1981 Ferrari 512 BB - Berlinetta Boxer VIN: F102BB 33971 Engine: F102B00000748 Chassis: 33971 Engine-out, major service, including new timing belts Complete with book, tools, jack and spare One of only 929 Ferrari 512BBs ever built Stunning restoration Updated mechanicals, gearbox and suspension to 512BBLM specs 4.9 liter flat-12 engine 5-speed manual transmission First sold in Europe this Boxer was brought into the United States in early 1981. No Berlinetta Boxer was ever sold new in North America, as Enzo Ferrari did not believe it to be worth the cost of federalizing. Ferrari Compliance of Santa Ana, CA imported the car and had it modified to US specification for around $16,000. With an original list price of around $40k for the 512BB, and an additional $16k for federalizing it looks like Enzo may have been right. 33971 was first offered for sale by Ron Tonkin Ferrari in Portland, OR in April of 1981. Frank Kawalkowski, a San Francisco commercial real estate broker and Ferrari collector, would be the first owner of the silver Boxer. After over a decade of ownership, in 1994 he would put the car up for sale with 48,000 kilometers (29,826 miles) on the clock. The next owner, another Californian, would keep the car until 1997 when it would move on to its third owner, Ray Hartman of Santa Barbara, CA. In 1998 the Boxer would be sent to Sal Garcias Waterfront Automobili in San Francisco for paint and leather. In 2001 the car would go to Symbolic Motors in San Diego, CA for major service including updating the Boxer mechanicals, gearbox and suspension to 512 BBLM specs. During this period of restoration the kilometer odometer was replaced with one showing miles, and was reset to zero. Canepa would acquire the car from Hartman in late 2004 and put it into inventory. Canepa sold this car to its last owner in 2005. He purchased the car showing 1238 miles on the odometer. Over the past 9 years he put on just about 11,000 miles, and during that time the car was maintained by both Ferrari of Seattle and Canepa. Some of the work included having the carburetors rebuilt, all the shocks rebuilt, a new radiator, cooling system service, and regular timing belt services. The transmission was rebuilt by Bob Wallace, famous Lamborghini test driver and owner of Bob Wallace Cars in Phoenix, AZ. Right after coming through our doors the Boxer was partially disassembled so that the chassis, frame, engine, transmission, belly pans, suspension, and wheel wells could be inspected, hand cleaned, and detailed. Over 350 hours of mechanical service and concours detail work were performed over the past few months until the car finally met our standards. Mechanical highlights include a complete timing belt service, valve adjustment, water pump rebuild, and all the gauges were cleaned and restored. Now this rare Berlinetta Boxer presents as new; a flawless example of what Road and Track called the best all-around sports and GT they had ever tested. About the Ferrari Berlinetta Boxer: The Ferrari Berlinetta Boxer was introduced in 1973 to replace the 365 GTB/4. Designed by Leonardo Fioravanti, it was a radical departure from the front-engined Daytona in design and purpose. Enzo Ferrari felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout. This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. In the late 60s Ferrari finally allowed the production of the mid-engined Dino road cars, but only if they used the less powerful 6-cylinder engine, and not carry the Ferrari badge. Real Ferraris had 12 cylinders. The 365 GT4 Berlinetta Boxer was the first mid-engine Ferrari badged street car. In 1976 the 365 GT4/BB was updated as the 512 BB, resurrecting the name of the earlier Ferrari 512 racer. The engine was larger at 4942cc, had an increased compression ratio of 9.2:1. Only 929 512BB models were ever produced. In popular culture the 512BB is forever connected to the video of Sammy Hagars automotive anthem I Cant Drive 55. Specifications: Mid-mounted 4.9 liter flat 12 cylinder engine 360 horsepower 333 lb-ft of torque Top speed: 188mph 0-62: 5.4 seconds
1968 Ford Torino NASCAR Driven by David Pearson in his 1968 Championship NASCAR season Built and campaigned by Holman Moody Restored by Steve Gantz In 1968, Pearson made 48 of the years 49 events. Driving a Holman-Moody #17 Ford Torino he qualified on the pole 12 times, won 16 events, scored 36 top-fives, 38 top-tens, and won his second NASCAR Grand National championship. He scored his wins at Bristol, Richmond, North Wilkesboro, Asheville-Weaverville Speedway, Darlington, Beltsville Speedway, Langley Field Speedway, Charlotte, Middle Georgia Raceway, Bristol, Nashville Speedway, Columbia, Bowman-Gray, Asheville-Weaverville, Hickory, and Augusta Speedway.
1973 Triumph Stag Mk2 VIN: LE21675U One-owner, 100% original paint, interior and trim Numbers matching 40,747 miles from new Unrestored and immaculate Fully serviced and concours detailed This Triumph Stag is a documented one-owner example, purchased new by Byron Webb as his personal car when his dealership, Webb Motors in Roanoke, VA, was a factory authorized Triumph dealer. Originally used for touring early on, and in recent years exercised only on Sunday morning drives to church, the 40,747 miles is original and correct. The Stag has spent its entire life in Mr. Webbs climate controlled garage, or on proud display in his dealerships showroom. Maintained since new by Mr. Webbs factory trained mechanics, it presents in stunning condition. Having received meticulous, almost fanatical care and maintenance throughout its life, Mr. Webbs only changes from the original specifications were non-invasive upgrades that included a dual oil and temperature gauge in place of the original temperature gauge, a Crane XR-7000 electronic ignition, and a Rimmer Brothers radiator. Such low mileage cars, no matter how well cared for, always need a good bit of fettling to get them back up to reliable road going spec. When we acquired this car an extensive diagnostic was performed, and all the outstanding issues have been resolved. Some of the major projects included: rebuilt heads and a full engine reseal, brake service, rebuilt carburetors, A/C service and reseal, front suspension bushings, steering rack rebuild, clutch slave cylinder rebuild, new alternator, and a full engine tune-up. During our work on the car we discovered the factory hardtop might have never been removed. The original convertible top was resting in pristine, unused condition in its storage compartment behind the seat. The original Michelin spare tire still sits in the trunk, along with the original tool roll. All evidence points to this being the most original Stag in existence. Add to that a concours level detail, and this British icon is now in show winning condition both cosmetically as well as mechanically. About the Stag: Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL. To help cement it in the public eye it would be driven by James Bond in Diamonds Are Forever. In fact Aston Martin objected that the Stag V8 sounded better than their DBS, so they demanded an overdub with a different engine. All Stags were four-seater convertible coupes, but for structural rigidity and to meet new American rollover standards of the time, the Stag required a B-pillar roll bar hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment. The new Triumph V8 was enlarged to 2997 cc to help the car fulfill its roll as a grand tourer. To meet emission standards in the USA, the troublesome mechanical fuel injection was dropped in favor of dual Zenith-Stromberg 175 CDSE carburetors. Unitary construction was employed, as was fully independent suspension MacPherson struts in front, semi-trailing arms at the rear. Braking was by front disc and rear drum brakes, while steering was power-assisted rack and pinion. About Webb Motors: Webb Motors was founded in the 1940s selling British engines and motorcycles. In 1955 the company moved to its current location in Roanoke, Virginia, and operated as a British Leyland dealership, continuing to do so through their demise. Nowadays, they offer restoration, repair, and sales of British cars, including those they sold new. Webb Motors is still run by the original owner, octogenarian Byron Webb, and his son-in-law Louie Cross.
1975 Ford Torino IMSA / NASCAR Chassis No: HM001 Team: Holman Moody Drivers: David Pearson, Larry Pearson, Gary Bowsher, Jim Bowsher Engine: Ford Boss 429 Cubic Inch V8 Horsepower: 600+ Weight: 3500 lbs Top Speed: 207 MPH In 1975 NASCAR founder Bill France asked IMSA and the FIA to create a class for stock cars in their series, and in particular the 24 Hours of Daytona and the 24 Hours of Le Mans. Holman and Moody built this car at Frances suggestion specifically for those two races. This car was based on a fabricated Grand National style chassis that was nearly identical to the one developed for oval track racing. NASCAR Ford Galaxie based front suspension components and massive drum brakes were used up front, with a trailing arm-equipped, coil spring suspension system in the rear. Power came from a dry sump equipped Boss 429 engine mounted as low and rearward in the chassis as possible to aid in handling. The IMSA rules allowed more freedom in fabricating the body than what was allowed in NASCAR racing. The Torinos body was sectioned so severely that its rocker panels were completely removed. Large front and rear spoilers add to the cars road race looks and serve as the mounting points for brake and driving lights. David Pearson and his son Larry, along with Jack Bowshers sons, Gary and Jim, were assigned to drive the car at Daytona. The Pearsons led the NASCAR class during the daylight hours of the race. As night fell, the Bowshers kept the car in contention until they were sidelined for three hours while a blown engine was changed. The team came back to finish a remarkable first in class and sixteenth overall. Plans to campaign the car at the fabled 24 Hours of Le Mans fell through when John Holman unexpectedly passed away. The Torino was never raced again. This car has not been restored-it is exactly as it rolled off the track at Daytona in 1976. David Pearson is second only to Richard Petty on NASCARs all-time win list with 105 victories. In all, Pearson entered 572 races, of which he won 105 and placed within the top five 301 times. Pearson was the NASCAR Champion in 1966, 1968 and 1969. Pearson became the first man to break the 190 mph barrier at Daytona in 1969. Holman Moody was Ford Motor Companys official racing contractor. They prepared the famous Ford GT 40s, A/FX Mustangs, Shelby Cobras, and Stock Cars. They have competed in NASCAR, Sports Car Racing, Drag Racing, and Ocean Boat Racing.
