The celebrations were the ideal opportunity to unveil the latest modes in the Maserati range: Maserati GT2 Stradale and the new Maserati GranTurismo 110 ANNIVERSARIO special series. Maserati GT2 Stradale is an ode to the most extraordinary and exclusive sportiness – the result of a technical and stylistic partnership between the Maserati GT2, a masterpiece of performance created for the Brand’s return to GT competitions – and Maserati MC20.

The Maserati GranTurismo “110 ANNIVERSARIO” special series comes in a limited edition of the same number of units as the years of the House of the Trident, symbol of an ideal bridge between the Brand’s past, present and future. The mission at Maserati is to write the future of mobility in the luxury segment, focusing on its customers’ requests. It is A mission that continues even 110 years later and finds its impetus through all the models, looking ahead to the future and taking Italian luxury all over the world.

Santo Ficili, Maserati CEO

“I am proud to celebrate 110 years of innovation and passion. Every Maserati tells a story, and as we reach this significant anniversary, we celebrate the countless journeys taken in our cars. We are taking this opportunity to bring together our community of enthusiasts and showcase the beautiful evolution of our Brand. As we honor our rich history, we look eagerly towards the future, committed to delivering a unique blend of Italian luxury and performance”.

Maserati Trident Experience – Modena, Italy

Starting from November 30, an exclusive two-day event was held, all set against the picturesque backdrop of Modena, the Brand’s historic home. The Trident Experience catered for a selected group of guests, including members of the Maserati Italia Club, the Panini family, the grandchildren of Ettore Maserati, and the actress Matilda De Angelis.

Some of the event’s most notable moments included the highly anticipated unveiling of the Maserati GranTurismo 110 ANNIVERSARIO and a grand parade showcasing 110 Maseratis, featuring both contemporary models and classic cars. The program also encompassed a series of institutional moments and enriching cultural visits, with a luxurious Gala Dinner at Massimo Bottura’s renowned Casa Maria Luigia.

“Celebrazione dei 110 Anni di Maserati” – Tokyo, Japan

On 1 December, Maserati Japan marked the 110th anniversary with a grand celebration in Tokyo, hosted at the luxurious Prince Hotel. The prestigious event showcased an impressive line-up of 110 Maserati vehicles, representing the Brand’s esteemed community of passionate owners. The festivities included a scenic convoy tour that took participants from the streets of Tokyo to the picturesque landscapes of Chiba, creating a memorable experience for all the attendees. Dubbed “Celebrazione dei 110 Anni di Maserati”, the event culminated in a spectacular finale, the highlight of which was an impressive fireworks display.

The new GT2 Stradale was unveiled and introduced by Takayuki Kimura, CEO of Maserati Japan, who expressed his pride in commemorating the Brand’s 110th anniversary alongside many distinguished guests. He also took the opportunity to emphasize the steadfast dedication of Maserati enthusiasts in Japan, underscoring their long-standing relationship with the Brand and ultimately highlighting Maserati’s commitment to building its future.

110th Anniversary Celebrations – Seoul, South Korea

On December 12, at a prestigious gathering at the Residence of the Italian Ambassador to Seoul, Maserati proudly welcomed 160 guests including media and dealers to celebrate its anniversary. The event showcased Maserati’s rich heritage alongside its unwavering commitment to innovation, again highlighted by the unveiling of the GT2 Stradale.

The Collection’s GT110 Gala – Miami, FL, USA

On December 5, The Collection, one of Maserati’s dealers in the Miami area, organized a gala in collaboration with the Concours Club, to coincide with Miami Design Week. The event brought together more than 100 top dealer clients and distinguished members of the Concours Club for an evening packed with luxury, creativity, and Italian tradition.

The attendees were impressed by the display of Maserati’s legendary cars, including the 8CTF, Maserati MC20 Icona, MC20 Cielo, and MCXtrema. During the gala dinner, the Maserati GranTurismo 110 ANNIVERSARIO was in the spotlight to pay homage to Maserati’s iconic heritage.

Maserati 110th Anniversary Celebrations –Shanghai & Beijing, China

On 8 December, Maserati proudly welcomed to Shanghai and Beijing representatives from 108 media outlets, including 38 esteemed judges from the CCOY and She Power organizations. The aim of the remarkable two-day gathering was to commemorate two major milestones: Maserati’s 110th anniversary and the 20th anniversary in China. To do so, a parade was held on the streets of Shanghai, alongside an LED light show at both Shanghai Sinar Mas Plaza and Shanghai International Port.

Above content © 2024 Maserati S.p.A. reviewed and edited by Rex McAfee

The post Maserati turns 110 appeared first on Sports Car Digest.

Photography by Chuck Andersen.

The 2024 HSR Sebring Classic 12 Hour, Pistons & Props, delivered an adrenaline-packed weekend of firsts, fierce competition, and photo-finish drama at Sebring International Raceway. With nine hours of racing on Saturday and three more on Sunday, this homage to the legendary 12 Hours of Sebring crowned four first-time champions across Run Groups A, B, C, and D—marking the first clean sweep of fresh winners in six years.

The post 2024 HSR Classic 12 Hour Race at Sebring: A High-Octane Recap appeared first on Sports Car Digest.

This is the tale of a wonderful old racing machine, now fast approaching its 100^th birthday but still enjoying an active competition life in the hands of vintage racing enthusiast and collector Andrew Larson.

The post The 1927 Bugatti Type 37A Was Everyman’s Racecar appeared first on Sports Car Digest.

In the vast universe of Southern California car culture, the quest for a unique “car gathering” has become near impossible. When Bugatti Veyron and McLaren Senna sightings are commonplace at Saturday morning Cars & Coffee, how do you invent something worthy of attention? After attending the second iteration of Macchinissima, I was duly impressed, which is why it gets my #1 vote for 2024. A celebration of Italian machinery, read on as I share what was truly a refreshing experience.

The vision

For years, Italian car enthusiasts Bronson Page and Mike Baum had been attending A-list car shows. Bronson explains, “We found Pebble and Quail too stodgy and commercial. So many events we attended were in boring locations, dusty parks, or hot parking lots. We knew we could do better.” Mike agreed: “Bronson and I had the idea for years about a different Italian car event that is more engaging. I have been going to car shows for over 20 years, and we felt that the usual formats are stale. We were missing a more curated experience, a younger audience, and just having a good party around the cars we love.”

The post Best car show of 2024: Macchinissima II appeared first on Sports Car Digest.

“Well known for his carefully curated cars, maintained and restored to the highest standards, Ken Roath’s collection contains the finest European sporting GT cars of the 1950s and 1960s,” says Gooding Christie’s Senior Specialist, David Brynan. “All of the Alfa Romeos are lightweight coach built models with period European racing history at major venues, including Le Mans and the Tour de France. The five Porsches represent the full evolution of the 356 model, from a 1952 Coupe to the final-year SC Cabriolet, highlighted by two four-cam-powered Carrera models. His vintage Ferraris, a 250 Europa GT and 365 GTC, represent the understated elegance of the marque’s classic GT cars from Pininfarina. These are all exceptionally high-quality cars, and we are so pleased to present a collection of this caliber at auction.”

Born in Los Angeles, Ken Roath was enamored with cars from a young age. His business success led him into the classic car hobby, with his greatest passion being for the Ferrari marque. Mr. Roath has owned more than 15 cars from the Prancing Horse badge, from the earliest 1950s models to the latest supercars, and has actively participated in many Ferrari-specific events, including special tours arranged for VIP customers. His classics, often restored in collaboration with Ferrari Classiche in Italy, have successfully participated in the most prestigious Concours events worldwide, including Pebble Beach, Villa d’Este, Cavallino, and FCA Concours.

1955 Ferrari 250 Europa GT (Estimate: $1,750,000 – $2,250,000)

Mr. Roath has also participated in the famous 1000 Miglia on numerous occasions, enjoying his prized Europa GT, a four-time participant in the retrospective motoring event, on Italian roads.  The Amelia Island Auctions will proudly present this 1955 Ferrari 250 Europa GT (Estimate: $1,750,000 – $2,250,000), chassis 0419 GT, as the headlining lot of the Ken Roath Collection. 0419 GT, presented in Pinin Farina coachwork, was the Brussels Show Car before being raced in period by some of motoring’s greatest, including Jacques Swaters, Olivier Gendebien, and Léon Dernier, a.k.a. Eldé, the latter of which became the car’s first private owner. Restored by Ferrari Classiche at Maranello in 2007, 0419 GT has received awards for Best Restoration at Villa d’Este and Cavallino and Best in Show at the Concorso Italiano, in addition to being displayed in the Pininfarina class at the 2022 Pebble Beach Concours d’Elegance®. Further, the Europa was displayed in the Museo Ferrari in Maranello, Italy from 2011-2012.

Additional Ferraris from the collection include a Ferrari Classiche-certified 1969 Ferrari 365 GTC (Estimate: $650,000 – $850,000) magnificently restored in its rare, original Blu Tourbillon, a low-mileage, single-owner 2004 Ferrari 360 Challenge Stradale (Estimate: $250,000 – $325,000, Without Reserve), and a converted 2001 Ferrari 550 Maranello ‘Bonneville’ (Estimate: $140,000 – $180,000, Without Reserve) which reached a speed of 222 mph at Bonneville thanks to its racing engine built by Ryan Falconer.

1964 Porsche 356 C Carrera 2 Coupe (Estimate: $550,000 – $650,000)

Mr. Roath’s collection expanded to incorporate other great European marques, particularly Alfa Romeo and Porsche. With Porsche, he focused on 356s, particularly the exotic four-cam Carrera models and the elegant early bent window coupes. Gooding Christie’s will offer five 356s from the Ken Roath Collection, including a matching-numbers 1964 Porsche 356 C Carrera 2 Coupe (Estimate: $550,000 – $650,000) finished in its original color of Irish Green.

Another 356 in the collection is a matching-numbers 1959 Porsche 356 A Carrera 1600 GS DeLuxe (Estimate: $450,000 – $550,000) equipped with the rare plain-bearing 692/2 engine.  Also offered is a well-documented, matching-numbers 1965 Porsche 356 SC Cabriolet (Estimate: $225,000 – $275,000, Without Reserve) in Togo Brown, a black matching-numbers 1954 Porsche 356 1500 Coupe (Estimate: $225,000 – $275,000, Without Reserve) restored by specialist Jim Liberty, and an eight-time 1000 Miglia participant, the 1952 Porsche 356 1500 Coupe (Estimate: $150,000 – $200,000, Without Reserve).

1965 Alfa Romeo Giulia TZ (Estimate: $1,300,000 – $1,600,000)

Alfa Romeo is another of Mr. Roath’s great passions, akin to his love of Ferrari. Throughout the years, he has procured important thoroughbred competition cars with elegant coach built bodies from Bertone and Zagato. The headlining Alfa Romeo from the collection is a Zagato-bodied 1965 Alfa Romeo Giulia TZ (Estimate: $1,300,000 – $1,600,000) which retains its original engine. This incredibly well-documented Giulia TZ was raced extensively in period in Italian competition events, and is a wonderfully presented example of one of the most successful racing cars of its era.

1962 Alfa Romeo Giulietta SZ Coda Tronca (Estimate: $550,000 – $750,000)

This Italian beauty was restored to its 1962 24 Hours of Le Mans livery, as well as a Bertone-bodied 1956 Alfa Romeo Giulietta Sprint Veloce Alleggerita (Estimate: $250,000 – $350,000, Without Reserve). The Giulietta SZ Coda Tronca was previously owned by several noted collectors, and was raced in period under the Scuderia Sant Ambroeus banner with drivers Karl Foitek and Ricciardo Ricci. The Giulietta Sprint Veloce Alleggerita was also no stranger to period competition events, placing 10th overall at the 1956 Tour de France Automobile.

Period hot rods are a homegrown interest for Mr. Roath, showcasing the craftsmanship of talented builders and featuring original, period speed equipment. The Ken Roath Collection features two such Fords offered at no reserve, including a beautifully restored 1934 Ford 3-Window Coupe (Estimate: $150,000 – $200,000, Without Reserve) with all-original Ardun heads, a SCOT supercharger, and Kinmont disc brakes. Also offered is a full-fender, flathead-powered 1932 Ford Roadster (Estimate: $80,000 – $120,000, Without Reserve) built in the shop of noted collector John Siroonian. The Roadster was awarded Best Street Roadster and Best Flathead Engine at the 75th Anniversary of the Deuce at the Grand National Roadster Show in 2007.

Automobilia

In addition to his robust car collection, Mr. Roath has amassed an impressive collection of automobilia, which will be the focus of the upcoming Gooding Christie’s Geared Online | Spring Auction this coming April. Automobilia from the Ken Roath Collection include an impressive automotive library, original dealership and road signs, rare car parts, tools, literature, and ephemera encompassing his varied interests. Individuals interested in learning more about consigning for the Geared Online | Spring Auction are invited to reach out to specialists ahead of the coming sale.

More Information

• Date: Thursday, March 6 at 3 p.m. EST, and Friday, March 7 at 11 a.m. EST
• Location: Racquet Park, Omni Amelia Island Resort
• Public Preview: Wednesday, March 5 through Friday, March 7

Bidder Registration HERE

Live Auction Broadcast HERE

Above content © 2024 Gooding & Co, reviewed and edited by Rex McAfee

2024 Amelia Highlights

The post The Ken Roath Collection appeared first on Sports Car Digest.

Ensuring that cars remain faithful to the brand’s heritage, the new engines will remain performance orientated. Working in conjunction with a global leader in hybrid and internal combustion powertrain solutions, AC Cars will develop the engine to suit the characteristics and potential that its GT platform delivers.

Customizable Tuning

The new unit will run in two different states for tune, depending on the model of car. Inherently lighter than the V8 models, the new cars will also benefit from the introduction of additional weight saving with the use of more carbon fibre for relevant elements of the chassis. The full specification for each engine and the production power outputs will be announced in spring 2025 but power output is expected be up to 390bhp.

Highlights

• Performance orientated 2.0-litre option to join V8 models
• Up to 390bhp available for AC Cobra GT Coupe model
• Ideally suited to the company’s advanced vehicle platform
• New dual-clutch gearbox joins new engine option
• Information and reservations for the AC Cobra GT range open now
• AC Cars has announced the next stage in the development of the AC Cobra GT Roadster and GT Coupe, with news of an all-new engine option that will form an exciting entry point for the sensational family of sports cars.

Gearbox

In addition to the new engine options, AC Cars has also announced the introduction of a new dual-clutch gearbox option for the car, which will perfectly compliment the performance of the engines. This gearbox will be available alongside a six-speed manual option.

Comments from CEO

Speaking at the announcement David Conza, CEO of AC Cars, said: “This is a key step in our program of growth, yet allows us to stay true to what define us. Offering clients a wider choice of performance engines will broaden the appeal for our exclusive sports cars, and means we can reach the markets that impose higher taxation of large displacement engines.”

Pricing estimates

The final pricing and specification for the new AC Cobra GT Roadster and GT Coupe models will be confirmed, but prices are expected to start from £235,000 Including VAT. Reservations are now open at AC.Cars

For more on the AC Cobra GT Roadster and GT Coupe visit AC.Cars

Above content © 2024 AC Cars, reviewed and edited by Rex McAfee

The post AC Cars’ “Cobra GT” appeared first on Sports Car Digest.

In Italy, a country that’s home to numerous small, specialized companies making exotic sports and racing cars, few can compete with SVA in their combination of obscurity with exotic engineering. Turin’s SVA flourished briefly at the end of the 1940s and produced at maximum two cars and a few more chassis. Yet the dazzling design of one of them, a single-seater, well-deserved its presentation by leading publications around the world.

SVA can best be viewed as a spiritual offshoot of Turin’s Cisitalia. That company, brainchild of industrialist and passionate car enthusiast Piero Dusio, created a sensation with its thrusting initiatives at a time when Italy’s major carmakers were struggling to recover from the privations of the wartime years. With its 1,100-cc single-seaters and sports cars Cisitalia was a shining star, attracting the best drivers of the day including Germany’s Hans Stuck and the unforgettable Tazio Nuvolari.

The post Savonuzzi and His Spectacular SVA appeared first on Sports Car Digest.

Red Mist

A sea of Ferrari Red will take over The Quail in honor of one of the most iconic supercars ever created. The Ferrari F50, which was unveiled in 1995 to celebrate Ferrari’s 50th anniversary, was designed to replicate the experience of driving a F1 race car, incorporating a V12 engine for maximum power and minimal driver aids. With only 349 examples produced, this class will showcase one of Ferrari’s rarest and most eye-catching designs.

