- 3,538 cars delivered to customers in 2011, up 31 per cent on previous year’s 2,711
- Highest annual sales in the 107-year history of Rolls-Royce; previous best was 3,347 cars sold in 1978
- Sales growth reported across all regions with Bespoke content at highest-ever levels
- Increase in sales across both Ghost and Phantom model families
- Rolls-Royce reaffirms position at pinnacle of the ultra luxury segment
Rolls-Royce Motor Cars today revealed record sales results for 2011. 3,538 cars were sold globally during the year, a 31 per cent increase on the 2010 total of 2,711 cars. The figure represents the best sales result in the company’s 107-year history; the previous record of 3,347 cars having been set in 1978 during the Silver Shadow II era.
Strong sales growth was reported across the globe, with notable results seen in Asia Pacific (up 47%), North America (up 17%) and the Middle East (up 23%). China and the United States were the most significant individual markets for Rolls-Royce. The United Kingdom performed well, reporting 30 per cent growth in the year. In Continental Europe, Germany and Russia were the largest growth markets, each more than doubling sales compared to 2010.
“We had an outstanding year in 2011 and we should take a moment to reflect on this Great British success story,” said Torsten Müller-Ötvös, Chief Executive Officer, Rolls-Royce Motor Cars. “Our business is in excellent shape. We are developing our dealer network, moving into new markets like South America, expanding our manufacturing operation in West Sussex to meet global demand and have plans to develop our product range. At the core of this extraordinary success is a dedicated, committed and, above all, passionate workforce.”
The company’s portfolio includes the pinnacle Phantom family products – Phantom, Phantom Extended Wheelbase, Phantom Drophead Coupé and Phantom Coupé – and the more recently-launched Ghost range. Demand for all variants was strong. Interest in Ghost – including Ghost Extended Wheelbase, launched to wide acclaim in April – accounted for the lion’s share of 2011 growth.
2011 also marked a record for the Rolls-Royce Bespoke personalisation programme, a service with Rolls-Royce’s legendary hand-craftsmanship and attention to detail at its core. Nearly every Phantom family model leaving the Home of Rolls-Royce at Goodwood came with some element of bespoke personalisation, from unique paint colours, interior detailing and embroidery, to exquisite whole vehicle designs including champagne sets, humidors and picnic sets.
Bespoke sales were also enhanced by two exceptional collections in 2011, the Spirit of Ecstasy Centenary Collection and striking Year of the Dragon Phantom commissions. More Ghost clients have requested bespoke cars, creating many exceptional examples across this model range.
Last September, Rolls-Royce announced plans to expand its manufacturing plant at Goodwood, with over 1,000 people employed on site. This will help the company meet further growth in worldwide sales and satisfy demand for highly personalised Ghost and Phantom models. Expansion work will begin in February.
IN THE NEWS: Bentley Sales Bounce Back
Crewe, 3rd January 2012: Bentley bounced back to pre-recession levels of demand during 2011, with strong growth in all major markets. Globally, sales were up 37% to 7003 for the calendar year with sales accelerating as the year progressed. December sales were 1059 (up 69%on the same month in 2010), the best month since Bentley’s pre-recession record of 2007 and the second best month ever.
The US continues to be Bentley’s number one market with 2021 cars sold in 2011, an increase of 32%. For the first time ever, however, China took second spot with sales for the region virtually doubling to 1839 and surpassing the previous year’s record before the end of July. This achievement is even more remarkable considering Bentley has been present in Mainland China for less than ten years.
Other regions have also performed very well. Continental European sales rebounded to 1187 (an increase of 53%) led by strong demand in Germany where sales have increased by a remarkable 88%. The UK proved to be extremely challenging over the past months, but still saw an increase of over five per cent with 1031 cars sold. Indeed, all major markets are up including the Middle East despite the political instability that has beset certain markets.
Bentley’s Chairman and Chief Executive, Wolfgang Dürheimer, said:
“It has been a tremendously good year for Bentley. The dramatic sales growth reflects a global strength to the Brand and a recognition of the quality, craftsmanship and engineering excellence of our cars. It is also testament to the work of the entire Bentley Team whose passion and daily commitment has delivered this outstanding result. It has been particularly pleasing to see renewed interest in Bentley in established as well as and new and emerging markets, all of which is contributing to a positive financial result for 2011.
“We want that success to continue and, with a new Continental V8 set to attract new customers in 2012, have ambitious but realistic plans which reflect global economic conditions as much as our new product line up.”
The strong performance was the result of strong demand across the range, with the new Continental GT unsurprisingly proving the most popular Bentley with 2404 GTs delivered – over a third of Bentley’s total sales volume. Sales were boosted significantly in December with the first deliveries of the new soft-top Continental GTC, a new model which has received fantastic reviews from media and customers alike. Together with the Bentley Mulsanne, which continues to maintain a healthy order bank constantly replenished as more customers get to drive the flagship Bentley, sales growth is expected to continue unabated during 2012.
