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Please note this lot has entered Switzerland on a temporary import bond, which must be cancelled either by exporting the lot outside of Switzerland on an approved Bill of Lading with supporting customs documentation or by paying the applicable VAT and import duties to have the lot remain in Switzerland. The automotive industry has a long history of evolution, interrupted with bursts of innovation. It is hard to imagine the world without the supercar, the pinnacle of automotive engineering married to extraordinary aesthetics. Since the 1960s, supercars have always been the most desirable cars on the road and the first modern supercar was the Lamborghini Miura. Marcello Gandini was only 27 years old—and recently employed by Bertone—when he penned the lines of the Miura. Commissioned to produce something uncompromising for an equally radical chassis, the body was an extraordinary combination of swooping lines mixed with eyelashes, slats, and cleverly integrated air intakes. Such was Gandini’s fresh thinking that it is almost impossible to find inspiration from earlier cars. Though influence certainly came from Lamborghini’s spirit-animal, with doors modelled on bull horns, creating a wonderful front profile when wide open. The low-slung monocoque chassis was designed by a 28-year-old engineer called Gian Paolo Dallara, a man who would go on to establish his eponymous company, and develop some of the most successful chassis in motorsport. The Miura was a significant part of his personal development, and his decision to place the engine and transaxle transversely in the rear of the chassis was an utterly brilliant piece of packaging. Previously, the most famous car to use a transverse engine and gearbox setup was the Mini, a front-engine mass produced car of the people, not a car aiming to be the fastest on the planet. The chassis was further complemented by double-wishbone independent suspension with coil-over dampers on all four corners. An anti-roll bar was fitted at the rear to aid the handling, and discs brakes on both axles proved more than capable of slowing down such a ferociously quick car. Another young engineer involved in this ground-breaking car was Giotto Bizzarrini, still in his late-30s. Following on from his time at Ferrari, where he masterminded the 250 GTO, Bizzarrini founded his own engineering consultancy and designed the V-12 that would be first used in the 350 GT. The design was outstanding, with Lamborghini using the same block design for every V-12 until the all-new Aventador was launched. For the Miura, Bizzarrini’s V-12 design was enlarged to 4.0 litres and fed by four downdraught triple Weber 40 IDLs. All of these design and engineering features resulted in what became the fastest production car in the world, and one of the most beautiful cars ever made. The birth of the Miura had been unconventional and its release into the world was even more so. The Miura was first shown without its body in rolling chassis form at the 1965 Turin Auto Show with prospective buyers placing orders; they were in for a pleasant surprise when a prototype was finally revealed at the 1966 Geneva Motor Show to astonished crowds. Further development was carried out by 20-somethings, Paolo Stanzani and Bob Wallace. Wallace would famously put development miles on the prototype by driving it from Sant’Agata Bolognese to the 1966 Monaco Grand Prix, practically stopping traffic by parking the Miura outside the Casino for all to admire. The success of the Miura and its later versions established Lamborghini as one of the preeminent supercar manufacturers, and 762 Miuras were produced in total. Chassis number 3375 is one of the earliest “thick chassis” P400s, incorporating chassis modifications to improve stiffness and handling. Leaving the factory on 4 March 1968, this Miura has production no. 135. It travelled a short distance to Milan to be delivered to Mr. Bongiasca via Lamborghini dealer Lamborcar. By 1998, this Miura was residing in California, in the care of Donald Sullivan. In early 2009 it appeared for sale and was fitted with a Chevrolet V-8 and a ZF transaxle; it is believed that these were relieved from an unfortunate De Tomaso Mangusta. Soon after this time it was exported to Sweden where the new owner embarked on a restoration, which included installing a correct specification Miura P400 drivetrain, a respray to Verde Miura, and a retrim in Bleu. During 2015, this Miura was sold to the current owner who commenced another restoration with an Italian workshop. Included in this process was a full bare-metal repaint back to its original colour, Bianco Miura, with an interior retrim in blue and light grey leather. During this restoration the chassis was put on a jig, body repairs were carried out, and the rear subframe was returned to factory configuration. The result of this restoration is a stunning example with outstanding panel shut-lines, worthy of any concours d’elegance. Presented as a fully restored example of one of Italy’s greatest supercars, this Miura P400 would be a wonderful car for fast road driving or simply admiring as one of the most beautiful cars ever made. The product of a rare moment of youthful exuberance and free-thinking innovation, the effect of the Miura can be seen throughout the history of the supercar, and they will always remain in the collections and on the wish lists of true petrolheads. 1968 Lamborghini Miura P400 RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 22-0825001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Switzerland Auction This Car Contact the Dealer I am Interested Legal & Copyright AUCTION: ST. MORITZ GRAND HOTEL DES BAINS KEMPINSKI ST. MORITZ 9 SEPTEMBER 2022 The class-defining first modern supercar Powered by a magnificent 4.0-litre V-12 with a five-speed transaxle An early “thick chassis” P400, delivered new to Italy Fully restored to original specification by marque specialists Chassis No. 3375 Production Number 135 Documents Previous US Title RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Please note this lot has entered Switzerland on a temporary import bond, which must be cancelled either by exporting the lot outside of Switzerland on an approved Bill of Lading with supporting customs documentation or by paying the applicable VAT and import duties to have the lot remain in Switzerland. The automotive industry has a long history of evolution, interrupted with bursts of innovation. It is hard to imagine the world without the supercar, the pinnacle of automotive engineering married to extraordinary aesthetics. Since the 1960s, supercars have always been the most desirable cars on the road and the first modern supercar was the Lamborghini Miura. Marcello Gandini was only 27 years old—and recently employed by Bertone—when he penned the lines of the Miura. Commissioned to produce something uncompromising for an equally radical chassis, the body was an extraordinary combination of swooping lines mixed with eyelashes, slats, and cleverly integrated air intakes. Such was Gandini’s fresh thinking that it is almost impossible to find inspiration from earlier cars. Though influence certainly came from Lamborghini’s spirit-animal, with doors modelled on bull horns, creating a wonderful front profile when wide open. The low-slung monocoque chassis was designed by a 28-year-old engineer called Gian Paolo Dallara, a man who would go on to establish his eponymous company, and develop some of the most successful chassis in motorsport. The Miura was a significant part of his personal development, and his decision to place the engine and transaxle transversely in the rear of the chassis was an utterly brilliant piece of packaging. Previously, the most famous car to use a transverse engine and gearbox setup was the Mini, a front-engine mass produced car of the people, not a car aiming to be the fastest on the planet. The chassis was further complemented by double-wishbone independent suspension with coil-over dampers on all four corners. An anti-roll bar was fitted at the rear to aid the handling, and discs brakes on both axles proved more than capable of slowing down such a ferociously quick car. Another young engineer involved in this ground-breaking car was Giotto Bizzarrini, still in his late-30s. Following on from his time at Ferrari, where he masterminded the 250 GTO, Bizzarrini founded his own engineering consultancy and designed the V-12 that would be first used in the 350 GT. The design was outstanding, with Lamborghini using the same block design for every V-12 until the all-new Aventador was launched. For the Miura, Bizzarrini’s V-12 design was enlarged to 4.0 litres and fed by four downdraught triple Weber 40 IDLs. All of these design and engineering features resulted in what became the fastest production car in the world, and one of the most beautiful cars ever made. The birth of the Miura had been unconventional and its release into the world was even more so. The Miura was first shown without its body in rolling chassis form at the 1965 Turin Auto Show with prospective buyers placing orders; they were in for a pleasant surprise when a prototype was finally revealed at the 1966 Geneva Motor Show to astonished crowds. Further development was carried out by 20-somethings, Paolo Stanzani and Bob Wallace. Wallace would famously put development miles on the prototype by driving it from Sant’Agata Bolognese to the 1966 Monaco Grand Prix, practically stopping traffic by parking the Miura outside the Casino for all to admire. The success of the Miura and its later versions established Lamborghini as one of the preeminent supercar manufacturers, and 762 Miuras were produced in total. Chassis number 3375 is one of the earliest “thick chassis” P400s, incorporating chassis modifications to improve stiffness and handling. Leaving the factory on 4 March 1968, this Miura has production no. 135. It travelled a short distance to Milan to be delivered to Mr. Bongiasca via Lamborghini dealer Lamborcar. By 1998, this Miura was residing in California, in the care of Donald Sullivan. In early 2009 it appeared for sale and was fitted with a Chevrolet V-8 and a ZF transaxle; it is believed that these were relieved from an unfortunate De Tomaso Mangusta. Soon after this time it was exported to Sweden where the new owner embarked on a restoration, which included installing a correct specification Miura P400 drivetrain, a respray to Verde Miura, and a retrim in Bleu. During 2015, this Miura was sold to the current owner who commenced another restoration with an Italian workshop. Included in this process was a full bare-metal repaint back to its original colour, Bianco Miura, with an interior retrim in blue and light grey leather. During this restoration the chassis was put on a jig, body repairs were carried out, and the rear subframe was returned to factory configuration. The result of this restoration is a stunning example with outstanding panel shut-lines, worthy of any concours d’elegance. Presented as a fully restored example of one of Italy’s greatest supercars, this Miura P400 would be a wonderful car for fast road driving or simply admiring as one of the most beautiful cars ever made. The product of a rare moment of youthful exuberance and free-thinking innovation, the effect of the Miura can be seen throughout the history of the supercar, and they will always remain in the collections and on the wish lists of true petrolheads. Other Cars from RM Sotheby's 1963-Maserati-3500-GTi-Spyder-by-Vignale-01.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-02.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-20.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-01.webp 1/20 1963 Maserati 3500 GTi Spyder by Vignale RM Sotheby's United Kingdom 1966-Porsche-906-01.webp 1966-Porsche-906-02.webp 1966-Porsche-906-20.webp 1966-Porsche-906-01.webp 1/20 1966 Porsche 906 RM Sotheby's Japan 1969-De-Tomaso-Mangusta-by-Ghia-01.webp 1969-De-Tomaso-Mangusta-by-Ghia-02.webp 1969-De-Tomaso-Mangusta-by-Ghia-15.webp 1969-De-Tomaso-Mangusta-by-Ghia-01.webp 1/15 1969 De Tomaso Mangusta by Ghia RM Sotheby's United States Last Featured Cars

One of only 20 homologation cars built by Prodrive for the 1997 WRC (12 Group A, four Group N and four Recce). Used as a 'recce' car by Indonesian Rally champion, Tonny Hardianto, in his World Championship campaign, and returned to the UK in 1998. The MY Impreza WRX STI Type R was introduced to the Japanese Domestic Market in January 1997 and remained available until August of that year. Utilising the two-door bodyshell it had several features aimed directly at homologation for rallying. This is the vehicle that Prodrive used for its Group N customer cars and was also the donor vehicle for the Group A WRC in 1997, 1998, 1999 and 2000. The two-door body is slightly stronger/stiffer than the four-door RA and a solid rear bulkhead increased torsional stiffness even further. Apart from the bodyshell, differences between the Type R and the JDM four-door STi models included a short-ratio gearbox, an adjustable Electromechanical Center Differential (DCCD), the absence of ABS, Intercooler water spray, two opposed pistons on the rear brake calipers (instead of four) and some cosmetic differences like rear tinted glass, a radio/aerial delete, Oxford Blue dash clocks and the 555 SWRT seats. The Type R was also the first Impreza STi to have a high-rise rear spoiler and colour-matched side skirts, the standard STI models only benefitted from the larger spoiler and coded side-skirts the following year. This Type R, GC8056980, was one of the 20 cars provided by Subaru in early 1997 for their rally team, Prodrive, to use for their 1997 and 1998 World Rally Championship campaign. Prodrive worked their magic on this select group of Subarus and converted them to WRC-spec cars for team and customer entries plus a small number of Recce cars. We understand that 12 were prepared to Group A regulations, four for Group N and four as Recce cars. P800 WRC was built for recces and was purchased, alongside his WRC car, by Indonesian Rally champion, Tonny Hardianto, as part of his World Championship campaign. It was built with bash guards to protect the engine, final drive and fuel tanks, fitted with a full Kevlar underfloor and the standard ‘red top’ engine was thought to be sufficient at 275bhp. We understand that it was used on just two events, the 1997 WRC event in Indonesia and the Indonesian National Rally. The cars were on a ‘Carnet’ and returned to the UK in late 1997 to be sold. The renowned Bill Gwynne snapped up this leading technology pair, selling this car to the Enduro biker and rally driver, David Rayner, who registered it as B2 WRX and kept it as an adrenaline-generating road car for over 40,000 road miles over nearly ten years. Shortly after his purchase, our vendor arranged for WRC specialists, Autosportif Engineering, to rebuild the engine and to check the rest of the package. It remains exactly as it was built with the exception of a 'Group N' baffled sump and a longer final-drive suitable for UK-motorway speeds. The car comes with a second set of wheels, engine bash guard, spare low-ratio gearbox and final-drive together with a standard exhaust system. It will have a fresh MOT prior to the sale and is accompanied by its V5C, items of correspondence and the usual invoices etc. This is a rare car indeed, one of only a few hundred MY97 Type Rs, one of only 20 selected by the factory to be sent to Prodrive, and one of only four built to a ‘recce’ specification. 1997 Subaru Impreza WRX STi Type R Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0724017 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine Number 917784 Transmission Manual Body Colour Sonic Blue DRIVE RHD Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright One of only 20 homologation cars built by Prodrive for the 1997 WRC (12 Group A, four Group N and four Recce). Used as a 'recce' car by Indonesian Rally champion, Tonny Hardianto, in his World Championship campaign, and returned to the UK in 1998. The MY Impreza WRX STI Type R was introduced to the Japanese Domestic Market in January 1997 and remained available until August of that year. Utilising the two-door bodyshell it had several features aimed directly at homologation for rallying. This is the vehicle that Prodrive used for its Group N customer cars and was also the donor vehicle for the Group A WRC in 1997, 1998, 1999 and 2000. The two-door body is slightly stronger/stiffer than the four-door RA and a solid rear bulkhead increased torsional stiffness even further. Apart from the bodyshell, differences between the Type R and the JDM four-door STi models included a short-ratio gearbox, an adjustable Electromechanical Center Differential (DCCD), the absence of ABS, Intercooler water spray, two opposed pistons on the rear brake calipers (instead of four) and some cosmetic differences like rear tinted glass, a radio/aerial delete, Oxford Blue dash clocks and the 555 SWRT seats. The Type R was also the first Impreza STi to have a high-rise rear spoiler and colour-matched side skirts, the standard STI models only benefitted from the larger spoiler and coded side-skirts the following year. This Type R, GC8056980, was one of the 20 cars provided by Subaru in early 1997 for their rally team, Prodrive, to use for their 1997 and 1998 World Rally Championship campaign. Prodrive worked their magic on this select group of Subarus and converted them to WRC-spec cars for team and customer entries plus a small number of Recce cars. We understand that 12 were prepared to Group A regulations, four for Group N and four as Recce cars. P800 WRC was built for recces and was purchased, alongside his WRC car, by Indonesian Rally champion, Tonny Hardianto, as part of his World Championship campaign. It was built with bash guards to protect the engine, final drive and fuel tanks, fitted with a full Kevlar underfloor and the standard ‘red top’ engine was thought to be sufficient at 275bhp. We understand that it was used on just two events, the 1997 WRC event in Indonesia and the Indonesian National Rally. The cars were on a ‘Carnet’ and returned to the UK in late 1997 to be sold. The renowned Bill Gwynne snapped up this leading technology pair, selling this car to the Enduro biker and rally driver, David Rayner, who registered it as B2 WRX and kept it as an adrenaline-generating road car for over 40,000 road miles over nearly ten years. Shortly after his purchase, our vendor arranged for WRC specialists, Autosportif Engineering, to rebuild the engine and to check the rest of the package. It remains exactly as it was built with the exception of a 'Group N' baffled sump and a longer final-drive suitable for UK-motorway speeds. The car comes with a second set of wheels, engine bash guard, spare low-ratio gearbox and final-drive together with a standard exhaust system. It will have a fresh MOT prior to the sale and is accompanied by its V5C, items of correspondence and the usual invoices etc. This is a rare car indeed, one of only a few hundred MY97 Type Rs, one of only 20 selected by the factory to be sent to Prodrive, and one of only four built to a ‘recce’ specification. Other Cars from Iconic Auctioneers Ltd 1988-Maserati-Biturbo-420-Si-01.jpeg 1988-Maserati-Biturbo-420-Si-02.jpeg 1988-Maserati-Biturbo-420-Si-05.jpeg 1988-Maserati-Biturbo-420-Si-01.jpeg 1/5 1988 Maserati Biturbo 420 Si Iconic Auctioneers Ltd United Kingdom 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-01.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-02.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-15.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-01.jpeg 1/15 1963 Jaguar E-Type Series I 3.8-Litre Semi-Lightweight Coupé FIA Iconic Auctioneers Ltd United Kingdom 1975-Ford-Escort-Mk1-Mexico-01.jpeg 1975-Ford-Escort-Mk1-Mexico-02.jpeg 1975-Ford-Escort-Mk1-Mexico-15.jpeg 1975-Ford-Escort-Mk1-Mexico-01.jpeg 1/15 1975 Ford Escort Mk1 Mexico Iconic Auctioneers Ltd United Kingdom Last Featured Cars

