Scottsdale Auctions - ALL THE CARS & F-CAR DESCRIPTIONS

Gooding Auctions - 16/1/15

ALL OF THE LOTS

1 1938 American Bantam Roadster 62562 $ 35,000 - 55,000
2 1962 Jaguar Mark II 3.8-Litre Saloon P219796BW $ 80,000 - 100,000
3 1973 MG MGB GHN5UD322122 $ 25,000 - 35,000
4 1971 Mercedes-Benz 280 SL 113.044.12.20582 $ 100,000 - 125,000
5 1963 Volkswagen Karman Ghia $35,000 - 55,000
6 1967 Shelby GT350 SFM6S801 $ 140,000 - 160,000
7 1964 Austin-Healey 3000 Mk III BJ8 HBJ8L26434 $ 75,000 - 95,000
8 1973 Ferrari Dino 246 GTS 6286 $400,000 - 475,000
9 1961 Alfa Romeo Giulietta Sprint AR158831 $ 70,000 - 90,000
10 1965 Ferrari 275 GTS 7449 $ 1,350,000 - 1,650,000
11 1971 Mercedes-Benz 280 SL 113.044.12.20326 $ 90,000 - 120,000
12 1970 Ferrari 365 GT 2+2 13109 $ 325,000 - 375,000
13 1970 Dodge Charger RT $ 80,000 - 100,000
14 1959 Mercedes-Benz 300 SL Roadster 198.042.10.2448 $ 1,500,000 - 1,700,000
15 1962 Lotus Elite 1318 $ 120,000 - 150,000
16 1963 Porsche 356 Carrera 2 Coupe 124097 $ 550,000 - 650,000
17 1941 Packard One-Twenty Station Wagon 14932056 $ 150,000 - 175,000
18 1967 Ferrari 330 GTC 10683 $ 750,000 - 850,000
19 1958 MGA Twin-Cam Roadster YD3754 $ 75,000*- 95,000
20 1967 Porsche 911 2.0S 307206S $275,000 - 325,000
21 1959 Morgan Plus 4 Baby Doll Lightweight 4322 $ 110,000 - 130,000
22 1933 Packard Twelve 1005 Coupe Roadster 901376 $ 300,000 - 350,000
23 1957 Mercedes-Benz 190 SL 650290 $ 220,000 - 250,000
24 1960 Fiat Jolly 600 100 652629 $ 80,000 - 100,000
25 1963 Ferrari 250 GT Lusso 5225GT $ 1,600,000 - 1,800,000
26 1973 Porsche 911 2.4 T 9113103178 $ 100,000 - 130,000
27 1958 Rolls-Royce Silver Cloud I Drophead Coupe LSFE 451 $ 500,000 - 700,000
28 1955 MG TF HDP467776 $ 55,000 - 65,000
29 1963 Chevrolet Corvette 327/340 Coupe 30837S119672 $ 180,000 - 200,000
30 1964 Shelby 289 Cobra CSX2390 $1,200,000 - 1,400,000
31 1973 Porsche 911 2.4 S 9113301070 $ 180,000 - 210,000
32 1961 Jaguar E-Type Convertible 3.8L series I 875272 $ 350,000 - 425,000
33 1948 Jaguar Mark IV Drop Head Coupe 637053 $ 140,000 - 180,000
34 2004 Ferrari 360 Challenge Stradale 134718 $ 200,000 - 230,000
35 1961 Aston Martin DB4 Series II DB4/568/L $ 1,000,000 - 1,400,000
36 1939 Lincoln Zephyr H76294 $ 125,000 - 175,000
37 1986 Porsche 930 51221 $ 125,000 - 150,000
38 1990 Ferrari 641/2 120 $ 800,000 - 1,100,000
39 1979 Volkswagen Beetle Convertible $35,000 - 55,000
40 1956 Maserati A6G/2000 Coupe 2165 $ 750,000 - 950,000
41 1970 Mercedes-Benz 280 SL $ 120,000 - 150,000
42 1973 Porsche 911 2.7 RSH $1,250,000 - $1,500,000
43 1936 Packard 1404 Super Eight Phaeton 755602 $ 200,000 - 250,000
44 1959 Maserati 3500 GT AM101.686 $ 325,000 - 400,000
45 1959 Porsche 356 A Convertible D 86351 $ 225,000 - 275,000
46 1959 Ferrari 250 GT LWB California Spider 1425GT $ 8,000,000 - 10,000,000
47 1961 Mercedes-Benz 190 SL 121.021.10.18553 $ 120,000 - 160,000
48 1961 Rolls-Royce Phantom V Sedanca de Ville 5AT76 $ 500,000 - 700,000
49 1991 Ferrari Testarossa $ 110,000 - 140,000
50 1956 Fiat 600 Multipla $ 60,000 - 80,000
51 1959 BMW 507 Series II 70244 $ 1,800,000 - 2,200,000
52 1970 Ford Mustang Boss 429 0F02Z112807 $ 200,000 - 250,000
53 1970 Ferrari 246 GT 600 $550,000 - 750,000
54 1961 Porsche 356 B Roadster 89427 $ 175,000 - 225,000
55 1967 Toyota 2000 GT MF10 10193 $ 900,000 - 1,100,000
56 1967 Pontiac GTO Convertible $60,000 - 80,000
57 1962 Mercedes-Benz 300 SL Roadster 198.042.10.3060 $ 1,750,000 - 2,250,000
58 1956 BMW Isetta 300 Convertible 494599 $ 50,000 - 70,000
59 1946 Ford Mormon - Herrington Super Deluxe S/W $400,000 - 500,000
60 1966 Porsche 911 303982 $ 200,000 - 240,000
61 1983 Lamborghini Countach 5000S Z9AC00500DLA12607 $ 450,000 - 550,000
62 1956 Mercedes-Benz 300 C 186.017.65.835 $ 75,000 - 100,000
63 1967 Volvo P1800S 23614 $ 50,000 - 70,000
64 1973 Toyota FJ40 FJ400147241 $ 75,000 - 100,000
101 1977 Mercedes-Benz 600*(W100) $ 70,000 - 85,000
102 1959 Fiat 1200 TV Trasformabile 4244 $ 80,000 - 120,000
103 1963 Jaguar E-Type Series 1 Roadster 880217 $180,000 - 220,000
104 1971 Mercedes-Benz 280 SL $120,000 - 140,000
105 1951 Willys Model 6-73 Station Wagon 1S18345 $ 30,000 - 40,000
106 1966 Porsche 912 353326 $ 60,000 - 80,000
107 1968 Ferrari Dino 206 GT 178 $ 375,000 - 450,000
108 1961 Chevrolet Corvette 10867S110174 $ 90,000 - 120,000
109 1968 Ferrari 330 GTS 10817 $ 2,600,000 - 3,000,000
110 1955 DKW Auto Union Schnellaster Tieflader 3=6 22507185 $ 90,000 - 120,000
111 1975 Ferrari 365 GT4 Berlinetta Boxer 18657 $ 450,000 - 550,000
112 1973 Porsche 911 2.4 S 9113301032 $ 220,000 - 260,000
113 1970 Lamborghini Miura P400 S 4413 $ 1,200,000 - 1,500,000
114 1967 Mercedes-Benz 300 SE Cabriolet 9493 $ 225,000 - 300,000
115 1936 Auburn 852SC Boattail Speedster $700,000 - 850,000
116 1989 BMW E30 M3 Convertible WBSBBO1O602385028 $ 80,000 - 100,000
117 1968 Lamborghini 400 GT 2 2 1213 $ 700,000 - 825,000
118 1996 Porsche 993 Turbo WP0AC2994TS375214 $ 180,000 - 220,000
119 1956 Mercedes-Benz 300 SL Gullwing 198.040.65.280 $ 1,550,000 - 1,850,000
120 1973 Maserati Bora 4.9 AM*117*49*588 $ 225,000 - 275,000
121 1960 Aston Martin DB4 Series II DB4/310/L $ 400,000 - 500,000
122 1955 Ford Fairlane U5RW147929 $ 60,000 - 80,000
123 1961 Jaguar E-Type Convertible 5.3L series III 875423 $ 275,000 - 350,000
124 1989 Porsche 911 Carrera Speedster 173249 $*180,000 - 220,000
125 1966 Shelby GT350H 67200F9A2383 $ 140,000 - 160,000
126 1967 Ferrari 275 GTB/4 10387 $ 3,250,000 - 3,750,000
127 1974 Lotus Europa Twin Cam Special 74/3814R $ 40,000 - 60,000
128 1923 Rolls-Royce 40/50 HP Silver Ghost Barrel-Sided Tourer 22NK $ 500,000 - 700,000
129 1964 Pontiac GTO Convertible 824F38361 $ 200,000 - 250,000
130 1973 Ferrari 365 GTB/4 Daytona 16447 $ 700,000 - 800,000
131 1988 Lamborghini LM002 12120 $ 225,000 - 275,000
132 1962 Ferrari 400 Superamerica Series I Coupe Aerodinamico 3221SA $ 4,000,000 - 5,000,000
133 1956 Jaguar XK140 Roadster $200,000 - 250,000
134 1933 Ford Roadster 263309 $ 125,000 - 175,000
135 1960 Alfa Romeo Giulietta SZ AR10126*43 $ 600,000 - 800,000
136 1967 Dodge Coronet 440 RT 77229872 $ 80,000 - 100,000
137 1972 Lamborghini Jarama 400 GT 10096 $ 170,000 - 200,000
138 1966 Porsche 906 Carrera 6 906-134 $2,000,000 - 2,400,000
139 1972 Porsche 911 2.4 S Targa 9112310399 $ 175,000 - 200,000
140 1928 Stutz Model BB Four-Passenger Speedster BBC4BB27C $ 250,000 - 325,000
141 1959 Jaguar XK150 DHC $275,000 - 325,000
142 1988 Porsche 959 Sport 905006 $ 1,500,000 - 2,000,000
143 1933 Pierce-Arrow 1247 LeBaron Convertible Sedan 3550092 $ 250,000 - 300,000
144 1973 Ferrari Dino 246 GTS 4786 $ 400,000 - 475,000
145 2008 Dodge Challenger SRT8 $50,000 - 80,000
146 1967 Chevrolet Yenko Super Camaro 241474 $ 425,000 - 525,000
147 1968 Chevrolet Yenko Super Camaro 413680 $ 425,000 - 525,000
148 1956 Jaguar XK 140 MC Roadster 812339 DN $ 150,000 - 200,000
149 1960 Mercedes-Benz 300 SL Roadster 198.042.10.2530 $ 1,700,000 - 2,000,000
150 1968 Chevrolet Sportsvan 108 $30,000 - 40,000
151 1965 Porsche 356 SC Cabriolet 161471 $ 250,000 - 325,000
152 1973 Toyota FJ40 $75,000 - 100,000
153 2011 Porsche 997 GT3 RS 3.8 783471 $ 250,000 - 325,000
154 1957 Mercedes-Benz 190 SL 121.040.75.3200 $ 225,000 - 275,000
155 1964 Shelby 289 Cobra CSX2436 $*1,000,000 - 1,400,000
156 1961 Austin-Healey 3000 Mk I 13442 $ 80,000 - 110,000
157 1965 Porsche 911 301835 $ 275,000 - 350,000
158 1961 Ferrari 250 GTE Series I 2919GT $ 325,000 - 375,000
159 1964 Pontiac Tempest S/W 804F11173 $25,000 - 35,000
160 1958 Porsche 356 A Speedster 83870 $ 275,000 - 375,000
161 1960 MGA 1600 Mk I Roadster GHNL/69562 $ 35,000 - 45,000
162 1954 Jaguar XK120 Roadster 675239 $ 110,000 - 140,000

 

ALL THE LOTS

103 1973 Ducati 750 SS Imola Desmo Recreation 89836 $40,000 - $50,000
104 1930 Rolls-Royce Phantom II Shooting Brake 67XJ $80,000 - $100,000
105 1949 Mercury Convertible Custom by Dick Dean 9CM202772 $60,000 - $80,000
106 1957 Chrysler Saratoga Hardtop Coupe L5726168 $60,000 - $80,000
107 1959 Alfa Romeo Giulietta Spider Veloce AR1495 06993 $125,000 - $175,000
108 1988 Porsche 911 Turbo 'Slant Nose' Coupe 50700 $100,000 - $125,000
109 1970 Mercedes-Benz 280 SL 'Pagoda' 16626 $225,000 - $275,000
110 1975 Lamborghini Urraco 15878 $100,000 - $120,000
111 1957 Mercedes-Benz 300 SL Roadster 198.042.75.552 $950,000 - $1,200,000
112 1964 Jaguar E-Type Series 1 3.8-Litre FHC 889647 $150,000 - $200,000
113 1931 Cadillac V-16 Roadster in the style of Fleetwood 702891 $300,000 - $375,000
114 1988 Lamborghini Countach 5000 QV 12322 $400,000 - $600,000
115 1966 Ferrari 275 GTB 8603 $2,750,000 - $3,500,000
116 1961 Mercedes-Benz 190 SL Roadster 121.040.10.22606 $175,000 - $250,000
117 1936 Ford V-8 DeLuxe Roadster 18-2250862 $120,000 - $160,000
118 1979 Ferrari 512 BB 30335 $275,000 - $325,000
119 1971 Lamborghini Miura SVJ 4892 $2,000,000 - $2,600,000
120 1956 DeSoto Adventurer Coupe 50385933 $125,000 - $175,000
121 1934 Auburn Twelve Salon Cabriolet 1201 F $350,000 - $400,000
122 1965 Jaguar E-Type Series 1 4.2-Litre Roadster 1E 11337 $275,000 - $325,000
123 1960 Porsche 356 B 1600 S Roadster 87279 $200,000 - $250,000
124 1971 Oldsmobile 442 W-30 Convertible 671M174960 $200,000 - $250,000
125 1952 Jaguar XK120 Fixed Head Coupe 679407 $175,000 - $225,000
126 1966 Shelby 427 Cobra CSX 3102 $1,000,000 - $1,400,000
127 1970 Ford Mustang Boss 302 Kar Kraft Trans Am 4 $250,000 - $450,000
128 1970 Nissan Skyline 2000GT-R 'Hakosuka' PGC10-000917 $100,000 - $150,000
129 1966 Toyota FJ40 Land Cruiser FJ40-36416 $55,000 - $75,000
130 1988 Porsche 959 'Komfort' 900149 $900,000 - $1,100,000
131 1990 Ferrari F40 86954 $1,200,000 - $1,500,000
132 1993 Bugatti EB110 GT 39023 $575,000 - $775,000
133 1968 Iso Grifo GL 810191 $375,000 - $425,000
134 1954 Chrysler New Yorker Town & Country Station Wagon 76603716 $70,000 - $90,000
135 1989 Porsche 911 Speedster 173079 $180,000 - $240,000
136 1962 Ferrari 250 GT Cabriolet Series II 3633GT $1,600,000 - $1,900,000
137 1965 Sunbeam Tiger Mk I Le Mans Coupe HR0FE $200,000 - $250,000
138 1967 Sunbeam Tiger Mk II B382100524LRXFE $175,000 - $225,000
139 1937 Mercedes-Benz 540 K Sport Cabriolet A 154146 $3,400,000 - $4,000,000
140 1966 Ferrari 330 GT 2+2 Series II 8725GT $320,000 - $360,000
141 2009 Mercedes-Benz SLR McLaren 722S Roadster 'McLaren Edition' WDDAK76F29M1942 $475,000 - $675,000
142 1964 Porsche 356 C 1600 SC 'Sunroof' Coupe 128987 $175,000 - $225,000
143 1965 Porsche 904 Carrera GTS 904-107 $1,500,000 - $2,000,000
144 1962 Jaguar E-Type Series 1 3.8-Litre Roadster 877151 $225,000 - $275,000
145 1955 Chrysler C-300 Hardtop Coupe 3N552584 $75,000 - $100,000
146 1937 Bugatti Type 57C Ventoux 57584 $800,000 - $1,000,000
147 1954 Kaiser-Darrin Roadster 161-001181 $125,000 - $175,000
148 1970 Chevrolet Chevelle SS 454 Convertible 136670B161703 $225,000 - $300,000
149 1963 Alfa Romeo 2600 Spider AR106.01191551 $110,000 - $140,000
150 1956 Mercedes-Benz 190 SL Roadster 121.042.65.2290 $250,000 - $300,000
151 1966 Ferrari 275 GTS 8313 $2,000,000 - $2,300,000
152 1933 Packard Twelve Individual Custom All-Weather Town Car Landaulet 901626 $275,000 - $350,000
153 1971 Ferrari 365 GTB/4 Daytona 14709 $650,000 - $850,000
154 1937 Packard Twelve Coupe Roadster 1039-232 $290,000 - $340,000
155 1932 Hupmobile I 226 Eight Coupe 5404 $75,000 - $100,000
156 1967 Ford GT40 Mk IV Continuation by Kar Kraft J-16 $500,000 - $700,000
157 1988 Ferrari Testarossa 75456 $125,000 - $175,000
158 1984 Ferrari 288 GTO 55237 $1,900,000 - $2,400,000
159 1969 Aston Martin DB6 DB6/4060/RAC $275,000 - $350,000
160 1994 Porsche 911 RS America WP0AB2968RS419104 $110,000 - $140,000
161 1967 Austin-Healey 3000 Mk III BJ8 Sports Convertible H-BJ8-L/38206 $80,000 - $100,000
162 1957 Jaguar XK140 M Roadster A 813268 $125,000 - $150,000
163 1965 Porsche 911 Coupe 302474 $275,000 - $300,000
164 1959 MG MGA 1600 Roadster HDT43/46435 $25,000 - $35,000
203 1960 Jaguar Mark II 3.8 Saloon P 215228 DN $60,000 - $80,000
204 1971 Lancia Fulvia Sport by Zagato 818.65 $40,000 - $60,000
205 1973 Porsche 911 S 2.4 Coupe 9113300017 $250,000 - $300,000
207 1958 Jaguar XK150 3.4 Fixed Head Coupe S 834564 DN $80,000 - $100,000
208 1966 Jaguar E-Type Series 1 4.2-Litre Roadster 1E 13442 $225,000 - $275,000
209 1956 Imperial Crown Limousine C56 1064 $180,000 - $250,000
210 1974 Ferrari 365 GT4 BB 18057 $400,000 - $500,000
211 1967 Fiat Dino Spider 135AS0000452 $90,000 - $120,000
213 1970 Mercedes-Benz 280 SL 'Pagoda 113.044.12.12342 $125,000 - $175,000
214 1969 Porsche 911 T Coupe 119122288 $100,000 - $150,000
215 1937 Lincoln Model K Two-Window Sedan K-7816 $70,000 - $90,000
216 2003 Aston Martin DB7 Zagato SCFAE12383K700040 $300,000 - $375,000
217 2003 Aston Martin DBAR1 Roadster Zagato SCFAE62303K80002 $200,000 - $250,000
218 1967 Aston Martin DB6 Vantage DB6/2803/LN $550,000 - $650,000
219 1955 Ferrari 250 GT Europa Alloy Coupe by Boano 0447GT $1,750,000 - $2,250,000
220 1969 Porsche 911 S 'Soft Window' Targa 119310176 $175,000 - $225,000
221 1931 Chrysler CG Imperial Dual-Cowl Phaeton CG 2737 $375,000 - $475,000
223 1961 Maserati 3500 GT Spyder AM*101*1029 $950,000 - $1,200,000
224 1956 Continental Mark II C56E2989 $140,000 - $180,000
225 1972 Ferrari 365 GTC/4 15811 $285,000 - $325,000
226 1931 Minerva AL Convertible Sedan 80105 $700,000 - $900,000
227 1974 Ferrari Dino 246 GTS 8040 $400,000 - $500,000
228 1962 Mercedes-Benz 300 SL Roadster 198.042.10.3010 $1,700,000 - $2,000,000
229 1971 Mercedes-Benz 280 SE 3.5 Cabriolet 111.027.12.4154 $375,000 - $450,000
230 1958 Dual-Ghia Convertible 191 $275,000 - $350,000
231 1913 Regal Model N Underslung Roadster e/n 7048 $80,000 - $100,000
232 1941 Chrysler Royal Town and Country Six-Passenger 'Barrelback' Station Wagon 770113 $375,000 - $425,000
233 1953 Bentley R-Type Continental BC16LA $1,500,000 - $1,700,000
234 1989 Lamborghini LM002 ZA9LU45A6KLA12156 $175,000 - $225,000
235 1973 Ferrari 365 GTS/4 Daytona 16793 $3,000,000 - $3,500,000
236 1936 Cord 810 Cabriolet 810 2533 F $125,000 - $175,000
237 1979 Lamborghini Countach LP400S Series I 1121096 $800,000 - $1,000,000
238 1955 Mercedes-Benz 300 SL Gullwing 198.040.55.594 $1,450,000 - $1,650,000
239 1958 Aston Martin DB2/4 Mk III AM300/3/1564 $275,000 - $325,000
240 1961 Jaguar E-Type Series 1 3.8-Litre Roadster 875157 $375,000 - $475,000
241 1967 Ferrari 275 GTB/4 10451 $3,500,000 - $4,500,000
242 1938 Bentley 4录-Litre All-Weather Tourer by Thrupp & Maberly B137LE $300,000 - $350,000
243 1969 Ferrari 365 GTS 12473 $3,900,000 - $4,800,000
244 1962 Mercedes-Benz 190 SL Roadster 121.040.10.24330 $175,000 - $225,000
245 1938 Lincoln-Zephyr Convertible Coupe H-64271 $200,000 - $250,000
246 1932 Packard Deluxe Eight Individual Custom Sport Phaeton 193514 $900,000 - $1,200,000
247 1984 Audi Sport Quattro WAUZZZ85ZEA905147 $350,000 - $475,000
248 1970 Ferrari Dino 246 GT Series L 1016 $500,000 - $600,000
249 1965 Ferrari 330 GT 2+2 6561GT $275,000 - $375,000
250 1964 Ferrari 250 LM 5899 $9,500,000 - $12,500,000
251 1976 Toyota FJ40 Land Cruiser FJ40-217381 $65,000 - $85,000
252 2005 Ferrari 575 Superamerica 145715 $300,000 - $350,000
253 2005 Ferrari FXX Evoluzione 145369 $1,600,000 - $1,900,000
254 1961 Ghia L6.4 Coupe 309 $350,000 - $425,000
255 1924 Isotta Fraschini Tipo 8 Tourer 489 $350,000 - $400,000
256 1966 Shelby Mustang GT350 FM6S2372 $125,000 - $175,000
257 1941 Ford Super DeLuxe Station Wagon 18-6475888 $95,000 - $125,000
258 1976 Porsche 911 Turbo 930680021 $175,000 - $225,000
259 1973 Lamborghini Espada 400 GT Series III 9448 $125,000 - $175,000
260 1962 Volkswagen Type 2 Westfalia Camper 952150 $100,000 - $130,000
261 1940 Gar Wood 24'-6" Overniter "AnnRita" h/n 6555 $200,000 - $250,000
262 1964 Alfa Romeo Giulia Sprint Speciale AR101.21381131 $125,000 - $175,000
263 1955 Porsche 356 Pre-A 'Outlaw' Coupe 54089 $200,000 - $250,000
264 1951 Custom Hot Rod 'Barbeque Stove Bolt Special' 4558093 $80,000 - $100,000
265 1961 Morris Minor 1.000.000 M/A2S 3 L1000001 $35,000 - $45,000

