Latest news with #classiccars
The Sun
2 hours ago
- Automotive
- The Sun
Oldest Ferrari car in existence built in the 1940s with open top sells at auction for record price of £6.3million
THE oldest Ferrari car in existence has sold at auction for a record price of £6.3 million. The 1948 Ferrari 166 Spyder Corsa was Enzo Ferrari's first car, designed to compete in circuit racing and drive on the road. 4 4 Only nine of the motors were ever made making them some of the rarest Ferraris in existence. This one was bought by the Besana brothers, the Italian car company's first ever customers, who would have had the car built to order. The 166 Spyder Corsa competed in numerous races between 1949 and 1957 before being purchased by American collector Henry Austin Clark in 1965. The red car was bought for around £3,000 with an additional £400 for the official mantra of " World's Oldest Ferrari." The seats, paintwork and wire wheels were painstakingly restored, with Enzo Ferrari reportedly taking a personal interest in the car. Clark reportedly received an offer of around £20,000 for it in 1971, but his family ended up holding onto it until 2015, when they sold it to a renowned Ferrari collector. The 77 year old car still has its original chassis, body, V12 engine and gearbox making it the most original of the 166 Spyder Corsas. It was even sold with its original certification proving its authenticity as one of the earliest Ferraris ever sold. Boasting a top speed of 125mph the vintage motor does 0-60mph in around six seconds. It was sold to an anonymous phone bidder by Broad Arrow Auctions at an auction near Lake Como, Italy. It sold for a hammer price of £5.3 million, the total came to around £6.3 million after auction fees. The motor set the record for the most expensive 1948 Ferrari 166 Spyder ever sold. 4 4 Barney Ruprecht, vice president of Broad Arrow Auctions, said: "It is an absolutely fabulous sale for an amazing early sports car. "The 166 Spyder Corsa is quite literally the earliest and most important Ferrari in existence today. "It has significant period racing history at some of the most renowned events in Italy and throughout Europe, so it feels only natural to sell the car at the most prestigious concours event on the continent. "It is an immediate world-class acquisition to own the first Ferrari. "Any enthusiast of the Ferrari brand, including both older, established collectors and the rising generation now in the market, will feel drawn to the DNA of such a legendary marque. "Nothing else on the market today, at any price, offers the cache of this car." The Ferrari is one of two models purchased by the Besana brothers, Ferrari's earliest customers. The Spyder Corsa boasts chassis number 004 C, finished sixth overall at the 1948 Targa Florio, raced at the 1948 and 1949 Mille Miglia and also has period Formula Two competition and hill climbs added to its race tally.
The National
20 hours ago
- Automotive
- The National
Rebuilding Lebanon after Israel's war: The vast costs and vexing political challenges
The internal combustion engine is facing a watershed moment – major manufacturer Volvo is to stop producing petroleum-powered vehicles by 2021 and countries in Europe, including the UK, have vowed to ban their sale before 2040. The National takes a look at the story of one of the most successful technologies of the last 100 years and how it has impacted life in the UAE. Read part four: an affection for classic cars lives on Read part three: the age of the electric vehicle begins Read part one: how cars came to the UAE
Khaleej Times
a day ago
- Automotive
- Khaleej Times
Dubai: Classic cars are getting an electric makeover
In a city where Bugattis and Bentleys are commonplace, Dubai's automotive enthusiasts are increasingly converting classic cars to electric ones, combining timeless design with silent, sustainable energy. These bespoke electric conversions — where vintage masterpieces receive state-of-the-art battery powertrains — are rapidly becoming the ultimate statement of environmental consciousness and taste among the Emirates' elite collectors. 'There's an interesting movement around electric mobility in the UAE,' says Salman Hussain, CEO and co-founder of FUSE EV Conversions in Dubai. 'A lot of people are seeing fantastic new vehicles, initially from Tesla and then from China, which are constantly beating their petrol-powered competition in performance.' The appeal goes beyond mere performance gains. 'People want to express their individuality on the roads, and electro-modding is another way of doing just that.' This shift comes as the UAE embraces broader environmental initiatives. As Imthishan Giado, owner of Motoring Middle East, tells KT LUXE : 'Over the past decade, the region has seen a massive surge of interest in environmental awareness from becoming a fast follower in sustainable building construction to the adoption of electric vehicles, even in our challenging thermal conditions.' For traditionalists, companies like FUSE EV are taking a craftsman's approach to win them over. 