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1980 BMW M1 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 23-1122002 SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN WBS59910004301214 Exterior Color White w/ Custom Colors Interior Color Black leather Engine 3.5L inline 6-cylinder Transmission 5-speed manual transaxle 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 Other Cars from Fantasy Junction 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 1965-Alfa-Romeo-2600-Spider-24.jpg 1/25 1965 Alfa Romeo 2600 Spider Fantasy Junction United States Last Featured Cars

Few sports cars have proven as versatile as Porsche's timeless 911, a model that has proven itself capable of being a true grand tourer as well as a rally and circuit car over the past 50 years. A "modern classic" if ever there was one, the 911 was unveiled at the 1963 Frankfurt Motor Show as the 901, but shortly after it went into production in 1964 became the 911, following a complaint from Peugeot, which had filed a complaint about the use of the central zero for its models. The rear overhung engine architecture of its 356 predecessor was retained, but the 911 used a monocoque structure for its construction and abandoned the Volkswagen-derived suspension of the 356 in favor of a more modern strut and trailing arm McPherson system. In its first incarnation, Porsche's 1991cc air-cooled, single overhead cam flat six developed 130 bhp. When Porsche began to look at ways to improve its successful 356 model in the mid-1950s, it quickly became apparent that a simple evolution would not be enough. The potential changes to the 356 were such that an entirely new model had to be developed. The new Porsche would offer more space for occupants, as well as sufficient storage space for a set of golf clubs. The performance level of the new model was to match that of the 356 Carrera 2, while retaining the refinement of the 'normal' 356. The basic platform layout was to be retained, as well as the familiar Porsche silhouette. Ferdinand, Ferry Porsche's eldest son, was responsible for the design, developing the chassis and bodywork, while his cousin, Ferdinand Piëch, developed the air-cooled flat-six. The first advertisements for the new car stated: "... to design and build - almost without compromise - the ultimate car for getting from one point to another in the fastest, safest and most enjoyable way possible." The 911 is new in every detail, but it is undeniably a Porsche. Thanks to Ferdinand Piëch, the 901/911 was designed as a racing car from the beginning. This is particularly clear in the engine design with its dry sump and overflow Solex carburetors, both of which were developed in racing to make the engine run more smoothly. The overflow carburetors were unfortunately to prove unsuitable for road use. As early as 1964, the factory had equipped ten 904s with the six-cylinder 911 and named them 906s (which is the prefix of their chassis number). This led to confusion with the 906 Carrera 6, so the name 904/6 was preferred. These 904-906s were used to test the 901 engine for competition use in the 911. As it seemed to work well, it was decided not to wait any longer and to enter a 904/6 in the 49th Targa Florio. The race was won by a Ferrari 275 P2. The Italians did well to savor this victory, because the next five editions were won by Porsches. Second place went to an eight-cylinder Spyder 904 Kanguruh followed by a 904/6 (Maglioli-Linge) with a 901 engine. This was the first race appearance of the six-cylinder 911 in a version boosted to 210 hp at 8,000 rpm (901/20 engine). During the course of the year, this engine proved to be remarkably reliable. The green light was therefore given for the creation of a sports version of the 901 for the 911 S. The 911, a sedan? At the time of the 911's racing debut, it was still possible to enter identical cars powered by different engines in different classes. Of course, this required discussions with FIA officials. Fortunately, Porsche could count on the diplomatic skills of Huschke von Hanstein to obtain homologation for the 11 and 911L in Group 2 (touring cars) and the 911T and 911S in Grand Touring (Group 3). Even a lightweight, unbroken 911T like a 911S is approved as a GT car with a dry weight of 923 kg. The reason for the FIA's tolerance is that the first competition 911s were very similar to the production models, at least until the A-series. The only changes were in ride height and torsion bar settings. The gearboxes could be fitted with gears suitable for all kinds of competition. From the point of view of the regulations, Porsche had an unquestionable advantage because the FIA considered the 911 to be a sedan, which even allowed it to take part in certain races where sports cars were forbidden. The commercial benefits were nil as the public considered the victories to be unfair, as the 911s were obviously GTs. The only drawback was that in Group 2 (Touring) and Group 3 (GT), the 911s could not benefit from any increase in engine capacity above 2 liters. Of course, the 911s entered in the Prototype Class could have engines with increased displacement within the limits of the regulations. If the increase in displacement was forbidden, it was of course possible to increase the power. For this purpose, Porsche had obtained the approval of "kits". For the 911 and 911L, they made it possible to easily reach 160 hp. The engine was then called "Rallye" or 2000R. For the 911T and S, the factory supplied an engine identical to that of the Carrera 6, but without the dual ignition. An even more advanced version (with titanium connecting rods) was available, which was reserved for the 911T racing cars. Rallye de Monte-Carlo 1965: This year, to everyone's surprise, a 904 finished second overall in the 34th Monte Carlo Rally. It was driven by Böhringer (a private hotelier and former Mercedes racer) with Wütherich (James Dean's mechanic) as co-driver. The winning car was a Mini Cooper, much better suited to the terrible winter conditions of 1965, and no one foresaw that Porsches would ever beat the Mini. Just as no one noticed the participation of a 911, the fiftieth 911 to come off the Zuffenhausen production line, whose baptism of fire in competition was the first of its kind. Driven by the extremely experienced factory driver Herbert Linge and engineer Peter Falk, it finished an astonishing fifth overall and second in class. Season 1965: Porsche's participation in the other rounds of the European Rally Championship was a failure. It must be said that Huschke von Hanstein did not consider this to be an activity worthy of great financial effort. Even when rallying becomes a Porsche specialty, it will be with derisory means compared to those devoted to prototypes. It is true that the publicity given to Porsche by the results of the 917 prototypes will somewhat overshadow the rally victories of the small 911. It took all the persuasion and talent of Vic Elford to get Huschke von Hanstein to admit that this was an opportunity not to be missed. 24 Hours of Le Mans 1966: Another historic event that goes unnoticed: the first participation of a 911 at Le Mans. It was a virtually original 911S, 1965 model (chassis 303.355), which was entered in the GT category (under number 35) by Jacques Dewez. Driven by Kerguen and "Franc" (Dewez), it finished fourteenth in the distance classification and twelfth in the performance index at an average speed of 159 km/h. At the end of the race, it was put up for sale and left as it had arrived, by road. Our car: Delivered new in March 1966 by Sonauto the Porsche distributor in France in Polo Rot (paint code: 6602) with black leatherette interior, 303800 is one of the first short-wheelbase models, one of the most popular types among the historic rally racing siblings. After 3 owners, the car was acquired by its current owner and entrusted to RV Classic, a workshop renowned for its expertise in the restoration of racing Porsches in France. A meticulous restoration of the hull and its FIA conformity is carried out. Sebastien Crubilé (CRUBILE SPORT) has been entrusted with the mechanics, and the car will make its first circuit runs in 2020. After its last race at Le Mans Classic 2023, the car is now ready to race with updated safety equipment and its FIA PTH. The engine was recently rebuilt by Crubile Sport, and has only 500km of running-in. A fine dossier of photos confirms that the car's maintenance has not been subject to any spending restrictions. This is a rare opportunity to become the owner of a superb 1965-specification Porsche 911 racing car! 1966 Porsche 911 Historic Cars 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 23-1122008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 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 Few sports cars have proven as versatile as Porsche's timeless 911, a model that has proven itself