American Iron

The 60th anniversary of the Shelby Mustang GT350 class will host some of the finest examples of classic American horsepower. Born from Ford’s challenge to Carroll Shelby to modify the Mustang, the Shelby GT350 is a high-performance, special-edition Mustang that holds a special place in car culture and helped shape the muscle car industry.

Italian Grace

Highlighting the unique combination of classic Italian styling paired with rumbling American V8 engines, the 60th Anniversary of the Iso Grifo class will feature dozens of the limited grand tourer. Intended to compete with similar models from Ferrari and Maserati, it is renowned among collectors for its sleek design and cutting-edge technology.

Pinnacle of Motorsports

Race fans are sure to enjoy the Liveries of F1 class, which will feature some of the most memorable and eye-catching cars and liveries in F1 history, from a variety of eras.

Event Director Courtney Ferrante

“Over the past two decades, The Quail, A Motorsports Gathering has evolved into one of the most anticipated motorsports events and is truly a one-of-a-kind experience,” said Courtney Ferrante, director of The Quail, Peninsula Signature Events. “It’s an opportunity to celebrate the best of motoring, see unveilings from the world’s most respected car brands and a place to enjoy global cuisine with like-minded friends.”

The Quail, A Motorsports Gathering will also feature eight returning traditional classes, including Custom Coach Work, Pre-War Sports and Racing Cars, Post-War Sports Cars 1945-1960, Post-War Sports Cars 1961-1975, Post-War Racing Cars, Sports and Racing Motorcycles, the Evolution of the Supercar and the Great Ferraris. Guests of the highly anticipated event will enjoy a lavish garden-party experience featuring themed gourmet food pavilions, libations, the Fireside Chat with a special guest and live entertainment.

Above content © 2024 The Quail, reviewed and edited by Rex McAfee

The post The Quail’s 2025 featured classes appeared first on Sports Car Digest.

With exclusive soirées featuring gourmet cuisine and intimate tours of private collections, alongside accessible community events and breathtaking public displays, the La Jolla Concours d’Elegance seamlessly blends luxury with a welcoming spirit. Whether you’re here to immerse yourself in the world of rare vintage automobiles or simply explore the artistry and innovation of automotive design, the weekend offers a once-in-a-lifetime experience set against the stunning coastal backdrop of La Jolla.

Schedule

La Jolla Concours d’Elegance VIP Soirée, April 25, 2025

Commemorate the start of the 2025 Concours season at the famed La Jolla Concours VIP Soirée, hosted on the Concours field at Ellen Browning Scripps Park. This exclusive party includes gourmet cuisine from over 20 of San Diego’s top restaurants, craft cocktails from a premium open bar, and live music that complements the stunning coastal backdrop. Guests will also enjoy a sneak preview of rare vintage automobiles from the Concours lineup. This sophisticated soirée has a long history of selling out, and with its chic ambiance and luxury touches, it’s a must-attend event to kick off the Concours weekend. The event’s theme will be revealed in February 2025.

The La Jolla Concours Tour d’Elegance,  April 26, 2025

Start your day at the La Jolla Concours Tour d’Elegance, an intimate experience designed for true automotive enthusiasts. The tour begins with exclusive visits to private car collections, followed by a scenic drive through San Diego’s breathtaking landscapes, before concluding with a luxurious luncheon at a private venue to mingle with fellow automotive aficionados. The Tour d’Elegance route and spectating locations will be announced in Spring 2025.

Porsche & Power on Prospect, April 26, 2025

On Saturday evening, witness the ultimate display of legendary Porsches, exotic supercars, and cutting-edge hypercars at Porsche & Power on Prospect, set against the vibrant energy of La Jolla’s iconic Prospect Street. This free, family-friendly event invites attendees to stroll among a spectacular display of world-class vehicles while enjoying live music, exclusive retail specials, and unique dining experiences from the village’s finest establishments.

The La Jolla Concours d’Elegance, April 27, 2025

The 19th Annual La Jolla Concours d’Elegance takes center stage on Sunday from 9 AM–4 PM, transforming Ellen Browning Scripps Park into a spectacular showcase of over 200 rare and vintage automobiles. This year’s event celebrates cars from throughout the 20th century, with highlights from various eras and styles through ten curated classes. Enjoy live music, visit exclusive vendors, and indulge in refreshing bites and snacks – all while surrounded by a once-in-a-lifetime display of cars. Don’t forget to look to the skies for a vintage flyover along the coast!

La Jolla Motor Car Classic at the Concours, April 27, 2025

Adjacent to the prestigious La Jolla Concours d’Elegance, the La Jolla Motor Car Classic invites the community to a free, inclusive celebration of automotive artistry. Designed to welcome enthusiasts of all levels, this event features a stunning array of classic, luxury, and vintage automobiles, complementing the exclusivity of the main Concours exhibition. This year’s highlight is an exhilarating Ford vs. Ferrari match-up in the Lower Motor Car Classic, showcasing the legendary rivalry between two automotive icons. Additionally, a diverse selection of vehicles will be displayed on the hill, offering attendees a chance to explore a dynamic collection of exceptional cars in a relaxed, welcoming atmosphere.

VIP package

For those seeking an elevated experience at the Concours, VIP tickets offer exclusive perks, including a dedicated check-in line, access to the expanded VIP Lounge with premium hosted cocktails, gourmet bites from San Diego’s finest chefs, and a commemorative poster by renowned artist Scott Jacobs.

Tickets

For all ticket options, go HERE

Above content © 2024 La Jolla Concours,  reviewed and edited by Rex McAfee

The post 2025 La Jolla Concours d’Elegance Returns announced appeared first on Sports Car Digest.

For the burgeoning Formula Two category for 1½-liter cars, French star driver Jean Behra based a new racing car of his own on Porsche components. In 1959, it showed its class by beating the factory Porsches in the year’s biggest F2 race.

Built in Modena, Italy, in 1959, for French racing champion Jean Behra, the Behra-Porsche was a handsomer and, in its time, more successful car than Porsche’s own first open-wheeled effort. “I like Porsches very much, above all because I had such great successes with them last year,” said Behra, explaining why Ferrari’s number one team driver would take the trouble to build his own car. “I’d like to try out a few things I’ve thought up on the basis of my racing experience in recent years. This project with the Formula Two car is tremendous fun for me!”

The post Inside the 1959 Behra-Porsche F2 appeared first on Sports Car Digest.

Providing a focus for the cars, bikes, drivers and riders that gather for the world’s greatest celebration of motorsport and car culture in July, the Festival of Speed’s annual theme gives fans an indication as to what they can expect to see at the event.

2025’s theme – ‘The Winning Formula – Champions and Challengers’ – is inspired by the 75th anniversary of the Formula 1 World Championship. From its inception in 1950, Formula 1’s relentless pursuit of excellence has inspired all forms of racing – leading the charge in innovation and ambition whilst setting new standards in speed, technology, and design. F1 fans can check out the latest F1 hats the 2024 season if you’re keen to celebrate as well.

Combining the Past with the Future

The Festival of Speed will showcase the sport’s quest to find ‘The Winning Formula’, bringing together the past, present and future F1 with the event’s biggest-ever celebration of the series. Fans can look forward to seeing legendary cars, drivers, teams, designers and personalities from the very pinnacle of motorsport, with further details of the celebration due to be announced in January.

Also inspiring ‘The Winning Formula’ will be the 125 years of competition and innovation that have shaped modern motorsport, including the 125th anniversary of both the Gordon Bennett Cup and the Thousand Mile Trial; as well as the 100th anniversary of the World Manufacturers’ Championship, won by Alfa Romeo with the groundbreaking P2.

Uniquely, the Festival of Speed welcomes competitors from every major championship in world motorsport, including the World Endurance Championship, World Rally Championship, Formula E, IndyCar, Nascar, Dakar, MotoGp and World Superbikes. All will play their part in celebrating ‘The Winning Formula’.

The Duke comments

The Duke of Richmond CBE DL, founder of the Festival of Speed, said: “The Festival of Speed is uniquely placed to reflect on motorsport’s rich history and heritage and I am delighted that in 2025 we will do this through the lens of ‘The Winning Formula’. Individuals, teams, vehicles and championships have always embodied this mindset to push the boundaries of achievement, never more so than in Formula 1, which next year celebrates the 75th anniversary of its World Championship. Having recently celebrated 75 years of motorsport at Goodwood, we know what a significant anniversary this is for Formula 1, and we’re looking forward to paying our own tribute as part of the worldwide festivities.”

Karun Chandhok

Karun Chandhok, friend of the Festival of Speed said: “The team at Goodwood always do such a fantastic job of bringing together the most incredible cars, bikes, drivers, riders and teams. I can’t wait to see what and who they have lined up for ‘The Winning Formula’ and I’m hoping they might even let me get behind the wheel of something special!”

Details

The Festival of Speed presented by Mastercard takes place Thursday 10 – Sunday 13 July 2025.

Tickets are available HERE

Above content © 2024 Goodwood, reviewed and edited by Rex McAfee

The post 2025 Goodwood Festival of Speed Announced appeared first on Sports Car Digest.

The genesis of the remarkable 250 GT California Spider took place in the final days of 1957, when Ferrari’s prominent West Coast importer John von Neumann recognized an unfulfilled niche in the American market. He envisioned a dual-purpose, open Ferrari targeted at affluent enthusiasts who craved a thoroughbred sports car that could turn heads on Hollywood Boulevard and clinch victories at the new Laguna Seca circuit with equal aplomb. This concept found a powerful ally in Luigi Chinetti, Ferrari’s official New York-based importer, whose support would prove instrumental in bringing the ambitious project to fruition.

Chinetti’s unique influence transcended far beyond his position as Ferrari’s first importer in the U.S. As a three-time Le Mans winner (1932, 1934, and 1949) and the founder of North American Racing Team (N.A.R.T.), Chinetti brought unmatched competition experience and a close personal relationship with Enzo Ferrari. With Enzo’s endorsement, Scaglietti in Modena was given the green light to craft the now legendary California Spider. Where the concurrent 250 GT Cabriolet shared its shape and mechanicals with the 250 GT Coupe, the Spider was a direct evolution of the revered Ferrari 250 GT LWB (Long Wheelbase) Berlinetta “Tour de France”—one of the most significant models in Ferrari’s competitive history.

Production encompassed two series on the Type 508 chassis platform before transitioning to SWB (Short Wheelbase) production in 1960. The initial LWB models were built on the Berlinetta’s 102-inch-wheelbase Type 508 C chassis while maintaining the Berlinetta’s Pinin Farina-designed body profile below the waistline. A second LWB series retaining the same 102-inch wheelbase termed the Type 508 D, was produced from December 1958 to the end of 1959 in approximately 27 examples—amounting to just 50 total LWB California Spiders. These later examples benefitted from the Type 128 D engine with reinforced connecting rods and crankshaft, revised rear wheel arches, and open headlights on some examples. Of these, a mere ten cars were supplied in the most desirable Competizione specification, with just eight of these wearing full aluminum coachwork and equipped with competition features.

CHASSIS NUMBER 1451 GT

Chassis number 1451 GT is the second of just eight aluminum-bodied Competizione examples, boasting an impeccable Le Mans history and representing one of the most significant competition Ferraris in existence. According to an exhaustive report compiled by Ferrari Historian Marcel Massini, its production began on 18 May 1959 when the Type 508 D chassis was dispatched to Carrozzeria Scaglietti in Modena for fitment of its aluminum coachwork. Meanwhile, its competition-specification, Type 508 D ribbed gearbox with a 3:55:1 final drive ratio, and outside-plug, Type 128 F engine topped with Testa Rossa high lift camshafts and triple Weber 40 DCL6 carburetors—the first of its kind fitted in a California Spider—were completed on 12 and 13 June respectively. Other unique competition features included a 9.6:1 compression ratio resulting in 262.5 horsepower, an external oil cooler, stiffer suspension, and a long-range, 35-gallon fuel tank with an external fuel filler cap. Final chassis assembly was completed on 15 June, a mere five days before the 1959 24 Hours of Le Mans where it was set to be campaigned by Chinetti’s N.A.R.T. in the hands of its first owner Robert “Bob” Grossman and co-driver Fernand Tavano.

Grossman, who owned and operated franchises for Jaguar, Alfa Romeo, and Volkswagen in New York, had raced in SCCA events in the mid-1950s with considerable success including an SCCA G Production title. He had even campaigned another LWB California Spider—likely chassis 0919 GT—purchased through Chinetti, but felt that he could not challenge the Corvettes in SCCA Class B competition. Chinetti promised a solution, delivering Competizione chassis 1451 GT through his Luigi Chinetti Motors. The Ferrari’s arrival to Circuit de la Sarthe was so hurried, in fact, that Grossman recalled in Stanley Nowak’s Ferrari California Spider that “a ‘flash’ of paint covered the primer and the unfinished seats were covered with ‘rags.’” This, nor the fact that Grossman had never driven at Le Mans and his co-driver spoke little English, prevented him from achieving the single most successful result in a 250 GT California Spider in competition, with a remarkable fifth-place overall finish and third in the GT class at Le Mans.

Post Le Mans

Following its racing debut, the Spider was returned to the factory where it was finished properly in metallic silver. The car was then imported to the United States later that summer where Grossman continued his impressive 1959 season behind the wheel of chassis 1451 GT, including a victory at SCCA National Races in Montgomery, New York. A protest at that event for using a “non-standard oil cooler” resulted in Grossman running the car in the D Modified class for the remainder of the season, which included a sixth overall and second in class finish at Thompson, Connecticut in September and participation in the Sixth Annual International Speed Weeks at Nassau, Bahamas in December. The event spanned five races over three days, and saw Grossman secure a first in class, a first overall, and the Governers Cup for both five-lap and twelve-lap races.

A new decade

The 1960 season proved even more successful, with Grossman securing outright victories at Marlboro (April and July), SCCA Nationals at Bridgehampton (May), and the Vanderbilt Cup at Roosevelt Raceway (June). He also achieved first in class at Virginia International Raceway that May, followed by notable second-place overall finishes at Thompson Nationals and Watkins Glen in September. The car’s competition career concluded when Grossman opted to purchase the then newly-available 250 GT SWB Berlinetta Competizione, parting ways with chassis 1451 GT which he would not see again for 20 years.

Missing in action

The car’s whereabouts remained unrecorded until the early 1970s when it surfaced in the care of a Maryland banker. Subsequently discovered in Florida by collector Gerald Sutterfield, the car was authenticated by marque specialist Stan Nowak as Grossman’s former Le Mans competition chassis. Though offered back to Grossman, it passed instead to Sidney Stoldt, a New Jersey-based VSCA member, who demonstrated the car’s sound mechanical condition at the time by driving it back north.

The car reportedly passed to Connecticut-based collector Paul Pappalardo before selling to Jon Masterson of Long Beach, California in 1981. Under Masterson’s ownership, the car immediately underwent a comprehensive restoration that would set new standards in Ferrari preservation. Opting for a period-correct Rosso Corsa finish with a tan leather-trimmed interior, other minor alterations were made from the car’s original competition appearance, including the omission of the auxiliary lights, bug deflector, and roundel decals, while the previously removed external fuel filler was restored.

The high quality of this restoration was validated through an impressive sequence of concours victories and competition appearances spanning more than a decade. The car’s post-restoration debut at the 1983 Pebble Beach Concours d’Elegance secured First in Class for Postwar European through 1960 Open Cars, followed by Best of Show at the Ferrari Club of America Concours at Lake Lanier, Georgia in 1984. In 1986, the car captured Best of Show at the Palm Beach Concours d’Elegance, and its significance was further documented in Stanley Nowak’s definitive work Ferrari Spider California. International recognition came through its appearance at the 1990 Bagatelle Concours in Paris, where it received the Franklin Mint Award.

Vintage Racing

The car’s dual-purpose nature was particularly evident in the 1990s, with Masterson campaigning successful outings at the Monterey Historics on four separate occasions and completing the challenging Colorado Grand in 1990. It also maintained a strong presence on the Concours circuit, returning to Pebble Beach in 1994 for the dedicated Ferrari Grand Touring Spiders Class (M-2) and appearing at Cavallino Classic events into the 2000s.

