Maar dan nog. Als de km stand juist is en de auto geen heftig schade verleden heeft, Top deal!

http://nl.autoscout24.be/Details.aspx?id=186753580

wie durft er een 964 turbo zonder historie??

Er stond een jaar geleden ook nog een mintgroene 911 turbo te koop voor flink wat meer en die was zo weg, dus de kleur kan het niet zijn!

993 schakel uit 95, 91k gelopen voor 30K http://www2.autodealers.nl/zoekschermAu ... =1256&pw=1

Mooie auto, licht interieur vind ik zelf erg mooi, lage km stand, alleen dat handvat moet er even af. Als ik in de markt zou zijn voor een 993....

Had m al zien staan, maar met een openingsbod van ik meen 18k? wordt het sowieso geen koopje

al doen ze er 10.000 eurisvoirs vanaf, dan mogen ze m nog houden.
wat een verschrikkelijk ding .

maaaaaaaaaaaaaaaar als jij er blij mee kan zijn mr. Koen dan wens ik u oprecht heel veel plezier.

super mooie combi: donkerblauw/licht interieur

Recently voted 'Greatest Driver's Car Ever' by Classic & Sports Car magazine, the legendary Carrera RS 2.7 resulted from the Zuffenhausen factory's realisation that the weight of the 2.4-litre 911S restricted its development potential for racing. Accordingly, the factory produced and homologated a special lightweight variant for competition purposes, incorporating as standard specific performance enhancements forbidden as post-production modifications. The result was the Carrera 'RS' (RennSport), which used thinner-gauge metal for many body panels and thinner window glass. Most of the sound proofing was removed, while performance modifications included enlarged rear wheel arches accommodating 7" wheel rims, the first of the famous 'duck's tail' spoilers, and the newly enlarged, 2.7-litre, 210bhp engine. The homologation regulations required that cars had be built to the lightweight, competition specification so customers wishing to purchase a Carrera RS for the road had to specify the Touring package (order number '472') which cost an extra DM 2,500 (£430) and offered the greater comfort of the 911S's trimmed and upholstered interior.
This fully matching numbers Carrera RS (production number '103775') was built in May 1973 and delivered on 8th June of that same year via the official Porsche dealership, Raffay in Hamburg. The car remained in Germany from 1973 to 1992 when the current owner purchased it. Alois Ruf, the renowned 911 specialist had been commissioned to undertake a total 'last nut and bolt' restoration. Work carried out included installing better gear ratios and boring out the engine to 2.8 litres, with the result that it now produces 235bhp complete with air filter and exhaust, making maximum torque at 7,200rpm. Other noteworthy improvements include a limited-slip (60%) differential; front oil cooler; internal/external cut out switch; Bilstein/Ruf suspension with 18/20mm stabiliser bars and 19/26mm torsion bars; dual-circuit brakes with in-cockpit front/rear adjustment; ventilated brake discs with 4-pot calipers all round; front brake cooling ducts; and 7"/8" Fuchs alloy wheels shod with Yokohama ZR tyres.
This Carrera features the lightened body (without sound-proofing); alloy doors (without interior trim); polyester bumpers front and rear; front anti-sway bar; Matter full alloy roll bar; original Recaro lightweight seats; and synthetic lightweight 85-litre fuel tank. We are advised that the car weighs a mere 990 kilograms and that it has covered only 7,000 kilometres since total restoration.
In the words of the vendor, who is a well-known and very successful historic racer, 'this car proves those people who say classics don't drive well are wrong!' An exciting opportunity to acquire what might be the ultimate '73 Carrera RS, prepared by the 'Pope of Porsches', Alois Ruf.