capable of being a true grand tourer as well as a rally and circuit car over the past 50 years. A "modern classic" if ever there was one, the 911 was unveiled at the 1963 Frankfurt Motor Show as the 901, but shortly after it went into production in 1964 became the 911, following a complaint from Peugeot, which had filed a complaint about the use of the central zero for its models. The rear overhung engine architecture of its 356 predecessor was retained, but the 911 used a monocoque structure for its construction and abandoned the Volkswagen-derived suspension of the 356 in favor of a more modern strut and trailing arm McPherson system. In its first incarnation, Porsche's 1991cc air-cooled, single overhead cam flat six developed 130 bhp. When Porsche began to look at ways to improve its successful 356 model in the mid-1950s, it quickly became apparent that a simple evolution would not be enough. The potential changes to the 356 were such that an entirely new model had to be developed. The new Porsche would offer more space for occupants, as well as sufficient storage space for a set of golf clubs. The performance level of the new model was to match that of the 356 Carrera 2, while retaining the refinement of the 'normal' 356. The basic platform layout was to be retained, as well as the familiar Porsche silhouette. Ferdinand, Ferry Porsche's eldest son, was responsible for the design, developing the chassis and bodywork, while his cousin, Ferdinand Piëch, developed the air-cooled flat-six. The first advertisements for the new car stated: "... to design and build - almost without compromise - the ultimate car for getting from one point to another in the fastest, safest and most enjoyable way possible." The 911 is new in every detail, but it is undeniably a Porsche. Thanks to Ferdinand Piëch, the 901/911 was designed as a racing car from the beginning. This is particularly clear in the engine design with its dry sump and overflow Solex carburetors, both of which were developed in racing to make the engine run more smoothly. The overflow carburetors were unfortunately to prove unsuitable for road use. As early as 1964, the factory had equipped ten 904s with the six-cylinder 911 and named them 906s (which is the prefix of their chassis number). This led to confusion with the 906 Carrera 6, so the name 904/6 was preferred. These 904-906s were used to test the 901 engine for competition use in the 911. As it seemed to work well, it was decided not to wait any longer and to enter a 904/6 in the 49th Targa Florio. The race was won by a Ferrari 275 P2. The Italians did well to savor this victory, because the next five editions were won by Porsches. Second place went to an eight-cylinder Spyder 904 Kanguruh followed by a 904/6 (Maglioli-Linge) with a 901 engine. This was the first race appearance of the six-cylinder 911 in a version boosted to 210 hp at 8,000 rpm (901/20 engine). During the course of the year, this engine proved to be remarkably reliable. The green light was therefore given for the creation of a sports version of the 901 for the 911 S. The 911, a sedan? At the time of the 911's racing debut, it was still possible to enter identical cars powered by different engines in different classes. Of course, this required discussions with FIA officials. Fortunately, Porsche could count on the diplomatic skills of Huschke von Hanstein to obtain homologation for the 11 and 911L in Group 2 (touring cars) and the 911T and 911S in Grand Touring (Group 3). Even a lightweight, unbroken 911T like a 911S is approved as a GT car with a dry weight of 923 kg. The reason for the FIA's tolerance is that the first competition 911s were very similar to the production models, at least until the A-series. The only changes were in ride height and torsion bar settings. The gearboxes could be fitted with gears suitable for all kinds of competition. From the point of view of the regulations, Porsche had an unquestionable advantage because the FIA considered the 911 to be a sedan, which even allowed it to take part in certain races where sports cars were forbidden. The commercial benefits were nil as the public considered the victories to be unfair, as the 911s were obviously GTs. The only drawback was that in Group 2 (Touring) and Group 3 (GT), the 911s could not benefit from any increase in engine capacity above 2 liters. Of course, the 911s entered in the Prototype Class could have engines with increased displacement within the limits of the regulations. If the increase in displacement was forbidden, it was of course possible to increase the power. For this purpose, Porsche had obtained the approval of "kits". For the 911 and 911L, they made it possible to easily reach 160 hp. The engine was then called "Rallye" or 2000R. For the 911T and S, the factory supplied an engine identical to that of the Carrera 6, but without the dual ignition. An even more advanced version (with titanium connecting rods) was available, which was reserved for the 911T racing cars. Rallye de Monte-Carlo 1965: This year, to everyone's surprise, a 904 finished second overall in the 34th Monte Carlo Rally. It was driven by Böhringer (a private hotelier and former Mercedes racer) with Wütherich (James Dean's mechanic) as co-driver. The winning car was a Mini Cooper, much better suited to the terrible winter conditions of 1965, and no one foresaw that Porsches would ever beat the Mini. Just as no one noticed the participation of a 911, the fiftieth 911 to come off the Zuffenhausen production line, whose baptism of fire in competition was the first of its kind. Driven by the extremely experienced factory driver Herbert Linge and engineer Peter Falk, it finished an astonishing fifth overall and second in class. Season 1965: Porsche's participation in the other rounds of the European Rally Championship was a failure. It must be said that Huschke von Hanstein did not consider this to be an activity worthy of great financial effort. Even when rallying becomes a Porsche specialty, it will be with derisory means compared to those devoted to prototypes. It is true that the publicity given to Porsche by the results of the 917 prototypes will somewhat overshadow the rally victories of the small 911. It took all the persuasion and talent of Vic Elford to get Huschke von Hanstein to admit that this was an opportunity not to be missed. 24 Hours of Le Mans 1966: Another historic event that goes unnoticed: the first participation of a 911 at Le Mans. It was a virtually original 911S, 1965 model (chassis 303.355), which was entered in the GT category (under number 35) by Jacques Dewez. Driven by Kerguen and "Franc" (Dewez), it finished fourteenth in the distance classification and twelfth in the performance index at an average speed of 159 km/h. At the end of the race, it was put up for sale and left as it had arrived, by road. Our car: Delivered new in March 1966 by Sonauto the Porsche distributor in France in Polo Rot (paint code: 6602) with black leatherette interior, 303800 is one of the first short-wheelbase models, one of the most popular types among the historic rally racing siblings. After 3 owners, the car was acquired by its current owner and entrusted to RV Classic, a workshop renowned for its expertise in the restoration of racing Porsches in France. A meticulous restoration of the hull and its FIA conformity is carried out. Sebastien Crubilé (CRUBILE SPORT) has been entrusted with the mechanics, and the car will make its first circuit runs in 2020. After its last race at Le Mans Classic 2023, the car is now ready to race with updated safety equipment and its FIA PTH. The engine was recently rebuilt by Crubile Sport, and has only 500km of running-in. A fine dossier of photos confirms that the car's maintenance has not been subject to any spending restrictions. This is a rare opportunity to become the owner of a superb 1965-specification Porsche 911 racing car! Other Cars from Historic Cars 1978-Lotus-Talbot-Sunbeam-01.jpeg 1978-Lotus-Talbot-Sunbeam-02.jpeg 1978-Lotus-Talbot-Sunbeam-15.jpeg 1978-Lotus-Talbot-Sunbeam-01.jpeg 1/15 1978 Lotus Talbot Sunbeam Historic Cars France 1976-Porsche-911-Carrera 3.0L-01.jpeg 1976-Porsche-911-Carrera 3.0L-02.jpeg 1976-Porsche-911-Carrera 3.0L-15.jpeg 1976-Porsche-911-Carrera 3.0L-01.jpeg 1/15 1976 Porsche 911 Carrera 3.0L Historic Cars France 1965-Abarth-1000 Bialbero-Muso-Lungo-Sibona-Basano-01.jpeg 1965-Abarth-1000 Bialbero-Muso-Lungo-Sibona-Basano-02.jpeg 1965-Abarth-1000 Bialbero-Muso-Lungo-Sibona-Basano-15.jpeg 1965-Abarth-1000 Bialbero-Muso-Lungo-Sibona-Basano-01.jpeg 1/15 1965 Abarth 1000 Bialbero “Muso Lungo” Sibona & Basano Historic Cars France Last Featured Cars