After nearly three decades of ownership, Masterson sold chassis 1451 GT to Martin Gruss of New York in 2007. The California Spider promptly resumed its active show circuit presence, making its first appearance under new ownership at the 2008 Palm Beach Cavallino Classic XVIII. That same year marked another significant milestone when the car received its Ferrari Classiche certification, confirming the authenticity of its original chassis, body, Type 128 F competition-specification engine, Type 508 D gearbox, and correct-type rear differential.

The car continued to be exercised and shown in 2009, with participation in the demanding Copperstate 1000 and concours appearances at both the Ferrari Club of America National Meet at Elkhart Lake and the 5th Annual Masterpiece Concours in Milwaukee, Wisconsin. After taking part in the Cavallino Classic historic races at Palm Beach, Gruss undertook the significant decision to commission a complete restoration aimed at returning the car to its original Le Mans configuration. This comprehensive work was entrusted to the renowned Ferrari specialists at Wayne Obry’s Motion Products Inc., who completed the restoration in 2011.

The California Spider made an impressive return to the show field that same year, debuting in its original competition livery at the Palm Beach Cavallino Classic XX where it secured a Platino award. The restoration was put through its paces during the Le 250 Tornano a Casa rally across France and Italy in 2014, before returning to Pebble Beach for a third time to take Third in the Ferrari Competition Class (M-2). In 2016, a fitting tribute to the car’s competition heritage came at the 53rd Annual Ferrari Club of America National Meet in Columbus, Ohio, where it received the N.A.R.T. Award. Acquired by its current owner in 2017, the California Spider once again graced the Pebble Beach Concours d’Elegance in 2024, where it was prominently displayed at Casa Ferrari.

A California Spider without peer

Chassis 1451 GT, the second of just eight aluminum-bodied Competizione LWB California Spiders and the first to be equipped from the factory with the competition-specification Type 128 F engine stands as the definitive example of Ferrari’s legendary dual-purpose sports car. Its extraordinary debut at the 1959 24 Hours of Le Mans alone would secure its place in Ferrari competition history, yet it was merely the beginning of an illustrious career that would span both racing and concours excellence. From its numerous appearances at Pebble Beach to its participation in the world’s most exclusive historic motoring events, chassis 1451 GT has consistently demonstrated the dual-purpose versatility that defines the California Spider legend. The car’s exceptional status is furthered by its remarkable preservation of original components through multiple carefully considered restorations, as confirmed by its Ferrari Classiche certification.

Few Ferraris of any era can match chassis 1451 GT’s combination of period racing success, long-term preservation, and continued significance in concours venues. Its existence helps define the very essence of what makes the 250 GT California Spider so revered—a car equally capable of securing podium finishes at Le Mans and best-in-show awards on the world’s most exclusive show fields. In this way, chassis 1451 GT represents not just the finest example of its type, but stands as the very cornerstone of the California Spider’s legendary status among the most significant road-going competition Ferraris ever produced.

Above content © 2024 Broad Arrow / Hagerty,  reviewed and edited by Rex McAfee

2024 Broad Arrow Auction Highlights from Amelia Island

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Measuring just 18.5 inches at its widest point, the Razor Blade is believed to be the narrowest race car ever built, hence its unique name. This is further reinforced by an inswept chassis, with a much narrower rear that gives it a distinctive look and driving characteristics. One of the unique named Works cars which formed the foundations of the now legendary Aston-Martin brand along with ‘Bunny’ and ‘Coal Scuttle’, the 4th oldest Aston Martin in existence, this is a remarkable opportunity to enjoy a legend so important that it is the inspiration for the BRDC badge.

The Razor Blade attempted to break the record – held by AC Cars – in 1923, at Brooklands. While it maintained record-breaking pace, the attempt was eventually abandoned after the race car repeatedly shed its front offside tyre at speeds over 100 miles per hour. Later in the year, however, the Razor Blade set a new record for the standing start mile and kilometer. It went on to see racing success throughout the 1920s.

Bamford and Martin car, chassis number 1915, the Razor Blade’s slender bodywork conceals a bespoke race engine initially developed for the 1922 French Grand Prix. The four-cylinder, twin overhead cam, 16-valve engine outputs 55 horsepower and was derived from half of a three-liter eight-cylinder Ballot engine.

It was raced regularly until the 1950s when it was sold to the Harrah Motor Museum in the USA, which eventually became the National Automobile Museum. During this time, it was returned to the UK. The current owner has lent the car to Brooklands Museum for many years, and it has been on display, apart from when the owner enjoyed using Razor Blade at various events. It has previously appeared at Goodwood FoS and can continue competing at numerous events including VSCC, AMOC and Shuttleworth events. Perhaps most surprisingly of all, the Razor Blade is road-registered and carries the plate XO9958. A large history file accompanies this fantastic and evocative car. Available to view by appointment at Ecurie Bertelli.

Gallery

Above content © 2024 Ecurie Bertelli, reviewed and edited by Rex McAfee

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This year, SportsCarDigest is thrilled to present not one but two extraordinary calendars for 2025: the Production Car Calendar and the Motorsport Calendar. Whether you’re captivated by the precision of road-going masterpieces or the raw thrill of the track, we have a calendar designed to fuel your passion every day of the year.

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2025 Production Car Calendar: Celebrating Automotive Artistry

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2025 Motorsport Calendar: Relive the Thrill of the Track

The 2025 Motorsport Calendar brings the adrenaline of racing into your space. Packed with high-octane moments, it features breathtaking imagery from some of the most iconic motorsport events and vehicles, offering fans a front-row seat to the action.

Supporting the Stories You Love

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We’ve also got other 2025 automotive calendars so be sure to check them out!

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Chassis 2085 was ordered new by Gentleman racer Principe Gaetano Starrabba di Giardinelli straight from the factory on 1st January 1955 and delivered just 2 months later to his home in Palermo, Sicily. Starrabba would embark on a full season of racing with 2085 throughout 1955, first competing at the Giro di Sicilia on 4th April. The distinctive yellow triangle on the front of the bonnet, which the car still bears today, was applied to differentiate the car from the hoard of other A6 GCS entered in Italian events that year, such was the model’s popularity!

Highlights

• Ordered new by gentleman racer Prince Starrabba di Giardinelli
• Extensive period racing in Italy in 1955 and 1956
• 10th Overall and 5th in class at the 1955 Targa Florio
• Historic racing and rallying since the 1970s
• Matching numbers, the reference point A6GCS
• HTP papers valid to 2028, universally eligible

Other appearances that year included a number of hillclimb and Grand Prix events around Italy, including a win at the Trofeo Sardo, 7th at the Grand Premio di Mugello and 6th in class at the Grand Prix Bari. The season reached a high point in October as 2085 lined up at the start of the Targa Florio and finished a highly commendable 10th overall and 5th in class. For 1956, Starrabba swapped his trusted Maserati for a Ferrari 500 TR, selling the 2085 to another Italian Gentleman racer by the name of Erasmo Simeoni “Kammamuri,” who again campaigned the car at various hill climbs around Italy.

Kammamuri, unfortunately, lost his life the following year while racing his Ferrari 250 GT TdF, with 2085 subsequently being sold to Gunther Mayer of Germany. The car went through a couple of other German owners in the 1960s, until it was sold to Baron Kurt von Hammerstein in 1974. Von Hammerstein was the first owner to bring 2085 back to the track after her Italian racing career, using the car at various historic races around Germany for the next 7 years, including in a race held as a curtain-raiser to the 1975 German Grand Prix at the Nürburgring where he finished second, ahead of Stirling Moss in his 300SL!

In 1981, 2085 was acquired by Peter Kaus and kept in his Rosso Bianco collection before ending up in the hands of another Gentleman racer and highly respected collector Wolf-Dieter Baumann of Hamburg. Baumann used 2085 in several events, including the Goodwood Revival and Nürburgring Oldtimer Grand Prix in 2003 and 2004. The subsequent owner, Heinrich Fries of Munich, acquired the car in 2006 and immediately sent her for a complete restoration. The body restoration was entrusted to Carrozzeria Auto Sport of Bastiglia, with instructions to preserve as much of the original as possible. The Maserati was repainted in her original colors of light red with the yellow triangle on the front and Scuderia Centro Sud inscription on the sides, as featured on her first race in Sicily.

In 2012, 2085 was acquired by her current discerning owner, who has been using the car on a regular basis in racing, rally, and Concours events around Europe and Argentina ever since. This includes participation in the Goodwood Revival, Mille Miglia, Le Mans Classic and Grand Prix Historique de Monaco, all the while having the car maintained and prepared by Jim Stokes Workshop in the UK.

The Maserati A6 GCS is widely considered to be one of the most elegant car designs of all time. Chassis 2085 could be your ticket to all the greatest events in the world. Featuring matching numbers chassis, engine and body, 2085 benefits from a highly traceable and well-documented history. Having been meticulously looked after by all of her custodians over time, she is ready to continue her illustrious career with her next curator, whether it be as a nimble and fast racing car, an elegant concours car, or both!

Period Race Results

• 04.04.1955 Giro di Sicilia, Gaetano Starrabba/ Salvatore La Pira #418 – 22 O.A.
• 11.04.1955 Corsa Al onte Pellegrino Hillclimb, Gaetano Starrabba #110 – 3 O.A.
• 15.05.1955 Grand Prix Bari, Gaetano Starrabba #32 – 6 O.A. in 2L race
• 22.05.1955 Trofeo Sardo, Gaetano Starrabba #158 – 1 O.A.
• 05.06.1955 Grand Premio Mugello, Gaetano Starrabba – 21 O.A.  7 I.C.
• 26.06.1955 Circuito di Caserta, Gaetano Starrabba #12 – 7 O.A.
• 21.08.1955 Giro della Calabria, Gaetano Starrabba DNF
• 28.08.1955 Grand Prix Pergusa, Gaetano Starrabba #46 – unknown
• 16.10.1955 Targa Florio, Gaetano Starrabba/Salvatore La Pira #84, 10 O.A., 5 I.C.
• 24.06.1956 Coppa Citta di Asiago Hillclimb, Erasmo Simeoni “Kammamuri” #82 – 2 O.A.
• 01.07.1956 Bolzano-Mendola Hillclimb, Kammamuri #82 – 6.O.A.
• 15.07.1956 Bologna-San Luca Hillclimb, Kammamuri #232 – 14 O.A., 3 I.C.
• 07.10.1956 Treponti-Castelnuovo Hillclimb, Kammamuri #150 – 7 O.A., 4 I.C.

Above content © 2024 Fiskens, reviewed and edited by Rex McAfee

Available Now

Go HERE for sales info.

Another Maserati A6 GCS takes to the road

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Fed up with seeing their major races won by the Germans in the 1930s, the Italians allowed only 1½-liter entries in their 1939 races to eliminate their opposition. They reckoned without the astonishing skills of the Daimler-Benz Racing Department.

The most glamorous Grand Prix race of the 1930s was not at Monaco, not at Dubai, not at Singapore. It was in Northern Africa in the Italian colony of Libya, at Tripoli. To the racing teams, especially those emerging from winter in rainy France or foggy Germany, sailing to Tripoli in May was a liberating journey to a paradise of Arabian opulence under the sun and palms. Only when the hot, salty ghibli blew from the sea, stirring up red sand and biting fleas, was this exotic land less than hospitable to its distinguished guests?

The post V for Voiturette: A Look at the 1939 Mercedes-Benz W165 appeared first on Sports Car Digest.

While gathering for our family Thanksgiving this year, I showed a photo of an average American muscle car to my older daughter. “That’s nice Dad, but what is THAT?” she proclaimed pointing to the headlight and front fender of a Ferrari 275 GTB/4 peeking out in the distance. “That’s a Ferrari 275 GTB” She smiled, nodded, and offered “That’s the most beautiful car I’ve ever seen”. And while her proclamation might have been dismissed by a lack of familiarity with vintage cars, she’s been to enough concours events to have seen a significant number of important cars. “It’s perfect. It’s not trying hard to be seen. It’s elegantly satisfied and perfectly balanced – like those movie starsfilmed in black and white.” I had to agree.

Ferrari collectors and sports car enthusiasts alike would find little argument with the statement that the 275 GTB/4 remains today one of the best looking sportscars ever produced.

The post A Ferrari to be Thankful For – The 275 GTB/4 appeared first on Sports Car Digest.

Cars were a lifelong passion for Neil, and in “Silver Surfers,” he first traces the roots of his auto obsession, taking us back to where it all began, with a 1969 Lotus Europa, through the cars he bought when the band first made it big, and even his first “family car,” before taking us on a tour of the Silver Surfers themselves; a rare collection of the most coveted sports cars from the 1960s. From a 1964 Aston Martin DB5 to a classic 1963 Chevrolet Corvette Stingray, each is a gorgeous silver except for one: a black 1964 Shelby Cobra whose patina Neil loved so much that he wrote, “I am not going to paint it!”

Gorgeous images of the cars (curated by Neil himself and later by his wife Carrie) accompany his warm, personal story of building the collection, the friends he made along the way, and what it was like to be behind the wheel of these classics. Neil’s final work is a heartfelt tribute to the cars that meant so much to him and the passion for the road that fueled his life.

About the Author

Widely considered one of the most innovative drummers in rock history, Neil Peart (1952-2020) was the backbone of the legendary Rock ‘n Roll Hall of Fame band Rush. Neil’s virtuosity behind the kit was equaled by his talent as the band’s lyricist. Affectionately dubbed “The Professor” by the fans, he tapped into his love and deep knowledge of poetry, literature, philosophy, and science to pen such classics as “The Spirit of Radio,” “Free Will,” and the self-described autobiographical “Subdivisions” and “Limelight.”

Neil’s talent for the written word, passion for the open road, and desire to chronicle milestones in his life led to the publication of seven memoirs, including Ghost Rider: Travels on the Healing Road, Roadshow: Landscape with Drums, and Traveling Music: Playing Back the Soundtrack to My Life and Times. Collaborating with Kevin J. Anderson, Neil also wrote the novel Clockwork Angels, a fictionalization of Rush’s 2012 album of the same name, and a sequel, Clockwork Lives. Silver Surfers is the final work of Neil’s long and prolific writing career.

On January 7, 2020, Neil passed away after a private, three-and-a-half-year struggle with brain cancer. He is survived by his wife, Carrie, and daughter Olivia.

Available Now

Go HERE for more information on acquiring this fascinating read.

Above content © 2024 Silver Surfers/Neil Peart, reviewed and edited by Rex McAfee

Neil Peart Interview

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Are you kidding me?

A fuel-injected 2,927cc Ferrari Quatro-valve V8 provides power mated to a five-speed manual transaxle, and additional features include four-wheel disc brakes, staggered-width BBS basketweave wheels, brown leather interior upholstery with cloth inserts over two-place seating, power windows, and a Clarion component sound system.

Franco Sbarro

Franco Sbarro began designing his own cars while working as chief mechanic for Scuderia Filipinetti, which he left in 1968 to establish his own shop, Atelier de Construction Automobile, in Grandson, Switzerland. Sbarro’s projects included the conversion of Ford GT40 and Lola T70 race cars to road-going form and the construction of various replicas as well as several custom creations and design studies. The Super Eight was an offshoot of Sbarro’s 1982 Super Twelve and was based on Ferrari 308 underpinnings in lieu of the Super Twelve’s more outlandish layout comprising a tube frame carrying an inline-12 engine based on double Kawasaki powerplants and dual transmissions.

The Ferrari 308 GTB frame is said to have been shortened before being outfitted with two-door fiberglass bodywork carrying over much of the Super Twelve’s styling. Design cues include a louvered nose panel that extends over the headlights, a chin spoiler, an offset cowl vent, flared fenders, straked intake vents ahead of each rear wheel, ghosted horizontal stripes along each B pillar, simulated straked vents behind the rear windows, and a rounded rear profile with a painted heckblende and quad upturned exhaust outlets. The body is finished in red, and various imperfections in the finish are shown up close in the photo gallery below.

Staggered-width 15″ multipiece BBS wheels feature gold-painted basketweave centers wrapped in Yokohama AVS AV1-40 tires, while a red-painted spare is secured by leather straps in the rear compartment. Running gear is carried over from the Ferrari 308 and includes ventilated disc brakes and double-wishbone independent suspension with coil-over shock absorbers and anti-roll bars at the front and rear.