IN THE GARAGE: 1983 Porsche 911SC Targa
Classic original
| VIN | WPOEA0917DS161082 |
| Exterior | [Y7Y] Zermatt Silver |
| Interior | [912] Can Can Red Full Leather |
| Motor | 3.0 L H6 rated at 172 bhp |
| Gearbox | [915] 5-Speed Manual |
| Odometer | 93,911 mi. |
| Exterior Condition | Very Good (3+) |
| Interior Condition | Excellent (2) |
| Drivetrain | Very Good (3) |
| Braking | Excellent (3+) |
| Suspension/Ride | Excellent (2) |
| Tires/wheels | Very Good (3+) |
CAN CAN DO! In what was supposed to be the swan song of the venerable 911 in favor of Porsche’s front engined water-cooled models like the 928 and 924 Turbo, Porsche engineers created what was—and for many still is—the best production 911 to date. Despite being in its 14th year at its introduction in 1978, the SC combined reliability, durability and performance that has yet to be surpassed, not just by Porsche but by any marque. As such, the popularity of the 911 and its resulting sales were stronger than ever, outselling its V8 sibling. It’s not hard to see why. They were quick, nimble, reliable and efficient. Nothing that Porsche—or anyone else at the time—could come close to. The car presented here is a perfect example of those attributes. It’s been enjoyed to the limit but well maintained and nicely preserved to keep the car in close to 100% original condition. While all 911s can be considered special, this one is just a little more so for its classic Zermatt Silver paint over very rare Can Can Red leather (perhaps being a $3,500 option added to its rarity). The car is very close to original inside and out. It has all the right stuff including books, tools, records, compressor (albeit aftermarket), all keys, belts, etc. It’s as good as it gets for history: PCA (Porsche Club of America) ownership spanning Colorado and Florida for for all but a few years. As such, it has no concept of rust, yet saw mild enough weather to have been kept properly exercised.
OVERALL CONDITION
The first thing we notice about the car is the its striking color combination. The Zermatt Silver paint, while far from perfect, is perfectly original. There are spider webs and crazing patterns in the clearcoat, which is not uncommon for silver metallic paints. With a fresh polish and wax, as it is now, it’s not too noticeable. There is some minor blistering from having worn a black vinyl bra too long and a few rock chips from when it did not. There are minor scuffs and scrapes, with only one noticeable beyond a couple meters (on the top of the passenger side fender near the antenna, pictured below). The bügel (targa bar) wears its original black anodization where others have long faded away or been reanodized. Rubber is like new all around and was clearly kept out of heat and dryness. Inside, we find the gorgeous and rae Can Can Red leather interior that shows very little wear. Controls and instruments all work properly. The targa top is stain-fee and has none of the tears or runs that are often found in the headliner as a result of multiple foldings. The motor, like any 3.0, is a beautiful piece of machinery but one with less than 100,000 miles is exceptionally beautiful. Tires are near-new with excellent (90+% tread). This is a very nice and well preserved example of a classic 911.
DRIVING IMPRESSIONS
I’ve said it before. 911s are made to be driven. By today’s standards, 172 horsepower is ho-hum, but put it over the rear wheels of a 3,000 lb. car with a low center of gravity and a set of fat tires and just try not to smile. What’s more, this one is equipped with an aftermarket oil cooler that gives the impression of driving a RoW-spec (204 bhp) car (original parking light has been preserved if new owner chooses to restore to 100% original). Like any 911, it’s loads of fun to drive. Put your foot in it and its seats will hug you. Show it a twisty road and it will dance with you. If you’re feeling a little racy, that’s fine too. The 3.0 liter is considered by many to be the ideal combination of sports and Grand Touring (where later 911s became a little too heavy and cushy for their tastes). Here again, this car demonstrates that well. Everything on it it silky and tight. The motor fires up and pulls strong. Shifting is typical 915: crisp and smooth but requiring some practice to match revs. Steering is very responsive and the road feel is excellent through a tight suspension and excellent tires. Braking is firm and solid. It’s the joy of motoring in a relatively simple form—with Targa top in or out for added wind-in-your-hair exhilaration. This is a car that feels classic but completely fresh and relevant.
IN THE NEWS: The New Mercedes-Benz SL
Lightweight, athletic, luxurious
Stuttgart – With the completely redeveloped SL, Mercedes-Benz continues a tradition that began 60 years ago. The letters “SL” have ever since been synonymous with a symbiosis of sportiness, style and comfort – and with groundbreaking innovations. The new SL has been produced for the first time almost entirely from aluminium and weighs up to 140 kilograms less than its predecessor. Its highly rigid all-aluminium bodyshell provides the basis for agile, sporty handling that has been taken to an entirely new level, coupled with exemplary roll characteristics and ride comfort. Even better driving dynamics come courtesy of the new BlueDIRECT engines; they are more powerful yet at the same time up to 29 per cent more economical than the engines in the outgoing generation. Other new features include the unique FrontBass system, which turns the luxury sports car into a concert hall regardless of whether the top is open or closed, and the highly efficient adaptive windscreen wipe/wash system MAGIC VISION CONTROL; it supplies water from the wiper blade as required and depending on the direction of wipe.
Compared with its successful predecessor, the new Mercedes-Benz SL offers considerably more comfort and sportiness, setting new standards in the luxury roadster class. Added to which is uncompromising day-to-day suitability, which turns the SL into an incomparable all-rounder among sports cars. In short, anyone that talks about the new SL is bound to be talking about the ultimate in passionate, refined motoring.
Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars: “There are around 900 million cars in the world and thousands of models. But there are only a handful of automotive icons. Our SL is one of them: it has class, it has style, it is the ultimate in comfort and luxury. But it combines all that with incredible sportiness and dynamism. You would struggle to find a car that embodies Gottlieb Daimler’s aspiration more perfectly than our new SL: the best or nothing.”
Lighter and more rigid: sophisticated all-aluminium bodyshell
The new-generation Mercedes-Benz SL takes the meaning of the famous letters “SL” – sporty, lightweight – literally. Consistent weight reduction is one of the most outstanding design characteristics in the new SL as was the case in its namesake, the original SL of 1952 with its lightweight tubular frame. For the first time Mercedes-Benz has implemented an all-aluminium bodyshell in a series-production model. Only very few components consist of other materials. The designers use the even lighter magnesium for the cover behind the tank. High-strength steel tubing is integrated in the A-pillars for safety reasons.