 

101 1972 Porsche 911T 2.4 Coupe 911 210 2873 $75,000 - 100,000*
102 1984 Ferrari 512 BBi 52775 $140,000 - 180,000
103 1989 Porsche 930 Turbo Cabriolet 70567 $30,000 - 160,000
104 1946 Cadillac Series 62 Convertible 8409520 $90,000 - 120,000*
105 1961 Jaguar E-Type Series 1 3.8 Roadster* 875246 $275,000 - 375,000
106 1976 Triumph TR6 CF57955 UO $25,000 - 35,000
107 1987 Mercedes-Benz 560 SL WDBBA48D9HA73604 $20,000 - 30,000
108 1969 Jaguar E-Type Series II 4.2 Coupe 1R 27025 $55,000 - 75,000
109 1969 Mercedes-Benz 280 SL 113.044.12.011368 $90,000 - 120,000
110 1962 Maserati 3500GTi Coupe AM101.2524 $275,000 - 350,000
111 1960 Austin-Healey 3000 MK I BT7 HBT7L 9299 $70,000 - 90,000
112 1955 Mercedes-Benz 300 SL "Gullwing" 198.040.5500545 $1.3 mio - 1.6 mio*
113 1967 Porsche 911S 2.0 Coupe 308081S $160,000 - 190,000
114 1990 Ferrari Testarossa 83742 $125,000 - 200,000
115 1959 Mercedes-Benz 190 SL 121.040.10.9500417 $150,000 - 180,000
116 1969 Ferrari Dino 246 GT L-Series 542 $450,000 - 500,000
117 1973 Porsche 911E 2.4 Targa 911 321 0566 $110,000 - 140,000
118 1972 Ferrari 365 GTB/4 Daytona Spider 16473 $3.0 mio -*3.3 mio
119 1961 Porsche 356B 1600 Super Hardtop 200880 $90,000 - 120,000
120 2005 Mercedes-Benz SLR McLaren WDDAJ76F45M305 $175,000 - 225,000
121 1948 Automobile Shippers Special Indy Roadster e/n 56 $300,000 - 350,000
122 1934 Lincoln KB Convertible Victoria KB 3375 $285,000 - 325,000
123 1978 Maserati Bora 4.9 AM 117/49-US 960 $50,000 - 100,000
124 1926 Kissel 6-55 Gold Bug Speedster 5513231 $250,000 - 350,000
125 1964 Alfa Romeo Giulia 1600 Spider AR 379823 $80,000 - 100,000
126 1963 Jaguar E-Type Series 1 3.8 Roadster* 879718 $140,000 - 170,000
127 1967 Fiat-Abarth 1000 OTR 100GC.112404 $70,000 - 90,000
128 1966 Ferrari 275 GTB Competizione 9079 upon request
129 1959 Fiat 500 Jolly 31343 $70,000 - 85,000
130 1968 Mercedes-Benz 280 SL 113.044.12.6542 $80,000 - 120,000
131 1914 American Underslung 646 Five Passenger Touring L.600 $500,000 - 700,000
132 1962 Jaguar E-Type Series 1 3.8 Coupe 886871 $150,000 - 200,000
133 1904 Humber 8.5HP Twin-Cylinder Two Seater 2411 $150,000 - 200,000
134 1964 Shelby Cobra 289 CSX2570 $1.0 mio -*1.3 mio
135 1954 Austin-Healey 100 BN1 BN1L 222344 $80,000 - 100,000
136 1969 Ferrari 365 GTB/4 Daytona 12923 $ 650,000 - 800,000
137 1924 Chrysler Model B-70 Roadster 19074 $40,000 - 50,000
138 1958 Edsel Citation Convertible X8WY700406 $60,000 - 70,000
139 1958 Mercedes-Benz 300 SL Roadster 198.042.85.94 $1.2 mio -*1.4 mio
140 1930 International Single-Ton Pick Up* X43817G $25,000 - 35,000
141 1969 MGC GT Coupe GCD1U/8209G $25,000 - 35,000
142 1934 Packard Eight 1101 Roadster 71919 $250,000 - 300,000
143 1957 Porsche 356A 1600 Coupe 101972 $125,000 - 150,000
144 1963 Ferrari 250 GT Lusso 4481GT upon request
145 1989 Porsche 911 Speedster WP0EB0914KS173071 $225,000 - 275,000
146 1938 Bugatti Type 57 Roadster 57661 $550,000 - 700,000
147 1966 Lotus Cortina MK1 BA74FM59709 $55,000 - 75,000
148 1964 Aston Martin DB5 Convertible DB5C/1295/R $1.4 mio -*1.7 mio
149 1940 Ford Deluxe Woodie Station Wagon* 5266500 $130,000 - 170,000
150 1972 Ferrari Dino GTS 4870 $350,000 - 450,000
151 1960 Alfa Romeo 2000 Spider AR.10204.02293 $40,000 - 65,000
152 1955 Ferrari 250 Europa GT 0389GT $2.8 mio -*3.4 mio
153 1962 Facel Vega Facel II HK2 A141 $250,000 - 300,000
154 1948 Buick Roadmaster Convertible 44897500 $60,000 - 90,000
155 1954 Aston Martin DB2/4 Drophead Coupe LML/829 $525,000 - 675,000
156 1963 Jaguar MkII 3.8 Saloon P218707DN $30,000 - 40,000
157 1957 Mercedes-Benz 300 SL Roadster* 198.042.7500568 $900,000 -*1.2 mio
158 1970 Mazda Cosmo Sport Series II L10B Coupe L10B-10900 $140,000 - 180,000
159 1978 Toyota Land Cruiser FJ40* FJ40-264950 $50,000 - 75,000
160 1966 Ferrari 275 GTB 8143 $3.3 mio -*3.6 mio
161 1965 Triumph TR4A CTC 61491 L $30,000 - 40,000
162 1973 Jaguar E-Type Series III V12 Roadster UD1S22489 $75,000 - 100,000
163 1954 Chevrolet Corvette E54S004092 $70,000 - 90,000
164 1955 Jaguar XK140 MC Fixed Head Coupe S814386 $80,000 - 110,000
165 1937 Chevrolet Master Deluxe 'Demonstrator' Sport Coupe 6GA11 6375 $40,000 - 50,000
166 1973 Porsche 911 Carrera RS 2.7 911 360 0802 $850,000 - 950,000
167 1962 Jaguar E-Type Special 877245 $125,000 - 175,000
168 1966 Ferrari 330 GTC 8969 $700,000 - 900,000
169 1968 Toyota Corona Two-Door Hardtop RT52-34840 $20,000 - 30,000
170 1964 Triumph TR4 CT/39952-L $25,000 - 30,000
171 1971 Ferrari 365 GTB/4 Daytona 14045 $700,000 - 850,000
172 1955 Jaguar XK140 MC Roadster S810953 $160,000 - 190,000
173 1987 Porsche 930 Turbo Coupe WP0JB0934HS50900 $90,000 - 120,000
174 1978 Aston Martin V8 Volante V8C0L15015 $85,000 - 100,000
175 2015 Mercedes-Benz SLS AMG GT Roadster WDDRK7JAXFA11243 $225,000 - 275,000
176 1988 Bentley Turbo R Sports Sedan s/mn SCBZR03BXKCX25376 $20,000 - 25,000
177 1953 Mercedes-Benz 300 S Coupe 188.011.00088/52 $250,000 - 300,000
178 1970 Porsche 911 T 2.2 Coupe 911 010 1397 $70,000 - 90,000
179 1970 Mercedes-Benz 280 SE 3.5 Cabriolet 111.027.12.998 $325,000 - 375,000
180 1956 Jaguar XK140 MC Fixed Head Coupe S815222 $60,000 - 80,000
181 1984 Ferrari 308 GTSi Quattrovalvole 53225 $75,000 - 100,000
182 1953 Jaguar XK120 Fixed Head Coupe S680774 $100,000 - 130,000
183 1977 Toyota Land Cruiser FJ40 FJ40-243744 $60,000 - 90,000
184 1982 Ferrari 512 BBi 40999 $140,000 - 180,000

 

Lot 152 Bonhams Estimate US$2.8 - 3.4 million.

*Highly-desirable Europa GT, factory equipped with competition features and alloy bodywork
*Built for the 1955 Mille Miglia, although not completed in time for the start
*Retains matching numbers engine, bodywork and chassis
*Engine rebuilt by Patrick Ottis, paint by Brian Hoyt
*Offered with copies of factory build sheets, Marcel Massini's report, books and tools


THE FERRARI 250 EUROPA GT

Capitalizing on the raving success of his V12-engined competition cars, Enzo Ferrari began to develop exclusive road-going models for sale to private customers. Mr. Ferrari had begun planning his new car during the war and in 1946 commissioned Gioacchino Colombo to design a small-capacity V12 engine for it. By the time the doors to the 1953 Paris Auto Salon opened, it marked a new dawn for Ferrari. The Ferrari range of road-going cars was being fully renewed with two new models announced, the 250 Europa to replace the 212 Inter born in 1951 and a bigger-engined model, the 375 America.

The 250 was Ferrari's first true Gran Turismo, and it was dressed in the Pinin Farina design that would come to be synonymous with how a Ferrari looked, forever intertwining the 250 with the passionate men of Maranello and Turin. The sobriety of shape and refined elegance of line exuded by the Europa were fully confirmed over and over again by Pinin Farina in later Ferrari GTs, and design cues created by the Ferrari-Pinin Farina partnership during this time, like the long, low hood and oval radiator, continue to appear on Ferrari models of the present day. It was this design that has, for decades, embodied the spirit of cruising through the French Riviera, cocooning occupants and luggage in luxury while effortlessly eating up miles.

First seen at the Paris Auto Salon the following year, in 1954, the new second series Europa GT looked quite similar to the standard Europa, but in reality, the GT was a car with a wealth of new features. The original Colombo-designed short block engine had been brought up to 220bhp at a screaming 7,000rpm through its development in the competition-derived 250 model, the 250 Mille Miglia. Used in the new Europa GT's, it allowed for a shorter wheelbase. This in turn brought down the weight by approximately 10%, and nearly ten miles per hour was added to the top speed of the new Europa GT Coupe.

Perhaps the most desirable upgrade to the Europa was the fully revised suspension of the GT, now featuring independent coil-sprung suspension with double wishbones up front. This made for a much better handling car, with excellent road holding and cornering abilities. The huge Alfin brake drums were similar to the ones later fitted to Ferrari's competition GT, the Tour de France, and offered very capable stopping power.


THE MOTORCAR OFFERED

As one of just two Europa GT examples bodied with lightweight aluminum alloy coachwork, chassis no. 0389 GT claims an unusual degree of rarity. Also prepared with competition specifications generally unseen in the model, this car has been associated with some of the most respected names in the Ferrari niche.

According to a note typewritten on 0389 GT's factory build sheets; "Per MM/55", the car was originally prepared for the Mille Miglia, but it ultimately never ran the race, as it was not completed at Ferrari's workshops in time for the start. The unusual build specifications combined elements of two different chassis types, the Type 508, which was the first of the ever-evolving 250 GT chassis, and the Type 513, which was only otherwise used on four 250 GT Speciale examples that were bodied in Super America-style coachwork. The chassis frame tubes and cross members of 0389 GT were laid out quite differently compared to the standard Europa GT chassis, and features a wider track front and rear, providing the car superior handling for road racing. The brakes fitted to 0389 GT were identical to the ones fitted to the 375 MM Spider and Berlinetta sports racing cars, offering the best available stopping power for the already light GT. The Type 112 motor no. 0389 GT (internal no. 333) was installed and tuned for competition, weight being kept to a minimum using a Type 102 magnesium gearbox casing, again similar to the componentry fitted on the 375 MM. The beautiful lightweight body was executed to the builder's handsome Europa GT Coupe design, and was configured with left hand drive steering. Clearly, 0389 GT was built for a specific purpose and was a very special automobile from its inception, even by Ferrari standards.

Finished in Blu Fiat 8V and upholstered with Plastico Naturale, much as it appears today, 0389 GT was issued a certificate of origin on March 18, 1955, and on April 27 the car was officially sold to the Industrie Lampade Elettriche in Vicenza, Italy, on behalf of Luciano Cascalli. The car remained in the Rome area over the next few years before being purchased by the well-known Ferrari collector Edwin Niles of Los Angeles, California, in March 1960. Mr. Niles imported the car to the United States, and soon thereafter sold it to a local Los Angeles dentist named Robert H. Peterson, who retained the legendary Max Balchowsky (builder of the famed Old Yeller road-race specials) to install a Corvette transmission and rear axle after a clutch failure, though the original Ferrari V12 engine was retained.

The Europa GT then passed to several Hollywood executives, including two different employees of Columbia Pictures, eventually landing in the purview of Malibu-based Ferrari collector Paul Forbes in 1981. A year later, the alloy-bodied Europa GT was purchased by marque specialist Steve Tillack of Redondo Beach, California, and he treated it to a cosmetic refurbishment in the correct color scheme of blue paint over a tan interior. 0389 GT was then sold to Italian resident Marco Ferre, who repatriated the beautiful car back to its native Italy. Following Mr. Ferre's passing in 1991, the 250 GT was inherited by his children, and soon offered for sale.

Acquired then by Michael Stollfuss of Bonn, Germany, the Ferrari was finally campaigned at the Mille Miglia (albeit the Storica) in May 1999 wearing start number 298, some 44 years after it was originally intended to contest the Italian epic. After brief ownership by one additional German enthusiast, the car returned to the United States when purchased by Fantasy Junction's Bruce Trenery, and quickly found a willing buyer in Stephen Block of Moraga, California. Mr. Block unofficially brought the Europa GT to several major events without formally exhibiting it, including the Pebble Beach Concours d'Elegance and Concorso Italiano, and also ran the car in the 2002 California Mille, where 0389 GT's front fender was damaged. Hereafter, 0389 GT was repaired and treated to a proper repaint in 2002 by award winning painter Brian Hoyt and his esteemed shop Perfect Reflections. During this time, the car's matching-numbers Colombo V-12 engine was rebuilt by Ferrari specialist Patrick Ottis. The car then passed to renowned Southern California collector Barry Konier, before being purchased in 2009 by the consignors, two of the most established vintage Ferrari collectors in the United States.

With its rare factory competition specifications and desirable Pinin Farina aluminum bodywork, 0389 GT is ideally suited for vintage touring, and in addition to the California Mille the car has successfully completed the Colorado Grand four times. The sensational Ferrari received a Platinum Award at the FCA's May 2013 meet in Pasadena, and is accompanied by an owner's manual and parts book, a toolkit in a proper leather roll, Marcel Massini's history report, and most importantly copies of the original factory build sheets. 0389 GT's original matching numbers engine block is currently fitted with cylinder heads from a Colombo Type 128C engine, offering improved performance and serviceability. For the Ferrari purist that wishes to more authentically prepare the car, a set of Type 112 cylinder heads with individual intake ports and correct intake manifolds is included, and they claim the added superlative of having been rebuilt by renowned engine builder Bob Wallace. The Corvette transmission and rear axle installed by Max Balchowsky are long gone, and in place are correct, period Europa GT units.