Interior

The cabin is trimmed in brown leather with cloth inserts over the two-place seating and door panels. Additional features include color-keyed carpeting, wood door caps and dashboard accents, shoulder belts, a lockable console storage compartment, a gated shifter, power windows, and a Clarion component stereo system with a cassette player and an equalizer.

The three-spoke MOMO steering wheel is wrapped in brown leather and sits ahead of Veglia Borletti instrumentation including a 280-km/h speedometer, a 10k-rpm tachometer, and gauges monitoring fuel level, coolant temperature, and oil pressure. The five-digit odometer shows 30k kilometers (~19k miles).

True Ferrari power

The 2,927cc Ferrari F106 V8 features dual overhead camshafts on each cylinder bank, four valves per cylinder, and Bosch fuel injection. Power output was factory rated by Ferrari at 240 horsepower. Power is sent to the rear wheels via a five-speed manual transaxle.

Available Now

This Sbarro Super Eight was featured on BaT in May 2018, and it is now offered on dealer consignment in Paris, France, with Dutch registration that lists the car as a 1980 Sbarro. The Dutch registration serves as the ownership document. The registration lists engine number F106AB31465 as the VIN, and the last five digits are shown on the steering column above. The seller has not been able to locate the full chassis or engine number on the car.

Go HERE for bidding details.

Above content © 2024 Bring-a-Trailer, reviewed and edited by Rex McAfee

Related Content

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• The hardtop design of the SL model series 113 is reminiscent of Asian temples
• World’s first sports car with a safety body
• Rally dancers: Winner at Spa-Sofia-Liège 1963 after 5,500 grueling kilometers
• Genuine parts from Mercedes-Benz Classic ensure authenticity and thus value retention

Style icon

The name “Pagoda” is based on the sports car’s characteristic hardtop, which is slightly curved inwards and is reminiscent of Asian temples. The shape was designed by Paul Bracq, who became the first designer in the “Main Department for the Development of Car Bodies” at the Sindelfingen plant in March 1957. The pagoda roof is a stroke of luck for the image and design of the sports car. And of course the overall design: clear lines of great simplicity and lightness create an expressive elegance. Even decades later, Bracq still described the design of the W 113 as “perfect”.

Stability

The idea for the concave roof line came from a technician. Force progressions in the bodywork are an area of expertise of Béla Barényi. He points out that a roof curved downwards is more stable than sheet metal that is curved upwards. This, however, is only of limited practicality for everyday use of the model series 113 since the hardtop of a sports car is rarely used with a roof luggage rack for transporting loads.

Innovative

Another of Barényi’s inventions is of great significance in terms of safety: his concept for the body with crumple zones at the front and rear and a customizable passenger compartment in between. In 1959, the Mercedes-Benz model series 111 was the world’s first vehicle with this safety body. Of course, the new SL, which appeared in 1963, also had it – a milestone in the world of sports cars. This underscores why this SL is in Legend Room 5: Pioneers – Safety and Environment, 1960 to 1982.

Predecessor model

The Geneva Motor Show from 14 to 24 March 1963 is the premiere venue for the 230 SL, the first version of the model series 113. The roadster with a 2.3-litre six-cylinder engine and 110 kW (150 hp) takes on a challenging legacy. It replaces two predecessors, the 190 SL (W 121) and 300 SL Roadster (W 198), both of which had been extremely popular and successful from the outset. The 300 SL had already become a legend with the coupé produced from 1954 on.

A true all-rounder

With the new model, the company opts for a happy medium. The 230 SL is neither an uncompromisingly tough roadster nor a gentle boulevard sports car. It is a comfortable yet sporty two-seater with a high level of driving safety.

Portfolio

The model series 113 is developed further. On 27 February 1967, the company presents the 250 SL, also with 110 kW (150 hp), but with a displacement of 2.5 litres and therefore greater torque. This is replaced less than a year later by the 280 SL with a 2.8-litre engine and 125 kW (170 hp), which is even more powerful.

Rally racer

Motorsport is also in the genes of this SL generation. The victory of Eugen Böhringer and Klaus Kaiser in a Mercedes-Benz 230 SL at the Spa-Sofia-Liège long-distance rally from 27 to 31 August 1963 – around 5,500 kilometers at top speed – is legendary. Böhringer calls the sports car a “dancer” because it is more maneuverable than the saloon with its longer wheelbase.

Young at heart

Production of the 280 SL comes to an end in March 1971. Its successor is the completely newly designed 107 model series. A total of 48,912 units of the three SL models of the W 113 are produced in eight years of production. Today, they are among the brand’s most popular classics. No wonder: they combine sportiness with a high level of everyday practicality, comfort and timeless elegance. The comprehensive supply of Mercedes-Benz Classic Genuine Parts available through the manufacturer is a major advantage when it comes to preserving any “Pagoda”. Looking for a part? Click here for the parts finder: https://teilesuche.mercedes-benz-classic.com.

Above content © 2024 Mercedes Benz AG, reviewed and edited by Rex McAfee

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Key Features

• State-of-the-art recreation of Bob Akin’s Porsche 935 K3
• Comes with its original, surviving stamped VIN Nr-section and original Wagenpass
• Full Kremer K3 specification with 3.2 litre air-to-air engine and upside-down gearbox
• In 100% race-ready condition with current FIA HTP and good spares
• A front-running entry to Peter Auto’s CER2, Historic DRM, Le Mans Classic, HSR, Daytona 24hr Classic, etc.

Specifications

•     CHASSIS NUMBER: 009 00016

•     YEAR: 1979

•     LOCATION: Germany

•     CAR TYPE: Coupé

•     LHD/RHD: LHD

•     ROAD REG.: No

•     COMP. READY: Yes

•     FIA HTP: Yes

•     INTERIOR COLOR: Black

•     EXTERIOR COLOR: Red

•     PRICE: P.O.A.

Description

The Porsche 935 K3 is a legendary race car that was a dominant force in motorsports during the late 1970s and early 1980s. It was developed by Kremer Racing, a German racing team, based on the Porsche 935. The “K3” stands for “Kremer Version 3,” as it was the third iteration of Kremer’s modifications to the base 935.

Cologne based Erwin and Manfred Kremer aka “The Kremer Brothers” had extensive knowledge of upgrading Porsches and competing against factory- built cars starting in the early 70ies. Their K3 version of the Porsche 935 was a great success, winning the 1979 Le Mans 24 hours outright as well as the German Championship, followed by overall victories of the Sebring 12 hours and IMSA in 1980. Only 17 Porsche 935 K3 were built by the Kremer brothers.

Kremer Racing extensively re-engineered the 935, improving aerodynamics, weight distribution, and performance. The K3 introduced several innovations, including advanced bodywork and an intercooler for better turbo efficiency. Its key features were:

• Engine: a turbocharged flat-six engine with air-to-air intercoolers, with displacement typically around 3.0 liters, though variations existed. Output ranged from 740 to 800 horsepower depending on tuning.
• Aerodynamics: the K3 featured a heavily revised body, including a distinctive slanted nose, integrated rear wing, and optimized cooling vents.
• Chassis & Weight: Lightweight materials like Kevlar (made by DP Motorsport) were used extensively, reducing weight and improving handling.
• Performance: With an upside-down gearbox and improved braking, it was one of the fastest and most reliable cars in endurance racing, capable of incredible straight-line speeds and cornering performance.

Our car, with VIN # 009 00016, was delivered by the factory to Kremer in 1979 and transformed into a 935 K3 as per above. Its first race was at the 1980 Daytona 24hr and, from mid-year onwards, its regular driver was Bob Akin until a dramatic crash at the Nurburgring 1000km in May 1981 which destroyed the car (the detailed race history is listed in the History section below). In 1987, Kremer sold the remains of 009 00016, together with its original ONS Wagenpass and surviving VIN Nr section, to DP Motorsport who sold everything on to S&N Automobilzentrum (Aachen, Germany) in 2009. Their goal was to rebuild the car to its original and historic specification using the correct 930 FIA homologation body as basis. The essential reconstruction of chassis and bodywork was carried out at DP Motorsport, the same company who did this work for Kremer so as to maintain the original period-specification of the car as raced by Bob Akin 30 years ago.

S&N Automobilzentrum built the 3.2 litre engine, upside-down gearbox and drive train using new original parts and they also did the final assembly, again strictly respecting the correct period-specification of this 935 K3 culminating in its stunning red Coca-Cola livery.

Once completed in 2010, the car was used by Ralf Heisig at various historic events, such as the German Oldtimer Grand Prix (OGP), where it ran in both heats of the German Rennsport-Meisterschaft. In 2016, 00900016 was bought by its current owner who has raced the car very successfully during the last 5+ years at various race events including Peter Auto’s CER2 and the 2018, 2022 and 2023 Le Mans Classic.

The car is sold in race-ready condition with a new fuel cell and with current crack test, seat and belts. The engine and gearbox only have 4 hours running since rebuild in June 2023, and its FIA HTP is valid until the end of 2026. Spares consist of 2 spare wheel sets, multiple gear-ratios, turbo’s and miscellaneous running spares.

This state-of-the-art and proven recreation of Bob Akin’s “Coca- Cola” livered Porsche 935 K3 is now ready to continue its front running racing career in the hands of its new, lucky owner.

History

1979 Porsche 935 K3 Image Gallery

The post FOR SALE: 1979 Porsche 935 K3 appeared first on Sports Car Digest.

Highlights

• Ten Tenths Circuit, a multi-purpose lighted road course featuring three challenging configurations.
• Ten Tenths Clubhouse, a 20,000-square-foot hospitality and special events facility with capacity for 1,500 people.
• Ten Tenths member’s garages featuring climate-controlled storage, lounge and mechanical service support; and expansive off-road trails for driving experiences.

Near Completion

With the Ten Tenths Circuit near completion and construction underway for the Ten Tenths Clubhouse and members’ garage and lounge, the complex will host its grand opening with the Smith Heritage Invitational automotive experience on April 4-5, 2025.

Speedway Motors comments

“Our vision for Ten Tenths is to create an experiential destination that can be enjoyed by everyone from professional race car drivers to high-performance driving enthusiasts and car collectors,” said Marcus Smith, president and CEO of Speedway Motorsports. “It’s the most expansive property development at Charlotte Motor Speedway since we built zMAX Dragway in 2008, and further enhances our desire to innovate for the future.

“As the name Ten Tenths implies, we are going all out to create a place to celebrate the automobile unlike any other place in the world,” Smith added. “Our new project will become a centerpiece of the community amongst individual automotive enthusiasts, commercial partners and manufacturers.”

Rick Hendrick

“In addition to a premier track design and driving experience, Ten Tenths will have unparalleled resources and infrastructure to support every customer and organization we touch,” said Rick Hendrick, chairman and CEO of Hendrick Automotive Group and owner of NASCAR’s Hendrick Motorsports. “Just 20 minutes from Charlotte’s center city, it’s accessible by major thoroughfares and two nearby airports while being situated amongst a variety of lodging, shopping and entertainment options. Through our local network of service and collision centers, the facility will offer concierge vehicle maintenance and repair for nearly every exotic or high-performance car on the market. It’s a combination of amenities that cannot be matched in North America.

“The opportunity to partner with Marcus and his brothers on a passion project like this is incredibly rewarding,” added Hendrick, who is an avid car collector and preservationist. “I’ve had a special relationship with the Smith family for more than four decades. Not only do we share a love for automobiles and racing, we are aligned in our core values, our commitment to the local community and our overall vision for Ten Tenths. The collaboration thus far has been tremendous, and I can’t wait to see what our teams accomplish together as this exciting idea becomes reality.”

“For decades, my brothers and I have been blessed to build not only a business relationship with Rick Hendrick, but also a true friendship,” said Smith. “It’s an honor for Speedway Motorsports to partner with him on this joint venture and to create something worthy of the high standards exhibited by our organizations.”

Ten Tenths Circuit

Designed by F1 veteran and two-time 24 Hours of Le Mans winner Alexander Wurz, Ten Tenths Circuit includes three configurations: a seven-turn 0.567-mile inner loop; a 13-turn 1.1-mile short course; and a 19-turn, 1.7-mile full circuit, featuring 112 feet of elevation change between Turns 6 and 14. At an average of 42 feet wide and with generous runoff areas, the course promises to challenge drivers of all skill levels. The 1.7-mile circuit can be driven in both directions and split into two courses: the 0.567-mile inner loop and the 1.1-mile short course. The inner loop will be water-irrigated for optimized testing, drifting and driver training. The circuit will also feature lighting to maximize driving opportunities with three potential sessions a day: morning, afternoon and night.

F1 driver and track designer Alex Wurz

“The track itself in its beautiful landscape, has a lot of ups and downs and enjoys a natural flow,” said former F1 driver and track designer Alex Wurz. “Every corner of the circuit has a different character. Altogether, it plays a symphony of drivers’ music. It wants to be driven very fast. You can rotate the car into the corners. All of our expertise and passion has gone into this project,” added Wurz. “I’m terribly proud to be the designer along with Charlotte Motor Speedway of the new Ten Tenths Circuit.”

Ten T enths Clubhouse

Modeled after the exquisite Turn 11 at Sonoma Raceway, Ten Tenths Clubhouse will be a 20,000-square-foot destination for corporate retreats, business summits, special events and entertainment. The building will feature the flexibility of three large individual hospitality rooms, which can be combined into one expansive hospitality space for showcase events. Hospitality rooms will also open to outdoor patios to expand capacity for up to 1,500 people. Ten Tenths Clubhouse will include conference rooms with video presentation capabilities and a catering kitchen.

Ten Tenths Members’ Garage

In addition to the circuit and clubhouse, Ten Tenths Motor Club will include a members’ garage designed to build camaraderie and community amongst the most passionate automotive aficionados. With an atmosphere created to celebrate a high-performance automotive lifestyle, the members’ garage will include secure gated access, climate-controlled storage, luxury lounge areas for meetings or relaxation, a cigar lounge, bourbon bar, and a putting course. Members will have convenient access from garage to circuit, as well as designated event days throughout the calendar year to drive the courses.

Concierge Vehicle Service

With a dedicated concierge located on site, Ten Tenths Motor Club will offer an unparalleled maintenance and reconditioning experience provided by Charlotte-based Hendrick Automotive Group, the largest privately held operator of car dealerships in the United States.

Premium vehicle support, including white-glove pickup and delivery, will be available locally from 21 dealerships and five collision centers. Hendrick Collision Centers have the expertise to repair 30 different nameplates, including enthusiast brands such as Acura, Audi, BMW, Chevrolet, Ford, Honda, Jaguar, Lamborghini, Lexus, Mazda, Mercedes, MINI, Porsche and Toyota.

For information or business inquiries about the Ten Tenths Motor Club, visit www.TenTenthsMotorClub.com

Above content © 2024 Ten Tenths  reviewed and edited by Rex McAfee

The post Ten Tenths Motor Club at Charlotte Motor Speedway appeared first on Sports Car Digest.

In the third and final part of this report, readers will follow the second part of the 1969 European Hill Climb Championship, observing how the 212E really established itself as an exquisite machine, gaining total admiration from both the public and its rivals. In the final section, the Montagna’s post-Scuderia days will also be revealed, with the reader being able to observe the (mis)adventures of the 212E in its life away from its original owners.

• Read Part 1 here
• Read Part 2 here

XXX INTERNATIONALE BERGPREIS FREIBURG-SCHAUINSLAND

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE ADAC)

The fifth stage of the European Hill Climb Championship reserved a return to German territory; but this time the background would not be the Bavarian Alps, but rather the mysterious Black Forest and the picturesque towns that dotted the Baden-Württemberg region. Although the 1969 edition was officially recognized as the 30th edition of the Freiburg-Schauinsland, in reality, the race was much older than this numbering would indicate, with the first reports of a race taking place in the site dating back to 1925.

Since then, countless drivers and manufacturers had put their name on this German hill climb, with Gerhard Mitter and Porsche dominating the three editions (1966/67/68) before the arrival of the Ferrari 212E in 1969. The Scuderia landed in Germany with a boosted morale, after Schetty’s positive feedback on the modifications made to the car before the Trento-Bondone stage. The 212E performed superbly, and it seemed that any glimmer of hope that still existed of an outsider betting the scarlet car had simply disappeared.

The good omens for Schetty were not only transmitted by his own car, but also by other external observers. The main one was Peter’s biggest challenger of the year: Gerhard Mitter. Although the German was not actually competing in the championship, due to reasons associated with Porsche and the driver’s own personal life, almost all of the records that were being broken by Schetty had been set by Mitter in the previous years. Days before the race, Schetty and Mitter met in Freiburg, and, contrary to what one might imagine, the German was not hostile to the Swiss. On the contrary, he was excited and astonished by the performance of the 212E, a car that surpassed the performance of the venerable Bergspyder in all possible aspects.