One of Five US delivery “Chairs and Flares” 246 Dino GTs delivered Original California purchase with same ownership spanning 41 years Optioned with A/C, power windows, wide Campagnolos, and Daytona seats Among the most important and beautifully designed Ferraris, the Dino holds a special place in Ferrari history. Designed by Leonardo Fioravanti, who penned some of the greatest Pininfarina/Ferrari designs, the original 206 Dino GT was the first mid-engine road going Ferrari, named after Enzo Ferrari’s son Alfredino (“Dino”) who tragically died of muscular dystrophy at age 24 in 1956, the 2.0-liter dual overhead camshaft V6, was supplanted in 1972 by a 2418cc engine which would become the definitive 246 GT. The fabulous quad cam V6, the nimble handling, and gorgeous design offered a wonderfully balanced and enjoyable driving experience which introduced new buyers to the magic of the Ferrari experience. Priced competitively against the Porsche 911S, Dinos sold very well in the United States eventually including the later GTS models. Of the GT models produced, a uniquely featured variant of standard production resulted when wider 7.5” Campagnolo wheels were ordered, requiring all four fenders to be “flared” to accommodate the new stance. Additionally, the second notable option, Daytona Seats, ordered with the wider wheels resulted in what would eventually become known as a “Chairs and Flares” Dino. This combination, while more common on the GTS models, was rarely chosen for US market Dinos, resulting in just five known factory GT examples specified with chairs and flares. According to a copy of the Marcel Massini report and history conveyed by the original and former owners, this Dino was completed in November 1972, finished in Rosso Chiaro with black interior, and optioned with air-conditioning, power windows, Daytona seats, Campagnolo 7.5” wheels, and US speedometer in miles. In 1973, the car was dispatched to William Harrah’s Ferrari dealership located in Reno, NV and sold to the first owner through Griswold Ferrari, Berkeley, CA. The first owner, Alfred Thomas, a US Air Force Major residing in Sacramento, CA, thoughtfully maintained the car to a high standard including returning to Griswold in 1975 for a repaint in the original color. In 1976 Thomas retired from the Air Force and purchased a tire franchise. This venture allowed Thomas to pursue another passion, racing where he campaigned a Porsche 911 RSR with his crew chief and former Ferrari mechanic, Greg Hurt, maintaining the Dino. In 1981 Thomas rejoined the air force and always had his Dino transported to new locations as part of his military service. Eventually settling in Tucker, GA, Thomas commissioned regular care for his Dino with experts FAF Motorsports and other service centers when relocating to Orlando, FL and Colorado. Thomas’ ownership spanned 41 years until it was sold to the next owner in 2014. The second owner maintained the car in keeping with the high standards of preservation with just over 30,000 miles accumulated under two owners before being sold to the next owner in 2019 and purchased by the current consigning owner in 2024. Today the odometer indicates 31,488 miles which are believed to be original. The car is accompanied by service records spanning more recent ownership covering mechanical and cosmetic improvements including the 2019 installation of a set of Daytona leather trimmed seats and headrests, services for the coolant and air-conditioning systems, fabrication of new portions of the exhaust system, welding repairs for the mufflers, install central water pipes, and new heater hoses. Additional work continued in 2021 and 2022 including installation of the windshield wiper motor, a new oil sending unit, new oil cooler and oil hoses, remove, clean and rebuild gauges as needed (including clock), vacuum test air conditioning system, alternator rebuild, front, rear caliper, park brake, and master cylinder rebuild, service proportion valve, install new brake valve, new brake pads, machining brake rotors, new choke cable, starter rebuild, replacing one coil, and the installation of a new MSD ignition unit. In preparation for sale, a new battery was installed. Today this Dino exhibits a satisfying combination of preserved original and sympathetically maintained components. Though offering a pleasant visual presentation, enthusiasts seeking a low mile Dino GT with known history and rare factory options will find this to be an irresistible candidate for a premier restoration. The paint is believed to be the same repaint applied by Griswold Ferrari in 1975, today offering a consistent overall glossy finish and good coverage both on the exterior surfaces, underside surfaces, and inner jambs. Trim and plating are of very good quality overall, as are the original Sicursiv branded side and rear glass. The various rubber parts throughout the exterior, original Dino emblems, and script are nicely maintained with factory fit and finish. The doors, trunk, and engine cover open and shut easily and display excellent fit. The trunk and front storage compartment are correctly prepared and detailed, each displaying original finishes and correct components including the original spare tire tub, Campagnolo spare wheel, and yellow wheel stop. The beautiful Campagnolo wheels and spare tire are all in excellent condition, shod with correct Michelin XWX tires. The interior offers original finishes cohesively matched with more recently refurbished pieces including an original set of Daytona black leather seats and seat belts, both recently installed. The dash mousehair, center console, and door panels are believed to be original to the car. Having benefited from indoor storage and thoughtful maintenance, the features and details include the original equipment air conditioning which remains in place with a functional blower, though the system is currently not blowing cold, and the heater controls will need servicing. Both power windows raise and lower from the console switches, and the gauges are functional. The carpets are very good overall as are door and door sill trim, inner jambs, and hinges very likely still retaining the original factory paint. The correct and original engine remains in place and has been properly maintained and serviced as needed. The unrestored engine compartment has benefited from preservation to the correct factory components, general servicing, and attention to authentic finishes, though not prepared for shows. Hoses, fittings, and assorted factory hardware have been replaced as needed with correct parts. The undercarriage is reflective of original finishes with some areas refinished as needed including the exhaust and brakes. The chassis is consistent with dry climate cars indicating 31,000 miles, proudly displaying patina from mild use, though maintained with care. Importantly, the chassis shows no visual evidence of structural compromise to the floor pan or any of the suspension mounts. Many of the visible suspension and engine components exhibit factory finishes and casting marks further supporting the originality of this Dino GT. The car starts and runs smoothly having benefited from recent mechanical services. Acceleration is delightful with smooth clutch engagement from the 5-speed manual transmission. Handling is delightfully engaging, reminding anyone how exciting a mid-engine car with cornering and braking from this era can truly be. The mid-engine performance balance delivers a dynamic driving experience, just as automotive journalists recounted in 1972. Highway speeds prove very rewarding as well, tracking smoothly with confident four-wheel disc brakes and manual downshifting just as Ferrari intended when developed for sporting road use. This rare 246 Dino is offered with an original tool roll and tools, a tire jack and case, a yellow wheel chock, recent service records spanning 2019-2022, an original owner’s manual, various original literature, and an owner’s leather pouch. One of five Chairs and Flares Dino GTs built for the US market featuring 41 years of original ownership and preservation, this low-mile example presents as an ideal opportunity for an enthusiast to enjoy as is or restore this worthy candidate to Platinum level concours distinction. Rare and uniquely positioned as the car that jump-started Ferrari into world-leadership for mid-engine design and engineering, this Dino will delight anyone seeking a rare Chairs and Flares Dino GT. 1972 Ferrari 246 GT "Chairs and Flares" 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 25-0201003 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright VIN 04970 Exterior Color Rosso Chiaro Interior Color Black Engine 2.4L V6 Transmission 5-speed transaxle 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 One of Five US delivery “Chairs and Flares” 246 Dino GTs delivered Original California purchase with same ownership spanning 41 years Optioned with A/C, power windows, wide Campagnolos, and Daytona seats Among the most important and beautifully designed Ferraris, the Dino holds a special place in Ferrari history. Designed by Leonardo Fioravanti, who penned some