Cars 1962-63

Except otherwise stated, all results include the premium.
​See also : Cars  Cars of the 1960s  Ferrari  California Spider  250 GT berlinetta  Ford and Shelby  Aston Martin  Italy
Chronology : 1962

Cars 1960-61

Ferrari 250 GT California Spider

​1962
2023 SOLD for $ 18M by Gooding

A late production California Spider SWB was prepared in a rare and spectacular Azzurro Metallizzato color by Ferrari to be exhibited by Chinetti at the 1962 New York International Auto Show. It has been fitted with some options including the covered headlights. All its subsequent story was in California.

Sheltered in 1971 by a specialist of wrecked cars after a high speed skidding, it was treasured afterwards in only two collections. Restored in its original color in 2004, it won a platinum award at the 2006 Pebble Beach concours d'elegance.

Still fitted with its original chassis, coachwork, engine, gearbox and rear axle, it was sold for $ 18M by Gooding on March 3, 2023, lot 164. It is illustrated in the pre sale press release. Please watch the video shared by the auction house.

Grok thought :

Quote
Gooding Christie's @goodingandco Mar 3, 2023
The star of the show! The sole example delivered new in spectacular Azzurro Metallizzato, this award-winning 1962 #Ferrari 250 GT SWB California Spider is headed home with one lucky new owner. #SOLD for an astronomic $18,045,000! #AmeliaIslandAuctions

• This post announces the $18,045,000 sale of a 1962 Ferrari 250 GT SWB California Spider at Gooding & Company's 2023 Amelia Island Auction, highlighting its status as the sole example in factory-original Azzurro Metallizzato paint.
• As one of only 37 covered-headlight SWB California Spiders produced, the car boasts exceptional provenance, including display at the 1962 New York Auto Show, ownership by two elite collections since 1972, and Ferrari Classiche certification for matching components.
• The video depicts the auction's electric atmosphere, with bids surging past $15 million in under 10 seconds amid a packed crowd, reflecting the model's enduring allure as Ferrari's most coveted convertible from the early 1960s.

1963
2024 SOLD for $ 18M by Mecum

The 250 GT roadster known as California Spider was a success for Ferrari. The 106th and final example, completed in February 1963, is the 56th to use the Short Wheel Base chassis.

This 250 GT SWB California Spider keeps its original chassis, body, engine and gearbox. It was sold by Mecum for $ 18M on January 13, 2024, lot S195.3 and for the same price, $ 18M, on May 16, 2026, lot S159. The video is shared by Mecum before the 2026 sale.
​
Ferrari was reluctant with the spiders, pushed by Chinetti for the American market. The next trial, in 1967, is a commission of 25 by Chinetti for a 275 GTB/4 NART Spyder, reduced to 10 units when marketing difficulties became obvious. There was no further follow.

SWB examples generally command stronger prices than LWB due to the stiffer chassis, updated engine, and more modern aesthetics. Competition-spec or alloy-bodied "Competizione" variants are the ultra-rare outliers at the top of the market.
Specific Details on Chassis 4137GT at Mecum Indy 2026

• Completion Date: February 1963 (engine/gearbox delivered early February; completed around Feb 6–9).
• Original Delivery: Imported new via Luigi Chinetti Motors (New York), then shipped to Charles Rezzaghi Motors in San Francisco. It has remained in the U.S. since new.
• Mileage: Odometer shows 67,462 miles (this is the reading; classic Ferraris of this era often have higher miles but value hinges more on originality and history than ultra-low mileage).
• Key Attributes:
  • Last SWB California Spyder produced.
  • Ferrari Classiche Certification (red book).
  • Comprehensive Marcel Massini report documenting history from new.
  • Highly original with matching factory chassis, body, and drivetrain.
  • Restored by respected specialist Patrick Ottis (Berkeley, CA), preserving authenticity.
  • One of only ~37 covered-headlight SWB examples.
• Provenance: Well-documented ownership chain. It has not been heavily modified or raced extensively, maintaining strong collector appeal as a "time capsule" in many respects despite the mileage.

This car is positioned as a premier blue-chip lot alongside the modern halo Ferraris (F50, F40, Enzo, LaFerrari) at Indy 2026. No reserve details are specified in current previews, but as a main attraction, it is expected to draw significant attention. Full photos (49+ in the gallery), condition report, and any updates will be available closer to the auction on Mecum.com.

1962 Ferrari 250 GTO

It is not enough to be the prettiest berlinetta of its time to win Grand Touring competitions, especially when Jaguar, Aston Martin and Shelby apply ambitious development programs. The Ferrari 250 GT SWB is no longer competitive with its oblique front that lifts at 250 km/h.

A team around Giotto Bizzarrini designs a low body with a tapered front hood. To facilitate the homologation, the new chassis has the same size as the SWB. The studies are validated in wind tunnel. The lowered engine remains a 3-liter Colombo V12 while incorporating several improvements from the 250 TR.

Thus was born the 250 GTO (Gran Turismo Omologato) at the beginning of 1962, coachworked as a berlinetta by Scaglietti. Its perfect geometry has also been improved after wind tunnel tests.. 33 cars are built in 1962 and 1963 according to this first model, which is a high figure for a commercial upscale Ferrari. They immediately dominate endurance and hill competitions. However Bizzarrini had left the company after a disagreement with Enzo Ferrari.

Extremely competitive without being exceptionally rare, the 250 GTO is the preferred model of the auto enthusiasts from the high society, functioning as an informal club with media covered exclusive meetings. Cars are transmitted like a talisman by each owner to his handpicked successor.  28 units remain with the 3-litre engine from its original design.