Footnote:
From the estate of Fitzroy Somerset, 5th Baron Raglan, Patron and Past Chairman of the Bugatti Owners' Club, Trustee of the Bugatti Trust
"Lord Raglan's Type 51"

The late Fitzroy John Somerset, 5th Baron Raglan, is remembered with tremendous affection within the vintage motoring world. Following a successful Chairmanship, Lord Raglan was only the third person to become Patron of the UK's Bugatti Owners' Club, in succession to Ettore Bugatti himself, and the illustrious motor racing peer Earl Howe. Lord Raglan's lifelong dedication to the legendary French marque was so intense that the opening lines of his obituary in the British national newspaper 'The Guardian' began: "If Bugatti-worship were a religion, then...Lord Raglan, who has died aged 82, would have been its pope. As the Chairman of the Bugatti Owners Club he made his manor house its shrine and serviced" (his Bugatti Type 51) "...himself as an act of homage, having sold a 200-acre farm to help pay for it. 'My passion for Bugattis began when I was 18', he said, '...and I have raced around the world'."

Indeed, here we offer the much-loved Bugatti Type 51 that Fitzroy Raglan raced "around the world" for almost thirty years during which he and his chosen regular driver, Sir John Venables-Llewellyn, enjoyed immense success – most notably in the VSCC's Williams Trophy race where it won on numerous occasions.

Today it is listed by the British BOC as chassis no. '51153' – fitted with engine no. '32'. Factory records confirm that this combination of chassis identity and engine was originally assembled at Bugatti's Molsheim works in April, 1933, as the first of a batch of five Type 51s.

Today two cars exist under this chassis identity, one in the USA, and the other 'The Raglan Type 51' in the United Kingdom. Each entity is very well known and well recognised within the international Bugatti fraternity. Each is listed as being Bugatti Type 51 '51153' within the relevant national Bugatti Registries. While each car features a genuine Bugatti chassis frame of 'tween-war Molsheim manufacture, neither is believed to use the frame with which '51153' originated in 1933.

'The Raglan Type 51's frame as offered here bears the contemporary number '738', consistent with it being a late-series Bugatti Type 51 chassis, c. 1934. The American car's frame bears the early-series Type 35 number '256', dating from c. 1926. It should be appreciated that Bugatti Type 35, 37, 39 and 51 chassis frames are essentially identical.

'Lord Raglan's Type 51' – as confirmed by the respected British Bugatti specialist David Sewell - incorporates the period-numbered, period-manufactured lower crankcase casting, gearbox and back axle that were built into the original 1933 works team car '51153' at the Molsheim factory. This is the vehicle now offered here. Its genuine Molsheim-made mechanical components are also mounted in the period-replacement chassis frame '738' – this number being stamped into the inner face of the rearmost chassis cross-member. Such a late-series frame number is consistent with 1934, at a time when '51153' is known to have required extensive repair and re-assembly following severe crash damage sustained in that year's Targa Florio road race in Sicily.

But we should first consider '51153's history from inception at Molsheim in 1933. There is evidence that it was retained in-house as a works team car for a nine-month period, having been registered in Strasbourg, Alsace, on July 4, 1933, as '3732 NV2 – owner: 'Automobiles Ettore Bugatti, Molsheim'. The company's contemporary workshop manager Francois Seyfried's records indicate that the engine, gearbox and rear axle of '153' all shared, at that time, the same identity serial, '32'.

The car was probably the hitherto unidentified third of the three works Type 51s which contested the 1933 Belgian and Dieppe Grands Prix. Since the car-identities in those events of works drivers Varzi and 'Williams' are already known, '153' is likely to have been the works-entered machine driven by Réné Dreyfus. He finished 3rd in the Belgian GP and 2nd at Dieppe.

Workshop reports then suggest that '153' was Bugatti's only Type 51 works entry in the 1934 Monaco GP, fitted with the remarkably low back axle ratio of 11 x 55. Supporting three Type 59 entries, it was driven by Pierre Veyron. The Monaco car, however, wore a different registration number – '3734 NV2' – and according to US Bugatti Registrar Sandy Leith was in fact Veyron's own "Voit. Mot. No. 22", now known by its Works number, '54211'.

However, on April 11, 1934, Type 51 '153' was re-registered '6545 NV2' in Strasbourg. After overhaul it was then sold to Giovanni Aloatti from Turin, Italy. Alloatti drove his car in the May 20, 1934, Targa Florio in Sicily, where he was seriously injured in a violent crash. It is possible that repair of the car following this incident required a replacement chassis frame.

