Scottsdale Auctions - ALL THE CARS & F-CAR DESCRIPTIONS

Gooding Lot 107 Estimate US$375,000 - 450,000

THIS CAR
Undoubtedly the most rare, distinctive, and important Dino model, the original 206 GT possesses many unique aesthetic and mechanical characteristics. At a glance, a 206 GT can be distinguished from its more common brethren by its knock-off Cromadora wheels, wood-rimmed steering wheel, chrome-plated locking fuel-filler cap, unique exhaust tips, exterior lighting, and special interior appointments. Constructed on a 2,280 mm wheelbase, the 206 GT features exquisite alloy coachwork and a two-liter alloy V-6, contributing to a curb weight of less than 2,000 lbs.
In total, Ferrari built just 153 examples of the 206 GT, a miniscule fraction of the total production of 4,067 Dinos. Contributing further to the 206 GT’s rarity is the model’s astonishingly low rate of survival; it is estimated that 25%–30% of the original production has been irretrievably lost.
The Dino presented here, chassis 00178, is one of the earliest examples of the 206 GT known to survive. According to Ferrari historian Marcel Massini, 00178 was originally finished
in Rosso Dino (20-R-350) with the interior upholstered in black vinyl and orange cloth. In 1968, the Dino was sold new to official Ferrari dealer M. Gastone Crepaldi S.a.s. in Milan and subsequently registered in Italy. In the early 1970s, the 206 GT was exported to the US and, by 1973, was sold to Dr. A.E. Carlotti Jr. of East Greenwich, Rhode Island.
Virtually untouched for over 30 years, this unrestored 206 GT is an ideal candidate for a concours-quality restoration. Though the car appears to have been cosmetically freshened in the late 1970s, many important model-specific features remain intact, and it presents as a time capsule today with a number of charming period upgrades present, including Audiovox speakers and a roof-mounted radio antenna.
In recent months, 00178 has been inspected by marque specialists and was found to be a remarkably genuine example, retaining many of the hallmarks of a fundamentally original and unrestored 206 GT. The chassis number, riveted data tag, and body stampings are present in the expected locations; much of the original interior has been retained; and the aluminum bodywork appears sound and free from significant alteration.
As an early-production, alloy-bodied 206 GT, this Dino is a particularly rare and desirable example of Ferrari’s original mid-engine production sports car. Consider then its ideal original color combination, long-term ownership, and authentic character, and you have a car that possesses all the qualities one looks for in a classic Ferrari.

 

Bonhams Lot 136 Estimate US$650,000 - 800,000

*Desirable, early-production Plexi-nose Daytona Berlinetta
*Displayed at the Montreal Auto Salon when new
*Striking black over black livery
*Ferrari's front-engine V12 road car legend
*In same ownership for decades


THE FERRARI 365 GTB/4 DAYTONA

The concept of manufacturing a 4-cam V12-engined Berlinetta with considerably greater power output than the successful 275 GTB/4 model emerged in 1967, as soon as the 3.3-liter variant was being launched upon a receptive market. The new model would have to meet newly developed US federal regulations, which meant a tremendous amount of time-consuming development work before the new design could be introduced.

Ferrari's first known prototype for such a car emerged during the winter of 1967 with bodywork presaging the final design that would be adopted, although its front-end treatment looked back towards that of the 275 GTB. It used a three-valve per cylinder 4-liter V12 engine that was not taken further. Instead a Tipo 251 power unit would be adopted, which was a more conventional 4.4-liter with hemispherical combustion chambers in its twin-cam heads, and single-plug ignition. The block had been lengthened to accommodate a bore and stroke of 81mm x 71mm, identical to the Tipo 245 engine's, which already powered the 365 GT 2-plus-2, GTC and GTS models.

The new 4.4-liter unit was lubricated by a dry-sump system with a 14-liter separate tank. Compression ratio was 8.8:1 and with six Weber 40DCN carburetors the engine delivered a muscular 352bhp at 7,500rpm, with 318lbs/ft torque at 5,500rpm – enough – indeed, as one English technical writer of the time described as being "...more than enough to pull your house down".

The mechanical ensemble, comprising engine, torque tube and rear-mounted five-speed transaxle was attached to the tube chassis at four points – two on the engine and two on the transaxle – and the familiar 2.4-meter wheelbase was retained, which dated back in unbroken line to the 250 GT SWB.

To clothe the new 365 GTB/4, Pininfarina created a classical and now legendary design, which combined Maranello tradition with modernity. Only the prototype body was actually built by Pininfarina and as with the preceding Berlinettas it was Scaglietti who actually made the bodies in steel (with opening panels in aluminum) for the production examples.

Venue for the new model's launch was the October 1968 Paris Salon, and its immediately successful reception saw it being nicknamed the 'Daytona' in honor of the Ferrari factory team's 1-2-3 defeat of the mighty Ford GT fleet in the 1967 Daytona 24-Hour race. Shortly after debuting the gorgeous GTS/4 Spider, a number of important revisions were introduced on both the Berlinetta and Spider versions. These changes came about as a result of the newly imposed federal safety legislation in the USA that deemed covered headlights illegal. Ferrari and Pininfarina were subsequently being forced into carrying out a mild front-end makeover. Their answer was to fit the Daytona with retractable headlights in early 1971.

Capable of achieving 278km/h (172mph) in standard form, the new Ferrari was the fastest production car in the world at that time. It also displayed the quickest acceleration when pitted against the Lamborghini Miura, Mercedes-Benz 350SL, Jaguar V12 E-Type and the De Tomaso Pantera.


THE MOTORCAR OFFERED

Offered here is quite a special 365 GTB/4 Daytona, sporting the pure original design as Pininfarina intended, with its early Plexi-nose styling. This fantastic Ferrari, chassis no. 12923, was completed at the Ferrari factory in the fall of 1969, and was only the 88th car built in the model run. The new Daytona Berlinetta was fitted with air conditioning and destined for the Canadian market, where it would soon be displayed at the Montreal Auto Salon.

It remains unclear for how long the Plexi-nose Daytona Berlinetta remained with the first owner, but by 1986 the car was still in the Montreal area, where a Mr. Ronald Selig offered it for sale. At this point, the Ferrari had covered 45,000 kilometers, and presented in the black over black livery. The car is believed to have been exported to Sweden around this time, where it would remain until 1993. Noted Ferrari expert Lyle Tanner purchased 12923 around this time, and from him it reportedly passed to a Japanese client.

By the mid-1990's, the Daytona was back in North America, where it was offered for sale by the specialists at Emeryville, California based Fantasy Junction, with around 55,000 kilometers recorded on its odometer. The car is believed to have been in very original and unrestored condition at this point. From here, 12923 moved to the East Coast, where a Mr. Bruce Haley of Roslyn, New York owned the car in 1997, before it sold again in Monterey, California in 1998 to a collector from Oregon. The consignor, a noted Ferrari collector from Minnesota, purchased the black Daytona shortly hereafter, and it has since been part of his impressive collection, sharing garage space with a 275 GTB/4 and a 250 GT Lusso to name a few.

Today this ex-Montreal Auto Salon Daytona, one of the first 100 cars produced, presents beautifully throughout. Equipped with Borrani wire wheels and era-appropriate Michelin XWX tires, the car looks just right. Inside, one finds the early style seats unique to these early series production cars, as well as the classic wooden-rimmed steering wheel featuring the cavallino rampante on the horn button. Pure, elegant and powerful, this stunning Daytona is equally well-suited for high-speed touring or the show field.

 

RM Lot 243 Estimate US$3.9 - 4.8 million

A one-year-only model; one of the rarest Ferraris of its era
The 17th of 20 produced
Formerly owned by Thomas Teves, Erich Traber, and Fritz Kroymans
Beautifully restored; twice shown at The Quail: A Motorsports Gathering
Simply put, the ideal convertible gran turismo Ferrari


FERRARI’S 365 GTS

Since its earliest days, Ferrari’s two-seater V-12 convertibles have been the last word in sporting elegance. These automobiles, offering an excellent motoring experience for two plus their luggage, are often the rarest of their respective model. With mountains of torque available from their V-12 engines, these cars were easily capable of high-speed cruising on the German autobahns or idling through New York City traffic along Fifth Avenue in a style all their own. Ownership of a V-12 convertible Ferrari was ownership of one of the finest driving machines made available to man, and they were often cherished fixtures in the garages of tycoons of industry, celebrities, and even heads of state.

While the 365 GTS retained similar styling to the 330 GTS it replaced, the 365 GTS was much improved mechanically over the 330 GTS, and it was the most technologically advanced open Ferrari to date. Its introduction brought with the regular production of the excellent 4.4-liter V-12 that was first seen in the limited-production 365 California. With a single overhead-camshaft per bank and triple Weber carburetors, the 365 V-12 could produce a respectable 320 horsepower, which was an increase in 20 horsepower over the 300-horsepower V-12 of the 330 GTS. The car was fitted with the excellent five-speed manual and the independent rear suspension with Löbro halfshafts of the 365 GTB/4 Daytona, as these components were sufficiently up to the task of the higher-horsepower 365 engine and were considered to be a substantial technical improvement over the 330 GTS.

The 365 GTS, which was produced only in 1969, was introduced as the replacement of the 330 GTS and it retained all the same mechanical and cosmetic components as the 365 GTC, albeit with a convertible top. While the 330 GTS was already rare, with 99 built, only 20 examples of the 365 GTS were built, and they are often considered Ferrari’s best driving convertible grand tourer of the decade for their combination of refinement, wonderful looks, courtesy of Pininfarina, and performance. As the 365 GTC was easy to drive both in traffic and on the race track, it could truly be at home wherever it was driven, and it was always eager to please its well-heeled owner. Ten-hole alloy wheels were standard, but the always-desirable Borrani wire wheels were available as options.

CHASSIS 12473: THE 17TH OF 20

Chassis 12473, which was completed in May 1969, was the 17th example of 20 Ferrari 365 GTSs produced. According to noted Ferrari historian Marcel Massini, this European model was finished in Bleu Ribot (2.443.631) over a Beige leather interior (VM 3218) and was destined for Germany. It was delivered new through German Ferrari importer Auto-Becker in Düsseldorf in June 1969 to its first private owner, Mr. Thomas Teves, the heir to the Alfred Teves brake manufacturer. Teves, an individual with a propensity for high-performance motor cars, retained the car for his personal use at his residence in Bad Homburg, Germany. Following six years of ownership, the car was sold to the Etienne Aigner Leather Manufacturing Company in Munich in 1975, possibly for use by Etienne Aigner himself. Following a repaint in yellow, the car was sold by Aigner to Peter Lorenz, of Koblenz, Germany, in 1980.

Lorenz kept the car for four years and had it restored in traditional Ferrari red over a black interior. In 1984, it was sold to Josef Brunlehner, a hotel owner and resident of Passau, Germany, and then passed to noted collector Erich Traber, of Toffen, Switzerland. Traber kept the car for four years, and then it was purchased by another noted Ferrari collector, Fritz Kroymans of Hilversum, Netherlands, in 1989. In Kroymans’ collection, chassis number 12473 shared garage space with some of the most significant Ferraris ever built. After 20 years in his ownership, it was shipped stateside to its current United States-based collector, who made a trade that included several other significant Ferraris from the same collection.

Chassis 12473 is offered today following a fresh restoration, and it is in excellent condition. It has been comprehensively sorted by the current owner’s private mechanic, who paid great attention to detail on every component. The engine and gearbox were both fully stripped and rebuilt, using new parts where necessary. The brakes and suspension received a similar treatment, receiving new brake lines and a master cylinder, as well as new bushings, ball joints, and wheel bearings for the suspension, amongst other items. The fuel tanks were cleaned, the car was fitted with new electric fuel pumps, the radiator was rebuilt with a new core, a replacement wiring harness was installed, along with a new voltage regulator and alternator, and a new exhaust system was fitted. All parts were sourced from Ferrari specialists, who used replacement parts only if NOS parts could not be sourced.

The car’s current Grigio Fumo finish and chrome were completed by Images Autobody in Campbell, California, and its brilliant Cuoio upholstery was completed by the Franzini Brothers in Novato, California. Following its restoration, the car was shown twice at The Quail – A Motorsports Gathering, once in 2012 and once in 2013. It still retains its matching spare Borrani wire wheel and owner’s manual, and it is important to note that Ferrari Classiche certification for this car has been applied for and is currently pending.