Featuring rare mechanical specifications, this Europa GT is one of approximately 27 examples bodied with Pinin Farina's exquisite Coupe coachwork, and one of just two such cars built in lightweight aluminum alloy. Beautifully presented in two-tone blue, with the bottom color matching car's originally applied Blu Fiat 8V, this stunning Europa looks extremely smart. The interior is correctly trimmed in neatly contrasting Plastico Naturale caramel-colored leather, and carpeting and trim throughout is correct for the model. Original specification Marchal lights adorn the fenders, and the correct Borrani wire wheels are fitted with period-correct, tall Michelin tires.

0389 GT is that rare competition-prepared Ferrari GT that was never raced or damaged in period, a car that is equally well suited for vintage touring or display on the finest Concours lawns. It is, without exaggeration, the ultimate performing example of the handsome Europa GT, having been originally intended for the 1955 Mille Miglia, subsequently restored and maintained to breathtaking condition, documented with original factory paperwork, and tended by some of the finest Ferrari craftsmen in the United States. It begs serious consideration by any dedicated collector of vintage Maranello automobiles, and would be the ideal machine, with its epic performance and spacious, comfortable cabin, to enter in the Mille Miglia Storica once more.

 

RM Lot 129 - Estimate US$1.75 - 2.25 million

The “missing link” between the race and road Ferraris of its era
A rare early alloy-bodied example on a Europa chassis, with numerous unique features; a Low Roof model
Built prior to the “production” Boano Coupes
Formerly owned by Guido Cantelli and Frits Kroymans
A superior event Ferrari with outstanding provenance


Enzo Ferrari’s passion may have been racing cars, but by 1950, he had begun to accept that exclusive road cars were needed to finance the company’s growing competition efforts. Early Ferraris for the street were built in very small numbers, usually to special customer order and with no attempt made at standardization. A significant change occurred in 1954, when the Pinin Farina-designed 250 Europa GT debuted in Paris. It was Ferrari’s first true “production” model, and it would form the foundation for all future Ferrari 250 models. These included the second series, which was again designed by Pinin Farina.

At the time of the 250 GT Series II’s unveiling, Pinin Farina was in the process of building a new, much larger production facility, and they did not yet have the space to build the somewhat larger quantities of cars that Ferrari was requesting. Accordingly, the design they created was handed over to Carrozzeria Boano, which was headed by one of Pinin Farina’s designers, Mario Felice Boano. Boano proceeded to build 67 cars, which had slight styling alterations from the five cars that Pinin Farina had already built, with the most notable being a lower wing line. When Boano’s namesake moved to Fiat in 1957, Ezio Ellena, his son-in-law, took over production, now under the banner of Carrozzeria Ellena. Ellena also made minor cosmetic changes, with the main one being a raised roofline, which prompted the use of the terms “Low Roof” for Boano bodies and “High Roof” for the Ellenas.

CHASSIS NUMBER 0447 GT

The car offered here, chassis number 0447 GT, is a very special early Boano Low Roof Coupe. According to Ferrari historian Marcel Massini, the assembly of 0447 GT’s mechanical components began on October 20, which was followed by re-assembly and dyno-testing on October 26, the same day that the rear axle assembly was completed. It appears as if the car was originally intended to sport Pinin Farina bodywork, as it was bestowed with Pinin Farina body number 14995 and shipped to them on October 31, 1955. However, Massini notes that 0447 GT was subsequently sent to Carrozzeria Boano instead, where it was fitted with its present lightweight alloy Low Roof Coupe bodywork, as Pinin Farina was too busy with other projects at the time. This body was similar in essence to other early 250 GTs, including the 1956 Geneva show car, chassis number 0429 GT, and chassis number 0443 GT, which had won its class in the 1956 Alpine Rally and took overall victory in the 1957 Acropolis Rally. Chassis number 0447 GT, however, had numerous unique features in its original form, including a distinctive, subtly up-swept beltline break just behind the doors. The car was photographed in this configuration in period, as depicted on pages 192 and 193 of Angelo Tito Anselmi’s Le Ferrari di Pininfarina.

However, shortly after completion, chassis number 0447 GT was returned to Carrozzeria Boano and underwent a number of cosmetic detail changes. Revisions included a new, unbroken waistline from the front to the rear fenders, with the front fenders tapering off to end at the headlight rims. The turn signal indicators on the B-pillars and the Pinin Farina badges at the base of the body flanks were eliminated, as was the license plate bracket on the front bumper. Following these revisions, the body was refinished in its original color, Grigio Metallizzato (LC 48), while its blue Connolly Vaumol Luxan grain leather (VM 3087) interior remained unchanged.

The car was completed in its final form on July 30, 1956, and sold in August 1956 to its first private owner, Guido Cantelli, who was a famed orchestra conductor of the period. Unfortunately, Signor Cantelli was only able to enjoy his new car for three months, as he met an untimely end in a plane crash at Orly airport, just outside of Paris, France, shortly after being named director of the famed La Scala opera house. Virtually unused, the late conductor’s Ferrari was exported to the United States, where it was owned until the 1960s by a handful of enthusiasts.

In 1986, the Boano was advertised for sale in the Ferrari Market Letter by John A. Hayes, of North Carolina. It was acquired later that year by Lyle Tanner Enterprises, of Carson, California, and it was restored by them in dark red with a grey interior. In this form, the car was sold to Ken Behring’s Blackhawk Collection.

Noted Ferrari dealer and collector Fredrijk “Fritz” Kroymans, the official importer for the Netherlands, ultimately acquired chassis number 0447 GT in 1992, and he retained it for nearly 20 years. It was acquired in 2010 by well-known and respected American collector Tom Price, who continued to preserve its quality older restoration. Later, it was preserved in another well-known American Ferrari collection, until it was purchased by the present caretaker.

In his care, the car has received a full engine rebuild, which was performed by noted Ferrari mechanic Frank Buonanno and Matt Carfo, of Black Horse Garage in Bridgeport, Connecticut. It was also refinished in its present Tour de France color scheme. It was then officially accepted into the 2014 Mille Miglia Storica, but it did not participate due to the owner’s personal reasons. It remains a spectacular candidate for that fabled event, as well as for any other tour, show, or historical exhibition.

As one of the earliest Low Roof Boano Coupes, this fascinating alloy-bodied creation marks an important link to the origins of Ferrari’s commitment to making the 250 GT the world’s finest road car. It also marks the moment in time when Pinin Farina became the preferred designer of Ferrari road car bodies, which was a careful move to create greater standardization. Simply put, it is the evolutionary link between Pinin Farina’s 250 GT prototypes and the Boano-bodied “series production” cars, and it holds an irreplaceable place in Ferrari history.

 

Gooding LOT 46 Estimate US$8 - 10 million

THIS CAR
The extraordinary Ferrari presented here, 1425 GT, is the 27th of 50 California Spiders built on the long-wheelbase 250 GT chassis. Consistent with its May 1959 build date, this California Spider benefits from a number of significant evolutionary improvements introduced throughout the model’s two-year production run.
First and foremost, 1425 GT has, as its foundation, the 508D chassis, a highly developed version of the original 250 GT platform. The original engine, a Tipo 128D unit, with internal no. 0444D, represented the latest advances in the famed 250 series. Incorporating twin, rear-mounted distributors, strengthened connecting rods, a new crankshaft, and revised cylinder heads with new valves and larger intake manifolds, the Tipo 128D served as the basis for the 250 Testarossa engine, known internally as the 128 LM.
Other desirable qualities of 1425 GT’s specifications are the optional cold-air box and velocity stacks. More often seen on the contemporary 250 GT Tour de France, this sporting configuration was designed to force cold air from the hood scoop directly into the carburetors and was specified only on a limited number of California Spiders.
Upon completion, the chassis was entrusted to Carrozzeria Scaglietti in Modena for coachwork. In keeping with its mechanical specification, 1425 GT features the improved rear-end treatment (introduced with 1379 GT or 1411 GT) that gives the later long-wheelbase California Spiders a more resolved appearance, as well as a more sporting stance.
Originally specified with the open-headlight arrangement and finished in the elegant color scheme of white over black leather upholstery, 1425 GT was truly a sight to behold. In fact, the appearance of the new California Spider was so striking that Ferrari selected this car to take part in an official press photo shoot at the Port of Naples. A series of wonderful images from this shoot survive, showing the glamorous new Ferrari wearing a temporary cardboard registration plate.
According to factory records, 1425 GT was originally sold to its first owner, Mrs. Livia Mustica of Naples, on July 30, 1959. Evidently, the Ferrari remained with Mrs. Mustica for nearly a decade until July 1968 when it was sold to its second owner, Guido Palermo, a fellow resident of Naples.
In late 1968 or early 1969, 1425 GT was sold to Tom Meade. A California-born car enthusiast, Meade moved to Italy in 1960 and set up an operation outside of Modena brokering and customizing Italian sports cars. During this period, Meade commissioned the famous Thomassimas and the Nembo Spiders, 250 Ferraris with stylized custom coachwork. He also created a variety of mild-customs by updating classic Ferraris and Maseratis with more modern features and personalized touches.
Soon after acquiring 1425 GT, Meade refinished the Ferrari in red lacquer and updated the original Scaglietti coachwork with covered headlights.
Around this time, a young aerospace engineer in California by the name of Jack Castor was looking to buy his first Ferrari.
Jack’s introduction to sports cars came in 1961 when he took a job with the Convair aerospace company in San Diego and bought a used Jaguar XK150 Roadster. Two years later, Castor transferred to a position at Lockheed near San Francisco and soon joined the Lockheed sports car club, which put on two autocross events each year.
One day in early 1969, Castor struck up a conversation with another Lockheed engineer named Johnny Johnson, who had arrived at work in a 250 GT Pinin Farina Cabriolet. Johnson told Castor that he had purchased the car from Tom Meade in Modena and recommended him as a source, if he was interested in buying a similar Ferrari.
In a letter to Johnny Johnson, dated July 8, 1969, Meade provided a list of various sports cars he had available for sale. Among the advertised stock was a 1959 Ferrari California: “Bubble headlights bright Red/black excellent conditions also a collectors car. $2,950.”
Having read about the model in magazines, Jack was immediately drawn to the California Spider, but did not have the $3,750 to cover the price of the car in addition to the required shipping costs and import duties. Desperately wanting the Ferrari, Jack used his paid-of Volkswagen Beetle to secure a loan from the Lockheed Credit Union and, from there, made plans to visit Tom Meade in Modena.
In a recent article published by Forza magazine, Jack Castor recalled his visit to Meade’s shop and his first glimpse of the Ferrari:
“He took me across town to an old man who was just putting the car back together; it had been painted, and he was fitting the headlight trim and bumpers and stuff. It was in a one-car garage, so I really couldn’t stand back and see everything. I never even heard the car run, but I figured, ‘Well, I can always sell it when I get home and maybe pay for the vacation.’”
A deal was then settled for 1425 GT and, in August 1969, the California Spider was shipped from Genova to San Francisco aboard the SS Paolo d’Amico. Alas, when he arrived at the dock in San Francisco to collect his new Ferrari, Castor found that the windshield had been broken in transportation. On a trip to Modena in 1972, he brought the windshield frame to Scaglietti for repair and purchased a spare, which was then shipped back home to California.
Castor drove the California Spider on “an occasional basis” until 1979 or 1980, when he retired it from the road, after noticing that the oil pressure dropped during hard cornering.
Over the next 25 years the Ferrari sat idle while Jack, who possessed a well-developed sense of adventure, regularly set of to exotic locales around the world and indulged in his passion for antique transportation, once completing a cross-country trip on a century-old “Penny Farthing” high-wheel bicycle.
During this time, Jack continued to build an eclectic collection comprised of bicycles, gasoline pumps, various antiques, and nearly 20 classic cars, from a 1953 Kaiser Traveler to Elvis Presley’s BMW 507, currently undergoing a complete restoration by the BMW factory in Munich. Though it was kept in storage for many years, 1425 GT remained Jack’s most prized possession; it became, in many ways, an important extension of his personality. Even his letterhead featured a line drawing of a California Spider.
Finally, in the mid-2000s, Jack decided to get the Ferrari back on the road. With the help of respected marque specialist Patrick Ottis, the California Spider was carefully returned to running order.
Until his recent passing, Jack was often seen behind the wheel of 1425 GT, and each August he made the trip from his home in Half Moon Bay to Pebble Beach where he enjoyed turning up at the various Monterey week classic car events in his wonderfully original, unrestored Ferrari.
In the Forza article, Castor remarked that, “I drive this car now far more than I did back when I first bought it. Most Cal Spiders are restored, perfect, and are trucked to shows. I like this one the way it is, so I don’t have to worry about getting a scratch. I can just drive it and enjoy it.”
Despite his relatively modest means, Jack Castor happily rebuffed countless written and verbal offers to purchase the Ferrari. As letters arrived in his mailbox, promising ever-increasing sums of money in exchange for the California Spider, Jack politely dismissed each offer, telling hopeful suitors that he would prefer to drive and enjoy his car.
Although more than 55 years have passed since it left the factory, 1425 GT has never warranted a full restoration. Simply maintained as required, the Ferrari is largely unchanged since Jack Castor acquired it over 45 years ago. Still wearing its late 1960s red paint and original black leather upholstery, this California Spider possesses a glorious, irreplaceable patina that is sure to resonate with sophisticated collectors.
A reminder of its long and fascinating journey, 1425 GT retains important details, such as Tom Meade’s custom covered headlights, an accessory fender-mounted mirror that can be seen in the original Port of Naples press photographs taken in 1959, and is further accompanied by its personalized “FERRAR” blue and yellow California license plates. These distinguishing features present tangible evidence of the car’s continuous evolution over the years, speak to its long-term stewardship, and contribute to its authentic character.
Beyond its own intrinsic qualities, 1425 GT is offered with its tool roll, original spare, and an extensive file of original documentation that includes important ownership records, service invoices, shipping documents, period photos, sales literature, parts catalogues, written offers, and fascinating personal correspondence dating back to 1969.
Having known Jack Castor for many years, it is Gooding & Company’s great honor to have been entrusted to fnd a new home for the crown jewel of his collection. Offered for sale for the first time since 1969, this Ferrari’s appearance at auction represents the chance of a lifetime.
For the next caretaker, this opportunity ought to hold the same promise and excitement as the moment that Jack Castor arrived at Tom Meade’s garage in Modena and first laid eyes on his new California Spider.

 

Gooding Lot 158 Estimate US$325,000 - 375,000

The 250 GTE presented here, chassis 2919 GT, was completed at the Ferrari factory in November 1961 and originally painted white with black leather upholstery and contrasting red carpets. The 246th example built, 2919 GT is a late Series I GTE distinguished by its grille-mounted driving lights, three-light taillamps, and revised Series II-style dashboard treatment.
The first owner, Mr. Alexander, took delivery of the new Ferrari in Italy and then air freighted the car to his home in San Francisco. Serviced and maintained by local dealer Charles Rezzaghi Motors, 2919 GT remained with Mr. Alexander until spring 1966, when it was sold to Betty Wyars of Wasco, Oregon. Mrs. Wyars kept the GTE for more than a decade and then advertised it for sale in the Oregonian, asking $10,000 for a car she described as being “in mint condition, all original, 50,000 miles.”
In August 1977, David Martin of Beaverton, Oregon, acquired 2919 GT and it remained in his family’s ownership for over three decades. The white 250 GTE was a frequent sight at local Ferrari events and classic car shows until the early 1990s, when it was retired from regular use and stored in the family garage. Likely one of the few remaining GTEs in exceptional, unrestored condition, 2919 GT possesses a charming patina throughout. The checked paintwork appears to be largely original, with an area of visible blending on the right rear fender. The interior is particularly well preserved, with nearly all of the original upholstery, carpets, and headliner intact. Wonderful period details abound, from the Blaupunkt radio in the console to the 1966-issue Oregon license plates.
The engine bay has been visually maintained since a mechanical restoration was performed in the late 1970s, and it appears that many important original features are present throughout the compartment. Though the Ferrari has recently been brought to running order, a careful recommissioning is recommended before use.
The sale of this time-capsule Ferrari is accompanied by an impressive file of supporting documentation that includes receipts, correspondence, photos, and registration records, some dating as far back as Betty Wyars’ ownership. A history report compiled by Marcel Massini, an owner’s manual, and a tool roll are also included with the GTE.
A classic 250 Ferrari with a delightful history and an irreplaceable character, 2919 GT is among the most appealing GTEs to be found.

 

RM Lot 136 Estimate US$1.6 - 1.9 million

Offered by an enthusiast owner of 35 years
One of only 200 Series II Cabriolets
The only example originally finished in Rosso Cina
Extremely rare factory hardtop; showing 41,000 actual miles
Consistently well maintained and enjoyed


The 250 series was Ferrari’s crowning achievement of the 1950s and early 1960s. The high watermarks of this series have defined the Prancing Horse in the decades since. In many ways, the 250 set the stylistic and cultural tone for Ferrari, which has grown exponentially model after model. From the lovely Lusso and the sporty California Spider to the Tour de France and, of course, the Series II Cabriolet, the basic construction formula was nothing short of perfect: a high-revving, powerful V-12 engine, a shiver-inducing exhaust note, and an almost unbelievably sexy design by the best Italian coachbuilders that would clothe a chassis in two-door form.

From the outset, personalization and the owner’s wishes were paramount at Ferrari, as they influenced everything from the color and leather choice to the mechanical specification. As the years progressed, those bespoke touches have served to distinguish one example from another, and they have catapulted certain models into particularly rarified air.

The stunning 250 GT Cabriolet Series II is no exception. It debuted in 1959 with a Pinin Farina design that was crafted completely by hand, and it was executed entirely at the discretion of the designer’s senses of touch and sight. The lines, smooth and flowing from front to rear, exhibited an air of sophistication, which was complemented by four exhausts at the rear, a hood scoop, sporting wire wheels, and all the trappings that defined the finest Ferrari “grand touring” cars.

The Ferrari offered here is the 186th of 200 Cabriolet Series IIs produced, and it is noteworthy as the only example originally finished in Rosso Cina (Chinese Red). This Cabriolet was equipped with a Nero Connolly leather and vinyl interior when it was delivered in late July 1962 to Luigi Chinetti Motors in New York. It was sold in August to its original owner, Frank O’Brien Jr., who was the second-generation leader of Philadelphia’s O’Brien Machinery Company, suppliers of power-generating equipment, and a prominent local socialite with a 70-acre horse farm in Chester County. Its entire ownership history since has been traced, with its early life spent in Pennsylvania. After three owners, the Ferrari moved to Illinois in the fall of 1975. In 1980, it was sold by Joe Marchetti’s International Autos Ltd. to its current owner, a long-time Ferrari enthusiast and connoisseur of the marque, who recalls the trip home as such:

We picked up the car at about noon on November 1, 1980, in Chicago. At the time, we lived in Monmouth, Illinois, 215 miles away. We left Chicago in early afternoon, stopping on the way at an airport to watch skydivers. Outside the Quad Cities, it began snowing. We stopped at a Mexican restaurant for dinner, sitting by a window so we could keep an eye on the car; it was the only one in the parking lot. Then, we brushed the snow off and drove the last 40 miles to home, getting in around 8:30 p.m. It was a really great day.