The new aluminium bodyshell weighs around 110 kilograms less than it would using the steel technology from the predecessor. “The effect is rather as if a heavyweight-class passenger had got out of the car,” says Dr Thomas Rudlaff, responsible for the aluminium bodyshell at Mercedes-Benz. “The result is perceptible and measurable. Less weight means more dynamism and less consumption. In other words: the motoring enjoyment increases, the environmental burden sinks.”
The aluminium structure is not only lighter but also proves superior to the predecessor’s steel construction in terms of rigidity, safety and comfort. This is achieved thanks, among other things, to its intelligent lightweight construction with components optimised for their specific task. Thus, diverse processes are used to make different kinds of aluminium depending on the use the component is to be given: the parts are made by chill casting or vacuum die-casting, worked into extruded aluminium sections or into aluminium panels of different thicknesses. The result: high rigidity, high safety levels and better vibration characteristics.
Although the new SL is even more comfortable and has more assistance systems on-board than its predecessor and therefore does actually sacrifice some of the weight saved through the aluminium bodyshell, the scales show some astonishing figures: the new SL 500 weighs around 125 kilograms less than its predecessor. On balance, the SL 350 is even 140 kilograms lighter – all thanks to a host of other intelligent enhanced details to reduce weight, which Mercedes-Benz has also implemented in the new SL in addition to the aluminium bodyshell.
Driving pleasure: frugal, powerful engines and agile suspension
Powerful while accelerating, effortlessly superior across all speeds, nimble on winding roads – the new SL provides ample driving pleasure. Apart from the powerful engines, the sportily tuned yet comfortable suspension, which also boasts intelligent lightweight construction, proves outstanding. For instance, the steering knuckles and spring links on the front axle are also made out of aluminium to reduce the unsprung masses. The same also applies to virtually all the wheel location components on the rear axle.
The new SL is available with two different suspension systems: the SL features semi-active adjustable damping as standard. The optional active suspension system ABC (Active Body Control) is available as an alternative.
Both suspension variants are combined with a new electromechanical Direct-Steer system featuring speed-sensitive power steering and a ratio that can be varied across the steering wheel angle. This ensures excellent straight-line stability and, therefore, a high degree of assuredness when travelling at motorway speeds and makes the SL very agile. It also reduces the amount of steering required when parking and manoeuvring.
The new V8 in the SL 500 develops 435 hp from its displacement of 4663 cc and thus around 12 percent more than its predecessor despite some 0.8 litres less displacement. The fuel consumption has been reduced by up to 22 per cent. At the same time, the torque has increased from 530 Nm to 700 Nm – a gain of 32 percent. Although the displacement remains the same at 3499 cc, the new V6 engine in the new SL 350 develops 306 hp and delivers 370 Nm of torque. It uses just 6.8 litres of fuel per 100 kilometres, making it almost 30 percent more economical than its predecessor. Both engine variants come with a standard-fit ECO start/stop function. The 7G-TRONIC PLUS automatic transmission, which has been optimised in relation to fuel consumption and comfort, also contributes to the exemplary, low fuel consumption. The fuel economy of the BlueDIRECT engines takes nothing away from the roadster’s raciness. Quite the contrary: the SL 350 accelerates from 0 to 62 mph in 5.9 seconds, making it three tenths of a second faster than its predecessor. The SL 500 takes just 4.6 seconds – eight tenths less than the previous SL 500.
Interior: aesthetic, stylish, sporty
The new SL combines its aesthetically honed profile, which follows the Mercedes-Benz tradition, with a luxurious feel. Fine materials, perfectly finished with great attention to detail, distinguish the style and character of the interior.
Compared with its predecessor, the new generation of the SL is much longer (+50 mm) and wider (+57 mm), providing more room for more comfort in the interior, too. Shoulder room (+37 mm) and elbow room (+28 mm) have been increased, exceeding the dimensions normally found in this vehicle class. Clear lines create a formally coherent internal space within this comfortable interior. Generously used wood trim extends from the centre console across the dashboard into the doors, creating a pleasant wrap-around effect. Three types of wood along with two different aluminium trim finishes are available. Perfectly in tune with the roadster’s character, it combines the unpretentious atmosphere of a high-performance sports car with a comfortable, stylish ambience one comes to expect in a luxurious touring car.
Design: classic SL proportions
The designers have brought the latest generation of the SL unmistakably to life on the basis of tradition but added new perspectives and visions. The result is a stylishly sporty and elegant luxury sports car with the classic hallmark SL balanced proportions: the long bonnet gives way to a compact passenger compartment that is set well back. A wide, powerful rear end giving the impression of raciness provides the finishing touch. A handful of elaborately styled lines define the powerfully sculpted and yet calm surfaces of the flanks. Finely worked details, a striking rear end as well as ventilation grilles with chromed fins from the dynamic traditional Mercedes-Benz design heritage visually emphasise the SL legend.
An upright classic sports car radiator grille clearly marks out the new SL visually as a prestigious member of the current Mercedes-Benz sports car family. The centrally positioned star is a contemporary reinterpretation of the famous trademark, which now extends into the centre section with its organically flowing contours.
Dynamically slanting headlamps set well to the outside flank the striking front end and give the new roadster its own unmistakable face. The headlamps come as standard with the Intelligent Light System (ILS). With five different lighting functions that are tailored to typical driving and weather conditions, and are activated depending on the driving situation, the driver has a much better illuminated field of vision. The striking sidelights and the horizontal strip of the daytime running lamps in the far ends of the bumper feature
LED technology.
