$60,000 Ferrari Book by Taschen Remains Unopened in Factory Crate
Read the full story on Modern Car Collector
A pristine example of the $60,000 Ferrari Art Edition book by Taschen has surfaced for sale, still sealed in its original factory crate. Released in 2018, the book, simply titled 'Ferrari,' was produced in a limited run of just 250 copies, each accompanied by a distinctive bookstand and case designed by renowned industrial designer Marc Newson.
The book, a detailed homage to Ferrari's illustrious history, comes with a stand crafted from TIG-welded, chrome-plated steel that is inspired by the exhaust manifolds of Ferrari's iconic V12 engines. The case, designed to resemble the red crackle-finish valve covers of the Ferrari 250 Testa Rossa, is a testament to Ferrari's commitment to artistry in both design and engineering. When assembled, the book's stand and cover measure 55cm x 57cm x 110cm in height, creating a striking visual that is as much a piece of art as it is a reference book.
Though the book was initially available in two editions— the $10,000 Collector's Edition and the rarer $60,000 Art Edition— all copies sold out quickly, with Ferrari enthusiasts snapping them up as exclusive collector's items. For those seeking a new, unopened edition, this example is one of the last available in its original crate, greatly increasing its value.
The packaging itself is a work of art, with the wooden crate designed to house the book, stand, and case, giving collectors the choice to open it or keep it sealed for posterity. With the book's scarcity and unique presentation, it's sure to attract the attention of Ferrari collectors and automotive enthusiasts alike.
Follow us on Facebook and Twitter
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Motor Trend
a day ago
- Motor Trend
2025 Aston Martin Vanquish First Test Review: Big Performance From One of the Most Beautiful Cars Ever Made
Pros A rolling work of art 824 hp ain't nothin' to sneeze at Great to drive Cons V-12 soundtrack a bit muted by turbos Desperately needs a nose-lift system Feels big on a winding road There's a moment when first-date jitters transform into the joy of possibilities. It's when you realize an emotional connection can be so much greater than you originally expected. The automotive equivalent of that experience is the 2025 Aston Martin Vanquish, one of the most beautiful cars ever designed. The coupe is this close to epitomizing the perfect front-engine V-12 grand tourer, a classic formula Aston's Italian rivals have iterated on for more than half a century. 0:00 / 0:00 Forget Ferrari for a second. This Aston's real good, and not only in the way you think it would be. Rolling Work of Art With the 2025 Aston Martin Vanquish, beauty is everywhere you look. The best part about the Vanquish's design is that there isn't a best part. Every angle reveals a new visual delight, and you don't need to be a design nerd to appreciate it. The proportions are perfect, from the short front overhangs to the way the roofline is low but not too low. It's so much more, though, like the stunning rear treatment. Or the surfacing of the doors. Take a close look at the carefully sculpted hood, and you'll see six holes in each of two hood vents, one for each of the 12 cylinders. Whether viewed on a phone screen or in person, the 2025 Aston Martin Vanquish is one of the most beautiful cars ever designed. 824 HP and 12 Cylinders at the Track Although the 2025 Vanquish is the latest in a long line of exotic GT cars, there's nothing nostalgic about its powertrain. A 5.2-liter twin-turbo V-12 producing 824 hp at 6,500 rpm and 738 lb-ft of torque at 2,500 rpm makes every trip a special occasion. Bursting from 0 to 60 mph in only 3.3 seconds should catch most lead-footed Teslas by surprise. The quarter mile is done in 11.2 seconds at an excellent 132.5 mph. On the track, the car just keeps pulling and pulling until you run out of dragstrip. Surprising no one, however, this isn't a stoplight drag-racer. You have to be in it for the experience. So as much as Aston may have been pleased to learn its baby has 6 hp more than the new Ferrari 12 Cilindri, you don't have to look far to find cars that match its impressive straight-line performance. And we don't mean electric cars like the MotorTrend-record-setting Porsche Taycan Turbo GT Weissach. Try the Audi RS 7 Performance, which beats the Aston to 60 (3.0 seconds) and matches its trap speed in the quarter mile (11.2 seconds at 123.7 mph). Then there's the new Bentley Continental GT Speed, a plug-in hybrid that hits 60 in 2.8 seconds and rips onto a 10.8-second quarter mile at 130.7 mph. These really are exciting times to be a car enthusiast. 