1967 Ginetta G12 VIN: G12-15 Restored and track ready FIA Historic Technical Passport 1.6 liter Lotus Twin-Cam Straight Four engine Less than 3 race hours on built motor Includes set of extra wheels/tires, springs, gears, control arms, air filter, starter, slave cylinder, gaskets, ect. Tubular space frame Designed to go head-to-head with racecars like Shelby Cobras, Lotus Elans, even Ford GT40s First sold to Arthur E. Allen of Competition Car Imports in Los Angles, California on April 7th 1967. This G12 was ordered with a 1600cc twin-cam engine and Hewland 5-speed gearbox with limited slip differential. The car would set sail from England on the 6th of May aboard the Amsteldyk bound for Los Angeles. It is believed to be the first G12 brought to America. The Ginettas last owner purchased the G12 in 1989 from noted British engineer and Morgan racer Chris Lawrence. Lawrence was a class winner at Le Mans in 1962, and is most remembered for engineering and building the amazing Morgan +4 SLR. The car was immediately transported to J & L Race Cars in Puyallup, Washington where they did a full restoration on the car. They would go on to maintain the Ginetta during its historic racing career, which included the Monterey Historics and most every West Coast track. The G12 was restored a second time by J & L Race Cars in 2013/2014 and has not been raced since. The Lotus twin-cam engine was built by Dave Vegher, and has less than three hours on it. Spares List 20+ Hewland gear ratio sets, shifter fork, distributor cap, lugnuts, lugnut shims, pump accessories, CV boots, input shafts, assorted bearings, CV joint, head gaskets, control arms, front and rear springs, starter, speedometer cable, brake pads, stub axle, assorted gaskets, set of wheels and tires, brake rotors, pressure plate and clutch discs, oil filter, air filter, coolant hose, master cylinder, assorted belts and disc brake rebuild kits About the Ginetta G12: Debuting in 1966, the G12 is widely touted as the first-ever British mid-engined GT car to be produced. Ginettas brave new giant killer showed immediate success. In period it was noted for successfully going head to head with formidable racecars such as Shelby Cobras, Lotus Elans and Europas, and even Ford GT40s. Ginetta historian and author Trevor Pyman estimates only 28 G12s were built in period. The G12 featured a tubular steel spaceframe with center body/cockpit section bonded to it for extra strength, and removable one-piece sections front and rear. The front suspension was comprised of proven Triumph-derived uprights, double wishbones, and coil springs. Out back the rear end featured the classic arrangement of single upper transverse links with lower reversed wishbones, radius arms, and coil springs. Anti-roll bars were fitted fore and aft with Triumph Spitfire-sourced Girling disc brakes being mounted outboard on all four wheels. Steering was by rack and pinion.
Those with a limited budget should consider purchasing a project vehicle as an option to entering into classic car ownership.
1963 Porsche Carrera 2 Coupe by Reutter VIN: 120351 Cosmetically and mechanically restored Zuffenhausen award winner at the 2009 Porsche Parade 4-cam engine rebuilt by expert Chris Powell 130 horsepower vs. a normal 356s 95 horsepower One of 310 Carrera 2s made in 1963 The Carrera 2 was an amazing advancement when it arrived in 1961, and the most expensive car Porsche had ever built. The star of the show was the jewel of an engine that resided in the back of the car: a two-liter, quad-cam masterpiece that put out 130 horsepower. This example has been meticulously mechanically and cosmetically restored by Road Scholars in North Carolina. They took 120351 down to its bare shell and painted it in its factory correct slate grey. Autobahn Interiors took the Carreras original interior and recovered its correct hue in red leather. The engine was rebuilt by four-cam expert, Chris Powell, of Chriss German Auto Service. While not original to the car, the Type 587/1 engine is correct to a 1963 Carrera 2. All the original components on car were completely restored before being reinstalled. Every system was gone through and examined for functionally and correct appearance. Completed in 2008, the car would go on to win the Zuffenhausen Award (296.2 points out of 300) at the 2009 Porsche Parade. Here is an excellent opportunity to own a mechanically and cosmetically correct example of the rare two-liter, four-cam Carrera 2 - the most advanced 356 ever built. About the Carrera 2 Introduced in the autumn of 1961 at the Frankfurt Auto Show, the 2-liter Carrera II became the first Porsche production car to have disc brakes. Numerous additional cooling vents were among the recently introduced improvements, but most attention was focused on the new 1,966cc four-cam engine. This produced 130bhp (DIN) at 6,200rpm, and while the Carreras top speed increased only slightly to around 125mph, there was a marked improvement in acceleration despite the newcomers greater weight, the 0-100mph time being cut from 33.5 seconds to 27.2. The Carrera II had been introduced part way through 356B production, and continued virtually unchanged after the 356Cs arrival in 1963. The Fuhrmann-designed Carrera 4-cam engine, Type 587/1, with 130 hp, was very complex, and it took an experienced factory mechanic using brand new parts nearly 100 hours to assemble. This was an expensive venture for any car company, let alone one as small as Porsche. The 356B Carrera 2 Cabriolet cost around $8,000, almost twice the cost of a similar pushrod-engined Cabriolet, by far the most expensive road car Porsche had ever produced, and probably the most costly to build. As a comparison, a new Cadillac Eldorado convertible cost just over $6,000. Obviously, this was a hard car to sell at those numbers, which accounts for its scarcity and exclusivity today. The cars acceleration is truly exhilarating, enthused Road & Track magazine. The clutch takes quite a bit of throttle without protest, and when one finds that it is time for 2nd gear, down comes the stick in a flick, more acceleration, and other cars pass as in reverse. High up in the speed range this is it-the effortless superiority of the true high-performance machine. 1,966 CC DOHC Flat 4-Cylinder Engine Dual Solex 40PII-4 Downdraft Carburetors 130 BHP at 6,200 RPM 4-Speed Manual Gearbox 4-Wheel Annular Disc Brakes Independent Front and Rear Suspension
1970 Pontiac Firebird Trans-Am VIN: 72AS18 In the days before our modern 186-mph Y-rated tires, street tires were street tires, and race tires were race tires, and never the two shall meet - until the T/A. The B.F. Goodrich Radial T/A was the first American-made tire that was DOT rated, and also had SCCA approval for track competition. In order to prove the new tire had what it took, B.F. Goodrich looked for a team and a series to run a street tire in professional competition. They found a perfect partner in Terry Godsall and Jerry Titus T/G Racing. They had built a trio of Pontiac Firebirds for the 1970 season. At the end of the season papers were signed, and the Firebirds became Tire Birds. This car was the third of three cars built by Jerry Titus T/G Racing for the 1970 Trans-Am season. Driven by Canadian champion John Cordts, Don Pike, and Larry Dent, this car was raced in Trans-Am, the 24 Hours of Daytona, the 12 Hours of Sebring, and SCCA events. B.F. Goodrich took stock T/As and shaved off half the tread and had them put on the 3,200 lbs racecar. This Firebird eventually became the first production car to win a race using radial tires with a class win at Watkins Glen. At the 24 Hours of Daytona they moved up 14 places in the first 5 hours, but the 303 ci Pontiac V8 would let go early in the morning on Sunday, ending their race. They proved their point though, being the first street tire ever to run at Daytona. After Daytona the Firebird would become a Camaro. The team had already convinced the SCCA to allow this car to run with a Chevrolet engine instead of the problematic Pontiac engine based on the fact that Canadian Firebirds could be delivered with Chevrolet engines. As a precaution the car was converted to Camaro bodywork in time for the 12 Hours of Sebring. It remained in Camaro trim for the remainder of its active racing career. At the conclusion of Godsalls contract with B.F. Goodrich the car was sold to Alfie Ruys de Perez, and was raced by him in the 1972 Trans-Am season with assistance from Mo Carters team. He recorded a top speed of 187 mph during his time with the car. Its final professional stint would be with Canadian Don Clement who campaigned the car in IMSA and CSCC events. Don Clement would advertise the car for sale in February 1980. This car has been restored to a very high concours standard by Trans-Am specialist Mark Mountanos and his team. The attention to detail down to the nut and bolt level is second to none. A huge collection of documentation, historic photographs, and interviews with Titus team members has insured a proper period correct restoration. The car has participated in just seven races since the restoration was complete including the Monterey Historics. Today the car is in spectacular condition, fully sorted, and race ready. Last owned by a prominent west coast collector and vintage racer it has always had top quality care and preparation. The car looks as if the restoration had been completed yesterday. The car has only three race weekends since a complete race-prep. Tony Oddo built the Chevy engine which has only 12 hours of track time, and produced 485.1 hp and 377.6 torque on the dyno. The T10 transmission has been completely rebuilt by Tex Racing. Race History 1970 Watkins Glenn Trans-Am - Cordts , 22nd. (Goodyear tires) Canadian Sedan Championship, Mosport - 3rd, Cordts Watkins Glenn SCCA National - Cordts, 1st, A Sedan, 2nd overall (first production car to win a race using radial tires.) 