of the greatest Pininfarina/Ferrari designs, the original 206 Dino GT was the first mid-engine road going Ferrari, named after Enzo Ferrari’s son Alfredino (“Dino”) who tragically died of muscular dystrophy at age 24 in 1956, the 2.0-liter dual overhead camshaft V6, was supplanted in 1972 by a 2418cc engine which would become the definitive 246 GT. The fabulous quad cam V6, the nimble handling, and gorgeous design offered a wonderfully balanced and enjoyable driving experience which introduced new buyers to the magic of the Ferrari experience. Priced competitively against the Porsche 911S, Dinos sold very well in the United States eventually including the later GTS models. Of the GT models produced, a uniquely featured variant of standard production resulted when wider 7.5” Campagnolo wheels were ordered, requiring all four fenders to be “flared” to accommodate the new stance. Additionally, the second notable option, Daytona Seats, ordered with the wider wheels resulted in what would eventually become known as a “Chairs and Flares” Dino. This combination, while more common on the GTS models, was rarely chosen for US market Dinos, resulting in just five known factory GT examples specified with chairs and flares. According to a copy of the Marcel Massini report and history conveyed by the original and former owners, this Dino was completed in November 1972, finished in Rosso Chiaro with black interior, and optioned with air-conditioning, power windows, Daytona seats, Campagnolo 7.5” wheels, and US speedometer in miles. In 1973, the car was dispatched to William Harrah’s Ferrari dealership located in Reno, NV and sold to the first owner through Griswold Ferrari, Berkeley, CA. The first owner, Alfred Thomas, a US Air Force Major residing in Sacramento, CA, thoughtfully maintained the car to a high standard including returning to Griswold in 1975 for a repaint in the original color. In 1976 Thomas retired from the Air Force and purchased a tire franchise. This venture allowed Thomas to pursue another passion, racing where he campaigned a Porsche 911 RSR with his crew chief and former Ferrari mechanic, Greg Hurt, maintaining the Dino. In 1981 Thomas rejoined the air force and always had his Dino transported to new locations as part of his military service. Eventually settling in Tucker, GA, Thomas commissioned regular care for his Dino with experts FAF Motorsports and other service centers when relocating to Orlando, FL and Colorado. Thomas’ ownership spanned 41 years until it was sold to the next owner in 2014. The second owner maintained the car in keeping with the high standards of preservation with just over 30,000 miles accumulated under two owners before being sold to the next owner in 2019 and purchased by the current consigning owner in 2024. Today the odometer indicates 31,488 miles which are believed to be original. The car is accompanied by service records spanning more recent ownership covering mechanical and cosmetic improvements including the 2019 installation of a set of Daytona leather trimmed seats and headrests, services for the coolant and air-conditioning systems, fabrication of new portions of the exhaust system, welding repairs for the mufflers, install central water pipes, and new heater hoses. Additional work continued in 2021 and 2022 including installation of the windshield wiper motor, a new oil sending unit, new oil cooler and oil hoses, remove, clean and rebuild gauges as needed (including clock), vacuum test air conditioning system, alternator rebuild, front, rear caliper, park brake, and master cylinder rebuild, service proportion valve, install new brake valve, new brake pads, machining brake rotors, new choke cable, starter rebuild, replacing one coil, and the installation of a new MSD ignition unit. In preparation for sale, a new battery was installed. Today this Dino exhibits a satisfying combination of preserved original and sympathetically maintained components. Though offering a pleasant visual presentation, enthusiasts seeking a low mile Dino GT with known history and rare factory options will find this to be an irresistible candidate for a premier restoration. The paint is believed to be the same repaint applied by Griswold Ferrari in 1975, today offering a consistent overall glossy finish and good coverage both on the exterior surfaces, underside surfaces, and inner jambs. Trim and plating are of very good quality overall, as are the original Sicursiv branded side and rear glass. The various rubber parts throughout the exterior, original Dino emblems, and script are nicely maintained with factory fit and finish. The doors, trunk, and engine cover open and shut easily and display excellent fit. The trunk and front storage compartment are correctly prepared and detailed, each displaying original finishes and correct components including the original spare tire tub, Campagnolo spare wheel, and yellow wheel stop. The beautiful Campagnolo wheels and spare tire are all in excellent condition, shod with correct Michelin XWX tires. The interior offers original finishes cohesively matched with more recently refurbished pieces including an original set of Daytona black leather seats and seat belts, both recently installed. The dash mousehair, center console, and door panels are believed to be original to the car. Having benefited from indoor storage and thoughtful maintenance, the features and details include the original equipment air conditioning which remains in place with a functional blower, though the system is currently not blowing cold, and the heater controls will need servicing. Both power windows raise and lower from the console switches, and the gauges are functional. The carpets are very good overall as are door and door sill trim, inner jambs, and hinges very likely still retaining the original factory paint. The correct and original engine remains in place and has been properly maintained and serviced as needed. The unrestored engine compartment has benefited from preservation to the correct factory components, general servicing, and attention to authentic finishes, though not prepared for shows. Hoses, fittings, and assorted factory hardware have been replaced as needed with correct parts. The undercarriage is reflective of original finishes with some areas refinished as needed including the exhaust and brakes. The chassis is consistent with dry climate cars indicating 31,000 miles, proudly displaying patina from mild use, though maintained with care. Importantly, the chassis shows no visual evidence of structural compromise to the floor pan or any of the suspension mounts. Many of the visible suspension and engine components exhibit factory finishes and casting marks further supporting the originality of this Dino GT. The car starts and runs smoothly having benefited from recent mechanical services. Acceleration is delightful with smooth clutch engagement from the 5-speed manual transmission. Handling is delightfully engaging, reminding anyone how exciting a mid-engine car with cornering and braking from this era can truly be. The mid-engine performance balance delivers a dynamic driving experience, just as automotive journalists recounted in 1972. Highway speeds prove very rewarding as well, tracking smoothly with confident four-wheel disc brakes and manual downshifting just as Ferrari intended when developed for sporting road use. This rare 246 Dino is offered with an original tool roll and tools, a tire jack and case, a yellow wheel chock, recent service records spanning 2019-2022, an original owner’s manual, various original literature, and an owner’s leather pouch. One of five Chairs and Flares Dino GTs built for the US market featuring 41 years of original ownership and preservation, this low-mile example presents as an ideal opportunity for an enthusiast to enjoy as is or restore this worthy candidate to Platinum level concours distinction. Rare and uniquely positioned as the car that jump-started Ferrari into world-leadership for mid-engine design and engineering, this Dino will delight anyone seeking a rare Chairs and Flares Dino GT. Other Cars from Fantasy Junction 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 1965-Alfa-Romeo-2600-Spider-24.jpg 1/25 1965 Alfa Romeo 2600 Spider Fantasy Junction United States 1957-Maserati-200Si-01.jpg 1957-Maserati-200Si-02.jpg 1957-Maserati-200Si-20.jpg 1957-Maserati-200Si-01.jpg 1/20 1957 Maserati 200Si Fantasy Junction United States Last Featured Cars