The 365 GTS is considered by many to be one of the greatest drop-top Ferraris ever built, as it is five times as rare as the 330 GTS, with just 20 made, and is much more advanced and refined than all of the California Spiders. The 365 GTS is undoubtedly the most desirable variant of its model range, and it stands tall when compared to many of its more celebrated ancestors. With Italian luxury to match its performance, they are excellent drivers that are ideal for long runs down the California coast and through European mountain ranges. Chassis number 12471 is a fully matching-numbers example, and it would be an ideal acquisition for any significant collection of Ferraris, not only for its rarity but for its wonderful mechanical and cosmetic condition.

All this 365 GTS needs is a new owner, one whom it will surely will not disappoint.

 

Bonhams Lot 116 Estimate US$450,000 - 500,000

*Desirable early-production, L-Series Dino 246 GT
*Multiple FCA Platinum Award winning example
*Thoroughly researched history and provenance
*The 65th example of just 355 L-Series Dinos produced
*Offered with Marcel Massini's history file, restoration records, books and tools


THE FERRARI DINO 246

Introduced at the Turin Motor Show in 1967, the all-new Dino 206GT was initiated due to the need of a Formula 2 power plant for Ferrari's racing program. A mid-engined layout with a compact, aluminum coupe body was chosen, with styling entrusted to the legendary Pininfarina. The two-liter, 180bhp motor was good enough to propel the Dino to 142mph, and while there were few complaints about the car's performance, the high cost mandated by its aluminum construction hindered sales.

A 2.4-liter version on a longer wheelbase - the 246GT - replaced the Dino 206 in late 1969. The body was now steel and the cylinder block cast-iron rather than aluminum, but the bigger engine's increased power - 195bhp at 7,500rpm - was adequate compensation for the weight gain. A Targa-top version, the 246GTS, followed in 1972. While not quite as fast in a straight line as its larger V12-engined stable-mates, the nimble Dino was capable of showing almost anything a clean pair of heels over twisty going.

Testing the ultimate V6-engined Dino – the 246GT – in 1972, the authoritative American motoring magazine Road & Track enthused, "it is a thrill to drive a car like the Dino, one whose capabilities are far beyond what even an expert driver can use in most real-world motoring, and that is the Dino's reason for being. The real joy of a good mid-engined car is in its handling and braking and the Dino shone as we expected it to. The steering is quick without being super quick, and it transmits by what seems a carefully planned amount of feedback exactly what is going on at the tires. Thanks to the layout's low polar moment of inertia the car responds instantly to it. The Dino's cornering limits are very high..." The Dino, thus, was and remains truly a driver's car par excellence.

As the first series-produced, mid-engined Ferraris, the early Dino V6s are landmark cars. The line they founded would prove to be an immense commercial success for Maranello, production amounting to 2,487 GT coupes and 1,274 GTS spiders by the time the model was deleted in June of 1974.


THE MOTORCAR OFFERED

This fine example of Ferrari's legendary 246 Dino was built in the desirable first series of the 246 production-run, referred to as the L-Series. These 355 L-Series Dinos featured the larger 2.4-liter engine, but retained many of the early 206 GT production features the most noticeable of which are the distinctive knock-off Cromodora wheels. This car, chassis no. 00542, left the assembly line in October 1969, making it the 65th example produced in the series. It was first sold on January 13, 1970 in Verona, Italy to Girolamo Gabaldo of Padova. Gabaldo owned the car for the following year and a half, having it serviced that summer at the factory service center in Maranello, before selling it on to Gino Roncaio, also of Padova. The Dino remained in its home country of Italy for the next decade, until it was exported to the US in the early 1980s. The Dino resided in Southern California for about a decade and a half, passing though the hands of noted collector Ed Niles and Ferrari enthusiast Bill Biggs, among others, until being purchased by its current owner, a Seattle, Washington based enthusiast, in 1996.

Over the next four years a complete and accurate restoration was carried out using a vast collection of NOS parts sourced by the owner. Sergio Belli of Toronto, Canada performed the mechanical and electrical aspects of the restoration, while the bodywork was restored by Pebble Beach award winning painter Jon Byers, of Byers Custom and Restoration, in Auburn, Washington. The interior was reupholstered by Bill O'Donnel of Seattle, Washington, and was at this time changed from beige vinyl to the current black with red cloth inserts and red carpets, using materials supplied in part by Fratelli Luppi in Modena, Italy. This restoration was completed to Concours standards, and details including numerous photos can be found in the Dino's comprehensive history file.

After the restoration was complete, 00542 went on to win FCA Platinum awards at the 2000 Concorso Italiano, the 2001 Cavallino Classic and the 2002 Ferrari National Meet where it also won the "Best V6" award. Being an early production, European delivery L-Series Dino, it boasts numerous features not seen on later, American delivery cars. 00542 features has the desirable knock-off hub wheels, interim Daytona-style steering wheel and slimmer bumpers that curve into the front grill as opposed to the larger, straight bumpers of the later cars. These early L-Series cars were generally more spartan and lighter than their later 246 brethren, benefiting from aluminum skins on the doors, hood, trunk and engine cover and numerous magnesium engine parts, giving them more in common with the preceding-model 206 than with the later model 246 variants. It should be noted that although a period correct 246 GT L-Series motor and gearbox is installed in 00542 today, they are not original to the car but were quite possibly installed on May 18th, 1970 during recorded service by Ferrari Factory Assistenza Clienti at Viale Trento Trieste in Modena.

This car comes complete with a rare and correct tool kit, jack bag and associated contents, document pouch complete with the manuals, wiping cloth, dealer directory, warrany card and key fob. Complete with a comprehensive history file including Marcel Massini's history report, this smart, early-production 246 GT should be just at home back to the Concours circuit or while being exercised on twisty roads -- certainly its most natural environment, where its enjoyable and well-balanced driving characteristics can be savored and appreciated.

 

Gooding Lot 12 Estimate US$325,000 - 375,000

THIS CAR
First shown at Paris in 1967, the 365 GT 2+2 took its place as the largest, most luxurious, and best-equipped Ferrari model to date. In addition to sleek Pininfarina-designed and -built bodywork, the 365 GT 2+2 was the first Ferrari equipped with standard power steering and brakes, and the company’s first self-leveling rear suspension. Unlike its siblings, which used transaxles, the gearbox of the 365 GT 2+2 was mounted in unit with the engine and routed power via torque-tube drive to a frame-mounted differential. The SOHC 320 bhp, 4.4-liter V-12 included triple twin-choke Weber carburetors, good for sprints from rest to 62 mph in just over seven seconds and top speeds over 145 mph. By the end of production in 1971, as few as 800 examples of the 365 GT 2+2 were built.
Numbered 13109 and documented by Ferrari historian Marcel Massini, this 365 GT 2+2 is an original left-hand-drive, US-specification model sold new in 1970 by the UK’s Maranello Concessionaires to Albert R. Broccoli, the legendary James Bond movie producer. Interestingly, the warranty booklet for 13109 shows delivery on March 11, 1970, to Shawn Peter Bealey, resident of Buckinghamshire, England, home of Pinewood Studios, where Mr. Broccoli did much of his filming. Continuous service records show that Mr. Broccoli imported the Ferrari to Beverly Hills, California, as early as 1975, where it was serviced and maintained by Hollywood Sport Cars with mileage documented throughout this period. Mr. Broccoli sold 13109 in November 1986 at approximately 21,400 miles, and it passed through the ownership of Dr. Ronald Devine in November 1987 then to a private Southern California collector, who retained the Ferrari for over 15 years.
Presented with one repaint performed during the early 2000s in factory-original Argento Metallizzato (Metallic Silver), 13109 retains the original Nero (Black) interior. During a recent detailed examination, it was discovered that the door panels retained their original Ferrari-logo internal plastic dust covers along with the handwritten Pininfarina body number “103”; this number also remains stamped on the hood and trunk lid. Underhood, many of the original hoses, clamps, and decals remain in place. The consignor has further enhanced the presentation of 13109 by installing a new period-correct battery, fitting original-specification Pirelli Cinturato HS tires, and thoroughly detailing the undercarriage. An accompanying UK “ARB 007” number plate commemorates Albert R. Broccoli’s early ownership of this truly great grand touring Ferrari.
As one of the finest examples of the 365 GT 2+2 to come to market in recent memory, 13109 is further accompanied by a set of owner’s manuals, a shop manual, leather pouch, warranty card, Blaupunkt radio manual, a tool kit with jack, wrench, and knock-of hammer, and an extensive file of documents including historical records.

 

Gooding Lot 53 Estimate US$550,000 - 750,000

THIS CAR
Consistently ranked among the most beautiful automobiles ever conceived, the “Dino” sports car was an inspired offshoot of Ferrari’s V-6 racing program of the 1950s and 1960s. Immediately successful, the first Vittorio Jano-engineered “Dino” V-6, named in honor of Enzo Ferrari’s late son Alfredino, powered Ferrari to its first Grand Prix Manufacturer’s Championship and Mike Hawthorn to the driver’s title in 1958. Further development resulted in the 1961 World Championship-winning 156 F1 and the 246 SP sports racer, Ferrari’s first mid-engine car and the victor at the 1961 Targa Florio.
Planned use of a V-6 in Formula 2 and looming FIA homologation requirements for 1967 demanded series production. To ease the burden for low-volume Ferrari, a partnership was forged with Fiat to build the engines, with the resulting launch products being Fiat’s Pininfarina-built Dino Spyder, debuted for 1966, and the Bertone-bodied Dino coupe from 1967.
Ferrari’s eventual V-6 road cars were rooted in Pininfarina’s “Dino 206 S Speciale” styling exercise based on a 206 SP chassis, first shown at the 1965 Paris Salon. Increasingly refined developments figured prominently on the European auto show circuit over the next several years. The first production Dino, designated 206 GT, debuted at Turin in 1967, heralding the first mid-engine production car by Ferrari and the launch product of its new “Dino” brand. Just 153 were produced.
The definitive 246 GT arrived in spring 1969, with public introduction that autumn at Turin. A power boost to 195 hp was achieved with an enlarged 2,418 cc engine, now made of cast iron. Body shells were now mainly steel. Capable of startling performance and excellent handling, the 246 GT swiftly earned accolades. Over 2,500 were built. The Targa-roof 246 GTS debuted for 1972 and was produced alongside the GT through July 1974. While small in number, the 206 and 246 were exceedingly influential, with Ferrari’s V-8 road cars, including the 308 and 328, continuing the Dino’s basic styling cues and layout through the 1980s.
Finished in Bianco Polo Parc (Polo White) with black vinyl upholstery and numbered 00600, this Dino 246 GT was the 98th of the 355 “L” models produced. Notably, the “L” featured alloy doors and lids, amongst other unique features shared with the 206. Manufactured in February 1970 as a left-hand-drive, European-specification example, it was retained by Ferrari and utilized by the experimental department, where it was modified from the original single “knock-of” wheel hubs to the new five-bolt configuration introduced on the subsequent M Series cars. Following its tenure as a factory test and development car, the gearbox of 00600 was overhauled and a new engine was installed.
The Dino was sold to its first private owner, Guido Conti of La Spezia, Italy, in June 1971. As discussed by Matthias Bartz in Dino Compendium, “…chassis number 00600 is the only L Series car sold to a customer that did not have central locking hubs that were characteristic of this series.” A letter dated April 15, 1997, written by Angelo Amadesi of the Ferrari Technical Assistance department, also references the special status enjoyed by 00600. Interestingly, its body number – 246 – matches the car’s 246 GT model designation.
The consignor located the Dino in Italy during 1999 as a fantastically original example with just 50,000 kilometers of use, retaining its original paint finish and interior upholstery as confirmed by the Ferrari Classiche department. Following acquisition, Piet Roelofs, the noted Ferrari engine specialist from Holland, performed a mechanical restoration. The exceptional paint and black vinyl upholstery were retained and the consignor has enjoyed the Dino for 30,000 kilometers during his tenure. Ferrari Classiche certification was issued in 2007. Most recently, 246 GT 00600 was the cover subject of the June/July 2013 edition (Issue 195) of Cavallino. As offered, 00600 marks a wonderful and highly original example of Ferrari’s first and particularly influential mid-engine series of road cars. Accompanied by the unforgettable mechanical symphony emanating from its race-bred “Dino” engine, it is simply one of the finest 246 GTs in existence today.