1971 24 Hours of Daytona 24 - Cordts, Pike , DNF (converted to Camaro) 12 Hours of Sebring - Cordts, Pike, DNF Bridgehampton SCCA - Dent, 2nd Cumberland SCCA - Dent, DNF Lime Rock SCCA - Dent, 1st in class, 10th overall Bryar Trans-Am - Dent, 16th Thompson SCCA - Dent, 2nd Road America June Sprints - Dent, 3rd Mid-Ohio Trans-Am - Dent, 3rd Nelson Ledges Trans-Am - Dent DNS 1972 Bryar Trans-Am - Perez, 8th Mid Ohio Trans-Am - Perez, 29th Watkins Glenn Trans-Am - Perez, 9th Donnebrooke Trans-Am - Perez, 26th Road America Trans-Am - Perez, 8th Saniar Trans-Am - Perez, 14th About Jerry Titus In 1967, Jerry Titus was the Trans-Am Champion racing a Ford Mustang for Carroll Shelby. In 1968 and 1969, he was third in the Trans-Am series. He had 43 career races with 4 wins in the 1967 race season. He had 5 poles, and 7 wins in his career as a driver or co-driver. At the final 1968 Trans-Am race at Kent, the big news was that Jerry Titus was leaving Ford and moving to Pontiac. Terry Godsall, a young Canadian businessman, offered Jerry a chance to run a team of his own Pontiac Firebirds. In going with Pontiac, Titus found that he was handicapped by the need of a great deal of developmental work, especially on the engine. Early on, Godsall pulled out of the Trans Am series, saying that the SCCA was inconsistent in its rule enforcement policies. Jerry then carried on the administrative responsibilities as well as driving for his team. In 1970, Jerry Titus decided to stop building Firebirds for customers and concentrate on his own race cars. Three cars were built. This BFG Tire Bird and the Titus car are the only cars that still exist. The third Trans Am Firebird was severely wrecked in a crash and eventually destroyed. The 1970 Season was Jerrys last season.
1982 Porsche 935 L Chassis: 935 L1 This is Bob Akins famous Le Mans car of 1982. It was one of the wildest Porsche 935s of the post-factory era, and also one of the fastest. From 1977 the Porsche 935 was the car to have if you wanted to win IMSA or world championship events, but by 1982 it became very clear that a standard 935 was no longer competitive. The Porsche factory built its last 935 in 1979, so it was left to private teams to develop the cars with more aggressive aerodynamics and chassis designs. Bob Akin knew if he wanted to win, he would have to come up with something totally radical for the 1982 season. Akin commissioned Chuck Gaa of Gaaco to design and build a Super GTP 935. To improve aerodynamics and increase the straight-line speed of the new car a Lola T600 GTP nose was used. A new purpose built monocoque bonded aluminum chassis was constructed combining the best of the new GTP technology with the proven power and reliability of the Porsche 935 mechanicals. According to the rules, the windshield and roof section of a standard Porsche 930 still had to be used. To improve airflow even further the entire roof structure was tilted to put the windshield at a better angle. Due to its complexity and unique design, the car was delivered late after the season had already begun. It made its first appearance at Lime Rock in May, which served as a test for Le Mans. At the 24 Hours of Le Mans in June the cars design came into its own and showed tremendous straight-line speed down the famous Mulsanne Straight. Unfortunately Akin and co-drivers David Cowart and Kemper Miller only lasted two hours before a malfunction with the reserve gas tank sidelined the car. After Le Mans the car returned to the United States to compete in the remainder of the 1982 IMSA season. After much testing and development the car finished fourth at Mid-Ohio with Akin and Hurley Haywood driving, and seventh at Road Atlanta with Akin and Derek Bell. The cars final appearance would be at the Pocono 500. The car sat in Akins shop until 1999 when Jacques Rivard purchased the car and performed a complete restoration, bringing the car back to better than new condition. All suspension components were crack checked, and new components were used where needed. G&S Autoworks completely rebuilt the engine and transmission. It now is one of the most potent 935s in vintage racing. Canepa completed a full inspection and detail on the car. It is in spectacular condition and is eligible to compete in historics worldwide, including the Rolex Monterey Motorsports Reunion. Race History 5/31/82 Coca-Cola 400 Lime Rock 23rd Bob Akin #5 6/20/82 24 Hours of Le Mans DNF Akin, Cowart, Miller #76 8/22/82 Road America 500 miles 33rd Akin, Bell #5 9/5/82 Mid-Ohio 6 Hours 4th Akin, Haywood #5 9/12/82 Road Atlanta 500 km 7th Akin, Bell #5 9/26/82 Pocono 500 miles 39th Akin, Bell #5 Specifications Engine size: 3.2 liter Power rating: 800+ horsepower Body material: Bonded Aluminum Monocoque with Fiberglass Body Weight: 2324 lbs Suspension: coil-over MacPherson strut - front, coil-over trailing arm - rear Tires: 23.5 x 10.5 - 16 front, 27 x 14 - 16 rear Dimensions: 78 wide, 190.5 long
1987 Porsche 959 Komfort VIN: WP0ZZZ95ZHS900125 Canepa Generation I upgrade 576hp at 6100 rpm, and 501 ft/lbs of torque at 4500 959S suspension with titanium coil-over springs and Bilstein gas struts California Smog Legal Interior color to sample, black interior Porsche Certificate of Authenticity 2.85 liter twin turbo flat six engine One of the first high-performance street cars with all-wheel drive The 125th of just 292 production examples built, this stunning 959 Komfort was completed December 18, 1987, and sold to well-known Japanese enthusiast Yoshiho Matsuda, joining his impressive Porsche Museum in Hakone. It was ordered with leather to sample, all-black interior. In 1999, this 0125 was purchased by collector and vintage racer Jamie Mazzotta of Newport Coast, California with only 890km (553 miles.) 0125 was imported to the United States for Mazzotta by Canepa Design on September 30th 1999, and was stored in the Foreign Trade Zone until the cars Show or Display exemption was granted on March 2, 2001. Once arriving at the Canepa facility the work began to federalize and update the 959. The engine system was specd to meet Federal and California emissions requirements. This included eliminating the stock sequential turbo system and installing an all-new twin turbo system, including Garrett ball-bearing turbos, re-designed wastegate, upgraded fuel system, complete new stainless steel exhaust system with dual catalytics, EGR, sequential engine management system with ADL, F1 technology engine wiring harness, high output ignition system, upgraded alternator charge system and battery module, air pumps and air regulator valves, spark plugs, titanium heat shielding, idler control valve, and sensors. Work was completed in 2003, and on September 17 2003 the 959 received its coveted EPA and California emission certification. Now smog legal the 959 puts out 576hp, and 501 ft/lbs of torque. A significant increase over the stock 450hp, and the 0-60mph time was reduced to just 3.2 seconds. While the engine conversion was underway the 959 also received other Canepa 959 upgrades. These included the Canepa wheel/tire upgrade, the 959S suspension conversion, the Canepa headlamp upgrade, and Pagid brake pad upgrade. The 959 was purchased by Tony Hart on June 25, 2010. It would return to Canepa in 2013 for a full service that included new tires, all fluids, new clutch, engine reseal, conversion of air conditioning from R12 to R134, and an all-wheel drive system service. Since returning to Canepa in 2017 the 959 has recieved a new ignition system and tune, as well as a concours detail.