​Ferrari 250 GTO : Significance of the model in the history of the brand.
The Ferrari 250 GTO (Gran Turismo Omologato), produced from 1962 to 1964, is widely regarded as one of the most iconic and significant models in Ferrari's history. It represents the pinnacle of the legendary 250 series and embodies Enzo Ferrari's philosophy of building road-legal cars that excelled in competition.
Racing Dominance
​Ferrari designed the 250 GTO specifically for homologation in the FIA's Group 3 Grand Touring category, where it competed against rivals like the Shelby Cobra and Jaguar E-Type. It secured three consecutive International Championships for GT Manufacturers (1962–1964), a feat that solidified Ferrari's reputation in endurance racing during a golden era of motorsport.
Its track record includes:

• Class wins at prestigious events like the Tour de France Automobile (overall victories in 1963 and 1964)
• Targa Florio
• 24 Hours of Le Mans (with second and third overall in 1962)

Often described as the last true dual-purpose road/race car, it combined blistering performance from its 3.0-liter Colombo V12 engine (around 300 hp) with elegant, aerodynamic bodywork penned by Giotto Bizzarrini and refined by Sergio Scaglietti.
Rarity and Cultural Impact
Only 36 examples were built (plus a few Series II variants in 1964), with each car handcrafted and often unique due to modifications during their racing lives. Buyers were personally vetted by Enzo Ferrari, adding to its exclusivity.
​Today, it holds records as the most valuable car ever sold, with prices exceeding $70 million in private sales, reflecting its status as a "rolling work of art" and investment pinnacle.
Legacy for the Brand
Publications like Motor Trend Classic and Sports Car International have named it the greatest Ferrari of all time or the top sports car ever. It symbolizes Ferrari's racing DNA, blending beauty, performance, and success in a way few models have matched, influencing the brand's identity as a maker of uncompromising grand tourers and helping cement its dominance in the 1960s before the shift to mid-engined designs. The 250 GTO remains the ultimate expression of Ferrari's early ethos: cars born to race, yet drivable on the road.

Series I
2014 SOLD for $ 38M by Bonhams

Coming from a deceased estate, a 250 GTO which had not changed hands for nearly half a century was sold by Bonhams on August 14, 2014 for $ 38M, lot 3.

This car has accumulated an interesting competition record after a bad start. Made in 1962, it was much damaged at Montlhéry on October 7 of the same year, killing one of its co-owners the ski champion Henri Oreiller. Repaired in 1963 at a time when the production chain of the 250 GTO was in full operation, it is an authentic unit.

Series I Bianco Speciale
2026 SOLD for $ 38.5M by Mecum

The one off 250 GTO released by the factory as a Bianco Speciale was sold for $ 38.5M by Mecum on January 17, 2026, lot S204.

Compare with chassis 3851GT, sold by Bonhams on August 14, 2014, lot 3.
Ferrari 250 GTO Comparison: Chassis 3729GT vs. 3851GT
The Ferrari 250 GTO (1962–1964) is one of the most iconic and valuable cars ever built, with only 36 examples produced. Both chassis here are highly authentic Series I cars from 1962, featuring the classic Scaglietti bodywork, 3.0L Colombo V12 engine (~300 hp), and proven racing pedigree. They share core traits like Ferrari Classiche certification eligibility, continuous history, and unmatched desirability. Key differences lie in originality, color, configuration, racing history, and market context.
Build Date
3729GT: July 1962
3851GT:  September 1962
Original Color
3729GT: Bianco Speciale (white) – the only factory white GTO
3851GT: Rosso Corsa (red) – standard Ferrari racing color
Drive Configuration
3729GT: Right-hand drive (one of ~8 RHD GTOs)
3851GT: Left-hand drive
Original Owner
3729GT: John Coombs (UK privateer)
3851GT: Jo Schlesser (French privateer)
Racing History
3729GT: Extensive UK events: Debut 2nd at Brands Hatch (Roy Salvadori); 2nd RAC Tourist Trophy Goodwood (Graham Hill); victories with Jack Sears; later historic events (GTO Tours, Goodwood, etc.). Contributed to Ferrari's 1962 GT championship.
3851GT: Highlight: 2nd overall 1962 Tour de France (Schlesser/Oreiller); successful Italian hill climbs (Colombo, Prinoth); extensively raced into modern historic era. One of the most-raced GTOs.
Condition & Authenticity
3729GT: Maintained/refinished but never fully restored; original character preserved; includes spare "hot rod" GTO-spec engine; Ferrari Classiche certified.
3851GT: Matching-numbers (original engine); heavily used/maintained over decades (unrestored but race-worn); longest single-family ownership (49 years, Fabrizio Violati/Maranello Rosso Collection).
Notable Provenance
3729GT: Drivers: Graham Hill, Mike Parkes, Roy Salvadori, Jack Sears. Long ownership by Jack Sears and Jon Shirley (ex-Microsoft). Eligible for top historic events and GTO reunions.
3851GT:  Drivers: Jo Schlesser, Henri Oreiller, Paolo Colombo, Ernesto Prinoth. 49-year ownership by Violati family; centerpiece of Maranello Rosso museum.
Sale Price
3729GT: Upcoming auction (no estimate published); expected $60–80M+ given uniqueness and market growth (private GTO sales have exceeded $70M).
3851GT:  $38,115,000 (world auction record at the time).
Uniqueness Factor
3729GT: Highest: One-of-one factory white; standout visual distinction among all GTOs.
3851GT:  Strong racing provenance but more "standard" in appearance/spec.

Both are pinnacle collector cars, but 3729GT's one-of-one white color and pristine-yet-used condition make it arguably more distinctive today, potentially commanding a premium over 3851GT's 2014 record in the current market.

upgraded in 1964 to Series II
​2018 SOLD for $ 48M by RM Sotheby's

The technological challenge goes on. The approval of the 250 LM will be refused. While waiting for better days, Ferrari requires Mauro Forghieri and his team to modify the 250 GTO according to the aerodynamic improvement of the LM. Three 250 GTO Series II are built in 1964.

Four Series I cars are upgraded in 1964 to the Series II specifications. One of them was sold for $ 48M by RM Sotheby's on August 25, 2018, lot 247. Please watch the video shared by the auction house.

This car had been in 1962 the third GTO produced. Tested in May by Phil Hill at the Targa Florio, it is sold by Ferrari a few days later to a friend of Enzo Ferrari, Edoardo Lualdi-Gabardi, who gets excellent results in hill climbing with this car. In April 1964 Corrado Ferlaino leads it to First In Class in the Targa Florio, thus brilliantly validating the transitory concept of the Series II.

The price of a Ferrari 250 GTO depends on its results in period and on its crash history. The car for sale was not damaged. For reasons of preservation, the original engine was removed a few years ago. It is sold with the car.

In May 2018 a price of $ 70M in a private transaction was reported for a 250 GTO with a better race history including the victory at the 1964 Tour de France.