This Cabriolet has been well-maintained over the years, showing no mistreatment or evidence of accident damage. It has received a thorough mechanical service and inspection within the last 1,000 miles, as well as a recent clutch replacement. Cosmetically, the upholstery was renewed in 1979 in tan leather, which now reflects light use and patina. The Ferrari has received two repaints, with the most recent being in elegant Nero in 2007. However, it has not been restored and has never required major disassembly or work. It still retains all of its original components, down to the smallest hardware bits, with no known modifications or missing parts. Most importantly, it is still equipped with its original, extremely rare factory removable hardtop, which is a seldom-seen option that enables the true enthusiast to enjoy this Ferrari on road trips and tours in all weather conditions.

In addition to the hardtop, the car is offered with the original tool kit and the original leather folder for manuals, which is actually rarer than the manuals themselves. An extensive binder of documentation (with interview notes) records the car’s history, as researched by noted Ferrari historian Dyke Ridgley. The binder documents the mileage and all services back to the 1970s and includes copies of factory build sheets (including extremely rare dynamometer test records), Pininfarina factory records sheet, receipts, and purchase information. During its lifetime, the car has been driven 41,000 actual, documented miles, but as a proud “driver,” it has never been shown at a major concours event. Most importantly, the owner reports it to run and drive well, something in which he takes considerable pride.

For 35 years, the owner of this wonderful Cabriolet has enjoyed the Ferrari hobby alongside many of today’s best-known experts. He is proud to offer the car here to a new home and with the hope that it will be enjoyed with the same passion for decades to come.

 

Gooding Lot 132 Estimate US$4 - 5 million

THIS CAR
“We decided to test this car because it is the best example extant of the true GT car, in the traditional, or non-Detroit, non-FIA manner: a closed two-seater, slightly hysterical, and designed expressly for long-distance, high-speed travel. Owning one is, or should be, the goal of every automotive enthusiast anywhere.”
-Ferrari Superamerica 400 Road Test, Car and Driver, April 1963
At the 1960 Brussels Motor Show, Ferrari unveiled the latest evolution of its traditional, top-of-the-range gran turismo – the 400 Superamerica. Although it retained the hallowed Superamerica moniker of the outgoing 410 series, the new car shared little with its predecessor. To begin with, the 400 SA chassis – based largely on the well-developed 250 series – featured a number of noteworthy mechanical refinements, including four-wheel Dunlop disc brakes, telescopic shock absorbers, and a fully synchronized gearbox with overdrive.
The most significant change, however, was the powerplant. While the early “America” models had all used the Lampredi long-block, Ferrari ceased production of the motor in 1959 and instead employed a much larger variation of the Colombo V-12 for the newest Superamerica. Displacing four liters and topped by three substantial weber carburetors, the V-12 produced as much power as the outgoing 410 Superamerica and further benefited from improved low-rpm torque and ease of maintenance.
The debut of Pininfarina’s sensational Superfast II show car and 250 GT Sperimentale competition car in 1960 and 1961 inspired a distinctive line of coachbuilt bodies for the 400 Superamerica chassis. Many of the aesthetic features found on these aforementioned one-offs were incorporated into Pininfarina’s Coupe Aerodinamico. The result was one of the most extraordinary series of road-going Ferraris ever built.
While each Coupe Aerodinamico was handcrafted to individual tastes, each one benefited from elegant proportions; a large greenhouse; graceful, fluid lines; and a tapered tail section. Inside, the lucky occupants were treated to a sumptuous interior, replete with comfortable seats upholstered in Connolly leather hides; a spacious luggage platform; a fluted headliner; and an ample selection of auxiliary gauges to monitor the status of the magnificent machine.
At a customer’s request, any number of additional features or materials could be specified – Ferrari was only too happy to oblige. This was not an unusual occurrence given that the list of original 400 Superamerica customers included notable individuals such as Gianni Agnelli, Nelson Rockefeller, George Arents, Michel Paul Cavalier, Count Volpi, Count Somsky, and Felice Riva.
Between 1960 and 1964, Ferrari built approximately 35 examples of the 400 Superamerica, the series divided between the short-wheelbase Series I and long-wheelbase Series II variants. Due to their exclusive status and breathtaking 150 mph performance, this rare breed remains one of Ferrari’s most memorable creations.
The 400 Superamerica presented here is a marvelous example that boasts the most desirable specifications, Ferrari Classiche “red book” Certification, and an exquisite presentation that is second to none.
3221 SA is one of just 14 examples of the Coupe Aerodinamico built on the original 2,420 mm wheelbase chassis exclusive to the Series I 400 Superamericas. The Series I Coupe Aerodinamicos – constructed on the same specification chassis as Pininfarina’s legendary Superfast II show car – possess a particular purity of design, more sporting proportions, and a greater variety of bespoke details compared to the later Series II versions.
In total, it is believed that just seven examples of the Series I Coupe Aerodinamico were originally specified with the desirable covered-headlight treatment, a signature Pininfarina flourish that enhances the already streamlined characteristics of this body style.
According to factory records, this Coupe Aerodinamico body, no. 99519, was originally finished in Bianco (White) and upholstered in Grigio (Gray) Connolly leather, a subtle combination that perfectly complements the dramatic lines of the coachwork.
Echoing the appearance of the Superfast II show car, 3221 SA possesses many desirable coachwork details, such as covered headlights, a chrome-trimmed hood scoop, polished belt molding, and rear spats. The cockpit is beautifully appointed as well, with the preferred two-gauge instrument configuration, fresh-air vents on either side of the dashboard, and an adjustable passenger-side headrest.
Though each 400 Superamerica is unique, 3221 SA shares many of its desirable qualities with 2373 SA, the first Coupe Aerodinamico, and 2861 SA, which was delivered new to famed car collector and casino magnate William Harrah and tested in the June 1963 issue of Road & Track magazine.
Completed by Ferrari in March 1962, 3221 SA was sold new through Ferrari’s official French importer, Franco-Britannic Autos Limited, to its first owner, Hubert Charpentier of Paris. It is believed that M. Charpentier retained the 400 Superamerica until 1966, when it was sold to fellow Frenchman Jacques André. From there, the Ferrari passed through the ownership of the Marquis de St. Didier and, by 1967, it was being offered for sale by the Citroën agent in Gennevilliers. At this time, the used Superamerica was reported to be in rather poor condition, with damage to the roof. Later in 1967, 3221 SA was sold to M. Launay and subsequently spent many years in a Luxembourg collection, where it was registered as “L 1316.”
In 1986, Alain Dominique Perrin, then serving as director of Cartier International and Cartier SA, acquired 3221 SA for his private stable. A well-known patron of the arts, who is often credited with the creation of the Cartier Foundation for Contemporary Art in Paris, M. Perrin commissioned a restoration of the 400 Superamerica, entrusting the work to Italian specialists. In 1988, M. Perrin sold 3221 SA to Ferrari France and Daniel Marin and, for many years, it was maintained among the prestigious Pozzi Collection in Levallois-Perret.
In 2005, 3221 SA joined the collection of noted Ferrari enthusiast Philippe Lancksweert. Soon after joining his collection of Italian thoroughbreds, the Ferrari was sent to Carrozzeria Autosport of Bastiglia for a complete restoration that would see the glamorous Superamerica faithfully returned to its original appearance. As the restoration was nearing completion, Mr. Lancksweert had 3221 SA certified by the Ferrari Classiche Department, who issued the Certifcazione di Autenticità (number 464 F) in June 2007, confirming that it retains its original chassis, body, and drivetrain components.
Since its restoration was completed in 2007, 3221 SA has been selectively displayed at leading Concours d’Elegance in Italy, England, and the US, garnering attention and admiration wherever it is seen. Having been maintained by respected California collectors for the past five years, the Ferrari presents in outstanding order – a testament to the high quality of the work performed.
A magnificent expression of power and exclusivity, the 400 Superamerica Coupe Aerodinamico exudes the individual character and artistry of a bygone era in custom coachbuilding. These exotic, large-displacement gran turismos were the most expensive and refined road-going Ferraris of the early 1960s, built in extremely limited numbers for Enzo’s most valued customers. Fifty years after their introduction, the precious few 400 Superamericas reside in many prestigious collections, and their appeal is such that several owners have acquired multiple examples of the model.
As one of only seven covered-headlight, short-wheelbase Coupe Aerodinamicos ever built – and one of considerably fewer outfitted with such attractive bespoke features – this 400 Superamerica must be considered among the most important coachbuilt Ferraris in existence. Brilliantly presented in its original color scheme, documented by Marcel Massini, and certified by the Ferrari Classiche Department, 3221 SA is a Pininfarina masterpiece fit for a connoisseur.

 

Gooding Lot 25 Estimate US$1.6 - 1.8 million

An Italian gran turismo of inimitable style, the 250 GT Lusso combined the finest qualities of Pininfarina design and Ferrari performance in one exceptionally versatile package.
As the last production 250 GT model, the Lusso was the culmination of a decade of steady chassis development and benefited from a rugged yet compliant suspension, four-wheel Dunlop disc brakes, and Ferrari’s brilliant three-liter V-12. Though the Lusso was designed for civilized road use, more adventurous owners demonstrated its motor sport heritage with successful outings at the Targa Florio, the Tour de France Automobile, and the Spa sports car races.
The Lusso’s exquisite coachwork, designed by Battista “Pinin” Farina and constructed by Carrozzeria Scaglietti, has always received great acclaim. Chuck Jordan of General Motors Styling Department famously remarked that “Pininfarina’s Ferrari Berlinetta Lusso exhibits for all time that transformation of form and function into the spiritual presence by which great art transcends mere art.”
In total, just 350 of these elegant Ferraris were built between 1963 and 1964. Their splendid design, unrivaled touring capabilities, and association with some of the most glamorous personalities of the 1960s have contributed to their revered status among collectors and Ferrari aficionados.
The Lusso offered here, 5225 GT, is the 173rd example built and was completed by Ferrari in December 1963. According to Ferrari historian Marcel Massini, the certificate of origin for 5225 GT was issued on December 19th, and the new Ferrari was sold to its first owner, a textile manufacturer based in Genova, Italy.
The Lusso remained in the hands of its original owner until May 3, 1968, when it was sold to Viviano Corradini, an automobile specialist with residences in both Milan and New Jersey. Throughout the 1950s and 1960s, Mr. Corradini made a name for himself in classic car circles buying exotic cars in Europe and exporting them to the US, where they would be sold to American enthusiasts.
5225 GT was among the many Ferraris that followed this very path. On June 15, 1968, it was exported to the US and by 1970 had been sold to a resident of New Jersey. Evidently, the Lusso remained in the same hands until summer 1987, when it was advertised for sale in the Ferrari Market Letter. At this time, the Lusso was painted in burgundy with black leather upholstery and had covered approximately 96,000 km (just under 60,000 miles). Later that year, the Ferrari was acquired by Thomas W. Barrett III of Scottsdale, Arizona, and subsequently sold at public auction in January 1988. From there, the car made a brief journey to Europe and then, by year’s end, it was sold to Yoshio Sogabe of Kobe, Japan.
In 2002, 5225 GT returned to the US and was next sold to the current owner, a Southern California enthusiast who had always longed to own a classic 12-cylinder Ferrari. Over the past 12 years, he has thoroughly enjoyed his time with the Lusso, driving it some 1,000 km each year on regular weekend outings and at Ferrari Club of America events such as the annual Ortega Run.
Between 2008 and 2009, Ferrari specialist Jens Paulson performed an engine rebuild and the Lusso has been driven approximately 3,000 km since this work was carried out. Most recently, a general service and detail was performed, with this work overseen by a respected marque specialist and experienced FCA judge. At this time, Ferrari Classiche Certification was applied for and is currently pending approval.
Cosmetically refurbished approximately 30 years ago and maintained in good working order ever since, 5225 GT presents its new owner with the opportunity to acquire a world-class 250 Ferrari that can either be enjoyed as-is or serve as an ideal basis for a concours-quality restoration. Offered with a tool roll, owner’s handbooks, and a history report compiled by marque historian Marcel Massini, this Lusso offers an enticing overall package.
Benefiting from attentive long-term stewardship, a well-documented history, and recent mechanical attention, 5225 GT is a lovely example of one of Ferrari’s most revered road-going models. For the collector who has been searching for a great Lusso, this is certainly a car worthy of serious consideration.

 

Bonhams Lot 144 Estimate not given

THE FERRARI 250 GT LUSSO

"The Ferrari 250 Gran Turismo Lusso was one of the finest Ferrari sport saloon body designs ever created by Carozzeria Pininfarina. Into that car went all the experience gathered by the atelier when creating Fifties grand tourers in terms of style. It was further enhanced by the new features introduced on the SWB and GTO, giving birth to a car of extraordinary elegance and equilibrium" –Leonardo Acerbi in his book FERRARI, ALL THE CARS.

Certainly one of the most beautiful machines ever to carry the Maranello marque's prancing horse emblem, the 250 GT Lusso Berlinetta debuted at the Paris Salon in October 1962. Styled by Pininfarina and built by Scaglietti, the Lusso (Luxury) combined racetrack looks with new high standards of passenger comfort. Beautifully proportioned, the new 250 GT blended a low-slung nose, reminiscent of that of the 400 Superamerica, with sculpted Kamm tail by means of some of the most exquisite lines yet seen on an automobile. Slim pillars and wide expanses of glass not only enhanced the car's outward appearance, but made for excellent visibility and a pleasantly light and airy interior.

By the early 1960s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line -- the 250 Europa and Europa GT, built from 1953 to 1956 -- amounted to fewer than sixty. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in smaller numbers, usually to special order using a sports-racing chassis as the basis. Ghia, Vignale and Touring were responsible for clothing many of these early road cars, but there was no attempt at standardization for series production and no two cars were alike.

The 250 Europa's introduction heralded a significant change in Ferrari's preferred coachbuilder, whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina (later 'Pininfarina') would be Ferrari's number one choice.

The Lusso's immediate antecedent had been the 250 GT Berlinetta SWB. The SWB (Short Wheel Base) designation arose from a chassis that, at 2,400mm, was 200mm shorter than the standard 250GT's. Specifications could be varied to suit individual customers' requirements for either road or track, models supplied for competition use having lightweight aluminum-alloy bodies, the road version enjoying a fully trimmed interior and softer springing. However, Ferrari's policy of building a single, dual-purpose race/road model did not survive long into the 1960s, the diverging requirements of the two markets necessitating greater specialization in the form of the competition-only 250 GTO and Gran Turismo 250 GT Lusso.

Built on a short-wheelbase chassis similar to that of the 250 GT SWB and 250 GTO, the Lusso was powered by Colombo's light and compact 3-liter V12. Breathing through three twin-choke Weber carburetors, the all-aluminum, two-cam unit produced 250bhp at 7,500rpm, giving the Lusso a top speed of 150mph (240km/h) and a useful 0-100mph (0-160km/h) acceleration time of 19.5 seconds.

Testing the 250GT Lusso five years after its introduction, Road & Track magazine acknowledged that the design had already achieved classic status. "Although there were many variations on the basic Ferrari 250 GT since 1956 when this 3-litre series was first offered, the 1963-64 250 GT Berlinetta Lusso has come to be identifiable by that single word, Lusso. The design of the body was at once elegant and exciting and no other road Ferrari before or since has earned the same degree of enduring admiration for its aesthetics."

Steve McQueen had one, and the master designer himself, Battista Pininfarina, selected this model as his personal car. The 250 GT Lusso remains one of the greatest achievements of automotive design and engineering. With breathtaking looks and exhilarating performance, these cars remain some of the most collectible Ferraris ever produced.


THE MOTORCAR OFFERED

This matching numbers example of Ferrari's legendary 250 GT Lusso, chassis no. 4481, was the 52nd car built in the production run. Finished at the Maranello works during the summer of 1963, 4481 was equipped for the Italian home market, where Milano's flagship Ferrari dealership, Crepaldi S.p.a took delivery soon after completion. 4481 was finished much as it appears today, with the beautiful Pininfarina-styled exterior finished in the noble dark blue fine metallic color of Blu Notte Metallizzato, and the interior upholstered in Crema, with nicely contrasting appointments in black. The passenger seat was equipped with the optional headrest.

4481 found its first owner in July of 1963, when purchased by Milano resident Mr. Giansaverio Bianchi. The Ferrari returned to Maranello in October of 1963 and in May of 1964, where it was serviced at the factory's Assistenza Clienti customer service center. The Lusso remained with Mr. Bianchi until 1967, when the second owner, a Mr. Armando Pollini of Vigevano, Italy purchased it. 4481 remained with Mr. Pollini until 1969, when it was purchased by its most recent former owner, Mr. Riley Kuehn of Seattle, Washington. Mr. Kuehn, naturally very fond of his wonderful Lusso, kept the car for the next 41 years. Certainly a testiment to how difficult it can be to part with an important 1960s V12 GT Ferrari, Mr. Kuehn's long tenure of careful ownership underlines the reason why 4481 remains in such well kept and low mileage condition today.

In 2007, Mr. Kuehn entrusted the William Creits Company of Auburn, Washington to repaint 4481 in its original dark blue color, while Electrofinishing of Kent, Washington refurbished the car's original chrome and brightwork. During this time, mechanical systems in need of refurbishing were attended to by renowned Tacoma, Washington based Ferrari shop Alta. Later, in 2009, Alta rebuilt the Ferrari's braking and suspension systems.

Mr. Kuehn finally parted with his prized Ferrari after four-plus decades of ownership in 2010. The lucky purchased, who owns the car still today, acquired one of the best-kept Lussos in existence. It was a perfect fit for his extraordinary collection of sports cars spanning from the dawn of motoring through to modern supercars. Soon after taking delivery, 4481 was sent to Rod Drew's renowned Ferrari restoration shop FAI in Southern California, where the transmission was rebuilt with new synchromesh rings, and a new water pump was installed. Again in 2014, the Lusso received service and maintenance, this time at Wayne Obry's Motion Products, at which time the ignition and fuel systems were attended to.

Today, this exceptional 250 GT Lusso presents with a great degree of integrity throughout; it is what one would describe as an un-molested, honest car in classic car parlance. Much of the Lusso's interior appears to be original, as installed when new in 1963, although some areas may have been dyed at some point in the past. A period Blaupunkt radio is installed on the center console, with matching Blaupunkt speakers mounted in the rear window tray. 4481 shows just over 85,700 Kilometers (53,200 miles) on the odometer, a figure that is believed to be the car's mileage from new. The Ferrari retains its original keys, and the one for the door even fits the trunk too -- quite unusual for a classic car of this vintage.