1981 Kremer Porsche 935 K4 IMSA GTP Chassis: 935-K4-01 During the mid-70s the Porsche factory reigned supreme with dominate performances from their rugged turbo-powered production racecars. By 1979 the factory began to switch its efforts to the new 936, 956, and 962 prototype, non-production based racing cars. This change spelt the end for the factory Porsche 935. However, a demand still existed for the continued development of the ferocious 935. Fortunately some years earlier Porsche had given its blessing to a number of racing teams with close ties to the factory to purchase components and drivetrains, and then designed and produced their own upgraded chassis and bodywork. While these newly constructed vehicles were still generally referred to as Porsche 935s, in reality, they were entirely new designs that advanced the 935 concept to a new level of speed and sophistication. The pinnacle of these independent efforts was the overall win at the 24 Hours of Le Mans in 1979 by the Kremer 935 K3, the last production based car ever to win overall at Le Mans. The Kremer Brothers of Cologne, Germany had enjoyed a close relationship with the factory since 1970, and were allowed to proceed independently with further development of many models of racing Porsches. They built their first variant of the 935, the K1, in 1976. By 1981, Kremer was ready to produce its fourth version of the Porsche 935, the K4, inspired by the factory Moby Dick 935 produced by Porsche in 1978. In fact, the factory gave the Kremers the drawings, parts, and the Moby Dick car itself on commission to build the new K4. 01 is the first of only two K4s produced, and as a result of Kremers constant development, bore little resemblance to an early factory 935. The K4 had evolved into a totally different vehicle, built on a full tubular chassis, with only a roof and windshield being supplied by the Porsche factory. 01 was fielded by Kremer Racing in Europe during the 1981 season, and was driven by Bob Wollek to TWO WINS and a total of six podium finishes. John Fitzpatrick bought the car from Kremer for the 1982 IMSA season, and his team of Glen Blakely and Max Crawford immediately set to work on upgrading and modifying the car. They built a completely new body with in-door air ducts for the intercoolers, and also designed a new rear suspension and belly pans. Mechanically the K4 continued to develop the tried-and-true 935 turbo motor by using enhanced air-to-air intercoolers and ducting resulting in a 50 horsepower advantage over other 935s. With the boost fully turned up the car was capable of producing well over 800 horsepower. The result of all of this work was FIVE WINS and only one DNF in 1982. In 1983 the car raced only twice, with another win at Riverside. In 1984 the K4 was rented to Al Holbert for three races, which saw the switch to Holberts #14 and Lowenbrau livery. In 1986 the K4 moved into private hands when Fitzpatrick sold it to Mike Hagen of Los Angeles, CA. It passed through a few owners over the years including actor Nicolas Cage from 1999 to 2002, and most recently Touring Auto Maintenance. During their ownership the car was taken care of by Amalfi Racing, and there are extensive maintenance records and race setup notes that come with the car. Since arriving at Canepa the K4 has received a thorough mechanical inspection along with over 150 hours of concours detail work. With drivers such as Bob Wollek, John Fitzpatrick, David Hobbs, Derek Bell, Al Holbert and Preston Henn, this Kremer K4 represents the end of one of the greatest eras of GT racing. Here is a unique opportunity to own and drive the last in a line of stunningly successful Kremer 935 race cars. The K4 was a sensational car, the fastest 935 ever, and still is. - John Fitzpatrick Most recently the K4 has been featured in the August/September 2016 issue of Classic Porsche magazine. Specifications: Engine: 700hp @7500rpm 536 ft/lbs @ 6100rpm 3,162 cc twin-twin turbo flat six with an aluminum block and head, dry sump lubrication, dual ignition, Kugelfisher fuel injection, Carillo connecting rods, Mahle forged pistons. Transaxle: Porsche G30 four-speed synchromesh, with spool differential Weight: 2,229 lbs, with a 39% front / 61% rear split Top speed: 220 mph when fitted with the Le Mans gearing
1959 Lister-Chevrolet Costin BHL 121 Prototype and first Lister Costin Raced at Goodwood in its 1959 debut Completely restored and race prepped Invited to the Goodwood Revival, and eligible for historic racing worldwide Chevrolet 327 cubic inch V8 engine 4-speed manual transmission In all of vintage racing, there is no more desirable or collectible category of cars than the front-engined sports racers that ran in International and SCCA competition from the mid 1950s into the early 1960s. As a group, they embody the beautiful shapes, wonderful sounds, and exhilarating performance that defines historic racing. During that era probably the most respected and successful independent manufacturer was Lister of Cambridge, England. In the early 50s, out of a personal love for racing, Brian Lister steered his third generation engineering and fabrication company into building race cars. Beginning with MG and Bristol powered sports cars the young team immediately made a mark on the European racing scene. After a fire at Jaguars Browns Lane Plant destroyed the competition department in February 1957, Lister was there to pick up the pieces. Now with a supply of Jaguar D-Type engines the firms cars really started to dominate racing in Europe. In the US, Listers cars were fitted with Chevrolet V8s by the likes of Briggs Cunningham, Jim Hall, and Carroll Shelby. By 1958 Lister was a force to be reckoned with on both sides of the pond. The Lister Knobbly, as the 1958 car was commonly known, was regularly seen beating the best Europe and the US had to offer, including the factory Jaguar entries sharing the same engine. To maintain Listers competitive advantage for the 1959 season Brian Lister hired noted aeronautical engineer and aerodynamicist Frank Costin to redesign the Knobbly. His credentials included years of work for de Havilland Aircraft company, as well as designing the sleek bodywork for the Lotus Mark VIII, Lotus Eleven, and the Vanwall VW5 - the winner of the very first F1 Constructors championship. Drawing on all of this expertise he came up with the design for the Lister Costin, which was in many ways a true D-Type successor. In total, thirteen Lister Costins were built; one Chevrolet V8 powered prototype, and twelve production versions; three with Jaguar power, eight with Chevrolet V8 engines, and one with a Maserati V8. BHL 121 holds the distinction of being the prototype, and very first Lister Costin. Fitted for a Chevrolet V8, the car was cloaked in Costins new, smoother body. The car was delivered to its first owner, gentleman racer John Ewer, in early 1959. Ewer would go on to successfully race BHL 121 at Snetterton, Goodwood, and Silverstone over the next year. Ewer sold the car in August 1960 to Jimmy de Villiers of Southern Rhodesia. Villiers would export BHL 121 to Africa to participate in the 1st Rhodesian Grand Prix. The car ran next with Rhodesian driver John Love at the wheel, and is believed to have won a South African Championship for him. In 1986 the car was found and purchased by Cedric Selzer, a former Team Lotus F1 mechanic turned restorer, and returned it to UK. Shortly after, veteran club driver David Beckett purchased the disused, but original racecar, and engaged in a complete restoration that was completed in 1987. Beckett would go on to race the car at historic events throughout the late 80s and early 90s, with Beckett winning the HSCC and AMOC Championships in 1988 and 1991. Beckett would go on to sell BHL 121 in the early 90s to David Clarke of Taylor and Crawley who subsequently traded the car to a new owner who hired accomplished sports car drivers Tony Dron and Soames Langton to pilot the car at historic events. The car would eventually be sold at the Brooks Auction at the 1995 Goodwood Festival of Speed for $184k. The winner of the car was Vintage Racing Motors from the USA. They exported the car to the US where it would join their fine historic race car collection in Seattle. In 1999 the car found a new owner, Pat Hart. Hart handed it over to New Zealander, Tony Garmey of Horizon Racing and Performance in Maple Valley, Washington, for a complete restoration and race preparation. Garmey completed the restoration in record time, and went on to take 2nd in class at the Monterey Historics later that year. He would continue to race the car for the next decade both on the West Coast and in New Zealand. He returned to the Monterey Historics in 2001 to sit on pole and win his class against Ferraris, Maseratis, and other Listers. Since arriving at Canepa BHL121 has been mechanically sorted, and cosmetically refinished in its original stunning Crimson red paint with Wimbledon white roundels. A hand painted number 1 is emblazoned on the side, just as it was when it raced in 1959. The car is running period Hilborn fuel injection on fresh 327cid Chevrolet fed through a T-1O 4-speed dog-leg transmission. It sits on fresh Dunlop rubber wrapped on alloy Dunlop-style wheels. The wheels were handmade in Australia to be 100% visually period correct while as the same time meeting modern racing stress specifications. The car was fully crack checked. Raced at Snetteron, March 22, 1959 - Driver: John Ewer Raced at Goodwood, March 30, 1959 - Driver: John Ewer Raced at Snetteron, September 6, 1959 - Driver: John Ewer, 4th Place Raced at Martini Trophy Silverstone meeting, May 21,1960 - Driver: John Ewer, 3rd Place
