Ferrari 365_gtc4 Cars For Sale Cars for sale

1972 Ferrari 365 GTC/4 1972 Ferrari 365 GTC/4 Restored, Matching Numbers, Incredible in All Regards!

$295,000

San Diego, California

Completely documented from new, two-owner, matching numbers, rust and accident free, fully restored, books, records and complete tools and jack kit. Year1972MakeFerrariModel365GTC/4TypeTwo-door, 2+2 Seat BerlinettaChassis NoFerrari F 101 AC 100 *15189*Engine NoFerrari F 101 AC 000 *00250*Gearbox No616 300Rear Axle No616 N250Rear Axle Ratio11 x 45 (4.09:1)Body No108Pininfarina Job No256Production Sequence No256 of 505Exterior ColorRosso Cherry (Color Code 95.3.9301 IT.)Interior ColorBlack Cogolo (Full Leather)CompletedJanuary 1972Ordered New ByChinetti Garthwaite Imports, Inc.1234 Lancaster AvenueRosemont, PA 19010 USAOrdering DateJuly 6th, 1972Order Placed ByJose Luis De Pedroso534 New Gulph Road Haverford, PA 19041 USAInvoiced July 10th, 1972 on Invoice No. 1795, stock No. F88For a total purchase price of $18,675DeliveredFerrari Client Services, Modena, Italia August 2nd, 1972(Tourist EE plate delivery for Summer Holiday Use)Options-Extra Set of Chrome Borranii Wire Wheels (Fitted)-Extra Complete Set of “Three-Eared” Knock Offs-USA Equipment-USA Instruments-Air Conditioning-Becker Mexico Olympia Radio with Electric Antenna and Speaker System-Tool and Jack Kit-Complete Set Including Spare, Michelin XWX Tires of size 215/70 VR 15-One Set of Seat Protectors-Body Shipping Protectors-EE Tourist Plates and Green Card InsuranceMileage 50,525 MilesAccording to Ferrari’s internal records, this particular Ferrari 365GTC/4 was completed new in January 1972 as a standard USA model with an exterior in Rosso Cherry (Color Code 95.3.9301 IT,) and an interior finished in Black Cogolo (Full Leather.) This Ferrari was built under Pininfarina Production Sequence No. 256. The individual component numbers at the time of production and to this day are as follows:-Body No108-Production Sequence No256-Engine No250-Gearbox No300-Rear Axle No250(This is as such an all matching number vehicle retaining the main components, frame and body as originally assigned and completed by Ferrari in January of 1972)Several moths after completion, this Ferrari was then assigned for sale on an order placed on July 6th, 1972 by Chinetti Garthwaite Imports, Inc., of 1234 Lancaster Avenue, Rosemont, PA 19010 USA on behalf of new owner, Jose Luis De Pedroso of 534 New Gulph Road, Haverford, PA 19041 USA. The order specified the car would be ready for delivery at Ferrari Client Services in Modena with assigned tourist “EE” plates and “Green Card” insurance in place for Mr. De Pedroso’s use that Summer. Per Mr. De Pedroso’s order, this Ferrari was completed specifically as follows:-Extra Set of Chrome Borranii Wire Wheels (Fitted)-Extra Complete Set of “Three-Eared” Knock Offs-USA Equipment-USA Instruments-Air Conditioning-Becker Mexico Olympia Radio with Electric Antenna and Speaker System-Tool and Jack Kit-One Set of Seat Protectors-Body Shipping Protectors-Complete Set Including Spare, Michelin XWX Tires of size 215/70 VR 15-EE Tourist Plates and Green Card InsuranceMr. De Pedroso agreed to pay $18,675 for this Ferrari but was given a credit of $9,000 by trading in his 1967 Ferrari 275 GTB/4, s/n 10099.Mr. De Pedroso accepted delivery of his new Ferrari from Client Services on August 2nd, 1972. He then enjoyed the vehicle on a European holiday returning it to Ferrari Client Services at the end of August, 1972 at which time he requested that the vehicle be serviced and prepared at his expense for delivery via Chinetti Garthwaite Imports, Inc., in Rosemont, PA for follow on delivery to his home in Haverford, PA.Mr. De Pedroso retained and enjoyed this Ferrari over the next 26 years and was recorded in various FOC and FCA registers as the owner residing and maintaining the Ferrari at his home in Haverford, PA 19041 USA. Sometime circa 1990 the vehicle began to perform poorly backfiring and having starting and driving issues. The car was stored and not driven when it was offered for sale by De Pedroso. This Ferrari was then sold and purchased by Karam Automotive, Inc., of 104 North Patton Street, West Chester, PA 19380 and then sent to Algar Ferrari of Rosemont, PA 19010 on September 8th, 1998. At the time of purchase and this service, this Ferrari had covered 20,807 miles from new.Upon completion of these services, this Ferrari was offered for public sale. In February of 1999, David Romer of 5565Canoga Avenue, No. 304, Woodland Hills, CA 91367 requested the services of noted Ferrari Restorer, Mike Regalia to source and located a suitable V12, front engined Ferrari to supplement a 1985 308 GTS Quatrovalve that Mr. Regalia had previously sourced for him. On March 31st, 1999, David Romer and his brother, Richard Romer agreed to purchase this Ferrari through Mike Regalia’s services for a price of $58,000. The vehicle was to be delivered to Mr. Regalia’s home in Sun Valley, California where it would receive a full bare-metal repaint and extensive restoration and repair work over the next ten months. The car was then over the next 14 years carefully cared for and serviced by the Romer Brothers without consideration for time or expense until their eventual sale in the Summer of 2014 to a private collector in Northern California. The following letter written by former owner, David Romer outlines a bit of the history of this Ferrari during his and his brother’s ownership:David RomerLos Angeles CaliforniaSeptember 14, 2014Re: C/4 15189Mike Regalia found 365GTC/4 SN 15189 for me in Mike had acted as my agent finding my first Ferrari – a 1985 308 GTS QV. After buying that car I quickly figured out that the front engine V12’s were where I wanted to be. In 1999 Mike was running the restoration department of the Nethercutt Museum here in Sylmar Ca. I was introduced to him through Robert Nethercutt, a flying friend of mine. The car was Located back east. We bought it the car and had it shipped directly to Mike’s home and shop in Sun Valley for a bare metal repaint and mechanical sorting prior to me taking possession. If you are not familiar with Mike Regalia, He is a very well respected Ferrari Restorer probably best known for his work and Sale of the Steve McQueen 250GTL (Lusso)I have a binder with the photos of the The color that we painted the car was the same color that the factory painted it when new. The interior of the car is original black leather / black carpet. I re-dyed the front seats this year and the mouse fur was replaced in 99 with the correct material. I have the factory build sheet that is included in the photo set that shows the original colors and options. The motor was strong when we bought the car. We pulled the engine compartment down to the heads and rebuilt everything else. Today the car shows 49, XXX original miles. I believe that my brother Richard and I are the 3rd owners of the car.Note that 15189 has always been in good This car is not a Franken-C/4 that somebody has dolled up for sale at auction. The car is a matching numbers car that was unmolested, 100% intact and correct when I bought it. When Mike took the paint off, the original paint by the way. The only signs of damage was a repair on the front right headlight bucket. Everything that belongs in a C/4 is in place and is correct all the way down to the Cheney hose clamps.Recently, I have done some significant work on In the last 2 years, the suspension has been rebuilt and I changed the rear load levelers out for Koni coil overs. I still have the original load Levelers. In the last year I have rebuilt the transmission and the rear end. The starter motor has been replaced, the alternator has been rebuilt. The relay / fuse block has been removed, cleaned and re-grounded. The water pump with both the water and oil seals have been replaced. The Becker Mexico radio was serviced last year and plays correctly. The A/C was serviced this summer and it blows cold. The cars sits on new Michelin XWX tires. Maybe 2000 miles on them now. The car is reluctantly for sale. It is jointly owned by me and my brother Richard. The car is at his house. His wife is a little tired of it taking up ½ of the garage and he doesn’t really drive it. Me, I’m not working and I cannot buy him out. So it appears that it is time for a new caretaker for 15189.During the Romer Brother’s ownership of this Ferrari it was shown publicly on several occasions in a variety of different events scoring several important awards. These include the following:-2000Concours Italiano Gold Award-2000Palos Verdes Concours d’Elegance3rd Place-2002Ferrari Club of America Annual Meet Century City, CAPlatinum Award-2008MB of Beverly Hills Charity Classic1st in Class Early Ferrari, pre-1974-2013Concours Italiano Gold Award-2014Concours Italiano Platinum AwardOn May 6th, 2015, this Ferrari was acquired by Titan Investments, LLC of Missoula, Montana, a dealer collector investment company specializing in classic Ferraris and other collectible automobiles.On February 14th, 2017 this vehicle was sold by Titan Investments LLC and acquired by Symbolic International after several weeks of involved evaluations and negotiations. The vehicle was carefully inspected and found to be completely rust and accident free example, complete with all original books, leather pouch, complete jack and tool kits as well as both original sets of Borrani and Chromodoro Alloy wheels and even the original extra set of knock off spinners. An extremely comprehensive documentation album further complements this Ferrari as it contains the original purchasing records and extensive service, repair and restoration records going back to new. The engine was given a careful compression check with the following results:Cylinder No.Pressure118021653180418051756175714581459150101701117012175The vehicle was further inspected and verified to retain all of its original coachwork, chassis and individual components as completed new by Ferrari, IE; “Matching Numbers. It was also noted that in addition to driving without issue, the original radio, clock and air conditioning system were all in excellent working order. All three of these components are noted as being notoriously fussy and these all worked as if new. It was further noted that while this was a regular production “North American Market” vehicle, it was delivered new in Italy and shown on the invoice as having both sets of wheels and both the round as well as “Three-Eared” knock offs. The engine detailing, a notoriously weak area of most Ferrari 365 GTC/4s is extremely nice on this particular Ferrari. Both the correct hood blanket and all of the rare original emissions equipment items are intact and functioning as new.Ownership History:January 1972Ferrari S.p.AMaranello, ItalyJuly 1972Chinetti Garthwaite MotorsRosemont, PAJuly1972Jose Luis De PedrosoHaverford, PAJune1998Karam AutomotiveWest Chester,PAMarch1999David and Richard RomerLos Angeles, CAMay2015Titan Investments LLCMissoula, MTFebruary 2017Symbolic InternationalSan Diego, CALeaving out the manufacturer and dealers involved in the purchase and sale of this Ferrari, the vehicles’s two private owners were:Jose Luis De Pedrosoand David and Richard RomerIt would be very difficult if not impossible to find a more honest and correct as well as fully documented Ferrari 365GTC/4. More than 100 high resolution inspection photos can be accessed by contacting me. Please email, ring or text me to arrange for inspections and test drives. I can also easily and happily assist with any manner of world-wide, door-to-door shipping. Kind regards and many thanks always,Bill NoonSymbolic International11425 Sorrento Valley RoadSan Diego, California 92121 USAPhone619 840 [email protected]

1972 Ferrari 365GTC/4 for: $272500

$272,500

Astoria, New York

This beautiful 365 GTC/4 comes out of long-term storage and is overall a very complete and honest example. According to records from Marcel Massini this is one of only 49 C4s delivered in one of the most desirable colors of Blu Ribot and is also one of only 10 cars delivered new to Lebanon to Ferrari collector Elie Ayache in Beirut. It was imported to the US in the 1970s. Today it is nicely presented in black with Borani wire wheels and has a black/red two tone interior which shows a nice patina. Included with the sale the Marcel Massini history report. Here is an exciting 365 GTC/4 at a very attractive price. One of only 500 examples produced and one of the last collectible V12 Ferraris. For only $272,500.00 Ad provided by OldCarOnline.com/cond>

Ferrari : Other GTC/4 1972 ferrari 365 gtc 4 coupe very original ex calilfornia car priced to sell