4481 is accompanied by what is believed to be the factory original tool roll, copies of the factory build sheets, an owner's manual and Marcel Massini's history report. With just four owners from new, and with its original, matching numbers engine, chassis and body intact, this extraordinary Ferrari is a rare specimen indeed. Dating to arguably the finest period in Ferrari's remarkable history, the offering of this Lusso represents an opportunity to acquire a superb example of one of the finest and most widely respected GT cars ever produced by any manufacturer.

 

RM Lot 250 Estimate US$9.5 - 12.5 million

The ninth of thirty-two examples constructed
Delivered new to Scuderia Filipinetti; raced by Ludovico Scarfiotti and Nino Vacarella
Extensive racing history
Ferrari Classiche certified in April 2005; matching-numbers engine
Unbroken ownership history from new, including Paul Schouwenburg, Lord Irvine Laidlaw, Federico Della Noce, and Henri-Louis Maunoir
Documented by Ferrari historian Marcel Massini


Within the realm of Enzo era Ferraris, variants of the legendary 250-series sports cars remain the most desirable and valuable. These thoroughbred Ferraris boasted an unrivaled record on race tracks throughout Europe and North America and handedly swept the podiums of events ranging from Italian hill climbs to the 12 Hours of Sebring and 24 Hours of Le Mans.

The completely redeveloped, lightweight, rear-mid engined Ferrari 250 Le Mans, named for where Ferrari had enjoyed unprecedented success since 1960, was the company’s 1964 entrant into sports car racing, and it was ready to uphold the company’s winning legacy. Although it didn’t take a 1st place in its introductory year (that particular honor was achieved by another Ferrari, a 275P), the 250 LM achieved outright dominance in 1965 at the Circuit de la Sarthe, where it was driven by Jochen Rindt and Masten Gregory. To this day, it remains Ferrari’s last overall victory in the endurance classic.

THE 9TH OF 32: CAMPAIGNED BY SCUDERIA FILPINETTI

Chassis number 5899 GT was the ninth example of Ferrari’s vaunted 250 LM, and according to Ferrari historian Marcel Massini, it was completed by the factory on June 3, 1964. As was the case with the vast majority of 250 LMs, it was finished in Rossa Cina and fitted with Panno Blu seats. Just two weeks later, it was sold by the factory, destined for Switzerland’s most storied racing team, Scuderia Filipinetti.

Filipinetti’s first outing with the car would be at the Sierre-Montana Crans Hill Climb on August 30, 1964. The car was driven by Ludovico Scarfiotti, one of Ferrari’s top Formula One drivers and the winner of the 1963 24 Hours of Le Mans, and he obviously felt right at home in the 250 LM, as they finished 1st overall. The car’s second outing occurred the following weekend, at the XV Coppa Inter-Europa at Monza, and it would yield the same winning result. This time, Ferrari’s Nino Vaccarella, yet another Ferrari Formula One driver and the winner of the 1964 24 Hours of Le Mans, would drive 5899 to victory yet again. Unfortunately, in the next event, Vaccarella and Jean Guichet would be forced to retire from the 1000 KM of Paris in Monthlery month due to an accident that damaged the radiator. This would be the last outing for chassis 5899 under Scuderia Filipinetti.

CONTINUED SUCCESS WITH ECURIE BASILISK

For the 1965 season, the 250 LM was sold off the stand at that year’s Geneva Motor Show to its second owner, Werner Biedermann, an architect and resident of Zürich, Switzerland. The car was subsequently registered in Zürich on Swiss license plates and was campaigned under the banner of Ecurie Basilisk, of Basel, Switzerland. The car remained hugely successful in the hands of Ecurie Basilisk, garnering no less than 10th overall at an astounding 15 different events.

However, on October 16, Ecurie Basilisk’s luck would run out. With Biedermann behind the wheel, the car flipped onto its roof during a practice run for the SAR Engelberg Hill Climb. Fortunately, Biedermann emerged largely unscathed. Shortly afterwards, Biedermann sold the car to its third owner, Hans Illert, of Feldmeilen, Switzerland, and began a new chapter in its life.

LM-P: A FERRARI IN PORSCHE CLOTHING

Illert, anxious to embark on repairing 5899, chose to make some modifications that would improve the potency of the Ferrari. Interestingly, partly due to financial limitations, he elected to remove the damaged Scaglietti body and replace it with that of a Porsche 906 Carrera 6, shortening the chassis in the process to conform to the 906 wheelbase. In so doing, the Porsche body itself was also altered to resemble the LM, but it was easily given away by the 906 “gullwing” doors. Ultimately, this transformation shaved 200 kilograms off of the standard 250 LM, and Illert renamed the car “LM-P.”

The car was campaigned by Scuderia Tartaruga and driven by Illert at the 23rd annual St. Ursanne-Les Rangiers Hill Climb in Switzerland on August 20 and 21, 1966, and the modifications proved to be persuasive, as the car finished 1st. The 250 LM-P would go on to be quite successful in its new guise, and Illert campaigned the car to numerous podium finishes throughout the remainder of the 1966 season.

Nineteen sixty-seven would prove just as fruitful for this car. After being displayed at a show in Zürich in January of that year, it returned to the race track that May, starting with the Slalom Wangen at the Dübendorf Airfield, where it placed 1st in class. As it did in past years, chassis 5899 continued to race throughout the summer of 1967, still reaping an impressive number of trophies, with Hans Illert, Dieter Spörry, and Heini Walter all taking turns behind the wheel.

Following the 1967 racing season, Illert sold the car in early 1968 to Pierre Sudan, of Zug, Switzerland. Looking to further increase the performance of the 250 LM-P, Sudan removed the car’s original 3.3-liter engine and replaced it with the 4.0-liter unit from a 330 P (stamped number 0818), which was sourced through David Piper. Sudan retained Illert’s nomenclature, renaming the car 330 LM-P to properly identify its new powertrain. Of course, with this new engine, the car would not sit idle. Sudan returned to hill climbing circuits to campaign the car during the summer and fall of 1968 throughout Europe, racing in both Belgium and Austria. Towards the end of the season, Sudan placed the car for sale in the German Magazine Auto, Motor und Sport.

Sudan parted was with chassis 5899 in April 1969, selling it to Autoreparatur Handelsverwertungs GmbH in Austria. Once again, this car would return to competition, being campaigned in Austria by Stefan Sklenar. After contending in hill climbs in Germany and Austria, Sklenar raced the car at the 200 Miles of Nürnberg and the Tyrolean Grand Prix in the summer of 1969, placing 13th and 10th overall, respectively.

Unfortunately, following an accident in early 1970, the Porsche-based body was largely destroyed, and chassis 5899 passed through a series of owners, including Paul Blancpain and Bob de la Rive Box, all of whom had intended to return the car to its former glory. The car wasn’t prepared for its first restoration until it was sold to noted Ferrari enthusiast Paul Schouwenburg. To begin, Schouwenburg acquired the car’s original 3.3-liter engine through David Piper, trading the 4.0-liter V-12 back to Piper in the process.

REVIVAL OF CHASSIS NUMBER 5899 GT

After sourcing its original engine, Schouwenberg sold the car to Eric Stewart, of the British pop band 10CC. It was Stewart who finally committed to bringing the car back to life in its original configuration. In 1977, he commissioned a restoration by Victor Norman and Bob Houghton’s Rosso Limited in Cirencester, England. To refit a proper 250 LM body, the original chassis was sent to Ferrari’s Assistenza Clienti in Modena and subsequently William Vaccari for restoration. The renewal was completed in May 1981 and Stewart got behind the wheel for the first time for a test drive at Goodwood shortly thereafter.

Following its departure from Stewart’s ownership, the newly restored 250 LM was sold briefly to Germany, after which it was shipped to its next keeper, a resident of La Jolla in the United States, and it would remain in California with a handful of collectors throughout the early 1980s. Travelling further west, the 250 LM was sent to Japan, where it resided until 1992 before returning to Europe and finding new ownership in England.

Lord Irvine Laidlaw, noted collector of pedigreed racing machinery, purchased the Ferrari in July 1995 and soon had it fully overhauled and serviced by Phil Stainton. The car was sold two years later to Federico Della Noce and Andrè Lara Resende, who would commission yet another restoration to meet the rising standards of the day. Chassis 5899 was sent to Dino Cognolato’s Carrozzeria Nova Rinascente in Vigonza, Italy, and mechanical work was performed by Corrado Patella. Cognolato rectified the front body work of the car to correct the radiator housing, and it was then sent to Carrozzeria Autosport of Bacchelli e Villa in Bastiglia for final preparation and a fresh refinishing in the original Rosso Cina.

RETURN TO THE RACE TRACK

After the completion of the restoration, the 250 LM joined the historic racing circuit with the Shell Historic Ferrari Maserati Challenge in October 2000. Throughout the next five years, both Della Noce and Resende campaigned their Ferrari at a variety of venues around the world, including Laguna Seca, Monza, and Brands Hatch. On April 13, 2005, chassis 5899 GT was granted Classiche certification by the factory, with its vaunted Red Book confirming the quality and authenticity of its restoration and repairs. Soon thereafter, it was proudly on display at the factory’s Galleria Ferrari in Maranello.

In 2006, Della Noce and Resende sold this car to Henri-Louis Maunoir, of Switzerland, an enthusiastic collector and racer. Now back in Switzerland, it is interesting to note that Maunoir is married to Georges Filipinetti’s granddaughter, Samantha, bringing it around full circle. During Maunoir’s ownership, the Ferrari was shown at Ferrari’s 60th anniversary festivities at Fiorano in 2007. It was displayed proudly at select events thereafter, including the 60th anniversary of Garage and Ecurie Francorchamps in Spa-Francorchamps, Belgium, in May 2012.

Chassis 5899 GT presently wears its original Scuderia Filipinetti livery and resides in the United States, within a collection of other equally rare and historically important Ferraris. As such, it has been very well maintained and preserved in its current configuration. Like most 250 LMs, this car was raced hard when new, just as its manufacturer had intended. Since garnering great success on the race track with Scuderia Filipinetti, who put some of the world’s best drivers behind the wheel, it has certainly lived up to the reputation of the Cavallino Rampante. Although, as with many racing cars, it lost its original coachwork as a casualty of competition, 5899 did not elude its place on the pedestal of circuit races and hill climbs throughout Europe, proving the capability of the 250 LM chassis and drivetrain, which have their own fascinating and well-documented history.

This Ferrari would be a surefire entrant into historic racing events around the globe, and with its pristine cosmetic beauty and matching correct mechanicals, it would surely draw the right kind of attention on the concours lawn or perform admirably once again when prepped for the track. It comes with a meticulously detailed Massini report that documents ownership from new, an original owner’s manual with a leather pouch, and a proper tool roll.

The opportunity to acquire an historic 250 LM, the model that was the last Ferrari to win the 24 Hours of Le Mans overall, is an uncommon occurrence, especially one that has known ownership, an impressive competition record, an original chassis and engine, and is certified by Ferrari Classiche.

 

Gooding Lot 10 Estimate US$1.35 - 1.65 million

THIS CAR
Debuting together at the Paris Auto Salon in October 1964, Ferrari’s handsome new 275 GTS and 275 GTB succeeded the outgoing 250 series in one stroke. Technically, they marked a quantum leap forward as the first-ever Ferrari road cars equipped with a fully independent suspension, rear-mounted five-speed transaxle, and the new Tipo 213 engine – a 3.3-liter variant of the Gioacchino Colombo-designed single overhead cam V-12.
As the direct replacement for the 250 GT Series II Cabriolet, the 275 GTS featured a clean and crisply tailored Pininfarina body, built to the coachbuilder’s famously high standards. While primarily intended as a fast and stylish open touring car, the 275 GTS was in fact a beautifully balanced and formidable sports car – capable of sprinting from rest to 60 mph in as little as 6.6 seconds, with a top speed in excess of 140 mph.
In all, just 200 examples were built during a two-year production run, with the majority delivered to the US. When new, these glamorous open Ferraris attracted a distinguished clientele – a veritable “who’s who” of the entertainment and social scenes, including Eric Clapton and Jayne Mansfeld.
The 275 GTS presented here, chassis 07449, was completed at the Ferrari factory in July 1965, finished in the elegant color combination of Grigio Argento (Silver Gray) with black leather upholstery and red carpets.
According to Ferrari historian Marcel Massini, 07449 was sold on August 31, 1965, to its first owner Gino Paoli, a 31-year-old resident of Modena. Throughout his ownership, Paoli enlisted local Ferrari specialist Autofficina Neri & Bonacini to carry out necessary service and maintenance.
Best known for creating the famous 250 GT Nembo Spyders, the Scuderia Serenissima “Breadvan,” and Lamborghini 400 GT Monza, Neri & Bonacini were, during the mid-1960s, very much in the business of tuning and customizing fine Italian sports cars. Though it cannot be confirmed, it is possible that some of the fascinating features found on this 275 GTS – the polished side vents, Voxson stereo system, and six-carburetor setup – were added by Neri & Bonacini at the request of the car’s first owner.
As with many Ferraris delivered in Italy, the 275 GTS passed through a succession of owners during its first few years, being registered in Modena, Rome, Milan, Rimini, and Bologna all before 1969. Finally in March 1970, the Italian Automobile Club canceled the Ferrari’s Milanese registration and 07449 was exported to the US.
In summer 1970, Robert Hodur had just returned from military service in Vietnam and was looking for a new sports car. After setting his sights on a Ferrari, Mr. Hodur began his search and eventually discovered this 275 GTS in a suburb outside of Washington D.C. Intrigued by the promise of an open car with the sporting six-carb setup, he successfully negotiated the purchase of 07449.
Amazingly, the Ferrari has remained in Mr. Hodur’s care ever since. Early in his ownership, the 275 GTS served as daily transportation throughout the Chicago suburbs. Mr. Hodur fondly recalls many thrilling high-speed runs in the Ferrari, enjoying his thoroughbred sports car the way it was originally intended. As the years passed, the 275 GTS saw more measured use and was eventually joined by an appropriate stablemate – a 330 GT 2+2.
In 2014, Mr. Hodur sent the 275 GTS to John Hajduk’s Motorkraft in Noblesville, Indiana, for a comprehensive mechanical freshening and sympathetic cosmetic attention. During this process the suspension and braking system were overhauled, the engine bay and chassis were detailed, the fuel tank was cleaned, the radiator and heater were re-cored, and new exhaust sections were fitted. Most importantly, the engine was torn down, inspected, and honed before being reassembled with new bushings, pins, rings, valves, and gaskets, as well as rebuilt cylinder heads and carburetors.
While the mechanical work was being carried out, the bumpers were re-chromed, the wheels were polished, and the car was detailed throughout. Invoices for the recent work performed accompany the sale and will be available for review.
Having spent the past 45 years in the hands of one caretaker, the 275 GTS presents as a well-maintained, largely unrestored example. The coachwork – repainted in the original color some 30 years ago – displays the expected signs of age, and the odometer read 60,377 km (approximately 37,500 miles) at the time of cataloguing. According to Mr. Hodur, the overall appearance of the Ferrari has changed very little since he acquired it in 1970 retaining a great deal of originality, including its upholstery and carpets.
Virtually unknown to the international Ferrari community for more than four decades, this 275 GTS is a most exciting find. Gooding & Company is proud to present this wonderful Ferrari on behalf of its long-term steward and hope that it continues to be appreciated as one of the most interesting and charismatic examples of a rare breed.

 

RM Lot 249 Estimate US$275,000 - 375,000

An iconic GT in elegant colors
Numerous correct finishes throughout
Freshly completed and in beautiful condition


Replacing the 250 GTE 2+2 and the limited-production 330 America was the Ferrari 330 GT 2+2, which made its first public appearance at the Brussels Salon in January 1964. This new model helped carry on the success of the 2+2 models of the immediate past with several key updates, in hopes of seeing an increase in sales over the 250 GTE 2+2.

Ferrari’s new four-seater featured a completely new body style from Pininfarina, one that was very distinctive from the other Ferrari models on sale at the time. The easiest way to identify the first-series 330 GT 2+2 is by its quad headlight front end. The Series II cars adapted dual headlights, leaving the Series I as the sole model of the entire 330 GT 2+2 production run to wear quad headlights. Other notable cosmetic changes include more angular nose and tail sections from the 250 GTE 2+2 and the introduction of a wider front grille to help increase airflow to the engine.

Following in the footsteps of the 330 America in terms of its drivetrain, the 330 GT 2+2 featured a four-liter V-12 engine, which was mated to the existing four-speed-plus overdrive transmission in the 250 GTE. Its wheelbase was increased by two inches, and with the installation of Koni adjustable shock absorbers, handling had improved immensely. Before production began on the redesigned Series II, Ferrari had produced 625 examples of the initial series.

The 330 GT 2+2 remains one of Ferrari’s finest four-passenger touring cars. With its 300-horsepower, 4.0-litre engine, it is powerful yet easy to drive around town, while its luxurious appointments make it as ideal for today’s road tours and events as when it was new. As 330-series Ferraris become more desirable to collectors, the 330 GT 2+2 provides an opportunity into Ferrari ownership at a reasonable price. The car’s Rosso paintwork suits a 2+2 Ferrari such as this, while also showing off the distinctive shape of the Series I. This car will surely prove to be a fantastic driver, as it can easily accommodate a family of four on brief outings, which is something rare in the world of Enzo era Ferraris.

The first-series example offered today, chassis 6561 GT, was produced in December 1964 and delivered in the spring of 1965 to Luigi Chinetti Motors in New York, New York. It was finished in Rosso (19374) with a Beige leather (VM 32188) interior and was fitted with a four-speed manual transmission. The early history of this Ferrari is unknown until March 1982, when the car was offered for sale by Richard Bryan, of Clarkesville, Georgia. At the time, the car was described as having 300 miles on a rebuilt engine and having new leather. Subsequently, this 330 GT was owned by several enthusiasts between 1984 and 1995. In 1995, when Wendel S. Price purchased the car, it had a red exterior and a black leather interior, which is the same combination it features today. During Mr. Price’s ownership, the car was shown at the Ferrari Racing Days at Lime Rock Park in Connecticut in 2003 and again at the Shell Ferrari Maserati Historic Challenge race event in 2005.

Today, this car stands in excellent running and driving condition and has been professionally refinished, with all major mechanical systems and components being gone through and serviced as needed. A new exhaust system was installed, with the proper hangers and appropriate stickers; the Borrani wheels were fully restored; and the brightwork was refinished where necessary. The car features a fully reupholstered interior with luxurious leather seats, while the trunk compartment has been fitted and bound with fresh, new carpet.

Simply put, this is a lovely classic Ferrari.