'For every purist that loves their classic and would think twice before changing a bolt on their vehicle if it wasn't an original factory item, there are many more people who would love the idea of owning a classic, but are anxious about the potential for constant breakdowns and parts hunting,' Hussain explains. His team approaches each project with meticulous attention. 'We believe there is an absolute art to making these cars. From perfecting every component and its placement to bespoke interfaces, we approach these creations with the delicacy and intent of a master craftsman making a sushi roll.' When it comes to popular models for electric conversion in Dubai, German classics appear to be leading the charge. 'A lot of people seem to love converting German vehicles, particularly VW Beetles and a few select Mercedes models,' says Hussain. This aligns with Giado's observations that 'popular models to convert include the evergreen VW Beetle, '60s icon Ford Mustang and the style-forward Mercedes SL of the 1960s and '70s'. One such classic car owner is Dubai resident Sami Khoreibi. When he moved to the UAE in 2007 to launch the region's first solar company, few would have predicted his sustainability journey would lead to converting a classic 1982 Mercedes SL into an electric vehicle. The Palestinian-Canadian entrepreneur, who sold his solar venture to a UK pension fund in 2017, has merged his passion for sustainability with his love of classic cars through a partnership with FUSE EV Conversions. 'I've always been a fan of classic vehicles,' Khoreibi said. 'But what I've found, having been a very unsuccessful car collector historically, is that the actual maintenance, smell, and all of the stuff that comes with classic car ownership is a huge barrier to sustainable entry.' His interest in electric vehicles began in 2009 when he attended the launch of the Tesla Model S prototype in New York. 'It was like being in an iPhone with wheels,' he recalled. 'The car was completely silent, but the performance was nuts. That was really eye-opening to me that this technology has the potential to really change transport.' After becoming one of the UAE's first Tesla owners in 2017, Khoreibi continued purchasing classic Mercedes vehicles that reminded him of his childhood. 'We had those cars growing up. I remember being a kid and seeing the large body S and SL class cars parked outside both in our homes and our friends' homes in Toronto, and it brings me back to a really, really nice time in my childhood,' he said. However, the maintenance challenges of vintage vehicles frustrated him. 'I never went through the entire restoration process because I wasn't yet that committed to the process,' Khoreibi explained. His solution came when he discovered FUSE EV Conversions. After visiting their workshop and seeing their early conversions, Khoreibi purchased a 1982 Mercedes SL specifically to convert it to electric power. 'I think I drove it twice just to enjoy it, but then with the intent that this is going to be converted into an electric, and I'm going to work closely with the team at FUSE to turn that into reality,' he said. The project, which took 'a couple of years of engineering and restoration', has resulted in what Khoreibi describes as 'an amazing marriage' of nostalgia and cutting-edge technology. 'It's a really, really amazing merger of nostalgia and, ultimately, restoration of something that's classic with the most cutting-edge technology...of how the motors, the control systems, the lithium batteries, and everything in between communicate with each other,' he said. Khoreibi chose the Mercedes SL model specifically because it wasn't a rare collector's item. 'This was a production car, so it's not a rare classic where removing the components could be viewed as a crime,' he explained. The car also held personal significance, as his family owned a 1980 Mercedes when it moved from Saudi Arabia to Canada. His electrified Mercedes has already provided memorable family experiences. 'Just last weekend, we woke up early on Saturday morning, when it wasn't too hot, took our kids to Al Wasl, got a coffee, and I got to drive with the top down with my wife and our kids. And it was just an amazing experience,' Khoreibi said. Converting classics isn't simply about cramming batteries where engines once lived. It requires a delicate balance of enhancing performance while preserving character. 'We aspire to elevate the driving experience over the original, without creating such an immense performance gap that the vehicle drives like a completely different car,' explains Hussain. 'We measure every vehicle's weight balance at least three times to get it right during the planning stage, and pay close attention to performance tuning to ensure it's as close to the original as possible.' In some cases, this means preserving unexpected elements. 