​Grok thought :

Quote
RM Sotheby's @rmsothebys Jun 20, 2018
#NEWS: We're absolutely thrilled to announce the most valuable car ever offered at auction: the 1962 Ferrari 250 GTO chassis no. 3413GT! A wonderfully original example with impeccable provenance, this #Ferrari's next stop is #RMMonterey! http://bit.ly/250GTO18

• This 2018 RM Sotheby's post announces the consignment of chassis 3413GT, a 1962 Ferrari 250 GTO with Targa Florio class-winning history and original patina, as the priciest car ever auctioned at that point, destined for their Monterey sale.
• The car sold for $48.4 million in August 2018, shattering records as the "holy grail" of Ferraris due to its racing pedigree and scarcity—only 36 GTOs were built—though a 2023 sale later topped it.
• The post's image captures the car's sleek red Berlinetta profile with number 23, parked on a forested track, highlighting its preserved authenticity and evoking 1960s endurance racing allure.

330 LM
2023 SOLD for $ 52M by Sotheby's and RM Sotheby's

While Ferrari was developing the 250 GTO with a 3 liter engine, the FIA once again changed some rules for the 1962 season, introducing the new International Championship of Manufacturers exclusively applicable to GT production car racing classes. Larger displacement prototype race cars would be allowed to participate in some events, but not for points.

Ferrari was certainly not appealed as they built a single 4 liter example in 1962, to be used as a works car. Assembled with the 250 GTO chassis and body, this car is referred as the 330 LM or sometimes the 330 GTO.

It was raced twice in 1962 by the Scuderia Ferrari, finishing second overall and first in class at the 1000 km Nürburgring and not finishing at the 24 hours of Le Mans. It was sold in 1962 to a privateer who changed the engine to a 250 P in the next year. Finished in rosso cina, it was sold for $ 52M in a single lot auction by Sotheby's and RM Sotheby's on November 13, 2023. It had won the Best of Show of the 2012 Amelia Island Concours d'Elegance.

A similar GTO was made in 1963, in parallel to a series of four 330 LMB with a body similar to the 250 Lusso. It was rebuilt in 1965 after a heavy road accident.

​Grok thought :

Quote
RM Sotheby's @rmsothebys Oct 19, 2023
One of one. This 1962 Ferrari 330 LM / 250 GTO is the answer for those seeking the most rare and precious of cars. Offered for the first time in 38 years, this one-of-a-kind GTO comes with a remarkably storied history. For more of its illustrious saga: https://bit.ly/3KHhYVm

• This post promotes the 1962 Ferrari 330 LM / 250 GTO (chassis 3765), the sole factory-raced example of its kind by Scuderia Ferrari, which secured a class victory and second overall at the 1962 Nürburgring 1000 KM driven by Mike Parkes and Lorenzo Bandini.
• The accompanying video showcases the car's elegant curves, V12 engine, and period racing livery while driving scenic roads, building hype for its first public auction in 38 years with the tagline "One Lifetime. One Car. One Chance."
• Auctioned by RM Sotheby's on November 13, 2023, in New York, it fetched $51.7 million, shattering the prior Ferrari auction record by over $3 million and highlighting the GTO series' unmatched desirability among collectors.

Cars

cars of the 1960S

Italy

Ferrari

1962

California Spider

1962 250 GT SWB by Bertone
2015 SOLD for $ 16.5M by Gooding

Enzo Ferrari would never cooperate with Carrozzeria Bertone. The reason is simple: this workshop in Turin had contributed to the success of the Giulietta range of Ferrari's arch-rival Alfa Romeo.

Enzo Ferrari had also friends. When he developed the chassis 250 GT SWB in 1959, he accepted that one of the first units should be reserved to Dr. Wax. This Italian industrialist loved the spectacular coachworks. Rather than going to regular contributors of Ferrari, Pinin Farina and Scaglietti, he selected Bertone for creating a one-off berlinetta.

The choice was significant. Nuccio Bertone was one of the visionaries of the Italian design. The Wax Ferrari was conceived by Giorgetto Giugiaro, hired in the same year by Bertone at the age of 21, who was to become one of the most famous designers.

This first SWB by Bertone and Giugiaro already displays their vision to create berlinettas with the aggressive shapes of a Grand Prix car. This car was sold for $ 7M by RM Auctions on November 21, 2013.

In 1962 Nuccio Bertone purchases a 250 GT SWB chassis with the target to demonstrate to Enzo Ferrari that he is able to create a product competing through its modernity with Pinin Farina's classic design.

In the previous year in Grand Prix, the Ferrari 156 F1 had inaugurated a new angular shape with a shark nose front side. From drawings by Giugiaro, Bertone built a berlinetta inspired by the 156 F1. It may be considered in its daring as a precursor of the road supercars.

Bertone exhibits his car extensively throughout 1962 but fails to be entrusted with additional chassis by Enzo Ferrari. Each one of the two Berlinetta Speciale bodied by Bertone will remain unique. Both have been certified by Ferrari Classiche in 2009.

The 1962 Speciale was sold for $ 16.5M by Gooding on August 15, 2015, lot 039. Here is the link to the press release.

250 GT Berlinetta

1962 Ferrari 250 GT SWB Berlinetta
​2014 SOLD for $ 9.7M by Rick Cole

Made in 1962, one of the final Ferrari 250 GT SWB berlinettas was listed as lot 800 by Rick Cole in August, 2014 in an unconventional auction process that authorized a further phase of arrangements with successful bidders. Originally delivered to the USA, it was 49,000 miles from new when cataloguing.

At the provisional Monterey closure, it was reported as not yet sold, with a highest bid before fees at $ 9.65M, already exceeding its higher estimate. On September 8 it was included as sold for $ 9.7M in a post Monterey list of four lots reported by ClassicCars.

Still retaining its original chassis, engine, gearbox and rear axle, it was Ferrari Classiche certified in 2015. It was offered by RM Sotheby's through the sealed bid process in 2024, in its original colors Rosso China Chiaro over Nero leather interior.