 

RM Lot 115 Estimate US$2.75 - 3.5 million

One of approximately 58 long-nose, torque-tube, triple-carburetor, steel-bodied examples
Finished in its correct Rosso Rubino over Nero
Offered from long-term ownership
Incredibly well maintained restoration


FERRARI’S 275 GTB

The 275 GTB was considered the last of the classic Ferraris, as it brought welcome updates to the brilliant but aging 250 series, yet it also managed to retain wonderful character and sense of occasion. The GTB was unveiled at the 1964 Paris Auto Show, alongside the drop-top 275 GTS, and it was clearly a worthy successor to the 250 series of cars that it replaced. It was designed and developed under the watchful eye of Enzo Ferrari himself. It featured gorgeous bodywork, which was arguably more attractive than the stunning 250 GT/L Lusso that it replaced, and incorporated a number of mechanical improvements that led to increased performance, making for Ferrari’s best grand-tourer yet.

The car was fitted with a 3.3-liter version of Ferrari’s Colombo V-12, and to give it a lower center of gravity, the engine’s overall height was reduced. Additionally, this was the first Ferrari to be fitted with four-wheel independent suspension and a rear-mounted five-speed transaxle gearbox, which helped to improve its handling. It goes without saying that the 275 GTB’s performance figures were astonishing. A sprint from 0 to 60 mph would take just over six seconds, and the car would go on to achieve a top speed of 160 mph, leaving it capable of dispatching most modern cars on the freeway today. The design of the 275 GTB, which was penned by Pininfarina and handcrafted by Scaglietti, is truly timeless and just as striking as the car’s performance.

As is the case with many cars from Maranello, Ferrari adapted the 275 GTB over the course of its production run, and it received a handful of changes throughout its lifespan. The two most important changes were the introduction of the “long-nose” body style and the installation of a torque tube. The nose was lengthened on later cars in an effort to eliminate the undesirable high-speed lift characteristics of the earlier short-nose models. Additionally, a torque tube was added in early 1966 to improve the stability and durability of the drivetrain. By the time the 275 GTB/4 was introduced, all 275 GTBs were leaving the factory in long-nose configuration with torque tubes, making them the most desirable of the model series.

CHASSIS 08603

The car offered here, bearing chassis number 08603, is a wonderful example of a late-production 275 GTB. It was fitted with a long-nose, torque tube, and triple Weber carburetors, and it was originally finished in Rosso Rubino (106-R-12) over a Nero (VM 8500) interior that had full leather seats. According to noted Ferrari historian Marcel Massini, chassis number 08603 was originally destined for the United States and was acquired by its first private owner, a Mr. Cochran of Los Angeles, California, after passing through Luigi Chinetti’s East Coast distributorship.

By 1974, the car was in the ownership of Don Blenderman, of Enid, Oklahoma, who was an individual that was familiar with Ferraris, as he was also the owner of a 250 LM. Following his ownership, the car travelled back to the Golden State after being acquired by Michael McCafferty, of San Diego. Following McCafferty’s ownership, the car moved back east, to Houston, Texas, where it was owned by Charles H. Reid. At this time, the car was noted as being finished in Giallo Fly and fitted with Borrani wire wheels, and in the late 1970s, it received an engine, transaxle, and clutch rebuild by Bobileff Motorcars, of San Diego.

After leaving the state of Texas in the mid-1980s, chassis 08603 was advertised for sale in the April 1991 issue of Ferrari Market Letter by Dr. Robert Bordin, of Minneapolis, Missouri. At that time, it was still wearing its fly yellow paint, black leather interior, and Borrani wire wheels. It was then purchased by Rodolfo Junca de la Vega II, of California, in 1992. While in Junca de la Vega’s ownership, chassis 08603 was showed at the second annual Vintage Ferrari Concours in Carmel Valley, California, where it placed Third in Class. It was shown once more by Junca de la Vega at the Ferrari Club of America International Concours d’Elegance in Monterey, California, in August 1994, where it earned an impressive First in Class award. By that time, the car had been refinished in its current and correct red over black color combination, and later that year, it left the United States for the first time since it arrived at Chinetti’s distributorship almost 30 years earlier.

This matching-numbers 275 GTB, which has only just recently returned stateside, sports the same red over black color scheme and Borrani wire wheels that it did when it left the United States, as it is a livery that will never go out of style. Its older restoration has been very nicely preserved, and the car still shows beautifully. The paintwork shines bright, the engine bay is beautifully detailed, and the interior shows nary a flaw. It is important to note that the car is also accompanied by its correct books and tools.

The long-nose, torque-tube examples are considered the ultimate derivative of the 275 GTB, and they are said to be excellent drivers, ones that are ideal for either long jaunts across continental Europe or high-speed runs through California canyon roads. The long-nose 275 GTB, wearing what is undoubtedly one of the most stunning designs ever penned by Pininfarina and crafted by Scaglietti, is an icon of Italian design and craftsmanship, and it features a timeless shape that looks just as incredible stationary as it does at speed. Chassis number 08603 has been lovingly preserved for the last two decades and is in wonderful condition. It would be an excellent acquisition for any Ferrari collection.

 

Bonhams Lot 160 Estimate US$3.3 - 3.6 million

*Rare, alloy-bodied 275 GTB Long-Nose
*Ferrari Classiche Certified, matching numbers example
*Exceptionally presented in its factory-delivered livery
*Well-documented history and provenance
*Offered with books, tools and Ferrari Classiche Red Book


THE FERRARI 275 GTB

A perhaps apocryphal story ascribes Enzo Ferrari's motivation in replacing the 250 GT Lusso with the 275 GTB to his belief that the Lusso was too beautiful to convey properly the image of Ferrari.

Like many Ferrari stories, it may be less than fully accurate, but contributes to the myth that surrounds the marque. Its logic, however, is supported by the judgment of history: the aggressive 275 GTB is today more coveted by collectors than the Lusso, even though the Lusso's design has endured the test of time to be generally agreed as among the most pure and beautiful products of the collaboration between Ferrari and Pininfarina.

The 275 GTB has other distinctive attributes, not least its place as the first fully independent suspension transaxle-equipped Ferrari road car, and for the power and tractability of its 3.3-liter 60° V12 engine developed from the 1½ liter Colombo "short block" originally designed in 1947. The engine was mounted low and further back, taking advantage of some of the space created by moving the transmission to a unit with the differential.

Performance, handling and technical advancements aside, it is the coachwork penned by Pininfarina and executed with individuality and attention to detail by Scaglietti that creates the 275 GTB's image: aggressive, svelte and taut with power and potential.

In common with the best designs, the 275 GTB integrates form with function. There is nothing pretentious. Every feature has a functional purpose, from the covered headlights to the Kamm tail and small aerodynamic spoiler.

The long hood that so eloquently defines the 275 GTB's performance intention is the direct result of the engine setback. Large tires dictate the tall, bulging fenders. The sloped windscreen and fastback roof are only as tall as driver's headroom and visibility requires. Each vent and curve has a purpose finely calculated to only one end: creating the finest, fastest road-going berlinetta in the world.

As Ferrari quarreled with the FIA in the mid-1960s over the marque's grudging change from front- to mid-engine placement in its sports-racing cars, the 275 GTB carried on as the mainstay of the marque. Ferrari knew this highly evolved berlinetta, with its improved rear suspension and the balance permitted by its rear-mounted transaxle, would, like all good Ferraris of the time, be driven from showroom floor to race tracks around the world.

Each 275 GTB is, essentially, unique. Still small enough to cater to individual client's desires and essentially self-contained, Ferrari could offer an almost infinite variety of performance features and appointments. Coachbuilder Scaglietti still employed artisans who constructed each body by hand, imparting the individuality of bespoke construction to every car.

And within Ferrari, improvements were regularly incorporated as the 275 GTB evolved given experiences and suggested refinements. On the aesthetic front, the biggest change was made about a year into the production run in 1965 with the re-design of the nose. It was found that the early cars had a tendency to create front-end lift at high speeds, so the nose was slightly lengthened and made slimmer, a look even more evocative of the 250 GTO. 275 GTBs have since been categorized as short or long-nose cars.

On the technical front, a breakthrough production change was made in early 1966 with the elimination of the traditional open driveshaft in favor of a far more modern torque-tube, solving drive-line vibration issues once and for all.

The later cars, incorporating these significant production refinements, remain the most desirable ones, especially when used as intended; out on the open road on a classic car rally or simply a blast through the countryside.

If there is one Ferrari to own within the span of the marque's first quarter-century it is the 275 GTB. Blistering performance, quick, responsive handling, ideal weight distribution and the aggressive Pininfarina designed Scaglietti coachwork, with elements of the legendary 250 GTO, make it a milestone.


THE MOTORCAR OFFERED

This beautifully restored 275 GTB is one of as few as 60 examples of the celebrated two-cam model clothed in lightweight alloy coachwork. Also boasting factory certification with a Ferrari Classiche Red Book, chassis no. 08143 retains its original matching numbers drivetrain, making it a highly authentic and well-documented example.

The car's frame was sent to Carrozzerria Scaglietti in Modena for coachwork in October 1965 and received the lightweight aluminum alloy version of the revered Pininfarina design, making it far rarer than the standard steel-bodied cars. In December, the triple-carbureted Type 213 engine was completed and a month later the 275 underwent final assembly, finished with a shining coat of Argento (silver) paint over a Nero (black) leather interior.

Though originally slated for delivery to Bagani in Milan, the GTB was re-allocated by the factory to the dealership Motor S.a.S. in Rome. In a sign of the car's enduring originality, the original S.a.S. Roma dealership sticker remains affixed to the rear glass pane to this day. In February 1966, the 275 was purchased by its first owner, M.S.I. S.r.L. of Rome, and within a few years the car was exported to the United States.

By 1970, the Ferrari was owned by Louis Woods, Jr. of Memphis, Tennessee, who sold the car in 1975 to Gary Kaiser of Cassberry, Florida. At this point the GTB began to enjoy a lengthy period of intermittent care by the well-known experts at F.A.F. Motorcars in Tucker, Georgia, particularly during an eight-year period of ownership by FCA member Sam Jarvis of Leesburg, Florida. In 1986 the fine GTB was purchased by Michael Arlin of Concord, North Carolina, and he went on to retain possession of the rare alloy-bodied car for over twenty years, ensuring a desirable consistency of care.

Starting in 2007, the GTB began to enjoy attention from esteemed Ferrari expert John Hajduk and his Noblesville, Indiana-based Motor Kraft, and they continued to look after the car's needs for the next few years. After the 275 was acquired by enthusiast Rocky Santiago of Oklahoma in 2008, Hajduk refurbished the original V-12 motor in October 2011, and around this time the chassis was refinished by Chris Campbell of Vintage Connection in Oklahoma City. The interior was also properly reupholstered in black leather and carpeting. These combined efforts led to a class award at the Concours d'Elegance of Texas in April 2012.

The alloy 275 was later sold by the esteemed Autosport Designs of Huntington Station, New York, and they performed a factory-correct cosmetic restoration in the original paint color of Argento, replaced all chrome and seals, and mechanically serviced the car. In late 2013, chassis no. 08143 was authenticated by the factory by receiving desirable Ferrari Classiche Red Book certification, confirming that the car retains its matching numbers mechanical equipment, including the original alloy bodywork, motor and gearbox. Currently fitted with properly restored Borrani wire wheels mounted with new Michelin XWX tires, the Ferrari is also accompanied by its original alloy wheels for utmost authenticity.

This properly restored and factory-documented alloy bodied GTB is offered with original tools and manuals, and is a faithful and pure example of one of the most esteemed iterations of the 275 platform. It has been very well maintained over the years, and may be confidently presented on Concours fields, sure to prompt serious consideration for class awards. The Classiche Red Book certification and attention by some of the niche's best-regarded names have resulted in a superlative example that should appeal to any vintage Ferrari enthusiast. Furthermore, the rare lightweight alloy coachwork distinguishes this 275 GTB as one of a very special few that were quietly endowed with competition potential, bestowing the beautiful street machine with particularly capable performance

 

Bonhams Lot 128 Estimate not given

*Le Mans 24 Hours, 1000 Kms de Spa-Francorchamps and 500 Kms de Imola Class Winner
*One of the most successful and pedigreed examples of the twelve 275 GTB/Cs
*Restored to 1967 Le Mans Class Winning livery and Ferrari Classiche Red Book Certified
*Pebble Beach Concours d'Elegance and Cavallino Classic entrant
*Offered with extensive history file including copies factory build sheets

THE MOTORCAR OFFERED

In July 1966, the Ferrari factory received an order from SAVAF for a 275 GTB Competizione, later specified to be chassis no. 09079. Late in the specialty model's limited run, the car was the penultimate example of the thinly aluminum-skinned competition GTB, making it the second-to-last GT car ever produced by Maranello's factory competition department.

Factory records indicate the Tipo 213 competition motor was completed on September 8, with dynamometer testing occurring a day later. Trimmed with a light gray headliner, blue cloth seat upholstery with matching leather paneling, and complementary blue carpets, the rare GTB/C was finished in Rosso Chiaro paint, paving the way for the famous white-striped Scuderia Filipinetti livery. The car also featured right-hand-drive steering, in the tradition of Maranello's great racing sports cars. In October the car was officially sold to the Scuderia Filipinetti through SAVAF and registered with Swiss tags reading "GE 81703," though clearly the car was ordered with racing and testing use in mind.

For the 1967 season, Scuderia Filipinetti intended to focus on its prototype 412P (to be driven by Muller), while other team entries would be more independent in nature. Faced with this partial support, driver Dieter Spoerry left the Filipinetti umbrella, choosing instead to team with journalist Rico Steinemann in Spoerry's ex-factory Porsche 906. The two showed great promise with a fifth-overall finish at the season opener at Daytona and a sixth-place finish at Sebring.

Then in April, a serendipitous development came about that indelibly set the course of history for chassis no. 09079. During the annual 4-hour tests at the Le Mans circuit, Georges Filipinetti brought along a 275 GTB/4, chassis no. 09445, evidencing his curiosity about racing the 250's successor in the GT division. Herbert Muller actually set some very fast times in this GTB, impressing the other drivers with the car's unexpected capabilities.

Georges Filipinetti wasn't exactly blown away by the other drivers' times, though, and with Muller already committed to the 412P, he needed to find a team to drive the 275. As it happened, Dieter Spoerry and Rico Steinemann had been denied in their application for the upcoming 24 Hours of Le Mans because too many Porsches were already committed to the race. Thus prohibited from entering their ex-works 906, they were quietly in search of a replacement car, and were delighted when Georges Filipinetti offered them a 275 GTB. But the offer wasn't for 09445. Instead, Georges promised the drivers a brand new car in June, with no hint that the forthcoming Ferrari would be a particularly race-prepared variant of the model.

At Le Mans on June 10, three cars wore the Scuderia Filipinetti livery: Muller's 412 P, a GT40 co-entered with Brescia Corse and piloted by Umberto Maglioli and Mario Casoni, and Spoerry and Steinemann in #28, the brand new 275 GTB Competizione, s/n 09079. Competing mainly against Porsche 911s and Corvettes in the GT Class, the lightweight 275 didn't attract much attention during qualifying, earning a middling 34th place on the starting grid. In fact, 09079 was perhaps most noticed for how dated it seemed, epitomized by a conversation between Mario Andretti and Steinemann during scrutineering. The 275 happened to be parked behind Andretti's new Holman-Moody prepared 7-liter GT40 MkIV, a monster of a racecar. The future Formula 1 champion mockingly asked Steinemann what he planned to do with this museum piece with chrome wire wheels, as the latter driver recounted in an anecdote told in Ed Heuvink's 2001 book, Scuderia Filipinetti (which features several photographs of 09079).

While Andretti's point was understood, by 1967 the 275 GTB/C was a very well sorted model, featuring Ferrari's typical evolution of refinements and improvements during a two-year production period. With the car's minor bugs long since ironed out, 09079 promised to be reliable if not burningly fast. Over the course of the 24-hour endurance race, in fact, the car proved to be far more consistent than the litany of prototypes that retired early, which ironically included Andretti's MkIV. With a strategy of steady, unwavering progress, Spoerry and Steinemann patiently pushed the GTB/C up through the ranks, passing some cars while watching numerous others drop out of the race. By Sunday morning they had entered the top ten, with a commanding lead over the other GT cars.

After some minor brake problems forced a brief pit stop, the 275 settled into eleventh place overall, a position it would hold until the checkered flag waved after the 24th hour. Steinemann and Spoerry averaged 178 kph, ably handling the newer 911s and Vettes in winning the GT class, and far exceeding most everyone's expectations. The performance of the 275 Competizione was also by far the best of the three Scuderia Filipinetti entries, with both Muller's 412P and the Brescia Corse GT40 retiring early. Team members could be seen excitedly waving the Swiss flag as the car drove by during its victory lap into pit lane, an image unforgettably captured in the 1967-1968 Automobile Year review issue.

Always keen to move forward and remain competitive (and to sell cars), Georges Filipinetti offered 09079 for sale soon after the race, initially soliciting Spoerry and Steinemann. The two drivers declined the offer, however, content to return to their Porsche 906. After a potential purchase from an Angolan client also fell through, Filipinetti finally found a taker in French enthusiast and amateur driver Jacques Rey. Mr. Rey was already a part-time member of the Scuderia Filipinetti team, having campaigned an Alan Mann-prepared Mustang under the team's banner at the 24 Hours of Spa in 1966 and 1967. Rey re-registered the car with new Geneva plates reading "GE 51180," and at the Le Mans testing in April 1968 he clocked the 11th fastest lap time, notably being the only Filipinetti team entry.

1968 was a year of change for both motorsports, in general, and the Scuderia Filipinetti in particular. Faced with the outrageous costs of trying to compete with factory-backed racing efforts, and frustrated with Enzo Ferrari's policy of providing his preferred privateer teams with prototypes that were slightly less advanced than Maranello's factory cars, Georges Filipinetti changed to a policy of racing GT cars only.

Severe social unrest across France nearly shut the country down in May 1968, and the 24 Hours of Le Mans race was accordingly changed to a late September date in a rare postponement of the fabled contest. Fitted with four additional bumper-mounted foglamps and entered as #17, Jacques Rey's 275 GTB/C was one of four Scuderia Filipinetti entries in September, joining two Corvettes and Muller in one of the old 250 LMs. Though Rey started in 38th place and was out of the race after only eight hours due to suspension issues, his entry was notable for introducing his co-driver, Claude Haldi, to the Sarthe circuit. Haldi would appear at Le Mans twenty more times over the ensuing decades, including a first-in-class finish in 1975.

Though 09079 was gradually becoming outdated from a competition standpoint by this time, two more great performances remained in its future, starting with the 1969 1000 Kms of Spa-Francorchamps. Rey entered the GTB/C as #58 in Scuderia Filipinetti colors, and with Edgar Berney he drove the car to a first-place finish in the under 3-liter GT class, with a 14th–place finish overall, an impressive outing for a car that was nearly four years old. Rey and Haldi repeated their bid for Le Mans in June, but this time the car was disqualified after the fifth hour for adding oil prior to the point allowed by regulations.

After Le Mans, Jacques Rey departed from the banner of the Scuderia Filipinetti, which was in an increasing state of transition as Georges Filipinetti's health deteriorated and the owner labored to decide the team's future direction. Rey continued to harbor aspirations of racing, though, and from that point on he campaigned the GTB/C under his own name, Rey Racing. On September 14, the beautiful GTB Competizione enjoyed a final swansong of victory when entered as #44 in the 500 Kms of Imola. Driven once again by Rey and Berney, the Ferrari again topped the GT Class, with a 15th-place finish overall among sports-racing giants like Jacky Ickx's Gulf Mirage and Vic Elford's Porsche 908-2.