Genuine Alleggerita ideally suited to pre-1957 rally events. Comprehensively restored and rebuilt. 1957 Alfa Romeo Alfa Romeo Giulietta Sprint Veloce Alleggerita Fantasy Junction If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 024-070110 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Exterior Color Red Interior Color Red leather with Gray accents Engine 1.3L inline 4-cylinder Engine number AR131530552 Transmission 4-speed manual Fantasy Junction 1145 Park Ave Emeryville Canada Contact details SALES@FANTASYJUNCTION.COM +1 510-653-7555 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Genuine Alleggerita ideally suited to pre-1957 rally events. Comprehensively restored and rebuilt. Other Cars from Fantasy Junction 1973-Porsche-Beck-904-Carrera-GTS-replica-01.jpg 1973-Porsche-Beck-904-Carrera-GTS-replica-02.jpg 1973-Porsche-Beck-904-Carrera-GTS-replica-20.jpg 1973-Porsche-Beck-904-Carrera-GTS-replica-01.jpg 1/20 1973 Porsche Beck 904 Carrera GTS replica Fantasy Junction United States 1980-Porsche-911SC-01.jpg 1980-Porsche-911SC-02.jpg 1980-Porsche-911SC-20.jpg 1980-Porsche-911SC-01.jpg 1/20 1980 Porsche 911SC Fantasy Junction United States 1956-Lotus-11-Series-1-Le-Mans-01.jpg 1956-Lotus-11-Series-1-Le-Mans-02.jpg 1956-Lotus-11-Series-1-Le-Mans-20.jpg 1956-Lotus-11-Series-1-Le-Mans-01.jpg 1/20 1956 Lotus 11 Series 1 Le Mans Fantasy Junction United States Last Featured Cars

A reference example available for the first time in 17 years Delivered new to Count Juan Carracciolo in September 1960 it was registered in Modena under registration MO 59762, the Maserati S.p.A. Certificate of Origin confirms chassis AM101*1003* is fully matching numbers and was finished in Argento Luma with a red leather interior from new. Chassis 1003 is also fitted with the very rare five-speed ZF gearbox and optional Borrani disc wheels. The car remained in Count Juan Carracciolo’s ownership when he moved to the United States in 1988. Chassis 1003 was purchased by known sports car collector Dieter Roschmann of Germany in 1999, Dieter kept the car until 2005 when it was acquired by our client who shares the same passion for sports cars. In the current ownership a detailed restoration was undertaken including a full rebuild of the cars suspension, brakes, engine and gearbox, the car was also converted to disc brakes with Borrani wire wheels. The car was repainted its original color Argento Luma and re-trimmed to black leather, all work was completed by leading specialists in Europe. Offered complete with its history file, jack, tool kit, Maserati S.p.A. Certificate of Origin and original build sheet. 1960 Maserati 3500 GT Vignale Spyder O'KANE LAVERS Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 22-1121001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Offered from a private European collection Available for the first time in 17 years A true reference example Fully matching numbers O'KANE LAVERS Ltd Avaland House, 110 London Road Hemel Hempstead United Kingdom Contact details info@okanelavers.com +44 (0) 7725 464009 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright A reference example available for the first time in 17 years Delivered new to Count Juan Carracciolo in September 1960 it was registered in Modena under registration MO 59762, the Maserati S.p.A. Certificate of Origin confirms chassis AM101*1003* is fully matching numbers and was finished in Argento Luma with a red leather interior from new. Chassis 1003 is also fitted with the very rare five-speed ZF gearbox and optional Borrani disc wheels. The car remained in Count Juan Carracciolo’s ownership when he moved to the United States in 1988. Chassis 1003 was purchased by known sports car collector Dieter Roschmann of Germany in 1999, Dieter kept the car until 2005 when it was acquired by our client who shares the same passion for sports cars. In the current ownership a detailed restoration was undertaken including a full rebuild of the cars suspension, brakes, engine and gearbox, the car was also converted to disc brakes with Borrani wire wheels. The car was repainted its original color Argento Luma and re-trimmed to black leather, all work was completed by leading specialists in Europe. Offered complete with its history file, jack, tool kit, Maserati S.p.A. Certificate of Origin and original build sheet. Other Cars from O'KANE LAVERS Ltd 1997-Porsche-993-Carrera-S-01.jpg 1997-Porsche-993-Carrera-S-02.jpg 1997-Porsche-993-Carrera-S-20.jpg 1997-Porsche-993-Carrera-S-01.jpg 1/20 1997 Porsche 993 Carrera S O'KANE LAVERS Ltd United Kingdom 1995-Porsche-993-Turbo-01.jpg 1995-Porsche-993-Turbo-02.jpg 1995-Porsche-993-Turbo-20.jpg 1995-Porsche-993-Turbo-01.jpg 1/20 1995 Porsche 993 Turbo O'KANE LAVERS Ltd United Kingdom 1963-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1963-Alfa-Romeo-Giulia-1600-Spider-02.jpg 1963-Alfa-Romeo-Giulia-1600-Spider-20.jpg 1963-Alfa-Romeo-Giulia-1600-Spider-01.jpg 1/20 1963 Alfa Romeo Giulia 1600 Spider O'KANE LAVERS Ltd United Kingdom Last Featured Cars

Equipment Ferrari factory carbon fibre racing seats with four-point harnesses Tool kit Electric windows Electric side mirrors Automatic air conditioning Leather interior ABS Central locking Aluminium rims About the car In the autumn of 1994 the F512 M, the new version of the 512, was presented (M for “modificata”). Radical improvements were made to the whole car: the power/weight ratio was improved as was the styling, while still keeping the original Pininfarina basic design. It is the last unlimited mid-engined twelve-cylinder. The F512 M, of which only 501 examples were produced, was replaced in 1996 by the front-engined 550 Maranello. According to available documents, the Ferrari 512 M presented here was originally delivered in Berlin in 1996 before it was sold to its current owner shortly afterwards. The car has been regularly serviced by brand specialists and recently underwent a major service including the replacement of the timing belt. Particularly noteworthy are the carbon fibre racing seats, which offer sufficient space even for taller drivers. A good opportunity to acquire one of the few F512 Ms built in excellentcondition and with a traceable history. Engine 12-cylinder Boxer engine, 4943 cm3, 440 hp 1996 Ferrari 512 M Thiesen Hamburg GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0902005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Colour 312 Rosso Interior-Leather Nero Gearbox Manual shift Drive Left Power 440 PS Thiesen Hamburg GmbH Griegstraße, 73 Hamburg Germany Contact details sales@thiesen-automobile.com +49 (0) 40 / 450 343 - 0 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Equipment Ferrari factory carbon fibre racing seats with four-point harnesses Tool kit Electric windows Electric side mirrors Automatic air conditioning Leather interior ABS Central locking Aluminium rims About the car In the autumn of 1994 the F512 M, the new version of the 512, was presented (M for “modificata”). Radical improvements were made to the whole car: the power/weight ratio was improved as was the styling, while still keeping the original Pininfarina basic design. It is the last unlimited mid-engined twelve-cylinder. The F512 M, of which only 501 examples were produced, was replaced in 1996 by the front-engined 550 Maranello. According to available documents, the Ferrari 512 M presented here was originally delivered in Berlin in 1996 before it was sold to its current owner shortly afterwards. The car has been regularly serviced by brand specialists and recently underwent a major service including the replacement of the timing belt. Particularly noteworthy are the carbon fibre racing seats, which offer sufficient space even for taller drivers. A good opportunity to acquire one of the few F512 Ms built in excellentcondition and with a traceable history. Engine 12-cylinder Boxer engine, 4943 cm3, 440 hp Other Cars from Thiesen Hamburg GmbH 1963-Aston-Martin-DB5-01.webp 1963-Aston-Martin-DB5-02.webp 1963-Aston-Martin-DB5-15.webp 1963-Aston-Martin-DB5-01.webp 1/15 1963 Aston Martin DB5 Thiesen Hamburg GmbH Geramny 1969-Opel-GT-1900-01.webp 1969-Opel-GT-1900-02.webp 1969-Opel-GT-1900-20.webp 1969-Opel-GT-1900-01.webp 1/20 1969 Opel GT 1900 Thiesen Hamburg GmbH German 1982-Lamborghini-Countach-LP-400S-Series-3-01.webp 1982-Lamborghini-Countach-LP-400S-Series-3-02.webp 1982-Lamborghini-Countach-LP-400S-Series-3-20.webp 1982-Lamborghini-Countach-LP-400S-Series-3-01.webp 1/20 1982 Lamborghini Countach LP 400S Series 3 Thiesen Hamburg GmbH Germany Last Featured Cars

From its inception, the name Alfa Romeo has been synonymous with Italian engineering and design. Founded in 1910, the company has a rich history of producing some of the most iconic and beautiful cars ever made. From the early days of the Alfa Romeo Grand Prix cars, which dominated motorsports in the 1920s, to the elegant and powerful road cars of the 1950s and 1960s, Alfa Romeo has always been at the forefront of automotive innovation. The Alfa Romeo Montreal was a genuine departure from the typical Alfa Romeo design ethos. First introduced as a concept car in 1967 at Expo 67, held in Montreal, Quebec, the response from the public was so positive that Alfa Romeo had to put the car into production. The Montreal was designed to appeal to a more youthful, sporty market, which they accomplished by bringing in Marcello Gandini to pen a fresh new design that featured a distinctive front grille, pop-up headlights, and a sleek, coupe-like body. The interior was equally impressive, with leather seats and a well-appointed dashboard. Alfa Romeo once again stepped out of the box by equipping the car with a DOHC V8 engine, derived from the 2-liter V8 utilized in their 33 Stradale and Tipo 33 racing cars. The Montreal’s 2.6-liter V8 engine produced around 200 horsepower, which was quite impressive for its time. The engine was paired with a ZF five-speed manual transmission coupled with a limited-slip differential. Additionally, the Montreal featured Spica fuel injection, a relatively new feature at the time. These mechanical features, along with the car’s lightweight body, helped to make the Montreal not only a gorgeous vehicle but also quite the performer as well. Today, the Alfa Romeo Montreal remains highly sought-after by collectors and enthusiasts alike. Its combination of performance, style, and Italian heritage means it ticks all the boxes for desirability. With only 3,925 units produced from 1971 through 1977, it is unlikely you will see another one driving down the road or even at other car events. The example on offer here, Chassis # AR 1440210, is just 1 of 104 right-hand drive examples produced and was delivered new to Australia. It is a highly original, numbers-matching example that currently has 41,257 original miles on the odometer. This example was manufactured in October of 1974 and was then delivered to the far-off destination of Australia. It appears that the car spent the first few years of its life in the Melbourne area until May 2, 1987, when the current owner and consignor, a former rally driver, automotive designer, and mechanical engineer purchased the car from Prestige Classic Autos of Melbourne. Shortly after purchasing the Montreal, the current consignor was transferred to Cologne, Germany, for work, and the Alfa followed him there. While in Germany, the Montreal was used to explore the winding backroads and beautiful mountainscapes the country has to offer and even garnered a ‘Peoples Choice’ and ‘Best in Show’ award at a Frankfurt car show. In 1992 the consignor was again transferred for work, this time to the USA, and once again, the Alfa followed along. When they arrived in Michigan, they immediately joined the local chapter of the Alfa Romeo Owners Club and began showing and displaying their wonderful Montreal. Shortly after arriving stateside, #0201 was awarded ‘Best in Class’ at the “Italian Happenings” show, held in Grosse Pointe, Michigan, in 1993. Over the next thirty years, #0210 would go on to be shown many more times throughout the mid-west, becoming a staple invite at some of the most well-known shows, including the Meadowbrook Concours d’Elegance, Concours d’Italia, Eyes on Design, and the Concours of America at St. Johns, to name a few. Over this period, it garnered numerous ‘Best in Class’ and ‘Peoples Choice’ awards, as well as various other prizes and ribbons. Throughout the years, the car was always kept in immaculate condition, both cosmetically and mechanically, as can be seen by its presence at the 2022 Concours d’Elegance of Detroit, where the car again won ‘Best in Class’ amongst stiff competition in the ‘European Classics-Modern’ class. Despite its numerous Concourse appearance, this Montreal is anything but a garage queen. Not only was it driven extensively throughout Germany and the rest of Europe during the owner’s time spent there, but it has also done numerous long-distance road rallies both here in the USA and also in Canada. 0210 has also successfully completed 3 Michigan Mille events, covering over 1,000 miles on each outing. Given its regular spirited use, it is quite clear that the mechanical nature of this car has been just as cared for as the cosmetics. Over the years, the Montreal has mostly been serviced by the more than capable owner, given his automotive background, as well as Alfa Romeo Specialist, Trail Auto. Most recently, from 2017-2022, the Montreal received a mechanical restoration, including a complete photo-documented rebuild of the engine and transmission as well as most major mechanical components. During this time, the radiator, water pump, alternator, starter, brakes, and ECU were also rebuilt. In addition, in April of 2021, the transmission was completely rebuilt by Alfa Parts Exchange in California, and at this time, the clutch was replaced as well. This is further documented in the 75 pages of receipts that accompany the sale and can be viewed in the ‘View Documents’ tab at the top of the listing. As it sits today, this 1974 Alfa Romeo Montreal is a fantastic example; it is arguably one of the best examples extant, with both the provenance and careful ownership that anyone would hope for when looking to invest in a beautiful piece of Italian workmanship. It quite literally checks all the boxes one would want to see in a collector-grade vehicle. It has been incredibly well cared for by its automotive designer owner, it is in exceptional condition both mechanically and cosmetically, and is being offered out of long-term ownership of over 35 years. With its striking design and powerful V8 engine, the Montreal broke the mold for Alfa Romeo. This step outside of the box has contributed to the collectability of the car and will undoubtedly continue to drive strong desire and prices for these excellent Alfa Romeo automobiles. Included with the sale of the vehicle are the factory tools, jack, and spare wheel, as well as a set of luggage. EXTERIOR Body And Paint The Rosso 521 exterior paint appears in excellent condition throughout the car. It is consistent without any major blemishes or noticeable flaws. The body is straight, and the panels have appropriate gaps where they align. The one small imperfection is on the headlight covers where there is a slight chip in the left side cover. Glass And Trim The glass appears to be the original factory units all the way around with all rubber trim original and in a nice, supple condition, free of any cracking or obvious aging. The lenses, trim, mirrors, emblems, etc., are all in excellent condition with no issues to note. The front lip on the bottom of the bumper was recently repainted and is in very good condition. Wheels The wheels are correct and original to the car. They present in really nice condition with no scuffs or scratches. INTERIOR Seats And Surfaces The interior is incredibly original, presents extremely nicely, and is very well preserved. The seats are in great shape with little to no wear on the bolsters. The only slight issue on the dashboard is some minor cracking around the middlemost air vent register. Functionality And Accessories Everything on the interior works as it should, including the power windows. ENGINE BAY AND TRUNK Engine Bay The engine bay presents very nicely with all the correct hoses and other fittings. No obvious issues to note. Trunk Area The carpet-lined trunk is in good condition and houses the full-sized spare tire underneath. Underside The underside is very presentable and well-preserved. Overall it is in good condition and matches the mileage. MECHANICALS Engine The 2.6L V8 fires to life immediately without any issues to note. The car revs freely and sounds as it should, with no unwanted noises, no smoke. The exhaust note is very muscle car in nature and gives off a pleasant rumble. Transmission The ZF sourced 5-Speed manual transmission slots right into gear with clearly defined gates and a nice amount of resistance. The clutch pedal has a stiff, but easy to modulate action. Brakes And Suspension The brakes bring the car to a controlled stop with no issues. The Koni shocks are taut but not overly so and are in good order. Tires The tires are Pirelli Cinturatos size 205/70/R14 dated to 2018 and have just completed a 1000 mile rally without issue, and are ready for more miles. DRIVING EXPERIENCE The Montreal is essentially Alfa Romeo’s version of the American Muscle Car. The V-8 engine and exhaust have a beautiful throaty sound to them, the kind one would expect to hear out of a Mustang or Camaro. The overall experience puts a smile on your face as it’s not what you would expect to experience behind the wheel of an Alfa. The Montreal pulls hard through the gears, shifts smoothly, and according to the manufacturer, was capable of 0-100km (62mph) in just 7.1 seconds. These numbers would make it faster than a 1969 Chevrolet Camaro RS/SS (350ci), a 1970 Dodge Challenger T/A, and a 1969 Chevrolet Chevelle 396, as well as a 1974 Chevrolet Camaro Z28, all top performers from the American segment in the period. The handling is also a bit better than what you would expect from a vehicle from 1974, and overall it is more refined than many of its American counterparts. 