$297,500

Houston, Texas

EBizAutos 1972 Ferrari 365 GTC/4 An Original Oro Kelso color, U.S. Specification C4 PHOTOS PHOTOS Photo 1 of 41 Request More Info VIN: 15655 Stock #: D1249 Condition: Used Clear Title Transmission: 5 Spd Manual Exterior Color: Red Interior Color: Black PHOTO VIEWER PHOTO VIEWER VIEW OTHER AUCTIONS VIEW OTHER AUCTIONS EMAIL A FRIEND EMAIL A FRIEND MORE PHOTOS & DETAILS MORE PHOTOS & DETAILS Vehicle Overview *** One of only 500 Examples Produced *** One of the last Front V12 Enzo Era Ferraris *** Originally Oro Kelso *** 1972 Ferrari GTC/4 Coupe (U.S. Version) Coachwork by Pinninfarina Chassis No. 15655 One of only 500 units produced from 1971-1972 45,000 Believed Original Miles An Original Oro Kelso color, U.S. Specification C4 Documented by Ferrari historian Marcel Massini Among the Great Enzo Era Front V12 Ferrari's The 365 GTC/4 was developed to meet the ever-growing demand among Ferrari's clientele for a luxurious, high performance automobile with accommodations for up to four passengers. The new model represented a very logical progression for Ferrari, and while its chassis was essentially derived from the contemporary 365 GTB/4 "Daytona". Long appreciated for its driving ease and Colombo-derived V-12 engine, the 365 GTC/4 capably upheld Ferrari's performance image with its superb high-speed touring capabilities. 15655 was completed in June of 1972 as a U.S. version, LHD, with air conditioning and instruments in miles. The car originally wore Oro Kelso (gold) paint, a rare and unusual hue from the Pininfarina special colors chart, over black leather upholstery - Delivered new to official Ferrari dealer Chinetti-Garthwaite in Paoli, PA. The C/4 was under care of the original owner until the very late 1970's, when it exchanged hands and exterior paint color. It subsequently transferred ownerships as recorded through marcel Massini's history report, ultimately ending up in southern California and New Mexico, now red in color. Presently, the Coupe reads just over 45,000 original miles, which are believed to be original, as is the cabin's black leather upholstery, glass, trim and accessories. All body panels are consistent and the underside appears nicely detailed and in original condition, along with the engine bay and luggage compartment. An original knockoff spanner resides in the rear compartment. Ferrari 365 GTC/4s are now recognized as an impressive value with lasting appeal. They offer wonderful grand touring capability with the exhilarating performance of the 340-horsepower V-12 engine - a true gentleman's sports car. As one of just 500 units produced between 1971 and 1972, this example is offered with known ownership and desirable original colors. A recent service was performed with new distributor, plugs and wire and a compression test was performed with good results of 160 PSI on all cylinders. Overall this C4 makes for a great "driver" quality example or a great base to return back to its original livery. Offered at great value! We always encourage and welcome questions, inspections and inquiries - Please feel free to contact us. $297,500.00 Recorded History: June 1972 Factory completion month 1972 Delivered new to official Ferrari dealer Chinetti-Garthwaite, domiciled in Paoli, PA/USA 1972 - 1979 Owned by the original owner Then repainted white December 1979 - May 1981 Advertised for sale, Arlington, Virginia May 1981 Sold to James W. Allan, M.D., resident in Little Canada, MN/USA, odometer showing 34'112 miles December 1987 Still owned by Allan, car is now repainted red January 23, 1988 Advertised for sale by Allan September 1988 Seen at the Ferrari Club of America Garden State Festival of Mendham, NJ/USA, red with black interior, now owned by Robert W. Kerekes, resident in Whippany, NJ/USA April 1993 - January 1995 Advertised for sale, Ferrari of Los Gatos 2007 Owned by Mr. & Mrs. Trevino, Santa Teresa, NM 2015 Owned by DriverSource, Houston, Texas Full Resolution Photos: 1972 Ferrari 365GTC/4 Coupe To learn more about this vehicle, please contact our sales department at (281) 497-1000 or [email protected] SELLING YOUR CAR? Our Philosophy is Selling Made Simple! We Are A Leading Buyer of Fine Motorcars since 2005. We Purchase Classic European Sport Cars - One Vehicle or Entire Collections Additional Photos About Driver Source Our unique concept of sales, service, storage, detailing, and racing support is tailor-made to the enthusiast automotive lifestyle. With an extensive showroom of highline luxury, sports, exotics, classics and collectibles, a full fledged service department and secure car storage all in one facility, DriverSource is sure to cater to all your needs. Buyer Resources Warranty Information ? NO WARRANTY AVAILABLE This Vehicle is Being Sold "As-Is." No extended warranty available for this vehicle. Terms of Sale Overview We reserve the right to end this listing at anytime should the vehicle no longer be available for sale. The following terms of sale apply to all of our listings. Payment Terms: The successful high bidder will submit a $2,500 non-refundable deposit deposit within 2 business days of the close of the auction to secure the vehicle. Buyer agrees to pay remaining balance due (plus applicable fees and taxes) within 10 business days of the close of the auction. All financial transactions must be completed before delivery of the vehicle. Payment Methods: Cash (in person), certified check, bank transfers, or 3rd-party financing. Fees and Taxes: Additional purchase fees for all retail buyers include: $50 Documentary Fee, $5 E-Tag fee, and Vehicle Inventory Tax of 0.2225% of the sale price (e.g. Sale Price - $10,000 @ 0.002225 = $22.25). All Texas Residents are also subject to a 6.25% Texas Sales Tax and state fees (LICENSE + REGISTRATION, and INSPECTION). Out of state buyers are responsible for all state, county, city taxes and fees, as well as title/registration fees in the state that the vehicle will be registered. Please read our Detailed Terms of Sale before placing your bid. Shipping Information For more information about international shipping services please contact: Schumacher Cargo Logistics, Inc. | LOS ANGELES - HOUSTON - MIAMI - CHARLESTON - NEW YORK | (562) 408-6677 | Joey Smit - [email protected] | www.sclusa.com Driver Source Houston TX Contact DriverSource Sales Team Phone: 281-497-1000 Fax: 281-854-6979 Get A FreeCARFAX Record Check Contact DriverSource Sales Team for more information Phone: 281-497-1000 Fax: 281-854-6979 Request More Info It is the customer's sole responsibility to verify the existence and condition of any equipment listed. Neither the dealership nor eBizAutos is responsible for misprints on prices or equipment. It is the customer's sole responsibility to verify the accuracy of the prices with the dealer, including the pricing for all added accessories. Copyright © 2001-2015 eBizAutos. All Rights Reserved. eBay Motors Software by eBizAutos Counter Provided by eBizAutos.com

Ferrari : Other Coupe 1972 ferrari 365 gtc 4 excellent colors very original and beautiful driver

$328,500

Houston, Texas

EBizAutos 1972 Ferrari 365GTC/4 Coupe PHOTOS PHOTOS Photo 1 of 55 Request More Info VIN: 15215 Stock #: 15215 Condition: Used Clear Title Transmission: 5 Spd Manual Exterior Color: Silver Interior Color: Black/Red PHOTO VIEWER PHOTO VIEWER VIEW OTHER AUCTIONS VIEW OTHER AUCTIONS EMAIL A FRIEND EMAIL A FRIEND MORE PHOTOS & DETAILS MORE PHOTOS & DETAILS Vehicle Overview Highly Original & Correct Example !.. One of only 500 units produced from 1971-1972!.. Presented in Attractive and Rarely Seen Original Colors!.. 1972 Ferrari GTC/4 Coupe (U.S. Version) Chassis No. 15215 Ideal Preservation Candidate Highly Original & Correct Example Includes Marcel Massini History Report One of only 500 units produced from 1971-1972 Presented in Attractive and Rarely Seen Original Colors The 365 GTC/4 was developed to meet the ever-growing demand among Ferrari's clientele for a luxurious, high performance automobile with accommodations for up to four passengers. The new model represented a very logical progression for Ferrari, and while its chassis was essentially derived from the contemporary 365 GTB/4 "Daytona", its five-speed gearbox was mounted in tandem with the engine and the 365 GTC/4 continued to utilize the self-leveling rear suspension of the 365 GT 2+2. Long appreciated for its driving ease and Colombo-derived V-12 engine, the 365 GTC/4 capably upheld Ferrari's performance image with its superb high-speed touring capabilities. This very attractive and well preserved U.S. specification C/4 is a very honest and original example in Grigio Argento over Black Leather upholstery with Burgundy corduroy inserts and carpeting. It is equipped with power windows, power steering and air conditioning (needs servicing). The car leaves the overall impression as an extraordinarily unspoiled 46,500 mile example. All body panels are consistent and the underside appears very original and nicely detailed still displaying the original undercoat and a very sound structural condition. The PininFarina body # "270" is found on both the front trunk and rear bonnet. The engine bay is equally nice and detailed. Fitted with correct Michelin X tires on Cromodora wheels, the exterior's paint appears as largely original and appears as though a clear coat was applied years ago to contain the crazing, the paint has crazing throughout. The interior cabin is exceptionally presented as well for its age and very original, showing a patina on the leatherwork. Like the majority of C4's the air conditioning will need to be serviced. This car also has properly working instruments, clock, lights, and Becker Grand Prix radio. Its motor quickly revs to full power, and has compression results that average 158 PSI on all 12 cylinders. Current collector interest suggests that Ferrari 365 GTC/4s are quickly becoming recognized as an impressive value with lasting appeal. They offer wonderful grand touring capability with the exhilarating performance of the 340-horsepower V-12 engine - a true gentleman's sports car. As one of just 500 examples produced between 1971 and 1972, this wonderful example is offered with an outstanding preservation to further enjoy! Recorded History: 1972 Delivered new to Chinetti-Garthwaite Imports in Paoli, PA/USA 1972 Sold to the first Owner 1980 Owned by Cliff Fancher, resident in Orlando, FL/USA 1985 Described as silver with black leather and red inserts, Borrani wire wheels, exceptional mechanical condition, FCA Concours winner 1997 Described as silver with black leather and red cloth inserts, nice running example 2011 Owned by Les Putnam, USA 2014 Jose Romero, Driversource, Houston, TX/USA $328,500.00 Offers Welcomed Full Resolution Photos: 1972 Ferrari 365GTC/4 Coupe To learn more about this vehicle, please contact our sales department at (281) 497-1000 or [email protected] Selling Made Simple. A Leading Buyer of Fine Motorcars since 2005. We purchase classic European sport cars - One Vehicle or Entire Collections. Additional Photos About Driver Source Our unique concept of sales, service, storage, detailing, and racing support is tailor-made to the enthusiast automotive lifestyle. With an extensive showroom of highline luxury, sports, exotics, classics and collectibles, a full fledged service department and secure car storage all in one facility, DriverSource is sure to cater to all your needs. Buyer Resources Warranty Information ? NO WARRANTY AVAILABLE This Vehicle is Being Sold "As-Is." No extended warranty available for this vehicle. Terms of Sale Overview We reserve the right to end this listing at anytime should the vehicle no longer be available for sale. The following terms of sale apply to all of our listings. Payment Terms: The successful high bidder will submit a $2,500 non-refundable deposit deposit within 2 business days of the close of the auction to secure the vehicle. Buyer agrees to pay remaining balance due (plus applicable fees and taxes) within 10 business days of the close of the auction. All financial transactions must be completed before delivery of the vehicle. Payment Methods: Cash (in person), certified check, bank transfers, or 3rd-party financing. Fees and Taxes: Additional purchase fees for all retail buyers include: $50 Documentary Fee, $5 E-Tag fee, and Vehicle Inventory Tax of 0.2225% of the sale price (e.g. Sale Price - $10,000 @ 0.002225 = $22.25). All Texas Residents are also subject to a 6.25% Texas Sales Tax and state fees (LICENSE + REGISTRATION, and INSPECTION). Out of state buyers are responsible for all state, county, city taxes and fees, as well as title/registration fees in the state that the vehicle will be registered. Please read our Detailed Terms of Sale before placing your bid. Shipping Information For more information about international shipping services please contact: Schumacher Cargo Logistics, Inc. | LOS ANGELES - HOUSTON - MIAMI - CHARLESTON - NEW YORK | (562) 408-6677 | Joey Smit - [email protected] | www.sclusa.com Driver Source Houston TX Contact DriverSource Sales Team Phone: 281-497-1000 Fax: 281-854-6979 Get A FreeCARFAX Record Check Contact DriverSource Sales Team for more information Phone: 281-497-1000 Fax: 281-854-6979 Request More Info It is the customer's sole responsibility to verify the existence and condition of any equipment listed. Neither the dealership nor eBizAutos is responsible for misprints on prices or equipment. It is the customer's sole responsibility to verify the accuracy of the prices with the dealer, including the pricing for all added accessories. Copyright © 2001-2015 eBizAutos. All Rights Reserved. eBay Motors Software by eBizAutos Counter Provided by eBizAutos.com