Vario-roof: MAGIC SKY CONTROL as an option
The sixth generation of the SL also offers a vario-roof that can be retracted into the boot using an electrohydraulic mechanism to save space, which converts the SL in a few seconds into a roadster or a coupé, depending on the driver’s wishes and the weather. Unlike its predecessor, three versions are available for the new SL: painted, with glass roof or with the unique panoramic vario-roof with MAGIC SKY CONTROL. The transparent roof switches to light or dark at the push of a button. When light it is virtually transparent, offering an open-air experience even in cold weather. In its dark state the roof provides welcome shade and prevents the interior from heating up in bright sunlight. The frame of the three roof versions is made of magnesium, making the roofs around six kilograms lighter than the roof on the predecessor, thus providing a lower centre of gravity for the vehicle and, in turn, better agility.
The engineers have refined the operating mechanism for the roof and boot lid. It now takes less than 20 seconds to open or close the roof completely.
Aerodynamics: new standards
The design of the new SL not only meets high aesthetic demands but it also boasts exemplary aerodynamic qualities.
As such, the roadster merits best marks in its segment in four important disciplines:
- With the lowest drag coefficient (cd = 0.27 in the SL 350);
- With the lowest wind noise that is virtually on a par with a closed saloon;
- With the best comfort for open-top motoring so that you can still have the roof down even at high speed;
- With virtually no accumulation of dirt on the side windows.
Two world premieres: FrontBass and MAGIC VISION CONTROL
With two innovations, the new SL remains true to its tradition as technological trendsetter:
- MAGIC VISION CONTROL is a new, intelligent and highly efficient wipe/wash system. The innovative wiper blade concept always applies the washer fluid just in front of the wiper blade lip via the channels integrated into the blade – in both directions of wipe. As a result, no water is splashed onto the windscreen during spraying to disrupt the driver’s visibility, while at the same time cleaning the windscreen perfectly. The water also remains on the windscreen, thus ensuring it is cleaned without troubling the occupants, even with the roof down. For the first time a fully heated wiper blade is available as an option that prevents snow or ice from forming on the blade in winter. This heating function also allows warm water to be applied directly onto the windscreen for the first time, even in cold temperatures.
- The likewise unique FrontBass system intelligently uses the free spaces in the aluminium structures in front of the footwell as resonance spaces for the bass loudspeakers. As a result the new SL features clear, crisp bass sounds that make possible a concert hall ambience even with the top down, and frees up space in the doors.
Both innovations are part of the extensive standard equipment of the new SL.
HANDS-FREE ACCESS: ‘kick’ to open
The HANDS-FREE ACCESS system is another Mercedes-Benz innovation which provides hands-free, contactless operation of the boot lid. The driver simply moves their foot in the vicinity of the rear bumper. Mercedes-Benz is the only car maker to offer a system which not only automatically opens the boot lid but closes it as well.
The safest roadster
Thanks to the crash-optimised aluminium structure, standard-fit PRE-SAFE® and assistance systems on the same high level as the S-Class, the SL is the world’s safest roadster. The rigid aluminium bodyshell forms a sturdy passenger compartment along with precisely defined deformation zones in the front and rear ends. In the event of the vehicle overturning, A-pillars made out of a mix of steel and aluminium and two roll-over bars protect the passenger compartment. The restraint systems including the two-stage driver and front passenger airbags have been further developed. A headbag integrally covers the side head-impact area. An additional thorax airbag in the seat backrest can protect the upper body in the event of a side impact. Another new feature is the crash-responsive NECK-PRO head restraints developed by Mercedes-Benz which are fitted as standard in the SL.
An active bonnet and a front end with a large, yielding impact area help ensure pedestrian protection.
A safety highlight is the unrivalled anticipatory occupant protection system PRE-SAFE® developed by Mercedes-Benz which is fitted as standard. If the system detects a serious risk of an accident, it reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags are able to fulfil their protective function to the full during an impact.
Additional post-crash measures supplement the integral safety concept and facilitate rapid assistance: regardless of the severity of the impact, the doors can be automatically unlocked after an accident, the interior lighting activated and the side windows lowered by 50 millimetres to ventilate the interior more effectively. The steering wheel can also be moved upwards.
Standard: ATTENTION ASSIST AND ADAPTIVE BRAKE
In the new SL too, a unique combination of driver assistance systems helps prevent accidents. These include the standard-fit drowsiness detection system ATTENTION ASSIST and the ADAPTIVE BRAKE. The latter features ABS, acceleration skid control (ASR) and active yaw control, and offers comfort and convenience functions in addition to safety functions.
The ADAPTIVE BRAKE works in conjunction with the equally adaptive brake lights. In emergency braking situations, it warns vehicles behind with flashing brake lights.
PRE-SAFE® Brake: autonomous partial and emergency braking in response to a serious risk of a rear-end collision
As an option DISTRONIC PLUS proximity control and PRE-SAFE® Brake, which is already well proven in other Mercedes-Benz models, are available. Both work on the basis of the same radar sensors. Once a serious risk of a rear-end collision is detected, the PRE-SAFE® Brake warns the driver initially and can initiate autonomous braking if the driver fails to react, and so either prevent the accident or at least mitigate its severity. PRE-SAFE® can also activate occupant protection measures.
Active Parking Assist: automatically manoeuvred into a parking space
The Active Parking Assist is new in the SL. Using ultrasound sensors it can identify parking spaces and automatically steer the vehicle into the space while parking.
Infotainment: COMAND with internet access
Even in the entry-level variant, the new Mercedes-Benz SL comes with the “Cockpit Management and Data System” COMAND. Functionality includes Bluetooth telephony along with simpler operation of the car phone. COMAND Online with internet access and DVD changer is also available as an option. It provides unlimited web browsing while the vehicle is stationary along with high-speed access to a Mercedes-Benz online service – for instance requesting a weather report or a special destination search. There is also the option of sending individual destinations and routes via Google Maps to the vehicle. For the first time, Mercedes-Benz is also offering new apps for the new SL: in addition to a free news app and a Facebook app, there are optional
Mercedes-Benz apps for share prices and a car park finder. A Yelp app to look for restaurants is available for the US market.