1993 Mercedes-Benz 500E VIN: WDBEA36E9PB914462 Built in collaboration between Porsche and Mercedes 32,829 original miles One of only 1,596 built in 1993 Complete with books, sales brochure, and service records Five liter V8 engine 4-speed automatic transmission One of the best under-the-radar cars in the automotive world is the Mercedes 500E. Built in collaboration with Porsche in the early 90s, it is one of the greatest Q-ship sedans ever built. Using parts from the SL sports car and accessing Porsches hand made expertise these special cars took and average of 18 days to build. With the powerful 322hp 5.0 liter V8 came impressive performance such as 0-60mph in under 6 seconds and a limited top speed of 155mph. A few clues gave away that this was not your ordinary W124 with its aggressive stance that has a 1.5 inches wider track, 0.9 inch lower profile, flared fenders, side skirts, and a front air-dam. Thankfully the final package, to the untrained eye, was not bold enough as to attract unwarranted attention from law enforcement. This example was purchased by its first owner on July 29th 1993 at Claridges Ltd in Fremont, California. It would spend the next 16 years in Northern California, and in 2009 the car would move on to its second owner in Florida. Today the car has covered only 32,829 miles and service records from 2003 till 2017 verify mileage, along with its clean CarFax. Since its arrival at Canepa the 500E has undergone a complete mechanical inspection and service, as well as our signature concours level detail. Now is the time to buy one of these quickly ascending super-sedans, and this low mileage example is the perfect vehicle to satisfy your need for elegant, understated speed for four. Factory options 241 left front seat electrically adjustable with memory feature 291 airbag for driver and front passenger 300 storage box in front tray 340 additional 3rd stop lamp 412 electric sliding roof with tilting device 441 steering column, electrically adjustable 461 instrument with mileage and English lettering 494 California version 524 paint preservation 540 electric roller blind for rear window 551 anti-theft warning system 581 automatic climate control 592 heat-insulating glass with windshield band filter and rear window pane laminated glass 636 elimination of warning triangle 662 tires 225/55R 16 with light alloy rims 668 packaging for vehicle to be delivered 757 Becker radio Grand Prix 2000 USA 803 model year 1993 810 sound system 873 heated front seats
1932 Ford Highboy Original Henry Ford body and chassis 324ci Oldsmobile Rocket 88 V8 3 Stromberg 97 carburetors 4-speed Oldsmobile Hydramatic Transmission Chopped top Quick change rear end Recently completed restoration in 2013 Bill Peterson award for Best Original Steel at 2017 Portland Roadster Show Rumored to be have been built by Barris Kustom in 1958. The first owner brought the stock Ford chassis to modify the body and drivetrain and this marked the starting point of the hot rods life. The hot rod has its fenders removed, chopped the top by almost 5, and was fitted with 1956 Oldsmobile 324ci Rocket 88 V8 engine paired with an Oldsmobile Hydramatic Transmission. Once the modifications were completed, the hot rod was delivered back to its owner in unpainted but drivable condition. Over time the owner drove the car while adding finishing touches and eventually sold the car to its next owner, who then tasked themselves with painting the car. The car then went through several owners over a period of 50 years before being discovered in Santa Ynez, California. It was found abandoned in a storage garage by Bob Greg, a friend of the owners son who originally had the hot rod back in the early 60s. Remembering back to when he rode in the back seat of the hot rod with his friend, he set out to restore it back to its former glory. He would begin the process of restoring the car himself back to its original spec from 1958 both visually and cosmetically. The Olds engine had been swapped with a Ford unit, so another 56 Oldsmobile engine and 4-speed Hydramatic transmission were sourced and mildly modified. Gregg noted that when stripping the car, he found 8 pounds of lead on the rear corners of the roof, leading to that the car was indeed modified in period. Three Stromberg 97 carburetors were used, just like how it was back in 1958. Finned aluminum Buick drum brakes, a Weiand intake manifold, and a quick-change rear end completed the restoration of the yellow hot rod in 2013. In 2017 it made its first debut at the Forest Grove Concours dElegance in Portland, Oregon and won the Bill Peterson award for Best Original Steel Pre-1935. This fully sorted and restored hot rod, complete with its period drivetrain and cosmetic modifications, is ready to show on the street or a concours lawn just like it did back in 1958.
1990 Ferrari Testarossa VIN: ZFFSG17A2L0087270 Matching engine 7,565 original miles Exceptionally original One of 452 produced for the U.S. market in 1990 California Car Major engine-out service less than 700 miles ago Large binder of service documents All books, tools, jack and spare 4.9 liter Flat-12 engine Built in November of 1990, the Rossa Corsa Testarossa was imported to the U.S., bound for the golden coast of California where it was first offered for sale by San Francisco Ferrari. On June 17th of 1991, it would go home with its first owner who lived in San Mateo, California. The Ferrari would remain in California over the course of close to three decades and would be driven sparingly. They would keep the Testarossa for more than 20 years, keeping the car meticulously maintained by Modena Motors in Redwood City, with service documents back to 1991. During their ownership, he would only add 6,900 miles to the odometer. At 7,478 miles, the car would receive a full engine out service, including valve adjustment and all belts, as well as host of other maintenance items. Work was done by GP Enterprises LLC of Redwood City, California. Upon arriving at Canepa, the Testarossa was given a full mechanical and cosmetic inspection. With the car deemed mechanically sound, the Ferrari was then treated to a concours level detail with nothing left untouched. The chassis was cleaned from tip to tip, bringing the underside back to how it left the Maranello Ferrari factory. The interior, trunk and engine compartment were hand cleaned leaving nothing short of spotless, and the exteriors original paint was polished to a stunning shine. With a matching numbers engine, low mileage, spectacular original condition and a recent major engine out service, this Ferrari Testarossa is an excellent representation of the Prancing Horse of the era.
1957 Porsche 356A Coupe VIN: 101091 Meissan Blue Full ground up cosmetic and mechanical restoration Porsche Certificate of Authenticity and Kardex Numbers matching engine and transmission Engine pushed out to 1720cc during rebuild 4-speed manual transmission Includes restoration receipts and photographs Multiple show winning car Includes factory hubcaps Introduced as the successor of the first 356 in Autumn of 1955, celebrating Porsches 25th anniversary and 10,000th car ever made, the Porsche 356A was born. More powerful engine choices and a host of different visual design cues was Porsches way of evolving the look of the 356 that would see its production go onto 1965. This Meissan blue 356 would be produced on July 9th, 1957, and was destined for the U.S., originally optioned with sealed beam headlights, the speedometer in miles and with USA bumpers. It would then be shipped from Germany and imported in Hoffman, New York. In 2005, the 356 would be commissioned to have a full ground up concours restoration by its then owner Charlie Presta. The meticulous 2-year restoration would be carried out by Restoration Works of Chico, California. With a large photo album that shows the restoration, the car was installed on a rotisserie and stripped down to just its steel tub, properly refinished, corrected and repainted in its original Meissan Blue color. The interior received all new upholstery and the gauges were rebuilt. The suspension was completely gone through and the engine was entirely rebuilt, pushed out to 1720cc in the process for extra power. The transmission was also gone through and made sure that each of the 4 gears shifted beautifully. Completed in 2007, the car would then go to a number of shows over the next few years, taking home two Best of Show and seven First in Class awards with the stunning 356. Canepa would then acquire the car in 2012. When it arrived at Canepa, the 356 was still in concours condition from adding so few miles since the completion of the restoration. It was then sold to a Northern California owner who took the utmost care in the car. During his 5-year ownership, the car remained in almost undriven condition, adding less than 1,300 miles to the odometer. Upon arriving back at Canepa, the car still looked as though it had just completed its concours restoration. The car was completely serviced and every system was gone through from front to back, making sure that everything was in perfect working condition. It was also subjected to a full Canepa Difference concours detail. This included hand cleaning the entire underside of the car, engine bay, trunk and interior, making it look as clean as when it rolled out of the Porsche factory. The Meissen blue paint was painstakingly polished to make sure that it shined as if it had just completed its restoration. Mechanically ready to take a cross country tour and cosmetically fit to bring home a best of show, this Porsche 356A will please any and all air-cooled Porsche lovers. Show Results First Place - Chico Concours dElegance (European Exotics), September 2007 First Place - Road & Track at Road America Concours dElegance, July 2008 Best of Show - The Milwaukee Masterpiece Club Day, August 2008 Best of Show - Milwaukee Region PCA Concours dElegance, August 2008 First Place (Class A) - Milwaukee Region PCA Concours dElegance, August 2008 Second Place (Class A) - Milwaukee Region PCA Concours dElegance, October 2008 First in Class - Chicago Region PCA Concours dElegance, June 2009 First in Class - The Milwaukee Masterpiece - International Sports & Gran Turismo, August 2009 First in Class Porsche - The Milwaukee Masterpiece, August 2010 First Place - Class A - 356 Club Southern California - North Meets South, May 2011