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Pietro Frua was no stranger to Maserati, having first worked with the brothers while styling the shapely A6G—so it was no surprise that the gifted designer was tasked with penning both open and closed Mistral variants. Unmistakably Maserati, the Spyder made its debut at the 1964 Geneva Motor Show sporting a characteristic sharknose grille and Kamm tail, while beneath the sumptuous bodywork lay a choice of 3.5-, 3.7-, or 4.0-litre inline six-cylinder engines mated to a ZF five-speed manual gearbox. For many, the sweet spot in the range—like the example offered here—was the 3.7-litre model, which matched a 0-62 mph sprint time of 6.2 seconds with an impressive top speed of 158 mph. Rather than being designated for a specific owner, this Mistral 3.7 Spyder was sent to Spain, where it played a starring role at the 1966 Valencia Motor Show. There, the car was displayed just as you see it today, finished in a stunning colour combination of Oro Longchamps over a Red leather interior. Factory documents confirm both its attendance at the show—having been despatched to the Fiera di Valencia exhibition halls—and its striking colour combination, in addition to its final delivery to a dealer in Barcelona. The Mistral remained in Spain for a number of years prior to being repatriated to its native Italy. Following a colour change to Silver, the Maserati was allegedly sold to Antonio Cabrini, a member of Italy’s 1982 FIFA World Cup-winning football team. Cabrini, considered one of Italy’s greatest defenders, played 13 seasons for Juventus before being inducted into the Italian Football Hall of Fame. Subsequently, the car was acquired by a wealthy Scicilian family. Moving to northern Italy, the Maserati was acquired by a well-known Italian car specialist who decided to repaint the car in its original Oro Longchamps. At that time, the car’s red leather upholstery was found to be in good condition and, while minor issues were addressed, it was largely left as found. In 2015, the car was bought by the current owner, who completed some more minor mechanical work in addition to replacing the car’s soft-top. It was then shipped to the United States and was shown at the 2017 Amelia Island Concours d’Elegance, placing second in class. Since returning to continental Europe, the car has been kept at the consingor’s residence in Switzerland. This immaculately presented Mistral Spyder offers its next owner the best of both worlds—a sublime example of one of Maserati’s greatest gran turismos that will prove as at home on the open road as it is the concours lawn. Its rare and charming colour scheme only adds to its considerable appeal. 1966 Maserati Mistral 3.7 Spyder 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 23-0405001 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom SH Reference This Car Contact the Dealer I am Interested Legal & Copyright Displayed at the 1966 Valencia Motor Show Beautifually restored in its original colours of Oro Longchamps over Red leather Shown at the 2017 Amelia Island Concours d’Elegance One of just 46 3.7-litre Mistral Spyders built Adam Caar Adam Caar Adam Caar Adam Caar Contact details Read More Read More 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 Pietro Frua was no stranger to Maserati, having first worked with the brothers while styling the shapely A6G—so it was no surprise that the gifted designer was tasked with penning both open and closed Mistral variants. Unmistakably Maserati, the Spyder made its debut at the 1964 Geneva Motor Show sporting a characteristic sharknose grille and Kamm tail, while beneath the sumptuous bodywork lay a choice of 3.5-, 3.7-, or 4.0-litre inline six-cylinder engines mated to a ZF five-speed manual gearbox. For many, the sweet spot in the range—like the example offered here—was the 3.7-litre model, which matched a 0-62 mph sprint time of 6.2 seconds with an impressive top speed of 158 mph. Rather than being designated for a specific owner, this Mistral 3.7 Spyder was sent to Spain, where it played a starring role at the 1966 Valencia Motor Show. There, the car was displayed just as you see it today, finished in a stunning colour combination of Oro Longchamps over a Red leather interior. Factory documents confirm both its attendance at the show—having been despatched to the Fiera di Valencia exhibition halls—and its striking colour combination, in addition to its final delivery to a dealer in Barcelona. The Mistral remained in Spain for a number of years prior to being repatriated to its native Italy. Following a colour change to Silver, the Maserati was allegedly sold to Antonio Cabrini, a member of Italy’s 1982 FIFA World Cup-winning football team. Cabrini, considered one of Italy’s greatest defenders, played 13 seasons for Juventus before being inducted into the Italian Football Hall of Fame. Subsequently, the car was acquired by a wealthy Scicilian family. Moving to northern Italy, the Maserati was acquired by a well-known Italian car specialist who decided to repaint the car in its original Oro Longchamps. At that time, the car’s red leather upholstery was found to be in good condition and, while minor issues were addressed, it was largely left as found. In 2015, the car was bought by the current owner, who completed some more minor mechanical work in addition to replacing the car’s soft-top. It was then shipped to the United States and was shown at the 2017 Amelia Island Concours d’Elegance, placing second in class. Since returning to continental Europe, the car has been kept at the consingor’s residence in Switzerland. This immaculately presented Mistral Spyder offers its next owner the best of both worlds—a sublime example of one of Maserati’s greatest gran turismos that will prove as at home on the open road as it is the concours lawn. Its rare and charming colour scheme only adds to its considerable appeal. Other Cars from Other Cars from Last Featured Cars

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For the 1974 season, Porsche produced yet another evolution of the 911. Developed around the 3-litre RS homologation special, the 3-litre RSR which would become the most successful Group 4 car of its era. In its early years, the RSR swept all before it in IMSA, Trans Am and the FIA World Championship, production beginning in late 1973. Just 50 cars would be built and they were only to be supplied to the top teams of the day, teams like George Loos’ “GELO” or Jean Blaton’s “Ecurie Francorchamps” They were equipped with Typ 911/75 engines featuring high-lift camshafts, Bosch slide injection and twin-plug ignition. There was also a large capacity dry sump oil tank and dual megaphone exhaust from the 2.8 RSR. Displacement remained unchanged from the RS at 2992cc but the compression was upped from 9.8 to 10:3.1, the result having been 330bhp at 8000rpm. Visually the 3-litre RSR was enhanced with special five-spoke centre-locking 15-inch wheels, these having been 10.5-inches wide at the front and a massive 14-inches at the back. Ultra-light glass-fibre panels were used for the ventilated wheel arch extensions, bumpers, front lid, engine cover and rear spoiler. Weighing in at a mere 900kg, the RSR was obviously a very quick car, in excess of 170mph having been possible while 0-60 took less than five seconds. For two years the RSR swept all competition aside, providing Porsche with its most successful customer racing car. Owing to their success, many of these 50 cars had very long racing careers, some were upgraded to 934 or 935 Spec and a great number were crashed or re-shelled. Very few cars still remain in unmolested with so many have been re-shelled over the years, fewer still retain their original “matching-numbers” engines. This RSR chassis #9072 was ordered new for the famous Belgian Ecurie Francorchamps Racing Team, Jean Blaton aka ‘Beurlys’. Ecurie Francorchamps which had been known as Equipe National Belge had been founded by the legendary Jacques Swaters in the 1950s and had great success at the very highest level of Sports car racing including winning the 2 Litre Class at Le Mans in 1957 with DK’s own Ferrari 500 TRC. In 1973 the Team returned to Le Mans with the yellow Competizione Daytona (#16425) but for 1974 drivers Richard Bond, Hughes de Fierlandt and Patron “Beurlys” would be driving the brand new 3 Litre RSR Porsche – undoubtedly the dominant car in long distance endurance racing. This RSR was delivered shortly before the Le Mans event and presented in, of course, light yellow, as per the car’s Porsche factory build sheets. She was adorned with sponsors logos and a number of additional lights to help distinguish the car from the other RSRs at the dead of night. At the 1974 Le Mans 24 the car qualified well and started even better, by nightfall they were 3rd in Class and in the top ten overall Classification and by half distance they were sat 2nd in class and 7th overall following the RSR of Jurgen Barth. Devastatingly in the 19th hour a clutch failure ended the Belgian team’s race and the car was withdrawn from 7th Overall and 2nd in Class. A few months later Richard Bond and fellow Englishman, Nick Faure, would contest the British round of the World Sportscar Championship, the 1000kms of Brands Hatch. Disappointingly gearbox trouble ended proceedings again. In 1975 the car