1974 Alfa Romeo Montreal LBI Limited If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0227001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS USA-Pennsylvania Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine AR 00565 S 010 A Matching Numbers Example Finished In Its Original Factory Delivered Colors 1 of 104 Right-Hand Drive Examples Delivered New To Australia Offered Out Of Long-Term Enthusiast Ownership Sale Includes Factory Tools, Jack, And Spare Wheel LBI Limited 4500 Worth St. Philadelphia Pennsylvania Contact details info@lbilimited.com +1 (610) 716.2331 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright From its inception, the name Alfa Romeo has been synonymous with Italian engineering and design. Founded in 1910, the company has a rich history of producing some of the most iconic and beautiful cars ever made. From the early days of the Alfa Romeo Grand Prix cars, which dominated motorsports in the 1920s, to the elegant and powerful road cars of the 1950s and 1960s, Alfa Romeo has always been at the forefront of automotive innovation. The Alfa Romeo Montreal was a genuine departure from the typical Alfa Romeo design ethos. First introduced as a concept car in 1967 at Expo 67, held in Montreal, Quebec, the response from the public was so positive that Alfa Romeo had to put the car into production. The Montreal was designed to appeal to a more youthful, sporty market, which they accomplished by bringing in Marcello Gandini to pen a fresh new design that featured a distinctive front grille, pop-up headlights, and a sleek, coupe-like body. The interior was equally impressive, with leather seats and a well-appointed dashboard. Alfa Romeo once again stepped out of the box by equipping the car with a DOHC V8 engine, derived from the 2-liter V8 utilized in their 33 Stradale and Tipo 33 racing cars. The Montreal’s 2.6-liter V8 engine produced around 200 horsepower, which was quite impressive for its time. The engine was paired with a ZF five-speed manual transmission coupled with a limited-slip differential. Additionally, the Montreal featured Spica fuel injection, a relatively new feature at the time. These mechanical features, along with the car’s lightweight body, helped to make the Montreal not only a gorgeous vehicle but also quite the performer as well. Today, the Alfa Romeo Montreal remains highly sought-after by collectors and enthusiasts alike. Its combination of performance, style, and Italian heritage means it ticks all the boxes for desirability. With only 3,925 units produced from 1971 through 1977, it is unlikely you will see another one driving down the road or even at other car events. The example on offer here, Chassis # AR 1440210, is just 1 of 104 right-hand drive examples produced and was delivered new to Australia. It is a highly original, numbers-matching example that currently has 41,257 original miles on the odometer. This example was manufactured in October of 1974 and was then delivered to the far-off destination of Australia. It appears that the car spent the first few years of its life in the Melbourne area until May 2, 1987, when the current owner and consignor, a former rally driver, automotive designer, and mechanical engineer purchased the car from Prestige Classic Autos of Melbourne. Shortly after purchasing the Montreal, the current consignor was transferred to Cologne, Germany, for work, and the Alfa followed him there. While in Germany, the Montreal was used to explore the winding backroads and beautiful mountainscapes the country has to offer and even garnered a ‘Peoples Choice’ and ‘Best in Show’ award at a Frankfurt car show. In 1992 the consignor was again transferred for work, this time to the USA, and once again, the Alfa followed along. When they arrived in Michigan, they immediately joined the local chapter of the Alfa Romeo Owners Club and began showing and displaying their wonderful Montreal. Shortly after arriving stateside, #0201 was awarded ‘Best in Class’ at the “Italian Happenings” show, held in Grosse Pointe, Michigan, in 1993. Over the next thirty years, #0210 would go on to be shown many more times throughout the mid-west, becoming a staple invite at some of the most well-known shows, including the Meadowbrook Concours d’Elegance, Concours d’Italia, Eyes on Design, and the Concours of America at St. Johns, to name a few. Over this period, it garnered numerous ‘Best in Class’ and ‘Peoples Choice’ awards, as well as various other prizes and ribbons. Throughout the years, the car was always kept in immaculate condition, both cosmetically and mechanically, as can be seen by its presence at the 2022 Concours d’Elegance of Detroit, where the car again won ‘Best in Class’ amongst stiff competition in the ‘European Classics-Modern’ class. Despite its numerous Concourse appearance, this Montreal is anything but a garage queen. Not only was it driven extensively throughout Germany and the rest of Europe during the owner’s time spent there, but it has also done numerous long-distance road rallies both here in the USA and also in Canada. 0210 has also successfully completed 3 Michigan Mille events, covering over 1,000 miles on each outing. Given its regular spirited use, it is quite clear that the mechanical nature of this car has been just as cared for as the cosmetics. Over the years, the Montreal has mostly been serviced by the more than capable owner, given his automotive background, as well as Alfa Romeo Specialist, Trail Auto. Most recently, from 2017-2022, the Montreal received a mechanical restoration, including a complete photo-documented rebuild of the engine and transmission as well as most major mechanical components. During this time, the radiator, water pump, alternator, starter, brakes, and ECU were also rebuilt. In addition, in April of 2021, the transmission was completely rebuilt by Alfa Parts Exchange in California, and at this time, the clutch was replaced as well. This is further documented in the 75 pages of receipts that accompany the sale and can be viewed in the ‘View Documents’ tab at the top of the listing. As it sits today, this 1974 Alfa Romeo Montreal is a fantastic example; it is arguably one of the best examples extant, with both the provenance and careful ownership that anyone would hope for when looking to invest in a beautiful piece of Italian workmanship. It quite literally checks all the boxes one would want to see in a collector-grade vehicle. It has been incredibly well cared for by its automotive designer owner, it is in exceptional condition both mechanically and cosmetically, and is being offered out of long-term ownership of over 35 years. With its striking design and powerful V8 engine, the Montreal broke the mold for Alfa Romeo. This step outside of the box has contributed to the collectability of the car and will undoubtedly continue to drive strong desire and prices for these excellent Alfa Romeo automobiles. Included with the sale of the vehicle are the factory tools, jack, and spare wheel, as well as a set of luggage. EXTERIOR Body And Paint The Rosso 521 exterior paint appears in excellent condition throughout the car. It is consistent without any major blemishes or noticeable flaws. The body is straight, and the panels have appropriate gaps where they align. The one small imperfection is on the headlight covers where there is a slight chip in the left side cover. Glass And Trim The glass appears to be the original factory units all the way around with all rubber trim original and in a nice, supple condition, free of any cracking or obvious aging. The lenses, trim, mirrors, emblems, etc., are all in excellent condition with no issues to note. The front lip on the bottom of the bumper was recently repainted and is in very good condition. Wheels The wheels are correct and original to the car. They present in really nice condition with no scuffs or scratches. INTERIOR Seats And Surfaces The interior is incredibly original, presents extremely nicely, and is very well preserved. The seats are in great shape with little to no wear on the bolsters. The only slight issue on the dashboard is some minor cracking around the middlemost air vent register. Functionality And Accessories Everything on the interior works as it should, including the power windows. ENGINE BAY AND TRUNK Engine Bay The engine bay presents very nicely with all the correct hoses and other fittings. No obvious issues to note. Trunk Area The carpet-lined trunk is in good condition and houses the full-sized spare tire underneath. Underside The underside is very presentable and well-preserved. Overall it is in good condition and matches the mileage. MECHANICALS Engine The 2.6L V8 fires to life immediately without any issues to note. The car revs freely and sounds as it should, with no unwanted noises, no smoke. The exhaust note is very muscle car in nature and gives off a pleasant rumble. Transmission The ZF sourced 5-Speed manual transmission slots right into gear with clearly defined gates and a nice amount of resistance. The clutch pedal has a stiff, but easy to modulate action. Brakes And Suspension The brakes bring the car to a controlled stop with no issues. The Koni shocks are taut but not overly so and are in good order. Tires The tires are Pirelli Cinturatos size 205/70/R14 dated to 2018 and have just completed a 1000 mile rally without issue, and are ready for more miles. DRIVING EXPERIENCE The Montreal is essentially Alfa Romeo’s version of the American Muscle Car. The V-8 engine and exhaust have a beautiful throaty sound to them, the kind one would expect to hear out of a Mustang or Camaro. The overall experience puts a smile on your face as it’s not what you would expect to experience behind the wheel of an Alfa. The Montreal pulls hard through the gears, shifts smoothly, and according to the manufacturer, was capable of 0-100km (62mph) in just 7.1 seconds. These numbers would make it faster than a 1969 Chevrolet Camaro RS/SS (350ci), a 1970 Dodge Challenger T/A, and a 1969 Chevrolet Chevelle 396, as well as a 1974 Chevrolet Camaro Z28, all top performers from the American segment in the period. The handling is also a bit better than what you would expect from a vehicle from 1974, and overall it is more refined than many of its American counterparts. Other Cars from LBI Limited 1961-Mercedes-Benz-190-SL-01.jpg 1961-Mercedes-Benz-190-SL-02.jpg 1961-Mercedes-Benz-190-SL-15.jpg 1961-Mercedes-Benz-190-SL-01.jpg 1/15 1961 Mercedes-Benz 190 SL LBI Limited United Kingdom 2000-Aston-Martin-DB7-Vantage-01.jpg 2000-Aston-Martin-DB7-Vantage-02.jpg 2000-Aston-Martin-DB7-Vantage-20.jpg 2000-Aston-Martin-DB7-Vantage-01.jpg 1/20 2000 Aston Martin DB7 Vantage LBI Limited United Kingdom 1997-Ferrari-F35- Spider-01.jpg 1997-Ferrari-F35- Spider-02.jpg 1997-Ferrari-F35- Spider-20.jpg 1997-Ferrari-F35- Spider-01.jpg 1/20 1997 Ferrari F355 Spider LBI Limited United Kingdom Last Featured Cars

Aston Martin’s Twin-Supercharged Supercar, Finished in Rolls Royce Royal Blue Over Gray and Dark Blue Connolly Leather, Showing 20,600 km. Seller Asking: $225,000 In the early 1990s, Aston Martin was in the doldrums, the company’s first new coupe in nearly 20 years –the Virage– debuted in 1989 to mixed reviews and rather uninspired sales. With Ford’s acquisition of the company in 1992, they received a significant boost in capital and engineering ability, but an all-new car was still at least a few years off. In an effort to spice up the model line until the upcoming DB7 was ready, Aston Martin engineers set off on an ambitious project to turn the Virage into a supercar-beating grand touring coupe. Using the Vantage name which has always signified the performance variant in Aston Martin speak, in 1992 the 330 horsepower Virage became the 550 horsepower twin-supercharged Vantage V550. Claimed by Aston Martin to be capable of 186 mph, period road tests pinned the top end closer to 200 mph, putting it right near the top of the list of fastest cars in the world at the time. This 1995 Vantage V550 was delivered new on November 16th, 1995 through Hamburg-based Aston Martin supplier Car & Driver Automobiles and is the 111th example out of 233 produced. Each Vantage V550 was built to order for the original owner and this is the only one finished in “Rolls Royce Royal Blue” paired to gray and dark blue interior finishings. Factory order documents show that this car was initially destined for Paris and featured an entirely different specification- but a last-minute cancellation led Car & Driver Automobiles to land with an extra allocation. The car only stayed in Germany for 3 months prior to being exported to Japan in February of 1996 where it remained until coming to the United States in the fall of 2017. Although the body of the Vantage V550 was similar to that found on the Virage, in reality, the two shared nothing more than the roof and doors. The exaggerated, bulging fenders of the Vantage are the first thing that strikes you when you look at it but the changes in design go deeper than that. In front, the new hood design features a large “power bump” in the middle to fit the superchargers, and extractor vents near the windshield keep under-hood temperatures down. In contrast to the rather dated-looking slab tail lights of the Virage, Vantages were all fitted with quad-round taillights that harken back to classic Aston designs and fit the rear of the car much better. In typical Aston Martin fashion, the interior of the Vantage V550 is a splendid place to be, covered in glossy wood and fine high-quality leather. The one thing that these cars are derided for more than anything else is the Ford steering wheel which would be familiar to any Taurus or F150 owner in the era and was used to fit the Aston Martin with an airbag. But the fact of the matter is, when you’re behind the wheel and driving the car, that criticism quickly fades and you are taken by everything else the car brings to the table. In this Vantage, the Recaro seats are finished in beautiful medium-gray Connolly leather with dark blue piping, and the signature Recaro seat adjustment panels are covered in burl wood to match the rest of the interior. The grey leather also covers the center console, lower dash, rear seats, and door cards- but dark blue leather on the shift boot and dash-upper was specially ordered and provides great contrast. What makes a Vantage V550 so exceptionally unique is what lies under the hood. Aston Martin took the DOHC 5.3-liter V8 from the Virage and lowered the compression in order to fit two Eaton M90 roots-style superchargers. This modification made for 550 horsepower and 555 lb-ft of torque at a mere 4,000 rpm. Although technically only offered with a manual transmission, some select customers were able to option an automatic like what is found in this car. Given the massive amount of power and torque, the manual gearboxes were notoriously troublesome and often caused issues, making the automatic a more reliable choice and also allowing the driver to keep both hands on the wheel when they put their foot down. The brakes on the Vantage V550 come from AP Racing and were the largest units ever put on a production car at the time which was needed to slow down this nearly 4,400 lb vehicle. Records show that the car was treated to a thorough servicing by an east coast Aston Martin specialist in 2021 and is in very good mechanical condition throughout. Although the Vantage V550 didn’t win the top-speed wars of the early 1990s, it was far closer than an upright, heavy grand touring car had any right to be. Now, nearly 30 years after its introduction, the Vantage V550 represents a special part in Aston Martin's history as one of the final, truly out-there projects, completed prior to a full takeover by Ford just a few years later. These cars were never imported to the United States when new and it isn’t known how many have made their way over but if the number is in the double digits, it would be surprising. If you are looking for a collector car that is tremendously fast and even the most jaded enthusiast will be shocked to see, there really isn’t anything that will do the job better than this Aston Martin. 