 

RM Lot 248 Estimate US$500,000 - 600,000

Rare L-series example; an early and pure 246 GT
Matching-numbers engine; classic color combination
Originally owned by former Warner Brothers studio chief John Calley
Recent mechanical freshening and full service


The Dino model, which had originally been introduced as a Ferrari co-brand that had been created in tandem with Fiat, was a groundbreaking offering that established numerous firsts for Ferrari. It was the first Maranello production car to feature rear-mid engine placement and also the first to employ a V-6, with both of these ideas being drawn from the 206 S and SP prototype race cars of the mid-1960s. Enzo Ferrari’s son Dino had been one of the engine’s principal proponents prior to his passing in 1956, and thus, he was honored as the new car’s namesake.

The engine’s racing pedigree was only part of the production Dino’s appeal though, as the new 206 GT was clothed in dazzling Pininfarina-designed coachwork. The body was built by Scaglietti, and it reconciled curvaceous 1950s styling with the wedge motifs that would soon dominate sports car design. The Dino also demonstrated impressive balance during tight handling, thanks to its near-even weight distribution, which was a dividend of the race-proven rear-mid engine placement.

The Dino first debuted in concept form, known as the 206 S Speciale, at Geneva in March 1965, and then, 1961, it entered series production with the 206-specification, two-liter engine. After a short run of 150 cars, the 206 GT was updated in 1969 with a larger 2.4-liter motor, which was a displacement that remained unchanged until the Dino’s discontinuation in 1974.

The 246 GT was ultimately built in three separate iterations, respectively known as the L-, M-, and E-series. The L-series served as the direct successor to the 206 GT and was built from March of 1969 until October of 1970. During this time, only 357 total examples were built, and they are considered by connoisseurs as the “bridge” between the 206 and 246 GTs. As such, these early-series cars retained many visual features normally associated with the original 206, arguably making it the purest 246 GT produced during the model’s run. Many details on the model exemplify this notion, such as the more purposeful 206-style seats and dash, center-lock knock-off wheels, a deeper passenger footwell with a folding footrest, a wood-rimmed Nardi steering wheel, and numerous other small distinctions. Perhaps most significantly, the L-series cars featured lightweight alloy doors and decklids, which was in contrast to the heavier all-steel bodies of the later M- and E-series cars.

This desirable late-production L-series Dino 246 was built in July 1970 and was equipped to European specifications. The car, originally finished in Blue Sera over a black vinyl interior, was purchased new by John Calley, the famed producer of such films as The Cincinnati Kid, Catch 22, Remains of the Day, and The DaVinci Code. Mr. Calley was also a Warner Brothers studio chief during the 1970s, and although not officially credited, he was no less responsible for such classics as The Towering Inferno, Deliverance, A Clockwork Orange, and The Exorcist.

Calley, who was equally known for socializing with celebrities ranging from Steve McQueen to Orson Welles, was also a collector of significant Ferraris, owning such cars as a 250 GTO, a 250 LM, and a 250 GT SWB. He had previously purchased such important cars through Jacques Swaters’ renowned Garage Francorchamps in Belgium, and it was likely that this conduit facilitated his purchase of chassis number 01016 in 1970. Dinos were certainly difficult to source in the Unites States at this early juncture in the model’s run, with most of the 206 examples having been sold to European owners.

After being exported from Europe to Calley’s Los Angeles home, the Dino was later sold to Norm Crum, of Newport Beach, who offered the car up for purchase in 1974. Edward Guevara, of nearby Yorba Linda, purchased the Dino and had it registered as 908 BXM. The car ultimately remained in Guevara’s possession for 13 years, and just prior to selling it in 1987, he commissioned a repaint in Rosso Chiaro paint and a new beige interior. The Dino then passed through a small handful of California owners over the next decade, being consigned to such well-known shops as Steve Tillack’s Fast Cars Ltd. in Redondo Beach, California, and Bruce Trenery’s Fantasy Junction in Emeryville.

In 1999, chassis number 01016, displaying 22,360 kilometers on its odometer, was purchased by Vincent Burgos Jr., of San Francisco. The car was sold to the consignor five years later, and more recently, it was more treated to a round of freshening that included rebuilding the suspension and clutch and adding new synchros to the transmission. Cosmetically, the wheels were reconditioned and mounted with brand-new Michelin XWX tires. This rare matching-numbers L-series 246 GT is accompanied by a tool roll, jack with bag, hammer, and spare wheel and tire, and it features the attractive European-specification driving-light configuration. It currently displays 35,863 kilometers and offers all of the power of the 2.4-liter motor with the modest weight of the part-alloy body.

This highly desirable and authentic Ferrari promises a future on concours fields and FCA corrals, as the unique attributes of the rarely seen 246 GT L-series are gradually coming to light with discerning collectors.

 

RM Lot 153 Estimate US$650,000 - 850,000

Largely unrestored and very well preserved
Accompanied by original books and tools
Ferrari’s iconic grand touring berlinetta; a mechanical and cosmetic masterpiece


Ferrari’s 365 GTB/4 was unveiled to the public at the 1968 Paris Salon as the replacement for the highly successful 275 GTB/4, and it sought to raise the bar once more for high-end gran turismo berlinettas. With lines penned by Leonardi Fioravanti at Pininfarina, its bodywork was an instant styling icon, as it was simultaneously sensuous and aggressive and combined both the sharp angles that would define the 1970s and the flowing curves that characterized cars of the 1960s, making it perfect for any occasion. Even though the public was expecting a mid-engined supercar from the world’s most celebrated sports car manufacturer, as Lamborghini and several other companies had moved to mid-engined layouts for their flagship models, Ferrari retained the tried-and true formula of placing their V-12 in the front, asserting that this formula could still produce cutting-edge performance. The car quickly earned the nickname “Daytona” from Ferrari’s incredible sweep of the podium at the 1967 24 Hours of Daytona, and interest from motoring enthusiasts, as well as Ferrari’s well-heeled clientele, was high from the moment it was released.

That front-mounted V-12 was Ferrari’s all-new 4.4-liter unit, which was topped with six Weber carburetors, and it had more than enough performance to back up its stunning looks. The engine produced 352 brake horsepower and 315 foot-pounds of torque at 7,500 rpm, resulting in fantastic performance. The Daytona could launch itself from a standstill to 60 mph in 5.4 seconds and continue on to a top speed of 174 mph, which was just 3 mph faster than the Miura P400, making it the fastest production sports car ever built at its introduction.

The Daytona was a staple in the Ferrari market range until production ceased in 1973. In total, 1,284 examples were produced, making it one of the most successful models the company had ever produced. Unfortunately, this would be the last traditional Ferrari grand tourer for quite some time, as it was replaced with the mid-engined 365 GT4 BB. While that type of automobile might have been gone from the Ferrari lineup, the Daytona was never forgotten, and it has always had a place in the hearts of Ferraris enthusiasts for its wonderful looks and driving dynamics.

When new, the Daytona was praised by both customers and the motoring press alike, with perhaps one of the most well-known quotes about the Daytona’s performance coming from noted racing driver and later automotive journalist Paul Frere. After reportedly taking the Daytona to 176 mph on the Italian autostrada in 1969, he commented that the radio was useless past 120 mph. He further noted that “if you go faster, it’s the engine that makes the music; the finest music of all to the ears of the enthusiast, and the music he can enjoy in a well-sprung car fitted with such amenities as electric window lifters, air conditioning…and a really capacious luggage locker—a grand touring car par excellence.” This was great praise from a man who was certainly very familiar with Ferraris, as he took 1st overall, with Olivier Gendenbien, for Scuderia in the 1960 24 Hours of Le Mans, where he drove a 250 TR 59/60. The Daytona also earned additional fame for its stunning performance in the first Cannonball Run. Dan Gurney and Brock Yates co-drove a Ferrari Daytona from New York City to Redondo Beach, California, in November 1971, and it only took a shocking 35 hours and 54 minutes to complete, proving the reliability and competency of the Daytona at high speeds.

The particular Daytona presented here, chassis number 14769, was completed by the factory on December 2, 1971, and according to Ferrari historian Marcel Massini, it was finished in Bianco Polo (20-W-152) over a Nero (VM 8500) leather interior and was finished in U.S.-specifications, with left-hand drive and fitted with air conditioning. Later that month, it was shipped across the pond and subsequently delivered new to Bill Harrah’s Ferrari distributorship, Modern Classic Motors in Reno, Nevada.

On April 19, 1972, the car was sold new to its first private owner, Gary MacLeod of Medina, Washington. Following its departure from MacLeod’s ownership, it resided with a noted Ferrari collector who was based in North Carolina, and then, in 1996, it went to William S. Ferguson, of Albuquerque, New Mexico, who had the car painted its current shade of red. The car passed from Ferguson to Earl Whittemore, of Los Lunas, New Mexico, in November 1999, before finding its way to its current custodian a few years later.

Throughout its life, chassis number 14769 has remained in largely original condition, save for its exterior color. The car has clearly been very well maintained throughout its whole life, and it is reported to be in excellent mechanical condition, with only a handful of minor cosmetic flaws. The Daytona’s black leather interior remains in remarkable condition and shows only minor signs of use. The car currently wears Cromodora wheels with Michelin XWX tires, and its rear wheels are the wider and much more desirable nine-inch type. The car also retains its original tools and tool roll, as well as a set of original and correct owner’s manuals in their correct leather pouches, which are assets that help round out this wonderful Daytona. With its current owner, chassis 14769 underwent a full service to ensure that it is in fully functioning condition following a period of storage. As such, the carburetors were rebuilt, the brakes were serviced, all fluids and filters were replaced, and the car underwent a compression test, which it passed with flying colors. The car is further documented by service records from MacLeod’s and Ferguson’s ownerships.

The Daytona is a very significant car in terms of Ferrari history, as it was the last of its kind until the 550 Maranello was introduced. As the fastest production automobile in the world at the time of its introduction and nicknamed for the company’s incredible 1-2-3 finish at the 1967 24 Hours of Daytona, it embodies all the best parts of the Ferrari mystique to many tifosi. It combines gorgeous Pininfarina bodywork that was crafted by Scaglietti, a potent 4.4-liter V-12, and enough space for two plus luggage, making it the ideal automobile for high-speed cruising through Europe or North America.

This Daytona is offered today in largely original condition, and it is a compelling example of the breed. It is reported to run and drive very well, and it would make for an excellent driver. At the same time, it retains all of its major original components and would also be an ideal base for a concours-level restoration. In short, this Daytona allows its new owner the freedom of choice for how Ferrari ownership should be best experienced: on the open road, on the concours field, or perhaps both.

 

Bonhams Lot 171 Estimate US$700,000 - 850,000

*Displayed when new at the 1971 Chicago Auto Show
*US delivery Daytona ordered through Chinetti Motors
*Delivered new in striking Rosso Cordoba Metallizzato over Beige and Black interior
*Low mileage, well kept example
*Equipped with air conditioning and power windows


THE FERRARI 365 GTB/4 DAYTONA

Perhaps the ultimate 12-cylinder front-engined Ferrari GT, the 365GTB/4 debuted at the Paris Salon in 1968, soon after gaining the unofficial name 'Daytona' in honor of the sweeping 1-2-3 finish by the Ferrari 330P4 at that circuit in 1967. The influential shark-nosed styling was by Pininfarina's Leonardo Fioravanti, later the famed carrozzeria's director of research and development, who once revealed that the Daytona was his favorite among the many Ferraris he designed. The bonnet, extending for almost half the car's total length, was complimented by a small cabin and short tail; the overall effect suggesting muscular horsepower while retaining all the elegance associated with the Italian coachbuilder's work for Maranello. Although the prototype had been styled and built by Pininfarina in Turin, manufacture of the production version was entrusted to Ferrari's subsidiary, carrozzeria Scaglietti, in Modena.

The Daytona's all-alloy, four-cam, V12 engine displaced 4,390cc and produced its maximum output of 352bhp at a hefty 7,500rpm, with 318lb/ft of torque available at 5,500 rpm. Dry-sump lubrication enabled it to be installed low in the oval-tube chassis, while shifting the gearbox to the rear in the form of a five-speed transaxle meant 50/50 weight distribution could be achieved. The all-independent wishbone and coil-spring suspension was a recent development, having originated in the preceding 275GTB. Unlike the contemporary 365GTC/4, the Daytona was not available with power steering, a feature then deemed inappropriate for a 'real' high performance GT. Air conditioning and power windows were optional, but elsewhere the Daytona remained uncompromisingly focused on delivering superlative high performance.