Even with these incentives for Schetty’s side, this did not stop other teams from dreaming of a miraculous possibility of beating the car from Maranello. As had been happening up until now in the championship, registrations were quickly piling up in the hands of the ADAC organizers. The already recurring Abarth & Co., Scuderia Brescia Corse and Alfa-Romeo Deutschland squads were joined by the Autohaus Lehmann (Walter Lehmann/Abarth 2000 SE010) and Sigi Lang Racing (Siefried Lang/Porsche 907) teams, as the main forces opposing Ferrari.

Saturday’s training sessions were dedicated to technical observations and possible improvements that could be made to the cars for the official races the following day: in this case the term “races” in the plural was applied, since, as had happened in Berchtesgaden a month and a half earlier, each pilot would be required to make two climbs to the top, with the sums of times being used to define the final ranking of the race. Despite this double journey, this was not a problem for any of the drivers hoping for victory (even more so with the stable weather that prevailed over the place that weekend). The short, fluid track layout, 11,200-meters-long, was appreciated by the drivers, with the fastest cars generally completing the climb between the village of Freiburg and the top of the Schauinsland mountain in less than 6 minutes.

The first heat of Sunday’s races would take place early in the morning, with the traditional order of release of cars in groups being followed to the letter: Abarth, Alfa and Porsche would clear the way, so that Ferrari could finally make its way up. Peter Schetty’s biggest goal in the 1969 edition of Freiburg-Schauinsland was to beat the track record, set by Gerhard Mitter the previous year, with 5m26s1/10.

The shorter length of the track meant that the time differences between the cars would be smaller, and Schetty knew that, once again, he would have to present an impeccable performance to achieve his goals. Arturo Merzario had set the best time in qualifying until Ferrari’s start, with German Walter Lehmann being the big surprise so far, with the second fastest mark of the day and just seconds behind the Italian.

But Schetty was focused solely on his goals. Authorization to start was given and the Ferrari began its climb up the Schauinsland mountain, with its height of 780 meters and 170 curves. The 212E gained ground on the straights, with the power of the Tipo 232 engine playing a fundamental role in breaking Mitter’s mark. Time passed quickly and, at the end of 5m22s1/10, Schetty crossed the finish line, once again promoting the 212E as the record holder. Therefore, the first objective of the day had already been accomplished – now it was up to the second, to ensure overall victory in the contest.

And Peter Schetty had no problem in also securing this achievement for Scuderia Ferrari. Making his second climb with a time of 5m25s8/10, the Swiss continued the team’s consecutive winning streak, maintaining 100% success in all the races that the 212E had participated in so far. 40 seconds off Schetty’s aggregate time came second-placed Merzario who, once again, performed better than his teammate (with Johannes Ortner finishing in a poor 7th position). Completing the podium, to the delight of the public, was the German Walter Lehmann, who had lived up to the great fame and legacy of German hill climb pilots in Schauinsland.

IX PROVA IN SALITA CESANA-SESTRIERE

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE A.C.I.)

As the teams set off again towards Italy for the sixth stage of the championship, Ferrari was already in a celebratory mood. After so many failures the automaker that had been accumulating since the beginning of 1968, especially in the departments responsible for the F1 and WSC programs, a light was finally glimpsed at the end of the tunnel, with the European Hill Climb Championship title providing a brief respite from the internal pressure that was mounting within Maranello’s walls.

The setting for the definitive crowning of 212E as winners of the 1969 edition of the tournament could not be better: the small Piedmontese towns of Cesana and Sestriere, located in the foothills of the Italo-French Alps. As an important detail for the ’69 race, it is worth remembering that just over a month earlier, FIAT had concluded an agreement to purchase 50% of Ferrari’s shares, which partially resolved the economic problems faced by the Maranello manufacturer. However, what made this story even more interesting is that Cesana was only 90 kilometers away from Turin, the headquarters of FIAT.

Therefore, it was undeniable that between the lines, there was some pressure from FIAT for the 212E to continue its winning streak right in the giant automaker’s backyard, as a way of publicizing the Ferrari-FIAT partnership with good omens. Furthermore, the almost certain presence of a large contingent of tifosi, who would show up en masse at any event on Italian soil, would only serve as an extra spice for the great expectation that was forming around Schetty.

Activities on the 10,400-meter circuit began on Friday, August 1st. Ferrari and Abarth monopolized the timetables, with Peter Schetty setting the following times on the three climbs he was entitled to: 5m10s1/10, 5m0s5/10 and 4m56s. Arturo Merzario, in the works SE010, was right behind, setting the marks of 5m18s2/10, 5m8s4/10 and 5m52s2/10. Completing the top-5 of fastest drivers of the day were Johannes Ortner, who returned to drive the 2000 “Cuneo”, Luigi Taramazzo in the Scuderia Brescia Corse 2000 SE010 and the Scuderia Pegaso, with the 206S Spyder Corsa Montagna of Ferdinando Latteri.

On the second day of training, times dropped even further, with Schetty reducing his mark to 4m52s5/10. On the other hand, for the first time in the season, Merzario managed to set marks that truly began to bother Ferrari, with times reasonably close to those of the 212E. A climb of 5m1s demonstrated that the 2000 SE010, in the right hands and conditions, could indeed be a threat to the unbeatable scarlet car from Maranello. The gentle and gradual rise between the cities of Cesana and Sestriere (with a difference in level of just 683 meters) denied the 212E the great advantages it had over the SE010, which were acceleration and recovery speed.

This was a point that certainly bothered Schetty (as the Swiss stated in interviews with the Italian press before the race) but that certainly did not prevent the driver from having full confidence in being able to break another championship record. The mark to be surpassed belonged once again to the German Mitter, who, in 1968, had made the climb between Cesana and Sestriere in 4m54s6/10. Peter’s training time demonstrated that this mark would not be that difficult to attain; but to be officially recognized, the Swiss would have to do the same in one of Sunday’s ascents.

And race day was finally on the horizon. Cloudy weather set the tone for the 9th edition of the Cesana-Sestriere, with the first pilots struggling to get the grip from the curves of the route, having to deal with a patchy asphalt for much of the climb (due to a light shower during the night). Despite the minor misfortune for those at the front of the line, this meant that the track was already considerably dry by the time the race’s main contenders prepared to make their ascents.

It was known that, due to the large number of registrants, each driver would only have one opportunity to complete the route on Sunday, and, therefore, concentration and focus proved essential in the moments preceding the start signal. After the session reserved for cars from group 4 up to 1600cc had concluded, it was time for the machines from Group 4 up to 2000cc (Abarth) and vehicles from Groups 5,6 and 7 (Abarth, Alfa-Romeo and Ferrari).

The first to leave were the factory Abarths, with Merzario and Ortner easily achieving the two best marks of the race so far. The first, in the normal 2000 SE010, again set a time of 5m1s, while the Austrian, with the Cuneo model, crossed the finish line in 5m4s6/10. Another Abarth that positioned itself among the first was the SE010 from Scuderia Brescia Corse, driven by Franco Pilone.

But Abarth’s moments of celebration proved to be ephemeral – something constant for the manufacturer in the 1969 European Hill Climb season. First with Ferdinando Latteri (known by the nickname “Codones”), who took his 206 Spyder Montagna to third place, beating Pilone’s Abarth. Latteri’s Ferrari was a special case, as the car was a combination of mechanical parts from his own personal 206S (#66-018) with a 212E style-bodywork, furnished by Scuderia Ferrari/Carrozzeria Drogo.

Despite this small initial challenge imposed by Latteri’s “Frankenstein” Ferrari, the big shock at Abarth would come again from Peter Schetty’s official 212E. As soon as the flag was given to the Swiss, Peter went in search of the victory that would officially guarantee Ferrari the championship title.

The difficulty in properly warming the Ferrari’s tires in those conditions was just another challenge for Schetty, who, crawling slowly, but inexorably, managed to get ahead of Mitter’s mark in the final section of the climb. In the end, the Swiss had yet another triumph crowned by a record. 4m53s3/10 was the mark that once again placed Ferrari at the top of the podium, and finally gave the team the result that mattered most: the title of 1969 European Hill Climb champion!

Peter Schetty now had incredible 48 points in the tournament’s overall standings, compared to Merzario’s 24 and Ortner’s 17. For the first time in the history of the tournament, a driver had achieved the maximum score in the first 6 stages of the championship. Neither Porsche nor Mitter had achieved this feat in so many years in the European Hill Climb Championship. This fact attests to the supremacy of the Ferrari 212E over its rivals; but there was still one last act reserved for 212E before it could finally enter the annals of great automobiles of the 1960’s.

IX COURSE INTERNATIONALE DE CÔTE DE OLLON-VILLARS

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE A.C.S.)

Ollon-Villars could not be the longest climb, nor the most historic, neither the most arduous of the 1969 championship; even so, the challenges offered by the race held in the canton of Vaud were always present. Composed of an 8-kilometer-long ascent, the Ollon-Villars climb was extremely fast – which instantly made it a favorite among drivers. Furthermore, the beautiful landscape, which includes the Rhône Valley and Mont Blanc as its main geographical points, was undoubtedly an element that inspired drivers and audiences in this great contest.

While most of the drivers showed up for their first track activities on Friday, August 29th, the tireless Peter Schetty had already settled in the village of Villars almost a week before his rivals. Despite already having the title in hand, this fact demonstrated the focus and restraint of the Swiss, who was racing in his homeland, and who, in the previous days, had made several ascents along the race route.

Obviously, the 212E could not be used for these training sessions, therefore, Schetty “borrowed” a Ferrari touring car, which had become his great companion in the week preceding the official Ollon-Villars hill climb. According to what was reported in the press at the time, Schetty had made the 8km route no less than 50 times (between climbs and descents), covering roughly 900 km in a week with the car. So, it’s no surprise that when the first official practice sessions began at the venue on Saturday, Peter had a huge advantage in terms of knowledge of the route.

Following the championship script, the 212E’s usual opponents also converged on the canton of Vaud: Abarth & Co, with two SE010s for Arturo Merzario and Johannes Ortner; the Scuderia Brescia Corse, also with SE010, for Luigi Taramazzo; and Alfa-Romeo Deutschland, with Michel Weber’s T33/2. However, it was the unusual entries that caught the public’s attention most – in particular, that of two Swiss drivers who entered Formula-type cars in the event.

The first and strongest of these was undoubtedly the Brabham BT24 entered by the Silvio Moser Racing Team, owned by the Swiss driver Silvio Moser. The car was the same Formula 1 used by the pilot in the category’s international championship stages, and, with its 350HP engine, it presented as the 212E’s biggest challenge so far in the championship. With a lower displacement Formula, but no less dangerous, was Xavier Perrot, in Squadra Tartaruga’s Brabham BT23C, a car built to the F2 specifications, and which was also used by the driver in this category.

However, the big challenge that faced Formula and single-seater cars in hill climb races was that, despite their enormous power, they were not vehicles built with the intention of being used in this type of event. They lacked traction and stability in parts with a high inclination rate, which caused mechanics and pilots to come up with creative solutions to overcome such problems.

After the refusal of Firestone (which was Ferrari’s official supplier in the European Hill Climb Championship) to sell a set of wide-tread tires, specific for this type of discipline, Silvio Moser opted to use rain tires during the whole weekend of the Ollon-Villars contest, despite not a single drop of water falling from the sky throughout the entire racing weekend. Moser’s choice was based on a simple thought: the rain tires partially compensated for the vehicle’s traction problems. On the other hand, this meant that after 8km of climbing, the pneumatics were in tatters, due to the high abrasion of these tires on a dry surface.

The duel between compatriots Moser and Schetty began to develop on Saturday: in two opportunities that Schetty had to do training on the track during that day, the driver established the marks of 4m6s8/10 and 3m50s, with Silvio Moser regularly being behind 5-10 seconds on each heat. Arturo Merzario, who could pose another challenge to Schetty in this session, had problems on his first climb due to a suspension collapse, that caused significant damage to Abarth. It seemed at first that Merzario would not even return to compete in the official races the following day, due to the extent of the problem – but the Abarth team found a way, with a collective effort (which involved the cannibalization of parts from Ortner’s Abarth) fixing the car by the time of the first race on the Sunday.

The Automobil Club der Schweiz would follow the competition formula that had been recommended for the championship: as Ollon-Villars was a short climb, the sum of the times of the 2 climbs made by each driver would be used to form the final classification. Starting with sports cars and prototypes with smaller displacement engines, progress would be made through all the categories sanctioned of the event, until the completion of each of the heats.

Abarth, Alfa and Porsche led the way, with Arturo Merzario (4m05s8/10), Luigi Taramazzo (4m07s7/10) and Michel Weber (4m12s6/10) being the fastest drivers in the first part of the provisional classification. Peter Schetty followed soon after, opening the activity of the Group 7 cars. Schetty and Ferrari’s goal was to beat the 1967 record held by Gerhard Mitter, who had made the climb in 3m55s4/10. After the start authorization, the pilot set out in search of another record – and the perfect conditions that day in Villars-sur-Ollon already signaled that this objective would easily fall into the hands of the inexorable pilot.

In his first heat, Schetty completed the course in 3m47s5/10, a spectacular mark that promoted Ferrari to the first isolated position in the race. But the Brabham of Moser was still missing; and, just a few minutes later, the F1 driver found himself making the ascent to the Villars ski resort. Moser even tried to overtake the Ferrari in the standings, but a time of 3m52s was all Moser could grasp.

It was the end of the first heat and, as the drivers waited again to be called to the starting position, they reevaluated their performances to date. It was early afternoon when the second batch of climbs began to unfold. The positions remained unchanged among the top 5, with only Schetty and Merzario improving their marks compared to the first heat: a reduction of 3 seconds in Merzario’s time served to bring the Italian closer to second position overall, but not enough to make the Italian take the position of Moser, who remained firm in his post.

However, it was Peter Schetty who once again eclipsed the competition, further improving the record set by the driver in the first heat. 3m47s5/10 was the mark that definitively crowned Ferrari’s campaign in the 1969 European Hill Climb Championship, with a perfection that would have been unimaginable to even the most optimistic tifosi. Ferrari now joined the select pool of manufacturers, such as Maserati and Porsche, that had won titles in closed and open circuit events. It was yet another achievement, for the many already attained by the Maranello’s prancing horse brand.

POST-1969: A NEW CHAPTER FOR THE 212E

Although there was still one leg remaining in the 1969 European Hill Climb Championship (the Grosser Bergpreis von Österreich, in Gaisberg), both Ferrari and Schetty were already satisfied with the goals achieved. Due to this and other factors, such as lack of financial incentive from the Ö.A.S.C. in attracting the Scuderia to attend the event, the team then decided to not pack its bags to the contest, in order to give Peter Schetty and the mechanics involved in the project a well-deserved rest. This left the way open for Abarth, with Arturo Merzario taking his first victory in the tournament – a consolation prize for Ferrari’s valiant opponent in 1969.

The end of the 1969 season did not, however, mean an end to the race history of the 212E. Despite being officially retired by Scuderia Ferrari, the Montagna would find a second life in the hands of privateers, who would continue to perpetuate the model’s winning history in the early years of the 70s.

The first to continue the vehicle’s legacy in the post-Scuderia years would be the Austrian Egon Hofer, who had purchased the original 212E bodywork (pre-Trento-Bondone) directly from Scuderia Ferrari at the end of 1969. Before that, the driver had purchased a 206SP chassis (#66-016), which would serve as the base to the pseudo-212E. Hofer then commissioned Piero Drogo to join both parts, producing in the beginning of 1970 the 206SP/212E Hofer. The car was to be powered by a V6 Dino engine, taken from one of the ex-F2 Ferraris stored in the team’s workshops.

Despite some conflicting data on Hofer’s vehicle (with claims that, in reality, his car was the original #66-020/0862 – which, for the author, is pure speculation, due to concrete evidence of #020 in the hands of another driver in the same period), what is concretely known is that the Austrian entered only two races with the vehicle: the Erzherzog Johann Pokal (in April 1970) and the Behamberg Hill Climb (May 1970), before the 206SP/212E mysteriously disappeared, supposedly stolen by an employee hired by Hofer to transport the vehicle between races. Fortunately, the most important parts of the original 212E Montagna, the chassis, engine and the post-Trento-Bondone bodywork, would be saved from such dark fate, in the hands of a driver who would truly do justice to the vehicle’s genealogy.