Bugatti specialist researcher David Sewell has found no definite further mention of '153' until December 9, 1936, when it is recorded in Jack Lemon Burton's pre-war stock book, the celebrated British Bugatti dealer having just imported it, having paid £235 plus £78 10s import duty – totalling £313 10s. He referred to it as 'Comminges' – the name of the Provençale French road circuit. Since 'JLB' acquired his cars through the Spaniard Genaro Leoz it is conceivable that this may have been the Type 51 that was entered by Leoz at Comminges 1934, but which failed to appear there.

The numerical identity match between the ex-works Bugatti team car sold to Alloatti and the repaired car which Leoz supplied to Jack Lemon Burton indicates that the Spanish agent might have acquired the car from Alloatti and could even have been responsible for its post-Targa repairs. However, Burton failed to find a buyer for '153' and stored it until 1942 when it was bought by Allan Arnold, of the Mancunian 'William Arnold Coachbuilding' family.

At war's end in 1945, Allan Arnold began modifying the car for competition. A major story on the car – as 'A Modified Type 51 Bugatti' was published in 'The Autocar', October 4, 1946. Mr Arnold described the car as weighing 15¾ cwt as bought, and specified his target for it as being a reduction to 14¼ cwt. Most notably, fitting a lightweight two-piece body shell saved c.150lbs weight. With cycle mudguards, the car was registered in Manchester on July 5, 1946, as 'GXJ 96', and before the end of 1947 re-registered as 'GP 1000'.

Allan Arnold and '153' competed often during 1947-48. Into 1949 a rebuild included fitting an ENV pre-selector gearbox, Newton tele-dampers front and rear, Lockheed hydraulic brakes and front-axle torque-control cables. Bodywork was modified and twin outside exhaust pipes adopted. Arnold advertised the car for sale in 'Motor Sport' in March 1950, selling it to J. Wilkins, who subsequently told Lord Raglan he had replaced the original Bugatti gearbox.

Garage owner J.H. Pratt, from Brampton near Huntingdon, acquired the car sometime pre-April 1, 1953. The car retained its Arnold-period bodywork, later passing via prominent BOC member Jim Berry to H.H. Thomas of Baldock, and later S.E.L. Sturgeon of Esher, Surrey.

Next recorded owner is the American William Quinn, who purchased it in 1959 or 1960 from the Vintage Car Store, New York, the Arnold bodywork having been replaced by the short-tailed two-seat panelling which Harry Souter had fitted in 1946 to the ex-Esson-Scott Type 51 single-seater, chassis '51152'.

As sold to Quinn, '153's exhaust emerged low down on the side. It has long been believed that engine no. '32' from '153' had been removed during the car's initial British period, and had been fitted to Peter Stubberfield's HAR-chassised PJS-Bugatti single-seat special. This car subsequently passed to Stubberfield's friend H.H. Thomas, who sold it less engine c.1960-61 to David Styles, while reputedly retaining the Bugatti engine.

By 1962 '153' in America was owned by Lynn Mayfield of La Jolla, California. Hugh Conway's Bugatti Register for 1962 quoted no number for the engine in Mr Mayfield's car, but quoted '153's former engine no. '32' as being installed in the ex-H.H. Thomas Bugatti Type 55 chassis '55207', then owned by David Hale of Welwyn.

This now seems unlikely, since when that Type 55 was sold c.1963 to Pat Carmichael in London, engineer John Gardiner was asked to line-bore a Type 43 crankcase to be fitted to the car, utilising packing pieces for the rear engine bearers. It seems doubtful that Mr Carmichael would have requested such work had a true Type 51 crankcase been available to him...

It is thus possible that the original Type 51 crankcase no. '32' did indeed go to America in chassis '153'. When Lynn Mayfield sold this car to Ray Jones in 1963 it seems probable that the crankcase no. '32' was still mounted in it, since several years later Mr Jones sold Bugatti authority Uwe Hucke its 'sump', after they had become Bugatti-owning friends and neighbours in the South of France.