With a top speed in excess of 170mph, the Daytona was the world's fastest production car in its day. Fewer than 1,300 Berlinetta models and 123 Spiders had been made when Daytona production ceased in 1973.


THE MOTORCAR OFFERED

Ordered in December of 1970, this sporting Ferrari 365 GTB/4 Daytona was built for the US market, and delivered new through legendary importer Luigi Chinetti Motors in Greenwich, Connecticut in early 1971, in time to be displayed at the annual Chicago Auto Show. The new Daytona had received its final assembly at Maranello in January of 1971, and was finished in the elegant dark maroon metallic Rosso Cordoba Metallizzato over a beige interior with black leather inserts on the seats. Surely the striking new Daytona drew quite a crowd there on display in Chicago.

It remains unclear for how long the Ferrari remained in the first owner's possession, but by 1982 the car had moved further East, where it was offered for sale in New York. The Daytona is described to have been a low mileage car at this point, but with the exterior color changed to black. By 1990, the Daytona was in California, where Westlake Village Ferrari enthusiast Jack Kasarjian owned it. At this time, the Daytona is reported to have received a restoration, and an indicated mileage of 29,000 miles was reported. Later on in in 1990, the car was seen for sale at Santa Monica Sports Cars in Santa Monica, California.

In the spring of 1994, Symbolic Motor Cars of San Diego, California purchased the Daytona with just over 31,000 miles on the odometer; they in turn sold it to Ferrari of Los Gatos. In 1998, the red Daytona joined the prominent collection of Yarrow Point, Washington collector Glenn Hart. Mr. Hart would keep the Daytona until 2010, when the consignor, a prominent Southern California Ferrari collector and enthusiast purchased it.

Today, this powerful, US-delivered 365 GTB/4 Daytona presents beautifully inside and out, and the indicated mileage of just over 32,000 miles is believed the be the car's actual mileage since new. The Rosso Corsa red paint is in great shape, and emphasizes the aesthetic beauty of this elegant grand tourer. The Daytona has received devoted service and maintenance since the restoration was performed.

This is a fantastic opportunity to own the former 1971 Chicago Auto Show 365 GTB/4 Daytona, a car that is well documented, and with an exciting original livery to one day return it to. Symbolizing arguably the pinnacle of the vintage Ferrari grand touring car, the Daytona is well known for its ability to devour thousands of miles of motorway each day in supreme comfort and at speeds many new cars would still struggle to match. Equipped with power windows and air conditioning, this Daytona comes with a history file and tools.

The 1971 Chicago Auto Show Ferrari 365 GTB/4 Daytona offers eligibility potential to many exciting vintage rallies around the world, such as Arizona's own Copperstate 1000, or perhaps the Tour Auto in France. A Ferrari with an excellent pedigree, this Daytona will always stand out from the crowd, and represents everything that is exciting about road cars of its era.

 

Bonhams Lot 118 Estimate US$3 - 3.3 million

*Superb restoration by Junior Conway and Junior's House of Color
*Matching numbers example with Ferrari Classiche red book certification
*Believed to have been in California from new, with just two owners from 1982-2014
*One of the 123 haloed factory Spider models of the iconic Daytona
*Ferrari Club of America Platinum Award winning example


THE FERRARI 365 GTS/4 DAYTONA SPIDER

"The Daytona has been called the last great front-engined supercar. For one who has thought about it, it is not difficult to see why; for one who has driven it, it is very easy to see why... A supercar must prove its superiority on ordinary roads; the Daytona did." - L J K Setright, Supercar Classics, autumn 1983.

The ultimate expression of Ferrari's fabulous line of V12 front-engined sports cars, the 365GTB/4 debuted at the Paris Salon in 1968, soon gaining the unofficial name 'Daytona' in honor of the sweeping 1, 2, 3 finish by the Ferrari 330P4 sports prototype at that circuit in 1967. Pininfarina's Leonardo Fioravanti, later the famed carrozzeria's director of research and development, was responsible for the influential shark-nosed styling, creating a package that restated the traditional "long bonnet, small cabin, short tail" look in a manner suggesting muscular horsepower while retaining all the elegance associated with the Italian coachbuilder's work for Maranello. An unusual feature was a full-width transparent panel covering the headlamps, though this was replaced by electrically operated pop-up lights to meet US requirements soon after the start of production in the second half of 1969. Fioravanti later revealed that the Daytona was his favorite among the many Ferraris he designed.

In response to Lamborghini's 350GT, Ferrari's road-car V12 had gained four overhead camshafts during production of the 275GTB (cars thus equipped acquiring a '/4' suffix) and in the Daytona displaced 4,390cc. Power output was 352bhp at 7,500rpm, with maximum torque of 318lb/ft available at 5,500rpm. Dry-sump lubrication permitted a low engine installation, while a five-speed transaxle enabled 50/50 front/rear weight distribution to be achieved. The chassis embodied long-standing Ferrari practice - being comprised of oval-section tubing - the all-independent wishbone and coil-spring suspension was a more recent development though, having originated in the preceding 275GTB.

Unlike the contemporary 365GTC/4, the Daytona was not available with power steering, a feature then deemed inappropriate for a 'real' sports car. There was, however, servo assistance for the four-wheel, ventilated disc brakes. Air conditioning - vital for the US market - was optional, but elsewhere the Daytona remained uncompromisingly focused on delivering nothing less than superlative high performance.

Although there had been no official open-top versions of its predecessor, the favorable reception of Luigi Chinetti's 275 GTB-based NART Spider no doubt influenced Ferrari's decision to produce a convertible Daytona. Again the work of Pininfarina, the latter was first seen at the Paris Salon in 1969, deliveries commencing in 1971. Although the rear end had been extensively reworked, so successful was Pininfarina's surgery that it was hard to credit that the Daytona had not initially been conceived as a Spider.

The most powerful two-seater, road-going GT and the world's fastest production car at the time of its launch, the Daytona was capable of over 170mph (274km/h) and is surely destined to remain a top-ranking supercar for eternity. Some 1,400 Berlinetta coupe models and just 123 Spider convertibles had been constructed when production ceased in 1973.


THE MOTORCAR OFFERED

The history of this phenomenal Daytona Spider, chassis no. 16473, starts in the fall of 1972. The new Spider was the 72nd example built in the assembly sequence of the 123 car total production. Configured as a left-hand-drive Spider destined for the US, the Daytona was optioned with air conditioning and US-market instruments. 16473 was painted in the same color it wears today, the classic 20-R190 Rosso Chiaro red, and trimmed in VM 8500 Pelle Nera black.

As was the case with many of the world's expensive super cars of the era, the new Daytona Spider took months to complete and it wasn't until June of 1973 that 16473 was shipped off to the Western US Ferrari importer, Modern Classic Motors, owned by Nevada gambling pioneer and renowned collector William F. Harrah. However, 16473 was not to be sold through Modern Classic Motors, but instead found its first owner at one of California's most prominent and influential dealerships at the time, Chuck Vandagriff's Hollywood Sports Cars, at the time the oldest Ferrari dealer in the US. This was the place to buy and service the finest in European sports cars and exotica during the 1950's, 1960's and 1970's, and where racing legends such as Pedro Rodriguez, Phil Hill, Richie Ginther and Dan Gurney were often seen checking out the latest arrivals.

In February the following year, the Daytona Spider was offered for sale in the Los Angeles area with 6,600 miles on the odometer. 16473 is believed to have remained in the Los Angeles basin for the next eight years, when it was purchased in 1982 by Encino, California resident Steven Nanny through S & A Italia Sports Cars of Los Angeles. The mileage recorded at the time was 25,000 miles. Mr. Nanny would keep 16473 in his collection until the mid-1990s, although the car was stolen (to be recovered two years later) while at Michael Sheehan's European Auto Sales, Inc in Costa Mesa, California in 1992.

The next and most recent caretaker of this splendid Daytona Spider became Mr. Gerald Barnes of Anaheim Hills, California. Soon after acquiring the rare Ferrari, Mr. Barnes embarked on a complete restoration, to make the nearly thirty-year-old car a show winner at Concours events. Seeking the most talented restorer for the job, Mr. Barnes entrusted 16473 to automotive paint legend Junior Conway and his Bell Gardens, California based facility, Junior's House of Color. Here the rare Ferrari was completely dismantled, and all cosmetics and the bodywork and undercarriage stripped and re-finished to an exceptional quality in the car's original red hue. The Daytona's mechanicals were also thoroughly restored, with its original, matching numbers engine and transaxle refurbished by Norbert Hofer's Gran Touring Classics.

Once completed, 16473 was shown by Mr. Barnes at the 1999 Concorso Italiano, and again at the 2002 Ferrari Club of America National meet in Los Angeles, where the exceptional Spider was bestowed with the coveted Platinum Award. In 2007, 16473 was enrolled into Ferrari Classiche's certification program, and boasts its red book certification, acknowledging that it still retains its original, factory delivered chassis, engine, transaxle and body.

Today, 16473 remains in exceptionally well restored condition throughout. Close inspection reveals the superb job performed by Junior Conway, and meticulous maintenance and careful custodianship since. Fitted with Michelin XWX tires and a period Becker radio, 16473 is accompanied by a set of manuals and books, tools, and a matching Borrani spare wheel and tire. The car's history file includes Ferrari Classiche's red certification book, Marcel Massini's history report, and an abundance of restoration receipts. A legendary Ferrari model in its rarest form, this exquisitely presented Daytona Spider is truly an investment-grade example of the breed.

 

Bonhams Lot 150 US$350,000 - 450,000

*Well cared for example of the desirable Ferrari Dino 246 Spider
*Prominent ownership history
*North American-delivery E-Series Dino with air conditioning and power windows
*Designed for twisty back roads and mountain passes
*Timeless Pininfarina design in open-top format


THE FERRARI DINO 246

It was the need for a production-based engine for the new Formula 2 car that led to the introduction of a 'junior' Ferrari, the Dino 206 GT, at the Turin Motor Show in 1967. Building on experience gained with its successful limited edition Dino 206 S sports-racer of 1966, Ferrari retained the racer's mid-engined layout for the road car but installed the power unit transversely rather than longitudinally. A compact, aluminum-bodied coupe of striking appearance, the Pininfarina-styled Dino - named after Enzo Ferrari's late son Alfredo 'Dino' Ferrari and intended as the first of a separate but related marque - was powered by a 2.0-liter, four-cam V6 driving through an in-unit five-speed transaxle. The motor's 180bhp was good enough to propel the lightweight, aerodynamically efficient Dino to 142mph, and while there were few complaints about the car's performance, the high cost mandated by its aluminum construction hindered sales.

A 2.4-liter version on a longer wheelbase - the 246 GT - replaced the Dino 206 in late 1969. The body was now steel and the cylinder block cast-iron rather than aluminum, but the bigger engine's increased power - 195bhp at 7,600rpm - was adequate compensation for the weight gain. A Targa-top version, the 246 GTS, followed in 1972. While not quite as fast in a straight line as its larger V12-engined stable-mates, the nimble Dino was capable of showing almost anything a clean pair of heels over twisty going.

Testing the ultimate V6-engined Dino – the 246 GT – in 1972, the authoritative American motoring magazine Road & Track enthused, "it is a thrill to drive a car like the Dino, one whose capabilities are far beyond what even an expert driver can use in most real-world motoring, and that is the Dino's reason for being. The real joy of a good mid-engined car is in its handling and braking and the Dino shone as we expected it to. The steering is quick without being super quick, and it transmits by what seems a carefully planned amount of feedback exactly what is going on at the tires. Thanks to the layout's low polar moment of inertia the car responds instantly to it. The Dino's cornering limits are very high... " Truly a driver's car par excellence.

As the first series-produced, mid-engined Ferraris, the early Dinos are landmark cars, and the line they founded would prove to be an immense commercial success for Maranello.


THE MOTORCAR OFFERED

This very attractive Dino 246 GTS was completed at the Maranello Ferrari factory in October of 1972, in the final E-series of the production run. According to Matthias Bartz' 'bible' on the model, Ferrari Dino V6 Compendium, this car was equipped as a North American model, and was delivered in February 1973 to the Canadian market.