As was known at the end of 1969, Ferrari had no intention of renewing the 212E project for the following year, with the team’s efforts returning exclusively to the F1 and WSC programs. And since the 212E had proven to be a superb vehicle in 1969, it was no surprise that many eyes turned to the car, with the expectation that Ferrari would put the vehicle on sale in the interlude between the 1969-1970 seasons. To the surprise of the privateers, who were the most interested in this prognosis, the team did not bother at first to capitalize on the desire generated by the vehicle, initially preferring to send the car for storage, in the team’s workshop in Maranello.

Despite numerous offers on the machine, the Scuderia remained resolute in its position, ensuring that the 212E would not be sold so easily. The negotiation difficulties began to bother potential interested parties, who lost patience with the intransigence of the Maranello negotiators, thus opting to do business with other Italian manufacturers (such as Abarth and AMS). However, one interested voice remained insistent on his objective: Edoardo Lualdi Gabardi.

The Italian, who had invested in the failed Abarth SP project at the beginning of 1969, was able to see first-hand the full potential of the 212E throughout the entire season, being, at the end of 1969, one of the main characters interested in purchasing the vehicle. Lualdi had been insistent with the Scuderia and Enzo Ferrari (a person he already had contact with, having been a customer of Ferrari cars in the 60s), and after a year of negotiations, Gabardi had finally managed to build an agreement with the team, with Maranello principals accepting an offer of 21 million lire (at the time, roughly US$34,000) for the 212E.

The car went through an extensive overhaul before being handed over to Lualdi Gabardi, with the bodywork undergoing a remodeling process in the hands of Enzo Ferrari’s son, Piero Lardi. Gabardi had high expectations for the car, and, despite winning the Italian Hill Climb Championship in 1971 with the vehicle, adding four more victories (Salita Castione Barati-Neviano Arduini, Coppa della Colline Pistoiese, Trofeo Città di Orvietto and the Coppa Teodori) to the total tally of the 212E triumphs, the driver confirmed for the first time that the 212E was not such a perfect car.

Without logistical support from Scuderia Ferrari, Lualdi had considerable problems with the vehicle’s reliability in several stages of the Italian Championship, the most serious of which was at Cronoscalata Castell’Arquato-Vernasca, when part of the 212E’s suspension gave way, with Lualdi losing control of the car and crashing in one of the curves on the climb. Due to these and other mechanical complications, Lualdi decided to abandon the car for 1972, putting an end to the history of the 212E Montagna in official events.

FERRARI 212E MONTAGNA: INFLUENCES AND LEGACY

The 212E’s magnificent campaign in 1969 had several ramifications for cars linked to the Maranello manufacturer. The first of these could be felt during the 1969 season itself, when some “pseudo-212” began to appear in the European and Italian Hill Climb Championships. One was that of Ferdinando Latteri, the 206S Spyder Montagna bodied to resemble a 212E, used by the driver in 1969 to win the San Giustino- Bocca Trabaria, Svolte di Popoli and Ascoli-San Marco hill climb races, and which had also appeared in the Cesana-Sestriere of the same year, causing some nuisance in some continental rivals.

There were, however, other 206S that sought to imitate the style of the 212E, clearly coping the lines of the most successful member of the family: for example, Pietro lo Piccolo’s 206S, which it was one of the best cases that demonstrate how the 212E impacted small Italian privateers who still used the 206S in open road events. And, as incredible as it may seem, these copies of the 212E even had a certain degree of success (as in the case of Latteri), regularly managing to reach the podium in several Italian national races.

However, the great influence of the 212E could be felt in the years after the magical year of 1969. The car’s aerodynamic and clean design had a sheer impact on other Ferrari designs, in particular, the 312PB, which seemed to carry several lessons from the Montagna project to the racing tracks. Despite being completely different mechanically, it is undeniable to notice the influence of the 212E on the 312PB design, with the 1971 car embracing the concept of a light, fluid and aerodynamic open-top bodywork, more associated with the 212E than the preceding 512M.

The victory of the Ferrari 212E Montagna in the 1969 European Hill Climb Championship was one of those fantastic motorsports acts that will endure throughout history and that certainly caused transformations in the entire context of the sport. Beating much better prepared and consolidated rivals in the category, such as Abarth and Alfa-Romeo, Ferrari demonstrated that with a conscious development process and focus on an objective, the goals, no matter how ambitious they were, could be achieved.

The hiring of Peter Schetty in 1968 to be part of the test program of the 212E was also a decisive factor in this mix, with the Swiss driver taking the project to a level that could never have been achieved by Ferrari designers alone. Schetty’s extensive experience in hill climb races, in addition to the driver’s recent stint with Abarth, Ferrari’s soon-to-be main rival in the 1969 championship, provided a valuable resource for mechanics and engineers, who had first-hand accounts of observations that could be inserted into the car, since the driver knew what would be determining characteristics in confrontations along the mountains and peaks of Europe.

Ferrari’s decision to focus on just one vehicle throughout the duration of the championship was also a bet that paid itself off in the end. As an example, just look at what happened to Abarth and its constant problems in keeping two cars competitive throughout each leg of the tournament. Whether due to a technical decision by Ferrari or the team’s own financial constraints in 1969, the diversion of resources solely to Schetty was one of the keys to success that year.

As the epigraph to this story, it is worth highlighting a speech by Enzo Ferrari to the Italian press before the Roßfeld race, which sums up the spirit of the team along with the 212E Montagna and Peter Schetty: “Noi veniamo com solo una macchina e li batiamo tutti” (Autosprint, 1969) – well, I think that the Commendatore was right in the end…

ACKNOWLEDGMENTS

• Italian Magazine AutoSprint: various editions from 1969, 1970 and 1971
• Italian Magazine Auto Italiana: various editions of 1969
• German Magazine Automobilsport: edition of April 2019
• Article La Stagione dei Gentlemen Drivers Italiani, by the AISA
• Article Il Dr. Latteri & Mr. Codones, by Giuseppe Valerio
• Book Da Saline a Volterra: La Corsa del Vento e del Macigno, by Mazzoni Maurizio
• A special “thank you” is addressed to everyone who kept photographic records of 212E over all these years – it is impossible to mention everyone’s name in this space, but without them, it would be impossible to build this narrative

The post Ferrari 212E: 55 Years of a Legend (Part 3 of 3) appeared first on Sports Car Digest.

In the midst of Britain’s post-war turmoil engineer Reid Railton was freshly out of a job at the beginning of 1923. So was his friend Henry Spurrier III, although he  was still working at Leyland Motors but on a reduced salary. Born in June of 1898, Henry Spurrier “Junior” was three years less eight days younger than Reid Railton. “A great deal of both work and leisure time was spent in each other’s company,” wrote Hugh Tours. Spurrier and Railton, close in years, became life-long friends.

Unfinished business remained at Leyland. The company’s directors, wrote Miles Thomas in The Motor, “have come to the decision to investigate the question of the market for a small and cheap chassis suitable alternatively for a light car and a 10 to 15 cwt. van. It is intended at first to produce the chassis in very small numbers in the experimental shops of the company.”

The post A Look Back at Reid Railton and the Arabs appeared first on Sports Car Digest.

Ecclestone, 94, was for decades the commercial rights holder of Formula 1 and was, therefore, the man who made it the global sporting powerhouse that it is today. It is fair to say that his collection of 69 historic Grand Prix and Formula 1 cars is the finest ever to have been assembled, and it is certainly the most impressive ever to have been offered for sale.

Every one of Ecclestone’s 69 cars is unique, having been stored away from the public gaze, in some cases for more than half a century. Many of the cars have never been seen since Ecclestone purchased them. Highlights are Ferraris raced in Formula 1 Grands Prix by legendary World Champions such as Mike Hawthorn, Niki Lauda, and Michael Schumacher, and Brabhams raced in Formula 1 Grands Prix by aces such as Nelson Piquet, Carlos Pace, and, again, Niki Lauda, among them the one-off Brabham-Alfa Romeo BT46B ‘fan car’, which raced only once, victoriously, to win the Swedish Grand Prix at Anderstorp in 1978 by more than half a minute.

Bernie Ecclestone Comments…

“I have been collecting these cars for more than 50 years, and I have only ever bought the best of any example. Whilst many other collectors over the years have opted for sports cars, my passion has always been for Grand Prix and Formula 1 cars. A Grand Prix and in particular a Formula 1 car is far more important than any road car or other form of race car, as it is the pinnacle of the sport, and all the cars I have bought over the years have fantastic race histories and are rare works of art.

“I love all of my cars but the time has come for me to start thinking about what will happen to them should I no longer be here, and that is why I have decided to sell them. After collecting and owning them for so long, I would like to know where they have gone and not leave them for my wife to deal with should I not be around. Tom [Hartley Jnr] is handling the sale for me because he knows the cars better than anyone else, his business is best placed to sell them, and I am guaranteed transparency which is important to me. Having collected what are the best and most original Formula 1 cars dating back to the start of the sport, I have now decided to move them on to new homes that will treat them as I have and look after them as precious works of art.”

Tom Hartley Jnr. Comments

“This is quite simply the most important race car collection in the world. There has never been and probably never will be a collection like it ever offered for sale again. The collection spans 70 years of Grand Prix and Formula 1 racing, and highlights include Mike Hawthorn, Niki Lauda, and Michael Schumacher World Championship-winning Ferraris, all of Bernie’s [Ecclestone] Brabhams including the famous ‘fan car’, and the Vanwall VW10, the car in which the great Stirling Moss won several Formula 1 Grands Prix on the way to Vanwall clinching the first ever Formula 1 Constructors’ World Championship in 1958, plus so much more.

But, for me, the collection’s highlight has to be the Ferraris. Bernie has assembled a collection of Ferrari Formula 1 cars that today would be near-impossible to repeat. There is the famous Thin Wall Special, which was the first Ferrari to ever beat Alfa Romeo, the Alberto Ascari Italian Grand Prix-winning 375 F1, the Mike Hawthorn World Championship-winning Dino which Ferrari campaigned over three seasons before it was donated to the Henry Ford Museum, plus historically significant World Championship-winning Niki Lauda and Michael Schumacher cars.

Because Bernie has retained ownership of the Brabhams since they were new, and many of those cars have not been seen for decades, people can forget quite how special a team Brabham was. Brabham scored 22 Formula 1 Grand Prix wins, 24 Formula 1 Grand Prix pole positions, 25 Formula 1 Grand Prix fastest laps, and two Formula 1 World Championships under Bernie’s tenure. The team was also very innovative, fitting carbon brakes to its cars in the 1970s, and was the first to introduce in-race refueling. Bernie was also the person who gave a young South African engineer named Gordon Murray a job – and other big names in motorsport such as Charlie Whiting and Herbie Blash were part of the Brabham boys.

I feel very privileged that Bernie has entrusted the sale of his cars to my Tom Hartley Jnr business. Formula 1 cars are cars that I know particularly well, they are not just cars that I have a great personal interest in, but we at Tom Hartley Jnr actively buy and sell them, too. However, there has never been a collection like this one offered for sale, and no one in the world has a race car collection that comes close to Bernie’s. This a great opportunity for a discerning collector to acquire cars that have never before been offered for sale, and it would be great to see them back on the track again.

All of the cars on the Formula 1 grid today look the same. If you stripped them of their liveries, you’d struggle to know which one was a Williams and which was a Ferrari. But when you look at some of the Grand Prix cars from the early 1960s to the late 1970s, they’d very much be at home in The Museum of Modern Art. This collection is the history of Formula 1.”

Above content © 2024 Tom Hartley Jr.,  reviewed and edited by Rex McAfee

The post For Sale: World’s Best Racecar Collection? appeared first on Sports Car Digest.

In this second part, the reader will participate in the moment of truth in the 212E project: the first race valid for the 1969 European Hill Climb Championship, in Montseny (Spain). Afterwards, we will follow the journey of Scuderia Ferrari throughout the first part of the championship season, with stops in Germany, France and Italy. Not everything would be roses for the team throughout these races, with the 212E demonstrating some weaknesses that could be fatal to the Scuderia’s objectives for 1969.

• Read Part 1 here

VI CARRERA EN CUESTA AL MONTSENY

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE RACC)

Although the pre-season tests gave very positive signs regarding the 212E Montagna, these only served as a base parameter for the upcoming races of the European Hill Climb Championship. So far, Ferrari has faced a somewhat disjointed effort from rival teams, with the Abarth cars being the only ones to demonstrate any possibility of challenging the Maranello manufacturer’s power. However, the time had come for representatives from Alfa-Romeo, Porsche and Ford to also join the fray, promoting the great duels for European peaks.

The first official stop on the 1969 European Hill Climb Championship calendar would be the Montseny massif, located in the interior of the Catalonia region (Spain). Since 1967, an integral part of the European championship, the hill climb had become one of the best events of the tournament, deservedly recognized for its exemplary organization, having as wallpaper the scenic landscape of the interior of Spain. The route, 16,300 meters long, was mainly composed of medium-speed zig-zags and areas of high acceleration, having as the starting point the city of Sant Celoni. The climb progressed, following the geographical features of the massif till the small village of Santa Fé de Montseny, where the finish line was located.

The 1969 race would be sanctioned by the F.I.A., with organization delegated to the Real Automóvil Club de Cataluña (RACC) – as the race was also part of the Campeonato de España de Conductores de Velocidad (the Spanish national racing championship, which also included hill climbing events). So, it was to be expected that in addition to the foreign pilots, a large contingent of Spanish drivers would attend the race, interested in scoring points in their respective national ranking.

After the 212E’s excellent performance at Volterra, both Ferrari and Schetty had concluded that the car was in perfect mechanical conditions, with almost no modifications being carried out by the team on the car during the interval between the two races. On the other hand, Abarth returned to appear on the entry-list, with Ortner’s 2000 SP Cuneo, in addition to the group 4 privateers, now definitively homologated for competition.

Activities in Montseny began on Friday, with free training activities continuing until the following day, Saturday. On each day, each pilot would have three chances to perform a climb, thus having access to certain parameters regarding the track conditions. In the end, there was a consensus among the pilots that this would be a climb without major problems from a mechanical point of view, since, for the 1969 edition, the entire length of the route had been repaved. The biggest concern was the weather, with broken clouds giving a dull tone to the entire Catalan region

The fastest Spanish driver in the qualifying sessions was Alex Soler-Roig, a well-known figure within the European motorsport scenario. With 9m55s9/10, the Spaniard achieved a surprising third place in the overall timing of the two days, driving a Porsche 907. However, it was again Ortner and Schetty who stole the show. Despite all Johannes’ efforts to get close to Schetty’s marks, the Austrian could do little to prevent the Ferrari from excelling on yet another mountain: Peter had recorded a magical time of 9m20s4/10 in the first sessions – as comparative term, Ortner had set as his best time 9m46s9/10.

The cloudy Saturday would give way to sunny Sunday, and with it, the promise of a great race at Montseny. While the cars were released individually, Scuderia Ferrari waited in line for its turn to be called to the starting line. Peter Schetty had great confidence that he could improve his time even further, despite certain parts of the circuit being wet, especially in the section close to the finish line, in Santa Fe de Montseny. However, expectations looked set to come true as drivers in other categories also improved their times despite the adverse weather conditions.

Schetty would start before Ortner, leaving the Austrian with all the pressure of having to beat the time set by Ferrari. And the Swiss was merciless with his strategy: on an almost perfect climb, Peter pulverized Montseny’s historic record, achieved by Gerhard Mitter the previous year: the German’s 9m30s3/10 had been surpassed by the 9m12s4/10 of Schetty and his Ferrari. Johannes Ortner would not have stood a chance against such a dominant performance, and, in the end, Ortner had to settle for a distant second place, being almost 30 seconds slower than the Ferrari in the race.

To make the day even more bittersweet for Abarth, the almost guaranteed third place was lost by the manufacturer just a few steps away from the finish line. Soler-Roig, defying the opposition of two Abarth SE010s (of Biscaldi and Taramazzo) in the Group 4 class, had managed to hold on to third place in the general classification, once again placing a Porsche on the podium of a hill climb event.

ALPEN BERGPREIS BERCHTESGADEN

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE A.V.D.)