'Way Better Than I Expected' The biggest surprise was when we ran the Vanquish through our figure-eight course, which evaluates braking, cornering, and acceleration as well as the transitions in between. The Aston finished the course in 23.3 seconds at 0.94 g (average), more than a second quicker than that Bentley. Just listen to associate road test editor Erick Ayapana: 'Way better than I expected. Turn-in is so fast and crisp. I expected this to be front heavy, but this is a very balanced car.' On and off the track, we found the Aston is at its best with delicate steering and pedal inputs. Finesse the car, and it will deliver world-class performance and rotate the tail out if that's what you're after. At the same time, it never feels as small as Aston's own Vantage. Some cars hide their weight remarkably well, but that's not the case for the 4,334-pound Vanquish. The V-12 GT car weighs 456 pounds more than the eight-cylinder Vantage, another Aston with just about perfect 50/50 weight distribution front to rear. The Vanquish is a thrill to drive, but on tight switchbacks it feels as wide as a Range Rover Sport with its mirrors folded in. Because it is. Vanquish as a GT Car For an occasional-use exotic, it seems like you couldn't ask for much more than a design for the ages, a solid driving experience, and a classy interior with fine attention to detail. But we will. No car that costs $560,700 should make its owner feel uncomfortable on a sunny day. The optional glass roof lacks a simple roller shade or an electrochromic dimming function, the kind you find on some glass-roofed cars these days. Aston tells us the tinted glass shields occupants from UV-A and -B rays and is tinted to allow 6 percent light transmission. That works most of the time, but we'd like more control when the weather is especially hot and sunny. The other feature every Vanquish needs is a nose-lift system. Imagine pulling up to the raised entrance of a busy hotel valet. While everyone gawks at your Aston Martin, the car's low front end loudly scrapes on the pavement. That wouldn't happen in a Corvette or a 911. In those cars, the feature is even connected to the navigation system so you can mark frequently visited locations, and the car knows exactly where to lift. Finally, we wouldn't argue with an even more comfortable Comfort drive mode to have the option of occasionally selecting a cushier ride. V-8 or V-12? Yes. Awaken the V-12 engine, and its sound immediately communicates power and exclusivity. Very few V-12 engines remain in production, and this one propels the Vanquish to become the most powerful front-engine Aston in history, as well as the fastest with its 214-mph top speed. Perhaps the biggest surprise of all during our time with the Vanquish was how we started daydreaming about a Lexus LC500. What makes an engine sound like beautiful music is subjective, just like actual music. And for me, the naturally aspirated V-8 of the Lexus LC500 is a treasure. The Aston's V-12 is mighty, but it's also turbocharged. The Ferrari 12 Cilindri manages its 800-plus-horsepower experience with no turbos. That translates to an even more stirring aural performance. As we said, it's subjective, and we'll gladly drive them all through our favorite tunnels anytime. A Worthy Flagship The best cars deliver a natural high during your first experience with them. What happens next is the real test of automotive goodness. Do you still see its value after realizing that every car has flaws? In the case of the 2025 Aston Martin Vanquish, the answer is a resounding yes. This classic GT car has a few drawbacks, but its true beauty is in the way it simultaneously looks good and inspires you on the road. We hope Aston won't get complacent with this flagship car, as reputations aren't solidified overnight. But the hard work is done, and what a gorgeous way to honor the classic tradition of gas-powered 12-cylinder front-engine GTs.