It remains unclear for how long the 246 GTS remained in Canada, but by 1984 the Dino appeared in Los Angeles, California, having accumulated 22,000 miles and showing in reportedly beautiful condition. Presented in red over tan, the Dino was offered for sale at this time at Modena Imports in West Hollywood, where it is believed to have been purchased by Hollywood actor Mr. Winston Rekert. During Mr. Rekert's ownership, the sporting Dino Spider is understood to have received much maintenance and refurbishment work, which included engine and suspension work, as well as installation of a new interior.

Mr. Rekert eventually put the car up for sale in 1998, with a recorded mileage of 47,397 miles; it sold through Ontario, Canada-based dealer Legendary Motorcar Company to a Mr. Mike Westrick of Fort Wayne, Indiana. Mr. Westrick would sell the Dino in 2004 to its most recent owner. The Dino is believed to have remained in this ownership through 2013, when it was purchased by the consignor, a Ferrari collector and enthusiast from Southern California.

Fitted with air conditioning and power windows, this striking E-Series Ferrari Dino 246 GTS presents beautifully throughout. Having received much mechanical and cosmetic care over the years, this Spider is a fine representation of one of Enzo Ferrari's finest road car creations, one that is highly revered for its prowess in deftly navigating windy back roads. Offering excellent handling and the option between open or closed motoring, few cars are as epochal as this. Certainly, the intoxicating exhaust note courtesy of the Formula 2-derived V6, located just behind your head, will make a believer out of anyone lucky enough to ride in it.

 

RM Lot 225 Estimate US$285,000 - 325,000

Rare example of a two-year-only model
U.S. specification, with known history
All-new leather trim and carpeting
Original engine and 40,500 original miles


Grand touring cars capable of seating four have long been a part of Ferrari’s strategy to both satisfy its buyer base and, perhaps more nobly, finance the Pracing Horse’s racing efforts. After all, to this day, Ferrari remains first and foremost a racing team, albeit one that just happens to build some of the world’s highest-performance road going cars.

The angular and modern 365 GTC/4 that bowed in March of 1971 at the Geneva Motor Show was introduced to replace the curvaceous 365 GTC, and it clearly took advantage of Pininfarina’s new wind tunnel. Gone were the distinctive dual round headlamps that had defined Pininfarina’s designs for ages, as they were hardly aerodynamic. In their place stood a wedge shape, one that has weathered the ages especially well. The streamlined and decidedly sporty 365 GTC/4 heralded a new era for both Ferrari and supercar manufacturers on the whole.

Underneath its stretched and honed sheet metal sat a 4,390-cubic centimeter V-12 powerplant that, although sharing its displacement with the Daytona’s engine, utilized twin Weber side-draft carburetors in order to clear the low hood. The engine boasted an alloy block and all-new cylinder heads, as well as two overhead camshafts per bank, with four in total, which is a figure that is denoted in the car’s “/4” nomenclature. A five-speed manual gearbox, rather than the Daytona’s transaxle, put power to the Pirelli-wrapped rear wheels.

Given that the GTC/4 was intended to be more of a touring car than the sporty Daytona, its engine output was detuned to 340 horsepower for the European market and 320 horsepower in order to comply with stricter American emissions regulations.

The GTC/4 was modern yet not quite lavish inside, but it did have room for four, assuming that the rear-seat passengers were of a shorter stature due to its sloping roofline. Uniquely, the 365 GTC/4 was available in both full leather hides and, for buyers more inclined for a modern look, a combination of leather and Tartan fabric upholstery. Electric side windows and air conditioning were fitted as standard equipment to most GTC/4s built, befitting their more luxurious positioning in the brand’s lineup. As the 365 GTC/4 was intended to be driven long distances, a hydro-pneumatic self-leveling rear suspension was included to accommodate the extra weight of the owner’s luggage. About 500 examples were produced in Maranello during the car’s brief 18-month production run.

The 365 GTC/4 offered here was assembled in July 1972 as the 453rd example produced. From Ferrari’s Modena, Italy, assembly, it was delivered new to William Harrah’s Modern Classic Motors in Reno, Nevada. The car was originally swathed in Rosso Cherry red paint over full full leather, and it spent the first 15 years of its life with Ferrari enthusiasts in the southeastern United States, before an accident in 1987 briefly took it off the road. At that time, it was repaired by a collector in the Chicago area. During that period, it is believed that the 365 GTC/4 and its original factory-issued books and manuals were separated from one another. By chance, a collector in the United Kingdom came across the manuals and reunited them with the car just a few years ago.

This example shows just over 40,000 miles today and has been sparingly used over the last 40-plus years. A newer and correct Rosso Cherry repaint presents well today, and inside, the 365 GTC/4 has been treated to new tan leather hides, which also cover the door panels. A recent tan carpet kit helps give the 2+2 a thoroughly factory-fresh look inside. A Blaupunkt audio system is the only non-standard item. Under its hood, the matching-numbers V-12 motor shows only limited signs of use and presents well, as it has been detailed to nearly show-ready condition. Pirelli P4000 rubber stands ready to put the V-12’s power to the ground.

The V-12 has been subjected to a recent top-end rebuild and proper servicing, meaning that this 365 GTC/4 is ready to be enjoyed immediately on the open road.

 

Gooding Lot 130 Estimate US$700,000 - 800,000

THIS CAR
Unveiled in Paris in 1968, Ferrari’s sleek 365 GTB/4 Berlinetta gained its unofficial “Daytona” name when Ferrari scored a stunning podium sweep in the famous 24-hour race in 1967 while the model was still a prototype. Today, the Daytona remains the ultimate expression of the classic front-engine V-12 Ferrari GT concept, with its lean and aggressive body design, an unquantifiable Pininfarina styling triumph.
Hailed upon its debut as the world’s fastest production sports car, the Daytona certainly had the substance to back it up with its 352 hp, 4.4-liter V-12 engine boasting dual overhead camshafts per cylinder bank. One of the first reports on the Daytona was penned by Le Mans winner and noted French journalist Paul Frère, who reportedly hit 176 mph in 1969 and characterized it a “…Grand Touring car par excellence.”
Numbered 16447, this 1973 Daytona is an original US-specification export model factory-equipped with pop-up headlamps, an external side-view mirror, and left-hand drive. Originally finished in Argento Metallizzato (Metallic Silver) with Nero (Black) Connolly leather upholstery, the Daytona was equipped with desirable options, including air-conditioning and power windows. According to history compiled by Marcel Massini, 16447 was completed at the factory on March 9, 1973, and then dispatched later that month to Chinetti-Garthwaite Imports, Inc., in Paoli, Pennsylvania.
Algar Ferrari of Philadelphia sold it new to Robert P. Minnick of Buffalo, New York, who eventually advertised it for sale in 1976 with a custom stereo and 10,000 miles of use. The Daytona’s next 28 years were spent with two long-term owners in New York and Ohio respectively, and only an approximate 37,500 miles had been accrued in total. Subsequent Colorado and California-based owners spanned from 2004 to 2010, when well-known enthusiast Wayne Carini purchased the Daytona and returned it to the original Metallic Silver livery with a bare-metal repaint.
The consignor acquired 16447 in early 2012 and the Daytona confirmed its abilities on classic touring events, including the Going to the Sun Rally in Montana and the 2013 Copperstate 1000. Recent updates include the installation of electric power steering, a new battery, new tires, and rebuilding of the transaxle, as well as comprehensive maintenance that covered the braking, charging, cooling, fuel, instrumentation, and starting systems. Accompanied by the aforementioned Massini historical report and original sale paperwork plus books, miscellaneous parts, and a beautifully detailed tool kit, this Daytona beautifully represents one of the best and most capable Ferrari road cars ever produced.

 

RM Lot 235 Estimate US$3 - 3.5 million

A genuine Daytona Spider; one of 121 built
Fresh, full restoration by Bobileff Motorcars and Chris Dugan Enterprises
Just over 17,000 miles, which are believed to be original
Platinum Award winner at the 2014 Cavallino Classic
Ferrari Classiche certified


ALONG CAME A SPIDER

Ferrari’s 365 GTB/4 Daytona was the last of its series of front-engined V-12 grand touring cars, and it was truly an incredible automobile. It was nicknamed “Daytona,” after Ferrari’s iconic 1-2-3 finish at the 1967 24 Hours of Daytona, and it carried the torch from the widely acclaimed 275 GTB/4 in spectacular fashion. The Daytona, graced with an all-new 4.4-liter V-12 engine, boasted incredible performance, as 60 mph could be reached from a standstill in just 5.4 seconds and it could achieve a top speed of 174 mph, making it the fastest production car in the world at the time of its unveiling in 1968. Its design, penned by Pininfarina and handcrafted by Scaglietti, was vastly different from its predecessor, yet it was also instantly recognizable as a Ferrari in a style all its own. For the individual looking to cruise across Europe at high speeds and cocooned in luxury, there was simply no better choice.

To many enthusiasts, the only way that Ferrari could improve the Daytona was to produce a Spider. Such a model was unveiled at the 1969 Frankfurt Motor Show, and it proved to be an instant success, as it retained all the character and performance of the coupe yet also added the trill of open-top motoring. The Daytona Spider was the perfect vehicle for sunny locales like Monaco, St. Tropez, or Los Angeles, and it was destined for greatness when it was released.

While the Daytona itself is a rare car, with only 1,406 total examples produced from 1968 to 1973, the Spider is considerably rarer, with just 121 built, and these true Spiders are by far the most valuable and desirable variants in terms of road going Daytonas. As such, the Daytona Spider is considered to be the ultimate expression of a grand touring Ferrari to many tifosi, and it is a rare, noteworthy occasion when a genuine example finds its way to the open market.

CHASSIS 16793

Chassis number 16793 started life exactly as you see it today. It was the 84th of the 121 genuine Daytona Spiders built by the factory, and in addition to being finished in Argento Metallizzato (106-E-1) over a Nero (VM 8500) interior and matching Nero soft-top, it was fitted with air conditioning and Borrani wire wheels, as documented by Ferrari historian Marcel Massini. The car was destined for the United States and shipped new to Bill Harrah’s distributorship in Reno, Nevada, with a sticker price of $29,665.

Boyd Lavon Jefferies, the founder of the brokerage firm Jefferies & Company and a resident of Laguna Beach, California, would be the first owner of 16793, purchasing it directly from Harrah’s Modern Classic Motors. The car then passed through Ferrari of Houston, where it was repainted in a silver grey metallic and was resold to Tom Taham, of Texas. By December 1980, it had been purchased by James Hayes, also of Houston, and resided with him until at least October 1982.

By 1993, chassis number 16793 was located in Kentucky and sold from ownership in the Bluegrass State back to California, where it was purchased by a chief judge of the Ferrari Club of America and Cavallino Concours, who was clearly an individual with an eye for detail, which further asserts the factory-correctness of this Daytona Spider. This gentleman would go on to own the car for the next few years, before it was decided that the Spider would be fully restored, reusing all of the car’s original components.

With its current custodian, the Spider was sent to Bobileff Motorcars in San Diego, who was tasked with the cosmetic portion of the car’s full restoration, including refinishing the example in its original shade of Argento Metallizatto and completely restoring the interior. The car was then sent to Chris Dugan Enterprises in Oceanside, California, who finalized the sort of the car and road-tested it following a rebuild of both the engine and gearbox, which were performed to ensure that it is ready to drive in every manner. Following the completion of the restoration, the car was shown at the 23rd annual Palm Beach Cavallino Classic in January 2014 and was awarded Platinum in its class.

Shortly thereafter, the car was certified by Ferrari Classiche as being completely authentic, and the car’s certification binder is included in the sale. Additionally, it is important to note that this Daytona Spider is accompanied by its full and original complement of books and tools, as well as its original window sticker and factory warranty card. Receipts from the restoration and a compression and leak-down test are also included with the car’s file.

With only a handful of test miles accumulated since the completion of its restoration, and only 17,000 believed actual miles in all, chassis number 16793 is in absolutely immaculate condition. The brilliant Argento Metallizzato paintwork shines bright, the Nero leather upholstery appears as new, and the engine bay shows nary a sign of use. This car has already garnered an award at Cavallino, and it is undoubtedly ready to garner more awards at further concours events.