Two weeks after the championship opener in Montseny, teams and drivers headed to the second stop of the season: Berchtesgaden, the picturesque town located in the foothills of the Bavarian Alps. With just 5,890 meters long, the Roßfeld-Berchtesgaden hill climb was the shortest of the whole championship, with the fastest track times generally being around 3 minutes and 20 seconds. The official track record had been set the previous year, by none other than Gerhard Mitter and his Porsche Bergspyder (with a time of 3m16s).

However, there was a second, even more impressive mark achieved by Mitter in training for the same race, who had supposedly completed a climb in a time of 2m55s – considered at the time the unofficial Berchtesgaden record. However, it would not be the German’s records that marked the 1968 edition of the event. Without a doubt, the most striking memory of that edition was Ludovicco Scarfiotti’s tragic accident, which cost the charismatic Italian driver his life. Therefore, there was no lack of incentives for a good performance by Peter Schetty and Ferrari for the 1969 edition: the ambition of breaking the record on another track, while at the same time paying tribute to the driver who had won two championship titles for the manufacturer during the 60’s.

But, when the team arrived to settle in the small German town, it seemed that the plans were going to go down the drain – literally. An incessant rain fell over the Bavarian region, turning the path where the cars would pass into a rapid. According to what was reported in the press at the time, when the first training sessions were held at the location, on Saturday (7th), more than four days of uninterrupted rain had already washed the zone; which gives the general picture of the situation at the event.

Despite the adverse weather conditions, the public showed up in reasonable numbers to witness this first session. There were also reasons for this: the unpredictability of the weather could open the door to some surprises, being the best opportunity so far that an outsider had to beat the 212E. The main threat to Ferrari and Schetty was the works-Abarth ‘Cuneo 2000’ of Johannes Ortner, but some privateers, such the Scuderia Brescia Corse and the Asashi-Pentax Team, with Luigi Taramazzo and Helmut Leuze, respectively (each equipped with an Abarth 2000 SE010) could also surprise as well. Alfa-Romeo also appeared in the championship for the first time, through semi-works Alfa Romeo Deutschland. The team would line up two T33/2s prepared for hill climb races, counting with a line-up composed of two experienced German drivers in this discipline: Michel Weber and Anton Fischaber.

At first, it seemed like some surprise might actually materialize, with both Weber and Fischaber demonstrating the potential of the new car. However, Ferrari’s 300hp engine was enough to offset any advantage of the Italo-Germanic team, which could count on a maximum output of ‘only’ 265hp. It was expected that Saturday’s training, in the constant rain, would provide excellent parameters for the drivers of what to expect for Sunday – but, once again, the situation did not follow the original script.

The teams were stunned to wake up on Sunday and discover that the rain had finally stopped – to give way to snow! A light white layer had covered the entire Bavarian region, which would certainly disrupt the entire course of the competition. Despite considering the possibility of postponing (or even canceling) the race, the Automobilclub von Deutschland (A.V.D.) decided to go ahead with the activities. A small improvement in the weather helped the track cleaning activity, with only a slight delay in the schedule. For the race, each driver would have to make two climbs on the 5,890-meter route, with the sum of the times defining the winner of the race.

The prototypes were to start first, allowing, even with a subsequent worsening of weather conditions, the pilots in the main category could at least have a chance to make a climb. The Ferrari, Abarth and Alfa drivers did their best in the first heat, knowing that this could be the heat that would define the weekend. Unsurprisingly, once again, it was Schetty who did best, with a spectacular time of 3m10s2/10. 5 seconds slower was second place Weber, with Taramazzo’s Abarth just behind.

As the pilots made their way back to the base of the Roßfeld mountain for the start of the second heat, the weather worsened again. A dense fog covered the track, and coupled with some showers, it became another complication for the drivers. But Schetty, unchanging in his stance with Ferrari, seemed not to care about the inconveniences of the weather. Despite doing a slower second lap, in 3m17s, the driver had once again managed to be the fastest in the battery, sweeping the weekend in the German Alps.

Michel Weber and Luigi Taramazzo also confirmed their positions obtained in the first heat, completing the podium in Berchtesgaden. The disappointment was due to Ortner, who, after achieving the fifth best time in the first heat, had dropped to sixth at the end of the combined times; It was a result to be forgotten by a driver, who, at the beginning of the season was aiming to be one of the contenders for the title race.

As a final addendum to this race, it is worth mentioning a sharp deterioration in time after the prototype races. Conditions became so dangerous that, after protests, some of the classes had the second heat canceled for safety reasons.

XLV COURSE DE CÔTE DU MONT VENTOUX

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE FFSA)

After the shortest race of the year, it was time for the longest race on the European mountain climbing calendar. The historic Course de Côte du Mont Ventoux, which, in 1969, was in its 45th edition. Located in the Provence region, Mont Ventoux was the mecca of mountain running in France, due to its long heritage of races in the discipline, dating back to 1902. In addition to this longer history, the place had a more recent importance: Mont Ventoux had hosted the first F.I.A.-sanctioned European Hill Climb Championship event in 1957.

This historic race would be won by a fellow countryman of Schetty, Willy Daetwyler. Peter, therefore, aimed to place himself in the pool of rare Swiss winners of the hill climb, which included, besides Willy, only one other driver, Heini Walter (winner of the 1963 edition). Ferrari was also another that coveted success on the traditional French event, as the manufacturer had (till 1969) achieved only one single victory in the general classification of the race in its history: in 1962, with Scarfiotti.

Mont-Ventoux was not only feared for its great length (21,600 meters), which strained the drivers’ memory to the maximum in trying to remember each bend and kink of the route, but also for its unpredictability. Due to the long distance between the start and the finish points, it was not uncommon for weather conditions to be completely different at both ends. Add this fact to the huge amplitude of the track, roughly 1,600 meters, between the lowest point (the village of Bédoin) and the highest point on the route (the peak of Mont Ventoux) and you understand why the track was so (in)famous.

Scheduled for June 22nd, all the main teams in the European Hill Climb Championship have committed to participating in the event: Scuderia Ferrari with its 212E for Peter Schetty; Abarth & Co., with two Abarth 2000s for Johannes Ortner and Arturo Merzario (recently promoted to the main team squad for the Hill Climb tournament); and Alfa-Romeo Deutschland, with its T33/2 driven by Michel Weber and Anton Fischhaber.

Unlike the race in Berchtesgaden, the weather conditions during the race weekend in Mont Ventoux proved to be minimally suitable for promoting a motorsport event. The pilots only faced some residual difficulty in the final session of the ascent, when mountain conditions were constantly changing: for example, on Sunday, the day of the official race, it was reported that visibility close to the finish line did not exceed 15 meters, due to a thick fog that enveloped the mountain peak.

Even if the weather did not present itself as a setback, this did not exempt the teams from having some other problems: Abarth was now facing strong opposition from Alfa for the position of second force in the championship, with the T33/2 consistently proving faster than the 2000 SE010. Ferrari, on the other hand, was going through great trouble, with mechanical problems putting the team’s perfect campaign to date at risk. The main one had to do with the 212E’s floor, which was beginning to give way after the exhaustive sequence of races that the car had been subjected to in the preceding weeks.

For unknown reasons, which could range from neglect or even inattention, the team failed to notice the cumulative wear on the vehicle, with the consequences unfolding at Mont Ventoux. Without the floor, essential components of the car were unprotected from the action of stones and other debris on the ground – things that are not uncommon in hill climb events. For example, during Saturday’s training, Schetty had complained several times to the team that the vehicle’s gearbox was rubbing against the ground, running the risk of damaging an essential mechanism beyond repair.

To get around the problem, the Scuderia mechanics present at the scene built a temporary protection on the lower part of the car, with the aim of preserving the vehicle at least until the end of the French event. Due to these problems, Schetty, who would have two opportunities to make the climb (like all the other drivers in the field) would risk everything in the first heat – as the Swiss had doubts whether the car would even survive this first run.

Even with these improvisations and problems, Ferrari had confidence in Schetty to triumph once again in the championship. Starting before the Abarth and Alfa, Peter tried to once again put on a gala display with the Ferrari: the driver had been extremely fast, especially in the initial and intermediate part of the climb. Despite having to reduce his pace a little near the summit of Mont Ventoux (due to the previously mentioned problems regarding visibility), the Swiss once again set an absolute record in a mountain climb.

Once again defeating a mark established by Porsche the previous year, Peter Schetty completed the almost 22 kilometers of the Mont Ventoux climb in 10m00s5/10, a spectacular mark in itself, and which is even greater when compared to the conditions of both the Ferrari and the track at the moment.

This left little room for the cars behind, with Abarth and Alfa now knowing that the fight between both manufacturers would be for second place. At the end of the two heats, it would be the cars from the Bologna manufacturer who would do better. Arturo Merzario continued his string of good results, which started in the Italian Hill Climb Championship, being the second fastest driver of the day with 10m33s5/10. Close behind, Merzario’s teammate, Johannes Ortner, who, recovering from his disappointing performance in Berchtesgaden, reached third place in Mont Ventoux. Both Firschhaber (4th place) and Weber (12th place) could do little to beat the Abarths in the event.

XXIX CRONOSCALATA TRENTO-BONDONE

EUROPEAN HILLCLIMB CHAMPIONSHIP (ORGANIZED BY THE A.C.I.)

After the exhausting sequence of races, which had started with the Volterra stage almost two months earlier, the teams would finally have time to do a retrospective analysis of their performance so far. The inter-season break, which comprised the three-week hiatus between the Mont Ventoux and Trento-Bondone races, was a welcome breath for the exhausted European Hill Climb championship teams.

While Abarth and Alfa were looking for solutions to try to get close to Peter Schetty’s Ferrari, the Scuderia’s first task was to solve the problems that had almost cost the team the victory in the Mont Ventoux race. The 212E would be submitted to an extensive remodeling and restoration program in Maranello, with the car, in addition to receiving the necessary reinforcements on the floor and chassis, undergoing other major mechanical and aesthetic changes.

The clearest of these was undoubtedly the presentation of a new body for the 212E, which applied new aerodynamic refinements (for example, the headlights were definitively deleted, eliminating the “fat” that still remained on the vehicle). The Scuderia’s engineers also took advantage of the time available with the car to also contribute to the remastered project, increasing the maximum output of the Tipo 232 engine to something close to the 320hp. But, as always, the modifications were based on mere studies and guesswork, and only on the track, this new package of updates could be truly tested.

Organized by the Automobile Club Trento in collaboration with the ACI, the Cronoscalata Trento-Bondone, the 4th stage of the 1969 European Hill Climb championship, was recognized as one of the most technical climbs on the entire calendar. More than 160 curves, bends and kinks composed the route, where only the cars with the greatest acceleration could fully develop their engines. Furthermore, the tortuous climb of 17,300 meters, with a positive ascent of 1,375 meters, was in itself a challenge for any pilot.

Due to the popularity of hill climb races within Italy, contests of this type attracted a large pool of entries – and, in a race as revered and well-known as the Trento-Bondone, it didn’t take long for drivers to start filling the vacancies in the various categories that make-up the event. In addition to Ferrari with its revitalized 212E, the main highlights of the event were Abarth & Co., with its Ortner/Merzario duo (Abarth 2000), Scuderia Brescia Corse, with Luigi Taramazzo (Abarth SE010), Alfa-Romeo Deutschland, which Michel Weber (Alfa-Romeo T33/2), in addition to Scuderia Monzeglio, which would line up another Alfa (T33/2) for Aldo Bardelli.

The teams gathered in Trento on July 11th, when the first free practice activities began to be carried out. For the pilots, despite the omnipresent difficulty of the climb, the race promised to be easier and more accessible than the last stages of the European Championship. The Italian summer was proving to be more forgiving for everyone involved in the race, with sun and mild temperatures proving much more pleasant than the snow of Berchtesgaden or the fog of Mont Ventoux.

But it wasn’t just drivers and staff who were grateful for the weather conditions, with the machines also returning the favor. In both Friday and Saturday training, the Ferrari, with its modifications, proved to be, by far, the fastest car on the grid. In one of the training heats, Peter Schetty managed to reach the mark of 11s27m8/10, a great time, but still 10 seconds away from the track record, set by Gerhard Mitter in 1967. The second fastest driver in the classification was Arturo Merzario, 11m48s2/10, with Weber, Ortner and Taramazzo right behind.

As had happened in previous days, Sunday, the 13th, dawned sunny and pleasant. A huge mass of spectators lined up along the 17 kilometer route, from the start line in Trento to the small village of Vason, the finishing point, just a few meters from the summit of Monte Bondone. Each driver would only have one opportunity to complete the climb, which meant that any error would be decisive for the final classification.

The first cars started the climb at 11:45 am, with 2-minute intervals between each vehicle. Starting first would be the cars from Group 4, followed by those from Groups 6, 7 and then progressing to the GT and Touring cars. Therefore, since the Abarth and Alfa cars were eligible for the Group 4 and the Ferrari was in the Group 7, Peter Schetty already knew what to do when the Ferrari was called to occupy its starting position, at 12:31 pm: beat a time of 11m33s5/10, set by Merzario just a few minutes earlier.

Given the starting signal, Peter started strong, precisely contouring the various elbows and apexes of the climb. Schetty felt that the modifications made by the Scuderia to the 212E made the car even more balanced and stronger, with the Ferrari behaving in an exemplary manner through the undulations of the track. During reaccelerations, the extra horsepower made all the difference, with Ferrari following the Swiss driver’s commands.

Throughout the climb, it seemed that Schetty was competing in two races: one against Merzario, for his own overall victory in Trento, and another against Mitter, for the overall race record. At the end of the 17,300-meter climb, the Swiss had won both matches: a spectacular time of 10m58s6/10 crushed another Porsche record, guaranteeing yet another resounding victory for Ferrari in the championship. In addition to Merzario, who had been dethroned from first place by the unbeatable Schetty, the German Michel Weber was on the podium, who, with 11m43s2/10, saved another third place for Alfa-Romeo in the tournament.

The post Ferrari 212E: 55 Years of a Legend (Part 2 of 3) appeared first on Sports Car Digest.

One of the stars of this drawing is a beautifully restored 1969 Camaro SS, an iconic muscle car that represents the peak of late-1960s American performance and design.

How Do I Enter?

Don’t miss your opportunity—enter by June 27, 2025, to be in the running, with the winner revealed on July 11, 2025. 

Tickets start at just $5, with bonus tickets available for donations of $35 or more. Pricing info below:

• $5 for 1 ticket
• $10 for 5 tickets
• $25 for 15 tickets
• $35 for 25 tickets + 25 bonus tickets
• $50 for 40 tickets + 40 bonus tickets
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• $200 for 240 tickets + 240 bonus tickets
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Secure your tickets online today for a shot at this classic! Use code “SCD2024” for 50% more tickets!

Own a Legendary Muscle Car and Make a Difference

The Ronald McDonald House Charities of the Central Valley provide a comforting home for families whose children are receiving medical treatment at local hospitals. By providing comfortable accommodations and essential resources, they create a “home away from home” that eases the emotional and financial burdens associated with a child’s illness.

Every donation empowers families by helping to reduce some of the costs of lodging and meals so that they can focus on the well-being of their children. RMHC programs make significant impacts, saving families millions of dollars every year.

Beyond that, the Annual Collector Car and Vacation Drawings live up to their promise of uniting people in fundraising for families facing critical medical situations. It enables one’s participation to translate directly into making a difference in these people’s lives.

Big Block Powerhouse: 1969 Chevrolet Camaro SS

Chevrolet launched the Camaro in 1967 to compete directly with the very successful Ford Mustang, entering the pony car segment in style and with performance. The F-body platform on which it was based gave the Camaro a host of options and trims, making it very versatile for buyers. Early on, the Super Sport (SS) became a favorite trim for its high-powered engines and aggressive styling; it quickly made the Camaro a force to be reckoned with in the world of muscle cars.

The 1969 Camaro SS is considered the peak of evolution for the first-generation Camaro. With its razor-sharp, new front-end design, signature “cocktail shaker” body lines, and a raft of powerful engine options topped by the legendary 396 cubic-inch V8, good for up to 375 horsepower. The ’69 SS is heralded by enthusiasts due to the availability of options ranging from street-friendly packages to full-on, track-ready ensembles; hence, this very definition of late-1960s American muscle.