Ferrari : 550 MARANELLO FERRARI 550 MARNANELLO SERVICED GIALLO YELLOW DAYTONA SEATS 275 YELLOW HRE

$209,000

Beverly Hills, California

You are looking at an investment grade Ferrari 550 Maranello and one of the very best cars ever to come out of the Ferrari factory. This is truly a spectacular condition Ferrari 550 Maranello. I have seen two 550s with 6,000 miles on them and they did not look as good as this car. This Maranello features the rare and strikingly handsome Giallo Modena color paint, an outstanding glove soft leather interior and an engine clean enough to eat from. Appearing as nearly new are the black leather Daytona leather seats and the mint condition diamond leather rear shelf. The original official color of Ferrari was in fact Giallo (yellow) as this is the official color of Modena, Italy where Enzo Ferrari was born and where he located his factory. Red was the color of Italy (as green was England, blue for France, silver for Germany, etc.) but the actual color of Ferrari was yellow, which is why this color is called Modena Yellow (and why the Ferrari badge features a yellow background behind the prancing horse). Whereas red maybe too flashy for some or simply far too common, this yellow has the same visual power as the red, if not more, while being far more rare and less ostentatious. While there are many red, black, blue, silver and grey 550s yellow Maranellos are particularly rare. This Ferrari looks more like a one-year old car rather than a nearly 20 year-old classic Ferrari, such is its exceptional condition. The dash is as new and with none of the typical drying or shrinkage issues. The leather seats, featuring their “Daytona” pattern, are as new and without wear. There are no sticky parts. The Books and Manuals and their leather pouch and the Leather toolkit are included as shown in the photograph. The major service was recently performed, including new timing belts, tensioner bearings, drive belts, filters, oils, fluids, gaskets and seals, spark plugs, pollen filter, etc. Also included are a set of premium HRE wheels with Michelin tires (265 mm/ 19” front and 325 mm / 20” rear) that cost nearly $9,000. (I will try and get a photo of these wheels on the car and post the pic in the next couple of days.) The wheels look absolutely stunning on the 550. The OEM wheels are as new and feature brand spanking new freshly mounted Bridgestone Potenza tires (Bridgestone Potenzas were an OEM tire fitment for the 550 from Ferrari when new) with their stickers still on them. The 550 Maranello is one of the hottest Ferraris on the market today and for good reason as it is perhaps the best all around front-engine GT ever built by Maranello. When new the world recognized the 550 as the true spiritual successor to the legendary Daytona. At a recent Concours, studying the profiles of the Datyona, 365GTC, the 550 and a yellow 275GTB, the 550 looked more athletic, balanced and handsome than the 365 GTC or the Daytona. Only the seven figure 275 was arguably more handsome. Interestingly enough, side by side the 550 more closely resembles the 275 than the Daytona as well. (Long hood, rear fender power bulge, flip up rear tail, etc.) It's clear to see the 550 is the modern day interpretation and successor to the 275. The owner of the yellow 275, a well-known collector, told me once how he'd only paid several thousand dollars for the 275 years earlier and now clearly benefiting from that ownership and the car's appreciation! So why am I selling my 550 if it's such a great car? Because I'd like to buy a 550 Barchetta and they are rather expensive. (If any Barchetta owners are interested in a trade please contact me.) The 550 is the last true Ferrari GT featuring an Enzo-era gated manual shifter, an actual accelerator cable connecting the driver directly to the engine and a traditional tubular steel chassis. The 550 is a solid and reliable sports car as well as rolling sculpture. Brock Yates, who along with Dan Gurney drove a Daytona from Coast to Coast in the Cannonball Run in just 36 hours with Gurney purportedly driving some 20 miles at speeds in excess of 170 mph, compared the Daytona to the 550. In his 1997 Car & Driver comparison he wrote the Daytona and the 550 were “amazingly similar in concept and capability” and that one should “Consider that the Daytona and the Maranello are genetically linked in overall architecture.” Back in 1997 Yates wrote: “Over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947.” Brock Yates, now a legend in his own right, is one who would know. (More from Brock Yates below.) Daytona coupes are now pushing $1,000,000.00 while the 550 is a better Ferrari in every way, as shown in a side by side comparison by EVO Magazine with the 275, Daytona, 550 and the 599. Of these cars, EVO picked the 550 as the better of this bunch. (See below.) Also included in the test was the 575 with a manual transmission…a car that today costs around $300,000 or more…if you can even find a 575 with a manual gearbox! Yet, by comparison for collectability the 550 comes out on top. The 575 has drive by wire which lacks the feel of the direct accelerator cable found in the 550 and Daytona. Nearly all 575s are the less desirable automatic/paddle shifters. The 550 interior is a much cleaner design and more attractive with flowing lines that contour cohesively from the door panels around through to the center console. The nose of the 575 was also rounded off and in the process it lost the tailored sharpness of the 550’s shark nose. The 575 is a great car but the 550 is the closest thing to a Daytona in terms of visceral feel and stunning purity of design which make the 550 the most collectable coupe after the Daytona. When the 550 came out Daytona coupes could be purchased for around $100k so their values have increased approximately 7 times over since then, making them unaffordable to most. Don’t be surprised with the 550 follows in its predecessor’s footsteps. Even the never much loved 365 GTC/4 are now selling for more than $300k so you can imagine what the well-received 550 will appreciate to! The 550 is not only remarkably handsome and exotic looking, but fast (nearly 200 mph and 0-60 in just 4.2 seconds), comfortable and reliable. The 550 was a stunning 3.2 seconds faster around Ferrari’s Fiorano race track than the mid-engined 512M. The sound of the 550’s V12, with its titanium connecting rods and four valves per cylinder, is second to none. It is truly the perfect all around driving Ferrari and as rolling art with its own symphony it is also a great investment. Just two years ago when I sold my 512TR I noted in my Ebay ad that the 512TR was going to go up in value. It was simply too good of a car, looks and performance wise, to not go up in value when compared to other cars on the market. Well, since then the car has more than doubled in value as is valued at well-over $200k. Yet Ferrari produced about 9,957 Testarossas (TR, 512TR and 512M) and only about 3,083 550 Maranello so there are nearly three and a quarter TRs for every one 550. There is no doubt the 550 is visceral Ferrari with a traditional Enzo era tube chassis and gated shifter: A car that’s engaging to drive and better in performance in every way than the Daytona and arguably just as good looking on the outside and unquestionably better on the inside. (The seats of in the Daytona don’t even adjust at all.) There is no doubt the 550 Maranellos values will be increasing dramatically. As it is, there are precious few on today’s marketplace for sale and when they do come up for sale they don’t last very long. At RM’s September 2015 auction in England, Max Girardo, auctioneer and managing director of RM Sotheby’s European division, said in a post-sale news release that the market is still commanding strong money, and rather significantly he noted further, “We welcomed bidders from 26 countries, of which 23 percent were new clients to RM Sotheby’s.” When the 550 was produced back in the late 1990s Russia, China, India and other economies were struggling and emerging economies and they were not buying Ferraris. Today’s population of 7 billion people with nearly 2,000 billionaires around the globe means the demand for collectible Ferraris is greater than ever, as shown by RM. The 550 is also rare with just over 3,000 produced compared to 16,000 or so 360s and likely similar numbers for the 430 and 458, etc. A 550 Maranello convertible (a “Barchetta”) was sold by Gooding for $762,000 this past August and Parties are now routinely asking half a million dollars for the convertible version of the 550….a car with no real roof and a car that is identical to the 550 Maranello mechanically. Just two years ago the average asking price for a Barchetta was just under $200k. This gives insight into the future value of the Maranello. Ferrari made more 246 Dinos than 550 Maranellos (3,761 compared to just 3,083 Maranellos) yet those V6 engined Ferraris can run $400k to $500k. The 550 Maranello is only now starting to come into its own and a year or two from now these cars will be soon prohibitively expensive for most people to purchase. Similarly, remember when Boxers were ~$65k? Those days are long gone now as well. The 550 is rapidly being appreciated now for the classic Daytona successor that it is…only better. Whether as an investment or as your daily driver, the 550 is an all around stunning winner of a Ferrari and this one now for sale is a rare gem. BROCK YATES: Attempts to compare a modem automobile with an aged counterpart are as futile as those tedious sports-bar arguments over whether Babe Ruth could hit a 100-mph Randy Johnson fastball, or if Rocky Marciano could go toe to toe with Evander Holyfield, or if Emmitt Smith can hit off-tackle as hard and quick as Jim Brown. Apples and oranges, as the old saw goes, and as time marches on, the size, strength, and style of both men and machines are altered to a point wherein historical comparisons lapse into pointless gibberish based only on prejudice and the age of the proponents. Except in the case of two Ferraris, over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947 with his nascent 125 sports car and carried forward in increasingly brash and outrageous forms, i.e., a well-founded chassis cradling a front-mounted, narrow-angle V-12 producing prodigious horsepower from relatively small displacements. Consider that the Daytona and the Maranello are genetically linked in overall architecture. Both are V-12, front-engine machines with transaxles and unequal-length, coil-sprung independent suspensions. Four-wheel vented disc brakes and two-place, grand-touring coupe bodywork with high levels of comfort are common traits, as are stunning performance figures and relatively large dimensions and heavy weight. Clearly, the 550 is a technical marvel compared with its cousin, owing to its electronically controlled fuel injection and adjustable traction control, shock absorbers, and anti-lock brakes, plus a plethora of luxury power options. The Daytona has simple, powerless bucket seats, and the most vivid and unpleasant clue to its age is its recirculating-ball manual steering, which serves as a mobile Soloflex at low speeds (although it becomes feathery and precise at highway velocities.) Moreover, its steering wheel resides at a bus driver's angle, recalling the days when such ergonomic decisions were governed exclusively by the bulk of the Commendatore, who mandated all wheel and pedal positions (thereby eliminating all humans of small stature from becoming Ferrari drivers). With 1.1 more liters of engine displacement than the Daytona (5.5 liters versus 4.4) and vastly more efficient port fuel injection, four-valve cylinder-head design, and intake and exhaust manifold tuning, the 550's engine easily overcomes stringent emissions rules to pump out 458 horses, or 143 more than its cousin. When once considers that this is being produced by a tractable, smooth-idling, normally-aspirate engine, the Ferrari's engineering staff's skill at producing steroid-induced horsepower comes into focus. EVO MAGAZINE REVIEWS CLASSIC FERRARI GTs Ferrari 599 GTB vs 275 GTB, Daytona, 550 Maranello and 575M 27 Feb 2013 The launch of a new V12 Ferrari is the perfect excuse to bring together its front-engined forebears. Jethro Bovingdon drives them all, from sublime 275 GTB to stunning 599 GTB Fiorano. Millions of car enthusiasts suddenly understood what it feels like to be the front splitter on a 430 Scuderia when the F12 Berlinetta was revealed. In fact my chin is still recovering from the gravel rash incurred by dragging my bottom jaw around for at least two days in the immediate aftermath: 730bhp, wild aerodynamic devices like the ‘Aero Bridge’, Active Brake Cooling, a top speed of over 211mph… it’s not so much an evolutionary step as a giant leap into a tear in the time-space continuum. Right now we can only imagine how it drives (brilliantly seems a safe bet), but what we can do is look back to see what has made the front-engined Ferrari V12 berlinettas so extraordinary in the past, and perhaps identify the magic that the F12 would do well to carry into its startling new hyper-reality. So we find ourselves at Millbrook Proving Ground on a drizzly Saturday morning. The forecast says we can look forward to sunshine but it hardly seems to matter. Unless giant rocks of ice start to fall from the sky, the weather couldn’t possibly spoil this very special day. It’s one of those pinch-yourself moments as I look around to see 275 GTB, 365 GTB/4 Daytona, 550 Maranello, 575M and 599 GTB Fiorano… I want to jump up and down and run in circles but instead I just nod in dumbstruck silence as David Ingram-Hill hands me the keys to his family’s beautiful 275 GTB and coolly gives me some instructions about the finer points of handling this near 50-year-old road-racer. ‘It’s a 1965 two-cam six-carb model with the Webers instead of the Solex, steel- bodied and a long-nose/short-tail car. It’s got a dogleg first and the throttle is a bit sticky initially. Use all the available revs, no restrictions, just go for it. It goes like stink. You will absolutely love it.’ David is, as you may have gathered, a bit of a hero. This 275 (insured by us for £800,000) has recently skimmed across Patagonia in the 1000 Millas Sport rally, is a regular on the Mille Miglia and gets used very, very hard every time it’s brought out into the wild. It’s beautifully maintained but never pampered, loved for what it does, not just how it looks. Even so, driving it onto Millbrook’s challenging Alpine Hill Route in the damp is enough to get a swarm of mutant butterflies dive-bombing my stomach lining. It’s hard to imagine a more evocative machine than a bright red 275 GTB with white roundels on the bonnet and doors and huge Scuderia Ferrari shields on the front wings. Swing open the tiny, lightweight door and drop into the low-backed black bucket seat, remember to breathe, then just soak in the details. The big, metal-spoked, leather-trimmed wheel with that famous badge staring proudly back at you; the large, clear instruments set in a simple wooden dash (speedo reading to 300kph, red line at 7500rpm); the tightly-gated ’box and the deliciously tactile gearknob with those perfect, finger-shaped indentations on its rear face; the miniature elegance of the door mirrors; the almost pornographic rise and fall of the curvaceous wings and bonnet… God, I’m as cynical as the next man, but the 275 is plain irresistible. Turn the tiny key, press the oversized black plastic rocker switch marked ‘A’ where you’d expect to find a stereo in a normal car, listen for the click of the fuel pump, turn the key a bit further and the 3.3-litre Colombo V12 (see panel, p68) starts to churn. Now squeeze the throttle ever so gently and feel the weight of the carbs pushing back… the engine catches then thrums and thrashes at a fast idle. I’m told this particular V12 is good for around 300bhp and the GTB is built like a racer – it weighs just 1200kg. As I take up the clutch and try to judge that heavy throttle, I can’t help wondering if the 205/70 VR14 (yes, 14!) tyres are going to be my friends or a deadly foe… The weighty first inch or so of throttle pedal is the only heavy thing about the 275 GTB. Its unassisted steering is light and intuitive with none of the slack I’d expected, the gearchange is precise despite the transaxle layout (then a first for a Ferrari berlinetta but continued to this day) and there’s a supple effortlessness about its damping. But that doesn’t make it a relaxing car to drive – it’s too intense for that. The V12 is torque-lite but rev-happy, and to make it feel like the full 300bhp you need to be determined to see the needle swing towards the red. The V12’s complex tangle of noise is pulled tight as the revs rise and, much as I hesitate to use the words, the resulting snarl at the top end is pure Le Mans. The 275 is not a physical car to drive but it requires real mental discipline – you must keep the engine bubbling over 5000rpm, the gearbox needs careful coaxing and an expertly judged blip of revs to change down cleanly, and the steering is exquisitely accurate but lacks the busy feel I’d expected. Even on the heavily cambered turns of the Hill Route it never weights-up to give you something to lean against; instead you feel for the grip through the seat and I never felt minded to really fling it towards a corner. I suspect experience would breed much more confidence because the basics are so right: the 275 GTB is so narrow and agile, the body control is absolutely remarkable for such an old car, the brakes (here upgraded to Daytona-spec) are superb, and the whole car just seems incredibly happy when it’s being driven hard. The noise, the smell of hot oil, the way reflections seem to rush up to the curved windscreen and then streak past the side windows… it’s just pure theatre and pure race car. I’m smitten. Imagine driving this car in 1965 when the average family car (think of an Anglia 105E) covered the 0-60mph yardstick in around 25 seconds and could barely hit 80mph flat-out… Daytona. I am about to drive a Ferrari Daytona. I knew the numbers by heart as a kid: 4.4-litre V12, 352bhp at 7500rpm, 174mph, 0-60mph in 5.4sec, 0-100mph in 12.6… To call the 365 GTB/4 an icon is like saying that Roger Federer is quite good at tennis. This is supercar royalty. Now, it might make you feel a bit sick, but our new best mate Mr Ingram-Hill also owns the Daytona (I won’t mention the F40 and the F50). He warns me it’s a bit different to the 275 and the key to that is one figure that my young mind never really factored-in to the Daytona myth. It weighs 1600kg. Compared with its predecessor it’s a genuine porker. The question is, has it been on protein shakes and designer steroids or just spent too long at the pasta buffet? The sliver of chrome that acts as a door handle gives no clue to the car’s heft, but settle into the laid-back, squidgy seat and it feels like a very different animal to the racy, minimalist 275. There’s a wide centre console (complete with electric window switches), the steering wheel is vast, you sit much higher and the big, faded black dash has a sort of old-school Californian glamour to it – in other words it’s stylish but unnecessarily huge. Wow, talk about a shift in focus. The broad-chested Tipo 251 V12 churns in the same slightly reluctant fashion before booming to life and seeming to swallow up the whole car. This one has a deeper but still super-complex note. The ’box still has a familiar dogleg pattern but the exposed metal gate has vanished and the tight precision is replaced by a loose, long-throw action. Again the big carbs give a heavy stiction to the throttle but that’s nothing compared with the steering (still unassisted), which is painfully heavy as I roll gingerly out of our little collecting area and on to the Hill Route. Within perhaps five seconds of driving the Daytona you know it’s not a wild, highly-strung and enthralling road-racer like its predecessor. The weight of the steering, the huge torque of the engine, the overly-sensitive brakes… virtually every detail says this is pure GT, a sea- change in the direction of front-engined V12 Ferraris. However, I don’t mind admitting it makes me feel instantly more comfortable. Yes, the steering is almost comically heavy and there’s more body-roll and less agility, but that means the Daytona is easier to read and doesn’t feel like it might skate across the surface unexpectedly. Delve deeper, though, and the Daytona starts to show its limitations. The engine is absolutely stonking, no question. It’s quicker than the 275 even pulling that extra 400kg, and despite that deep well of torque it’ll rev right out, too. But push the chassis harder and the steering becomes almost unmanageable and never seems to lighten at all, the body starts to lurch a little between direction changes, there’s inevitable understeer and the gearbox has such wide ratios that smooth progress is very tricky to maintain. I’ve never driven a car that needs such a massive throttle input to match the revs on a downshift. It’s fair to say that after the fairytale brilliance of the 275 GTB, the 365 GTB/4 is something of a disappointment. Of course I absolutely accept that the Hill Route is the very worst place to drive the Daytona. This is a car for fast, wide French N-roads where you never dip below 100mph, society girlfriend in the passenger seat eager to get to Monte Carlo and congratulate you on your impeccable taste in bank accounts. Repeatedly. However, here and now it’s not a patch on that eager, fizzing 275 GTB and although I still want a Daytona in my kitchen, I wouldn’t be that bothered if it was bricked-in. Beautiful, thumpingly quick, magnificent noise… it just lacks that chassis sparkle I’d dreamt about. If it hadn’t been for the vision of Luca di Montezemolo, the Daytona might have been the last of its kind, the finale to a lost era of effortless continent-crossing married with genuine sports car thrills. But after the Berlinetta Boxer era and the heroically OTT Testarossa, 512 TR and F512M, in the late-’90s Ferrari went back to its front-engined roots. And how. The 550 Maranello was received with quiet confusion, furrowed brows and comparisons with the Toyota Supra. But any notion that Ferrari had lost the plot was found to be absurd as soon as journalists and customers began to drive the 550 in anger. It was the Daytona formula updated, refined and executed with stunning attention to detail. The launch of the Maranello in 1996 was before my time, but eight years later, when we were conducting our Greatest Drivers’ Cars feature (evo 066) I can clearly remember driving one across south Wales and wondering where Ferrari had hidden its 1716kg, wringing ever last drop from that creamy V12, smile growing wider with every corner. Nick Hill’s example is a peach. Gleaming in the sunshine, it’s hard to believe a car of such elegance could ever have been dismissed as a frump. I can barely wait to drive it. Instantly it feels like an old friend: the towering high-rise centre console still looks terrific; the wide transmission tunnel and proudly gated six-speed ’box holler that there’s some seriously big forces being channelled back to those rear wheels; even the plain, slightly slippery-looking three-spoke steering wheel feels just about perfect. With ribbed ‘Daytona’ seats, acres of creme leather and red carpets, this 550 is loaded with nostalgia but still functional and modern. Breathing fast and free through a Larini exhaust, the 5.5-litre V12 sounds like it’s got barely a tenth of the internal friction of the old stagers. Although the numbers say that the 485bhp Maranello isn’t that much quicker than the 352bhp Daytona (12.6sec to 100mph for the old timer, 10.1 for the 550), I think the steep inclines and wickedly cambered turns of the Hill Route might just paint a different picture. Sure enough the 550 Maranello feels lighter, faster and more agile than the Daytona. In fact even the 275 GTB feels slightly ponderous in comparison with the more modern V12. Quick steering, superb brakes, amazing throttle response and an abundance of torque just help you to drive closer to the 550’s limits with more margin for error and without having to carry all the speed that the front tyres can handle. In the older cars you suspect you have to get them dancing right on the limit to feel their real magic, well into the realms of momentum – a game with fearsome stakes. The 550 indulges a slow-in, fast-out approach so you can gain confidence as the front end bites, spot the exit and then load (or indeed overload) the rear tyres at will and steer the car on the throttle. It’s wonderfully accessible and ironically I think makes the newer car more fun at lower speeds. And what you’re accessing is still, 16 years on, truly sublime. The ride is firm (too firm if you select Sport mode, which makes the 550 unsettled) but the pay-off is an amazing ability to control its bulk, a front end that you can lean on with total confidence and a direct link between your right foot and a rear axle that’s always intimately involved with the car’s balance. It’s very rare to find a car that responds so cleanly and quickly to every input that you make, that makes the driver so central to how it behaves. There is pitch and roll but it’s all perfectly in tune and only increases your interaction with the car and gives you more options. Very few sports cars are blessed with such clarity and adjustability, and yet when you throttle back a bit the 550 is a simply brilliant and relaxing GT car. It takes elements of the rabid 275 and the laid-back Daytona and conjures a character that doesn’t feel compromised in any way, yet covers every base. It is simply a terrific car. The 575M, you may remember, didn’t get off to an auspicious start in 2002. It took the athletic control of the 550 and replaced it with flabby indecision. If you so much as showed a 575 a tricky compression it’d smash its belly into the road. Fortunately, Richard Allen’s 575M is fitted with the Fiorano handling package, lowering it by 15mm and retuning both the dampers and the steering, which restored much of the 550’s brilliance and became the default choice for buyers outside the US. I’m expecting it to feel like a slightly softer 550. Pull the door shut and the 575M is clearly a more modern Ferrari: dead ahead is a big central rev-counter, smaller speedo to its right. The steering wheel is smaller, more sculpted; the big shoebox console is gone. But the real change is the sheer reach of the revised 5.7-litre engine, now producing 508bhp and nudging the top speed up to 202mph, and the added polish to the chassis. I’d have scarcely believed it, but the 575M Fiorano monsters the 550. There’s more steering feel, greater traction, even a better ultimate balance. Within 200 yards I’m absolutely amazed, within half a mile I’m laughing at the ferocity of the engine, and within a mile I’ve turned off the traction control, stopped laughing and started working as hard as I can to bring out the best in the 575M, completely absorbed and more committed than I’d care to admit to the kind Mr Allen. Sorry Richard, but to drive the 575M in any other way just wouldn’t be right… A few laps of the route later, the 575M has me completely. The V12’s delivery knocks the wind from your lungs in the mid-range and is savage if you dare wring it out, the ’box is sweet and quick, the steering – so artificial at parking speeds – buzzes and tugs at your wrists above about 30mph, and the way you can dictate to the chassis without ever bullying it is just mesmerising. I’m bewitched – and bewildered to think that the 599 GTB is a big step on from this freakishly talented supercar… It is, too. The 599 is faster (a bit), has more grip (lots) and when you’re smacking home another violent gearshift, manettino set to ‘Race’, V12 screaming up towards 8000rpm, shift-lights on the carbon steering wheel blinking like crazy, you can only conclude that this is something truly extraordinary. But that’s not the end of the story. The 599 GTB is incredible but it’s also way too big, the chassis has astonishing agility but it’s also nervous and demanding, and every lump and bump seems to introduce expensive carbon venturi to coarse road surface. It’s more like a front-engined 430 Scuderia than a successor to the Daytona, 550 and 575M. The sheer physical size of the 599 GTB is extraordinary and the feeling that you’re a little kid in a big man’s car never evaporates. But the lightness to the way it drives is more extraordinary still. You’d barely guess there was a 6-litre V12 ahead of you when it pivots into a corner with seemingly no inertia to overcome, magnetorheological dampers keeping the body flat, steering light and completely uniform in weight, driving hard through the rear wheels and climbing in steps at 3000rpm and 5500rpm until you’re getting the full noise of 611bhp up towards eight. If there’s a downside it’s that the manic F1 gearshift, scalpel-sharp V12 and darty steering response seem to demand that you attack, attack, attack… it feels like the 599 GTB is running away from you and, when you attempt to wind the pace back in, the gearshift feels unnecessarily manic, the V12 doesn’t deliver such easy-going torque and, because there’s less weight transfer, the steering provides very little information about grip levels. It’s both highly-strung and slightly aloof after the 575M – an odd combination, but inescapable after the transparent balance of its predecessor. Privileges come no greater than driving these cars back-to-back on a perfect Spring day on a road with very loosely advised speed limits. I’ve been staggered, disappointed, elated, mildly terrified and completely smitten. The 275 feels like a racer with numberplates and I love its infectious character, its tiny dimensions, the elegance of every detail, the view, the smell and the noise when its V12 is working hard. Clearly the F12 Berlinetta would do well to recreate its sense of uncompromising dynamic focus. I didn’t gel with the Daytona but it too has lessons for the new car: The F12 needs the capability to deliver its performance easily and conjure up images of a lost way of life, a life of relaxed journeys down tree-lined French roads, of vast distances dispatched. The 550 and 575M nailed that dual character perfectly. They’re a delight to drive slowly, effortless at a fast cruise and yet totally absorbing with traction control disengaged, an empty passenger seat and a fabulous road ahead. The 599 GTB is a very different V12 Ferrari – more manic than the 275, more demanding than the lucid Maranellos, more thrilling than either on the right road on the right day, but less rounded, less loveable and less forgiving. The F12 will be faster still: its dual-clutch ’box will give it instant shifts, its active aero even greater stability at speed and its electronics should make 730bhp exploitable. I just pray it puts the driver right at its centre, just like the greats from Ferrari’s past. Can’t wait to find out.