IN THE GARAGE: 1990 Porsche 911 Carrera (964) Targa
1990 Porsche 911 Carrera Targa
Fast, fun and fine
| VIN | WP0BB2967LS460559 |
| Exterior | [L80K] Guards Red |
| Interior | [VN] Black Full Leather |
| Motor | 3.6 L H6 rated at 247+ bhp |
| Gearbox | 5-Speed Manual |
| Odometer | 89,164 mi. |
| Exterior Condition | Excellent (2) |
| Interior Condition | Excellent (2) |
| Drivetrain | Excellent (2+) |
| Braking | Excellent (2+) |
| Suspension/Ride | Excellent (2) |
| Tires/wheels | Excellent (2+) |
A RED SLED ON THE CHRISTMAS LIST! Bridging the gap between the classic “impact bumper” 911s like the SC and Carrera 3.2 and the more modern 993, the 964 is considered by many to be the best of both worlds. It closely resembles the iconic shape that dates back to the 911’s debut in 1964 while incorporating the sleek styling of the modern Porsches. It looks like a more aerodynamic Carrera 3.2 but according to Porsche, the 964 is over 90% new components; therefore it represents a milestone in the 911s history. Yet it naturally maintains the air-cooled motor (now enlarged to 3.6 liters and developing 247 bhp in stock form) and, as in the case of this car, represents the last time a true open-roofed, greenhouse Targa was available in a 911. The car presented today is mostly original with the exception of a resprayed nose (a vinyl bra was left on too long and the paint started to blister), Sony CD player and some very tasteful but potent Rennline modifications including a larger, easier-breathing airbox as well as drilled aluminum pedals and door sills. The result is a 964 that feels very much like a 993 in power and balance.
OVERALL CONDITION
The first thing we notice about the car is its paint. With the exception of the aforementioned nose respray, it is original and maintains a respectable gloss and depth. There’s none of the oxidation or clearcoat flaking that is so common with older Guards Red. There is one very small (about the size of a dime) ding in the right rear fender above the wheels arch. Otherwise the car has never seen any accident damage and is is perfectly straight. A tremendous amount of care has been given throughout its ownership to preserve its integrity. The bügel (targa bar) wears its original black anodization where others have long faded away or been reanodized. Rubber is like new all around and was clearly kept out of heat and dryness. Inside, we find a full leather interior that shows very little wear. There is a small crack coming off the driver’s side door lock in the upper door trim. Otherwise the car is free of cracks and only a small bit of warping around the vents on the dash. The leather shows no fading, tears, cracks, or any excessive wear whatsoever. Controls and instruments all work properly including cold AC. Carpets are deep and thick. The targa top is stain-fee and has none of the tears or runs that are often found in the headliner as a result of multiple foldings. The motor, like any 3.6, is a beautiful piece of machinery but one with less than 90,000 miles and fresh service is exceptionally beautiful. There are no valve guide issues, leaks or unusual noises. Its routine maintenance has seen to that. The transmission has also been serviced on schedule and is very solid with smooth linkages up and down through all gears. Factory Cup wheels are shod with near-new Yokohamas that show excellent (90+% tread). This is an exceptionally nice and properly enhanced example of a 964 .
DRIVING IMPRESSIONS
I’ve said it before. 911s are made to be driven. Like any 911, this one is loads of fun to drive. Put your foot in it and its seats will hug you. Show it a twisty road and it will dance with you. If you’re feeling a little racy, that’s fine too. The big airbox and sport exhaust work in concert to deliver a symphony of free-flowing power. Everything on it it silky and tight. The 3.6 liter motor fires up and pulls strong while the 5-speed transmission is crisp and sure with so play and no sync issues. Steering is very responsive and the road feel is excellent through a tight suspension and excellent Yokohama tires. Braking is firm and solid. This is a car that feels classic but completely fresh and relevant. In other words, it’s a true 911.
RIP Sergio Scaglietti
Maranello, 20 November – “Today is a sad day for Ferrari. We lost a friend, a travel companion, a man who had his name forever connected to the Prancing Horse. Sergio Scaglietti leaves behind the legacy of an artist who with his talent created some of the most beautiful cars of our history. Who had the luck to know him like I did will also remember him as a straightforward and honest man, completely dedicated to his work. We will miss him.” These are the words of Ferrari Chairman Luca di Montezemolo regarding the death of Sergio Scagliett, the legendary Ferrari coachbuilder, who created some of the most famous models from the manufacturer from Maranello, such as the Ferrari California, the 250 Testa Rossa, the 250 GTO and the 750 Monza. Sergio Scaglietti was a real and natural talent who made cars with his hands and with his eyes, as he liked to say.
Soon the Carrozzeria Scaglietti started to collaborate with the Scuderia Ferrari and a great friendship was born between Enzo and Sergio. “He was one of my father’s best friends,” said Piero Ferrari. “He was next to me with Marco Piccinini also the day my father died and stayed with me the whole night until the funeral. I loved him and he was a very important part of my life. The world is emptier without Sergio”.
The Carrozzeria Scaglietti has been an integral part of Ferrari for many years. To underline his unique relationship with the coachbuilder from Modena Chairman Montezemolo dedicated him the 612, the 2+2-seater Berlinetta.