As the Daytona was the last traditional two-seat, front-engine Ferrari until the introduction of the 550 Maranello in 1996, it is considered by many to be the ultimate expression of a classic Ferrari gran turismo. Its brilliant looks are a true match to its breathtaking performance. Although the car is arguably the most at home shuttling a driver, passenger, and their luggage down the coast in style, its race bred roots are apparent the moment one presses the accelerator, and it can easily outrun modern-day automobiles. Chassis number 16793 is perhaps the finest Daytona Spider in existence, and it is presented just as it was when it was new. It goes without saying that this would be an astute acquisition for any Ferrari collector, as it is a timeless example of Italian motoring in the finest sense.

 

Gooding Lot 8 Estimate US$400,000 - 475,000

THIS CAR
Ferrari’s beloved Dino continues to hold a special place for Maranello enthusiasts, noteworthy for its competition-pedigreed engine, sensuous styling, and some groundbreaking historical footnotes. The model named for Enzo Ferrari’s son was not only powered by his namesake racing V-6 motor used to great success in the 206 sports racing prototypes, but it was the first in a long line of mid-engine production cars, a tradition that lives to this day in the 458 Italia.
The production Dino GT featuring the second-generation 2.4-liter V-6 was built in three discreet series between 1969 and 1974, with the final E-series commencing in mid-1971. In Ferrari’s typical fashion, each evolution featured improvements over the prior series, with the E-series cars featuring small-diameter leather-trimmed MOMO steering wheels, and an assortment of interior updates.
In 1972, an open-top spider version dubbed the GTS became available, breathing new life into Pininfarina’s handsome design. According to the Dino Register, just 1,274 examples of the 246 GTS were built before the model was discontinued in 1974, and they remain the preferred Dino for many Ferrari enthusiasts.
Chassis no. 06286 beautifully exemplifies Scaglietti’s scintillating open Dino coachwork, which looks particularly striking in black with contrasting black and red Daytona seats. Factory optioned with air-conditioning and power windows, the GTS was retailed by Chic Vandagriff’s famed Hollywood Sports Cars and purchased new in 1974 by Dr. Eli Mishuck, a physicist and Ferrari enthusiast then residing in Arcadia, California.
Dr. Mishuck retained possession of the Dino for 36 years, and during this long period of devoted stewardship the car was routinely serviced by some of Southern California’s most renowned Ferrari experts including Bobileff Motor Cars. In 2009, the original owner commissioned a major freshening that included rebuilding significant portions of the suspension and transaxle.
The GTS was then purchased by Colin Comer, who shepherded the Dino through a cosmetic restoration, executed to fastidious standards. Since coming into the current owner’s care, 06286 has continued to benefit from regular exercise and routine maintenance.
Impressively documented with receipts dating back to the mid-1970s, this longtime Southern California-based Dino is further accompanied by a tool kit and owner’s handbooks. Ideal for local show outings and spirited weekend drives, this handsomely presented 246 GTS offers an exceptionally well-rounded package for serious collectors and casual enthusiasts alike.

 

Gooding Lot 144 Estimate US$400,000 - 475,000

THIS CAR
Inspired by Enzo Ferrari’s late son, the “Dino” V-6 racing engine powered Scuderia Ferrari to its first Formula 1 World Manufacturers Championship in 1958. Refined, updated, and adapted by legendary engineer Carlo Chiti to meet the demands of many racing applications, the Dino V-6 was perfect for Formula 2 racing. However, a 500-unit annual requirement for 1967 forced series production, a significant challenge for low-volume Ferrari. A solution came in the form of a production deal with Italian giant Fiat, resulting in a new series of Fiat-built Dino sports cars, followed to market by Ferrari’s Dino brand, with the V-6 engines mounted in a sleek Pininfarina-designed, Scaglietti-built mid-engine sports car that continues to reign as one of the most beautiful and thrilling sports cars ever produced. Just 1,274 examples of the ultimate 246 GTS were built including 04786, the car offered here.
Carrying well-documented history, this 1974 Ferrari Dino 246 GTS is a mid-production “Series E” (Evoluzione) model, considered the most refined iteration of the series. Completed on January 22, 1973, it was sold new by Los Angeles-based dealer Hollywood Sports Cars to the proprietor of Stewart Sportswear, Inc., of Bell Gardens, California. This Dino would spend the majority of its lifetime in California and in the hands of a number of noted Ferrari collectors and enthusiasts.
During 2008, the prior owner commissioned a complete restoration with Redline Restorations of Black Rock, Connecticut. In 2012, the Dino was shown at that year’s edition of the prestigious FCA Cavallino Classic at the Breakers Hotel in Palm Beach. Currently finished in Rosso Corsa and complemented by covered headlamps and a black targa top, 04786 features leather Daytona seats, black carpeting, factory air-conditioning, electric windows, and a Becker Europa radio. Fastidiously detailed, the Dino presents exquisitely with correct features including Michelin XWX tires, decals, and finishes. Essential accessories include the original leather owner’s pouch, owner’s manual and parts book, dealer directory and consumer information card, targa top storage bag, ultra-rare dated warranty card, tools and tool roll, jack, and jack kit. A copy of the Dino Compendium by Matthias Bartz is also included.
Benefiting from a comprehensive recent service, this 246 Dino GTS provides an exciting opportunity for the enthusiast seeking a truly great and exceptionally authentic Dino in the most refined E-Series form. Fully outfitted with books, tools, and accessories, this outstanding 246 GTS Dino is ready to be shown and enjoyed with equal levels of gusto, and is complete with an unforgettable mechanical soundtrack provided by its racebred Dino V-6 engine.

 

RM Lot 210 Estimate US$400,000 - 500,000

The lightest, purest, and rarest Berlinetta Boxer
Originally delivered in Geneva
Fresh restoration by Japanese specialists at Castel Auto


Ferrari’s stunning 365 GT/4 BB debuted at Turin in 1971. It was the company’s first road going model with a mid-mounted, flat 12-cylinder engine, which was subsequently nicknamed the “Boxer,” for its opposing pistons. The exotic design was derived from the company’s three-liter Formula One car, and it took two years to bring it to production. It was finally launched in late 1973, as a 1974 model, and only 387 were built in the following three years. Road & Track hit 175 mph in one during a road test in 1975, allowing it to dub the original Boxer “the fastest road car we’ve ever tested.”

As the replacement for the iconic 365 GTB/4 Daytona was the 365 GT/4 BB, and it was produced alongside the Daytona before Ferrari fully transitioned to the Berlinetta Boxer, as they momentarily abandoned the front-engine layout in favor of mid-engine cars for its top-performance models. This model was produced between 1973 and 1976, before production changed over to the 512 BB.

Swiss Ferrari historian Marcel Massini has documented that car number 18057 was completed on July 15, 1974, and delivered new to official importer SAVAF, of Geneva, Switzerland, wearing Blu Dino (106-A-72) over Nera (VM 8500) leather upholstery. It was first registered for the road in Switzerland on August 15, 1974, and later that year, it was sold to Dr. Philippe Collet, of Brent and La Tour-de-Peilz, Switzerland, who registered it as VD 40431.

In April 1991, the car was sold by Collet to Andreas Mettauer, of Riehen, Switzerland. At this time, it showed 31,150 kilometers on its odometer and was refinished in red with a red bottom. After a carburetor fire caused damage to the engine bay and interior, it was sold to Claudio Cathomen, of Switzerland, and between 1999 and 2003, it was completely restored by Fritz Räfaeli. It was recommissioned again in 2008 and has since spent time with a series of Swiss and, most recently, Japanese Ferrari specialist Kazuhiko Kura, of Castel Auto in Yokohama. Kura, a 40-year veteran Ferrari restorer, has replaced the interior, rectified all other remaining cosmetic issues from the previous restoration, and carefully restored everything to original specification.

The restoration is documented by numerous photographs, including a record of the comprehensive engine rebuild, which qualifies as a total overhaul by any standard, although the car still retains its original drivetrain. The work to the engine included line boring the cylinders and installing new pistons, rings, valves, guides, crankshaft and connector bearings, timing belt and tensioner bearings, a clutch and pressure plate, and gaskets and seals; the list goes on, and all components feature the proper finishes that one would expect to find. Not surprisingly, it is reported to run exceptionally strong. Today, showing a modest 56,000 kilometers, this car is beautifully finished in red with a black lower body, which is the classic color combination for the model. As such, it is stunning and an impressive representation of the first and most highly sought after Boxer. Extras on the car include an original jack and cover, a leather pouch with a registration insert, and a manual copy. A file of Swiss maintenance records will also be supplied with the car.

To many, the 365 GT4 BB is the ultimate Berlinetta Boxer, as it is lighter and more purposeful in its purest form than its more common successors. To describe the appeal of the 365 Boxer, one might even use the term brutally voluptuous. This striking example will delight the dynamic driver with its scintillating performance and its undeniable visual appeal.

 

RM Lot 227 Estimate US$400,000 - 500,000


Matching-numbers engine
Long history in the dry Southwest region
Beautifully maintained and cosmetically restored
Enjoyable open-top configuration of the classic Dino
Final series of the vintage Dino GT evolution


In 1971, Ferrari updated the popular Dino 246 GT for a final series of production that was internally dubbed the E-series. Following the L- and M-series before it, the E-series cars were an extension of the development that began with the production Dino’s origins of the 206 GT of 1967.

The 206 GT itself had been based on a spectacular styling exercise shown at the 1965 Paris Auto Show, called the 206 S Speciale, which was conceived as a possible road going version of the successful Dino 206 S prototype race cars. A manufacturing deal with Fiat paved the way for V-6 engine production, and Scaglietti assembled the new GT with a body based on Pininfarina’s show car design. The new car received a discreet set of even chassis numbers and was badged the Dino in honor of Enzo Ferrari’s late son. It was Maranello’s first mid/rear-engine production car, and it would prove to be a successful “entry level” Ferrari, one that was also inspired by the fearsome yet similarly configured 250 LM competition car.

The succeeding 246 GT began life in 1969 with the L-series, which introduced a newly enlarged 2.4-liter version of the race-bred Dino V-6 motor. The M-series examples that appeared in 1970 evidenced numerous subtle body and interior changes, and by the time the final E-series emerged in 1971, the model had evolved further still. This may have been particularly evident in the GTS convertibles introduced a year later.

Removing the roof breathed new life into Pininfarina’s expressive Dino GT design, which was once again brilliantly brought to reality by Scaglietti. These GTS spiders featured a restyled C-pillar, with vented sail panels replacing the former three-quarter glass pane. Perhaps the handsomest of all the Dino designs was the 246 GTS, and it was certainly the most fun to drive. With the transverse V-6 just behind the driver’s head and the roof panel removed for open-air motoring, the car provided a chorus of sonic delights with each stomp of the right pedal. The E-series cars also featured the most technologically advanced and highly tuned of the early Dino GT platforms, the 607E chassis, which even further distinguished the cars as superior performing variants.

This handsome late-production Dino is one of just 1,274 examples of the removable-top GTS produced in conjunction with the final E-series of cars built between 1972 and 1974. It was completed by the factory in April 1974 and then exported to the United States, where it was distributed to Modern Classic Motors, the well-known West Coast outlet based in Reno, Nevada, which was owned by casino mogul and collector extraordinaire William Harrah. Along with being outfitted from new in U.S. specifications, this Ferrari was also originally finished in Argento Metallizzato (silver metallic) paint and trimmed with a black interior. Also from new, it was desirably equipped with air conditioning and power windows, along with the handsome standard Cromodora wheels. By 1988, the car was known to be owned by Gary Lachasse, of Glendale, California. A few years later, it was purchased by an owner based in Mexico City and then passed to another resident of the Mexican capital, Mr. Gonzalo Prida.

Around 2006, the Dino returned to the United States and was later treated to a program that included a comprehensive cosmetic restoration and a full assessment and service of its mechanical systems, refurbishing components where necessary for reliability and excellent driving dynamics. The classic Ferrari color of Giallo Fly (fly yellow) was chosen for the brilliant new exterior paint, while the interior was reupholstered with black leather and matching carpets. A handful of minor alterations were undertaken to make the car more closely resemble the rare “Chairs and Flares” Dinos, such as upgrading the interior with Daytona-style seats and adding wider (7.5–inch wide) Campagnolo alloy wheels. Additionally, this GTS includes its jack, spare wheel, lug wrench, and owner’s manual.

In support of this 246 GTS’ claim of a long life in the forgiving environment of the Southwest, where it is believed to have never been exposed to inclement weather or a moist environment, it presents well cosmetically and exhibits strong overall quality and smooth reliable operation of all of its mechanical components and systems. Today, it presents as a strongly authentic, strikingly attractive, well-maintained, and recently serviced example that retains its original matching-numbers engine. It has been beautifully detailed, complementing the high standard of the overall package.