Trim COUPE

Ferrari : 550 2 DOOR FERRARI 550 MARNANELLO IN EXCEPTIONAL CONDITION

$179,000

Beverly Hills, California

You are looking at an investment grade Ferrari 550 Maranello and one of the very best cars ever to come out of the Ferrari factory. This is truly one of the nicest Ferrari 550 Maranellos, featuring stunning paint (Argento Nurbergring Metallic), a spectacular leather interior and an engine clean enough to eat from. Classy and pure triple silver—silver paint, light grey interior with “Datyona” seats and matching silver Brembo brake calipers. While at the local Aston Martin dealership the other day the Manager stated he walked around my car and was stunned by this Ferrari 550s exceptional condition, saying “I couldn’t find a flaw on the car.” This Ferrari looks more like a one-year old car rather than a nearly 20 year-old classic Ferrari. The dash is as new and with none of the typical shrinkage issues. The leather seats, featuring their “Daytona” pattern, are as new with zero wear. There are no sticky parts. The Books and Manuals and their leather pouch and the Leather toolkit are included as shown in the photograph. Upon the sale of the Maranello a fresh belt service will be performed for the Buyer. Silver OZ Racing Superleggera wheels with Michelin Pilot Sport tires (~$5,000) are presently fitted and in excellent condition. Also included are show quality original equipment 550 wheels with brand spanking new freshly mounted Bridgestone Potenza tires (Bridgestone Potenzas were an OEM tire fitment for the 550 from Ferrari) with brand new Ferrari Prancing Horse Center caps. (I will take $3,000 off the price if the Buyer choses not to take these OZ Racing wheels.) The 550 Maranello is one of the hottest Ferraris on the market today and for good reason as it is perhaps the best all around front-engine GT ever built by Maranello. When new the world recognized the 550 as the true spiritual successor to the legendary Daytona. The 550 is also the last true Ferrari GT featuring an Enzo-era gated manual shifter, an actual accelerator cable connecting the driver directly to the engine and a traditional tubular steel chassis. Brock Yates, who along with Dan Gurney drove a Daytona from Coast to Coast in the Cannonball Run in just 36 hours with Gurney purportedly driving some 20 miles at speeds in excess of 170 mph, compared the Daytona to the 550. In his 1997 Car & Driver comparison he wrote the Daytona and the 550 were “amazingly similar in concept and capability” and that one should “Consider that the Daytona and the Maranello are genetically linked in overall architecture.” Back in 1997 Yates wrote: “Over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947.” Brock Yates, now a legend in his own right, is one who would know. (More from Brock Yates below.) Daytona coupes are now pushing $1,000,000.00 while the 550 is a better Ferrari in every way, as shown in a side by side comparison by EVO Magazine with the 275, Daytona, 550 and the 599. Of these cars, EVO picked the 550 as the better of this bunch. (See below.) Also included in the test was the 575 with a manual transmission…a car that today costs around $300,000 or more…if you can even find a 575 with a manual gearbox! Yet, by comparison for collectability the 550 comes out on top. The 575 has drive by wire which lacks the feel of the direct accelerator cable found in the 550 and Daytona. Nearly all 575s are the less desirable automatic/paddle shifters. The 550 interior is a much cleaner design and more attractive with flowing lines that contour cohesively from the door panels around through to the center console. The nose of the 575 was also rounded off and in the process it lost the tailored sharpness of the 550. The 575 is a great car but the 550 is the closest thing to a Daytona in terms of visceral feel and stunning purity of design which make the 550 the most collectable coupe after the Daytona. When the 550 came out Daytona coupes could be purchased for around $100k so their values have increased approximately 7 times over since then, making them unaffordable to most. Don’t be surprised with the 550 follows in its predecessor’s footsteps. Even the never much loved 365 GTC/4 are now selling for more than $300k so you can imagine what the well-received 550 will appreciate to! The 550 is not only remarkably handsome and exotic looking, but fast (nearly 200 mph and 0-60 in just 4.2 seconds), comfortable and reliable. The 550 was a stunning 3.2 seconds faster around Ferrari’s Fiorano race track than the mid-engined 512M. The sound of the 550’s V12, with its titanium connecting rods and four valves per cylinder, is second to none. It is truly the perfect all around driving Ferrari and as rolling art with its own symphony it is also a great investment. Just two years ago when I sold my 512TR I noted in my Ebay ad that the 512TR was going to go up in value. It was simply too good of a car, looks and performance wise, to not go up in value when compared to other cars on the market. Well, since then the car has more than doubled in value as is valued at well-over $200k. Yet Ferrari produced about 9,957 Testarossas (TR, 512TR and 512M) and only about 3,083 550 Maranello so there are nearly three and a quarter TRs for every one 550. There is no doubt the 550 is visceral Ferrari with a traditional Enzo era tube chassis and gated shifter: A car that’s engaging to drive and better in performance in every way than the Daytona and arguably just as good looking on the outside and unquestionably better on the inside. (The seats of in the Daytona don’t even adjust at all.) There is no doubt the 550 Maranellos values will be increasing dramatically. As it is, there are precious few on today’s marketplace for sale and when they do come up for sale they don’t last very long. At RM’s September 2015 auction in England, Max Girardo, auctioneer and managing director of RM Sotheby’s European division, said in a post-sale news release that the market is still commanding strong money, and rather significantly he noted further, “We welcomed bidders from 26 countries, of which 23 percent were new clients to RM Sotheby’s.” When the 550 was produced back in the late 1990s Russia, China, India and other economies were struggling and emerging economies and they were not buying Ferraris. Today’s population of 7 billion people with nearly 2,000 billionaires around the globe means the demand for collectible Ferraris is greater than ever, as shown by RM. The 550 is also rare with just over 3,000 produced compared to 16,000 or so 360s and likely similar numbers for the 430 and 458, etc. A 550 Maranello convertible (a “Barchetta”) was sold by Gooding for $762,000 this past August and Parties are now routinely asking half a million dollars for the convertible version of the 550….a car with no real roof and a car that is identical to the 550 Maranello mechanically. Just two years ago the average asking price for a Barchetta was just under $200k. This gives insight into the future value of the Maranello. Ferrari made more 246 Dinos than 550 Maranellos (3,761 compared to just 3,083 Maranellos) yet those V6 engined Ferraris are $400k to $500k. The 550 Maranello is only now starting to come into its own and a year or two from now these cars will be soon prohibitively expensive for most people to purchase. Similarly, remember when Boxers were ~$65k? Those days are long gone now as well. The 550 is rapidly being appreciated now for the classic Daytona successor that it is…only better. Whether as an investment or as your daily driver, the 550 is an all around stunning winner of a Ferrari and this one now for sale is a rare gem. BROCK YATES: Attempts to compare a modem automobile with an aged counterpart are as futile as those tedious sports-bar arguments over whether Babe Ruth could hit a 100-mph Randy Johnson fastball, or if Rocky Marciano could go toe to toe with Evander Holyfield, or if Emmitt Smith can hit off-tackle as hard and quick as Jim Brown. Apples and oranges, as the old saw goes, and as time marches on, the size, strength, and style of both men and machines are altered to a point wherein historical comparisons lapse into pointless gibberish based only on prejudice and the age of the proponents. Except in the case of two Ferraris, over a quarter-century apart in age, but amazingly similar in concept and capability. They are the fabled 365GTB/4 Daytona (circa 1968-73) and the current, potentially fabled 550 Maranello, introduced in 1996. Both cars represent the quintessential Ferrari theme; a theme Enzo established in 1947 with his nascent 125 sports car and carried forward in increasingly brash and outrageous forms, i.e., a well-founded chassis cradling a front-mounted, narrow-angle V-12 producing prodigious horsepower from relatively small displacements. Consider that the Daytona and the Maranello are genetically linked in overall architecture. Both are V-12, front-engine machines with transaxles and unequal-length, coil-sprung independent suspensions. Four-wheel vented disc brakes and two-place, grand-touring coupe bodywork with high levels of comfort are common traits, as are stunning performance figures and relatively large dimensions and heavy weight. Clearly, the 550 is a technical marvel compared with its cousin, owing to its electronically controlled fuel injection and adjustable traction control, shock absorbers, and anti-lock brakes, plus a plethora of luxury power options. The Daytona has simple, powerless bucket seats, and the most vivid and unpleasant clue to its age is its recirculating-ball manual steering, which serves as a mobile Soloflex at low speeds (although it becomes feathery and precise at highway velocities.) Moreover, its steering wheel resides at a bus driver's angle, recalling the days when such ergonomic decisions were governed exclusively by the bulk of the Commendatore, who mandated all wheel and pedal positions (thereby eliminating all humans of small stature from becoming Ferrari drivers). With 1.1 more liters of engine displacement than the Daytona (5.5 liters versus 4.4) and vastly more efficient port fuel injection, four-valve cylinder-head design, and intake and exhaust manifold tuning, the 550's engine easily overcomes stringent emissions rules to pump out 458 horses, or 143 more than its cousin. When once considers that this is being produced by a tractable, smooth-idling, normally-aspirate engine, the Ferrari's engineering staff's skill at producing steroid-induced horsepower comes into focus. EVO MAGAZINE REVIEWS CLASSIC FERRARI GTs Ferrari 599 GTB vs 275 GTB, Daytona, 550 Maranello and 575M 27 Feb 2013 The launch of a new V12 Ferrari is the perfect excuse to bring together its front-engined forebears. Jethro Bovingdon drives them all, from sublime 275 GTB to stunning 599 GTB Fiorano. Millions of car enthusiasts suddenly understood what it feels like to be the front splitter on a 430 Scuderia when the F12 Berlinetta was revealed. In fact my chin is still recovering from the gravel rash incurred by dragging my bottom jaw around for at least two days in the immediate aftermath: 730bhp, wild aerodynamic devices like the ‘Aero Bridge’, Active Brake Cooling, a top speed of over 211mph… it’s not so much an evolutionary step as a giant leap into a tear in the time-space continuum. Right now we can only imagine how it drives (brilliantly seems a safe bet), but what we can do is look back to see what has made the front-engined Ferrari V12 berlinettas so extraordinary in the past, and perhaps identify the magic that the F12 would do well to carry into its startling new hyper-reality. So we find ourselves at Millbrook Proving Ground on a drizzly Saturday morning. The forecast says we can look forward to sunshine but it hardly seems to matter. Unless giant rocks of ice start to fall from the sky, the weather couldn’t possibly spoil this very special day. It’s one of those pinch-yourself moments as I look around to see 275 GTB, 365 GTB/4 Daytona, 550 Maranello, 575M and 599 GTB Fiorano… I want to jump up and down and run in circles but instead I just nod in dumbstruck silence as David Ingram-Hill hands me the keys to his family’s beautiful 275 GTB and coolly gives me some instructions about the finer points of handling this near 50-year-old road-racer. ‘It’s a 1965 two-cam six-carb model with the Webers instead of the Solex, steel- bodied and a long-nose/short-tail car. It’s got a dogleg first and the throttle is a bit sticky initially. Use all the available revs, no restrictions, just go for it. It goes like stink. You will absolutely love it.’ David is, as you may have gathered, a bit of a hero. This 275 (insured by us for £800,000) has recently skimmed across Patagonia in the 1000 Millas Sport rally, is a regular on the Mille Miglia and gets used very, very hard every time it’s brought out into the wild. It’s beautifully maintained but never pampered, loved for what it does, not just how it looks. Even so, driving it onto Millbrook’s challenging Alpine Hill Route in the damp is enough to get a swarm of mutant butterflies dive-bombing my stomach lining. It’s hard to imagine a more evocative machine than a bright red 275 GTB with white roundels on the bonnet and doors and huge Scuderia Ferrari shields on the front wings. Swing open the tiny, lightweight door and drop into the low-backed black bucket seat, remember to breathe, then just soak in the details. The big, metal-spoked, leather-trimmed wheel with that famous badge staring proudly back at you; the large, clear instruments set in a simple wooden dash (speedo reading to 300kph, red line at 7500rpm); the tightly-gated ’box and the deliciously tactile gearknob with those perfect, finger-shaped indentations on its rear face; the miniature elegance of the door mirrors; the almost pornographic rise and fall of the curvaceous wings and bonnet… God, I’m as cynical as the next man, but the 275 is plain irresistible. Turn the tiny key, press the oversized black plastic rocker switch marked ‘A’ where you’d expect to find a stereo in a normal car, listen for the click of the fuel pump, turn the key a bit further and the 3.3-litre Colombo V12 (see panel, p68) starts to churn. Now squeeze the throttle ever so gently and feel the weight of the carbs pushing back… the engine catches then thrums and thrashes at a fast idle. I’m told this particular V12 is good for around 300bhp and the GTB is built like a racer – it weighs just 1200kg. As I take up the clutch and try to judge that heavy throttle, I can’t help wondering if the 205/70 VR14 (yes, 14!) tyres are going to be my friends or a deadly foe… The weighty first inch or so of throttle pedal is the only heavy thing about the 275 GTB. Its unassisted steering is light and intuitive with none of the slack I’d expected, the gearchange is precise despite the transaxle layout (then a first for a Ferrari berlinetta but continued to this day) and there’s a supple effortlessness about its damping. But that doesn’t make it a relaxing car to drive – it’s too intense for that. The V12 is torque-lite but rev-happy, and to make it feel like the full 300bhp you need to be determined to see the needle swing towards the red. The V12’s complex tangle of noise is pulled tight as the revs rise and, much as I hesitate to use the words, the resulting snarl at the top end is pure Le Mans. The 275 is not a physical car to drive but it requires real mental discipline – you must keep the engine bubbling over 5000rpm, the gearbox needs careful coaxing and an expertly judged blip of revs to change down cleanly, and the steering is exquisitely accurate but lacks the busy feel I’d expected. Even on the heavily cambered turns of the Hill Route it never weights-up to give you something to lean against; instead you feel for the grip through the seat and I never felt minded to really fling it towards a corner. I suspect experience would breed much more confidence because the basics are so right: the 275 GTB is so narrow and agile, the body control is absolutely remarkable for such an old car, the brakes (here upgraded to Daytona-spec) are superb, and the whole car just seems incredibly happy when it’s being driven hard. The noise, the smell of hot oil, the way reflections seem to rush up to the curved windscreen and then streak past the side windows… it’s just pure theatre and pure race car. I’m smitten. Imagine driving this car in 1965 when the average family car (think of an Anglia 105E) covered the 0-60mph yardstick in around 25 seconds and could barely hit 80mph flat-out… Daytona. I am about to drive a Ferrari Daytona. I knew the numbers by heart as a kid: 4.4-litre V12, 352bhp at 7500rpm, 174mph, 0-60mph in 5.4sec, 0-100mph in 12.6… To call the 365 GTB/4 an icon is like saying that Roger Federer is quite good at tennis. This is supercar royalty. Now, it might make you feel a bit sick, but our new best mate Mr Ingram-Hill also owns the Daytona (I won’t mention the F40 and the F50). He warns me it’s a bit different to the 275 and the key to that is one figure that my young mind never really factored-in to the Daytona myth. It weighs 1600kg. Compared with its predecessor it’s a genuine porker. The question is, has it been on protein shakes and designer steroids or just spent too long at the pasta buffet? The sliver of chrome that acts as a door handle gives no clue to the car’s heft, but settle into the laid-back, squidgy seat and it feels like a very different animal to the racy, minimalist 275. There’s a wide centre console (complete with electric window switches), the steering wheel is vast, you sit much higher and the big, faded black dash has a sort of old-school Californian glamour to it – in other words it’s stylish but unnecessarily huge. Wow, talk about a shift in focus. The broad-chested Tipo 251 V12 churns in the same slightly reluctant fashion before booming to life and seeming to swallow up the whole car. This one has a deeper but still super-complex note. The ’box still has a familiar dogleg pattern but the exposed metal gate has vanished and the tight precision is replaced by a loose, long-throw action. Again the big carbs give a heavy stiction to the throttle but that’s nothing compared with the steering (still unassisted), which is painfully heavy as I roll gingerly out of our little collecting area and on to the Hill Route. Within perhaps five seconds of driving the Daytona you know it’s not a wild, highly-strung and enthralling road-racer like its predecessor. The weight of the steering, the huge torque of the engine, the overly-sensitive brakes… virtually every detail says this is pure GT, a sea- change in the direction of front-engined V12 Ferraris. However, I don’t mind admitting it makes me feel instantly more comfortable. Yes, the steering is almost comically heavy and there’s more body-roll and less agility, but that means the Daytona is easier to read and doesn’t feel like it might skate across the surface unexpectedly. Delve deeper, though, and the Daytona starts to show its limitations. The engine is absolutely stonking, no question. It’s quicker than the 275 even pulling that extra 400kg, and despite that deep well of torque it’ll rev right out, too. But push the chassis harder and the steering becomes almost unmanageable and never seems to lighten at all, the body starts to lurch a little between direction changes, there’s inevitable understeer and the gearbox has such wide ratios that smooth progress is very tricky to maintain. I’ve never driven a car that needs such a massive throttle input to match the revs on a downshift. It’s fair to say that after the fairytale brilliance of the 275 GTB, the 365 GTB/4 is something of a disappointment. Of course I absolutely accept that the Hill Route is the very worst place to drive the Daytona. This is a car for fast, wide French N-roads where you never dip below 100mph, society girlfriend in the passenger seat eager to get to Monte Carlo and congratulate you on your impeccable taste in bank accounts. Repeatedly. However, here and now it’s not a patch on that eager, fizzing 275 GTB and although I still want a Daytona in my kitchen, I wouldn’t be that bothered if it was bricked-in. Beautiful, thumpingly quick, magnificent noise… it just lacks that chassis sparkle I’d dreamt about. If it hadn’t been for the vision of Luca di Montezemolo, the Daytona might have been the last of its kind, the finale to a lost era of effortless continent-crossing married with genuine sports car thrills. But after the Berlinetta Boxer era and the heroically OTT Testarossa, 512 TR and F512M, in the late-’90s Ferrari went back to its front-engined roots. And how. The 550 Maranello was received with quiet confusion, furrowed brows and comparisons with the Toyota Supra. But any notion that Ferrari had lost the plot was found to be absurd as soon as journalists and customers began to drive the 550 in anger. It was the Daytona formula updated, refined and executed with stunning attention to detail. The launch of the Maranello in 1996 was before my time, but eight years later, when we were conducting our Greatest Drivers’ Cars feature (evo 066) I can clearly remember driving one across south Wales and wondering where Ferrari had hidden its 1716kg, wringing ever last drop from that creamy V12, smile growing wider with every corner. Nick Hill’s example is a peach. Gleaming in the sunshine, it’s hard to believe a car of such elegance could ever have been dismissed as a frump. I can barely wait to drive it. Instantly it feels like an old friend: the towering high-rise centre console still looks terrific; the wide transmission tunnel and proudly gated six-speed ’box holler that there’s some seriously big forces being channelled back to those rear wheels; even the plain, slightly slippery-looking three-spoke steering wheel feels just about perfect. With ribbed ‘Daytona’ seats, acres of creme leather and red carpets, this 550 is loaded with nostalgia but still functional and modern. Breathing fast and free through a Larini exhaust, the 5.5-litre V12 sounds like it’s got barely a tenth of the internal friction of the old stagers. Although the numbers say that the 485bhp Maranello isn’t that much quicker than the 352bhp Daytona (12.6sec to 100mph for the old timer, 10.1 for the 550), I think the steep inclines and wickedly cambered turns of the Hill Route might just paint a different picture. Sure enough the 550 Maranello feels lighter, faster and more agile than the Daytona. In fact even the 275 GTB feels slightly ponderous in comparison with the more modern V12. Quick steering, superb brakes, amazing throttle response and an abundance of torque just help you to drive closer to the 550’s limits with more margin for error and without having to carry all the speed that the front tyres can handle. In the older cars you suspect you have to get them dancing right on the limit to feel their real magic, well into the realms of momentum – a game with fearsome stakes. The 550 indulges a slow-in, fast-out approach so you can gain confidence as the front end bites, spot the exit and then load (or indeed overload) the rear tyres at will and steer the car on the throttle. It’s wonderfully accessible and ironically I think makes the newer car more fun at lower speeds. And what you’re accessing is still, 16 years on, truly sublime. The ride is firm (too firm if you select Sport mode, which makes the 550 unsettled) but the pay-off is an amazing ability to control its bulk, a front end that you can lean on with total confidence and a direct link between your right foot and a rear axle that’s always intimately involved with the car’s balance. It’s very rare to find a car that responds so cleanly and quickly to every input that you make, that makes the driver so central to how it behaves. There is pitch and roll but it’s all perfectly in tune and only increases your interaction with the car and gives you more options. Very few sports cars are blessed with such clarity and adjustability, and yet when you throttle back a bit the 550 is a simply brilliant and relaxing GT car. It takes elements of the rabid 275 and the laid-back Daytona and conjures a character that doesn’t feel compromised in any way, yet covers every base. It is simply a terrific car. The 575M, you may remember, didn’t get off to an auspicious start in 2002. It took the athletic control of the 550 and replaced it with flabby indecision. If you so much as showed a 575 a tricky compression it’d smash its belly into the road. Fortunately, Richard Allen’s 575M is fitted with the Fiorano handling package, lowering it by 15mm and retuning both the dampers and the steering, which restored much of the 550’s brilliance and became the default choice for buyers outside the US. I’m expecting it to feel like a slightly softer 550. Pull the door shut and the 575M is clearly a more modern Ferrari: dead ahead is a big central rev-counter, smaller speedo to its right. The steering wheel is smaller, more sculpted; the big shoebox console is gone. But the real change is the sheer reach of the revised 5.7-litre engine, now producing 508bhp and nudging the top speed up to 202mph, and the added polish to the chassis. I’d have scarcely believed it, but the 575M Fiorano monsters the 550. There’s more steering feel, greater traction, even a better ultimate balance. Within 200 yards I’m absolutely amazed, within half a mile I’m laughing at the ferocity of the engine, and within a mile I’ve turned off the traction control, stopped laughing and started working as hard as I can to bring out the best in the 575M, completely absorbed and more committed than I’d care to admit to the kind Mr Allen. Sorry Richard, but to drive the 575M in any other way just wouldn’t be right… A few laps of the route later, the 575M has me completely. The V12’s delivery knocks the wind from your lungs in the mid-range and is savage if you dare wring it out, the ’box is sweet and quick, the steering – so artificial at parking speeds – buzzes and tugs at your wrists above about 30mph, and the way you can dictate to the chassis without ever bullying it is just mesmerising. I’m bewitched – and bewildered to think that the 599 GTB is a big step on from this freakishly talented supercar… It is, too. The 599 is faster (a bit), has more grip (lots) and when you’re smacking home another violent gearshift, manettino set to ‘Race’, V12 screaming up towards 8000rpm, shift-lights on the carbon steering wheel blinking like crazy, you can only conclude that this is something truly extraordinary. But that’s not the end of the story. The 599 GTB is incredible but it’s also way too big, the chassis has astonishing agility but it’s also nervous and demanding, and every lump and bump seems to introduce expensive carbon venturi to coarse road surface. It’s more like a front-engined 430 Scuderia than a successor to the Daytona, 550 and 575M. The sheer physical size of the 599 GTB is extraordinary and the feeling that you’re a little kid in a big man’s car never evaporates. But the lightness to the way it drives is more extraordinary still. You’d barely guess there was a 6-litre V12 ahead of you when it pivots into a corner with seemingly no inertia to overcome, magnetorheological dampers keeping the body flat, steering light and completely uniform in weight, driving hard through the rear wheels and climbing in steps at 3000rpm and 5500rpm until you’re getting the full noise of 611bhp up towards eight. If there’s a downside it’s that the manic F1 gearshift, scalpel-sharp V12 and darty steering response seem to demand that you attack, attack, attack… it feels like the 599 GTB is running away from you and, when you attempt to wind the pace back in, the gearshift feels unnecessarily manic, the V12 doesn’t deliver such easy-going torque and, because there’s less weight transfer, the steering provides very little information about grip levels. It’s both highly-strung and slightly aloof after the 575M – an odd combination, but inescapable after the transparent balance of its predecessor. Privileges come no greater than driving these cars back-to-back on a perfect Spring day on a road with very loosely advised speed limits. I’ve been staggered, disappointed, elated, mildly terrified and completely smitten. The 275 feels like a racer with numberplates and I love its infectious character, its tiny dimensions, the elegance of every detail, the view, the smell and the noise when its V12 is working hard. Clearly the F12 Berlinetta would do well to recreate its sense of uncompromising dynamic focus. I didn’t gel with the Daytona but it too has lessons for the new car: The F12 needs the capability to deliver its performance easily and conjure up images of a lost way of life, a life of relaxed journeys down tree-lined French roads, of vast distances dispatched. The 550 and 575M nailed that dual character perfectly. They’re a delight to drive slowly, effortless at a fast cruise and yet totally absorbing with traction control disengaged, an empty passenger seat and a fabulous road ahead. The 599 GTB is a very different V12 Ferrari – more manic than the 275, more demanding than the lucid Maranellos, more thrilling than either on the right road on the right day, but less rounded, less loveable and less forgiving. The F12 will be faster still: its dual-clutch ’box will give it instant shifts, its active aero even greater stability at speed and its electronics should make 730bhp exploitable. I just pray it puts the driver right at its centre, just like the greats from Ferrari’s past. Can’t wait to find out.

