in the 1968 Imola 500 kilometresrnSubsequently owned by prominent Porsche collector Bernd Becker from 1977 until 2001rnHighly original, retaining its original fitment gearbox, and GRP body panelsrnRecent beneficiary of expenditure in excess of $60,000 by marque specialists Road Scholars of Durham, NCrnAccompanied by its original Kardex, expired FIA Historic Technical Passport, and an extensive report by marque expert Jurgen BarthrnHugely versatile, and ideally suited for events including the Tour Auto, Le Mans Classic, Goodwood Revival, and Monterey Historicsrn rnrnAlthough incorporating certain lessons learned from the preceding 904 GTS programme, Porsche's new-for-1966 906 model-officially designated the Carrera 6-was notably divergent in its mechanical composition. Whereas the 904 employed a ladder chassis with a bonded fibreglass body, the 906 used a more conventional multi-tubular frame, clothed in unstressed fibreglass of nominal thickness to minimise weight. Some 65 chassis would be constructed, of which 52 were fitted with 2-litre, six-cylinder carburettor engines, nine equipped with fuel injection, and four with experimental 2.2-litre eight-cylinder motors. Significantly, in customer specification, the new car offered a weight reduction of some 200 pounds relative to the outgoing 904.rnrnCompetition success was immediate, with a 2-litre class win-and sixth overall-achieved on debut in the 24 Hours of Daytona, with further class wins forthcoming in the 12 Hours of Sebring, and at the Monza, Spa, Nurburgring, and Paris 1,000 Kilometre races. If, inexplicably, there was any doubt as to the new car's abilities, then outright victories at the Targa Florio and Circuito del Mugello-not to mention fourth overall and the almost inevitable class win at Le Mans-surely put these to rest. Indeed over the next two seasons, until its replacement with the 910, the 906 became arguably the most accomplished and versatile of all two-litre sports racing cars.rnrnThe car offered here, chassis 906-115, was completed at Zuffenhausen on 9 March 1966, to the order of keen Italian amateur racer and hillclimber Ermanno Spazzapan. Invariably competing under the pseudonym of Mann, Spazzapan enjoyed a strong affiliation with Porsche, having previously campaigned both a 356B 2000GS and a 356 Carrera Abarth GTL in Italian domestic events in 1964 and 1965. However, his purchase of 906-115 in the Spring of 1966 represented not only his first known experience of a sports prototype, but also a significant step up in terms of performance.rnrnAs with other customer specification 906s, 906-115 was fitted with a six-cylinder Type-901/20 engine, which employed a sand-cast magnesium elektron crankcase, forged steel crankshaft, titanium connecting rods, forged alloy pistons, and dry-sump lubrication. A compression ratio of 10.3:1 afforded a power output of some 210 horsepower at 8,000 rpm, while a five-speed Type-906/1 gearbox transmitted this to the road. rnrnMann made his debut in 906-115 at the Stallavena-Boscochiesanuova hillclimb on 17 April, in which he finished second in class in the over-2000cc Sports Racing car class. The remainder of the season encompassed some nine further events-eight hillclimbs and one race-and the pair became a regular sight on the Italian hillclimb scene. The Antignano-Monte Burrone round in June represented the season's highlight, with an outright win, while the event from Spazzapan's hometown of Vittorio Veneto, in Treviso, to Consoglio yielded a noteworthy second place overall. Third-place finishes were also achieved at Cividale-Castelmonte, Bolzano-Mendola, and at the Coppa Alpe del Nevegal, while the season's sole circuit-based event saw the pair finish second in class at the Coppa Agip at Vallelunga, behind the victorious sister 906 of Noris.rnrnHowever, after only a single season of ownership, Spazzapan opted to sell 906-115 to his fellow countryman Ennio Bonomelli in early 1967. The latter would later emerge as something of a Porsche specialist, driving a variety of models including a 908/03, 910, and 911 RSR, and winning the 1968 Italian GT Championship in a 911S, yet it appears that he drove 906-115 on only three occasions, each of which were hillclimbs. Instead, the car was primarily entrusted to Antonio Zadra-occasionally known by his pseudonym of Khandaru-and Giuseppe Dalla Torre.rnrnThe car's race debut under its new ownership came in a 20-lap Unlimited Sports Car race at Innsbruck in May 1967, although regrettably, its finishing position is unknown. Next, however, was the altogether more serious prospect of the 500 kilometres of Mugello; then a round of the World Sportscar Championship. Held on the daunting 66.2 kilometre road circuit, the event attracted no less than 111 entries, including two factory-entered Porsche 910s for Schutz/Mitter and Neerpasch/Stommelen, two Scuderia Ferrari 206 Dino Competiziones for Scarfiotti/Vaccarella and Klass/Williams, and three Autodelta Alfa Romeo T33s. At the conclusion of the gruelling 8-lap, near four-and-a-half-hour race, Schutz and Mitter