1996 Aston Martin V8 Vantage V550 ISSIMI, Inc If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0616006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN SCFDAM2S8TBL70111 Engine 5.3L Twin-Supercharged V8 Transmission 3-Speed Automatic Drivetrain Rear Wheel Drive Exterior Color Rolls-Royce Royal Blue Interior Color Grey ISSIMI, Inc 1830 Industrial Way Redwood City United States Contact details N/A +1 650-352-4648 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Aston Martin’s Twin-Supercharged Supercar, Finished in Rolls Royce Royal Blue Over Gray and Dark Blue Connolly Leather, Showing 20,600 km. Seller Asking: $225,000 In the early 1990s, Aston Martin was in the doldrums, the company’s first new coupe in nearly 20 years –the Virage– debuted in 1989 to mixed reviews and rather uninspired sales. With Ford’s acquisition of the company in 1992, they received a significant boost in capital and engineering ability, but an all-new car was still at least a few years off. In an effort to spice up the model line until the upcoming DB7 was ready, Aston Martin engineers set off on an ambitious project to turn the Virage into a supercar-beating grand touring coupe. Using the Vantage name which has always signified the performance variant in Aston Martin speak, in 1992 the 330 horsepower Virage became the 550 horsepower twin-supercharged Vantage V550. Claimed by Aston Martin to be capable of 186 mph, period road tests pinned the top end closer to 200 mph, putting it right near the top of the list of fastest cars in the world at the time. This 1995 Vantage V550 was delivered new on November 16th, 1995 through Hamburg-based Aston Martin supplier Car & Driver Automobiles and is the 111th example out of 233 produced. Each Vantage V550 was built to order for the original owner and this is the only one finished in “Rolls Royce Royal Blue” paired to gray and dark blue interior finishings. Factory order documents show that this car was initially destined for Paris and featured an entirely different specification- but a last-minute cancellation led Car & Driver Automobiles to land with an extra allocation. The car only stayed in Germany for 3 months prior to being exported to Japan in February of 1996 where it remained until coming to the United States in the fall of 2017. Although the body of the Vantage V550 was similar to that found on the Virage, in reality, the two shared nothing more than the roof and doors. The exaggerated, bulging fenders of the Vantage are the first thing that strikes you when you look at it but the changes in design go deeper than that. In front, the new hood design features a large “power bump” in the middle to fit the superchargers, and extractor vents near the windshield keep under-hood temperatures down. In contrast to the rather dated-looking slab tail lights of the Virage, Vantages were all fitted with quad-round taillights that harken back to classic Aston designs and fit the rear of the car much better. In typical Aston Martin fashion, the interior of the Vantage V550 is a splendid place to be, covered in glossy wood and fine high-quality leather. The one thing that these cars are derided for more than anything else is the Ford steering wheel which would be familiar to any Taurus or F150 owner in the era and was used to fit the Aston Martin with an airbag. But the fact of the matter is, when you’re behind the wheel and driving the car, that criticism quickly fades and you are taken by everything else the car brings to the table. In this Vantage, the Recaro seats are finished in beautiful medium-gray Connolly leather with dark blue piping, and the signature Recaro seat adjustment panels are covered in burl wood to match the rest of the interior. The grey leather also covers the center console, lower dash, rear seats, and door cards- but dark blue leather on the shift boot and dash-upper was specially ordered and provides great contrast. What makes a Vantage V550 so exceptionally unique is what lies under the hood. Aston Martin took the DOHC 5.3-liter V8 from the Virage and lowered the compression in order to fit two Eaton M90 roots-style superchargers. This modification made for 550 horsepower and 555 lb-ft of torque at a mere 4,000 rpm. Although technically only offered with a manual transmission, some select customers were able to option an automatic like what is found in this car. Given the massive amount of power and torque, the manual gearboxes were notoriously troublesome and often caused issues, making the automatic a more reliable choice and also allowing the driver to keep both hands on the wheel when they put their foot down. The brakes on the Vantage V550 come from AP Racing and were the largest units ever put on a production car at the time which was needed to slow down this nearly 4,400 lb vehicle. Records show that the car was treated to a thorough servicing by an east coast Aston Martin specialist in 2021 and is in very good mechanical condition throughout. Although the Vantage V550 didn’t win the top-speed wars of the early 1990s, it was far closer than an upright, heavy grand touring car had any right to be. Now, nearly 30 years after its introduction, the Vantage V550 represents a special part in Aston Martin's history as one of the final, truly out-there projects, completed prior to a full takeover by Ford just a few years later. These cars were never imported to the United States when new and it isn’t known how many have made their way over but if the number is in the double digits, it would be surprising. If you are looking for a collector car that is tremendously fast and even the most jaded enthusiast will be shocked to see, there really isn’t anything that will do the job better than this Aston Martin. Other Cars from ISSIMI, Inc 1988-Porsche-911-Turbo-01.webp 1988-Porsche-911-Turbo-02.webp 1988-Porsche-911-Turbo-20.webp 1988-Porsche-911-Turbo-01.webp 1/20 1988 Porsche 911 Turbo ISSIMI, Inc Italy 1965-Porsche-911-01.webp 1965-Porsche-911-02.webp 1965-Porsche-911-15.webp 1965-Porsche-911-01.webp 1/15 1965 Porsche 911 ISSIMI, Inc United States 1985-Porsche-930-Turbo-S-Slantnose-01.webp 1985-Porsche-930-Turbo-S-Slantnose-02.webp 1985-Porsche-930-Turbo-S-Slantnose-20.webp 1985-Porsche-930-Turbo-S-Slantnose-01.webp 1/20 1985 Porsche 930 Turbo S Slantnose ISSIMI, Inc Geramny Last Featured Cars

Offered from The Iseli Collection A First Series example of Alfa Romeo’s Ivo Colucci-styled sports saloon Finished in the rare combination of Prugna over a beige interior Completed on 30 March 1977; sold on 25 November 1977 in Naples, Italy Accompanied by invoices detailing restoration 1977 Alfa Romeo Alfetta RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0912003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number AR01600 025319 Documents Swiss Carte Grise RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Offered from The Iseli Collection A First Series example of Alfa Romeo’s Ivo Colucci-styled sports saloon Finished in the rare combination of Prugna over a beige interior Completed on 30 March 1977; sold on 25 November 1977 in Naples, Italy Accompanied by invoices detailing restoration Other Cars from RM Sotheby's 1963-Maserati-3500-GTi-Spyder-by-Vignale-01.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-02.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-20.webp 1963-Maserati-3500-GTi-Spyder-by-Vignale-01.webp 1/20 1963 Maserati 3500 GTi Spyder by Vignale RM Sotheby's United Kingdom 1966-Porsche-906-01.webp 1966-Porsche-906-02.webp 1966-Porsche-906-20.webp 1966-Porsche-906-01.webp 1/20 1966 Porsche 906 RM Sotheby's Japan 1969-De-Tomaso-Mangusta-by-Ghia-01.webp 1969-De-Tomaso-Mangusta-by-Ghia-02.webp 1969-De-Tomaso-Mangusta-by-Ghia-15.webp 1969-De-Tomaso-Mangusta-by-Ghia-01.webp 1/15 1969 De Tomaso Mangusta by Ghia RM Sotheby's United States Last Featured Cars

Introduced in 1953, the AC Ace was the first British production sports car with independent suspension all round. It dominated numerous international sports car races in the years that followed. Its successes grew in particular after the in-house engine was supplemented by a Bristol engine from 1956, which had previously been installed in the BMW 328. In 1962, the AC Ace served as the basis for the legendary AC Cobra. Only 466 examples of the AC Ace Bristol were built between 1956 and 1964. According to available documents, this AC Ace Bristol was originally equipped with the racing options available at the time, including an oil cooler, a roll bar, a second (electric) fuel pump, etc. The car was imported to the USA by Imperial Motors of Wilmette IL. Its first owner, H.A. Black of Wilmette, was a member of the Sports Car Club of America (SCCA). He drove the car until 1963 and its subsequent ownership history is fully documented. In the meantime, the car was part of the renowned Shelby American Collection in the USA. The car arrived in Europe in 2021 and was sold to its current owner in Germany in 2023. The vehicle was recently extensively serviced in specialist workshops and received a new exhaust system, among other things. With the Bristol engine, the AC is particularly well motorised. Its rarity, but also its sporty and powerful appearance make this vehicle an entry ticket for high-class events. 1959 AC Ace Bristol Thiesen Hamburg GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1222009 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS Geramny Dealer This Car Contact the Dealer I am Interested Legal & Copyright Colour Dunkelblau Interior Leder dunkelblau Gearbox Manual shift Drive Left Power 127 PS Outstanding original Factory car with racing features Carefully partly restored 1 of just 466 built! Ex Shelby American collection Thiesen Hamburg GmbH Griegstraße, 73 Hamburg Germany Contact details sales@thiesen-automobile.com +49 (0) 40 / 450 343 - 0 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Introduced in 1953, the AC Ace was the first British production sports car with independent suspension all round. It dominated numerous international sports car races in the years that followed. Its successes grew in particular after the in-house engine was supplemented by a Bristol engine from 1956, which had previously been installed in the BMW 328. In 1962, the AC Ace served as the basis for the legendary AC Cobra. Only 466 examples of the AC Ace Bristol were built between 1956 and 1964. According to available documents, this AC Ace Bristol was originally equipped with the racing options available at the time, including an oil cooler, a roll bar, a second (electric) fuel pump, etc. The car was imported to the USA by Imperial Motors of Wilmette IL. Its first owner, H.A. Black of Wilmette, was a member of the Sports Car Club of America (SCCA). He drove the car until 1963 and its subsequent ownership history is fully documented. In the meantime, the car was part of the renowned Shelby American Collection in the USA. The car arrived in Europe in 2021 and was sold to its current owner in Germany in 2023. The vehicle was recently extensively serviced in specialist workshops and received a new exhaust system, among other things. With the Bristol engine, the AC is particularly well motorised. Its rarity, but also its sporty and powerful appearance make this vehicle an entry ticket for high-class events. Other Cars from Thiesen Hamburg GmbH 1963-Aston-Martin-DB5-01.webp 1963-Aston-Martin-DB5-02.webp 1963-Aston-Martin-DB5-15.webp 1963-Aston-Martin-DB5-01.webp 1/15 1963 Aston Martin DB5 Thiesen Hamburg GmbH Geramny 1969-Opel-GT-1900-01.webp 1969-Opel-GT-1900-02.webp 1969-Opel-GT-1900-20.webp 1969-Opel-GT-1900-01.webp 1/20 1969 Opel GT 1900 Thiesen Hamburg GmbH German 1982-Lamborghini-Countach-LP-400S-Series-3-01.webp 1982-Lamborghini-Countach-LP-400S-Series-3-02.webp 1982-Lamborghini-Countach-LP-400S-Series-3-20.webp 1982-Lamborghini-Countach-LP-400S-Series-3-01.webp 1/20 1982 Lamborghini Countach LP 400S Series 3 Thiesen Hamburg GmbH Germany Last Featured Cars

A rare and desirable Mk1 Capri 3000GT superbly modified for Fast Road, Sprint or Hill Climb. 1972 Ford Capri 3000GT Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0108005 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine Number TBC Transmission Manual Body Colour Sebring Red Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright A rare and desirable Mk1 Capri 3000GT superbly modified for Fast Road, Sprint or Hill Climb. Other Cars from Iconic Auctioneers Ltd 1988-Maserati-Biturbo-420-Si-01.jpeg 1988-Maserati-Biturbo-420-Si-02.jpeg 1988-Maserati-Biturbo-420-Si-05.jpeg 1988-Maserati-Biturbo-420-Si-01.jpeg 1/5 1988 Maserati Biturbo 420 Si Iconic Auctioneers Ltd United Kingdom 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-01.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-02.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-15.jpeg 1963-Jaguar-E-Type Series-I-3.8-Litre-Semi-Lightweight-Coupé-FIA-01.jpeg 1/15 1963 Jaguar E-Type Series I 3.8-Litre Semi-Lightweight Coupé FIA Iconic Auctioneers Ltd United Kingdom 1975-Ford-Escort-Mk1-Mexico-01.jpeg 1975-Ford-Escort-Mk1-Mexico-02.jpeg 1975-Ford-Escort-Mk1-Mexico-15.jpeg 1975-Ford-Escort-Mk1-Mexico-01.jpeg 1/15 1975 Ford Escort Mk1 Mexico Iconic Auctioneers Ltd United Kingdom Last Featured Cars

SHINE BRIGHT LIKE A DIAMOND When evaluating the merits of a so-called legendary racing car, it is imperative to assess it from every angle. Design considerations, engineering provenance, competition pedigree, races won, and drivers utilized all factor in. How successfully did it meet its design brief, and how enduring was its competition success? What was its post-racing life and its private ownership provenance, and what is its current quality? Finally, and not least of all, is the dynamism of its overall presence. In effect, the halo collectible racing car is like a diamond. To be considered of optimal quality, every facet of the car’s unique cut must emit a brilliance that leaves one speechless. All of which informs our understanding of the current offering, the 1954 Mercedes-Benz W 196 R Stromlinienwagen, chassis number 00009/54. Rarely has a racing car emanated brilliance on so many levels. Yet, like any great car, the story of chassis number 00009/54 is not just that of a machine but one of men—and a more compelling group of racing luminaries would be nearly impossible to match. A London-born German engineer with a process so uniquely exacting it seems torn from the pages of a novel; an Argentinian racing veteran nearing the peak of his driving supremacy and worldwide celebrity; a young British driver of no less skill who would one day be knighted by the future King of England; and an American businessman raised to sell food who invested in Gasoline Alley and bought a ticket to immortality on the Brickyard. Rudolf Uhlenhaut—Juan Manuel Fangio—Stirling Moss—Tony Hulman. These four men form the arc of this W 196 R’s story, from the hallowed grounds of Mercedes-Benz’ Rennabteilung (Racing Department), to the stifling heat of Buenos Aires in January, to the brand-new high-speed banks of the Monza circuit, to one of the shrines of motorsport in Indianapolis. Our story begins with a humble engineering student in Munich at the dawn of the thirties when Germany was undergoing some of the worst symptoms of the crushing Great Depression. The London-born Rudolf “Rudi” Uhlenhaut was hired by Mercedes-Benz straight out of school in 1931, and he spent the next five years proving his mettle in the production car department, increasingly recognized for his quiet demeanor, strong work ethic, and unusual sense of commitment. During this time Mercedes-Benz returned to racing, and in 1934 and 1935 the works team enjoyed great success, giving rise to the W 25 racecars known as the Silver Arrows, for their unfinished metal coachwork. Despite these initial successes, Stuttgart suffered a setback in 1936 when that year’s new car failed to meet expectations, and changes were soon afoot. The promising Rudolf Uhlenhaut was promoted to director of the experimental department for racing, which was somewhat of a surprise given that he had no experience in racecar development. He was to work under racing department director Dr. Fritz Nallinger, and in conjunction with racing team manager Alfred Neubauer. Keenly aware of how little he knew about competition cars, Uhlenhaut threw himself into the assignment with characteristic zeal, learning the ins and outs of racecar behavior by privately testing the cars on the Nürburgring. Team drivers marveled at how quickly Uhlenhaut became shockingly good, as he insisted on testing cars at racing speeds to properly replicate in-race conditions, occasionally even besting team-driver lap times in the process. He was also the only Daimler-Benz engineer who routinely traveled with the racing team, and his direction led to key improvements for the 1937 car, the W 125. Uhlenhaut proceeded to the highly successful W 154 and W 165 racecar programs before war broke out in September 1939. A NEW SILVER ARROW RISES FROM THE ASHES Upon resuming production following World War II, Mercedes-Benz faced the daunting task of contributing to rebuilding Germany while finding a profitable niche in the post-war economy. As with most European marques, the company began with inexpensive and efficient models that assumed a pre-war design, being positioned for the common working man, while gradually delving into more luxurious offerings. With the introduction of the 300 S model in 1951, Stuttgart signaled its intention to resume the manufacture of luxury and sporting automobiles, and it came as no surprise that this growth would include