New York Times
a day ago
- New York Times
Under Russell's Spanish GP Verstappen controversy, other problems are harming Mercedes
BARCELONA — This isn't where Mercedes expected to be. George Russell started the 2025 Formula One season with a run of podium finishes, four in six race weekends. Kimi Antonelli steadily brought home points and consistently ran in the middle of the top 10 for a majority of the opening slate (aside from being point-less in Bahrain). Albeit early in the season, Mercedes looked poised to finish second in the constructors championship behind runaway leader McLaren if it kept up its form. Advertisement Red Bull had only Max Verstappen's points rolling in regularly and Ferrari has been an inconsistent threat. The keywords here are 'early' and 'if.' F1 headed to the European portion of the calendar in mid-May and Mercedes experienced what could be described as a 180 in performance. Antonelli didn't finish two of the three races in the tripleheader of Imola-Monaco-Barcelona, and Mercedes' best weekend, pointwise, came in Spain – when Russell secured a fourth-place finish and 12 points. Overall, Mercedes only scored 18 points in those three weeks, all of which came via Russell, and now, Ferrari has passed it for second in the constructors standings. By comparison, Mercedes had scored 18 points minimum in every race until Imola. The gap sits at six points in Ferrari's favor, but for the Silver Arrows to bounce back it needs to get to the bottom of its car issues. As its predecessor did in 2024, the W16 has struggled in the heat at times with tires overheating. This only accelerates degradation and forces the team into more (and sometimes earlier, as in Imola) pit stops. It's affected the car's pace, too, and further hotter races are still to come. Then there's how recent upgrades haven't quite panned out as Mercedes likely hoped. It brought changes to Imola, including a new front wing, but these haven't brought the team more into the fight with McLaren and Red Bull. To complicate matters a touch further, Mercedes has experienced technical issues with the W16 all through this stretch, resulting in both of Antonelli's DNFs (Imola and Barcelona) and Russell's shock Q2 exit in Monaco that essentially prevented it from scoring any points in that round. Setbacks happen, but this is one of F1's top teams. Mercedes can't afford to continue returning such paltry results when there is such intense competition for the places behind McLaren. Advertisement 'The result is certainly not satisfactory today, the P4,' Mercedes team principal Toto Wolff said Sunday, 'and in my opinion, we just need to get on top of it.' A recurring saying within the F1 paddock – and a phrase often used by Wolff – is that there's no silver bullet to fix a car's pace problem. But Mercedes has noticed that a pattern has developed with its car: the overheating tires. During the Imola race, Russell struggled with his rear tires and keeping temperatures under control. This triggered an early pit stop, because of how quickly the tire was degrading, and his race became a surprise two-stopper. What effectively decided his race in Italy was Antonelli's DNF and the safety car period this caused, as others pitted but Russell stayed out on older tires. Given that delta, he couldn't hold off Ferrari's charging Lewis Hamilton. Tire management and hotter temperatures reared their heads again during last weekend's Spanish Grand Prix. Andrew Shovlin, the team's trackside engineering director, revealed in Mercedes' Sunday recap, 'George could have been in the fight for the podium though; his pace looked good enough to close on the Ferrari of Charles Leclerc in the last laps, but with the tires overheating, it was hard for him to get close enough to attempt a pass.' And Russell's start did not help, where he lost multiple positions on the opening lap and had to battle back. Last year's W15 also struggled with hotter temperatures and tires overheating, thriving at races with cooler temperatures – including Hamilton's win at Silverstone and Russell's in Las Vegas. But it's not clear to Mercedes why its cars continue to struggle with this. 'Every car has an intrinsic DNA and that's dialled into the design,' Wolff said Sunday. 'I think that even though we're large organizations with many scientists and engineers, sometimes you don't know why a car is doing something. I'm not sure McLaren knows exactly why they are so fast because it comes down to just the margin of gains and the detail, and just good engineering. Advertisement 'I think that our car, generally, over the years, was struggling more with the rear tire overheating than others.' Wolff pointed back to the 2024 Las Vegas Grand Prix weekend, where then-Mercedes duo Russell and Hamilton praised the W15 and how much grip that they had at that event, which takes place at night in cool November temperatures. They went on to secure a 1-2 finish. Here other drivers complained about a lack of grip and sliding in the colder temperatures. 'You can mask or make worse (the issue) with setup directions,' Wolff continued, 'but it's something that's in the car.' While Mercedes is focused on the temperature inconsistency issue, it has made a step forward overall on tire performance over a race stint compared to its struggles at Imola. 'It's not suddenly that we were reeling in McLaren, but it was better,' Wolff said. 