IN THE GARAGE: 1989 Chevrolet Corvette Convertible
Fun to drive museum piece
| VIN | 1G1YY3181K5119756 | Exterior | [10] White | Interior | [732] Red Leather | Motor | [L98] 5.7 Liter (350 c.i.) tuned port injected V8 | Gearbox | 4-speed automatic | Odometer | 78,055 | Exterior Condition | Outstanding (1) | Interior Condition | Outstanding (2+) | Drivetrain | Excellent (2+) | Braking | Excellent (2) | Suspension/Ride | Very Good (3+) | Tires/wheels | Outstanding (1) |
WHAT HAPPENED IN THE 80s stays in the 80s and for the most part, I’m ok with that. There are a few notable exceptions: Wayfarers, some catchy tunes and the fourth-generation Corvette, or C4. The C4 had some big shoes to fill. The third-gen (aka “shark” or “coke bottle”) had just finished a 15-year run; longer than just about any single bodystyle in American automotive history (not counting specialty cars like the Avanti, Excalibur, Gazelle, etc.). The C4 was instantly met with accolades from the automotive press and comparisons to formidable contemporaries such as the Nissan 300 ZX and Porsche 944 were quickly surpassed to draw allegories to the Ferrari 308. Its styling was a sleek departure from the C3’s fluid lines, yet it was unmistakably a Corvette, taking cues such as the blunt tail from the early C3s (The current C6, in turn departing from the rounded C5, borrowed cues like the blunt tail and circular taillights from the early C4). While its power output was hampered by Federal mandate in the early years, its handling was world class, evidenced by stats for lateral Gs and slalom times that stood at the top of the charts for several years that followed. Like its predecessors, the Corvette was an exceptional bang for the buck. Therein too lie some of its faults. It was such an attractive value that in the excess of the 80s, plenty of money was spared to add on body kits, “unique” paint schemes, wheel/tire combinations, lighting arrangements, etc. You get the idea. My Trapper Keeper was less gaudy. Jump ahead nearly a quarter century and they’re still around. In fact, finding an unmolested, as-Duntov-intended, original fourth-gen Corvette is as hard as finding music on MTV. I present you with such an example. This one’s a special piece: Meticulously maintained, original and—with the exception of tires, a sweet sounding Magnaflow exhaust (original is available), belts, plugs, and a couple other necessities—it’s preserved exactly as it was when it left the showroom floor.
OVERALL CONDITION
This is an outstanding, honest, original example of a C4 Corvette. The paint is original and but for a couple touch-up spots on the bumper, looks like new. The car has never been wrecked, tracked, or raced. No burnouts, drifts, pinks, etc. The motor is strong and sound. Not a drip anywhere. The motor is in fact spotless and is a jewel in and of itself. The transmission shifts smoothly through all gears. The suspension is firm, as a C4 should be, but it’s quite comfortable for highway cruising. Wheels have no rash or scratches. The convertible top is also like new with excellent canvas and clear glass. If you’re familiar with convertible Corvettes, you’ve no doubt experienced their primary drawback: that they compromise body stiffness, which over time spawns ear-splitting chirps, squeaks and rattles. This car has none—or I should say very little— of that. In fact, once the hard plastic (both in and out) comes to temperature and at highway speed, there are very few of the noises that the early fourth-generation Corvettes are plagued with. Its a testament to how well the car’s been cared for and preserved. And everything works! The AC blows cold, all the switches, knobs, etc. actually do something. There’s no pixel fade in the state-of-the-art (by 80s standards) digital dash. The original red leather seats show no wear whatsoever. The carpeting is fresh and spotless. It even smells like it did in 1989. The only things that are not original to the car are the tires, which are superb new Eagle GTs, as well as a new Magnaflow exhaust. The original exhaust is fine, but the Maganflow sounds fantastic and improves both performance and economy as a result of better breathing, modernizing the car somewhat. It has all of its factory options in tact and working as they should, including the Delco-Bose sound system, low tire-pressure monitor and luggage rack. The car also has its original set of books and all-in-one tool. Recently serviced by Ferrari of Denver, it’s good to go. And go it does.
DRIVING IMPRESSIONS
This car is a lot of fun to drive. Its 230 hp motor doesn’t seem like much by today’s (or earlier Corvette) standards, but it feels powerful. It’s an American V8 and it lets you know it. Braking is excellent, steering is precise. The ride is firm, which Corvette engineers intended in order to achieve the excellent performance qualities, but not bone jarring. Mated with the smooth 4-speed automatic transmission, it makes for spirited yet relaxed driving. Of course, there’s little substitute for wind-in-your-hair motoring and the Corvette’s top is as simple as any to raise and lower (manual, as they all were). It’s a car that you can turn up the Bose and not have the wind drown it out. It’s an excellent example of what I call a pleasure-performance car. And, like the C4 was at its inception, it’s a heck of a lot of bang for the buck. Style, performance, lifestyle, and value; all come together in this beautiful example of a soon-to-be classic.
IN THE GARAGE: 1991 Mercedes-Benz 420 SEL
Classic Big Body Benz
| VIN | WDBCA35EXMA599536 | Exterior | [587] Cabernet Red Metallic | Interior | [264] Palomino Leather | Motor | 4.2 Liter V8 rated at 221 bhp | Gearbox | 4-Speed Automatic | Odometer | 86,840 mi. | Exterior Condition | Excellent (2) | Interior Condition | Excellent (2+) | Drivetrain | Excellent (2) | Braking | Excellent (2) | Suspension/Ride | Excellent (2) | Tires/wheels | Very Good (3+) |
THE PINNACLE OF AN AUTOMOTIVE ICON If the 80s were about affluence, power and opulence, there were few cars better suited to express it than the W126 S-Class. It was big. It was luxurious. It was sleek. But it was also smart. Safe. And as the tagline stated at the time, engineered like no other car in the world. In short, it was uncompromising. It was the Flagship of the Mercedes-Benz product line, commanding a sticker price of over $65,000. With an incredible 12-year production run, no S-Class before or since has captured the essence of what it means to be a flagship for longer. It continues to be used in film and popular culture as the iconic Big-body Benz and doesn’t get much argument when referred to as classic. By the end of its production run in 1991, refinements—in styling, safety, appointments and mechanicals—led to the best of the breed. Along with the larger motored 560 SEL, the more svelte 420 SEL still evokes power and panache like few cars throughout history. From the final year of production, the 420 SEL presented here is a perfect example of that. It’s been loved and revered by its owners to remain a statement of elegance and prestige, but with a classic presence that simply cannot be found in today’s luxury cars.