a return to motorsports competition. The company’s return to the track began softly, with a new sports car called the 300 SL “Gullwing,” which was created under the management of Rudolf Uhlenhaut. In its earliest W 194 iteration, the 300 SL created a stir in styling and competition that set the table for both further sports car racing, and series production of the popular W 198 300 SL Gullwing production model. But the most natural segway for Stuttgart’s return to high-level racing was afforded by the FIA’s odd cancellation of Formula One for 1952 and 1953, which was prompted by a lack of credible competition. With this conundrum in mind, the FIA stipulated new Formula One regulations that would go into effect for the 1954 season. This advance notice gave all interested manufacturers well over a year to develop a suitable competition car. The new formula was relatively simple; it specified that normally aspirated engines could not exceed 2.5 liters, while blown engines were limited to a comical 750 cubic centimeters. Other than mandating a single centered seat, the rules for coachwork were unspecific. Fritz Nallinger and his fellow directors at Mercedes-Benz recognized this new formula as a unique opportunity to return to the company’s motorsports roots in grand prix racing, and with characteristic efficiency, a plan was put in motion to field the best possible car. A new, well-staffed Rennabteilung (racing department) was created, including a traveling factory team. At their disposal lay the full budget and managerial assets of Mercedes-Benz’s considerable infrastructure. As chief of the Experimental Department, Rudolf Uhlenhaut was the principal engineer overseeing the new grand prix model’s development. He began with a truss-type narrow-diameter tubular space frame similar to the W 194 300 SL racing car’s chassis. Dubbed the W 196 R, this chassis was equipped with front independent suspension via double wishbones, torsion-bar springs, and cutting-edge hydraulic telescopic shock absorbers. More significantly, the rear suspension was governed by a low-pivot swing axle that was personally developed by Uhlenhaut, a design feature that would later reappear in the 300 SL Roadster production car. Massive Alfin drum brakes were specified to keep the W 196 R grounded, and they were mounted inboard to lower unsprung mass. Having run both supercharged inline eight-cylinder and V-12 engines during the interwar period, the racing department had several options to test, and eventually concluded that a straight-eight configuration displacing 2,494 cubic centimeters would deliver the most consistent power. Designed around a complex Hirth roller-bearing crankshaft, the engine was essentially two four-cylinder motors in unison, with two camshafts for each intake and exhaust. This jewel of an engine was equipped with racing components like dual ignition and dry-sump lubrication while featuring revolutionary desmodromic valve gear instead of standard valve springs; and Bosch high-pressure direct fuel injection that guaranteed reliable and smooth power application. The purpose-developed M196 engine initially developed a robust 257 horsepower, which was gradually improved over two seasons to 290 horsepower. The motor was positioned low in the front compartment, canted by 20 degrees to save space, and coupled to a rear-mounted five-speed gearbox actuated by a single-disc dry clutch. The gearbox unusually featured synchros in the upper four gears, while a limited-slip differential ensured superior traction. Fuel was provided by a specialized 178-liter tank with compartmented baffles that reduced sloshing issues. Since the new formula specified so few limitations to coachwork, Nallinger and Uhlenhaut concluded that a streamlined aerodynamic body with enclosed wheels would optimize high-speed courses, while an open-wheel grand prix body would be ideal for more twisting circuits. Sleek and purposeful, the W 196 R’s torpedo-shaped open-wheel body was drawn up along lines that were largely conventional for the era. The streamlined body, in contrast, was something truly unique. Low and wide, its smoothly curved coachwork featured minimal frills, being chiefly distinguished by a wide open-mouth grille, cooling inlets on the rear shoulder haunches, and molded character lines across the tops of the front wheel wells (a design cue that came to be characteristic across the 300 SL model line, lending a marvelous continuity among the marque’s sports-racing cars). This was undoubtedly one of the most exquisite expressions of curve and stance ever pounded out, rivalling the most sensuous sports-racers and supercars for sheer visual appeal. These streamlined bodies were built in extremely limited quantity by the racing department out of Elektron magnesium alloy, providing a shell even lighter than aluminum for a total weight of just over 88 pounds. The open-wheel bodies were also made of lightweight alloy, although coachwork production later shifted to steel bodies built at Sindelfingen. The streamlined enclosed-wheel body was intermittently campaigned with the open-wheel grand prix-style body during the 1954 and 1955 racing seasons. The factory designation for the enclosed-wheel coachwork was Stromlinie, or Streamline, and today these cars are also known as Streamliner or Stromlinienwagen (streamlined car). With such powerful mechanical specifications and slippery lightweight coachwork, the W 196 R could exceed 186 mph, making it one of the fastest grand prix cars yet constructed. 1954: A PERFECT PLAN REALIZED Of course, Alfred Neubauer, the longtime manager of the Mercedes-Benz racing team, knew that the W 196 R’s success would be contingent on driving talent, so the decision was made early in development to contract the best array of available drivers. While two German drivers were initially signed, the veteran Karl Kling and the up-and-coming Hans Herrmann, the spotlight soon belonged to the third team member: noted Argentinian racing driver Juan Manuel Fangio. There was a time in the late 1950s when the five-time Formula One champion Juan Manuel Fangio enjoyed a fame that transcended motorsport—when he was a true worldwide celebrity not unlike Lewis Hamilton today, and when grandstands rang out with passionate chants of “FONN-GEE-OHHH!” Before he was a household name, in early 1954 Juan Manuel Fangio was merely a potential in transition, a burgeoning talent waiting to explode. Without a doubt, Fangio’s credentials had already been established with his first Drivers’ Championship for Alfa Romeo in 1951. But with the disintegration of the Alfa Romeo team during 1952 and the FIA’s subsequent cancelation of Formula One in favor of Formula Two proceedings, Ferrari dominated the following two years of competition. Fangio toiled away patiently with the Maserati team, and in sports car racing. Victories came repeatedly, but further championships remained elusive, and having reached his early forties, there was a justifiable presentiment among racing fans that Fangio’s best days were already behind him. Fortunately for Fangio, his star had already been recognized by Stuttgart. Ever in search of the best driving talent, Alfred Neubauer could not help but remember Fangio’s remarkable performance in an Alfa Romeo at the 1951 Swiss Grand Prix—achieving pole, fastest lap, and a 1st-place finish. Neubauer reached out to Fangio’s agent and a contract for 1954 was signed with Mercedes-Benz. But as the 1954 season began, the new machine from Stuttgart still awaited completion. This led Fangio to continue racing for Maserati in the first two rounds of the 1954 Formula One season, winning the Grands Prix at both Argentina and Belgium. Following the Belgian Grand Prix, Fangio officially made the move to Mercedes-Benz. In July 1954 the new Mercedes-Benz race cars made their highly anticipated debut at the French Grand Prix at Reims. Debuting a trio of W 196 R Streamliners, their very appearance inspired awe, looking unlike anything anyone had ever seen before in a Formula One race. Team drivers Fangio, Kling, and Herrmann would qualify 1st, 2nd, and 7th, respectively. Herrmann would go on to set the race’s fastest lap while Fangio and Kling would achieve an impressive 1-2 finish. The race marked a resounding victory for Mercedes-Benz on its long-awaited return to racing. Fangio qualified for the pole position start at the British Grand Prix in late July, but rainy conditions led to a 4th-place finish. The team returned to form at the German Grand Prix at the Nürburgring in early August with a four-car team consisting of three open-wheel cars and one Streamliner. The race marked the debut of the open-wheel iteration of the W 196 R. Fangio earned pole position and would go on to win the race with Kling finishing 4th, each in open-wheel cars. A three-car team, all open-wheel, at the Swiss Grand Prix three weeks later brought nearly identical results, with Fangio again winning and Herrmann finishing 3rd. At the Italian Grand Prix at the Monza circuit in early September, Mercedes-Benz entered two Streamliners and one open-wheel car after testing indicated that the closed-fender coachwork would be faster. In the race, a young British privateer named Stirling Moss behind the wheel of a Maserati 250F led late in the race 19 laps before retiring due to a cracked oil tank. Fangio in a Streamliner and Herrmann in an open-wheel car respectively cruised to 1st and 4th place finishes. The performance of the talented Englishman likely did not escape the attention of Rudolf Uhlenhaut and Alfred Neubauer. Two weeks later the W 196 R cars were entered at a non-championship race, the Berlin Grand Prix, which was held at the AVUS circuit. With no points consequence, this was almost strictly a public relations demonstration for an enthusiastic German audience. Three Streamliners driven by Kling, Fangio, and Herrmann cruised to an easy 1-2-3 podium sweep. At the Spanish Grand Prix in late October, the last race of the year, Fangio finished a team-best 3rd among a contingent of three open-wheel entries. The legend of Juan Manuel Fangio had grown; his second Drivers’ Championship was in the books. The sheer and immediate potency of the Mercedes-Benz W 196 R Silver Arrow had been established, foiling Ferrari’s attempt at a third straight Formula One championship in the process. In the midst of this immediate show of dominance for the W 196 R, chassis number 00009/54, the car offered here, was completed. Originally finished as an open-wheel monoposto built on the 1954-specification 2,350-millimeter long-wheelbase chassis, and being designated with a 54 in its chassis number suffix (1955 cars have a 55 suffix), the car first began testing on 15 December 1954. For chassis number 00009/54, as well as for the victorious Mercedes-Benz racing team, even greater things were to come in the season ahead. CHASSIS NUMBER 00009/54 IN COMPETITION: OPEN-WHEEL For the 1955 season, the W 196 R was further developed to remain as competitive as possible. The engine was improved in numerous aspects, including the addition of a new intake manifold, and the decision was made to run the open-wheel grand prix bodies for almost all of the 1955 races. The revised cars were approximately 70 kilograms (154 pounds) lighter than their predecessors. Further testing demonstrated that the 1954 W 196 R had been significantly compromised by its Continental tires, so the rubber manufacturer was taken to task to deliver a better product, and their development during the off-season was a critical boon for the revised car. The Rennabteilung again went after top driving talent, recruiting the upstart 25-year-old Brit from Monza, Stirling Moss, to join their stable of drivers. Moss eventually became a well-known celebrity in his own right, and one of the most famous of all the notable British drivers. Though his career would be prematurely cut short by an accident in 1962, he remained a forthright proponent of motorsports and a supporter of the automotive niche throughout his life, even serving as a brand ambassador for Mercedes-Benz in his twilight years. His lifelong contributions to the sport and Britain’s motoring niche were recognized in 2000 when he was knighted by the future King Charles. But during the early 1950s Moss was still steadily developing as a privateer, an evolution that had begun with his win at the 1950 Tourist Trophy. To the end of securing a spot on the Mercedes-Benz team, in 1953 he bought and raced a true Formula One specification car, the Maserati 250F. Though the 250F was somewhat unreliable in competition, Moss showed considerable promise during several impressive qualifying sessions, and Neubauer took note after the events of the 1954 Italian Grand Prix. By December 1954 Moss was hired and practicing in the W 196 R, familiarizing himself with the car’s nuances while marveling at the Rennabteilung’s team environment. Moss later wrote of the Mercedes-Benz team, “Their thoroughness and thoughtfulness amazed me from the very beginning. It was like being in a different world…Every course where the cars raced was analyzed mathematically…Neubauer himself used to mark and time gearchanges, lap after lap…Drivers were listened to and respected, which often doesn’t happen on other top teams…Nothing was too much trouble—and they were willing to try anything which might improve performance.” There was no doubt that Mercedes-Benz’ commitment had come to fruition in 1954, and it was about to bear further fruit with Moss onboard. It was Fangio, however, that set the winning tone with a victory at round one of the 1955 Formula One season at the Argentine Grand Prix on 16 January 1955. Since the next Formula One points event on the calendar didn’t arrive until late May, the team remained in Argentina to conduct some live-action testing during the Buenos Aires Grand Prix, as the Formula Libre race’s lack of regulations proved to be a popular testbed for Formula One teams. The Formula Libre Buenos Aires Grand Prix on 30 January 1955 would mark the first race for the car on offer, chassis number 00009/54, piloted by none other than Juan Manuel Fangio as car #2. According to Rennabteilung build sheets on file, as well as recent confirmation by Mercedes-Benz, chassis number 00009/54 was equipped with a “Sport 59” engine, apparently code for the 3.0-liter M196 engine, and fitted with an open-wheel monoposto body. One of the team’s primary objectives for this non-Formula One event was apparently to test this new development of the M196 engine, which was positioned for use in the upcoming W 196 S sports car, the 300 SLR. Moss, Kling, and Herrmann joined Fangio—each racing an open-wheel car. The Buenos Aires Grand Prix race format was a bit unusual: two separate heats of 30 laps each, with the winner determined by the fastest total aggregate time. While Fangio earned the pole position during a rainy qualifying session, Moss leapt out to lead the first heat. Fangio made his move during the 13th lap, briefly holding 1st place before being overtaken by Giuseppe “Nino” Farina’s Ferrari 625, and this order held until the finish line with Fangio 10.5 seconds behind. During the second heat many drivers switched cars, and Fangio initially led before being passed by Moss, who went on to win the heat by three seconds in an exciting finish. Despite finishing 2nd in both heats, Fangio achieved the lowest total time of 2:23:18.9, besting Moss by 11.9 seconds, the 625 Ferrari by over half a minute, and Kling by nearly a minute, thus capturing the win for the Rennabteilung in this important first outing for chassis number 00009/54. The victory gave Fangio a sweep of that season’s races in his native country, having won the Formula One Argentine Grand Prix two weeks prior. The impressive finish at the Buenos Aires Grand Prix was commemorated in-period, with Mercedes-Benz commissioning a beautiful race poster by Anton Stankowski celebrating the 1-2-4 Fangio-Moss-Kling finish. At the Monaco Grand Prix in late May, Fangio was given a new open-wheel car built on an extra short-wheelbase chassis (2,150 millimeters), and though he qualified for the pole, Herrmann then crashed the car in practice. The team’s luck only got worse during the race, where three cars retired early with valve-gear failures and Moss struggled to a 9th place finish. In June, Fangio and Moss roared to 1-2 finishes at both the Belgian Grand Prix and the Dutch Grand Prix before a number of grands prix were cancelled in response to the recent accident at Le Mans. When action resumed at the British Grand Prix at Aintree in mid-July, the Mercedes-Benz team dominated again, with the experienced home-court veteran Moss leading a four-car contingent to a commanding 1-2-3-4 finish (Moss-Fangio-Kling-Taruffi), the only quadruple victory in marque history. This set the stage for the season’s final contest—and 00009/54’s final competition outing: the Italian Grand Prix at Monza in September. CHASSIS NUMBER 00009/54 IN COMPETITION: STROMLINIENWAGEN For 1955, the Monza circuit was rebuilt with a new high-speed bank that has since become legendary in motorsport. With this development, the Rennabteilung already knew the course would favor a Streamliner body, despite the fact that they had been running the open-wheel coachwork exclusively up to this point for the 1955 season. During testing at Monza in August, the team experimented with a new protruding nose piece for the Stromlinienwagen, but results were inconclusive. Ultimately, the medium-wheelbase chassis was chosen to be mounted with new length-adapted Streamliner coachwork in the original style, with the exception of a new air inlet next to the hood to feed the canted engine. Two such cars were built at Untertürkheim. When practice for the race ensued a month later, the medium-wheelbase Streamliner was found to be twitchy at high speeds. Fangio then assumed the use of a spare Streamliner built on an original long-wheelbase chassis from 1954, and Moss quickly requested an identical