attracted sponsorship from Harley Davidson and accordingly the car was painted in the famous stars and stripes livery. Driven by the young up and coming British Journalist Nick Faure, John Charles Cooper and Jean Blaton, the car finished an impressive 2nd In Class and 6th overall. Following this she was sold almost immediately to Annie-Charlotte Verney, the most decorated ever female driver at Le Mans, in this new ownership the car would go on to many further successes including another 2nd in Class at the 1977 Le Mans and a First in Class at the 1978 Le Mans. At the same time the car had also competed and the legendary Tour de France and had taken the honours in winning the French GT Championship. At the end of 1979 the car was sold. It passed through two further owners, the latter retaining the car in the private museum of one of the leading experts on RSR Porsches – still with its matching numbers engine. After its time in the museum, the car changed hands once more in 2006, sold to two brothers based in the UK who continued the cars illustrious racing history with multiple appearances at Le Mans Classic and by winning the CER championship in 2013 with the car returned to its Harley Davidson livery. The car retired from racing in around 2016. DK Engineering have since managed the restoration of this incredibly important and remarkably original Porsche. During the latter half of 2021 the car was delivered to historic Porsche experts Tuthill in Oxfordshire, the car was stripped to a bare shell and the cars racing engine removed and dismantled. Only in its most fully dismantled state can an RSR’s chassis be truly inspected and confirmed as original. Once dismantled forensic investigation into the RSR’s chassis construction could begin with the Tuthill team alongside X-Ray-expert Mark Waring and under the direction of Andy Prill. Every number on the car has been examined and X-Ray’d including the engine number on the original crank case. Nothing on the car was found to be suspicious and it was declared that not only does 9072 retain its original shell (still wearing various dents and scars from its racing exploits) but that the crank case can also be deemed to be the original matching Numbers item – corroborating previous inspections by other notable Porsche experts. An incredibly rare situation in a car with such rich competition history. Over the course of the following 12 months #9072 has undergone a highly detailed restoration to its original 1974 specification as per its first race - the 1974 Le Mans. With a car with such a rich history it is always a difficult choice as to which specification to restore the car, but in going to its original specification the door is left open in later years to carry out the very simple modifications to 1975 or even later specification. This restoration has been carried out by Tuthill Porsche but guided by Andy Prill and of course the DK Team who between them have an enviable history of award winning restorations at the highest level. Strong emphasis has been placed on historical accuracy and the extra length has been taken to ensure details such the cars long range fuel tank are correct down the finest detail. It is details such as these that mean the finished product will sit head and shoulders above any other RSR by comparison. But whilst this total restoration has focussed heavily on show-level detail, this is a racing car and should be driven … Hard. So at the same time all of the cars mechanical running gear has been stripped and completely overhauled, the original engine has been built up and is now once more fitted. As testament to this, the RSR saw its public debut in August in Monterey, California where the carwas shown on the concours lawn at "The Quail, a Motorsorts Gathering" but also used in earnest on the 3 day Quail Rally - a true shake down! Additionally the car was also invited to the track at Laguna Seca as part of an display of important Le Mans Class Winners, a wonderful event and the largest gathering of Le Mans Class Winners ever assmebled in the USA - a fitting way to mark the 100th anniversary of the Le Mans 24 Hours. In many ways the 3.0 RSR has long been overlooked for its significance in the history of the 911 and also in the history of GT racing, especially at Le Mans. #9072 represents the very finest example of just 50 RSRs built and now deservedly restored to the highest level. This significant Porsche is a true multi-purpose tool equally as suited to use at shows and concours, on rallies and tours, simply on the road or even a return to competitive racing. At any of the world’s greatest car events, from Le Mans Classic to Pebble Beach this car would be gladly accepted. 1974 Porsche 911 3.0 RSR D.K. Engineering 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 23-0814002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom SH Reference This Car Contact the Dealer I am Interested Legal & Copyright Transmission Manual Drive Side LHD Adam Caar Adam Caar Adam Caar Adam Caar Contact details Read More Read More 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 For the 1974 season, Porsche produced yet another evolution of the 911. Developed around the 3-litre RS homologation special, the 3-litre RSR which would become the most successful Group 4 car of its era. In its early years, the RSR swept all before it in IMSA, Trans Am and the FIA World Championship, production beginning in late 1973. Just 50 cars would be built and they were only to be supplied to the top teams of the day, teams like George Loos’ “GELO” or Jean Blaton’s “Ecurie Francorchamps” They were equipped with Typ 911/75 engines featuring high-lift camshafts, Bosch slide injection and twin-plug ignition. There was also a large capacity dry sump oil tank and dual megaphone exhaust from the 2.8 RSR. Displacement remained unchanged from the RS at 2992cc but the compression was upped from 9.8 to 10:3.1, the result having been 330bhp at 8000rpm. Visually the 3-litre RSR was enhanced with special five-spoke centre-locking 15-inch wheels, these having been 10.5-inches wide at the front and a massive 14-inches at the back. Ultra-light glass-fibre panels were used for the ventilated wheel arch extensions, bumpers, front lid, engine cover and rear spoiler. Weighing in at a mere 900kg, the RSR was obviously a very quick car, in excess of 170mph having been possible while 0-60 took less than five seconds. For two years the RSR swept all competition aside, providing Porsche with its most successful customer racing car. Owing to their success, many of these 50 cars had very long racing careers, some were upgraded to 934 or 935 Spec and a great number were crashed or re-shelled. Very few cars still remain in unmolested with so many have been re-shelled over the years, fewer still retain their original “matching-numbers” engines. This RSR chassis #9072 was ordered new for the famous Belgian Ecurie Francorchamps Racing Team, Jean Blaton aka ‘Beurlys’. Ecurie Francorchamps which had been known as Equipe National Belge had been founded by the legendary Jacques Swaters in the 1950s and had great success at the very highest level of Sports car racing including winning the 2 Litre Class at Le Mans in 1957 with DK’s own Ferrari 500 TRC. In 1973 the Team returned to Le Mans with the yellow Competizione Daytona (#16425) but for 1974 drivers Richard Bond, Hughes de Fierlandt and Patron “Beurlys” would be driving the brand new 3 Litre RSR Porsche – undoubtedly the dominant car in long distance endurance racing. This RSR was delivered shortly before the Le Mans event and presented in, of course, light yellow, as per the car’s Porsche factory build sheets. She was adorned with sponsors logos and a number of additional lights to help distinguish the car from the other RSRs at the dead of night. At the 1974 Le Mans 24 the car qualified well and started even better, by nightfall they were 3rd in Class and in the top ten overall Classification and by half distance they were sat 2nd in class and 7th overall following the RSR of Jurgen Barth. Devastatingly in the 19th hour a clutch failure ended the Belgian team’s race and the car was withdrawn from 7th Overall and 2nd in Class. A few months later Richard Bond and fellow Englishman, Nick Faure, would contest the British round of the World Sportscar Championship, the 1000kms of Brands Hatch. Disappointingly gearbox trouble ended proceedings again. In 1975 the car attracted sponsorship from Harley Davidson and accordingly the car was painted in the famous stars and stripes livery. Driven by the young up and coming British Journalist Nick Faure, John Charles Cooper and Jean Blaton, the car finished an impressive 2nd In Class and 6th overall. Following this she was sold almost immediately to Annie-Charlotte Verney, the most decorated ever female driver at Le Mans, in this new ownership the car would go on to many further successes including