It must be appreciated that the Bugatti 'sump' is not just a minor bolt-on oil pan hung beneath the crankcase – it is instead a commonly used term defining the entire bottom-half of the engine crankcase casting, including its four bearer arms which bolt into (and stiffen) the ladder-frame chassis members. Crucially, this casting also has the factory's original chassis and engine numbers punched into it when new.

Against this background, subsequent close inspection of the relevant ex-Pat Carmichael Type 55 in 1993 revealed not one single component part which could be identifiable as having originated from engine no. '32'.

Thus it seems highly probable that engine no. '32' remained with chassis '153' throughout this period. Inside the front cover of his personal copy of Conway's 1962 Bugatti Register, Ray Jones noted '153' as the fourth of his Bugatti acquisitions.

In 1967 Mr Jones sold what was believed to be '153' fitted with engine no. '32' to 'Jack' Nuttle of Ann Arbor, Michigan, who then restored it over the following seven years.

In May 1979 Lord Raglan purchased from Ray Jones in Menton, France, Type 51 rolling chassis frame no. '738' plus both gearbox and rear axle no. '32' and many other mechanical components. This was the last remaining example of the many Types 35, 37 and 51 that Ray Jones had handled over a twenty-year period. Soon after, Lord Raglan acquired Type 51 sump no. '32' ex-Type 51 '153' from Uwe Hucke.

The documentation file accompanying the car includes a draft of a 1981 article, written by Mark Garfitt, beginning: "I was at the Historic Grand Prix in Monaco in May 1979 when I was aware that Lord Raglan was about to acquire an unrestored Type 51 GP Bugatti (no. 32). The car had not run since about 1955 and then in 'Special' form as the 'Allan Arnold' car..."

Restoration of Lord Raglan's Type 51 - with major assistance by British specialist Geoffrey St John – occupied 27 months, into 1981. A postcard survives from the leading contemporary Bugatti authority, Hugh Conway, dated 3-11-81, declaring that " 'GP 1000' was '51153' ex-Molsheim 12-4-1934! Imported by JLB" – i.e. Jack Lemon Burton – "Now back with Lord Raglan at Cefntilla Court, Usk". Two rough notes in Lord Raglan's handwriting may also be inspected, one reading: "Bits from Jones. Car $67,500 @ 2.158 dollars to £ = £31,278.96 less deduction of £765 = £30,513.962 (sic)...". There is also a 1981 invoice from leading Bugatti specialist Barry Price of A.B.Price Ltd, Studley, Warwickshire – automobile engineers – for extensive body and chassis work, including "welding up spurious holes" – totalling £500.71.

Lord Raglan's personal notebook also records work upon the car, including such gems as: "Bought 28th May 1979: One load of bits": August 1979; "Clean chassis, fill 250 holes of assorted sizes with electric weld (mild steel). Shot blast and zinc spray same...". Not all such holes would have been drilled to attach alternative bodies over the frame's long life, but also perhaps to save weight, as were Allan Arnold's modifications.

The notebook provides a fascinating account of the Bugatti's restoration, of numerous problems encountered and overcome – not least "delayed again by bad back" and "interrupted by electrical failure" – until the last entry concludes: "Painted cock box, dried it in the Aga..." – his Lordship's solid-fuel oven at Cefntilla Court.

The lower crankcase or 'sump' as assembled today was inspected closely by Hugh Conway. In a note to Lord Raglan dated January 28, 1981, he confirmed the numbers '51153' and '32' – stamped on the left-rear bearer arm – as appearing authentic. However, three of the four bearer arms had been broken – perhaps evidence of a heavy accident (1934 Targa Florio?) – and variously repaired. Only the right-rear arm remained intact. Within recent years the left-rear bearer arm has also been metal-stitched and welded, this repair obliterating the original 'no. 32' stamping noted by Mr Conway, while only the '153' of the matching chassis serial '51153' remains legible.