prevailed-with their 910-mounted teammates second and the Prototype-class Porsche 911R of Elford and van Lennep third. However, Khandaru and Dalla Torre drove superbly to finish tenth overall and third in class; beaten only in their category by the similar 906s of Cella/Biscaldi and Nicodemi/Facetti.rnrnA little over a month later, Khandaru drove the car to a fine 14th overall and seventh in class at the Ollon-Villars hillclimb, while the season rounded off at Aspern, in Austria, in early October. There, a high-quality entry for the 40-lap Sports Car race included the likes of Dieter Quester and Peter Schetty-in works BMW and Abarth respectively-but Khandaru and 906-115 acquitted themselves admirably, finishing ninth overall and third in the 2-litre class.rnrnIntriguingly, the 1968 season was scheduled to start with an entry into the Nurburgring 1,000 kilometres-once again with Khandaru and Dalla Torre driving-but evidently 906-115 failed to appear. However, in late June, it contested the Coppa Gallenga at Vallelunga, where Khandaru finished a fine third overall and first in class behind the Ferrari 206S Dino of Ferdinando Latteri and the Porsche 910 of Antonio Nicodemi. Disappointingly, a return to the Circuito del Mugello in late July proved frustrating for the car's customary pilots, ending as it did in an early retirement.rnrnArguably 906-115's finest hour came in the Imola 500 kilometres, held at the scenic Emilia-Romagna circuit in September 1968. A fine race entry included three privately-entered Porsche 910s-one of which was to be shared by factory driver Vic Elford-and three Autodelta Alfa Romeo T33/2s driven by the all-star team of Vaccarella/Zeccoli, Giunti/Galli, and Casoni/Dini. Once again Khandaru and Dalla Torre were paired in the car; both drivers and car excelled to finish a fine fourth overall-and first in class-behind the three Alfas. The car's final contemporary race season concluded in Austria with races on consecutive weekends in Aspern and Innsbruck, in early October. Ranged against some of the most respected sportscar drivers of the day-including Merzario, Marko, and Hezemans-Zadra finished a respectable ninth, and third in class, in Aspern and seventh-fifth in the 2-litre class-in Innsbruck.rnrnThe rapidly changing sports prototype landscape of the late 1960s-and in particular the increasingly important role of aerodynamics-rendered both the 906 and many of its Group 4 contemporaries increasingly uncompetitive in international sportscar racing. However, the 1970s saw burgeoning interest in newly-designated historic racing cars and, against this backdrop, 906-115 was subsequently located and purchased by Bergamo-based enthusiast and broker Corrado Cupellini. Having retained ownership for several years, Cupellini sold 906-115 to German Porsche luminary Bernd Becker in 1977; the car representing a fitting stablemate for the latter's ex-Ben Pon 910. Becker would retain 906-115 for almost a quarter of a century, regularly racing the car throughout Europe and, on occasions, in South Africa, until its sale to German-based brokers PS Automobile in 2001. In their custody, 906-115 was subjected to a comprehensive rebuild; the retention of its original GRP panels, engine, and gearbox all being noted at this time. rnrnDuly completed and returned to its original colour of Grand Prix White, 906-115 reappeared in the 2002 Tour Auto, before being sold to Frenchman Alain Salat in 2004. In his custody, the car contested the Tour Auto again, prior to its acquisition by an anonymous French collector in 2007, and subsequent purchase by Swiss-based collector Carlo Perego in 2014. The latter retained the car for some seven years, before selling it to the most recent previous owner in 2020. rnrnIn his custody, 906-115 has been fastidiously maintained by marque experts Road Scholars of Durham, NC, at a cost of over $60,000. This has included-but is not restricted to-rebuilds of the carburettors and steering rack, the replacement of the rear crankshaft oil seal, clutch, and front suspension ball joints, and the performance of general engine calibration work. Remarkably, in September 2020, the car joined 906-109, 906-110, and 906-158 for a memorable 300-mile road trip between Vail and Aspen, Colorado; the dramatic scenery of the Rockies providing an appropriate Alpine context in which to celebrate 906-115's formative years. With the current owner, the car's original windscreen was replaced due to a crack, but has been retained for safekeeping. rnrnHighly accomplished, reassuringly uncomplicated, and commendably practical, the Porsche 906 remains one of the greatest of all competitive all-rounders-not to mention perhaps the supreme giant-killer. Furthermore, its sheer versatility renders it ideally suited to-and highly eligible for-some of the world's greatest historic events. In the case of 906-115, these attributes are further supplemented by its fascinating competition history and truly extraordinary originality. rnTo view this car and others currently available, please visit the RM Sotheby's website.