another 2nd in Class at the 1977 Le Mans and a First in Class at the 1978 Le Mans. At the same time the car had also competed and the legendary Tour de France and had taken the honours in winning the French GT Championship. At the end of 1979 the car was sold. It passed through two further owners, the latter retaining the car in the private museum of one of the leading experts on RSR Porsches – still with its matching numbers engine. After its time in the museum, the car changed hands once more in 2006, sold to two brothers based in the UK who continued the cars illustrious racing history with multiple appearances at Le Mans Classic and by winning the CER championship in 2013 with the car returned to its Harley Davidson livery. The car retired from racing in around 2016. DK Engineering have since managed the restoration of this incredibly important and remarkably original Porsche. During the latter half of 2021 the car was delivered to historic Porsche experts Tuthill in Oxfordshire, the car was stripped to a bare shell and the cars racing engine removed and dismantled. Only in its most fully dismantled state can an RSR’s chassis be truly inspected and confirmed as original. Once dismantled forensic investigation into the RSR’s chassis construction could begin with the Tuthill team alongside X-Ray-expert Mark Waring and under the direction of Andy Prill. Every number on the car has been examined and X-Ray’d including the engine number on the original crank case. Nothing on the car was found to be suspicious and it was declared that not only does 9072 retain its original shell (still wearing various dents and scars from its racing exploits) but that the crank case can also be deemed to be the original matching Numbers item – corroborating previous inspections by other notable Porsche experts. An incredibly rare situation in a car with such rich competition history. Over the course of the following 12 months #9072 has undergone a highly detailed restoration to its original 1974 specification as per its first race - the 1974 Le Mans. With a car with such a rich history it is always a difficult choice as to which specification to restore the car, but in going to its original specification the door is left open in later years to carry out the very simple modifications to 1975 or even later specification. This restoration has been carried out by Tuthill Porsche but guided by Andy Prill and of course the DK Team who between them have an enviable history of award winning restorations at the highest level. Strong emphasis has been placed on historical accuracy and the extra length has been taken to ensure details such the cars long range fuel tank are correct down the finest detail. It is details such as these that mean the finished product will sit head and shoulders above any other RSR by comparison. But whilst this total restoration has focussed heavily on show-level detail, this is a racing car and should be driven … Hard. So at the same time all of the cars mechanical running gear has been stripped and completely overhauled, the original engine has been built up and is now once more fitted. As testament to this, the RSR saw its public debut in August in Monterey, California where the carwas shown on the concours lawn at "The Quail, a Motorsorts Gathering" but also used in earnest on the 3 day Quail Rally - a true shake down! Additionally the car was also invited to the track at Laguna Seca as part of an display of important Le Mans Class Winners, a wonderful event and the largest gathering of Le Mans Class Winners ever assmebled in the USA - a fitting way to mark the 100th anniversary of the Le Mans 24 Hours. In many ways the 3.0 RSR has long been overlooked for its significance in the history of the 911 and also in the history of GT racing, especially at Le Mans. #9072 represents the very finest example of just 50 RSRs built and now deservedly restored to the highest level. This significant Porsche is a true multi-purpose tool equally as suited to use at shows and concours, on rallies and tours, simply on the road or even a return to competitive racing. At any of the world’s greatest car events, from Le Mans Classic to Pebble Beach this car would be gladly accepted. Other Cars from Other Cars from Last Featured Cars

An Exceptional and Collector-Worthy 246 GT Presented in its Stunning Original Blu Dino Metallizzato (1 of 255) over Beige Livery Includes Marcel Massini History Report and Matthias Bartz Report Meticulously Documented; Show-Quality Restoration by Marque Specialists FCA Platinum Award Recipient at Concorso Italiano and 1st FCA Northwest Region 2025 Inspection, Service, and Detailing Performed by DriverSource Complete with and Accompanied by Original Owners Manuals/Supplements/Warranty Card, Paperwork, Awards, Restoration Records, Tool Kit and Emergency Accessories. THIS ONE CHECKS ALL THE BOXES! 03656 was completed in April 1972, finished in Blu Dino Metallizzato paint and trimmed with an interior of beige leather. The 246 GT was specified for the US and exported to Chinetti-Garthwaite Imports in Pennsylvania. An early odometer statement suggests the car was originally retailed through Archway Motors of Manchester, Missouri. In August 1974, the Ferrari was sold to its first private owner, Emile Belhumeur of North Smithfield, Rhode Island. Entries in the Dino's original warranty booklet note that Autohaus Inc. of Cohasset, Massachusetts, serviced the car during the 1970s. Sometime after, the 246 GT was sold to Iggy Moore of New York City. In June 2004, the Ferrari was purchased from Mr. Moore by Peter Kolsky, a vice president of design at Nike's worldwide headquarters in Beaverton, Oregon. Mr. Kolsky entrusted the respected dealership Ron Tonkin Ferrari to service the Dino as needed during his ownership. In May 2010, Mark Nerheim, a Ferrari enthusiast based in Washington, acquired the 246 GT and exhibited it at the 2010 Concorso Italiano and at an FCA Pacific Region Concours. Its caretaker then decided to conduct a complete show-quality restoration, retaining Carlo Durante (a respected former Formula 1 mechanic known for his restoration work) and Denny Markopoulos (a Ferrari specialist) to evaluate the car. The engine and transmission were then completely rebuilt by Durante, and numerous ancillary parts received specialized machine work by John Maloney and Mike Soldano. The marque experts at Rillos Restoration were entrusted to restore the body and frame, including a bare-metal repaint in the original factory color of Blu Dino Metallizzato. Dennison International assisted in precise paint matching and specialized screen printing for certain components, while the electrical systems and wiring harness were refreshed by Ted Slatten. Art Brass Plating redid the brightwork, Seattle Speedometer reconditioned the instruments, and Massimo's Upholstery trimmed the interior with correct leather sourced from HVL in the Netherlands. In 2018, the detailed restoration was recognized with an FCA Platinum Award at Concorso Italiano in Monterey, and a First in Class at the FCA Northwest Region Concours in Washington. Restorative work is supported by a large and thorough dossier of records. Additional adjustments and tune-up services have been completed thereafter. This striking Dino found its way to a prominent Southern California collection and benefits from limited use and regular upkeep. A notable recent extensive service was performed by marque experts at GTO Engineering. In keeping with its high-quality presentation, this Dino is offered with a tool kit and jack, owner's handbooks, original warranty book, emergency road equipment, and extensive records and photos documenting the restoration effort. This brilliant Dino 246 GT is a truly outstanding example for any discerning Ferrari enthusiast. Known Provenance April 7, 1972 Factory completion date May 1972 Delivered new to Chinetti-Garthwaite Imports in Rosemont, PA/USA 1972 Sold to official dealer Archway Motor Imports of Manchester, MO/USA August 19, 1974 Odometer mileage statement signed by Robert G. Spooner of Archway Motor Imports of Manchester, MO/USA, a Fiat and Alfa Romeo dealer at the time, document issued to Emile Belhumeur August 21, 1974 Sold to the first owner Emile Belhumeur, resident in North Smithfield, RI/USA Then First service (Coupon A) was performed by Autohaus, Inc., of Cohasset, MA/USA Then Second service (Coupon B) was performed by Autohaus, Inc., of Cohasset, MA/USA 1977 Sold by Emile Belhumeur to the second owner Iggy Moore, resident in New York, NY/USA June 2004 Sold by Moore to the third owner Peter Kolsky, VP of design with Nike Worldwide Headquarters, resident in Beaverton, OR/USA Later Kolsky was a friend of one of Ron Tonkin's son's, Brad Tonkin, and apparently traded in the Dino at the Tonkin official Ferrari dealership in Portland, OR/USA May 2010 Sold to the fourth owner Mark Nerheim, resident in