1967 Chevrolet Camaro Trans-Am Built and driven by Mr. Corvette Dick Guldstrand Winner of the 4 Hours of Mont-Tremblant First Camaro to win a Trans-Am rules race Most recently owned and driven by 2009 Trans-Am Champion, Tomy Drissi #TA011 in the Historic Trans-Am Registry Dick Guldstrand is legend in the Chevrolet community, known simply as Mr. Corvette. He was hand picked by Chevrolet Director of High Performance Zora Arkus-Duntov who told race-team owner Roger Penske to hire Guldstrand as on of his first drivers in 1965. He would go on to win the GT class at the 24 Hours of Daytona and the 12 Hours of Sebring in 1966. That same year he would be one of the drivers who were tapped for the filming of the legendary racing movie Grand Prix. In late 1966, Guldstrand caught the eye of Peyton Cramer, former Shelby man and the new owner of Dana Chevrolet in Southgate, California, who hired him to be the dealerships racing and high-performance manager. Dana quickly began to set up a new Camaro and Corvette for Guldstrand to race in 1967. Gunning for the Sebring Trans-Am race in March they were not willing to wait for the Z28 production to begin. So Dana took a January production SS 350 Camaro and turned it into a Z28 racecar. The 305 inch engine would be supplied by Traco. Guldstrands approach to the building the Camaro emulated his experience with the Grand Sport Corvettes. He completely disassembled the Camaro, weighed each component, secured the lightest weight replacement parts available, and then built a race car that was lightweight, low, and strong. Those notes would later become a key portion of the Chevrolet Engineering handbook on how to build a 67-69 Camaro Trans-Am car. It also did not hurt that the center of gravity for Guldstrands Camaro was better than any other early Camaro race car thanks to a simple modification he engineered that lowered the upper control arms. The template of that modification is still used by first-gen Camaro owners to this day. Running in the Dana Chevrolet colors this Camaro Old Blue raced in March of 1967 in the 4 Hours of Sebring Trans-Am event driven by Guldstrand and Bob Bondurant. Three appearances at USRRC support races would follow with 1st, 2nd and 6th finishes. In May came one of the cars greatest drives at the 4 hours of Mont-Tremblant in Canada. There Guldstrand and co-driver Tom Payne would take the top prize with a hard fought victory becoming the first Camaro to win a Trans-Am rules race. Old Blue would just miss the podium at the Paul Revere 250 at Daytona on the Fourth of July with a fourth place finish. Its next race would be the SCCA Regionals in Santa Barbara where the Camaro would rack up its third win of the season. The season would wrap up at Riverside 250 Trans-Am with Guldstrand at the wheel and an 8th overall finish. At the end of the season the Camaro would be purchased from Dana Chevrolet by Sam Coniglio of Burbank, CA. He would go on to run the Camaro in a few events is 1968 including the Riverside Trans-Am, where Guldstrand would drive for him. Shortly after the car would move on to Jim Moffatt of Palos Verde who would race the car in the early 70s at Willow Springs and the Riverside Trans-Am. After Moffatts passing in 1976 the Camaro would be driven as a street car by its next two owners Richard Therrien of Oceanside, CA, and then Daniel Sheriff of Campbell, CA. In the late 1980s Ed Mueller of New Jersey would purchase the car out of California. Guldstrands long time mechanic Bobby Joe McDonald would go on to restore the car for him, and Traco Engineering would rebuild the 305ci V8. Mueller would successfully run Old Blue in historic racing at tracks like Lime Rock and the Atlanta Motor Speedway. Tomy Drissi purchased the car in January of 1996 and has actively participated in Historic Trans-Am events at the Rolex Monterey Motorsports Reunion, Sonoma Historic Motorsports Festival, and the Coronado Speed Festival. 1967 Season March 31, 4 hours of Sebring Trans-Am, 18th overall, 14th in Class Guldstrand April 23, Las Vegas USRRC Support Race, 6th Guldstrand April 30, Riverside USRRC Support Race, 2nd Guldstrand May 7, Laguna Seca USRRC Support Race, 1st Guldstrand May 20, 4 hours of Mont-Tremblant, 1st overall Guldstrand/ Payne July 4, Paul Revere 250, 4th overall Guldstrand Sept 1, SCCA Regionals Santa Barbara, 1st place Guldstrand Sept 17, Riverside Trans-Am, 8th overall Guldstrand
1964 Shelby 289 Cobra VIN: CSX 2518 Authentic rack & pinion street Cobra Restored both mechanically and cosmetically Concours-level black paint work performed by Canepa Documented in the Shelby Cobra Registry 1,511 miles since restoration CSX 2518 first came through Canepas doors by Roger Werner Jr. of Greenwich, CT, founder of Speedvision and Outdoor Life Network. Owning the car since 1997, he would have Cobra Automotive of Wallingford, CT take care of his car during his ownership. When he decided to let the Cobra move onto the next lucky owner, with Roger and Bruce Canepa being long-time friends, the 289 Cobra quickly found its new home at Canepa. Immediately after arriving, the car was immediately put through the Canepa Difference process. The entire chassis was cleaned by hand, as well as the interior, engine bay and trunk. The Cobra had been restored in Guardsman Blue within the past decade, but Bruce made the decision to take the Cobra to the next level of fit and finish and quality. Fully serviced and cleaned, Canepa began the process of gracing the Cobra with its new concours-level paint work, because nothing is more sinister than an all-black Shelby Cobra. Canepa began with disassembling the car, removing all trim and components for paint work. With making the decision to paint the Cobra black, an immense amount of effort and time was put into the panel gaps and fitment of panels, with the bodylines finished to a concours level. The entire car was block sanded multiple times to ensure an incredibly smooth surface, and prepped to receive a flawless, deep black finish. With the paint process well under way, most of the chrome pieces on the car were rechromed to bring back their stunning shine. FIA alloy wheels were refinished in black and added to the car, and the roll bar was powder coated black to blend in with the rest of the Cobra. When done, the Shelby was reassembled, buffed and polished to a concours-level, and final touches made to create a truly menacing and stunning Shelby 289 Cobra. This level of prep and work is only accomplished with 500 plus hours of labor by the most skilled craftsmen. Canepa also installed a new convertible top with restored framing and sourced new side curtains, and the car now is presented as a stunning example of what a Shelby 289 Cobra should look like. More about Shelby Cobras The idea of removing weight and adding more power has been around for decades for racers, squeezing any last performance out of their car as possible. Carroll Shelby took this to heart with his street car and created an American icon and masterpiece that the world now knows as the Shelby Cobra. A lightweight, hand formed aluminum body mated to a powerful Ford engine yielded a power to weight ratio that approached race car territory and most importantly, was street legal. The cars were an instant hit, receiving rave reviews about its performance and handling, thus cementing the Cobra into Americana automobile history.
1970 Porsche 911T Coupe VIN: 9110122718 Concours-level mechanical and cosmetic restoration 2,454 miles since restoration Maintenance records back to its first service in May of 1970 Includes original window sticker Matching numbers Rare deep offset 6 alloy wheels California Car First shipped to Carlsen Porsche/Audi in San Francisco, this 911Ts original window sticker shows a sale price of 6,800.50. The first owner, Franklin Fong, would go on to own the car until 1972 when it was purchased by another Northern Californian, Dr. John Shell. The 911T would remain in Dr. Shells ownership until the late 90s when it moved on to his neighbor. He would keep it for the next ten years until he sold it to architect Alan Grant of Los Angeles in 2008. Grant had been looking for years for the perfect 911 to restore. He wanted a rust free, no accident, matching body panel car with its original engine and transmission. The burgundy 911T would prove to be that car. Over the next 5 years he would do a complete ground up, concours level restoration of the entire car. The car was stripped to its tub and repainted. All the components were rebuilt, replated and restored, and the engine and transmission were rebuilt. While invisible to the naked eye, the engine size was increased to 2.4 liters with the addition of a 2.4/2.7 crankshaft. The mechanical work was expertly completed by TLG Auto of North Hollywood, CA, and the interior was beautifully done by George Baloian at Levons Upholstery of Reseda, CA. A set of rare, deep offset 6 alloy wheels with wider tires were added to the 911, along with its exquisite 3-spoke wood steering wheel that finished off the cabin of the car. After its completion, the car won second place at the 2013 Porsche Concourse dElegance in Beverly Hills. With less than 200 miles on the odometer since its restoration, the 911T arrived at Canepa in absolute stunning condition in February of 2014. The car was then sold to its new owner who would own the car for a little less than four years. The burgundy 911 recently arrived back at Canepa in the same condition that it left in, having been driven very little and needing nothing to be ready for its next owner. With only 2,454 miles since restoration, driving this 911T is like experiencing the car the day Franklin Fong picked it up from the dealership 48 years ago. Comes with its maintenance records starting in May of 1970, owners manual, original tool kit, jack, and spare.