'Also against the Ferraris, we didn't look too bad. That was different a week ago (in Monaco). Different two weeks ago (in Imola). So, overall, we need to now analyze the data and see whether we've unlocked a little bit of the potential, solved the problems a little bit.' Wolff did admit that seeing the positives were difficult, aside from the apparent step in tire management. Fourth place was the maximum that Mercedes could achieve in Barcelona, given the McLarens and Verstappen were battling ahead even before the controversial late safety car restart chaos that also involved Russell. It is a return to where the team was racing at the beginning of the season, Russell noted. But fully understanding F1's tire fluctuations carries bigger implications that extend beyond this season for Mercedes. The car design regulations are changing from next season and Wolff reckons tires will be 'an important factor next year.' This is because they will be narrower, which will impact downforce and car handling. This could also require a different approach to tire management. Advertisement But Mercedes' problems actually appear bigger than just tires and temperatures – at least for this season – given the gap to the leaders. The recent reliability woes have been very costly. Of Antonelli's two DNFs, the one in Imola stemmed from 'a loss of throttle control' and the one in Barcelona was caused by a loss of engine oil pressure. Wolff told F1 TV that 'there was a big bang' when the issue struck and smoke poured out of Antonelli's car as he shot off into the gravel. In Monaco, Russell hit a bump during qualifying and lost electrical power. Then there was also the case of Russell's car malfunctioning alarmingly en route to his second-place finish in Bahrain. Antonelli's engine failure — Wolff described it as one 'at first sight' — is a cause for concern, given how the power units are a noted strength of Mercedes. After all, there's two-thirds of the season left. Shovlin noted, 'We don't know the root cause of that issue yet; the power unit will be returned to Brixworth for investigation. It's always disappointing to lose a car from the points (Antonelli was running seventh at the time of his retirement) with a reliability issue; we've not been strong enough in that area over the last three races so we will need to tackle that urgently.' Canada, next up, should shift the W16 back into a more comfortable zone. The race typically features cooler temperatures and sometimes wet conditions. But this will be short lived, with generally hot climes of Austria, Hungary and Monza following either side of F1's summer break. Silverstone can become challenging on tires, especially if there are warmer conditions, given its many high-speed corners and the calendar ends with a run in the Middle Eastern deserts. It may be the final year of the current engine regulations, but car reliability is a problem that Mercedes needs to address to restore its previous consistently solid form. The margins are also much finer than when the season began and so Mercedes can't afford to slip back, particularly as Leclerc and Ferrari have started emerging as potential 'best of the rest' threats behind the dominant McLaren duo and Verstappen. (Top image: Mark Thompson / Getty Images)
Yahoo
a day ago
- Yahoo
It was not right – Max Verstappen takes blame for crash with George Russell
Max Verstappen has issued a veiled apology for his wild crash with George Russell by admitting it 'was not right and should have not happened'. The four-time world champion was hit with a 10-second penalty by the stewards for causing a collision with Russell with two laps remaining of Sunday's Spanish Grand Prix. Advertisement Russell said he felt Verstappen's move was deliberate and accused the Red Bull driver of letting himself down. He also suggested that Verstappen should have been disqualified for the crash. Verstappen refused to accept blame for the coming together after the race and even sarcastically offered Russell a tissue after he was informed of his British rival's criticism. However, in a message posted on social media on Monday, Verstappen said: 'We had an exciting strategy and good race in Barcelona, till the safety car came out. 'Our tyre choice to the end and some moves after the safety car restart fuelled my frustration, leading to a move that was not right and shouldn't have happened. Advertisement 'I always give everything out there for the team and emotions can run high. You win some together, you lose some together. See you (at the next race) in Montreal.' Verstappen, who was on the slower hard tyre compound, lost third place to Charles Leclerc after he opened the door to the Ferrari driver when he made a mistake on the exit of the final corner in a six-lap shootout to the flag following the deployment of a safety car. Russell then attempted to sling his Mercedes underneath Verstappen's Red Bull at the first corner before the Dutchman took to the escape road and remained ahead of the Briton. Advertisement 'Max, can you let Russell through, please?' said Verstappen's race engineer, Gianpiero Lambiase. 'What? I was ahead, mate. What the f***! He just ran me off the road.' Verstappen slowed down at turn five to allow Russell past, but then accelerated and drove into his rival's Mercedes. 'What the f***'?' Russell said on the radio. Verstappen later moved out of Russell's way and crossed the line in fifth. However, he was hit with a timed penalty by the stewards – demoting him to 10th – and also punished with three penalty points on his licence which leaves him just one point away from a race ban. He now trails championship leader Oscar Piastri by 49 points in the standings. Mercedes' George Russell said he felt Max Verstappen's move was 'deliberate' (Bradley Collyer/PA) It marked another controversial chapter in Verstappen's career following run-ins last year with Lando Norris and multiple clashes with Lewis Hamilton in their title duel four years ago. Advertisement Mercedes team principal Toto Wolff, who has been linked with a move for Verstappen, said: 'I don't know exactly what the motivations were and I don't want to jump on it and say it was road rage, but it wasn't nice. 'The great ones, whether it's in motor racing or in other sports, you just need to have the world against you and perform at the highest possible level. 'That's why sometimes these greats don't recognise that actually the world is not against you, it's just you who has made a mistake or screwed up.'