car, so Neubauer contacted the workshop and ordered a Streamliner to be delivered to Monza as soon as possible. A spare long-wheelbase chassis, number 00009/54, was mounted with a Streamliner body and immediately dispatched to Monza. Mercedes-Benz would send eight cars, nearly all their running W 196 Rs, to what would be the model’s swan song in competitive racing. Of the eight cars sent to the track, four cars were entered by Mercedes-Benz for the race, with Fangio and Moss competing in W 196 R Streamliners and Kling and Piero Taruffi behind the wheels of W 196 R open-wheel monopostos. This car, chassis number 00009/54, was the aforementioned long-wheelbase Streamliner delivered on request for Moss after the medium-wheelbase Streamliners had been declined by Fangio and himself. Stirling Moss, driving under #16, would pilot chassis number 00009/54 in the race. Fangio would secure pole position, with Moss securing 2nd starting position just three-tenths of a second behind Fangio. Kling would qualify 3rd, and Taruffi 9th; the advantage of the Streamliner bodywork at the fast Monza track was evident. From the start, Fangio and Moss held their 1-2 start. Moss would take the lead from Fangio in the 9th lap of the race, but it was short-lived, as Fangio would regain the lead in lap 9 and retain 1st position for the remainder of the race. Moss would go on to hold onto 2nd through lap 18, when he was forced to pit to replace the windscreen, dropping him down to 8th by the time he rejoined the race. Moss would climb to 7th but was soon forced to retire due to a failing piston in cylinder five after completing 27 laps. Completing just over half the race, Moss was still able to achieve the race’s fastest lap at an impressive 2:46.900 in chassis number 00009/54. His frantic 215.7 km/h pace on lap 21, while attempting to make up ground following his early pit stop, earned him one point towards the Formula One Drivers’ Championship. Karl Kling would retire from the Italian Grand Prix shortly after Moss, pulling out of the race with a defective cardan shaft after 32 laps. Fangio would go on to win, tailed closely by Taruffi just seven-tenths of a second behind. The impressive 1-2 finish—a fitting bookend to the W 196 R Stromlinienwagens’ triumphant 1-2 victory at their debut outing, the 1954 French Grand Prix at Reims—would not be replicated again by Mercedes-Benz as a constructor for 58 years, with Lewis Hamilton and Nico Rosberg at the 2014 Malaysian Grand Prix. At the conclusion of the 1955 Formula One season, Fangio captured his second straight World Drivers’ Championship, with Moss finishing 2nd, sealing the W 196 R Silver Arrow’s legend in the process. Moss, meanwhile, had captured two World Sportscar Championship victories in the 300 SLR, including his storied win at the 1955 Mille Miglia in the #722 car with co-driver Denis Jenkinson. This proved to be enough to edge out Ferrari for a narrow championship victory in sports car racing. Significantly, the 300 SLR, internally designated the W 196 S, was the two-seat sports car development of the W 196 R; the 300 SLR benefitted from a larger 3.0-liter motor, the likes of which had been proven in chassis number 00009/54 in Buenos Aires. The W 196 R’s pedigree was now unimpeachable. In two seasons the model had won three championships in two different racing series. In 12 appearances at Formula One points events the W 196 R had won a commanding nine times, and it won two additional non-points races, totaling 11 victories in 14 starts. This 78 percent represents an incredible winning rate by any measure. It is also important to note that the World Constructors’ Championship had not yet been created; had it existed, Mercedes-Benz surely would have won this title, as well. AT THE END OF AN ERA Having demonstrated that they could dominate on the track Mercedes-Benz chose to make a graceful exit once again from motor racing after 1955, bowing out for the next few decades—and further ensuring that the remarkable legend of the W 196 R would never be forgotten. At the conclusion of 1955, 10 different complete W 196 R examples remained in running order, including four with Stromlinienwagen coachwork. Fourteen chassis had been built in total, designated with numbers 1 to 15. (Chassis numbers 1 and 15 were eventually scrapped, and number 11 was never actually assigned to a chassis.) In October 1955, Mercedes-Benz held an official ceremony to retire the W 196, publicly shrouding the cars in dust sheets before transferring them to the company’s museum in Stuttgart. While the Daimler-Benz Museum initially retained all 10 remaining W 196 R examples, four cars were eventually donated to prestigious museums around the world, including chassis number 00009/54. The post-racing path of chassis number 00009/54 was set in motion in September 1964, when a contingent from the Mercedes-Benz Club of America visited the marque’s Untertürkheim plant in Stuttgart. As detailed by a wealth of correspondence on file, during this visit, a conversation ensued between the club’s Wilhelm “Bill” Spoerle and the manufacturer’s Dr. -Ing Friedrich Schildberger about donating a race car to the “planned new museum on the grounds of the Indianapolis Motor Speedway.” A German immigrant who once worked in NSU’s motorcycle racing division before the war, Mr. Spoerle had moved to Indianapolis in 1956 to work on racing cars, taking a position at the nascent Dreyer Motorsports for several years. Eventually lured away by Anton “Tony” Hulman Jr. in 1963, Spoerle became the Restoration Manager at the relatively new museum at the Brickyard. By the time of Spoerle’s visit to Untertürkheim he was already working for Tony Hulman, and he surely realized there could be no better place for a W 196 donation than the Indianapolis Motor Speedway Museum. Tony Hulman was a typical example of one of motorsports’ classic archetypes—the colorful business-savvy impresario who has arrived at racing rather late in life and by accident, but is bitten by the bug and comes to love it. From Terre Haute, Indiana, Hulman was the scion of a fortune built on an eponymous grocery distribution business. He worked his way up through the family business, eventually becoming president in 1931, while excelling in imaginative marketing approaches such as the ad campaign for the firm’s Clabber Girl baking powder. The Brickyard had fallen into a surprising state of disrepair by late 1941 when racing was canceled after the attack on Pearl Harbor. After the war, the track’s owner, former World War I flying ace Eddie Rickenbacker, was content to sell the circuit to whomever might want it, for any use at all. But former three-time Indianapolis 500 winner Wilbur Shaw was adamant that the Brickyard should only be sold to someone intending to keep it open for racing. After searching high and low, Shaw found Hulman, who officially purchased the speedway in November 1945, and quickly set about renovations for the planned 1946 Indianapolis 500, the first post-war edition of the legendary race. Hulman continued to regularly improve the course over the years, while notably founding the Indianapolis Motor Speedway Foundation, a separate non-profit organization created in part as the financial/business facade for the new IMS Museum. As Mercedes-Benz president Walter Hitzinger and chief engineer Dr. Nallinger explained in a March 1965 letter to Hulman, “In view of the special significance of Indianapolis in the history of automobile racing and also in particular view of our own company’s contribution, we have now decided to give you a 2.5 litre streamlined car, Type W 196, built in 1954, as a gift for exhibition in your museum.” Mercedes-Benz had a tie to America’s greatest race, having won the race in just its fifth running in 1915 when Ralph DePalma drove a Mercedes to victory in what proved to be one of just a handful of Indianapolis 500 wins for a European manufacturer. Dr. Schildberger set about re-commissioning the W 196 R so that it could be driven during an official presentation at the Brickyard, which was planned for the weekend of the 1965 Indianapolis 500. For this exhibition, Mercedes-Benz ordered 50 gallons of Esso (Exxon) racing fuel to be delivered. The Stromlinienwagen was shipped through the port of Baltimore in late April and trucked to Indianapolis. Officially donated to the Indianapolis Motor Speedway Foundation on Sunday, 30 May 1965, the Mercedes-Benz made two appearances during the weekend. The first came at an informal presentation after the annual driver’s meeting, where the car was demonstrated by Peter DePaolo in honor of the Mercedes victory 50 years earlier by his uncle, Ralph DePalma. The following day DePaolo again took the wheel before Monday’s feature race, after the car had officially been presented to the IMS Museum by Mercedes-Benz. LIFE IN RETIREMENT For almost six decades, the W 196 R has been fastidiously stored and maintained by the Indianapolis Motor Speedway Museum, occasionally being invited to attend important exhibitions, such as the 1996 Amelia Island Concours d’Elegance, the 2003 Canadian International AutoShow, and the grand re-opening of the redesigned Petersen Automotive Museum in December 2015. The car participated in the first Velocity Invitational (then called Sonoma Speed Festival) event at Sonoma Raceway in 2019, and it was then shown at the Amelia Island Concours d’Elegance once again in 2020. The W 196 R has been displayed at the IMS Museum periodically, including the 2020–2021 “From the Vault” exhibition; when not on display, it was part of the Basement Collection VIP tours of the Museum’s vehicle storage location. Most recently, it was part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance. In the interest of a true educational mission, however, the car has never been submitted for judging at concours events. The Streamliner has been treated to two mild bouts of sympathetic freshening during its more recent lifetime, first undergoing a refinish in the correct DB 180 Silver Metallic in 1980, with race #16 in white roundels, as per the 1955 Monza livery when driven by Stirling Moss. In late 2015, in preparation for its display at the Petersen Museum, the car received a second refinishing of the coachwork by the esteemed experts at Canepa Motorsports in Scotts Valley, California, and it continues to be a startling testament to the brilliance of the Stromlinenwagens at Monza. There is no small irony in the fact that this W 196 R has spent so many decades in the care of the IMS Museum. For at the end of the 1955 season, according to motoring historian Karl Ludvigsen in his book Mercedes-Benz: Quicksilver Century, some minds at Mercedes-Benz wondered how the model might fare in the Indianapolis 500. Initial research and development calculations were undertaken to create performance projections. But after these initial calculations were made, the pursuit was dropped in the face of anticipated high costs and a lack of pure necessity. The W 196 R had achieved everything it was built to do; no further campaigning was necessary. Its shocking form, however, inspired a number of Indianapolis 500 hopefuls—perhaps most notably Jimmy Daywalt and the Sumar Special—to incorporate elements of its streamlined design into their own cars for 1955. It should now be very evident that chassis number 00009/54 is a diamond of extraordinary cut, emitting a brilliance that is almost impossible to fathom. The car is one of just 14 chassis built, and it is believed to be one of just 10 known complete examples surviving at the conclusion of the 1955 Formula One season. Of those, this example was one of only four mounted with the magnificent Streamliner coachwork at the conclusion of the 1955 Formula One season. It was an integral component of the factory racing campaign that saw Mercedes-Benz capture two Formula One Drivers' Championships in as many attempts, and one World Sportscar Championship during the same period. Further driven to victory by Fangio at the 1955 Buenos Aires Grand Prix, and to the fastest lap by Stirling Moss at the 1955 Formula One Italian Grand Prix at Monza, this W 196 R had been piloted by two of history’s most famous and accomplished racing drivers. Following one of the most successful competition campaigns imaginable, the car was retired to the stately in-house collection of Mercedes-Benz before being donated nine years later to the equally respected Indianapolis Motor Speedway Museum, whose collection includes some of the finest racing cars the world has ever seen. Chassis number 00009/54 represents only the second W 196 R ever offered for private ownership, and the sole example offered with the magnificent Streamliner coachwork. Presented in its proper Monza livery from the 1955 Italian Grand Prix, and documented with a trove of period materials, chassis number 00009/54 has moreover never been formally presented for judging or driven in any vintage events; it should experience a rapturous welcome at any of the major events for which it is eligible. Ideal for display at flagship concours d’elegance like Pebble Beach or Villa d’Este, the magnificent W 196 R will surely also experience great acclaim at significant marque events worldwide. The future caretaker can take pride in ownership of a bona fide competition legend that is one of Formula One’s most successful models ever, bar none. Absolutely astonishing in every respect, from its advanced, powerful engineering and truly singular coachwork to its remarkable history—driven by two of the biggest names in motorsports, this W 196 R Stromlinienwagen is a gem without parallel. It now awaits the expected ardor of Formula One enthusiasts, dedicated marque collectors, and lovers of the all-but-unobtainable—sure to redefine our very understanding of what is possible. 1954 Mercedes-Benz W 196 R Stromlinienwagen RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. 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SH ID 24-1126003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Auction This Car Contact the Dealer I am Interested Legal & Copyright The first Streamliner-bodied W 196 R ever offered for private ownership One of four known complete examples mounted with the exquisite factory-built enclosed-fender Stromlinienwagen coachwork at the conclusion of the 1955 Formula One season Driven by future five-time Drivers’ Champion Juan Manuel Fangio to victory at the 1955 Buenos Aires Grand Prix Piloted by celebrated driver Sir Stirling Moss at the 1955 Italian Grand Prix at Monza, achieving fastest lap; presented today with that streamlined bodywork Donated in 1965 by Mercedes-Benz to the Indianapolis Motor Speedway (IMS) Museum, and now offered from 59 years of fastidious care by the IMS Museum RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. 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We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright SHINE BRIGHT LIKE A DIAMOND When evaluating the merits of a so-called legendary racing car, it is imperative to assess it from every angle. Design considerations, engineering provenance, competition pedigree, races won, and drivers utilized all factor in. How successfully did it meet its design brief, and how enduring was its competition success? What was its post-racing life and its private ownership provenance, and what is its current quality? Finally, and not least of all, is the dynamism of its overall presence. In effect, the halo collectible racing car is like a diamond. To be considered of optimal quality, every facet of the car’s unique cut must emit a brilliance that leaves one speechless. All of which informs our understanding of the current offering, the 1954 Mercedes-Benz W 196 R Stromlinienwagen, chassis number 00009/54. Rarely has a racing car emanated brilliance on so many levels. Yet, like any great car, the story of chassis number 00009/54 is not just that of a machine but one of men—and a more compelling group of racing luminaries would be nearly impossible to match. A London-born German engineer with a process so uniquely exacting it seems torn from the pages of a novel; an Argentinian racing veteran nearing the peak of his driving supremacy and worldwide celebrity; a young British driver of no less skill who would one day be knighted by the future King of England; and an American businessman raised to sell food who invested in Gasoline Alley and bought a ticket to immortality on the Brickyard. Rudolf Uhlenhaut—Juan Manuel Fangio—Stirling Moss—Tony Hulman. These four men form the arc of this W 196 R’s story, from the hallowed grounds of Mercedes-Benz’ Rennabteilung (Racing Department), to the stifling heat of Buenos Aires in January, to the brand-new high-speed banks of the Monza circuit, to one of the shrines of motorsport in Indianapolis. Our story begins with a humble engineering student in Munich at the dawn of the thirties when Germany was undergoing some of the worst symptoms of the crushing Great Depression. The London-born Rudolf “Rudi” Uhlenhaut was hired by Mercedes-Benz straight out of school in 1931, and he spent the next five years proving his mettle in the production car department, increasingly recognized for his quiet demeanor, strong work ethic, and unusual sense of commitment. During this time Mercedes-Benz returned to racing, and in 1934 and 1935 the works team enjoyed great success, giving rise to the W 25 racecars known as the Silver Arrows, for their unfinished metal coachwork. Despite these initial successes, Stuttgart suffered a setback in 1936 when that year’s new car failed to meet expectations, and changes were soon afoot. The promising Rudolf Uhlenhaut was promoted to director of the experimental department for racing, which was somewhat of a surprise given that he had no experience in racecar development. He was to work under racing department director Dr. Fritz Nallinger, and in conjunction with racing team manager Alfred Neubauer. Keenly aware of how little he knew about competition cars, Uhlenhaut