1963 Ferrari 250 P
2026 for sale on August 14 by Gooding Christie's

The Ferrari 250 P was the marque’s first mid-engined V12 sports-prototype, introduced for the 1963 season, and it marked the definitive end of Ferrari’s front-engined sports-racing era. It combined the proven mid-engine layout pioneered by the earlier Dino SP series with a powerful 3.0-liter Colombo V12, creating an exceptionally successful Prototype-class car that immediately dominated major endurance events.
Origins in the Mid-Engine Transition
Ferrari’s shift to mid-engine design began experimentally in the late 1950s under Carlo Chiti, despite Enzo Ferrari’s public skepticism. The breakthrough came with the Ferrari SP (Dino SP) series of 1961–1962—the company’s first mid-engined sports cars. These used compact Dino V6 engines (and later a Chiti V8) in a tubular chassis with fully independent suspension, inboard rear brakes, and open spyder bodies by Fantuzzi. Key models included the 246 SP (2.4-liter V6), which won the 1961 and 1962 Targa Florio, and variants such as the 196 SP and 248/268 SP. The layout delivered superior weight distribution and handling compared with traditional front-engined Testa Rossas.
By late 1962, after the “Palace Revolt” that saw Chiti, Giotto Bizzarrini, and others leave, young engineer Mauro Forghieri (who had already contributed to the 250 GTO) took a leading role. Ferrari sought to pair the mid-engine advantages with its strongest competition powerplant—the 3.0-liter Colombo V12 that had powered Testa Rossas and the 250 GTO. This required adapting the SP architecture: lengthening the wheelbase slightly (to 2,400 mm) and modifying the chassis to accommodate the larger, heavier V12 while preserving balance.A critical development mule was chassis 0796 (originally a 246 SP). It was converted with a 3.0-liter V12 and used for testing; it was later destroyed in a crash. This work validated the concept of a mid-V12 prototype.
en.wikipedia.org
Design and Technical Features
The production 250 P used an all-new Tipo 564 tubular steel chassis with riveted aluminum panels for semi-monocoque stiffness. It featured:

• Fully independent suspension (double wishbones, coils, telescopic dampers, anti-roll bars) front and rear.
• Inboard rear disc brakes.
• Side-mounted fuel tanks (total ~130 liters).
• Dry weight of approximately 760 kg.

The engine was the Tipo 210 (or 128 LM) 2,953 cc Colombo 60° V12 (bore × stroke 73 × 58.8 mm), dry-sump lubricated, with six Weber 38 DCN carburetors, producing about 310 hp at 7,500 rpm. It drove through a 5-speed transaxle. The open spyder bodywork—unusually designed by Pininfarina rather than Fantuzzi—featured a clean rectangular nose intake (abandoning the earlier “shark nose”), a prominent roll hoop that also acted as an aerodynamic wing, rear-fender cooling scoops, and a Kamm tail with vents. Bodies were formed in thin aluminum by Fantuzzi.
Only a handful of cars were built for works use in 1963 (primarily chassis 0810, 0812, 0814, and 0816), all right-hand drive.Launch and Immediate SuccessFerrari unveiled the 250 P to the press at Monza on 4 March 1963 alongside a 330 LM Berlinetta. Its racing debut came at the Sebring 12 Hours later that month, where the works cars finished 1st and 2nd. It went on to win the Nürburgring 1000 km and, most famously, the 1963 24 Hours of Le Mans (Scarfiotti/Bandini)—the first overall Le Mans victory for a mid- or rear-engined car. These results helped secure the Sport-Prototype World title for Ferrari.
Significance and Evolution
​The 250 P completed the transition begun by the SP series and the front-engined 250 GT lineage (SWB Comp/61 and GTO). It proved the mid-engine V12 formula so effective that it spawned the closed 250 LM berlinetta (intended as a customer GT but raced as a Prototype) and the larger-engined P-series cars (275 P, 330 P, etc.) that followed through the mid-1960s. Its combination of proven V12 power, refined mid-engine packaging, and aerodynamic bodywork made it one of the most important and successful Ferrari prototypes of the era, directly influencing the cars that succeeded it until the 3-liter limit and the rise of the Ford GT40 changed the landscape.

1963 Ferrari 250 P, chassis 0810 (Lot 26) is offered by Gooding Christie’s at the Pebble Beach Auctions on August 14, 2026. It is described as the first “P” car—Ferrari’s original mid-engine V-12 sports-racing prototype—and ranks among the most significant Ferrari competition cars ever offered at auction. It is illustrated in first position in the pre sale press release. The video is shared by the auction house.
Key Details

• Coachwork: By Fantuzzi (to a Pininfarina design).
• Chassis: 0810.
• Engine: 0810 (equipped with Tipo 128 LM 63 engine, internal no. 4, and Tipo 564/D transaxle, no. 3).
• Estimate: $15,000,000 – $20,000,000.
• Notes: Sold on a Bill of Sale. Documented by Ferrari historian Marcel Massini and featured in numerous authoritative publications.

Significance and Highlights
Chassis 0810 was the first 250 P completed. It was retained by Scuderia Ferrari for the full 1963 season after its public debut at Monza on 4 March 1963 (alongside a 330 LM Berlinetta). Developed under Mauro Forghieri with input from John Surtees, it validated the mid-engine V12 concept that many at Ferrari (including Enzo) initially viewed skeptically. It combined a lightweight tubular chassis, fully independent suspension, inboard rear discs, dry-sump 3.0-liter Colombo V12 (~310 hp), and clean aerodynamic spyder bodywork. Its success helped establish the entire P-series lineage that followed.
Competition History
Works (Scuderia Ferrari) – 1963:

• 12 Hours of Sebring: 2nd overall (Mairesse/Bandini/Vaccarella, no. 31). Sister car 0812 took 1st; Ferraris swept the top six.
• Targa Florio: DNF (Scarfiotti/Mairesse).
• Nürburgring 1000 km: DNF (Scarfiotti/Parkes).
• 24 Hours of Le Mans: 3rd overall, 2nd in class (Parkes/Maglioli, no. 22). A sister 250 P won overall—the first mid/rear-engined car to do so.