OVERALL CONDITION
Because the cars were so drivable, it stands to reason that many SELs were driven. And driven. And driven. While it’s true that 420 SELs—like any Mercedes-Benz—have legendary durability, finding one with less than 100K miles is somewhat rare. The one listed here is not only a low-mileage example, with less than 87,000 documented miles, but as a testament to its attention to preservation, it retains its original window sticker. Further exemplifying a properly maintained Mercedes-Benz, it’s had a fresh 90,000 mi. scheduled maintenance ahead of schedule. It has all the prerequisites:
The car is presented in a classic, tasty combination of Cabernet Red over Palomino leather. Paint, while not original, is in the original color and is deep with high gloss. The bumper was patched and repainted after a minor collision. Absolutely no other damage was sustained. There are some very minor scratched on the hood and trunk lid, and one small shopping cart ding on the right fender. Otherwise the body is exceptionally straight. Brightwork is a mirror finish with no pitting. Original glass is excellent all the way around. Mechanically, it’s a pleasure to drive. It idles smooth, pulls away strong, no engine vibration. There are no leaks, no smoke and no unusual smells. Shifting is clean and silky. There’s none of the lurching that is typical of more tired cars. Braking is superb, sure and straight. The interior is in near perfect condition. Seats are firm with very little wear on the leather. Dash is perfect with no cracks or warping. The Zebrano wood retains a deep polish and shows only minor crackling on the shifter console. Carpets are supple and fresh. All instruments work, including the clock. The trunk is clean with excellent fit and finish. The headliner is clean with no tears or stains. The car has a full set of books and two sets of keys, along with a complete, unmolested first aid kit. It’s everything a 420 SEL should be.
DRIVING IMPRESSIONS
The 420 SEL—especially one in this condition—is still perfectly at home in just about any environment where style and grace meet suave and sexy. The first thing you’ll notice is the comfort. Seats are firm and supportive yet comfortable enough for all-day touring. Next you’ll grab the large, leather-wrapped steering wheel and turn the key as the 4.2 liter V8 comes to life. Put the car in drive and the car accelerates with steady power, which is considerable by 1991 standards and only a few horses shy of its 560 sibling (with less weight and more efficiency). It’s not neck-snapping by any means but plenty strong with a wide power band for excellent drivability at moderate sppeds. The ride is solid, smooth and quiet. It has a road feel that is lost in modern cars, yet it’s unmistakably a luxury car. In short, it’s a Mercedes-Benz.
IN THE GARAGE: 1980 Mercedes-Benz 450 SL
Classic elegance within reach
| VIN | WDB10704412064942 | Exterior | [040] Black | Interior | Tan Leather | Motor | 4,520cc V8 rated at 225 bhp | Gearbox | 4-Speed Automatic | Odometer | 93,110 mi. | Exterior Condition | Very Good (3+) | Interior Condition | Excellent (2) | Drivetrain | Excellent (2) | Braking | Good (3) | Suspension/Ride | Good (3) | Tires/wheels | Excellent (2) |
TIMELESS CLASS. For most of the 70s and 80s, the Mercedes-Benz SL (R107) was the embodiment of a lifestyle that evoked achieving a certain status in life while still being able to enjoy it. They were the cars of the stars and the country club set. They were sporty without being sports cars, with refined elegance and graceful performance. Over its remarkable 18-year run, the 107 SL never lost any of its appeal and many would agree that it hasn’t to this day. Of those 18 years, the most enduring is the 450 SL, spanning from 1973 (1972 if you count the 350 SL with the 450′s motor) through 1980. With its iconic “bundt” wheels and fluted rockers, it’s what comes to many people’s minds when recalling the 107. 1980—the final year of production for the 450 SL—also has the distinction of being the only model year to feature anti-lock brakes. Today, the 450 SL’s enduring caché combined with modest prices make it a perfect example of “look rich cheap.” As such, they’ve held up well in a soft economy and are beginning to climb as market conditions improve.
OVERALL CONDITION
Because the cars were so drivable, it stands to reason that many 450 SLs were driven. And driven. And driven. While it’s true that 450 SLs—like any Mercedes-Benz—have legendary durability, finding one with less than 100K miles is somewhat rare. The one listed here is not only a low-mileage example, with 93,000 actual miles, but retains its production line form and has excellent owner history. It’s a lifelong California car owned by a professional woman who later passed it onto her son. The car has been under one family since new. It’s everything a proper 107 should be: It has both tops. It has the original Becker Mexico audio system. It has a complete set of tools designed specifically for the 107 and it matches its data card. The car is presented in a chic combination of Black with tan leather and black folding top. Gaps are perfect (many higher mileage and even some lower mileage SLs were subject to a lot of body flex, which in time compromised fit). The top is in perfect condition with little evidence of ever being used. Exterior canvas and plastic window are as new. Brightwork is a mirror finish with no pitting. Original glass is excellent all the way around. Mechanically, it’s nice and smooth, pulling away strong without any engine vibration that many of the large-motored 107s experience. There are no leaks, no smoke and no unusual smells. Shifting is clean and silky. There’s none of the lurching that is typical of more tired cars. The interior is in excellent original condition. The original dash does have a couple of small cracks in the typical places (coming forward from the defroster vents, on seam of instrument pond), but is otherwise straight and solid. Seats are firm with very little wear on the leather. The wood retains a deep polish and shows no dryness. All instruments work, including the clock. The trunk is clean with excellent fit and finish. The headliners on both the hard and soft tops are clean with no tears or other blemishes and no yellowing. With either top—up or down—it’s a car that’s both a pleasure to drive and a beauty to behold.
