Ferrari

Dino 246 GT

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RM Sothebys Private Sales

Deal Pending 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

Usual

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 steeringrnFinished in the distinguished colour scheme of Anthracite grey with red leather interiorrnFitted with the desirable factory option front disc brakes, Rudge centre-lock wheels and accompanied by a scarce original factory hardtoprnPreviously owned by French collector and sometime Ferrari 250 GTO owner Henri ChambonrnAccompanied by a French Carte Grise FFVE, and a comprehensive report compiled by marque expert Stephane BonoronrnOne of just 218 Series II cars constructed, and one of only 252 507s built in totalrn 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 an 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, Hoffman 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 the 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 a birth certificate from BMW Classic included in the car's history file confirms that it was originally finished in Graphite and equipped with a factory hardtop, Becker Brescia radio, and an automatic radio antenna. The car was delivered new via Casa Dell'Automobile Paolini, BMW's Italian importer, in Rome in September of 1957. By the mid-1980s the 507 was in the ownership of 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 kilometres 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

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.

Aston Martin

Asking | $795,000 USD rnrnOne of only 71 Vantage-specification DB6 Mk 2s produced from 1*number in the description*rnRetains its original enginernRecently completed full restoration by Kevin Kay Restorations totaling over $580,000rnFinished in stunning California Sage over sumptuous tan leather interiorrnModern upgrades include Tremec five-speed manual gearbox conversion and Bluetooth audio system rnAward winner at the 2023 Las Vegas Concours d'Elegancern rnrnThe final iteration of the DB6, the Mk 2-particularly in its rare Vantage performance specification-was its most powerful and refined while serving as the final expression of the legendary DB4/5/6 line. Subtle aesthetic updates such as flared wheel arches to accommodate wider wheels and a more luxurious interior complement the Vantage specification engine which features triple Weber carburetion, higher compression and more, producing an impressive factory-rated 325bhp.rnrnDelivered new to Mr. P.C.E Harper of Stevenage, the accompanying build sheet shows that this DB6 Mk 2 Vantage was delivered to him in August of 1970. Further notes indicate the car was used frequently by Harper, with its 10,000 miles service carried out in July of 1971 at 11,552 miles. Remaining in the UK until the early 2000s, the car was converted to left-hand drive by Post Vintage Engineers Limited in West Yorkshire just prior to being imported to Canada. Once it arrived in Canada, the car was restored by Howe Motor Works of Burlington, Ontario. Later, the car's engine was rebuilt to 4.2-liter capacity, with this work also conducted by Howe Motor Works. rnrnSold in 2014 by RM Sotheby's and imported to the United States, the current owner acquired the car in 2018, moving it west to southern California, where it resides today. Deciding to have the car fully restored, the Mk 2 was sent to Kevin Kay Restorations in Redding, California in the spring of 2021. Highly regarded Aston Martin experts, Kevin Kay Restorations is one of the premier marque specialists in the United States renowned for restoring David Brown-era Aston Martins to international concours level. rnrnNo expense was spared during the comprehensive overhaul. Upon arrival at KKR, the Mk 2 was inspected, and stripped down to bare metal once the drivetrain was removed from the chassis. The engine was fully rebuilt and the existing manual gearbox was ultimately replaced with a Tremec T5 five-speed unit, a common upgrade for these cars and their predecessors. The suspension was rebuilt at all four corners while five wheels (including the spare) were fitted with new Dunlop Sport Classic tires. A new steering rack was installed along with a fresh stainless steel exhaust system. The interior was disassembled and retrimmed in tan leather, beautifully complementing the paintwork in charismatic California Sage. In total, all of the work carried out on the car by KKR totaled over $580,000. Completed in the fall of 2023 by the current owner, having been shown just once at the Las Vegas Concours d'Elegance in 2023 where it was awarded second in class honors. rnrnCelebrated by Aston Martin enthusiasts as the rarest and most desirable iteration of the DB6, the Mk 2 Vantage offers wonderful performance alongside a splendid level of comfort and practicality. A fabulous road trip companion perfectly capable of long-distance touring, a well-sorted DB6 represents an alternative to a Ferrari 330 or 365 GTC exuding British charm as only an Aston Martin can. Following its fabulous restoration, this example wants for nothing and is ready to be shown and enjoyed. 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.

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.

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.

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.

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