Heading into 1970, it seems that Rey initially intended to campaign the 275 GTB/C for another season, as he officially entered a 3.3 liter Ferrari GTB for the 1970 Daytona 24 Hours under the mantle of Rey Racing. The car never arrived, however, and the research of author Ed Heuvink suggests that he had already sold 09079 by then to another Daytona hopeful, Phil Henny of California. According to Heuvink's account, damage to one of the engine pistons prevented Henny from entering the Competizione at Daytona as planned. In any event, after a successful and riveting run in GT Class endurance competition among some of the world's most powerful cars, including several first-in-class finishes, 09079 was finally retiring from racing.

LIFE AFTER RACING

After paying 6,000 Swiss francs for the car, California resident Phil Henny brought 09079 to the United States, and by the mid-1970s it was owned by a Mr. Cochran. Passing though successive owners David Clark, Pierre Major, and John Rudolph, the Ferrari settled in to the collection of James Wallace of California by 1979. Wallace exhibited the GTB/C at Mark Dees' annual Picnic and Ferrari meeting in May 1981, and three years later at the Monterey Historic Races and the concurrent Ferrari International Concours the owner again displayed the car, now re-registered with California plates reading "275 GTB C."

After incurring body damage during a fire in Wallace's garage, chassis no. 09079 was offered through European Auto Sales of Costa Mesa, California, and the car was purchased in April 1985 by Swiss investment broker Charles Gnadinger. The Swissman, in turn, re-sold the car to Sant'Agata Bolognese resident Bruno Zambelli, who initiated the car's return to glory. Starting in 1985, Mr. Zambelli commissioned a comprehensive restoration performed by Modena's finest craftsmen.

Completed in 1987, the refurbishment included proper blue cloth seats and matching blue leather upholstery, as well as a new aluminum alloy body made to exacting standards by the Carrozzeria Egidio Brandoli of Montale, Italy. Brandoli is often used by Ferrari S.p.A. as the company's coachbuilder of choice for premium restorations, and often utilized by its in-house heritage and restoration department, Ferrari Classiche. This choice therefore ensured the highest possible level of authenticity in the coachwork, which perfectly matched the original body's deft proportions and thin-gauge aluminum skin. Mr. Zambelli then registered the freshly restored 275 Competizione with Bologna tags reading "BO D 43278," and eventually exhibited the car at the Coppa Intereuropa Autostoriche at Monza in May 1992.

In August 1997, the GTB/C was acquired by Japanese enthusiast and collector Mr. Yoshikuni Okamoto. Mr. Okamoto would go on to show the car in June 1999 at the Forza Ferrari meeting of the Ferrari Club Japan, which was held at the Suzuka race circuit. In the early part of 2006, while still owned by Mr. Okamoto, 09079 was shipped back to the United States, to be prepared for its presentation at the Pebble Beach Concours d'Elegance in August. Renowned Ferrari specialist Richard Freshman and his restoration business, Fossil Motorsports, working in conjunction with TSR, was elected for the job, which ultimately resulted in 09079 undergoing a complete, no expense spared restoration to the exact 1967 Le Mans class winning specification. The Ferrari's mechanical systems were refurbished, and the paint was redone to the highest possible standard, while the interior was again re-upholstered in the correct blue materials, in anticipation of the rigorous competitive judging standards it would encounter at its Pebble Beach debut. Once the work was completed, the car was tested and detailed, and upon judging at Pebble, 09079 took second in its class, narrowly losing First in Class by mere few 10ths of a point to the prototype Ferrari 250 Testa Rossa, chassis no. 0666TR. Being outdone by such a rare and historically significant sports racing car was certainly no indignity.

Shortly after the Pebble Beach showing, 09079 sold to British enthusiast Ross Warburton. An avid vintage racer, Mr. Warburton registered the GTB/C with British license plates, "MNN 729 D," and retained Gelscoe Motorsport Ltd. of Diseworth, Derby, to service and maintain it as needed. Obtaining an MSA Technical Passport for the car in April 2008, Warburton soon undertook a campaign in vintage racing, starting with the Le Mans Classic in July, where he finished fifth in plateau. This occasion also coincided with the vehicle's display at the Le Mans Classic Heritage Exhibition. In June 2010 the Ferrari won the Italian Historic Car Cup, and a month later took sixth place at the Silverstone Classic. Subsequently participating in the Tour Auto in France in April 2012, Warburton also ran 09079 again at the Fordwater Trophy race at the Goodwood Revival in September 2012.

In February 2013 the 275 GTB/C was purchased from Warburton by the consignor, a Ferrari enthusiast residing in the United States. In his custody the rare Competizione would soon see its rich history properly recognized and celebrated in proper Maranello style. Esteemed marque experts GTO Engineering Ltd. of Berkshire, England, were commissioned to address the car's minor needs, and they soon determined that Mr. Warburton had removed numerous original components (such as the radiator and fuel tanks) and replaced them with modern ones better suited for today's racing performance. As the original parts were put aside and saved, GTO Engineering set about the task of reinstalling them and refurbishing other small details to a more authentic state of presentation. (It should be noted that the modern parts have been retained for the future owner who might wish to return the car to historic racing competition.)

Including a rebuild of the exhaust system and clutch, GTO Engineering's work refreshed 09079 to factory-correct standards, paving the way for certification of authenticity by Ferrari Classiche. The consignor then presented the impeccably detailed car in January 2014 at the XXIII Palm Beach Cavallino Classic in a special gathering of several of the 275 GTB Competizione cars.

In October 2014, chassis no. 09079 enjoyed the distinguished privilege of being invited by Ferrari to take part in Driving Through the Decades, the 60th Anniversary celebration of Ferrari North America held in Beverly Hills, California. The Competizione was one of just sixty special Ferraris from across America chosen for display on the Sunday morning concours on Rodeo Drive, a rare honor and indication of just how significant the car is among Ferrari's greatest motorcars. The 275 GTB/C was also featured in a recent issue of Octane magazine in a rollicking article penned by noted journalist and esteemed Pebble Beach judge Winston Goodfellow.

A three-time participant in the GT Class at the world's greatest endurance race, and boasting the 1967 GT Class win at the 24 Hours of Le Mans, chassis 09079 offers impressive race provenance, rarity, and specialty of construction. It is the second-to-last GT car ever built by Ferrari's factory competition department, representing a long line of important models dating to the 340 Mexico and 166 MM. An indelible component of the famous Scuderia Filipinetti, one of Ferrari's four factory-preferred privateer teams, this Competizione GTB is certified by Ferrari Classiche and accompanied by an original factory build card, promising to draw major consideration at world-class Concours d'Elegance and prestigious Ferrari events. It is has been celebrated by Ferrari North America as one of the most important cars in Ferrari's storied history, and now offers an unparalleled opportunity to acquire a verifiable motoring legend.

 

RM Lot 151 Estimate US$2 - 2.3 million

One of the all-time road going Ferraris; one of 200 built
Fresh restoration by Ferrari specialists Patrick Ottis and Brian Hoyt
Long-term German and American history
Wonderful colors and presentation


The 275 GTS premiered alongside the 275 GTB at the 1964 Paris Auto Show, and to the casual onlooker, these coupe siblings looked like completely different automobiles. Yet, that couldn’t be farther from the truth. Both cars looked wholly different, but underneath they bore similar 3.3-liter Colombo V-12s, chassis, and suspensions. This new spider, the replacement for the 250 GT Series II Cabriolet, was clearly intended for the American market, particularly in warmer climates, where the attractiveness and marketability of a high-performance grand touring cabriolet had long been established.

While the 275 GTS and GTB share the same base nomenclature and underpinnings, the differences are mostly cosmetic. The 275 GTB was often considered to be the more aggressive of the two, while the GTS was thought by many to be better suited for grand touring duty; although, with a top speed in excess of 140 mph, it was certainly no slouch. In support of this claim, the 275 GTS was equipped with less heavily bolstered seats than the GTB, but they were still beautifully trimmed in Connolly leather. Each body was constructed in a different location, with the GTB being constructed in Modena, at Scaglietti’s facilities, and the GTS being produced at Pininfarina, in Turin. However, just 200 GTS models were constructed, with the majority being sent to the United States, making them far scarcer than their berlinetta siblings.

The example offered here is documented by Ferrari historian Marcel Massini as having been completed by the factory in February 1966 and supplied new to Auto Becker, the famous dealer in Düsseldorf, Germany. The car was sold in March 1966 to its original owner, Mr. Hartmann, and then, three years later, it passed to a Munich resident, for whom it was registered as M-TS 151. During the Munich resident’s ownership, the car was serviced and maintained by the Ferrari factory’s Assistenza Clienti in Modena, recording 29,189 kilometers at the time of its service in April 1969.

The car was exported from Germany to California in the 1970s, and on August 21, 1977, it was advertised in the Los Angeles Times by a Mr. Holz, then with 66,000 miles. In 1983, it was sold to well-known Golden State enthusiast Bob Moe, in whose ownership it remained in storage for about 25 years.

More recently, following tenure with a California Ferrari dealer, it underwent a ground-up restoration by renowned specialists Brian Hoyt (Perfect Reflections) and Patrick Ottis, with full documentation on file. The car is finished in Nero with Rosso seats, with an otherwise body-colored interior, and it has a menacing, racy appearance that is unusual to this model, which is accented by the use of blackwall tires on chrome wire wheels. Correct detailing and stickers are to be found under the hood, and the Marchal headlights have the proper lenses. Correct metric nuts and bolts were used throughout, just as the factory had once done it. Inside and out, the body finishes are superb, which is evidence of both the quality of restoration and the careful maintenance in the present owner’s well-known collection. Crystal-clear Veglia gauges record a mileage of 91,179, which is believed to be original.

This is not only a thrilling driver’s Ferrari but also a splendidly restored 275 GTS, and it would be a perfect addition to any collection of Prancing Horses.

 

RM Lot 140 Estimate US$320,000 - 360,000

Series II. 300 bhp, 3,967 cc SOHC V-12 engine with three Weber 40 DCZ/6 carburetors, five-speed manual gearbox, independent unequal length wishbone front suspension with coil springs, live rear axle with semi-elliptic leaf springs and coil springs over telescopic shock absorbers, and four-wheel dual-circuit Dunlop disc brakes. Wheelbase: 104 in.

Long-term single ownership from 1966 to 2012; showing 79,000 original kilometers
Largely original interior; cosmetically restored
Substantial maintenance history, including recent service
Documented by marque historian Marcel Massini
Includes original owner’s manual, tool roll, original spare, wheel chalk, and jack
Matching-numbers example; Ferrari Classiche certified


By the early 1960s, the intelligent and insightful Enzo Ferrari certainly understood that if he was to continue to have success on a race track with his motorsports team, he needed to provide his well-heeled, discerning customers with a fine touring car that would finance those competitive efforts.

The 330 line, conceived as the successor to the brand’s well-received 250, initially arrived in 1963 with the provisional 330 America. It shared the outgoing 250 GTE’s chassis, but its biggest story was under its long hood, where an evolution of the company’s Colombo Tipo 209 V-12 motor took up residence. Wider bore spacing and a true alternator rather than a dynamo proved to be major advancements. This updated V-12’s slightly longer block and trio of Weber 40 DCZ/6 carburetors gave it 300 horsepower and a 3,967-cubic centimeter displacement, or 330 cubic centimeters per cylinder, which was the figure that gave the car its nomenclature. A four-speed gearbox with overdrive was a natural fit for the cruising-oriented grand touring car.

The 330 America was a placeholder for what was to come, however. The 330 GT 2+2 was a show-stopper when it was unveiled at the 1964 Brussels Motor Show, as it featured unique but controversial quad headlamps. Its distinctive styling was penned by Pininfarina’s noted American designer Tom Tjaarda, who cited an unused Renault headlamp design as his inspiration, and while it once raised eyebrows, it is now notable for its mid-century appeal. However, a year later, when the 330 GT 2+2 Series II arrived, this styling was replaced with a more conventional single headlamp per side arrangement.

The quad headlamps might have garnered a lot of attention in 1964, but it was what was underneath that really defined the 330 GT 2+2. A two-inch-longer wheelbase than the 250 gave the 330 GT 2+2 a more refined, continental driving experience, while high-tech features like Koni adjustable shock absorbers and an all-disc Dunlop dual-circuit braking system enthralled engineers across the globe. The Dunlop-developed braking system gave both the front and rear brakes their own servo assist. In addition, the Series II received a five-speed manual gearbox that replaced the four-speed overdrive unit used previously.

A milestone 1,099 Ferrari 330 GT 2+2s were assembled before the model was discontinued in favor of the more aggressively styled 365 GT in 1967. The 330 GT 2+2 was one of Ferrari’s great early touring cars, and it has proven itself a fine highway companion that is ready for both the wide open autostrada and a winding alpine road. Contemporary media praised the car’s relaxed highway demeanor as well as its remarkable agility.

This later Series II 330 GT was delivered to Ken Regan, an American living in Milan, in June 1966, and it benefitted from the elegant single headlamp arrangement that was introduced a year prior. It was built to European specifications and originally swathed in Argento over Nero Franzi leather. While still in Italy a month later, Regan had the car serviced by the Factory at Viale Trento Trieste in Modena, and at that time, the odometer showed 1,069 kilometers.

The car’s American owner later exported it to his home in New York, where he eventually had it painted white and then in the traditional Rosso Corsa. Amazingly, the Ferrari was still under its original owner’s loving care until his passing in 2012. Naturally, that single ownership over the course of many decades means there are no questions or stories about this particular 330 GT 2+2, including no accident history. Service documentation from noted New York City-based Ferrari experts at Donovan Motorcar Services is thoroughly noted by Marcel Massini. Although this 330 GT 2+2 has mostly been stored for the last decade, it was routinely started and serviced and is said to be in excellent running condition today.

Around 80,000 kilometers are showing on the 330 GT 2+2’s odometer, with the vast majority of those being put on during the car’s first two decades. Since the mid-1990s, it has been driven sparingly. The car has recently received a cosmetic restoration, which included finishing the Ferrari in its original Argento color, and it now rides on period-correct wire wheels that are wrapped in Pirelli tires, which were installed by its original owner in the early 1990s. The 330 GT 2+2 has been serviced and detailed under its hood, but it shows no signs of major corrosion or damage. Inside, the original black leather displays a patina that is consistent with its age and single ownership, and its red carpets are original to the car. For further driving enjoyment, a vintage radio and an air-conditioning system have been fitted.

This remarkably straight and largely original 330 GT 2+2 is ready to be immediately enjoyed on the open road, as Enzo himself intended.

 

Bonhams Lot 169 Estimate US$700,000 - 900,000

*Exquisitely presented in the factory delivered color
*Matching numbers example with factory air conditioning
*Exceptional Pininfarina styling with 4-liter V12 power
*Ideal for Concours exhibition or tours and rallies
*Documented by Marcel Massini


THE FERRARI 330 GTC

"At the top - at the absolute top - in the automotive enthusiasts' hierarchy of the cars of the world, there is only one. Ferrari. Is there really any question?" Thirty-plus years after Car and Driver magazine voiced that rhetorical inquiry the answer, of course, remains the same. And the car that prompted that eulogy? The Ferrari 330GTC.

The two-seat 330GTC debuted at the Geneva Motor Show in March 1966 and was essentially a closed version of the 275GTS. Beneath its hood resided the 4.0-liter, 300bhp version of Ferrari's familiar 60-degree V12, as used in the 330GT 2+2. The short (94.5" wheelbase) chassis followed Ferrari's established practice of tying together sturdy oval-section main tubes in a steel spaceframe, while the suspension was independent all round by means of wishbones and coil springs.

First introduced on a road-going Ferrari (the 275GTB) in 1964, the rear suspension incorporated the five-speed gearbox in a transaxle, an arrangement that created an inherently better balanced car. Much development work had concentrated on the reduction of noise levels in the cabin, which was luxuriously equipped in the best Gran Turismo manner: leather seats, electric windows and heated rear screen were standard; radio, air conditioning and Borrani wire wheels the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, Ferrari could justifiably claim the 330GTC to be the finest of high-speed conveyances for two people and their luggage.


THE MOTORCAR OFFERED

Chassis no. 08969 was completed at the Ferrari works in Maranello during the late summer of 1966. Built as the 48th 330 GTC, the car had received Pininfarina's elegant Coupe body no. C0053, was equipped with the optional air conditioning system, and finished in the striking M 19397 Nocciola color over a VM 846 Beige Scuro interior - a striking and era-evoking GT car indeed!

On October 20, 1966, the new Ferrari's certificate of origin was issued, and the car was registered on Naples, Italy domiciled license plates, NA 423422. The 330 GTC was officially sold just five days later by automobile dealer Gustavo Lombardi, to fellow Naples resident, Mrs. Licia Viglia. She in turn sold the car to a Mr. Aldo Cerciello, also of Naples. In March of 1967, the 330 GTC was sold to a Mr. Giuliano Scacchetti, who took the car up to the Modena area, where it was serviced later that month at Ferrari's factory service and maintenance facility, with the odometer recording about 6,000 kilometers at the time. The car is believed to have remained in the Modena area before being exported to the US in the 1970s.

By the early 1980s, the 330 GTC was in the Philadelphia, Pennsylvania area, where it was owned by a Mr. S. V. Cabibbo. The car is believed to have retained its original interior at this point, but with the exterior color changed to green, and about 56,000 kilometers on the odometer. Cabibbo sold the car in 1986 to Steve Forristall GT Cars in Houston, Texas, who, after repainting the car red, sold it to Chicago, Illinois resident Brady Sadek. Mr. Sadek would show the car on several occasions, including at the 1991 FCA National Meet, where the 330 GTC scored a 1st in class award. Sadek would sell the car in 1992 to Brian McIver of New York, New York; McIver is believed to have kept the classic Ferrari for over a decade, until it came into the hands of David Link of Dallas, Texas. At some point during the 1990s, the GTC is known to have received a comprehensive refurbishment to the tune of some $100,000, which is noted in the accompanying Marcel Massini history report. More recently, the FCA class-winning 330 GTC has resided with an enthusiastic owner in St. Louis, Missouri.

In 2014, the decision was made to re-commission the aging 330 GTC. The exterior was carefully refinished in the car's original, factory delivered, and rarely seen Nocciola color, a job undertaken by Advanced Color Tech of St. Louis. Trim and seals were refurbished as well, while renowned Ferrari interior specialist, Anthony Danas, of Strasbourg, Virginia, was entrusted with the upholstery work. Furthermore, a service was performed by Leydon Restorations.

The result of all this work is a very well presented early production 330 GTC in an enticing and original color combination. The exciting and very unique original livery perfectly represents the fantastic era this Ferrari was made, and suits the Pininfarina styled and built bodywork extremely well. Equipped with Borrani wire wheels mounted with the correct, early radial Michelin XWX tires, the car has just the right look. A period Blaupunkt radio adorns the dashboard, adding to the elegant layout of wood and trim, topped off by the classic three-spoke, wood rimmed Ferrari steering wheel.