This Classic Camaro is Show Quality

This 1969  Chevrolet Camaro SS has been restored to a show-quality standard, blending authenticity with enhanced performance. Finished in its factory-correct Code 71 Lemans Blue, the exterior showcases white hockey stick stripes, a cowl hood, and front and rear spoilers, with excellent chrome and stainless trim. The car sits on the correct SS Rally wheels fitted with newer BFG white-letter radials, completing its classic muscle car look.

Inside, the ’69 Camaro SS features an immaculate black-and-white houndstooth interior, complete with a center console housing functional gauges, a factory in-dash tachometer, and a Rosewood steering wheel. The restoration included a new dash bezel with woodgrain accents and a classic Bowtie AM/FM radio, creating a cabin that balances vintage charm with premium craftsmanship.

But beneath the skin, a comprehensively detailed engine bay presents a 1969 date-coded 396 CI V8 pumping out 375 horsepower. Performance enhancements include an Edelbrock Air Gap intake, Holley 750 CFM carburetor, MSD ignition, roller lifters, and rockers. When combined with a Muncie M20 4-speed manual transmission and a 12-bolt Posi-Traction rear end, this Camaro delivers on its promise of thrilling driving. Restored with pride, this is as close to stunningly outstanding as it gets for the true Super Sport on the road.

Your Chance to Drive Home This 1969 Camaro SS Next Summer

To own this classic 1969 Chevrolet Camaro Super Sport by next summer, consider participating in the Ronald McDonald House Central Valley’s Annual Collector Car Draw. This fundraising event offers raffle tickets for a chance to win this iconic vehicle. Purchase tickets here and check out other exciting drawings organized by Ronald McDonald House Central Valley.

While this article focuses on the 1969 Camaro SS, the other American car icon you could take home is this 1965 Pontiac GTO Coupe. Remember, sales close on June 27, 2025, at 11:59 PM. The drawing will be on July 11, 2025.

• $5 for 1 ticket
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Secure your tickets online today for a shot at this classic! Use code “SCD2024” for 50% more tickets!

The post This 1969 Chevrolet Camaro SS Can Be Yours Next Summer appeared first on Sports Car Digest.

The ultra-lightweight KAMM 912c captures all the magic of the classic 1960s design, further enhanced by the extensive use of carbon fiber to deliver a class-leading weight of 750kg (specification dependent). Combined with its extensively re-engineered, air-cooled four-cylinder engine, based on the famous ‘616’ powerplant, the KAMM 912c guarantees a fully analog, pure driving experience.

Founder Miklós “Miki” Kázmér and his team deeply love Porsche’s 912, often overshadowed by its famous sibling, the 911. Through careful attention to detail and a respect for tradition, Kázmér has brought the 912 back into the spotlight. For Kázmér, bringing the 912c to the US is a full-circle moment, as it was inspired by a visit to California’s famous Petersen Museum many years ago.

“I’ve always had a passion for the 912 and the 911,” he says. “But seeing the original 911R at the museum sparked my journey towards the 912c. I wanted to capture the same, designed-for-purpose attitude and bring it to life in what is now the 912c, a car created for drivers who appreciate the precision and classic style.”

Highlights

• KAMManufaktur 912c delivers its first US commission to the customer in Miami
• Carbon fiber bodywork contributes to a best-in-class weight of 750kg
• Re-engineered four-cylinder, ‘616’ engine delivers impressive 185hp
• 912c represents the very best in craftsmanship, driving dynamics, and comfort
• KAMM 912c to be joined by the open-top Targa in 2025
• KAMM 912c Semi-Carbon €355,000. KAMM 912c Full-Carbon €395,000. KAMM 912c Targa €375,000

Once old, now new

Originally released in the US at the New York Auto Show in 1965, the Porsche 912 was known for being a usable and nimble sports car. Today, KAMManufaktur is taking that original character and elevating it, giving owners the same thrills with added craftsmanship, performance and everyday usability.

However, the 912c is more than an updated classic. Crafted in Budapest by a team of passionate experts whose experience includes Singer, Koenigsegg, and Porsche Motorsport, each 912c is based upon a classic 912 donor car, updated with lightweight carbon fiber panels that are designed and manufactured in-house, but retaining its original chassis.

Made by Hand

Every 912c is fully bespoke, created with modern essentials that are discretely hidden for everyday comfort behind authentic design and world-class craftsmanship. Partnerships with iconic names such as Fusina and TracTive ensure that every detail stays true to the original and exceeds expectations.

Weight, regarded by drivers as the enemy of driving enjoyment, has been a major focus for Kázmér. As well as carbon fiber extensively throughout the build, the windows are lightweight, scratch-proof Lexan polycarbonate and every component has been redesigned to save weight. The body is reinforced with 40mm Cro-Moly tubing to create a strong tub-like structure and an optional FIA-approved roll cage for track use. This attention to weight reduction has created one of the lightest sports cars in its class – in original 912c specification, as light as 750kg.

Plenty of Juice (ha ha)

Under the hood, KAMM has transformed the original 1.6-liter engine into a 2.0-liter powerhouse, delivering 185hp and 205Nm of torque. While it retains elements of the original 616 motor, every component has been re-engineered for power, strength and daily driver reliability. KAMM designed and engineered the short-shift transmission, which connects to a Porsche hydraulic racing clutch before power is sent to a ZF limited-slip differential. AP Racing provides impressive stopping power, while TracTive coil-over suspension balances road comfort with track-ready handling.

The interior features equally impressive attention to detail. An authentic Fusina steering wheel complements Electronic Smiths instruments. Fusina, famous for its seats in the 1960s and ‘70s, has returned to manufacture a brand-new signature seat designed specifically for the 912c. Modern touches like air conditioning, wireless phone charging, and heated seats are subtly included, but don’t expect a touchscreen as KAMM is all about keeping things pure.

Finally, no KAMM 912c would be complete without its stunning, custom wheels, with some designs inspired by the iconic Porsche 917 and even a carbon hybrid option. ”The KAMM 912c is so much more than a restomod,” says Kázmér. “We have taken many years to explore and re-engineer almost every element of the 912 to make it a truly bespoke product, crafted by Kamm. And while the changes are extensive, I insist upon retaining the classic looks of the original 60s car, along with a driving experience that mimics that of a 1960 thoroughbred racer.”

Full or Semi Carbon

Two coupe KAMM 912c models are available – the Semi-Carbon which retains some original steel bodywork, and the Full-Carbon which has full carbon fiber bodywork. A 912c Targa is also available. Each car is unique, tailored to the owner’s preferences and carefully built over 12 months, with only limited build slots available each year.

KAMM 912c Semi-Carbon €355,000. KAMM 912c Full-Carbon €395,000. KAMM 912c Targa €375,000. KAMM has designated ZWECK as a North American sales representative and service partner. ZWECK specializes in Porsche car sales, performance and service, operating from a large facility based in Miami, Florida.

”While remaining true to the 912 philosophy,” says Alvaro Rodriguez of ZWECK, “KAMM faithfully augments the original concept without compromise, using the best of modern technology. The 912c is a unique offering in the niche of resto-modified cars and has been engineered and executed to an extraordinary standard, equal in quality to the likes of Singer and Gunther Werks.”

KAMM 912c Production Specifications

Body:

• Original bodywork fully restored by KAMM expert craftspeople
• Body reinforced with hidden 40mm Cro-Moly tubing to create a tub-like structure
• Lightweight windows manufactured from hardened, scratchproof Lexan polycarbonate
• Carbon fiber wing mirrors created by KAMM based on the famous Talbot 3000
• Performance-oriented aerodynamic underfloor covering and front splitter
• Option of full bolt-in roll cage to FIA specifications

Engine

• 2.0 liter air-cooled 616 4-cylinder engine
• Produces 185hp at 6,500rpm and 205Nm at 5,200rpm with a 7,200rpm redline
• Torque of 170Nm available as low as 2,000rpm
• JPS air-cooled cylinder heads and pistons further modified by KAMM
• Individual throttle bodies created by KAMM
• Bespoke intake and exhaust primaries engineered by BDN for KAMM
• Reduced friction from revised cooling blades developed by Fuhrmann, Carrera, and KAMM
• Airbox created by BDN and KAMM with active valve connections
• Over 200 versions of the new engine tested in simulation by KAMM and BDN

Exhaust

• Bespoke performance exhaust designed by KAMM and BDN and produced by REEF
• Exhaust engineered to allow full flow or operate in quiet mode

Gearbox

• Original 901 5-speed dogleg gearbox upgraded by KAMM to provide a reassuringly precise shift feel.
• Three gearing patterns: short, long, and touring
• Linkage and short shifter developed by KAMM
• ZF limited slip differential
• Porsche hydraulic racing clutch

Electrics

• Wire harness and connectors developed to motorsport specification
• Electronic control unit by SCS with two modes for daily driving or performance and track
• Power Distribution Module by range specialist AIM Technologies
• Smiths gauges produced to KAMM specification by Caerbont Automotive
• 175 amp alternator developed by WOS Performance

Interior

• Choice of racing or touring carbon fiber seats developed by Fusina Racing and KAMM
• Range of FIA specification belts and harnesses available
• Fusina Racing steering wheel
• Comfort features include electric air-conditioning, lightweight carpeting and a sound system with Morel speakers.
• Comfort options include heated seats.

Suspension and brakes

• TracTive semi-active front and rear coil-over suspension
• AP Racing braking system with ventilated discs and hydraulic handbrake

Wheel options

• Classic design with steel-look aluminum wheels in R15/R16 J6 size
• Replica 917 style carbon 360 wheels in R15/6.5
• Iconic three-piece 917 style wheels in R15 J7

Additional Information

Go HERE for more information.

Above content © 2024 Kamm Manufaktur,  reviewed and edited by Rex McAfee

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The post KAMManufaktur 912C appeared first on Sports Car Digest.

In accepting the award, Concours Chairman Sandra Button recognized the team of 1,200 volunteers who made the event possible and emphasized the importance of the cars themselves: “I’m here to represent the cars,” she said. We can’t do this without them.”

Concours Chairman Sandra Button

Sandra talked about the importance of caring for cars and maintaining their authenticity—mainly as new technologies arise that can so easily change things: “We have to be fair to cars, history, and people. I look at the restorers, and I think, ‘Please be careful. Please keep these cars real. Authenticity is all we have.’”

A first for a Preservation Class entry

She also recognized enthusiasts like Fritz Burkard of Switzerland, “who brings his cars to life with his passion.” Burkard’s 1934 Bugatti Type 59 Sports took the top award at the 2024 Pebble Beach Concours—it was the first preservation car to do so—and during the IHMA ceremony, it was named Car of the Year.

Other award recipients

One of the Concours’ Best of Show Nominees, a 1948 Talbot-Lago T26 Grand Sport Saoutchik Fastback Coupé owned by Robert Kudela of the Czech Republic, was named the Restoration of the Year. And Bruce Meyer, a longtime Concours advisor, was recognized for Personal Achievement. The awards also recognized many other friends of the Concours.

The International Historic Motoring Awards are offered by the team at Hothouse Media, which publishes Magneto and Octane magazines. Lockton Insurance Brokers was the presenting sponsor of this notable occasion.

IHMA organizers announced the Motoring Event of the Year award goes to “the world’s best motoring event, whether a festival, concours, one-marque gathering, anniversary celebration or other collector car show.” The Restoration of the Year award is “for the best classic car restoration completed since October 2023.” A panel of judges determines these and many other winners. The Car of the Year award, chosen by an online public vote, goes to “the car — classic or new — that has made the greatest impact on the collector car world this year.”

Looking ahead

The 74th Pebble Beach Concours d’Elegance will take place on Sunday, August 17, 2025, and will celebrate the centennials of Invicta, Chrysler, and Moretti, the creations of Virgil Exner, the 75th anniversary of Formula 1, and Japanese Concepts & Prototypes—with other features to come.

More Information

For more information on the Pebble Beach Concours or to purchase tickets, go HERE.

Above content © 2024 Dr. Ing. h.c. F. Porsche AG reviewed and edited by Rex McAfee

The post Pebble Beach Concours d’Elegance Named the Motoring Event of the Year appeared first on Sports Car Digest.

Don’t miss your chance to win a stunning 1965 GTO Coupe! This iconic car captures the spirit of 1960s performance with its powerful V8 engine, manual transmission, and unmistakable head-turning style.

How Do I Enter?

Enter by June 27, 2025, for your shot at this fully restored and numbers matching classic. The winner will be announced by July 12, 2025.

Tickets start at just $5, with bonus tickets available for donations of $35 or more. Pricing info below:

• $5 for 1 ticket
• $10 for 5 tickets
• $25 for 15 tickets
• $35 for 25 tickets + 25 bonus tickets
• $50 for 40 tickets + 40 bonus tickets
• $100 for 100 tickets + 100 bonus tickets
• $200 for 240 tickets + 240 bonus tickets
• $500 for 600 tickets + 600 bonus tickets

Purchase your tickets online today! Use code “SCD2024” for 50% more tickets!

Win An American Automotive Icon While Supporting a Cause

The Ronald McDonald House Charities of the Central Valley provides a comforting “home away from home” for families with children receiving medical care at nearby hospitals. They offer a supportive environment with accommodations and resources to help families navigate the challenges of their child’s illness.

Every contribution empowers families by easing their emotional and financial burdens. Supporting RMHC programs means providing critical coping mechanisms and reducing costs for lodging and meals—saving families $736 million last year alone.

The Annual Collector Car and Vacation Drawings are more than fundraisers; they foster community connections and allow car enthusiasts to make a meaningful difference in the lives of those in need.

One of the Stars of This Draw: 1965 Pontiac GTO

Enthusiasts often hail the Pontiac GTO as the first true American muscle car. This car debuted in 1964 as a performance-focused option for the Tempest. By 1965, it had firmly established its reputation, thanks to its sleek redesign and enhanced power. The 1965 GTO featured stacked headlights, a distinctive split grille, and a range of potent engines, including the legendary 389 V8 churning out up to 360 horses with Tri-Power carburetion, a pretty remarkable output for any American car at the time. 

A standout moment for this Pontiac came when Car and Driver famously pitted a GTO against a Ferrari GTO in a comparison. The Ferrari had originally inspired the GTO name. The moniker is an Italian abbreviation for Gran Turismo Omologato (“grand tourer homologated”), cementing its status as a performance icon of the 1960s muscle car era.

Muscle Car Royalty

The 1965 Pontiac GTO on offer boasts a gorgeous turquoise with a urethane basecoat/clear matched with a new parchment interior that blends harmoniously with the body of the car and accentuates its classic car elegance.

Under the hood lies a Tri-Power 389 CI V8 engine producing 360 horsepower, sending its output to the rear wheels through the Muncie 4-speed manual transmission with the correct white ball shifter. On top of that, the chassis, engine, and transmission are all numbers matching the original equipment! 

Brought Back to Its Original Glory

This 1965 Pontiac GTO Coupe was brought back to factory-fresh condition via a comprehensive, frame-off restoration. Its striking turquoise exterior gleams with impeccable gaps, fit, and finish, paired beautifully with a parchment interior. Updated 15-inch wheels and tires provide a modern touch, while the correct 14-inch rally wheels are included for authenticity.

Inside, power windows, a new parchment interior, a rally gauge cluster, and a wood steering wheel provide comfort and class. Mechanically, it comes with power steering, front disc brakes, and a posi-traction rear differential, making this classic as good to drive as it looks

Want to Drive Home This Pontiac GTO Next Summer?

To get your hands on this 1965 Pontiac GTO by next summer, follow these steps consider participating in the Ronald McDonald House Central Valley’s Annual Collector Car Draw. You can purchase tickets here, and learn more about other drawings by Ronald McDonald House Central Valley.

And while this article features the 1965 Pontiac GTO Coupe, you could also win a 1969 Camaro SS. You must purchase all tickets before 11:59 PM on June 27, 2025. The drawing will take place on July 12, 2025.

Tickets start at just $5, with bonus tickets available for donations of $35 or more.

• $5 for 1 ticket
• $10 for 5 tickets
• $25 for 15 tickets
• $35 for 25 tickets + 25 bonus tickets
• $50 for 40 tickets + 40 bonus tickets
• $100 for 100 tickets + 100 bonus tickets
• $200 for 240 tickets + 240 bonus tickets
• $500 for 600 tickets + 600 bonus tickets

Purchase your tickets online today! Use code “SCD2024” for 50% more tickets!

Get your tickets today, and we wish you the best of luck!

The post Win This 1965 Pontiac GTO Next Summer appeared first on Sports Car Digest.