1992 Porsche 964 Carrera RS VIN: WP0ZZZ96ZNS490630 Only 3,999 original miles (6,435 kilometers) Like new original paint and interior Matching numbers engine and transmission Limited lightweight production model of the 964 Twin-plug 3.6 liter flat six engine Originally not offered to the US market 345 pounds lighter than a stock Carrera Porsche had two goals with the 964 Carrera RS: Remove weight and add power. By shaving 345 pounds from a stock 964 and bumping up the power to 260 horsepower, Porsche introduced a limited edition 964 in 1992 that was worthy of the Carrera RS name. With a single-mass flywheel, twin plug engine, racing bucket seats and a stripped out interior, not only did it perform far better than a stock 964, but provided the driver with a more direct physical connection to the driving experience. This Carrera RS was ordered with a request for a standard German domestic market model in left-hand drive configuration with plans to immediately import the car to Japan. Painted in the stunning and extremely rare Black Metallic, the RS would clear Japan customs in an exempt status as a production left-hand drive vehicle and was then sold to its first owner in 1992. During the cars time in Japan, it would have two owners who would add very few miles to the odometer. In 2016, a U.S. Porsche collector would import the RS for the most recent owner. He would own the car for almost two years and serviced the car regularly before the RS would arrive here at Canepa. Once it arrived, the 964 was inspected meticulously and noted to be in absolutely exceptional condition. With its original paint in perfect condition, the leather interior with almost no signs of wear and the car retaining its factory engine and transmission, this 964 Carrera RS is a shining example of what a time-capsule RS looks like. Immaculate throughout, this lightweight beauty is now ready for its next owner to tear up backroads or drive to this years Rennsport VI. 3999 miles = 6435 kilometers
1998 Porsche 911 C2S Andial VIN: WP0AA2998WS321280 ANDIALs 3.8-liter engine upgrade with added upgrades during build 374ft/lb of torque, 321 horsepower Matching numbers engine and transmission Turbo S front spoiler, wing, front ducts and fender air intakes Maintenance records and work performed 6-speed transmission with custom ring and pinion gear Quaiffe Limited Slip Differential Custom interior trimmed by Canepa Updated Titanium-paint finish accents Few motorsport partnerships can draw attention like Porsche and ANDIAL, combining the German manufacturers prestigious racing cars with the performance shops motorsport knowhow and ingenuity. With their relationship spanning multiple decades, Porsche often turned to ANDIAL for optimization of components for their race cars. From engines to suspension components, the Santa Ana performance shop was known as an industry leader and an expert in motorsports applications. It should come to no surprise that ANDIAL would eventually breathe some of their talent into Porsches street cars, and this 1998 Porsche 911 C2S with an upgraded 3.8-liter motor is one of those rare birds. Purchased new by Max Mayer of Birmingham, Alabama, he would spec his 1998 Porsche 911 C2S to his exact wishes. Built on December 19th of 1997, he would become its first owner on March 23rd, 1998. Max already knew what he wanted to do with the 911: send it to ANDIAL Road and Racing and have them apply their magic and upgrade the stock 3.6-liter engine to the 3.8-liter monster engine. Before going to ANDIAL, Max chose body components to be added to the C2S during the build. On a mission to make a C2S with a Turbo look, he would end up purchasing over $8,500 in parts, including Tech Art Front Fog Light Brake vents, Turbo-S rear quarter brake vents, a Turbo-S front and rear spoiler kit and a Turbo S brake caliper set. With only 4,268 miles on the car, ANDIAL would begin work that would take this regular Porsche and turn it into a 911 that has a unique character that sets it apart from all other C2Ss. Composed of ANDIALs larger lightweight pistons and lightweight Carillo rods as the base build of the engine, Max decided to spec the car with even more options offered. During the build, the car was given Sport Camshafts from an RS, a lightweight flywheel that was used in the RSR race car, a custom 8:32 Ring and Pinion in its 6-speed manual transmission, and a Quaiffe limited slip differential. Other modifications included M030 Euro Sport Suspension, which included springs, struts, shocks and sway bars. A Sound enhancement package, which included K&N/Sport air box, new mufflers and tail pipe tips, and a shock tower brace. With the modifications applied, the ANDIAL-built C2S produced 374ft/lb of torque at 4,544rpm and 321 horsepower at 6,510rpm. When said and done, the ANDIAL-powered C2S would cost Max over $33,000 in parts and labor for the pure driving pleasure that the special Porsche 911 now delivered. Max would eventually sell the ANDIAL C2S to Dr. George Pierce Jones III of Havanna, Florida on the 25th of October 2003. The bill of sale states that the 911 has 9,477 miles on the car and Max was traded a 1956 Porsche Speedster with 1,280 miles. George would drive the car almost 6,000 miles during his year and a half ownership, performing minor maintenance on the car during the time. On February 1st, 2005, he would sell the Porsche to Carmen and Lisa Giunta of Riverdale, New Jersey. Once the car arrived, Carmen began to take copious notes on maintenance that he would have performed during his ownership. Over the course of his 5+ year ownership and 10,000 miles, he would have general maintenance done along with a few upgrades like an DACH X-pipe and 200 cell catalytic converters added. In August of 2011, the car was then sold onto its next owner with a surprisingly odd twist. Just two weeks after acquiring the car, the new owner passed away due to Hurricane Irene. With his family devastated, the now-deceased owners business partner helped find a new buyer for the car. On September 25th 2012, the car was then bought by a collector in Southern California. Driving the car less than 2,000 miles during his 5 and half year ownership, he would take the car out on special occasions in order to keep the engine fresh and enjoy all that the ANDIAL-C2S had to offer. After arriving at Canepa early this May, the car was thoroughly inspected. With the 911 having such a unique character from upgrades, Bruce Canepa decided that the car demanded something more. Custom leather was sourced and was masterfully installed by our in-house trimmer, now sporting a handsome green grey leather interior and matching carpet. The hollow spoke Turbo wheels were removed and painted in Titanium grey metallic, along with a few other exterior surfaces like the top of the Turbo spoiler, mirrors and front brake ducts. With all of the aesthetics updated to modern times, the car now has a special persona that reflects a perfect culmination of upgrades. Now offered for sale, this ANDIAL-upgraded C2S is now in showroom condition, offering the next buyer a unique opportunity to buy a piece of history. With ANDIAL becoming a part of Porsche Motorsports North America in 2013, this 911 represents a time when the company was still an independent performance shop that Porsche worked with closely, trusted and ultimately respected. With enough naturally aspirated power on tap to satisfy any air-cooled aficionado and updated aesthetics that bring its looks into the 21st century, this Porsche 993 from ANDIAL is the ultimate C2S.