Trim 2 DOOR

Bentley : Continental GT GTC MULLINER W12 2012 continental gtc w 12 mulliner 240 k msrp only 2600 miles loaded w options

$158,888

San Diego, California

2012 Bentley Continental GTC MULLINER W12 2012 CONTINENTAL GTC W12 MULLINER, $240K MSRP, ONLY 2600 MILES, LOADED W/OPTIONS Vital Information Year Make Model Mileage Engine 2012 Bentley Continental GTC MULLINER W12 2,690 6.0L DOHC 48-Valve EFI VVT Twin-Turbocharged W12 Flex-Fuel Engine Exterior Interior Stock# VIN Black (Beluga) Black CC078114 SCBGR3ZA8CC078114 view window sticker view new window sticker View All Photos Description 2012 Bentley Continental GTC MULLINER W12 YOU ARE LOOKING AT A PRISTINE 2012 Bentley Continental GTC W12 MULLINER! $240,000 ORIGINAL MSRP! ---------------------------------- ONLY 2,690 MILES FROM NEW! ---------------------------------- OUR 100% E-BAY FEEDBACK RATING SPEAKS FOR OUR CARS AND OUR HONEST SALES STAFF ---------------------------------- This vehicle has a Black(Beluga) exterior with Black(Beluga) interior, Accented with Silver Deviated Stitching Throughout the Interior, and it looks AMAZING! ---------------------------------- THIS CAR IS A CARFAX CERTIFIED, AUTOCHECK GUARANTEED, PRISTINE CAR! ---------------------------------- THIS CAR IS LOADED WITH FEATURES AND OPTIONS SUCH AS:...Mulliner Driving Specification with 21" Factory 2-Piece Polished Mulliner Wheels ($11,365), Silver Contrast Stitching Throughout the Interior($1,830), Embroidered Flying "B" Logo in ALL Headrests in Silver Deviated Stitching($595), Rear View Camera and Park Distance Control($1,135), Veneered Door & Quarter Panel Inserts ($1,110), Bright Chromed Lower Bumper Matrix Style Grill ($1,030), Neck Warmer ($980), Massage Seats & Seat Ventilation to Front Seats ($840), Bluetooth Telephone System with Privacy Handset ($435), 3-Spoke Leather-Trimmed Heated Steering Wheel ($460), Steering Wheel with Contrast Stitching($175), Deep Pile Carpet Overmats to Front and Rear ($390), Factory Red Brake Calipers($1360)...AND MUCH, MUCH MORE. ---------------------------------- THIS CAR HAD AN ORIGINAL MSRP OF $240,000! ---------------------------------- This car comes with all books, owner's manuals, and 1 master key. ---------------------------------- ALL SERVICES ARE UP TO DATE!! THIS CAR COMES WITH OUR 30 DAY/1,000 MILE POWERTRAIN WARRANTY! -------------------------------- Please read the free CARFAX report, by clicking on the CARFAX icon (located towards the bottom of this page) WE CAN ALSO HELP ARRANGE A PRE-PURCHASE INSPECTION, AND TRADE-INS ARE WELCOME TOO! ---------------------------------- If you have any questions about this vehicle please contact OUR SALES TEAM DIRECTLY....AT 858-547-8424. We can also be reached via e-mail at [email protected]. Our office hours are Monday through Friday 9-6 (PST), Saturday 10-5, and Sunday by appointment. Thank you for your interest and we look forward to hearing from you. ---------------------------------- The "view new window sticker" report is being provided solely as a courtesy to potential buyers. This "new window sticker" is a computer generated, ESTIMATED guide as to what the original MSRP window sticker for this particular vehicle MAY have been. 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Contact Us Dealer Contact Jake's Motorcars Internet Sales [email protected] 8585478424 AutoCheck Carfax Optional Equipment FRONT & REAR DEEP PILE CARPET OVERMATS[0TX]Cost: $380.00Details:Floor MatsMULLINER DRIVING SPECIFICATION PKG[PS3]Cost: $11140.00Details:Woodgrain Interior TrimRED BRAKE CALLIPERS[PSR]Cost: $1360.00VENEERED DOOR[3LW]Cost: $1090.00REAR VIEW CAMERA[7X8]Cost: $1135.00Details:Back-Up CameraBRIGHT CHROMED LOWER BUMPER MATRIX[2JC]Cost: $1010.00BELUGA, LEATHER[-BEL2]Details:Leather SeatsBELUGA[AIAI] 3-SPOKE MONOTONE HEATED LEATHER STEERING WHEEL[1MH]Cost: $460.00Details:Leather Steering Wheel21" 2-PIECE POLISHED ALLOY SPORTS WHEELS[-CS6POL]Details:Aluminum WheelsEMBROIDERED BENTLEY EMBLEMS ON HEADRESTS[YE1]Cost: $595.00BELUGA, LEATHER SEAT TRIM[-BEL1]Details:Leather SeatsGAS GUZZLER TAX[-GGT]Cost: $3000.00NECK WARMER[PK1]Cost: $960.00BLACK TOP[-RBLACK] EXTENDED DRIVING SPECIFICATION PKG[PSA]Cost: $3110.00Details:Back-Up CameraFloor MatsHeated Front Seat(s)Cooled Front Seat(s)DARK BURR WALNUT VENEER[EIH7TD]Cost: $955.00Details:Woodgrain Interior TrimFRONT SEAT VENTILATION[4D5]Cost: $820.00Details:Heated Front Seat(s)Cooled Front Seat(s)STEERING WHEEL CONTRAST STITCHING[YSW]Cost: $175.00ONLY 2,600 MILES FROM NEW!CONTRAST STITCHING[STC]Cost: $1830.00 Standard Equipment ENTERTAINMENT Bluetooth telephone system w/remote SIM access profile Infotainment centralized control system -inc: 8" touchscreen DVD based navigation AM/FM stereo w/CD player -inc: (8) speakers, Sirius satellite radio, hard disk drive for media storage, SD card reader, lifetime Sirius radio subscription, 3-year Sirius traffic subscription, iPod interface EXTERIOR LED tail-lights Twin oval stainless steel tailpipes Bright chrome matrix grille Bi-xenon headlights -inc: LED main beam supplementation, integrated washer jets Pwr latching driver & passenger doors Rear spoiler Color-keyed pwr folding heated electrochromic mirrors w/memory Rain-sensing windshield wipers INTERIOR Front & rear floor mats Chrome bulls eye air vents Leather & chrome gear shift knob Multi-zone auto climate control Keyless entry & ignition w/engine start/stop button Rear window defogger Twilight sensor control & tunnel detection for lighting Steering column mounted gear shift paddles Pwr trunk opening & closing Electrochromic rearview mirror Rear bucket seats w/center armrest, trunk pass through Leather 14-position pwr front bucket seats w/memory, adjustable heating & lumbar Cruise control Genuine burr walnut veneer trim 3-spoke monotone leather trimmed steering wheel Full rear center console w/storage & rear HVAC controls Volumetric ultrasonic alarm Remote controlled garage door opener Pwr tilt steering wheel w/cruise control Electronic parking brake w/drive away assist Pwr windows MECHANICAL Front/rear anti-roll bars 6-speed automatic transmission w/semi-manual mode Front & rear independent air suspension 6.0L DOHC 48-valve EFI VVT twin-turbocharged W12 flex-fuel engine Speed sensitive pwr steering Electronic differential lock Twin stainless steel oval tail pipes Front & rear vented floating calliper disc brakes All-wheel drive PROCESSING-OTHER ** PRELIMINARY STANDARD EQUIPMENT ** SAFETY Tire pressure monitoring system Front & rear side curtain airbags 4-wheel antilock braking system (ABS) Drag torque control Front & rear 3-point seat belts w/pre-tensioners Front & rear side mounted airbags Driver & front passenger frontal airbags w/occupant sensors Electronic brake force distribution (EBD) Electronic stability program (ESP) Continuous damping control & aquaplane detection Park distance control w/proximity warning & visual display LED daytime running lights Traction control system Secure Online Credit Application Applying for a vehicle loan online is one of the quickest and easiest application methods. 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Peace of mind and trustworthiness are two values that we know our prospective clients look for during the vehicle purchase process. That is why we are accredited by the Better Business Bureau with an A+ rating, and we also have 100% Feedback Rating on Ebay. We continually strive to meet strict advertising and customer service standards. Please click on the BBB Accredited logo for more information. eBay Purchase Terms: Terms Of Sale: By placing a bid on this vehicle you are entering into a legal and binding contract to purchase the above-described vehicle. We reserve the right to cancel all existing bids and end the auction early should the item no longer be available for sale. We do our best to provide the most accurate description of the accessories provided with each vehicle. Please do not assume we have accessories for a vehicle if they are not listed. Pay: A deposit of $2500 for vehicles $49,999 and less and $5000 for vehicles over $50,000 (non-refundable) must be paid within 24 hours of the close of the auction. The remaining balance must be paid within 5 days. Fee and Taxes Info: California Residents pay sales tax on the final sale price of the vehicle. Sales tax will vary for California buyers based on the city/county you reside in. All domestic purchases add $80 CA documentation fee. International buyers are charged a $200 documentation fee. We may be required to collect sales tax for your state. *30 Day / 1,000 Mile Powertrain Guarantee: We at Jake's Motorcars stand by every vehicle we sell! We are so confident in our vehicles that each and every vehicle we sell comes with a 30 Day / 1,000 Mile Powertrain Guarantee. -30 Day / 1,000 Mile Powertrain Guarantee covers engine, transmission, rear-end, and drive axles. -30 Day / 1,000 Mile Powertrain Guarantee begins on date of purchase/contract date and is effective until midnight, 30 days from this date or 1,000 miles from contract mileage, whichever comes first. -Vehicles must be returned to Jake's Motorcars for repair at which time we will repair any affected components. -30 Day / 1,000 Mile Powertrain Guarantee does not cover damage due to neglect or misuse. For questions, please contact Jake's Motorcars at 858-547-8424. Ad created by eCarList.com. Call 214-722-8200 to find out how eCarList can service your dealership.