Seattle, WA/USA August 2010 Shown by Nerheim at Concorso Italiano in Monterey, CA/USA Then Completely restored by Carlo Durante's Alfa of Tacoma, WA/USA, (a respected former Formula 1 mechanic known for his restoration work) and Denny Markopoulos (a Ferrari specialist) to evaluate the car. The engine and transmission were then completely rebuilt by Durante, and numerous ancillary parts received specialized machine work by John Maloney and Mike Soldano. The marque experts at Rillos Restoration were entrusted to restore the body and frame, including a bare-metal repaint in the original factory color of Blu Dino Metallizzato. Dennison International assisted in precise paint matching and specialized screen printing for certain components, while the electrical systems and wiring harness were refreshed by Ted Slatten. Art Brass Plating redid the brightwork, Seattle Speedometer reconditioned the instruments, and Massimo's Upholstery trimmed the interior with correct leather sourced from HVL (Henk van Linth) in The Netherlands. August 2018 Shown by Nerheim at Concorso Italiano in Monterey, CA/USA, winner of a Platinum Award September 2018 Shown by Nerheim at the FCA Northwest Region Concours in Washington, placed first in class 2021 Extensively serviced by GTO Engineering in Los Angeles, CA/USA Winter 2024 Acquired by DriverSource 1972 Ferrari 246 GT Dino Driver Source Fine Motorcars 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." 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SH ID 25-0221003 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Chassis type 607 E Engine type 135 CS, internal #0009509 (Numbers Matching - Source: Factory) Gearbox type 607 E, internal #828 (Numbers Matching - Source: Factory) Scaglietti body #833 (Numbers Matching - Source: Factory) Original exterior color: Blu Dino Metallizzato 106-A-72 (Source: Factory) Original interior color: Beige VM 3234 Connolly leather (Source: Factory) LHD, E-Series, U.S. Version, Instruments in Miles Driver Source Fine Motorcars 14750 Memoriaö Drive Huston Texas Contact details sales@driversource.com 1 (281) 497-1000 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. 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The notice and take down procedure is described here: https://www.speedholics.com/copyright An Exceptional and Collector-Worthy 246 GT Presented in its Stunning Original Blu Dino Metallizzato (1 of 255) over Beige Livery Includes Marcel Massini History Report and Matthias Bartz Report Meticulously Documented; Show-Quality Restoration by Marque Specialists FCA Platinum Award Recipient at Concorso Italiano and 1st FCA Northwest Region 2025 Inspection, Service, and Detailing Performed by DriverSource Complete with and Accompanied by Original Owners Manuals/Supplements/Warranty Card, Paperwork, Awards, Restoration Records, Tool Kit and Emergency Accessories. THIS ONE CHECKS ALL THE BOXES! 03656 was completed in April 1972, finished in Blu Dino Metallizzato paint and trimmed with an interior of beige leather. The 246 GT was specified for the US and exported to Chinetti-Garthwaite Imports in Pennsylvania. An early odometer statement suggests the car was originally retailed through Archway Motors of Manchester, Missouri. In August 1974, the Ferrari was sold to its first private owner, Emile Belhumeur of North Smithfield, Rhode Island. Entries in the Dino's original warranty booklet note that Autohaus Inc. of Cohasset, Massachusetts, serviced the car during the 1970s. Sometime after, the 246 GT was sold to Iggy Moore of New York City. In June 2004, the Ferrari was purchased from Mr. Moore by Peter Kolsky, a vice president of design at Nike's worldwide headquarters in Beaverton, Oregon. Mr. Kolsky entrusted the respected dealership Ron Tonkin Ferrari to service the Dino as needed during his ownership. In May 2010, Mark Nerheim, a Ferrari enthusiast based in Washington, acquired the 246 GT and exhibited it at the 2010 Concorso Italiano and at an FCA Pacific Region Concours. Its caretaker then decided to conduct a complete show-quality restoration, retaining Carlo Durante (a respected former Formula 1 mechanic known for his restoration work) and Denny Markopoulos (a Ferrari specialist) to evaluate the car. The engine and transmission were then completely rebuilt by Durante, and numerous ancillary parts received specialized machine work by John Maloney and Mike Soldano. The marque experts at Rillos Restoration were entrusted to restore the body and frame, including a bare-metal repaint in the original factory color of Blu Dino Metallizzato. Dennison International assisted in precise paint matching and specialized screen printing for certain components, while the electrical systems and wiring harness were refreshed by Ted Slatten. Art Brass Plating redid the brightwork, Seattle Speedometer reconditioned the instruments, and Massimo's Upholstery trimmed the interior with correct leather sourced from HVL in the Netherlands. In 2018, the detailed restoration was recognized with an FCA Platinum Award at Concorso Italiano in Monterey, and a First in Class at the FCA Northwest Region Concours in Washington. Restorative work is supported by a large and thorough dossier of records. Additional adjustments and tune-up services have been completed thereafter. This striking Dino found its way to a prominent Southern California collection and benefits from limited use and regular upkeep. A notable recent extensive service was performed by marque experts at GTO Engineering. In keeping with its high-quality presentation, this Dino is offered with a tool kit and jack, owner's handbooks, original warranty book, emergency road equipment, and extensive records and photos documenting the restoration effort. This brilliant Dino 246 GT is a truly outstanding example for any discerning Ferrari enthusiast. Known Provenance April 7, 1972 Factory completion date May 1972 Delivered new to Chinetti-Garthwaite Imports in Rosemont, PA/USA 1972 Sold to official dealer Archway Motor Imports of Manchester, MO/USA August 19, 1974 Odometer mileage statement signed by Robert G. Spooner of Archway Motor Imports of Manchester, MO/USA, a Fiat and Alfa Romeo dealer at the time, document issued to Emile Belhumeur August 21, 1974 Sold to the first owner Emile Belhumeur, resident in North Smithfield, RI/USA Then First service (Coupon A) was performed by Autohaus, Inc., of Cohasset, MA/USA Then Second service (Coupon B) was performed by Autohaus, Inc., of Cohasset, MA/USA 1977 Sold by Emile Belhumeur to the second owner Iggy Moore, resident in New York, NY/USA June 2004 Sold by Moore to the third owner Peter Kolsky, VP of design with Nike Worldwide Headquarters, resident in Beaverton, OR/USA Later Kolsky was a friend of one of Ron Tonkin's son's, Brad Tonkin, and apparently traded in the Dino at the Tonkin official Ferrari dealership in Portland, OR/USA May 2010 Sold to the fourth owner Mark Nerheim, resident in Seattle, WA/USA August 2010 Shown by Nerheim at Concorso Italiano in Monterey, CA/USA Then Completely restored by Carlo Durante's Alfa of Tacoma, WA/USA, (a respected former Formula 1 mechanic known for his restoration work) and Denny Markopoulos (a Ferrari specialist) to evaluate the car. The engine and transmission were then completely rebuilt by Durante, and numerous ancillary parts received specialized machine work by John Maloney and Mike Soldano. The marque experts at Rillos Restoration were entrusted to restore the body and frame, including a bare-metal repaint in the original factory color of Blu Dino Metallizzato. Dennison International assisted in precise paint matching and specialized screen printing for certain components, while the electrical systems and wiring harness were refreshed by Ted Slatten. Art Brass Plating redid the brightwork, Seattle Speedometer reconditioned the instruments, and Massimo's Upholstery trimmed the interior with correct leather sourced from HVL (Henk van Linth) in The Netherlands. August 2018 Shown by Nerheim at Concorso Italiano in Monterey, CA/USA, winner of a Platinum Award September 2018 Shown by Nerheim at the FCA Northwest Region Concours in Washington, placed first in class 2021 Extensively serviced by GTO Engineering in Los Angeles, CA/USA Winter 2024 Acquired by DriverSource Other Cars from Driver Source Fine Motorcars 1972-Ferrari-246-GT-Dino-01.webp 1972-Ferrari-246-GT-Dino-02.webp 1972-Ferrari-246-GT-Dino-15.webp 1972-Ferrari-246-GT-Dino-01.webp 1/15 1972 Ferrari 246 GT Dino Driver Source Fine Motorcars United States 1986-Ferrari-Testarossa-01.webp 1986-Ferrari-Testarossa-02.webp 1986-Ferrari-Testarossa-15.webp 1986-Ferrari-Testarossa-01.webp 1/15 1986 Ferrari Testarossa Driver Source Fine Motorcars United States 1959-Porsche-356-A-01.webp 1959-Porsche-356-A-02.webp 1959-Porsche-356-A-15.webp 1959-Porsche-356-A-01.webp 1/15 1959 Porsche 356 A Driver Source Fine Motorcars United States Last Featured Cars