DRIVING IMPRESSIONS
Driving an R107 never ceases to elicit images of rolling through tree-lined country roads or meeting friends for lunch at the yacht club. The 450 SL—especially one in this condition—is still perfectly at home in just about any environment where style and grace meet suave and sexy. The first thing you’ll notice is the comfort. Seats are firm and supportive yet comfortable enough for all-day touring. Next you’ll grab the large, leather-wrapped steering wheel and turn the key as the 4.5 liter V8 comes to life. Put the car in drive and the car accelerates with steady power, which is considerable by 1980 standards. It’s not neck-snapping by any means but plenty strong with a wide power band for excellent drivability at moderate sppeds. The suspension is solid. There is no cowl or scuttle shake over obstructions like railroad tracks. There are no rattles or squeaks. Even with the top down, the car is relatively quiet. Even though many would stop short of calling this a true sports car, it has enough sporting characteristics to call it fun to drive. Its handling is spirited with excellent balance. Power and especially torque are on hand when you need it while the brakes grip well when you don’t. And of course there’s little substitute for the pure joy of top-down motoring.
IN THE GARAGE: 1999 Ferrari 355 F1 Spider
Serie Fiorano #15/100
THE ULTIMATE 355. 1999 saw the final year of the 355 (F355 and 355F1). The last 100 of these that were imported to the US were the Serie Fiorano (another four cars went to South Africa and Italy). Each car was numbered and is among the rarest of any production V8 Ferrari. The Serie Fiorano was not merely a standard 355 with a commemorative badge. It was the factory’s swan song for what many enthusiasts consider the finest V8 Ferrari ever. The Serie Fiorano featured many Competizione-derived performance enhancements such as a suspension pack and steering rack, along with drilled and ventilated discs and competition pads, as well as alterations to the computer mapping for added power and torque. Outside, apart from its lower stance, the Serie Fiorano is distinguished by a factory Challenge grill and enameled Scuderia shields. Inside, we find factory carbon-fiber inserts and a competition wheel wrapped in suede. The car presented here is an impeccably maintained, factory original (only a stereo amplifier has been added) with recent major service. It’s a sound investment that’s ready to show or drive.
OVERALL CONDITION
Given its collectibility, one would expect a Serie Fiorano to be in exceptionally good condition vis à vis a normal production 355 and this one does not disappoint. It is textbook buyer’s-guide complete and sorted. Paint is near perfect with only a couple tiny chips on the nose and air intakes. The nose has had a respray for earlier chips. Not too long after its original purchase, the car suffered a low impact hit while parked. Imagine returning from a polo match to find your new Ferrari hit by a drunk driver in a pickup truck (there were several witnesses who were able to detain the driver until police arrived). As horrifying as it must’ve been at the time, the only damage was cosmetic. No frame or unibody damage whatsoever (see alignment below) and it was repaired to a very high standard. Inside, we find a sumptuous leather interior that is almost perfect; the only flaw being a very slight curling of the passenger airbag (very typical of 355s). Otherwise it is immaculate with no wear, no cracking or fading and the factory carbon-fiber accents (expensive option on a stock 355) are a beautiful complement to the 355’s functional, driver-oriented cockpit. Stitching around seats and instrument pod is perfect. AC, windows, lights, and all controls/instruments work properly. Carpets are clean, fresh and unmatted. “Sticky” is always an issue with 355s, however—for the moment—this one is 100% sticky free. The semi-power top hydraulics (another one of the Spider’s Achilles heels) have been serviced recently and work flawlessly. The canvas top is free of tears, snags or runs and is a deep dark black. Rubber and glass are like new all around and were clearly kept out of adverse conditions. Mechanically, it is a sublime piece of machinery with a recent (at 20,650 miles) major service performed by a former factory mechanic and service manager. The sometimes-problematic F1 transmission has also been recently serviced and is very solid with smooth shifts up and down through all gears. Tires are near-new with excellent (90+%) tread.
DRIVING IMPRESSIONS
We nestle into the sport seats covered in rich leather and turn the key. Behind us the 3.5 litre motor comes to life with a gasp of its 40 valves leading to a sexy growl telling you it’s ready to go. Pulling away, all is surprisingly civilized at lower RPMs, but with a more spirited right foot, the motor and factory exhaust compose a symphony. It’s a deep, primal, grumble that quickly finds a screaming pitch as it approaches the 8,500 limit. Shifting is smooth and while not microsecond-quick like today’s Ferraris, the F1’s paddle shifters were very progressive at the time and still provides fast shifts, or at least comparable to a manual. Ride is surprisingly tight for a Spider. There’s no shake and rattle over road imperfections. Handling, typical of any Ferrari, is magnificent but with the Fiorano’s Competizione derived suspension and brakes, it is on an entirely different level. Its lower center of gravity combined with a wider track and stiffer springs bring the car into a superb balance with outstanding mechanical grip. And despite a lack of electronic aids found in its descendants, it’s a very forgiving car. If you’re inclined to kick the tail out, it’s balance and natural instinct for forward motion make it easy to right. If your style is more fluid, cornering is spot-on with fantastic braking in and gobs of torque out. It exemplifies why the 355 remains what Top Gear’s Jeremy Clarkson calls one of the best sports cars in the last 50 years.