threw himself into the assignment with characteristic zeal, learning the ins and outs of racecar behavior by privately testing the cars on the Nürburgring. Team drivers marveled at how quickly Uhlenhaut became shockingly good, as he insisted on testing cars at racing speeds to properly replicate in-race conditions, occasionally even besting team-driver lap times in the process. He was also the only Daimler-Benz engineer who routinely traveled with the racing team, and his direction led to key improvements for the 1937 car, the W 125. Uhlenhaut proceeded to the highly successful W 154 and W 165 racecar programs before war broke out in September 1939. A NEW SILVER ARROW RISES FROM THE ASHES Upon resuming production following World War II, Mercedes-Benz faced the daunting task of contributing to rebuilding Germany while finding a profitable niche in the post-war economy. As with most European marques, the company began with inexpensive and efficient models that assumed a pre-war design, being positioned for the common working man, while gradually delving into more luxurious offerings. With the introduction of the 300 S model in 1951, Stuttgart signaled its intention to resume the manufacture of luxury and sporting automobiles, and it came as no surprise that this growth would include a return to motorsports competition. The company’s return to the track began softly, with a new sports car called the 300 SL “Gullwing,” which was created under the management of Rudolf Uhlenhaut. In its earliest W 194 iteration, the 300 SL created a stir in styling and competition that set the table for both further sports car racing, and series production of the popular W 198 300 SL Gullwing production model. But the most natural segway for Stuttgart’s return to high-level racing was afforded by the FIA’s odd cancellation of Formula One for 1952 and 1953, which was prompted by a lack of credible competition. With this conundrum in mind, the FIA stipulated new Formula One regulations that would go into effect for the 1954 season. This advance notice gave all interested manufacturers well over a year to develop a suitable competition car. The new formula was relatively simple; it specified that normally aspirated engines could not exceed 2.5 liters, while blown engines were limited to a comical 750 cubic centimeters. Other than mandating a single centered seat, the rules for coachwork were unspecific. Fritz Nallinger and his fellow directors at Mercedes-Benz recognized this new formula as a unique opportunity to return to the company’s motorsports roots in grand prix racing, and with characteristic efficiency, a plan was put in motion to field the best possible car. A new, well-staffed Rennabteilung (racing department) was created, including a traveling factory team. At their disposal lay the full budget and managerial assets of Mercedes-Benz’s considerable infrastructure. As chief of the Experimental Department, Rudolf Uhlenhaut was the principal engineer overseeing the new grand prix model’s development. He began with a truss-type narrow-diameter tubular space frame similar to the W 194 300 SL racing car’s chassis. Dubbed the W 196 R, this chassis was equipped with front independent suspension via double wishbones, torsion-bar springs, and cutting-edge hydraulic telescopic shock absorbers. More significantly, the rear suspension was governed by a low-pivot swing axle that was personally developed by Uhlenhaut, a design feature that would later reappear in the 300 SL Roadster production car. Massive Alfin drum brakes were specified to keep the W 196 R grounded, and they were mounted inboard to lower unsprung mass. Having run both supercharged inline eight-cylinder and V-12 engines during the interwar period, the racing department had several options to test, and eventually concluded that a straight-eight configuration displacing 2,494 cubic centimeters would deliver the most consistent power. Designed around a complex Hirth roller-bearing crankshaft, the engine was essentially two four-cylinder motors in unison, with two camshafts for each intake and exhaust. This jewel of an engine was equipped with racing components like dual ignition and dry-sump lubrication while featuring revolutionary desmodromic valve gear instead of standard valve springs; and Bosch high-pressure direct fuel injection that guaranteed reliable and smooth power application. The purpose-developed M196 engine initially developed a robust 257 horsepower, which was gradually improved over two seasons to 290 horsepower. The motor was positioned low in the front compartment, canted by 20 degrees to save space, and coupled to a rear-mounted five-speed gearbox actuated by a single-disc dry clutch. The gearbox unusually featured synchros in the upper four gears, while a limited-slip differential ensured superior traction. Fuel was provided by a specialized 178-liter tank with compartmented baffles that reduced sloshing issues. Since the new formula specified so few limitations to coachwork, Nallinger and Uhlenhaut concluded that a streamlined aerodynamic body with enclosed wheels would optimize high-speed courses, while an open-wheel grand prix body would be ideal for more twisting circuits. Sleek and purposeful, the W 196 R’s torpedo-shaped open-wheel body was drawn up along lines that were largely conventional for the era. The streamlined body, in contrast, was something truly unique. Low and wide, its smoothly curved coachwork featured minimal frills, being chiefly distinguished by a wide open-mouth grille, cooling inlets on the rear shoulder haunches, and molded character lines across the tops of the front wheel wells (a design cue that came to be characteristic across the 300 SL model line, lending a marvelous continuity among the marque’s sports-racing cars). This was undoubtedly one of the most exquisite expressions of curve and stance ever pounded out, rivalling the most sensuous sports-racers and supercars for sheer visual appeal. These streamlined bodies were built in extremely limited quantity by the racing department out of Elektron magnesium alloy, providing a shell even lighter than aluminum for a total weight of just over 88 pounds. The open-wheel bodies were also made of lightweight alloy, although coachwork production later shifted to steel bodies built at Sindelfingen. The streamlined enclosed-wheel body was intermittently campaigned with the open-wheel grand prix-style body during the 1954 and 1955 racing seasons. The factory designation for the enclosed-wheel coachwork was Stromlinie, or Streamline, and today these cars are also known as Streamliner or Stromlinienwagen (streamlined car). With such powerful mechanical specifications and slippery lightweight coachwork, the W 196 R could exceed 186 mph, making it one of the fastest grand prix cars yet constructed. 1954: A PERFECT PLAN REALIZED Of course, Alfred Neubauer, the longtime manager of the Mercedes-Benz racing team, knew that the W 196 R’s success would be contingent on driving talent, so the decision was made early in development to contract the best array of available drivers. While two German drivers were initially signed, the veteran Karl Kling and the up-and-coming Hans Herrmann, the spotlight soon belonged to the third team member: noted Argentinian racing driver Juan Manuel Fangio. There was a time in the late 1950s when the five-time Formula One champion Juan Manuel Fangio enjoyed a fame that transcended motorsport—when he was a true worldwide celebrity not unlike Lewis Hamilton today, and when grandstands rang out with passionate chants of “FONN-GEE-OHHH!” Before he was a household name, in early 1954 Juan Manuel Fangio was merely a potential in transition, a burgeoning talent waiting to explode. Without a doubt, Fangio’s credentials had already been established with his first Drivers’ Championship for Alfa Romeo in 1951. But with the disintegration of the Alfa Romeo team during 1952 and the FIA’s subsequent cancelation of Formula One in favor of Formula Two proceedings, Ferrari dominated the following two years of competition. Fangio toiled away patiently with the Maserati team, and in sports car racing. Victories came repeatedly, but further championships remained elusive, and having reached his early forties, there was a justifiable presentiment among racing fans that Fangio’s best days were already behind him. Fortunately for Fangio, his star had already been recognized by Stuttgart. Ever in search of the best driving talent, Alfred Neubauer could not help but remember Fangio’s remarkable performance in an Alfa Romeo at the 1951 Swiss Grand Prix—achieving pole, fastest lap, and a 1st-place finish. Neubauer reached out to Fangio’s agent and a contract for 1954 was signed with Mercedes-Benz. But as the 1954 season began, the new machine from Stuttgart still awaited completion. This led Fangio to continue racing for Maserati in the first two rounds of the 1954 Formula One season, winning the Grands Prix at both Argentina and Belgium. Following the Belgian Grand Prix, Fangio officially made the move to Mercedes-Benz. In July 1954 the new Mercedes-Benz race cars made their highly anticipated debut at the French Grand Prix at Reims. Debuting a trio of W 196 R Streamliners, their very appearance inspired awe, looking unlike anything anyone had ever seen before in a Formula One race. Team drivers Fangio, Kling, and Herrmann would qualify 1st, 2nd, and 7th, respectively. Herrmann would go on to set the race’s fastest lap while Fangio and Kling would achieve an impressive 1-2 finish. The race marked a resounding victory for Mercedes-Benz on its long-awaited return to racing. Fangio qualified for the pole position start at the British Grand Prix in late July, but rainy conditions led to a 4th-place finish. The team returned to form at the German Grand Prix at the Nürburgring in early August with a four-car team consisting of three open-wheel cars and one Streamliner. The race marked the debut of the open-wheel iteration of the W 196 R. Fangio earned pole position and would go on to win the race with Kling finishing 4th, each in open-wheel cars. A three-car team, all open-wheel, at the Swiss Grand Prix three weeks later brought nearly identical results, with Fangio again winning and Herrmann finishing 3rd. At the Italian Grand Prix at the Monza circuit in early September, Mercedes-Benz entered two Streamliners and one open-wheel car after testing indicated that the closed-fender coachwork would be faster. In the race, a young British privateer named Stirling Moss behind the wheel of a Maserati 250F led late in the race 19 laps before retiring due to a cracked oil tank. Fangio in a Streamliner and Herrmann in an open-wheel car respectively cruised to 1st and 4th place finishes. The performance of the talented Englishman likely did not escape the attention of Rudolf Uhlenhaut and Alfred Neubauer. Two weeks later the W 196 R cars were entered at a non-championship race, the Berlin Grand Prix, which was held at the AVUS circuit. With no points consequence, this was almost strictly a public relations demonstration for an enthusiastic German audience. Three Streamliners driven by Kling, Fangio, and Herrmann cruised to an easy 1-2-3 podium sweep. At the Spanish Grand Prix in late October, the last race of the year, Fangio finished a team-best 3rd among a contingent of three open-wheel entries. The legend of Juan Manuel Fangio had grown; his second Drivers’ Championship was in the books. The sheer and immediate potency of the Mercedes-Benz W 196 R Silver Arrow had been established, foiling Ferrari’s attempt at a third straight Formula One championship in the process. In the midst of this immediate show of dominance for the W 196 R, chassis number 00009/54, the car offered here, was completed. Originally finished as an open-wheel monoposto built on the 1954-specification 2,350-millimeter long-wheelbase chassis, and being designated with a 54 in its chassis number suffix (1955 cars have a 55 suffix), the car first began testing on 15 December 1954. For chassis number 00009/54, as well as for the victorious Mercedes-Benz racing team, even greater things were to come in the season ahead. CHASSIS NUMBER 00009/54 IN COMPETITION: OPEN-WHEEL For the 1955 season, the W 196 R was further developed to remain as competitive as possible. The engine was improved in numerous aspects, including the addition of a new intake manifold, and the decision was made to run the open-wheel grand prix bodies for almost all of the 1955 races. The revised cars were approximately 70 kilograms (154 pounds) lighter than their predecessors. Further testing demonstrated that the 1954 W 196 R had been significantly compromised by its Continental tires, so the rubber manufacturer was taken to task to deliver a better product, and their development during the off-season was a critical boon for the revised car. The Rennabteilung again went after top driving talent, recruiting the upstart 25-year-old Brit from Monza, Stirling Moss, to join their stable of drivers. Moss eventually became a well-known celebrity in his own right, and one of the most famous of all the notable British drivers. Though his career would be prematurely cut short by an accident in 1962, he remained a forthright proponent of motorsports and a supporter of the automotive niche throughout his life, even serving as a brand ambassador for Mercedes-Benz in his twilight years. His lifelong contributions to the sport and Britain’s motoring niche were recognized in 2000 when he was knighted by the future King Charles. But during the early 1950s Moss was still steadily developing as a privateer, an evolution that had begun with his win at the 1950 Tourist Trophy. To the end of securing a spot on the Mercedes-Benz team, in 1953 he bought and raced a true Formula One specification car, the Maserati 250F. Though the 250F was somewhat unreliable in competition, Moss showed considerable promise during several impressive qualifying sessions, and Neubauer took note after the events of the 1954 Italian Grand Prix. By December 1954 Moss was hired and practicing in the W 196 R, familiarizing himself with the car’s nuances while marveling at the Rennabteilung’s team environment. Moss later wrote of the Mercedes-Benz team, “Their thoroughness and thoughtfulness amazed me from the very beginning. It was like being in a different world…Every course where the cars raced was analyzed mathematically…Neubauer himself used to mark and time gearchanges, lap after lap…Drivers were listened to and respected, which often doesn’t happen on other top teams…Nothing was too much trouble—and they were willing to try anything which might improve performance.” There was no doubt that Mercedes-Benz’ commitment had come to fruition in 1954, and it was about to bear further fruit with Moss onboard. It was Fangio, however, that set the winning tone with a victory at round one of the 1955 Formula One season at the Argentine Grand Prix on 16 January 1955. Since the next Formula One points event on the calendar didn’t arrive until late May, the team remained in Argentina to conduct some live-action testing during the Buenos Aires Grand Prix, as the Formula Libre race’s lack of regulations proved to be a popular testbed for Formula One teams. The Formula Libre Buenos Aires Grand Prix on 30 January 1955 would mark the first race for the car on offer, chassis number 00009/54, piloted by none other than Juan Manuel Fangio as car #2. According to Rennabteilung build sheets on file, as well as recent confirmation by Mercedes-Benz, chassis number 00009/54 was equipped with a “Sport 59” engine, apparently code for the 3.0-liter M196 engine, and fitted with an open-wheel monoposto body. One of the team’s primary objectives for this non-Formula One event was apparently to test this new development of the M196 engine, which was positioned for use in the upcoming W 196 S sports car, the 300 SLR. Moss, Kling, and Herrmann joined Fangio—each racing an open-wheel car. The Buenos Aires Grand Prix race format was a bit unusual: two separate heats of 30 laps each, with the winner determined by the fastest total aggregate time. While Fangio earned the pole position during a rainy qualifying session, Moss leapt out to lead the first heat. Fangio made his move during the 13th lap, briefly holding 1st place before being overtaken by Giuseppe “Nino” Farina’s Ferrari 625, and this order held until the finish line with Fangio 10.5 seconds behind. During the second heat many drivers switched cars, and Fangio initially led before being passed by Moss, who went on to win the heat by three seconds in an exciting finish. Despite finishing 2nd in both heats, Fangio achieved the lowest total time of 2:23:18.9, besting Moss by 11.9 seconds, the 625 Ferrari by over half a minute, and Kling by nearly a minute, thus capturing the win for the Rennabteilung in this important first outing for chassis number 00009/54. The victory gave Fangio a sweep of that season’s races in his native country, having won the Formula One Argentine Grand Prix two weeks prior. The impressive finish at the Buenos Aires Grand Prix was commemorated in-period, with Mercedes-Benz commissioning a beautiful race poster by Anton Stankowski celebrating the 1-2-4 Fangio-Moss-Kling finish. At the Monaco Grand Prix in late May, Fangio was given a new open-wheel car built on an extra short-wheelbase chassis (2,150 millimeters), and though he qualified for the pole, Herrmann then crashed the car in practice. The team’s luck only got worse during the race, where three cars retired early with valve-gear failures and Moss struggled to a 9th place finish. In June, Fangio and Moss roared to 1-2 finishes at both the Belgian Grand Prix and the Dutch Grand Prix before a number of grands prix were cancelled in response to the recent accident at Le Mans. When action resumed at the British Grand Prix at Aintree in mid-July, the Mercedes-Benz team dominated again, with the experienced home-court veteran Moss leading a four-car contingent to