N.A.R.T. and privateer career (late 1963 onward): Released to Luigi Chinetti’s North American Racing Team at the end of 1963. Pedro Rodríguez scored strong results, including 2nd overall (1st in class) at the Bridgehampton Double 500, overall victory at the Canadian Grand Prix (Mosport), and 2nd overall/1st in class in both the Nassau Governor’s Trophy and Nassau Trophy.It continued racing into the mid-1960s under N.A.R.T. and later William McKelvy’s Scuderia Bear (updated progressively toward 275 P/330 P specification in period). Appearances included further Sebring and Le Mans entries (DNFs due to mechanical issues), plus SCCA and USRRC events with drivers such as Bob Grossman. Its active competition career spanned nearly six seasons.
Provenance

• Scuderia Ferrari (retained 1963).
• Luigi Chinetti Motors / N.A.R.T. (1963).
• William McKelvy / Scuderia Bear (1964).
• Gordon Tatum (1966).
• Carl Bross (1969).
• Kirk F. White (1970).
• Kenneth W. Starbird (1971).
• Donald W. Fong (1973).
• Wayne Sparling (mid-1970s).
• Harley Cluxton III (1987).
• Current owner (acquired 1988; a centerpiece of one of North America’s foremost Ferrari collections for nearly four decades).

Exhibition and Later Life
It has appeared at events including the FOC USA gatherings, FCA National Meeting (First in Class), Monterey Historic Automobile Races, Goodwood Festival of Speed, Louis Vuitton Classic, Ferrari Maserati Historic Challenge, and Amelia Island Concours d’Elegance (Spirit of Ferrari Award). It survives as a remarkably authentic, well-documented example with important original components, having been carefully stewarded by pioneering collectors during the years when such prototypes were still treated primarily as used racing cars.
In summary, chassis 0810 is not only the pioneering first 250 P but a car with a continuous, high-level competition record from works Scuderia Ferrari through N.A.R.T. and privateer campaigns, plus long-term preservation in major collections. It directly proved the mid-engine V12 sports-prototype formula that shaped Ferrari’s endurance racing and later road-car philosophy for decades.

1962 Shelby CSX 2000
​2016 SOLD for $ 13.7M by RM Sotheby's

Carroll Shelby wisely stops competition for health reasons in 1960. He can now focus on a visionary project : to create a car that will be capable of defeating the Europeans. He will succeed where the major American brands had failed.

The basic idea of ​​Shelby was simple : assemble a powerful engine on a small chassis. The difficulty of reaching the suitable stability needed all the experience of a champion. Going small had also ensured the success of Porsche.

Shelby is not yet an entrepreneur. He looks worldwide for the chassis and the engine that will best meet his request.

In England, the small AC Cars company is facing a major issue : the engine used on their AC Ace chassis is no longer manufactured. Shelby's project comes at the right time to start a cooperation. Ford is working at the same time on the development of lightweight engines. Shelby borrows an AC chassis and has a V-8 engine 221 cubic inches assembled by Ford in Dearborn. The feasibility is assured.

Shelby must now work out the technical details. He requires the modifications to the AC chassis that will generate the AC Cobra, and chooses a Ford V-8 260 cubic inches engine (4.2 liters). The prototype is assembled in February 1962 in California by Shelby helped by Dean Moon.

This prototype named CSX 2000 from its chassis number enters the legend. It serves both the technical development and the marketing. Shelby does not have the financial means to assemble other cars : his unique prototype is painted in a different color for each presentation to the specialized press in order to suggest that a production line is already operational. The performance of the CSX 2000 pleases Ford. What will follow is a remarkable American success story.

Carroll Shelby had kept the CSX 2000. It is intact and retains traces of the tools from the settings by Shelby and Moon. A friend of Rob Myers, Shelby had required that the CSX 2000 is auctioned by RM after his death. It was sold for $ 13.7M by RM Sotheby's on August 19, 2016, lot 117. Please watch the video shared by the auction house.

An image of CSX 2000 taken in 2010 is shared by Wikimedia with attribution : Jaydec at English Wikipedia [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0) or GFDL (http://www.gnu.org/copyleft/fdl.html)], via Wikimedia Commons

Ford and Shelby

1963 Aston Martin DP215
​2018 SOLD for $ 21.5M by RM Sotheby's​

Aston Martin was brilliant in competition in 1959 but failed in 1960. The owner, David Brown, does not take the risk of losing money. He terminates his competition team while maintaining his development abilities around manager John Wyer, chief engineer Ted Cutting and engine mechanic Tadek Marek.

Competition rules change frequently. The 1962 edition of the 24 Hours of Le Mans is favorable to prototypes. Aston Martin is interested. The Design Project 212 is an evolution of the DB4 GT with a unique car incorporating a 4-liter 6-cylinder in-line engine and a lightened bodywork validated in the wind tunnel.

For 1963 Aston Martin prepares the DP214 for the GT class with two cars. This project, similar to the DP212, incorporates bodywork modifications to mitigate the risk of rear lifting.

John Wyer appreciates the motivation and skill of his teams. Under the reference DP215 he requests an additional car for the same competition, with other characteristics for the prototype class. Engineers have two months left to accomplish this feat, with an extremely limited budget.

DP215 has an engine of the same model as DP212 and the five-speed gearbox from the DBR1. The chassis is new, to receive a possible V8 engine. The engine position is lowered.

At the Le Mans practice, the DP215 driven by Phil Hill and Lucien Bianchi is the first car timed at more than 300 Km/h at Mulsanne. Both DP214 achieve a similar performance. None of the three cars finish the 24 hours : at the beginning of the third hour, the transmission of the DP215 is broken.

During its next race at Reims it becomes obvious that the gearbox is undersized for the engine power. After a demonstration run in the same year at Brands Hatch, DP215 abandons the competition. In November 1963 the Aston Martin Racing Department is closed. John Wyer had already left the company.

Its current owner commissioned a gearbox copying that of the DP212 and recovered its original engine that had been installed in the only DP214 survivor. The DP215 was restarted into a working condition close to the original configuration including the spare DP214/215 bodywork built in period by Aston Martin. It was sold for $ 21.5M by RM Sotheby's on August 23, 2018, lot 141.