1993 Porsche 964 Turbo S Leichtbau VIN: WP0ZZZ96ZPS479036 One of 67 left-hand drive examples, one of 86 total produced Only 1,403 original miles from new (2,258 kilometers) 100% pristine original concours-level condition Commemorative model from the 1992 IMSA Supercar Champion Lightweight design saving 396 pounds vs. a stock 964 Turbo Matching numbers with Porsche Certificate of Authenticity Includes books, tools, jack and spare 1,403 miles = 2,258 kilometers In January of 1992 the head of Porsches Exclusive Department, Rolf Sprenger, sent out a memo to the Board of Directors regarding a new bold idea- a lightweight 911 Turbo. Porsche had never offered a lightweight turbo model, yet Sprenger believed that if the car was produced that there would be a market for it. Built only for 1993, these cars were destined to be ultra-limited and available to only a few lucky owners. With Turbo straight-line performance and the uncompromising nature of the Carrera RS handling merged into one, the 1993 Porsche 964 Turbo S Leichtbau (Lightweight Construction) was born. During the development of the car, different techniques were applied in order to shave weight from every conceivable part of the car. Sound proofing and undercoating was limited to minor amounts, power windows and power steering were removed, no air conditioning and the rear seats were removed. Fiberglass-reinforced carbon-composite panels were used for the doors, front trunk lid and the rear wing, while thin glass, Carrera RS bucket seats and RS door panels completed the lightweight construction. In all, the car weighs in just under 2,844 pounds, 396 pounds less than a standard 964 Turbo. With engine upgrades that put it far beyond a standard 964 Turbo, the Turbo S Leichtbau was truly the top-tier performance car. The Porsche was given more aggressive camshafts, new injection valves, more boost pressure with various auxiliaries removed for efficiency. The sum of all these parts allows the Turbo S to produce 381 horsepower at 6,000rpm, a gain of over 61 horsepower from the stock 964 Turbo. Special components were made specifically for this 964 production variant to enhance its handling and appearance, some of which are subtle. The car was lowered by 40mm, an aluminum shock tower brace was added, a reinforced unibody, upgrade brakes and its 18 3-piece wheels. Distancing itself from normal 964 Turbos visually, its fender vents were inspired by the Porsche 959 were added, unique rear spoiler, and front bumper intakes which feed air to the oil cooler and front brakes. Coming from the Exclusive Department, many colors were a possibility for these rare cars and this Turbo S Leichtbau was painted in the stunning Speed Yellow color. This 964 Turbo S Leichtbau was completed at the Porsche factory on September 8th, 1992, optioned with the color Speed Yellow, a color that many enthusiasts associate with the Turbo S and is the color of the prototype car that was unveiled at the Geneva Auto Show in 1992. This car is one of the 67 specified with left-hand drive, and was prepared for German delivery. On October 29th, 1992, the Leichtbau was sold through Porsche Zentrum Leipzig to its first owner, the Salmon family of Weissenthurm, Germany. According to original registration documents, the Porsche was registered to their company, Weiland Handelsges, MBH, until 1997 when it was transferred into Birgit Salmons personal name. Amazingly, this Turbo S saw very little road use and remained in the Salmon family until 2015 where it was then sold to its new owner in the United States. The Turbo S was treated to a $3,100 service before leaving Germany, changing fluids and various seals and gaskets. Imported by Addixon LLC of Oak Park, Michigan, the Porsche was flown into Chicago in July of 2015 and was given its Show or Display status allowing it to be imported into the United States. The owner would keep the car until March 2017, where the car was then sold at the Amelia Island Auction showing only 2,250 original kilometers. Arriving at Canepa just recently, the Turbo S Leichtbau presents itself with no need for introduction. All of its factory finishes and materials are 100% factory original and present as new as if the car was just delivered from the factory. The mechanicals are just as equally impressive, as starting up the car takes and produces no drama and the aggressive purr of the 3.3 liter turbocharged flat six brings up emotions of Porsches monster turbocharged race cars. Presented now in as-new condition with only 2,258 original kilometers, you can own a special piece of Porsche history. With only 86 ever produced and 67 of which in left-hand drive, you will be hard pressed to find a finer example of a 964 Turbo S Leichtbau in existence.
1989 Porsche 911 Turbo Coupe VIN: WP0JB0934KS050273 10,575 miles Concours quality, original car Matching numbers with Porsche Certificate of Authenticity Comes with original book, tools, compressor, jack and spare Fully serviced and concours detailed First year for the 5-speed manual transmission 911 Turbo Last year that the Porsche 930 was offered 3.3-liter turbo air-cooled flat six Revealed at the 1974 Paris Auto Show, the concept Porsche 930 sparked a turbo street car era and was the beginning of what would span a long 15-year production run from 1975 to 1989. Taking their motorsports experience and applying it to their street car, the 930 became the turbo-boosted hot rod 911 that you could buy from the factory, with a warranty. Originally released with a 3.0-liter engine, in 1978 the 930 received a 3.3-liter engine which helped with turbo lag and power, bumping up the power from 260hp to 300hp. For the last production year of 1989 all 930s received 5-speed manual transmissions, making this year special to collectors. Porsche now makes a 911 Turbo variant for every 911 generation, all due to the success and critical acclaim to the car that started it all, the Porsche 930. Completed at the Porsche factory on November 10th, 1988, this Grand Prix White Turbo was originally sold at Hexroat International Auto in East Moline, Illinois on February 25th, 1989. It would be registered for the first time 10 miles away across the Mississippi river in Davenport, Iowa. In 1991 the Turbo would be sold to a collector in Canada, who took immaculate care of the car during their ownership. Rarely driven and only in excellent weather, the car was regularly serviced by John Scotti Automobiles in Montreal, and the 930 was kept in a climate-controlled facility. The car would remain in Quebec until it arrived at Canepa in June of 2014. Upon arrival at Canepa, the Grand Prix White 930 was inspected both meticulously and empathetically. Finding a Porsche 930 with mileage just over 10,000 miles that had been maintained and taken care of such as this example was a rare find. After Canepas inspection, the car was found to be in both excellent mechanical and cosmetic condition, worthy to be presented on any show lawn. The car was then sold to a client of Canepas in August 31st, 2015 which was just in time for Rennsport V. He would enjoy the car for close to 2 years before the car returned to Canepa as part of a trade for another vehicle from Canepas inventory, and the car was then sold to its most recent owner. The Porsche 911 Turbo, referred to as the 930 by many, was a milestone for Porsche both on the street and racetrack. Without the 930, there wouldnt be a 934, a 935, and all the races and championships that those cars won. With direct lineage to the race track, these street cars combine a level of raw unadulterated power with pure driver enjoyment. Now available for its new owner and just in time for Rennsport VI, you too can drive the Porsche that started it all for all 911 Turbos that we know today. Porsche Options: 018- Sports steering wheel with elevated hub 220- Locking Differential 243- Short shifter 348- Forged wheels Grand Prix White 494- Rear speakers with amplifier 650- Electric sliding roof 691- CD-Player CD-1 with Radio
1971 Porsche 911 T VIN: 9111102451 A very original 911T inside and out 51,882 original miles, matching numbers engine and transmission Owned by the same family for almost 45 years Includes original window sticker, sales paperwork, Porsche Certificate of Authenticity Has all books and tools, also includes service records Completed in July of 1971, this beautiful Porsche 911T was bound for the U.S. market, specd with its rare Gold Metallic paint, front and rear stabilizer bars, a retractable antenna and speaker, its appearance group and tinted glass all around. It was sent to Holberts Porsche Audi, Inc., in Warrington, PA. In 1971, the MSRP for this 911T was $7,289.95, but its first owner would add a few special options to the car at the dealership. Purchasing the car on September 7th, 1971, Max Karl Zoellin of Ottsville, PA would add a Blaupunkt AM-FM Radio and Fuchs Alloy wheels to the tune of an extra $570. According to the original sales invoice he paid a total of $8,243.50 out the door, leaving with an exceptional 911T to be enjoyed for years to come. Enjoying the car thoroughly, Max drove the car quite a bit. Adding most of the miles in the first two years, Max was sure to follow the maintenance schedule and the maintenance booklet has all of the intervals stamped and marked. The 911T was on the move with Max, with paperwork showing the Porsches registration was renewed in Tennessee in April of 1973. In August of 1973 a major service and lubrication was performed with the 911T showing 36,388 miles. After an 11-year period with less than 9,000 miles added, Max had a major service performed in August of 1984 at the same dealership that he purchased the 911T from. In December of 1986 had a valve adjustment done at German Motors of Kingsport, Tennessee. Cherished and well taken care of, the gold 911T would remain with Max and his family for almost 45 years. In 2016 Alex Finigan would purchase the 911T and become the second owner. He took the car to have a sympathetic mechanical refreshing to the tune of $4,754. Shortly afterwards, Paul Hageman purchased the car and became the third owner, marveling at the cars overall originality and stunning gold color. The gold 911T arrived at Canepa and was immediately surveyed, noting that it was in exceptional condition and obviously very well cared for throughout its life. Beginning the Canepa Difference treatment, which includes all cosmetics and mechanicals, the car was completely hand washed underneath revealing the factory finishes. The engine compartment, trunk and interior were all given similar treatment, ensuring all surfaces and materials were cleaned to perfection. The original interior was given extra care, with the original leatherette surfaces gently cleaned along with the original carpets and dashboard. The Gold Metallic paint was polished to an amazing sheen using only foam pads and polish, giving the color such a depth that you can get lost in it. The mechanicals were subjected to the same Canepa scrutiny that ensures the best driving examples, and this 911T was an excellent example and needing very little. A full mechanical comprehensive service was performed, checking and servicing every system that required attention. Palo Alto Speedometer disassembled, cleaned and rebuilt the gauges and calibrated them, the original Fuchs alloy wheels were wrapped with new tires, the hood shocks were replaced, the shifter was adjusted and the windshield washer system was repaired. A new master brake cylinder was installed and the engine surround sheet metal, exhaust manifolds and muffler were restored with factory-spec finishes. Finishing off the mechanicals was a full alignment, resulting in the 911T driving like a long hood dream. With an exceptional single-owner history for 45 years, well optioned from the factory in the stunning Gold Metallic color, along with its wonderful originality, this 911T is ready to be enjoyed and driven wherever you may want to go. From the occasional morning coffee to a cross-country road trip, this car is your golden opportunity to experience a proper, very original long hood Porsche 911.