a commanding 1-2-3-4 finish (Moss-Fangio-Kling-Taruffi), the only quadruple victory in marque history. This set the stage for the season’s final contest—and 00009/54’s final competition outing: the Italian Grand Prix at Monza in September. CHASSIS NUMBER 00009/54 IN COMPETITION: STROMLINIENWAGEN For 1955, the Monza circuit was rebuilt with a new high-speed bank that has since become legendary in motorsport. With this development, the Rennabteilung already knew the course would favor a Streamliner body, despite the fact that they had been running the open-wheel coachwork exclusively up to this point for the 1955 season. During testing at Monza in August, the team experimented with a new protruding nose piece for the Stromlinienwagen, but results were inconclusive. Ultimately, the medium-wheelbase chassis was chosen to be mounted with new length-adapted Streamliner coachwork in the original style, with the exception of a new air inlet next to the hood to feed the canted engine. Two such cars were built at Untertürkheim. When practice for the race ensued a month later, the medium-wheelbase Streamliner was found to be twitchy at high speeds. Fangio then assumed the use of a spare Streamliner built on an original long-wheelbase chassis from 1954, and Moss quickly requested an identical car, so Neubauer contacted the workshop and ordered a Streamliner to be delivered to Monza as soon as possible. A spare long-wheelbase chassis, number 00009/54, was mounted with a Streamliner body and immediately dispatched to Monza. Mercedes-Benz would send eight cars, nearly all their running W 196 Rs, to what would be the model’s swan song in competitive racing. Of the eight cars sent to the track, four cars were entered by Mercedes-Benz for the race, with Fangio and Moss competing in W 196 R Streamliners and Kling and Piero Taruffi behind the wheels of W 196 R open-wheel monopostos. This car, chassis number 00009/54, was the aforementioned long-wheelbase Streamliner delivered on request for Moss after the medium-wheelbase Streamliners had been declined by Fangio and himself. Stirling Moss, driving under #16, would pilot chassis number 00009/54 in the race. Fangio would secure pole position, with Moss securing 2nd starting position just three-tenths of a second behind Fangio. Kling would qualify 3rd, and Taruffi 9th; the advantage of the Streamliner bodywork at the fast Monza track was evident. From the start, Fangio and Moss held their 1-2 start. Moss would take the lead from Fangio in the 9th lap of the race, but it was short-lived, as Fangio would regain the lead in lap 9 and retain 1st position for the remainder of the race. Moss would go on to hold onto 2nd through lap 18, when he was forced to pit to replace the windscreen, dropping him down to 8th by the time he rejoined the race. Moss would climb to 7th but was soon forced to retire due to a failing piston in cylinder five after completing 27 laps. Completing just over half the race, Moss was still able to achieve the race’s fastest lap at an impressive 2:46.900 in chassis number 00009/54. His frantic 215.7 km/h pace on lap 21, while attempting to make up ground following his early pit stop, earned him one point towards the Formula One Drivers’ Championship. Karl Kling would retire from the Italian Grand Prix shortly after Moss, pulling out of the race with a defective cardan shaft after 32 laps. Fangio would go on to win, tailed closely by Taruffi just seven-tenths of a second behind. The impressive 1-2 finish—a fitting bookend to the W 196 R Stromlinienwagens’ triumphant 1-2 victory at their debut outing, the 1954 French Grand Prix at Reims—would not be replicated again by Mercedes-Benz as a constructor for 58 years, with Lewis Hamilton and Nico Rosberg at the 2014 Malaysian Grand Prix. At the conclusion of the 1955 Formula One season, Fangio captured his second straight World Drivers’ Championship, with Moss finishing 2nd, sealing the W 196 R Silver Arrow’s legend in the process. Moss, meanwhile, had captured two World Sportscar Championship victories in the 300 SLR, including his storied win at the 1955 Mille Miglia in the #722 car with co-driver Denis Jenkinson. This proved to be enough to edge out Ferrari for a narrow championship victory in sports car racing. Significantly, the 300 SLR, internally designated the W 196 S, was the two-seat sports car development of the W 196 R; the 300 SLR benefitted from a larger 3.0-liter motor, the likes of which had been proven in chassis number 00009/54 in Buenos Aires. The W 196 R’s pedigree was now unimpeachable. In two seasons the model had won three championships in two different racing series. In 12 appearances at Formula One points events the W 196 R had won a commanding nine times, and it won two additional non-points races, totaling 11 victories in 14 starts. This 78 percent represents an incredible winning rate by any measure. It is also important to note that the World Constructors’ Championship had not yet been created; had it existed, Mercedes-Benz surely would have won this title, as well. AT THE END OF AN ERA Having demonstrated that they could dominate on the track Mercedes-Benz chose to make a graceful exit once again from motor racing after 1955, bowing out for the next few decades—and further ensuring that the remarkable legend of the W 196 R would never be forgotten. At the conclusion of 1955, 10 different complete W 196 R examples remained in running order, including four with Stromlinienwagen coachwork. Fourteen chassis had been built in total, designated with numbers 1 to 15. (Chassis numbers 1 and 15 were eventually scrapped, and number 11 was never actually assigned to a chassis.) In October 1955, Mercedes-Benz held an official ceremony to retire the W 196, publicly shrouding the cars in dust sheets before transferring them to the company’s museum in Stuttgart. While the Daimler-Benz Museum initially retained all 10 remaining W 196 R examples, four cars were eventually donated to prestigious museums around the world, including chassis number 00009/54. The post-racing path of chassis number 00009/54 was set in motion in September 1964, when a contingent from the Mercedes-Benz Club of America visited the marque’s Untertürkheim plant in Stuttgart. As detailed by a wealth of correspondence on file, during this visit, a conversation ensued between the club’s Wilhelm “Bill” Spoerle and the manufacturer’s Dr. -Ing Friedrich Schildberger about donating a race car to the “planned new museum on the grounds of the Indianapolis Motor Speedway.” A German immigrant who once worked in NSU’s motorcycle racing division before the war, Mr. Spoerle had moved to Indianapolis in 1956 to work on racing cars, taking a position at the nascent Dreyer Motorsports for several years. Eventually lured away by Anton “Tony” Hulman Jr. in 1963, Spoerle became the Restoration Manager at the relatively new museum at the Brickyard. By the time of Spoerle’s visit to Untertürkheim he was already working for Tony Hulman, and he surely realized there could be no better place for a W 196 donation than the Indianapolis Motor Speedway Museum. Tony Hulman was a typical example of one of motorsports’ classic archetypes—the colorful business-savvy impresario who has arrived at racing rather late in life and by accident, but is bitten by the bug and comes to love it. From Terre Haute, Indiana, Hulman was the scion of a fortune built on an eponymous grocery distribution business. He worked his way up through the family business, eventually becoming president in 1931, while excelling in imaginative marketing approaches such as the ad campaign for the firm’s Clabber Girl baking powder. The Brickyard had fallen into a surprising state of disrepair by late 1941 when racing was canceled after the attack on Pearl Harbor. After the war, the track’s owner, former World War I flying ace Eddie Rickenbacker, was content to sell the circuit to whomever might want it, for any use at all. But former three-time Indianapolis 500 winner Wilbur Shaw was adamant that the Brickyard should only be sold to someone intending to keep it open for racing. After searching high and low, Shaw found Hulman, who officially purchased the speedway in November 1945, and quickly set about renovations for the planned 1946 Indianapolis 500, the first post-war edition of the legendary race. Hulman continued to regularly improve the course over the years, while notably founding the Indianapolis Motor Speedway Foundation, a separate non-profit organization created in part as the financial/business facade for the new IMS Museum. As Mercedes-Benz president Walter Hitzinger and chief engineer Dr. Nallinger explained in a March 1965 letter to Hulman, “In view of the special significance of Indianapolis in the history of automobile racing and also in particular view of our own company’s contribution, we have now decided to give you a 2.5 litre streamlined car, Type W 196, built in 1954, as a gift for exhibition in your museum.” Mercedes-Benz had a tie to America’s greatest race, having won the race in just its fifth running in 1915 when Ralph DePalma drove a Mercedes to victory in what proved to be one of just a handful of Indianapolis 500 wins for a European manufacturer. Dr. Schildberger set about re-commissioning the W 196 R so that it could be driven during an official presentation at the Brickyard, which was planned for the weekend of the 1965 Indianapolis 500. For this exhibition, Mercedes-Benz ordered 50 gallons of Esso (Exxon) racing fuel to be delivered. The Stromlinienwagen was shipped through the port of Baltimore in late April and trucked to Indianapolis. Officially donated to the Indianapolis Motor Speedway Foundation on Sunday, 30 May 1965, the Mercedes-Benz made two appearances during the weekend. The first came at an informal presentation after the annual driver’s meeting, where the car was demonstrated by Peter DePaolo in honor of the Mercedes victory 50 years earlier by his uncle, Ralph DePalma. The following day DePaolo again took the wheel before Monday’s feature race, after the car had officially been presented to the IMS Museum by Mercedes-Benz. LIFE IN RETIREMENT For almost six decades, the W 196 R has been fastidiously stored and maintained by the Indianapolis Motor Speedway Museum, occasionally being invited to attend important exhibitions, such as the 1996 Amelia Island Concours d’Elegance, the 2003 Canadian International AutoShow, and the grand re-opening of the redesigned Petersen Automotive Museum in December 2015. The car participated in the first Velocity Invitational (then called Sonoma Speed Festival) event at Sonoma Raceway in 2019, and it was then shown at the Amelia Island Concours d’Elegance once again in 2020. The W 196 R has been displayed at the IMS Museum periodically, including the 2020–2021 “From the Vault” exhibition; when not on display, it was part of the Basement Collection VIP tours of the Museum’s vehicle storage location. Most recently, it was part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance. In the interest of a true educational mission, however, the car has never been submitted for judging at concours events. The Streamliner has been treated to two mild bouts of sympathetic freshening during its more recent lifetime, first undergoing a refinish in the correct DB 180 Silver Metallic in 1980, with race #16 in white roundels, as per the 1955 Monza livery when driven by Stirling Moss. In late 2015, in preparation for its display at the Petersen Museum, the car received a second refinishing of the coachwork by the esteemed experts at Canepa Motorsports in Scotts Valley, California, and it continues to be a startling testament to the brilliance of the Stromlinenwagens at Monza. There is no small irony in the fact that this W 196 R has spent so many decades in the care of the IMS Museum. For at the end of the 1955 season, according to motoring historian Karl Ludvigsen in his book Mercedes-Benz: Quicksilver Century, some minds at Mercedes-Benz wondered how the model might fare in the Indianapolis 500. Initial research and development calculations were undertaken to create performance projections. But after these initial calculations were made, the pursuit was dropped in the face of anticipated high costs and a lack of pure necessity. The W 196 R had achieved everything it was built to do; no further campaigning was necessary. Its shocking form, however, inspired a number of Indianapolis 500 hopefuls—perhaps most notably Jimmy Daywalt and the Sumar Special—to incorporate elements of its streamlined design into their own cars for 1955. It should now be very evident that chassis number 00009/54 is a diamond of extraordinary cut, emitting a brilliance that is almost impossible to fathom. The car is one of just 14 chassis built, and it is believed to be one of just 10 known complete examples surviving at the conclusion of the 1955 Formula One season. Of those, this example was one of only four mounted with the magnificent Streamliner coachwork at the conclusion of the 1955 Formula One season. It was an integral component of the factory racing campaign that saw Mercedes-Benz capture two Formula One Drivers' Championships in as many attempts, and one World Sportscar Championship during the same period. Further driven to victory by Fangio at the 1955 Buenos Aires Grand Prix, and to the fastest lap by Stirling Moss at the 1955 Formula One Italian Grand Prix at Monza, this W 196 R had been piloted by two of history’s most famous and accomplished racing drivers. Following one of the most successful competition campaigns imaginable, the car was retired to the stately in-house collection of Mercedes-Benz before being donated nine years later to the equally respected Indianapolis Motor Speedway Museum, whose collection includes some of the finest racing cars the world has ever seen. Chassis number 00009/54 represents only the second W 196 R ever offered for private ownership, and the sole example offered with the magnificent Streamliner coachwork. Presented in its proper Monza livery from the 1955 Italian Grand Prix, and documented with a trove of period materials, chassis number 00009/54 has moreover never been formally presented for judging or driven in any vintage events; it should experience a rapturous welcome at any of the major events for which it is eligible. Ideal for display at flagship concours d’elegance like Pebble Beach or Villa d’Este, the magnificent W 196 R will surely also experience great acclaim at significant marque events worldwide. The future caretaker can take pride in ownership of a bona fide competition legend that is one of Formula One’s most successful models ever, bar none. Absolutely astonishing in every respect, from its advanced, powerful engineering and truly singular coachwork to its remarkable history—driven by two of the biggest names in motorsports, this W 196 R Stromlinienwagen is a gem without parallel. 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In the vast 1980s, an extraordinary story of passion and dedication unfolded, led by the visionary Alois Ruf Sr. The fascination with Porsche began with a dramatic event. Senior had founded a tour bus company; during a drive through scenic Bavaria, Ruf Sr. saw a Porsche 356 lose control and go off the road with a bang. Like a true lifesaver, he brought the damaged gem back to his workshop. The restoration of this 356 became not only a passion project, but also the beginning of a new era. His heart stolen by the 911, Alois Ruf Jr. later took the wheel. No fan of autobuses full of senior citizens, he decided to focus entirely on Porsche, with a special emphasis on the 911. From the company's German headquarters, Ruf Jr. began refining Porsche models. Our example, a rare Carrera 2 RUF from the sought-after 964 generation, saw the light of day in sunny France in 1989. Shrouded in refined Marine Blau Metallic, this classic exudes purity and elegance. Every detail of this RUF has been carefully preserved, including the original booklets and documentation, safely stored in a Cool Classic box. By definition, this is a car that falls within every frame of a Cool Classic. Our passion for this impressive RUF is boundless; we just can't stop talking about it. We are happy to share all the ins and outs of this car with you! 1989 Porsche 964 Carrera 2 Cool Classic Club If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0318004 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 252 PK Date Part I October 2, 1989 Color Marine blau metallic Interior Navy Blue leather Transmission Manual VAT deductible No Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright In the vast 1980s, an extraordinary story of passion and dedication unfolded, led by the visionary Alois Ruf Sr. The fascination with Porsche began with a dramatic event. Senior had founded a tour bus company; during a drive through scenic Bavaria, Ruf Sr. saw a Porsche 356 lose control and go off the road with a bang. Like a true lifesaver, he brought the damaged gem back to his workshop. The restoration of this 356 became not only a passion project, but also the beginning of a new era. His heart stolen by the 911, Alois Ruf Jr. later took the wheel. No fan of autobuses full of senior citizens, he decided to focus entirely on Porsche, with a special emphasis on the 911. From the company's German headquarters, Ruf Jr. began refining Porsche models. Our example, a rare Carrera 2 RUF from the sought-after 964 generation, saw the light of day in sunny France in 1989. Shrouded in refined Marine Blau Metallic, this classic exudes purity and elegance. Every detail of this RUF has been carefully preserved, including the original booklets and documentation, safely stored in a Cool Classic box. By definition, this is a car that falls within every frame of a Cool Classic. Our passion for this impressive RUF is boundless; we just can't stop talking about it. We are happy to share all the ins and outs of this car with you! 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