Trim GTC Convertible 2 Door

Bentley : Continental GT GTC MULLINER W12 ($251K MSRP) 2013 continental gtc w 12 mulliner 251 k msrp only 5100 miles loaded w options

$167,888

San Diego, California

2013 Bentley Continental GTC MULLINER W12 ($251K MSRP) 2013 CONTINENTAL GTC W12 MULLINER, $251K MSRP, ONLY 5100 MILES, LOADED W/OPTIONS Vital Information Year Make Model Mileage Engine 2013 Bentley Continental GTC MULLINER W12 ($251K... 5,127 6.0L DOHC 48-Valve EFI VVT Twin-Turbocharged W12 Flex-Fuel Engine Exterior Interior Stock# VIN Black Metallic (Onyx) Saffron 080947 SCBGR3ZA8DC080947 view window sticker view new window sticker View All Photos Description 2013 Bentley Continental GTC MULLINER W12 ($251K MSRP) YOU ARE LOOKING AT A PRISTINE 2013 Bentley Continental GTC W12 MULLINER! $251,200 ORIGINAL MSRP! ---------------------------------- IT HAS ONLY 5,127 MILES! ---------------------------------- OUR 100% E-BAY FEEDBACK RATING SPEAKS FOR OUR CARS AND OUR HONEST SALES STAFF ---------------------------------- This vehicle has a BLACK METALLIC (ONYX) exterior with Saffron (Light Tan) interior, and it looks AMAZING! ---------------------------------- THIS CAR IS A CARFAX CERTIFIED, AUTOCHECK GUARANTEED, PRISTINE 1-OWNER, LOCAL SAN DIEGO, CALIFORNIA CAR! ---------------------------------- THIS CAR IS LOADED WITH FEATURES AND OPTIONS SUCH AS:..Mulliner Driving Specification with LIMITED EDITION 21" Factory Bentley Le Mans Edition Wheels ($11,365), Naim for Bentley Premium Audio System($7155), Cross Stitching ($3,540), Convenience Specification Package with Active Cruise Control and Rear View Camera and Park Distance Control ($4,220), Veneered Door & Quarter Panel Inserts ($1,110), Bright Chromed Lower Bumper Matrix Style Grill ($1,030), Neck Warmer ($980), Massage Seats & Seat Ventilation to Front Seats ($840), Console Veneered Case ($560), Bluetooth Telephone System with Privacy Handset ($435), 3-Spoke Wood/Hide-Trimmed Steering Wheel ($1170), Deep Pile Carpet Overmats to Front and Rear ($390), Contrast Binding to Deep Pile Overmats($215), Contrast Binding to Boot Carpet($100), Valet Key ($260), Flying "B" Logo in Headrests .... AND MUCH, MUCH MORE. ---------------------------------- THIS CAR HAD AN ORIGINAL MSRP OF $251,200 AND IT IS PRISTINE! HERE IS YOUR CHANCE TO SAVE HUGE $$$!!! ---------------------------------- This car comes with all books, owner's manuals, windscreen, battery trickle charger, original build sheet, 2 master key's and 1 valet key. YOU GET IT ALL! ---------------------------------- ALL SERVICES ARE UP TO DATE!! THIS CAR COMES WITH OUR 30 DAY/1,000 MILE POWERTRAIN WARRANTY! -------------------------------- Please read the free CARFAX report, by clicking on the CARFAX icon (located towards the bottom of this page) WE CAN ALSO HELP ARRANGE A PRE-PURCHASE INSPECTION, AND TRADE-INS ARE WELCOME TOO! ---------------------------------- If you have any questions about this vehicle please contact OUR SALES TEAM DIRECTLY....AT 858-547-8424. We can also be reached via e-mail at [email protected]. Our office hours are Monday through Friday 9-6 (PST), Saturday 10-5, and Sunday by appointment. Thank you for your interest and we look forward to hearing from you. ---------------------------------- The "view new window sticker" report is being provided solely as a courtesy to potential buyers. This "new window sticker" is a computer generated, ESTIMATED guide as to what the original MSRP window sticker for this particular vehicle MAY have been. Although Jake's Motorcars exercises good-faith in the creation of this report, Jake's Motorcars does not guarantee the accuracy of the information provided in this report, including, but not limited to, equipment/options included, packages included, and the total MSRP provided. This Report is not a guarantee, inducement, or promise. Potential buyers viewing this report agree not to rely on the accuracy of this report in determining whether to purchase this vehicle. In all instances, Jake's Motorcars expressly disclaims any liability relating to this report or the information contained therein. Potential customers wishing to know the exact MSRP on a particular vehicle should contact the vehicle manufacturer directly. Contact Us Dealer Contact Jake's Motorcars Internet Sales [email protected] 8585478424 AutoCheck Carfax Optional Equipment 21" 7-SPOKE ELEGANT BLACK LIMITED EDITION ALLOY WHEELS[MSSKIT]Cost: $4295.00Details:Aluminum WheelsCONVENIENCE SPECIFICATION PKG[PCT]Cost: $4220.00Details:Back-Up CameraCruise ControlMULLINER DRIVING SPECIFICATION PKG[PS3]Cost: $11365.003-SPOKE WOOD[1XD]Cost: $1170.00Details:Leather Steering Wheel$251,200 ORIGINAL MSRP!KNURLED SPORTS GEAR LEVER[SAG7F4]Cost: $555.00BELUGA, LEATHER[-BB]Details:Vinyl SeatsCloth SeatsLeather SeatsPremium Synthetic SeatsCROSS STITCHING[STX]Cost: $3540.00BLACK TOP[-RBLACK] FRONT & REAR DEEP PILE CARPET OVERMATS[ZFM0TX]Cost: $390.00Details:Floor MatsFRONT SEAT VENTILATION[4D5]Cost: $840.00Details:Heated Front Seat(s)Cooled Front Seat(s)DARK STAINED BURR WALNUT VENEER[EIH7TD]Cost: $975.00Details:Woodgrain Interior TrimSAFFRON, LEATHER SEAT TRIM[-SAF1]Details:Leather SeatsBRIGHT CHROMED LOWER BUMPER MATRIX[2JC]Cost: $1030.00BRIGHT CHROMED LOWER BUMPER MATRIX[STF2JC]Cost: $1030.00ONYX METALLIC[2T2T]WIND DEFLECTOR[WIN7S1]GAS GUZZLER TAX[-GGT]Cost: $3000.00 NAIM PREMIUM AUDIO SYSTEM[PPA]Cost: $7155.00Details:Premium Sound SystemCRAFTED VENEER CASE FOR CENTER CONSOLE[7N2]Cost: $560.00Details:Woodgrain Interior TrimNECK WARMER[PK1]Cost: $980.00FRONT CORDLESS PRIVACY HANDSET FOR PHONE[VTV9W5]Cost: $445.00REAR VIEW CAMERA[7X8]Cost: $1160.00Details:Back-Up CameraCONTRAST BINDING TO OVERMATS[CRB]Cost: $215.00CONTRAST BINDING TO TRUNK CARPET[AZG]Cost: $100.00VENEERED DOOR[3LW]Cost: $1110.00VENEERED DOOR[TSV3LW]Cost: $1110.00 Standard Equipment ENTERTAINMENT AM/FM stereo w/CD player -inc: (8) speakers, Sirius satellite radio, hard disk drive for media storage, SD card reader, lifetime Sirius radio subscription, 3-year Sirius traffic subscription, iPod interface Infotainment centralized control system -inc: 8" touchscreen DVD based navigation Bluetooth telephone system w/remote SIM access profile EXTERIOR LED tail-lights Twin oval stainless steel tailpipes Bi-xenon headlights -inc: LED main beam supplementation, integrated washer jets Pwr latching driver & passenger doors Rain-sensing windshield wipers Color-keyed pwr folding heated electrochromic mirrors w/memory Rear spoiler Bright chrome matrix grille INTERIOR Chrome bulls eye air vents 3-spoke monotone leather trimmed steering wheel Front & rear floor mats Multi-zone auto climate control Genuine burr walnut veneer trim Cruise control Pwr trunk opening & closing Rear bucket seats w/center armrest, trunk pass through Steering column mounted gear shift paddles Electronic parking brake w/drive away assist Full rear center console w/storage & rear HVAC controls Remote controlled garage door opener Pwr windows Pwr tilt steering wheel w/cruise control Rear window defogger Ski hatch Leather 14-position pwr front bucket seats w/memory, adjustable heating & lumbar Twilight sensor control & tunnel detection for lighting Leather & chrome gear shift knob Volumetric ultrasonic alarm Electrochromic rearview mirror Keyless entry & ignition w/engine start/stop button MECHANICAL Front/rear anti-roll bars 6-speed automatic transmission w/semi-manual mode Electronic differential lock All-wheel drive Twin stainless steel oval tail pipes Speed sensitive pwr steering Front & rear independent air suspension Front & rear vented floating calliper disc brakes 6.0L DOHC 48-valve EFI VVT twin-turbocharged W12 flex-fuel engine PROCESSING-OTHER ** PRELIMINARY STANDARD EQUIPMENT ** SAFETY Drag torque control LED daytime running lights Electronic stability program (ESP) Electronic brake force distribution (EBD) Driver & front passenger frontal airbags w/occupant sensors Electronic brake force distribution Park distance control w/proximity warning & visual display Electronic stability program 4-wheel antilock braking system (ABS) 4-wheel antilock braking system Traction control system Continuous damping control & aquaplane detection Front & rear 3-point seat belts w/pre-tensioners Tire pressure monitoring system Front & rear side mounted airbags Front & rear side curtain airbags Secure Online Credit Application Applying for a vehicle loan online is one of the quickest and easiest application methods. Our secure online application form is easy to complete, all you need are a few personal and employment details. Get started now. Below are a few of the other vehicles currently available from Jake's Motorcars Since 2001, Jake's Motorcars has strived to provide our customers with cleanest pre-owned luxury and exotic vehicles on the market. We maintain an incredible inventory of hand picked vehicles from marques such as Rolls-Royce, Bentley, Lamborghini, Ferrari, Aston Martin, Maserati, Mercedes-Benz, Porsche, Audi, and more. Each vehicle goes thru a complete inspection in our service department, so you can rest assured you are getting a great vehicle with no issues. In addition to being committed to providing a large selection of exciting pre-owned automobiles, we are equally committed to providing our customers with a customer service experience that is second-to-none. If you don't see the car of your dreams on our website, contact our sales department and inquire about our locator service. Do you have questions about financing, now that you've found the right car? We can help with that too! We have working relationships with several lenders and financial institutions, so we can assist you in making your dreams a reality, while offering competitive finance and leasing options. Our finance department is available right now to discuss these options with you! If you're wondering about getting your new car to your door, we're experts at that as well. We've facilitated the transport of luxury and exotic vehicles all over the world, including most of Europe, the Middle East, Russia, Asia, and all over North America. We'll make sure your car arrives at your door in the same excellent condition as it left ours. We will exceed your expectations! Purchasing a pre-owned vehicle can be an intimidating transaction. Peace of mind and trustworthiness are two values that we know our prospective clients look for during the vehicle purchase process. That is why we are accredited by the Better Business Bureau with an A+ rating, and we also have 100% Feedback Rating on Ebay. We continually strive to meet strict advertising and customer service standards. Please click on the BBB Accredited logo for more information. eBay Purchase Terms: Terms Of Sale: By placing a bid on this vehicle you are entering into a legal and binding contract to purchase the above-described vehicle. We reserve the right to cancel all existing bids and end the auction early should the item no longer be available for sale. We do our best to provide the most accurate description of the accessories provided with each vehicle. Please do not assume we have accessories for a vehicle if they are not listed. Pay: A deposit of $2500 for vehicles $49,999 and less and $5000 for vehicles over $50,000 (non-refundable) must be paid within 24 hours of the close of the auction. The remaining balance must be paid within 5 days. Fee and Taxes Info: California Residents pay sales tax on the final sale price of the vehicle. Sales tax will vary for California buyers based on the city/county you reside in. All domestic purchases add $80 CA documentation fee. International buyers are charged a $200 documentation fee. We may be required to collect sales tax for your state. *30 Day / 1,000 Mile Powertrain Guarantee: We at Jake's Motorcars stand by every vehicle we sell! We are so confident in our vehicles that each and every vehicle we sell comes with a 30 Day / 1,000 Mile Powertrain Guarantee. -30 Day / 1,000 Mile Powertrain Guarantee covers engine, transmission, rear-end, and drive axles. -30 Day / 1,000 Mile Powertrain Guarantee begins on date of purchase/contract date and is effective until midnight, 30 days from this date or 1,000 miles from contract mileage, whichever comes first. -Vehicles must be returned to Jake's Motorcars for repair at which time we will repair any affected components. -30 Day / 1,000 Mile Powertrain Guarantee does not cover damage due to neglect or misuse. For questions, please contact Jake's Motorcars at 858-547-8424. Ad created by eCarList.com. Call 214-722-8200 to find out how eCarList can service your dealership.

Trim GTC Convertible 2 Door