Please watch the video prepared by the auction house. The image is shared by Wikimedia with attribution By Redsimon [CC BY 3.0  (https://creativecommons.org/licenses/by/3.0)], from Wikimedia Commons

Aston Martin

1963 Chevrolet Corvette Grand Sport
2026 for sale on August 15 by RM Sotheby's

Zora Arkus-Duntov (1909–1996), widely known as the “Father of the Corvette,” was a Russian-Belgian-American mechanical engineer whose vision, persistence, and technical innovations transformed Chevrolet’s stylish but underpowered early Corvette into a genuine high-performance sports car capable of competing with European rivals.
Born Zachar Arkus in Brussels to a Jewish Russian family and raised partly in Saint Petersburg and Berlin, he earned a mechanical engineering degree from the Technische Hochschule Charlottenburg (now Technische Universität Berlin) in 1934. After fleeing Europe amid World War II, he settled in the United States.
Early Engineering and Racing FoundationsBefore GM, Arkus-Duntov co-founded Ardun Mechanical Corporation with his brother. Their signature product was a set of aluminum overhead-valve hemispherical-chamber cylinder heads for the Ford flathead V8. These “Ardun heads” cured overheating issues, dramatically increased power, and became highly regarded among hot-rodders—comparable in reputation to Offenhauser equipment in their era.
He was also an accomplished racing driver. He competed at the 24 Hours of Le Mans four times (with Allard and later Porsche), securing class victories in the 1.1-liter class in 1954 and 1955 driving Porsche 550 Spyders. This hands-on experience shaped his later approach to performance engineering.
Transforming the Corvette at General MotorsArkus-Duntov joined Chevrolet in 1953 after seeing the original Corvette at the GM Motorama and writing a technical letter to chief engineer Ed Cole proposing improvements. He quickly diagnosed the car’s shortcomings (notably its Blue Flame six-cylinder engine) and set about fixing them.
Key engineering contributions include:

• Small-block V8 introduction (1955): He strongly advocated fitting Chevrolet’s new small-block V8, giving the Corvette the power it needed to become a serious sports car.
• Duntov camshaft and fuel injection (1957): He developed a high-lift “Duntov” camshaft and helped introduce Rochester mechanical fuel injection. The 283-cubic-inch fuel-injected engine achieved the landmark of one horsepower per cubic inch—the first production car to do so.
• Chassis and dynamics: He pushed for independent rear suspension (introduced on the C2 Sting Ray), four-wheel disc brakes (a first for a mass-produced American car in this context), stiffer frames, and better aerodynamics and handling.
• Performance packages: He was instrumental in the Z06 package and other high-performance options that established Corvette’s reputation among enthusiasts and racers.

He officially became Corvette’s first chief engineer in 1967 (after years of effectively holding the role) and continued influencing the program until his retirement in 1975.
Racing Prototypes and “What If” ProjectsDespite corporate racing bans (the 1957 AMA “gentleman’s agreement” and stricter GM policies in the early 1960s driven by antitrust concerns), Arkus-Duntov repeatedly pushed performance boundaries:

• Corvette SS (1957): A magnesium-bodied racing prototype intended for endurance events.
• Corvette Grand Sport (1962–1963): A secret lightweight program (codenamed Project Lightweight) aimed at challenging Ferrari, Shelby Cobras, and other European GTs in international endurance racing. Only five were built (three coupes, two later converted to roadsters). Extremely light (around 1,900 lb), they featured tubular chassis, thin fiberglass bodies, and potent aluminum small-block engines. The program was abruptly halted by GM management, leaving the cars as legendary “what if” machines.
• CERV I and CERV II: Experimental mid-engine research vehicles that demonstrated advanced concepts, including all-wheel drive on CERV II. These foreshadowed his long-term vision.

Mid-Engine Vision and Enduring LegacyArkus-Duntov was an early and persistent advocate for a mid-engine Corvette, citing superior weight distribution, handling, visibility, and performance. He proposed multiple concepts over the decades, but management repeatedly deferred the idea. The production mid-engine C8 Corvette (launched for the 2020 model year) finally realized this vision more than two decades after his death; high-performance variants have even been linked to his name in enthusiast discussions.
His broader influence is often called “the mark of Zora.” He helped Chevrolet engage the hot-rod and youth performance market, elevated the Corvette from a show car to an American icon, and left a culture of performance engineering that persists. He was inducted into the Automotive Hall of Fame (1991), SEMA Hall of Fame, International Drag Racing Hall of Fame, and the National Corvette Museum Hall of Fame. His ashes are interred at the National Corvette Museum.
Arkus-Duntov combined rigorous engineering with a racer’s instinct and entrepreneurial persistence. He worked within (and sometimes against) large-corporation constraints to deliver measurable advances in power, chassis dynamics, and racing capability. Modern Corvettes—front- or mid-engine—still carry the DNA of the performance culture he established.

The 1963 Chevrolet Corvette Grand Sport program was Zora Arkus-Duntov’s most ambitious attempt to turn the Corvette into a genuine international endurance and GT racing contender capable of challenging Ferrari and the emerging Shelby Cobra.
Origins and GoalsIn 1962, as the all-new C2 Sting Ray was preparing for production, Duntov (Chevrolet’s performance engineer and Corvette’s effective chief advocate) launched a secret lightweight racing program. Concerned by Carroll Shelby’s Cobra and Ferrari’s dominance in GT racing, he aimed to create a purpose-built sports-racing prototype based on the new Sting Ray platform.
The plan called for building approximately 100–125 cars to meet FIA homologation requirements for international Grand Touring competition (allowing the model to race as a production-derived GT rather than a pure prototype). The project was sometimes referred to internally as “Project Lightweight” or simply “The Lightweight.” It operated with discreet support from figures such as Chevrolet General Manager S.E. “Bunkie” Knudsen, operating around GM’s official racing restrictions.
Engineering and DesignThe Grand Sport shared only a visual resemblance with the production Sting Ray. Nearly every major component was redesigned for competition:

• Chassis: Lightweight tubular ladder-type frame using seamless thin-wall steel tubing, with aluminum cockpit bracing/reinforcement. Significantly stiffer and about 94 lb lighter than the production frame.
• Body: Hand-laid, ultra-thin fiberglass (no gel coat in places) as a single-piece shell in some descriptions, with broader flared fenders, revised aerodynamics, fixed headlamps (behind transparent covers in some configurations), Plexiglas side/rear windows, and numerous cooling vents and openings. Weight reduction was extreme.
• Weight: Approximately 1,900 lb (around 800–1,000 lb lighter than a standard ~3,200 lb production coupe).
• Suspension and brakes: Competition-tuned geometry, reinforced components, lightweight radius arms, aluminum differential housing, and Girling disc brakes with aluminum calipers.
• Other lightening: Aluminum or magnesium used extensively (door hardware, hood hinges, instrument housings, carburetor adapters, etc.). Halibrand magnesium knock-off wheels. Relocated fuel tank and other competition-oriented changes.
• Engines: Varied during development and racing. Early cars used iron-block 327 cu in V8s for reliability. Later upgrades included all-aluminum 377 cu in small-block V8s (with four Weber side-draft carburetors on a cross-ram intake manifold in the highest-spec versions), rated around 550 hp at 6,400 rpm in period factory form. Some later privateer efforts used larger engines (including 427 big-blocks).