LaFerrari Aperta

Asking | $6,595,000 USD rnrnLess than 1,500 miles from newrnFinished in Rosso Corsa over a Nera Alcantara interiorrnNumerous optional extras, including suspension lift, telemetry kit, track camera kit, and the carbon-look hardtoprnOne of only 210 LaFerrari Apertas builtrnUndoubtedly the most valuable and desirable 21st century Ferrarirn rnrnPlease note that in addition to the asking price, the consignor of this car will consider interesting trades. For any questions regarding the car itself or possible trades, please contact: Evan Shone at 1-*number in the description* or  rnrnTaking Ferrari's ultimate supercar one step further, the LaFerrari Aperta brought driver and passenger that much closer to its exceptional powertrain, a naturally aspirated V-12 engine capable of redlining at 9,250 rpm and putting out a combined output of 963 horsepower alongside its hybrid powertrain. Sixty miles per hour could be achieved from a standstill in as little as 2.4 seconds, fast enough to ruffle one's hair, quicker than a Porsche 918, McLaren P1, or Bugatti Veyron. rnrnThe Aperta brought about changes that were more significant than simply removing the roof. In terms of output, power was raised slightly to 963 bhp through re-mapped engine management electronics. As one would expect, the chassis was strengthened to maintain structural rigidity, and the radiators were angled to reduce cabin heat. The Aperta was also fitted with a longer front air-dam to improve downforce. The opening angle of the doors needed to be changed to reflect the lack of roof, which meant the car's wheel arches had to be completely reconfigured. The side mirrors were also relocated to allow for better airflow around the cabin.rnrnAs expected with a top-tier limited Ferrari supercar, production had been pre-sold by the time the LaFerrari Aperta was officially unveiled at the 2016 Paris Salon. Just 210 examples were built, inclusive of nine pre-production cars and a final example built especially to be sold during a charity auction held by RM Sotheby's during Ferrari's 70th anniversary celebrations in Maranello. The LaFerrari Aperta is certainly the rarest of the Ferrari supercars, less than half the number of LaFerrari coupes built, fewer still than the Enzo, F50, F40, and even the 288 GTO. rnrnThis particular LaFerrari Aperta is finished in Rosso Corsa (DS 322) paintwork over a Nera Alcantara interior. While options for cosmetic customization were limited within the production of the LaFerrari Aperta, this example is fitted with a number of desirable optional extras. These options include the carbon-look hardtop, carbon fiber exterior package large-size seats, telemetry kit, track cameras kit, and the front and rear suspension lifter.rnrnThis example has only been driven just under 1,500 miles from new. Furthermore, it has been regularly serviced and is offered with a complete service history since new. The hybrid battery was recently inspected and found to be in healthy working condition. The car is presented in excellent condition throughout, both mechanically and cosmetically, it will stand proud in any collection, vintage or modern. rnrnNearly ten years on from its initial unveiling, the LaFerrari Aperta is still considered to be the single most desirable Ferrari built in the 21st century. Standing head and shoulders over its contemporary rivals from Porsche and McLaren, it will remain the king-of-the-hill in terms of exclusivity and aural panache. Considering the heavily restricted build limitations on the automotive horizon, it's possible the Ferrari LaFerrari Aperta might be the last of Ferrari's iconic V-12 supercars. For example, the newest Ferrari supercar the F80 has taken a further step towards electrification and is now powered by a twin turbocharged V-6 engine. rnrnThe example presented here checks all the right boxes, benefitting from regular servicing, a strong battery, low mileage, and Ferrari Classiche certification.rnrnTo view this car and others currently available, please visit the RM Sotheby's website.

911 Reimagined by Singer

Deal Pending 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.

Maserati

A6GCS

Price Upon Request 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.