This expertly prepared 246 GTS, which displays approximately 57,151 miles, features the most mechanically advanced Dino platform and offers long-term collectability in a segment that has enjoyed unprecedented growth in both interest and value over the last few years.

 

Gooding Lot 111 Estimate US$450,000 - 550,000

THIS CAR
Clothed in sleek and aggressive bodywork that grows ever more attractive with the passage of time, Ferrari’s 365 GT4 Berlinetta Boxer marks Ferrari’s challenge to the Lamborghini Miura and Maserati Bora. With stylistic DNA rooted in the dramatic Pininfarina P6 concept shown at the 1968 Torino Motor Show, the 365 GT4 Berlinetta Boxer prototype first appeared at Torino in 1971. Powered by a 4.4-liter fat-12 engine, derived in part from that of the contemporary 312 B Grand Prix car, the Berlinetta Boxer appeared in production ready form at the 1973 Paris Motor Show. As the historic successor to the beloved 365 GTB/4 “Daytona,” the 365 GT4 Berlinetta is Ferrari’s first-ever 12-cylinder mid-engine road car.
Production of the 365 GT4 commenced in late 1973 for a 1974 model release. Testers from Road & Track reported reaching 175 mph with a 365 GT4 Berlinetta Boxer in the magazine’s June 1975 issue, boldly declaring it “the fastest road car we’ve ever tested.” Just 387 first-series 365 GT4 Berlinetta Boxers were produced through 1976, and while subsequent variants continued through 1984, these early models are particularly coveted by Ferrari enthusiasts and marque experts for their purity, rarity, and shattering performance.
According to the history compiled by Ferrari authority Marcel Massini, this 365 GT4 Berlinetta Boxer is a late-production example – the 353rd in production sequence – fitted with body no. 361. Finished in Rosso Chiaro (Light Red) with beige leather upholstery, it was completed on September 15, 1975, and delivered new to dealer Motor S.a.s. Di Carla Allegretti e C. in Rome. During 1976, the Boxer was sold from Italy to New York City and then brought to US EPA/DOT compliance by Dick Fritz’s Amerispec Corporation in Danbury, Connecticut. By 1977, the Boxer was in the hands of its first known private owner, Dr. Ron Finger of Savannah, Georgia, a plastic surgeon and noted collector of some of the finest Enzo-era Ferrari models. In October 1980, Dr. Richard Sternberg, a periodontist in St. Charles, Illinois, acquired the Boxer. In October 1986, it passed into the care of another Chicago-area owner before being acquired by Jim Greenwell of Evanston, Illinois, who retained the Boxer for nearly three decades.
Offered in beautiful and well-maintained condition, this Boxer has traveled approximately 50,700 km (30,420 miles), a figure supported by the Boxer’s extensive file dating to 1980, which contains service records and registration documents. Most recently, an authorized Ferrari dealer serviced the Boxer, the paint finish was detailed, and the upholstery was carefully and selectively re-dyed. In addition to the aforementioned history report and document file, this highly collectible, first-series Berlinetta Boxer is accompanied by a tool kit and owner’s manual, and stands ready to provide an intoxicating experience with its sonorous Weber-carbureted “fat 12” and impressive presentation.

 

RM Lot 118 Estimate US$275,000 - 325,000

Highly original example of Ferrari’s legendary Berlinetta Boxer
Showing just over 23,000 kilometers from new
Recent engine-out servicing completed


Although Enzo Ferrari was truly never caught off guard, the Berlinetta Boxer series that was introduced to the world at 1971’s Turin Salon came in reaction to competition from just down the road in central Italy. Lamborghini’s Miura and subsequent Countach, as well as Maserati’s Bora, were on Ferrari’s mind when the mid-engined and rakish 365 GT4 BB was unveiled. The 365 GT4 BB was mid-engined like the Dino but vastly different in both concept and execution, and it brought Ferrari into a new era. At the time, it was the fastest road car that Ferrari had ever built, and contemporary reviews made sure to note its significance.

Ultimately, less than 400 examples were built between 1973 and 1976, when the model was succeeded by the more livable 512 BB. Resurrecting the historical 512 racing car’s nomenclature but not following Ferrari’s previous naming convention, the 512 BB boasted an enlarged, 4.9-liter, flat 12-cylinder engine with a higher compression ratio. Four triple-barrel Weber carburetors supplied power to the enlarged engine, giving it a mid-five-second 0–100 km/h sprint time and a top speed of 280 km/h.

A five-speed manual gearbox and dry-sump lubrication gave the car genuine supercar-grade credentials. Chassis modifications were restricted to wider rear tires and an expanded rear track, which is a testament to how well-designed the 365 GT4 BB had been. Although still clearly following that car’s Pininfarina-penned styling, the 512 BB used a new lower chin spoiler up front and a NACA duct on the side to cool its exhaust system. Simplified twin tail lamps supplanted its predecessor’s triple units.

Fewer than 1,000 512 BBs were assembled, none of which were destined for Ferrari’s growing American market. The reasoning behind this was that Enzo Ferrari himself did not believe that the vehicle should be detuned to comply with increasingly stringent emissions standards. However, numerous 512 BBs were certified by independent importers for the American market.

The 512 BB presented here shows a mere 23,000 kilometers from new. The car was purchased new by the owner of Amerispec Corporation, Richard Fritz, of Danbury, Connecticut, and it was certified for the American market by his company, the leading importer of Ferraris specializing in DOT/EPA conversions. Fritz owned the car throughout the 1980s and then sold it to the second owner. In 1999, the 512 was then acquired by a noted collector in Texas, who maintained the Ferrari for an additional 12 years, with just over 22,000 kilometers accumulated on the odometer. The car was purchased by the current owner several years ago, and it has recently undergone a substantial engine-out service by noted Ferrari experts at Norwood Performance in Dallas, Texas. They also performed a pre-purchase inspection on the 512 BB prior to the current owner’s acquisition. Notable servicing performed on the car includes adding new fuel pumps to the flat 12-cylinder engine.

The 512 features a Tubi exhaust system, which allows the 4.9-liter powerplant to breathe more freely. This tasteful upgrade is the BB’s only modification from stock. Underneath, correct Michelin tires in a staggered size help make the most out of the supercar’s balanced chassis. More than a decade’s worth of receipts reveals that the 512 BB has been treated gently. No evidence of accident damage is present, and the traditional Rosso Corsa paint appears in very good condition. Inside, its unmarked black leather trim further illustrates the care it has received over the last 35 years since leaving the production line in Italy. An original radio is present as well, along with tire tools, a manual, and an extra uncut key.

This is without a doubt one of the nicest 512 BBs available and a rare example of Ferrari’s first foray into the world of modern supercars.

 

Bonhams Lot 183 Estimate US$140,000 - 180,000

*Federalized to US specifications by Amerispec Corp.
*Believed to be a low-mileage, highly original example
*Offered from long-term California ownership
*LHD European-specification model
*Iconic Ferrari Berlinetta Boxer, a rising Ferrari classic


THE FERRARI 512 BB 'BERLINETTA BOXER'

Ferrari's first mid-engined 12-cylinder production road car, the 365 GT4 Berlinetta Boxer, was seen as early as 1971 in prototype form but did not come on sale until 1973. Designed to compete against the contemporary Lamborghini Miura and newly designed Countach, the 365 GT4 BB represented a major departure for Enzo Ferrari, replacing the front-engined Daytona. Ferrari had previously been of the opinion that such a powerful mid-engined road car would be too much for his customers, eventually giving in after the success of the mid-engined Dino racing cars, and of course the V6 mid-engined Dino road cars.

The stunningly handsome and very rapid Ferrari 512 Berlinetta Boxer, or 512 BB, was introduced at the October 1976 Paris Auto Show, although actual production had begun several months earlier. The 512 BB was the successor to the 365 GT4 BB, and offered a similar mechanical layout and exterior appearance, but with the addition of a new front chin spoiler and NACA intakes on the flanks. There were now just four taillights instead of six.

Most notably, the 365BB/512BB series was Ferrari's first with a 180-degree flat 12-cylinder engine in a production car. The four camshafts on these engines were belt-driven, another "first" for Ferrari. The 512's engine produced 360 DIN bhp at 6200 rpm, breathing through a quartet of Weber three-barrel carburetors. Bosch K-Jetronic fuel injection replaced the carburetors in late 1981 to help meet increasingly tough US exhaust emission regulations, with the car's name being altered to reflect that change. Horsepower dropped to 340 and torque to 333 foot-pounds at 4600 rpm. The injected Berlinetta Boxer remained a strong performer, however, capable of 0-60 from a standing start in six seconds flat, and reaching almost 175 mph (the factory claimed an optimistic 188 mph), covering the standing quarter-mile in 14.2 seconds at 103.5 mph.

A plush leather interior, full instrumentation, electric window lifts, three-point inertia seat belts, and air conditioning were standard. A unique "single-arm, twin blade" windshield wiper is fitted to help clear the huge windshield glass. Road & Track magazine called the 512 BB "the best all-around sports and GT car we've tested".


THE MOTORCAR OFFERED

Here is a very nice left-hand-drive, European-specification, fuel-injected 512 Berlinetta Boxer that was manufactured in April of 1982, and then soon after imported to the United States. It then underwent a comprehensive federalization process at Amerispec Corporation in Ridgefield, Connecticut, where it was brought it into compliance with US safety standards. A decal attesting to the conversion is attached to the car's doorjamb. Eventually, this car landed with its most recent owner in the Sacramento, California, area, and essentially sat undriven among the owner's other low-mileage Ferrari modern classics for well over two decades.

Today, the 512 BBi shows a mere 8,553 miles on its odometer, and the overall condition of the car lends credence that this is the actual accrued mileage. The bodywork displays a few minor scratches and scrapes, and the interior a bit of wear on the driver's seat, but this Ferrari remains essentially in its "barely-broken-in" stage of life. Presented in its original Rosso Corsa finish with Nero Black leather, it is fitted with its original and attractive Cromodora "Star" alloy wheels with three-eared knock-off spinners. There is a Pioneer stereo system and a leather-wrapped Nardi steering wheel, and the car exudes a decidedly 'time-warp' feel throughout.

This wonderful Ferrari is supplied with spare wheel, tools, and manuals. A careful recommissioning is advised, with replacement of consumable items such as belts, seals, and tires. With that work performed and servicing brought up to date, this relatively rare Ferrari supercar will surely present its next owner with a thrilling driving experience.

 

RM Lot 158 Estimate US$1.9 - 2.4 million

The first 288 GTO officially delivered to Japan
Bought new by Yoshiho Matsuda; remained in his collection until 2010
Under 11,000 original kilometers


THE SECOND GTO

By 1984, the words Grand Turismo Omologoto already carried an enormous amount of weight in the Ferrari world. For years, the 250 GTO had been considered the finest sports racer that Ferrari had ever produced. With an incredible racing record, which was only rivaled by its sensational driving dynamics, the 250 GTO had already been cemented into sports car lore as nothing short of a legend. For Ferrari to revive that legendary moniker, the new GTO would be expected to match or surpass the 250 GTO’s record in motorsport.

Looking to contend in the FIA Group B rally circuit, Ferrari produced and designed the 288 GTO in order to homologate it for competition within that series, calling for a production run of 200 cars. Group B was incredibly popular following its introduction in the early ’80s, especially in Europe, and Ferrari was eager to jump into the fray, as they were certain that their car would be unmatched in competition. However, Group B was cancelled shortly thereafter, leaving a fully developed and homologated car but no series to compete in. It was clear that the public was highly anticipating Ferrari’s newest no-compromises supercar, and the 288 GTO was certainly not going to disappoint the brand’s fans or customers, even without a place to race.

While it shared visual cues with the 308 and 328, there was no denying that the 288 GTO was much more special. It was visually much more aggressive, with GRP and carbon compound utilized for the majority of the bodywork, and while the doors, decklid, and bonnet were formed from lightweight aluminum, its imposing shape hinted at what lay under the hood. The race-bred, 2.8-liter V-8 engine with twin IHI turbochargers pumped out a monstrous 400 horsepower with 366 foot-pounds of torque. The 288 GTO could rocket to a top speed of 189 mph, making it the fastest road car ever produced at the time of its unveiling. Its acceleration was equally impressive, and the car could reach 60 mph from a standstill in 4.8 seconds and 100 mph in 10.2, which was fast enough to keep everything short of a fighter jet in its rearview mirror.