Original period body panels clothing the car today include the scuttle and its cowl which are understood to be from chassis no. '4950' – the scuttle having been widened to suit – while the aero screen is also an original. The tail cowl is also considered original, having been obtained from fellow-Bugattiste Hamish Moffatt. It is thought to have been sourced from Bob Roberts' Type 35C no. '4863' which Mr Roberts had rebodied in the 1970s.

Over the past three decades Lord Raglan's Bugatti Type 51 has enjoyed more competition success than any similar model. He entered it consistently for Sir John Venables-Llewellyn to race – as in the 1984 Monaco GP support event which '153' won handsomely - while driving it himself in road events.

In January 2009 Lord Raglan presented a talk about the car at the Annual General Meeting of the Bugatti Trust, who had the event filmed for posterity (and now available on DVD). He described how he had enthusiastically adopted Ettore Bugatti's dictum regarding racing car preparation: "Beaucoup de jeu – beaucoup de l'huile – beaucoup de vitesse" ("Plenty of play – plenty of oil – plenty of speed"!).

Detailing modifications to the car he explained how he uprated the supercharger drive from 1.22 times crankshaft speed to x1.5 and enlarged the supercharger inlet orifice from 43mm to 53mm, a 43 per cent increase in area which raised boost to around 25lbs psi. He estimated the engine's output as having been raised from 180bhp to nearer 250. The car's highly competitive performances on-track suggest as much.

Today '153' has UK Registration (V5C), FIA Historic Vehicle Identification papers, a valid UK Vintage Sports Car Club buff form and is accepted by the Bugatti Owners' Club for all its events. Lord Raglan maintained the car ready-to-use rather than as a potential concours contestant - overall condition is good throughout.

British Bugatti authority David Sewell has inspected Lord Raglan's car in great detail and has thoroughly researched its history and that of the period works Type 51 chassis '51153'. In 1966, Ray Jones possibly sold 'Jack' Nuttle the no. '32' engine from '153'. Mr Nuttle subsequently exchanged the complete crankcase no. '32' - due to its three damaged bearer arms - with Mr Jones, in return for the complete Type 51 crankcase no. '20' ex-chassis no. '51127' – this being the identity of these relevant components in the ex-Nuttle car in America today.

While that car appears in the American Bugatti Register under the identity '51153', Lord Raglan's car has been recognised as representing '51153' within the British Bugatti Register for the past quarter-century, embodying as it does at least three of five defining components – the basis of the engine, the gearbox and the back axle from the original car...and all installed in a genuine period chassis frame.

So here we offer "Lord Raglan's Bugatti Type 51" as brought back to life for him post-1979 and as campaigned so energetically and with such consistent and universal success throughout the many competition seasons since.

Fitzroy Raglan was the archetypal Bugatti enthusiast, perhaps literally sharing 'Le Pur Sang'. His brilliant speech to fellow members of the Bugatti Trust, spelled out his enthusiasm for the marque and detailed his work upon his beloved Type 51. When veteran motoring writer Ronald 'Steady' Barker rose to his feet to thank Fitzroy on behalf of his spellbound audience, he began: "It is not often that we are privileged to hear the word of the Lord. It is even more of a privilege to hear it first-hand...".

This Bugatti Type 51 embodies many changes so typical of a retired Grand Prix racing car of the 1930s...and which marinate so much character and charisma into one of Ettore Bugatti's finest – and most enduring – works of mechanical artistry.

But above all this is not just another Bugatti Type 51. This is the car which a new owner can describe in future decades as being simply 'Lord Raglan's Type 51'. Here is the car into which – over so many years – this remarkable and much-loved personality channelled so much enthusiasm, interest and adoration - and which has so consistently proved itself such a hyper-competitive and rapid example of its type...

Koopje is in deze relatief maar wel affeng**l!

997 GT3 uit 2006 voor 64K http://suchen.mobile.de/fahrzeuge/showD ... abNumber=2

Staat bij een off. VW dealer te koop
52,893 ex btw en prijs is onderhandelbaar...

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