F12tdf

Asking | $1,395,000 USD rnrnOne-off specification with Blu Krawczyk paintwork and unique interior trimrnBuilt to EU specifications and accompanied by a Certificate of ConformityrnDelivered new to Poland, imported to the UAE in 2021rnLast annual service by Al Tayer Motors in September of 2024rnJust under 4,100 km from newrn rnrnA true factory one-off, this European-specification F12tdf was customized through Ferrari's Tailor Made program especially for its first owner. Delivered via Ferrari Katowice in February of 2016, the car was finished in Blu Krawczyk, a five-layer paint colour provided specifically by Mr. Krawczyk for use on this new F12tdf. A letter accompanying the history file from Andrea Modena, head of Aftersales for Europe and Africa at Ferrari confirms this. rnrnAside from the spectacular paintwork, Tailor Made badges fitted to the front three-quarter panels hit at the level of customization lavished upon this F12tdf. The wheels are finished in matte Canna di Fucile, offset by yellow brake calipers. The car boasts the Adaptive Frontlight System, suspension lifter for the nose, sports exhaust, High Emotion Low Emission stop-start system, as well as front and rear parking systems. Carbon fibre trim is abundant, with the fog lamps, headlight buckets, under door cover, and rear bench trim all finished in carbon fibre. rnrnThe F12tdf's supreme level of customization continues to the interior. Stepping into the cabin, past the door sills with tailor-made logos finished to match the car's exterior colour, driver and passenger are greeted by a unique set of carbon fibre racing seats (size large) trimmed in Nero Alcantara with a 'zig zag' pattern contrasting in Baby Blu leather, which also appears on the dashboard compartment stripe along the top of the dash on the passenger side. This is also seen on the F1 button surrounds, painted in the same colour. Matching the wheels, the footrests and all interior aluminum elements are painted in matte Canna di Fucile. Interior options include a Bluetooth-equipped sound system with navigation, the passenger display, yellow rev counter, and upgraded Hi-Fi system. rnrnIt is believed that the F12tdf remained in Poland until 2021, at which point it was exported to the United Arab Emirates, where it resides today. Included in the history file are its original manuals, including the original service book which shows one service at Ferrari Katowice in August of 2018 at 404 km, as well as a Certificate of Conformity for ease of import back to the EU. The car's most recent annual service was carried out at Al Tayer Motors, the official Ferrari dealership in Dubai in September of 2024 at 3,896 km. rnrnA stunning showcase of the capabilities of Ferrari's Tailor Made department, this F12tdf is undoubtedly one of the most spectacular examples in existence, tastefully specified with a number of one-off features, making it a truly unique example. Showing just under 4,100 km on its odometer, this would be a sensational addition to any collection of Ferraris or modern supercars. rnrnTo 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.

275 GTS

Asking | ?1,750,000 EUR rnrnStunning original colours of Nero over NuvolarnNearly forty years of single-family Italian ownershiprnThe 10th of 200 275 GTS built by FerrarirnFerrari Classiche Certified in 2004, retains its original chassis and engine rn rnrnSubtle, sophisticated, and with a Ferrari V-12 at its heart, it is easy to see why the 275 GTS is so beloved by those in the know. Offering understated looks with excellent performance, a copious boot, and comfortable seating for two, the 275 GTS is a stress-free entry into Enzo-era Ferrari ownership and is a car that can easily be used on a regular basis. rnrnThis example, the 10th 275 GTS built, stands out from its siblings due to its unique colour combination of Nero (18.292) paintwork over a Nuvola (VM 3015) interior. Destined for its native Italy, chassis number 06819 was sold new to Mrs Dino Fabbri, the wife of a Milanese publisher and Ferrari collector, in April of 1965 and registered as MI A 08569 according to Ferrari historian Marcel Massini, prior to being reregistered in Vercelli later that year. rnrnAfter being traded back to the selling dealer, M.G. Crepaldi S.a.s. in Milan, the 275 GTS was purchased by its second owner, Cesare De Lucchi of Varese. De Lucchi would go on to own the 275 GTS for the rest of his life, and it was brought to Ferrari's 50th anniversary celebrations in Rome and Maranello in May of 1997. Approximately five years later, the car's interior was retrimmed by Fratelli Luppi of Modena in blue leather. It was granted Ferrari Classiche certification in 2004; this confirmed that the car retains its original chassis and engine, in addition to being fitted with a replacement gearbox of the correct type, not uncommon for a 275-series Ferrari. After Cesare De Lucchi's passing, the car was inherited by his son Vittorio. rnrnIn 2007, the 275 GTS was bought by Marcus Wood and exported to the UK, receiving a mechanical refurbishment by GTO Engineering upon its arrival in the UK. Purchased by an owner in France one year later, the car returned to continental Europe and was showing only 36,500 kilometres from new at that time. Over the course of the ensuing nine years, the car was driven and enjoyed as intended and was showing approximately 54,500 kilometres on its odometer in 2017 when it was acquired by the current custodian, also from France, via RM Sotheby's. rnrnPerfectly suited for touring and warm-weather drives and presented in fabulous, original colours, this 275 GTS surely won't disappoint. rnrnTo 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.

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.

911 Carrera RS

Asking | ?875,000 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.

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