A great blue-chip collector's car to take on vintage rallies and driving events, such as the Copperstate 1000, these fine Italian GT's offer excellent road manners and a good degree of luxury in and out. With room for a couple of suitcases, a 330 GTC can be a great weekend-getaway companion as well, allowing a good degree of comfort for long-distance touring. This striking 330 GTC is offered with owner's handbooks, a jack, tools, and a history file containing Marcel Massini's history report and the car's Italian road registration documents from the 1960s. Still retaining its matching numbers engine, this elegant Ferrari is a wonderful and very striking example, ready for its next custodian.

 

Gooding Lot 126 Estimate US$3.25 - 3.75 million

THIS CAR
“It is, first and foremost, a serious and comfortable gran turismo, but it retains the lineage of a race car in the response of the engine and the quality of the handling. The 275 GTB/4 is one of the greatest automobiles created in our times.”
– Jean-Pierre Beltoise, L’Auto-Journal, January 19, 1967
Unveiled at the Paris Motor Show in October 1966, the 275 GTB/4 was a groundbreaking Ferrari. As Maranello’s first four-cam road car, the GTB/4 paid homage to the dominant sports prototypes of the era and pointed to the future of Ferrari design. Subtly differentiated from the long-nose 275 GTB by a slight bulge on the bonnet, the true beauty of the GTB/4’s design lay beneath the surface. The 3.3-liter Tipo 226 engine was derived from Ferrari’s successful line of “P” cars, which were more modern derivatives of the dominant four-cam sports racers of the late 1950s. Beyond its revised cylinder heads, the GTB/4 featured dry sump lubrication, as found on the GTB/C, and an impressive lineup of six Weber carburetors, an arrangement that was made optional on earlier GTBs. The result was a free-revving 300 bhp engine with improved low-end torque and greater overall flexibility.
Beyond its exquisite four-cam engine, the 275 GTB/4 benefited from other notable refinements, from the implementation of the improved torque-tube driveshaft, to more modern interior appointments. Beautiful, civilized, and devastatingly fast, Ferrari’s four-cam Berlinetta had few peers on the roads in 1967.
The 275 GTB/4 presented here, chassis 10387, was completed at the Ferrari factory on September 19, 1967, originally finished in Grigio Argento (Silver Gray) with black leather upholstery. Two days later, the new Ferrari was sold through the factory’s official Milanese agent, M. Gastone Crepaldi S.a.s., to its first owner Roberto Bertuzzi, a 25-year-old sports car enthusiast living in Piacenza.
By the time he took delivery of the 275 GTB/4, Sig. Bertuzzi had earned a reputation as a successful gentleman driver, campaigning Abarth-Simca 1300 and 2000 GTs in important Italian events, such as the Coppa Inter-Europa at Monza and the Grand Prix of Imola.
Registration records indicate that Sig. Bertuzzi retained the 275 GTB/4 for just over a year, during which time it accrued approximately 18,000 km (approximately 11,000 miles) and made regular visits to Ferrari’s Assistenza Clienti in Modena for service and maintenance. In fall 1968, 10387 was sold to its second owner and, from there, passed through the ownership of two subsequent collectors in Italy before being exported to the US in 1973. In July 1975, the 275 GTB/4 was advertised in the New York Times, where it was described as “red with black interior, new paint, new engine, extras.”
Evidently, 10387 remained in the New York area and, in 1989, the GTB/4 was advertised for sale in the Ferrari Market Letter on behalf of its then-owner Michael Greenblat of Long Island. By this time, the Ferrari had been treated to a comprehensive restoration, with an engine rebuild performed by FAF Motorcars in Atlanta, Georgia, and significant cosmetic detailing carried out by Berlinetta Motorcars Ltd. in Huntington Station, New York.
Ferrari enthusiast Ryuzo Kuroki of Tokyo, Japan, acquired 10387 by 1991; however, the car remained in the US for several years, making appearances at two major East Coast concours events. After making its way to Tokyo, the 275 GTB/4 took part in the 1995 Ferrari Club Japan Concours at Suzuka Circuit, where it received a First in Class award. The Ferrari remained in Japan until 2006, when it was sold to San Diego collector Enrique Landa through Symbolic Motor Car Company in La Jolla, California.
Since fall 2010, this 275 GTB/4 has resided in an important Texas-based collection where it has continued to benefit from meticulous maintenance. In preparation for its appearance at auction, the consignor has gone to great lengths to ensure an outstanding, show-ready presentation throughout, sourcing details such as proper hose clamps, a period-correct battery, and appropriate Italian registration plates. In addition to this work, local specialists performed a thorough mechanical service and extensive 20-hour detailing.
While this work was being carried out, the consignor applied for and was subsequently granted Ferrari Classiche Certification for 10387. After inspecting the car and referencing the findings against factory records, the Ferrari Classiche Department concluded that this 275 GTB/4 is a correct and authentic example, retaining its original chassis, coachwork, engine, and transaxle, as well as its braking and suspension systems.
In addition to the Ferrari Classiche documents, the sale of 10387 is accompanied by a tool kit, handbooks, and an impressive file of documentation that includes Automobile Club d’Italia registration records as well as a report compiled by marque historian Marcel Massini.
The 275 GTB/4 is the Ferrari that has it all: outstanding performance, timeless style, exclusivity in limited numbers, and the immediate recognition of classic car enthusiasts the world over. The mystique and emotional appeal of the 275 GTB remains as strong as ever, and the four-cam in particular – the most technically advanced and sporting variant – is undoubtedly among the most desirable and iconic Ferraris ever built.
Considering its many desirable qualities – a fascinating provenance, an outstanding presentation, and Ferrari Classiche certification – this is an exceptional 275 GTB/4 that demands serious consideration.

 

RM Lot 241 Estimate US$3.5 - 4.25 million

Delivered new to famed film director John Frankenheimer
Documented correspondence from Maranello Concessionaires
History recorded by Ferrari historian Marcel Massini
Recent cosmetic restoration by a marque specialist
Submitted for Ferrari Classiche certification
Includes books and tools


At the Paris Motor Show in October 1966, Ferrari introduced an upgraded version of the 275 GTB that had debuted two years earlier. In most respects, the new car was nearly identical to its predecessor, as it also employed the long-nose body style that had been adopted later in the original 275’s production run, which prevented front lift at speed.

The major difference in the new car laid under the hood, where a revised version of Gioacchino Colombo’s short-block, 3.3-liter V-12 engine (now dubbed the Type 226) was fitted with dual overhead camshafts; this was the first appearance of such valve actuation in a production Ferrari road car. A slightly modified hood with a raised center section was added to the Scaglietti bodywork to accommodate the taller engine profile. The engine, also benefiting from dry-sump lubrication and the standard provision of six carburetors, developed 20 more horsepower than its predecessor, giving the nimble 275 chassis an added jolt of performance.

The new four-cam 275 Berlinetta was Maranello’s most dynamic road car yet, and it would forever be remembered as the last of the classic, vintage V-12 front-engine models, as the forthcoming 365 GTB would feature completely different aesthetics, marking a transition to 1970s styling. Only 330 examples of the 275 GTB/4 were produced before the model was discontinued in 1968, adding a degree of rarity to the revered Ferrari as well.

CHASSIS NUMBER 10451: THE FRANKENHEIMER FOUR-CAM

Chassis number 10451 claims impressive ownership provenance, having originally been purchased by John Frankenheimer, the famed Hollywood director who was responsible for such hits as The Manchurian Candidate, Grand Prix, and Ronin, among many others. A fascinating compendium of original correspondence between Mr. Frankenheimer and Col. R.J. Hoare, of England’s Maranello Concessionaires, copies of which are on file, summarizes the film director’s experience with the GTB.

According to the British distributor’s order sheet, number 325, Frankenheimer specified his 275 in left-hand drive and with alloy wheels and a steel body finished in Blu Sera paint. The interior was to be appointed with beige carpets and a grey headliner. On August 14, 1967, Ferrari mailed Frankenheimer to let him know that such a car could soon be made available, and ten days later, he contacted Maranello Concessionaires to authorize their execution of the transaction on his behalf.

The research of marque historian Marcel Massini clarifies that 10451’s chassis had been sent to Sergio Scaglietti’s carrozzerria in Modena on July 7, where it would receive its handsome GTB coachwork, which was completed on September 28. Just days earlier, the dual overhead-cam, 3.3-liter V-12 had been assembled under the supervision of well-known Ferrari engineer Amos Franchini. When completed, the Berlinetta was finished as-requested, in one of the most attractive original color combinations, Blue Sera over a beige leather interior, and equipped with a provision for a radio.

In his communication, Mr. Frankenheimer arranged to have one of his representatives take delivery of the car at the factory and then drive it to Budapest, Hungary, where he would soon be on location filming The Fixer. Many of his letters to Col. Hoare were, in fact, written on The Fixer stationary. On September 18, Col. Hoare submitted his official order to Ferrari’s Modena headquarters, and their SEFAC Bill of Sale to Frankenheimer is dated October 10. Two weeks later, Col. Hoare sent Mr. Frankenheimer a letter at his address at the Royal Hotel in Budapest, which acknowledged that delivery had taken place and described how pleased he was with the transaction.

Frankenheimer responded, “The car did indeed arrive and it is beautiful. It is without doubt the best Ferrari that I have ever owned. I will be taking it to Vienna this weekend for its 2,000-mile check-up.”

Unfortunately, the attention from Wolfgang Denzel (Ferrari’s authorized mechanic in Vienna) resulted in the carburetors being misadjusted, and Frankenheimer soon had trouble with improper fuel mixtures, a problem that was exacerbated by the unforgiving Hungarian winter. On one occasion, this led to the GTB stalling in the middle of a crowded street, leaving a multitude of curious townsfolk prodding at the exotic automotive in curiosity, much to the director’s utter dismay.

Frankenheimer quickly called upon Col. Hoare, who dispatched driver Michael Salmon to collect the car. The six-time Le Mans veteran piloted the Ferrari back across Europe, and in a letter he wrote to Frankenheimer in January, Salmon admitted the carburetors required much work. This was soon addressed by the factory, and the car was on to better running order, with Frankenheimer writing, “In spite of all the problems, I think the 275 GTB/4 is without a doubt the finest Ferrari I have ever owned.”

Upon completion of filming The Fixer, Mr. Frankenheimer tended to some business in London, where he had arranged for shipping of the Ferrari to America onboard famed Cunarder Queen Elizabeth. After being imported to the United States, the 275 remained in his care for a few years, until it was acquired in 1971 by Karl Fekete, of Inglewood, California, who retained possession until 1986. Malibu-based collector Paul Forbes purchased and owned the car for a brief period, and then the GTB/4 spent four years in Japan, under the care of two different owners, prior to being acquired in 1990 by well-known Hans Thulin for his Consolidator Collection in Sweden. After being offered for sale by Thulin in 1992, the Ferrari passed through the care of esteemed collector Chris Cox, who then sold it to vintage racing enthusiast Bruce Male, of Boston, Massachusetts. Mr. Male kept the superlative GTB for two decades, during which he repainted the exterior in Fly Giallo, as demonstrated by an appearance at the Rolex Vintage Festival at Lime Rock in September 2004.

In the last six months, this well-maintained GTB/4 was treated to a significant freshening, with Carl Steuer, of Blackhorse Motors in Los Angeles, California, performing a complete engine-out service and detail of the motor and transmission. The brakes and suspension were completely rebuilt, with a new master cylinder installed, and the engine compartment and undercarriage were properly refinished in the correct paint. The brightwork was re-chromed as needed, and all exterior trim was evaluated and replaced where necessary. The interior was substantially restored with all-new proper leather and carpeting from the well-regarded HVL in the Netherlands; though, the original leather was saved for future sample matches, for the owner who values comprehensive authenticity.

The sympathetic freshening was completed this year and has resulted in an impeccably presented GTB/4, one that features a deep finish on its Fly Giallo paint and correct detailing throughout the undercarriage and interior. Bolstered by the incredible provenance of primary ownership by the legendary John Frankenheimer, whose automotive interests nearly equaled his cinematic triumphs, this sensational Ferrari beacons for exhibition at finer concours d’elegance and FCA meets. Otherwise, the car may be equally enjoyed on the road, with the four-cam motor providing brisk performance and the type 596 chassis providing spirited handling.

More authentic 275 GTB/4 examples with such significant provenance rarely come to market, making 10451’s availability a mandatory consideration for any dedicated collector of vintage Maranello road cars.

 

Gooding Lot 18 Estimate US$750,000 - 850,000

THIS CAR
In a November 1966 road test for England’s The Motor, Paul Frère characterized the 330 GTC’s handling as “…close to neutral as anyone could want.” He continued to detail “…the solidness with which it changes direction, particularly in S-bends, where it tracks with about the same precision as a modern race car.” Capable of accelerating from rest to 60 mph in less than seven seconds en route to 150 mph flat out, the 330 GTC epitomized the classic Ferrari grand touring concept as never before. In all, just 600 were produced through 1968.
Numbered 10683, this 330 GTC was completed in December 1967 and finished in Grigio Ortello over beige leather, the colors it retains today. According to research by Ferrari historian Hilary Raab, 10683 was fitted with Daytona-type half shafts and a cable-operated clutch, desirable upgrades later standardized during 330 GTC production. Imported to the US in June 1968 by Luigi Chinetti Motors of Greenwich, Connecticut, 10683 was purchased by Christopher Evers, also of Greenwich, in 1970, through whose ownership it passed to Z.V. Seliokas of Pearl River, New York. Next, 10683 was sold to California, where it resided in Carmel with Art Nunnally, who sold it in 1975 to Ronald M. Resch, a Los Angeles-based attorney. At this time, 10683 was recorded as having traveled 23,500 miles. Mr. Resch, an FCA member, had the interior restored and showed the car at local concours and FCA events, retaining it until 1997. That year, 10683 passed from Mr. Resch through Bruce Whitcher to Gordon Louttit, who commissioned an exacting engine rebuild by Tiamo Motors in Costa Mesa, California. Mr. Louttit retained the car until August 2012, and during his tenure, the vehicle was preserved and maintained. Contrary to a 330 Registry entry, Mr. Louttit recently reported that the exterior was in fact not refinished during his ownership, due to his preference for preservation. Mr. Louttit fondly remembered showing the car to great effect in Central and Southern California concours and shows, achieving FCA Gold at the May 2012 Concorso Ferrari and several earlier concours awards.
This lovely 330 GTC remains beautifully preserved and highly original, with a feel commensurate with the care it has received over its lifetime, and the car is reported to have never been taken apart or neglected. The tan leather seat covers and door panels were reupholstered years ago, but the dash and console area, headliner, rear tray area, and the vinyl parts of the door panels appear original. Gauges, fittings, knobs, and switches also appear original, and the indicated odometer reading of less than 40,000 miles at the time of cataloguing is believed by the consignor to be correct. Riding on correct Campagnolo alloy wheels fitted with Michelin XWX tires, this 330 GTC looks just right. Additional items accompanying the sale of 10683 include a tool roll, jack, books in a reproduction pouch, a spare-parts catalogue, workshop manual, California blue and gold plates from the 1970s, and a binder with receipts and documents. As offered, this 330 GTC exemplifies one of Ferrari’s most handsome and top-performing GT models of the 1960s.

 

Gooding Lot 109 Estimate US$2.6 - 3 million
THIS CAR
“Ferrari continues to progress toward the perfect sports car. The 330 GTS is not just a wonderful, exciting open roadster but also a comfortable – at least for moderate-sized people – everyday car that doesn’t mind being driven to the supermarket. If it’s still tough to justify that $15,000 tag, just remember that you can’t get anything like it for any less.”
– Road & Track, August 1968
Soon after the 330 GTC was unveiled at the 1966 Geneva Auto Show, Ferrari introduced its exclusive spider variant, the GTS. The new 330 GTC and GTS were built on the same chassis, which was very similar to that of the contemporary 275 GTB/4. In fact, all three cars featured the same mechanical layout incorporating fully independent suspension, four-wheel Girling disc brakes, a torque-tube driveshaft, a five-speed rear transaxle, and Campagnolo alloy wheels – though Borrani wire-spoke wheels were available upon request. Whereas the 275 GTB/4 Berlinetta utilized a four-cam, 3.3-liter V-12, the 330 GTC and GTS employed Ferrari’s magnificent two-cam, four-liter V-12 delivering 300 bhp at 6,600 rpm, rendering the 330 GTS one of the fastest open two-seaters of its era, with a top speed approaching 150 mph.
Designed and built by Pininfarina, the 330 GTS epitomized mid-1960s GT style. The harmonious, understated design was a successful update of the popular 275 GTS, with a new frontal treatment inspired by the 500 Superfast, Ferrari’s most exclusive gran turismo. As expected of a $15,000 Italian thoroughbred, the 330 GTS was built to exacting standards by old-world artisans. The cockpit was particularly beautiful, with bucket seats trimmed in Connolly leather; a three-spoke, wood-rimmed steering wheel; and a simple but attractive wood veneer fascia carrying full white-on-black Veglia instruments.
In its August 1968 road test, Road & Track found the 330 GTS offered healthy improvements in all-out performance compared to the 275 GTS and, though it did not accelerate quite as fast as the 275 GTS/4 NART Spider (their test car was one of two alloy-bodied examples), it reached a higher top speed, had better low-end torque, and was more refined. The editors were so impressed with the new Ferrari they encouraged readers to “Go ahead, give yourself a treat, buy one.”
Numbered 10817, the 330 GTS offered here is one of just 99 originally built. According to correspondence on file from Gerald Roush, the late publisher of Ferrari Market Letter, 10817 was the first 330 GTS produced during 1968. The Ferrari was perfectly finished in Argento (Silver) with Rosso (Red) leather and features included air-conditioning, power windows, and metric instruments. According to marque historian Marcel Massini, 10817 was delivered new to Reno, Nevada, and Bill Harrah’s Modern Classic Motors, where it was sold to its first owner, record-company executive Baldhard G. Falk of San Francisco. Later in 1968, Mr. Falk returned the spider to MCM and he eventually traded it for a new 365 GTB/4 Daytona in 1970. The 330 GTS remained at MCM until 1973 when it was purchased by Dr. Lou Sellyei, a noted sports car collector and connoisseur in the Reno area. Dr. Sellyei retained the spider until mid-1976 and then it passed through Philip Otto Kraft of Oceanside, California, during the 1980s. A noted Ferrari collector, Mr. Kraft founded Kraft systems, the pioneering radio-control aircraft company.
In 1998, this exceptional Ferrari 330 GTS was purchased by the consignor and over the intervening years, the Ferrari received excellent care and maintenance, including a bare-metal refinish in Chrome Yellow by Sports Car Painting of New York. Complemented by tan leather upholstery and a brown convertible top, the spider has benefited from regular exercise in fine weather and it is offered complete with a leather top boot, jack and tool rolls, and five Borrani wire-spoke wheels. Striking and highly detailed, this 330 GTS simply embodies all that is Ferrari and is an opportunity that demands serious consideration.