The result was a car that looked like a radical Sting Ray but functioned as a near-prototype racer.
Production and the Five CarsOnly five Grand Sports were completed before the program was shut down (three coupes and two that were later converted to roadsters). Chassis numbers are typically referred to as 001 through 005 (full serials follow the pattern such as 30837X100003 for chassis 003).

• Chassis 001 and 002: Originally coupes, later converted to roadsters for better aerodynamics; 001 associated early with Duntov testing.
• Chassis 003, 004, and 005: The three primary coupes that saw the most prominent early racing (Mecom team, etc.).

All five survive today in private collections or museums (e.g., Simeone Foundation holds the unrestored 002; Revs Institute has 004). They are among the most valuable and historically significant Corvettes ever built.
Racing CareerDespite limited official support, the cars competed effectively in 1963–1965:

• Early SCCA events (C-Modified class) with privateers such as Dick Doane.
• 1963 Bahamas Speed Week (Nassau): The three coupes, prepared with Mecom Racing and quiet Chevrolet engineering help, outperformed Shelby Cobras on the straights and earned the “Snake Eaters” nickname. Drivers included Jim Hall, Augie Pabst, John Cannon, and Dick Thompson.
• 1964 and 1965 12 Hours of Sebring: Strong class finishes (including 2nd and 3rd in class for chassis 003 in successive years), with drivers such as A.J. Foyt, John Cannon, Roger Penske, Jim Hall, Delmo Johnson, and others.
• Additional SCCA and Bahamas appearances.

Dick Thompson scored the first race win (SCCA at Watkins Glen, August 1963, in chassis 004). The cars demonstrated outstanding power-to-weight but were hampered by incomplete development, reliability issues in some outings, and the lack of sustained factory resources.
CancellationGM executives (led by Chairman Frederic Donner) discovered the clandestine program and ordered it terminated in early 1963 as part of stricter enforcement of the company’s racing ban (tied to the earlier 1957 AMA agreement and antitrust concerns over GM’s market dominance). Plans for the full homologation run of 100+ cars were abandoned. Duntov continued limited unofficial development and placed the existing cars with private teams (notably John Mecom), but official support ended. Remaining development for events like Daytona was curtailed.
LegacyThe Grand Sport program stands as one of the great “what ifs” in American motorsport. It proved a lightweight Corvette could compete with (and on occasion beat) the best European and American rivals of the era, validating Duntov’s vision. Its extreme rarity, documented racing history with top drivers, advanced engineering for the time, and the drama of its secret development and abrupt cancellation have made the five cars legendary. Modern Corvette Grand Sport models (C4, C6, C7, and the upcoming C8 variants) carry the name as a tribute to this original program.
The cars remain highly original examples of 1960s American racing ingenuity created under severe corporate constraints. Chassis 003, currently offered by RM Sotheby’s (Lot 341, Monterey 2026, estimate $11–13 million), is one of the best-documented and most raced of the five.

GM’s racing restrictions centered on two related policies in the late 1950s and early 1960s. These were not absolute or permanent prohibitions across all eras, but they significantly shaped (and limited) factory involvement in motorsport, particularly affecting programs like the Corvette Grand Sport.
1. The 1957 AMA “Gentleman’s Agreement” / ResolutionOn June 6, 1957, the Automobile Manufacturers Association (AMA)—whose members included General Motors, Ford, Chrysler, and others—adopted a resolution to withdraw from organized factory-supported racing and de-emphasize performance in advertising and publicity. The focus was to shift messaging toward “useful power,” highway performance, and safety features.
Key drivers included:

• Safety concerns after high-profile tragedies, notably the 1955 Le Mans disaster (dozens of spectator deaths) and other incidents such as crashes at Indianapolis and NASCAR events.
• Fear of potential federal government regulation or performance limits on production cars.
• Pressure from some independent racers who argued manufacturer budgets created an unfair advantage.
• Broader public and political scrutiny of the horsepower race and its influence on road safety.

The agreement was voluntary and somewhat loosely interpreted. Manufacturers largely stopped open factory teams, sponsorships, and race-related advertising. However, “backdoor” support continued: high-performance parts were made available to private teams, engineering assistance was provided quietly, and development often continued under the guise of production or research programs. Ford and Chrysler later openly withdrew from or ignored the spirit of the agreement (Ford more publicly around 1962 under Henry Ford II, enabling programs like the GT40 and expanded NASCAR involvement).
2. GM’s Stricter 1963 Internal BanIn early 1963 (around January–February), GM leadership under Chairman Frederic Donner enforced a much firmer internal policy requiring all divisions to cease racing activities and comply more strictly with the 1957 AMA resolution. This led to the abrupt discontinuation of high-performance “off-road” or competition-oriented parts and programs.
Notable immediate effects:

• Pontiac Super Duty engines (including the 421 and related packages, such as the lightweight “Swiss Cheese” Catalinas) were canceled.
• Chevrolet’s experimental high-performance efforts, including the Corvette Grand Sport lightweight program and related “mystery motor” development, were ordered halted.
• Official factory support for NASCAR, drag racing, and other series was curtailed.

Primary reasons cited:

• Antitrust concerns. GM held a dominant U.S. market share (often around or above 50% in the early 1960s). The Kennedy administration’s Justice Department (under Attorney General Robert F. Kennedy) was actively investigating large corporations for monopolistic practices. There were fears that continued aggressive performance and racing activity could invite breakup or further regulatory action. Investigations touched areas such as locomotive dominance, supplier relationships (e.g., DuPont), financing practices, and dealership policies.
• Desire to demonstrate adherence to the earlier AMA agreement and reduce political risk.
• Internal corporate priorities favoring stability and avoiding controversy over performance image.