'Some of our EV customers even want the manual transmission to be usable,' he explains. Electrifying a classic doesn't come cheap, but costs are becoming more reasonable as technology advances. 'Generally, these conversions start at around Dh145,000, but depending on the client's personal taste, can extend far beyond that starting point,' Hussain reveals. 'On average, our customers pay Dh230,000 per conversion.' Giado confirms this pricing reality: 'While Chinese carmakers are working fast to reduce barriers to entry, for now, electric cars can be an expensive indulgence for most. This is doubly so when one chooses to convert an existing internal combustion engine vehicle to electric power.' The art of electrifying classics involves preserving their aesthetic charm while incorporating modern technology. 'It's a delicate balance between maintaining that classic vehicle look and ensuring it's what contemporary customers expect in terms of a premium driving feel,' says Hussain. 'In our Patrol, we used a monochrome display just like you'd see in electronics from the '90s. In some other builds, we forgo the screen altogether for classic-style gauges powered by electronics underneath.' Is this merely a passing fad or the beginning of a sustainable approach to classic car preservation? According to Hussain, 'There's been a huge rise in resto-modding in the USA and Europe —and electro-modding is at the cutting edge of this trend. The market for electrification kits alone is expected to reach $1.43 billion by 2030.' Giado offers a more measured perspective. 'Converting classic cars to electric propulsion can be a contentious topic for many passionate owners who adore the sensations and elaborate process required to drive older vehicles. It's unlikely to ever become mainstream for the vintage world.' 'As parts become ever more impossible to source and technical know-how diminishes, classic car owners may yet change their tune as electric conversions become the most cost-effective option'.
Telegraph
a day ago
- Automotive
- Telegraph
UK's rarest cars: 1989 Ford Granada Mk3 Ghia 4x4, the only one left
Some of the cars in this series covering fast-disappearing models have the power to make certain writers feel incredibly old – such as when realising the third-generation Granada is now 40 years old. Even more startling is that this Ghia 4x4 offered for sale by Martin Howey Classics is believed to be the sole roadworthy example. The Granada Mk3 debuted in April 1985. To motorists used to the Mk2's crisp-cut looks that at a glance resembled an enlarged Cortina, the latest model's 'jelly mould' styling was somewhat of a shock. In addition, Ford sold it only in five-door (hatchback) guise, when the Mercedes-Benz W124, Vauxhall Carlton and Volvo 700-series were more conventional 'three-box' saloons. Ford could argue that the Rover SD1 was a five-door rival, but that was coming to the end of its life. The new Granada represented as much a challenge to dealers as the Sierra had in 1982 when it replaced the Cortina. The Telegraph wondered 'how traditional Granada customers will take to the blandly aerodynamic hatchbacks. Are they sufficiently 'dignified' for business customers?' At that time, a poll suggested that 82 per cent of managers had some choice over their company car. There was a risk of such motorists defecting to the Carlton, but the Mk3 Granada at least retained its familiar name in the UK and Ireland. In mainland Europe, it was named the Scorpio after Ford rejected Lugano, a brand even less likely to appeal to a Weybridge insurance broker. For this country, Scorpio was the ultimate trim level, ranking above even Ghia. Ford hailed the Mk3 as setting standards 'by which other executive-class cars must be judged'. Motor believed the new Granada's chassis 'can stand comparison with the best' and it was Car of the Year 1986, beating the Lancia Y10 supermini from Italy and the W124 German saloon rival. And Ford sold the Granada Mk3 with the promise of 'high technology'. It was the first mass-produced European car with ABS anti-lock brakes as standard on all versions. Furthermore, 'appreciating the business world's fast-growing need for ultra-modern, Ford decided to introduce a cellular radio-telephone option on the new Granada'. This car was designed with four-wheel-drive in mind from the outset. In September 1985, Ford announced the Ghia and Scorpio 4x4. This newspaper reported Ford believed four-wheel-drive would appeal to senior executives who would appreciate its ability to keep the Granada mobile 'under all conditions'. The 4WD system was mechanically identical to that of the Sierra XR4x4, with an epicyclic centre differential splitting power between 34 per cent to the front wheels and 66 per cent to the rear. The differential speed action was automatically controlled. The 4x4 models also had modified suspension