Performance aside, the 288 GTO’s interior was graced with a host of modern amenities. The Kevlar-framed bucket seats were lined in leather, and buyers could request air conditioning, electric windows, and an AM/FM radio/cassette stereo as optional extras. Other than those few extras, the 288 GTO sacrificed nothing to distract the driver from the task at hand. The new GTO clearly resonated with Ferrari’s clientele, as 272 examples were built by the time production ceased, which was over 25 percent more than the amount required for homologation. The 288 GTO was the first in the lineage of modern Ferrari supercars, and it remains incredibly rare, as very few are seldom seen out and about or even offered for public sale.

CHASSIS 55237 – FORMERLY OF THE MATSUDA COLLECTION

The example offered here, chassis 55237, was the 137th Ferrari 288 GTO produced, and it was fitted with air conditioning, power windows, red seat inserts to match the exterior paintwork, and the optional Ansa sport exhaust, according to Joe Sackey’s definitive work The Book of the 288 GTO. The new GTO was destined for a very special customer in the Ferrari world, Yoshiho Matsuda. Mr. Matsuda was one of the world’s foremost collectors of classic cars, Ferrari’s in particular, and he had an incredible collection, one that housed some of the marque’s most valuable and significant automobiles, including several 250 GTOs. It was only natural that Mr. Matsuda ordered himself a 288 GTO.

This car was imported into Japan on April 10, 1985, as the very first example officially imported into the country by Cornes & Co, the official Ferrari importer for Japan. Immediately thereafter, the car was registered for road use by Matsuda and was used regularly by him on the streets of Japan, where it surely garnered plenty of attention. Chassis 55237 remained in his collection for an impressive 25 years. By the time it left his ownership in 2010, he had accumulated 9,500 kilometers on its odometer, which is a testament to the car’s incredible driving dynamics. Just prior to leaving his collection, the 288 GTO received a major service, which included a replacement of the timing belts, at a cost of over ¥2,000,000, which ensured that it was ready for its new owner.

Following the Matsuda Collection, chassis 55237 remained in Japan until it was imported into the United States. The car has travelled less than 1,000 kilometers since 2010, and it remains in exemplary condition. It should be noted that the car includes numerous documents from Matsuda’s ownership, including the original Japanese importation forms, registration documents, and service receipts, as well as the car’s original tool set, jack, and spare keys.

The 288 GTO, now heralded as the first of Ferrari’s incredible series of supercars, was robbed of its chance to earn its fabled name through the crucible of motorsport, but it more than lived up to its predecessor’s reputation as a fabulous driving machine. As one of Ferrari’s all-time greats, the 288 GTO is a staple in many of the world’s greatest collections of Ferraris, just as this fine example was for Yoshiho Matsuda. Chassis 55237, which has been very well-maintained under his tenure, has already proven itself worthy of one of the finest Ferrari collections on the planet, and it will undoubtedly continue to do so for its next caretaker.

 

Bonhams Lot 181 Estimate US$75,000 - 100,000

*Highly original example with less than 11,000 miles from new and one owner for decades
*Desirable end-of-the-run Quattrovalvole 308 GTSi
*Elegant color combination of Prugna Metallic over Beige
*Long time California car with good service and maintenance history
*Offered with original books, tools and many service records


THE FERRARI 308

Ferrari's line of highly successful V8-engined road cars began with the 308 GT4 of 1973. Badged as a 'Dino', the all-new 308 GT4 2+2 superseded the preceding Dino V6. The newcomer's wedge-shaped styling - by Bertone rather than the customary Pininfarina - was not universally well received but there were no complaints about the performance of the 3.0-liter quad-cam V8 engine, which was carried over to its successor.

Introduced at the Paris Auto Salon in 1975, the contemporary styled 308 GTB - Ferrari's second V8 road car - marked a return to Pininfarina styling following the Bertone-designed 308 GT4. Badged as a 'proper' Ferrari rather than a Dino, the 308 GTB had changed little mechanically apart from a reduction in both wheelbase and weight, retaining its predecessor's underpinnings and transversely mounted engine that now featured dry-sump lubrication. In road tune this superbly engineered power unit produced 255bhp, an output good enough to propel the 308 GTB to a top speed of over 150mph.

Produced initially with fiberglass bodywork - the first time this material had been used for a production Ferrari - the Scaglietti-built 308 GTB used steel after April 1977, while further developments included the introduction of an open-top GTS version with Targa-style removable roof, the adoption of Bosch K-Jetronic fuel injection and, finally, revised cylinder heads with four valves per cylinder on the Quattrovalvole (QV) model in 1982. An exhilarating driver's car and a Ferrari purist's delight, the 308 GTB and its many derivatives proved a huge commercial success for Maranello, with over 12,000 sold.


THE MOTORCAR OFFERED

Representing the 308 in its ultimate, Quattrovalvole form, this highly original example was finished at the Maranello Ferrari works in August of 1984, and labeled as a 1985 model year example. The new 308 was finished just as it presents today, with the exterior presented in the elegant and rare dark red Prugna Metallic over a beige and tan interior, and equipped for the US market with left hand drive and the necessary emissions systems in place.

The new Ferrari arrived on US shores in 1985, where it found its first and longtime owner, Mr. Raymond Poirez, in Calexico, California. Copies of the original bill of sale can be found in the comprehensive history file that accompanies this 308. Soon after taking delivery of his new Ferrari, Mr. Poirez treated the paint to a Tech Finish Teflon protection, surely the reason why this car still shows so well today. The Quattrovalvole would remain with Mr. Poirez in Southern California for decades, while regularly receiving service at San Diego area specialist shops. In 2011, a comprehensive service was performed by Anaheim, California based shop Precision Motorwerks. The timing belt and water pump were replaced, the brake system refurbished and new tires installed, among other work totaling over $14,000. In the spring of 2014, the 308 received another comprehensive service at The Auto Gallery in Los Angeles.

Today, this smart 308 GTSi Quattrovalvole presents extremely well inside and out. It is in largely original condition throughout, and shows just over 10,000 miles on the odometer, a figure that is documented by its CARFAX report, as well as on the many service receipts. The Ferrari retains the original factory-applied decals and finishes throughout, and has the unrepeatable feel of a solid, low mileage original car. Complete with its original books, tools, jack, shop light and spare tire, CARFAX and many service records, this end-of-the run 308 must be one of the finest examples available anywhere.

 

Bonhams Lot 102 Estimate US$140,000 - 180,000


*Believed to be a low-mileage, highly original example
*One of just 141 examples from the final 1984 model year
*Offered from long-term California ownership
*LHD European-specification model
*Desirable black over black color combination


THE FERRARI 512 BBi

1984 was the final year for Ferrari's incredible 512 Berlinetta Boxer iniezione, as this stunning supercar would be replaced by the new Testarossa the following year. Introduced at the Paris Auto Show in late 1976, the 512 BBs were an evolution of the 365 GT4 BB, which featured Ferrari's first-ever flat-12 engine intended for a production road car. In 1981, the carbureted 512BB was replaced by the BBi, with its Bosch K-Jetronic fuel injection system.

Despite this cleaner-running engine, the BBi remained on the long list of European performance cars that were not permitted entry to the United States, Ferrari's most important market. While a few "grey-market" cars found their way into the US under temporary "non-highway use" registrations, others who desperately wanted to import a BBi were forced to contract with an approved American shop that could make the necessary alterations to "federalize" the car. Thus a number of 512 BBs and BBis made their way to the US and eventual legal registration.

The fuel-injected model produced either 340bhp at 6,000 rpm – according to figures in the factory owner's manual – or 360bhp at 6,200 rpm, according to the factory service manual. Either figure is impressive, more than enough to give the BBi a top speed in excess of 160 mph (again, the owner's manual) or 188 mph, as shown in the shop manual. The BBi was constructed on a tubular steel frame and clothed in a steel body designed by Pininfarina. That powerful flat-12 was tied to a five-speed manual rear transaxle. Suspension was of traditional race-car style, with unequal-length A-arms with dual coil springs and an anti-roll bar at both front and rear.

The BBi was initially fitted with metric-sized Cromodora alloy wheels and metric tires, but many owners eventually changed those out for conventional wheels that could accommodate more readily-available tire sizes. The cabin was luxuriously appointed, with leather seating and thick carpets. BBis came standard with air conditioning, power windows, and three-point inertia-operated seat belts. 1007 BBis were built in total, but only 141 in 1984, its final year of production.


THE MOTORCAR OFFERED

This handsome 512BBi is of European specification, and it appears that it too was among those imported to the United States for federalization. Its first American registration was issued by the state of Illinois on May 17, 1985, and this car eventually made its way to California where its owner parked it in his garage amongst a gaggle of other low-mileage modern Ferrari classics. Like the other cars in his garage, the '84 512 BBi was rarely, if ever, driven.

This 512BBi's odometer reads a mere 9,815 miles today, which could indeed be the original mileage, if the odometer was calibrated from the originally installed kilometers-per-hour unit. Its Nero black paint is in beautiful condition, and its matching Nero black leather interior is as clean and unmarked as might be expected in a car with such minimal use over three decades. It is fitted with a Pioneer stereo and fader unit, its original Cromodora alloy wheels, and tires that are believed to be the original units. Because this car appears to not have been driven for an extended period, a thorough mechanical inspection and replacement of consumable items such as tires, belts and seals is strongly recommended before road use.

Despite its lack of use in recent years, this 512 BBi is an increasingly collectible Ferrari model from the Enzo-era, offering style, limited production numbers, and the unmistakable wail of a Ferrari flat 12-cylinder engine. One of the few Enzo-era models that has yet to reach its zenith among the collecting community, this particular 512 BBi stands out as an exceptional example, and is poised for further collector recognition in the coming years.

 

RM Lot 157 Estimate US$125,000 - 175,000

Only 5,949 miles from new
Recent annual service
Exceptionally well-preserved following single ownership for almost two decades
Includes its original window sticker, owner’s manuals, tool kit, two sets of keys, and six-piece Schedoni luggage set


Ferrari’s brand-new Testarossa, the star of the 1984 Paris Motor Show, shocked the world at its premiere. The Testarossa rivaled Lamborghini’s Countach both in terms of style and performance, and it became the poster child for a generation. It was a dramatic departure from the 512 BBi that preceded it, as its styling was angular and aggressive, yet its design was just as functional as it was attractive, helping the new machine to become a world-beating supercar.

Of course, the Testarossa not only offered a step forward in terms of styling, but Ferrari’s new supercar also improved on all aspects of the outgoing Berlinetta Boxer models. The engine produced 40 more horsepower than that of the 512 BBi, helping the Testarossa accelerate from 0 to 60 mph in under 5.8 seconds and reach a top speed of 180 mph. Its dramatic “cheese grater” side strakes that ran along the side of the car helped to channel air into the dual rear-mounted radiators, which kept both the engine and cabin from overheating.

Ferrari’s engineers also took the time to upgrade the interior of the Testarossa to make it more spacious and comfortable over the outgoing 512 BBi. The car’s overall width grew by nearly half a foot and the wheelbase grew by 2.5 inches, giving the Testarossa a more menacing stance on the road and also providing slightly more space for its occupants and their luggage.

This particular Testarossa was produced in 1988 and was finished in the rare and ever-desirable color combination of Nero over a matching Nero leather interior. The car, fresh from single ownership for almost 20 years, has been very well-preserved overall and remains in wonderful condition, having travelled just 5,949 miles from new. Also included in the sale are the car’s original window sticker, owner’s manual, and two sets of keys. Additionally, the Testarossa is also offered with the rare six-piece Schedoni luggage, which was originally offered from the factory as an option. In preparation for the auction, this Testarossa received an annual service and the invoice for that work will be included in the car’s file.

The Testarossa is without a doubt one of the most iconic cars produced in the 1980s. It embodies the sheer excess and eccentricity of the decade and is instantly recognizable to many as one of Ferrari’s most dramatic creations. Well-preserved and well-maintained low-mileage examples have become increasingly difficult to find in recent years, and the availability of such a car on the market always causes a stir within enthusiast circles. This Nero over Nero example, which features just 5,949 miles from new and comes from single ownership for nearly 20 years, simply checks all the boxes. It would be an ideal acquisition for a seasoned collector or first-time Ferrari owner.