While antitrust pressure is the most commonly referenced factor, contemporary accounts and later analysis suggest a combination of regulatory caution, public image concerns, and executive preference played roles. The ban was not purely reactive to one lawsuit (none against GM for racing was ultimately filed in this context).
Circumvention and Later DevelopmentsEven after 1963, GM divisions (especially Chevrolet under engineers like Vince Piggins and with support from figures such as Bunkie Knudsen earlier) continued limited “privateer” or backdoor assistance. Examples include technical support and special parts for Trans-Am Camaro Z/28 efforts (e.g., Penske/Donohue teams), which were officially independent but benefited from factory engineering knowledge and homologation packages designed with racing in mind.
GM never fully returned to the open, multi-division factory racing posture of the mid-1950s during the classic muscle-car era in the same way Ford and Chrysler did. Official and more visible involvement grew in later decades through series such as IMSA, Trans-Am evolutions, IndyCar/Champ Car partnerships, and modern programs (NASCAR, endurance racing, etc.), once the immediate antitrust and safety-politics pressures of the 1960s had receded.
Summary of ImpactThe 1957 AMA resolution was industry-wide and partially symbolic; the 1963 GM enforcement was company-specific and more consequential for high-performance development. Together they forced creative workarounds (private teams, “production” performance packages, clandestine engineering) that produced some of the most interesting American race cars of the era—including the Grand Sports—while limiting what official factory programs could achieve. No other formal, corporation-wide GM racing bans of comparable scope appear in the historical record from this period; the story is largely one of the 1957 agreement and its stricter 1963 application within GM.

1963 Chevrolet Corvette Grand Sport, Chassis 003 (30837X100003) is offered as Lot 341 at RM Sotheby’s Monterey Auction on Saturday, 15 August 2026, with a pre-sale estimate of $11,000,000–$13,000,000 USD.
It is one of only five Grand Sports ever built (and the first of the three coupes). These were purpose-built lightweight racing prototypes engineered under Zora Arkus-Duntov as a clandestine effort to challenge Shelby Cobras and European GT cars in international endurance racing, despite GM’s official racing ban. The cars featured a tubular steel chassis, ultra-thin hand-laid fiberglass body, extensive aluminum and magnesium components, competition suspension and brakes, and specialized engines—reducing weight to roughly 1,900 lb versus about 3,200 lb for a standard 1963 Sting Ray.
Racing History Specific to Chassis 003

• Entrusted early to Dick Doane (Doane Chevrolet). Campaigned in SCCA C-Modified during 1963, securing class victories (including at Wilmot and Greenwood). It led the Road America 500 for 93 laps before engine failure; an improvised rear-valance cooling modification from that event was later adopted across the series.
• Upgraded for the 1963 Bahamas Speed Week with the Mecom Racing Team (all-aluminum 377-cid V8 with four Weber carburetors on a cross-ram intake, wider Halibrand wheels, flared fenders, and additional cooling). Drivers included Jim Hall (qualified 3rd overall in the Tourist Trophy), Augie Pabst (4th overall in the Governor’s Cup), and John Cannon (2nd in class / 8th overall in the Nassau Trophy). The three Grand Sports outperformed the Cobras on the straights and earned the nickname “Snake Eaters.”
• 1964 12 Hours of Sebring (Mecom team, race #2, John Cannon / A.J. Foyt): Started near the back after qualifying issues but Foyt charged dramatically on the opening lap (passing ~50 cars). Climbed as high as 8th overall before a wheel/axle issue; recovered to finish 23rd overall and 2nd in class. This event marked the competitive debut of Shelby’s Cobra Daytona Coupe.
• Continued with Mecom in 1964 (including 2nd in class at Houston SCCA and 3rd in class at Nassau Tourist Trophy).
• 1965 12 Hours of Sebring (Ridgeway Racing / Delmo Johnson, Ed Sevadjian, Dave Morgan; later fitted with a 427 big-block): Finished 3rd in class. Additional SCCA success included an overall class win at the Hammond National. Period drivers also included Dick Thompson and others.

The car escaped major accident damage common to period racers, preserving high originality of the tubular chassis, lightweight body, and many unique factory components.
Ownership and Restoration
After the Mecom era it passed through private hands (including Alan Sevadjian in 1965, later Mike Golas, Alan Foster, Robert Paterson from 1975, and Tom Armstrong from 1989). Under Armstrong it earned Bloomington Gold Special Collection recognition (1994), entry into the Bloomington Gold Hall of Fame (1997), and an NCRS Special Interest Award (2002). It was exercised in historic events rather than stored as a static piece.
Acquired in 2003 by its current (long-term California) owner—the third long-term steward in roughly half a century—it underwent a multi-year, no-expense-spared restoration by Terry Scarborough Racing (TSR) of Sonoma. The work exceeded 4,000 labor hours and approached $1 million in cost, returning the car to its authentic 1964 Sebring configuration and livery while retaining as many original components as possible. A new all-aluminum 377-cid engine (built by Ted Yamashiro / Techcraft, four Weber 58 DCOE carburetors on an original-style cross-ram intake, estimated at over 600 hp and 600+ lb-ft) was installed; the prior Armstrong engine was rebuilt and accompanies the car. Transmission is an M21 upgraded internally toward M22 close-ratio specs.
It has since appeared at major events including the Goodwood Festival of Speed, Rolex Monterey Motorsports Reunion, Sonoma Motorsports Festival, The Quail, and others. It participated in GM’s Corvette 70th-anniversary celebrations at Laguna Seca (2023) and was later recognized there as the “Best Corvette to Ever Race at Laguna Seca.”
Current OfferingThe car is meticulously maintained, sorted for vintage competition, and comes with an extensive collection of spare components plus substantial documentation (period photos, racing records, restoration archive). It is described as rarer than a Shelby Cobra Daytona Coupe or Ferrari 250 GTO and as one of the most significant and original surviving American competition Corvettes. It carries a U.S. title and is located in Monterey, California for the sale.
This chassis embodies Arkus-Duntov’s vision more vividly than almost any other single Corvette: a factory-built prototype that, against corporate restrictions, proved a lightweight American sports-racer could duel with (and on occasion defeat) the best from Europe and Carroll Shelby. Full details, photos, and bidding information are available on the RM Sotheby’s lot page.

Cars 1964-65