and larger wheels. The Telegraph found the Granada 4x4 'impressively safe and stable, if a little ponderous' but thought the lighter Sierra 4x4 'more fun to drive, feeling nimbler and more responsive'. Autocar seemed more taken with the larger Ford, comparing its road manners to 'Jaguar's superb achievement in the ride handling compromise of the XJ'. Motor regarded the Granada 4x4 as 'extremely safe and very impressive' and more satisfying to drive hard than the Audi 200 Turbo Quattro. It also contended it needed more power, thus in 1987 Ford replaced the long-established 2.8-litre V6 engine with a 2.9-litre unit. The sales copy aimed at the Yuppie market: 'It'll be quite a success in the City.' The 4x4's top speed was 126mph, with 0-60 in 8.9sec. By 1989, the Ghia 4x4 cost £20,920 compared with £30,929 for the Audi 200 Turbo Quattro, £20,443 for the Rover Vitesse and £20,904 for the Vauxhall Senator 3.0i CD. A Ghia 4x4 owner would naturally expect electric windows, central locking adjustable steering, a sliding roof 'with louvred blind' and alloy wheels. Not to mention 'heated front seats trimmed in luxurious Astral fabric'. A major facelift in 1994 included the demise of the Granada name; the latest Scorpio had frontal treatment resembling a guppy in receipt of bad news. Production ended in 1998 after about 850,000 units. By then, the market for large cars from a 'non-prestige' marque was rapidly diminishing. The Mk3 Granada/Scorpio was to be the last such Ford. In retrospect, Ford's decision not to introduce a four-door saloon option until the 1990 model year and an estate until 1991 was a mistake. Forty years ago, such versions would have broadened the Mk3's appeal and probably have found more favour with its customer base than the hatchback. Yet, this ultra-rare Ghia is a testament to Ford of Europe's sheer ambition: a mass-production hatchback with four-wheel-drive and anti-lock brakes. And as Motor put it, testers could drive the Granada 4x4 'so quickly and safely in such abysmal conditions'.
Auto Car
a day ago
- Automotive
- Auto Car
M3 who? The MG ZT is a spicy sports saloon for just £2000
A few years back, the classic car interior trimmers occupying the shed opposite the one where a mate and I store our old cars, had an MG ZT in for repairs. It was a simple job for them – replacing the worn bolsters of the driver's seat, the cheap leather MG Rover used by the time this 2002 car was made apparently sourced from rather thin-skinned cattle. The trimmers were doing the job for a local secondhand car dealer, and when I showed an interest in the car suggested a quick test drive. It was a ZT 160 rather than the more potent 190, but it looked good in metallic black, had only done 70,000 miles and would likely have cost no more than £1200 from the dealer. The worn leather was dubiously complemented with a rather bilious patterned cloth, the ZT's interior a starker place than the sumptuous cabin of its Rover 75 stablemate. But none of this disguised the fundamental quality of this car, its exceptionally robust bodyshell, high quality cabin mouldings and well developed suspension serving a sophistication that 70,000 miles had done little to diminish. The V6 issued a smooth, light growl, the wheels rode bumps with well-damped authority and the steering had the right kind of heft to encourage entertainingly hurried attacks of bends. Exiting them wouldn't have been quite so brisk with only 158bhp, but the MG's mix of enthusiasm-firing agility and composed deportment were of a higher standard than I'd remembered. This was another car I didn't need however, and it wasn't even of the ideal specification (you can have a ZT with upholstery less offensive, and most of the V6s are the more potent 190s) but this was a car it was easy to like. A good thing, then, that when I got back, the trimmers had discovered that it was already sold. Oops. Still, it rekindled an interest in these machines, whose launch was held at windswept Welsh racetrack back in 2001. MG Rover's management was more bullishly optimistic back then, partly because it was launching not one but three cars simultaneously. Admittedly the trio were conversions of existing models rather than the fabled new medium-sized car that this dying company so desperately needed, but by the end of that day there were plenty of cautiously impressed journalists who thought this hollowed out company might be in with a fighting chance. That was because the ZR, ZS and ZT were surprisingly good, their verve, handling and manners entirely good enough to earn them a sporting badge, the ageing ZS especially so. Based on the Rover 45 – aka the Honda Domani – it sported double wishbones all round, these tuneable to great effect. The 25-based ZR was cruder, but turned out to be a big hit because it could be had with quite low-powered engines, enabling young guns to actually insure it. For a while, this was Britain's best-selling hot hatch.
