Last bids for 2024, please: the past year’s collector car auction market in review

This year’s auction year has been fascinating to watch – though invariably painful at the very top end for both auctioneers and vendors alike.

There have been price drops for a lot of classics (Hagerty UK puts the figure at 46 percent for cars on its valuation tool), with models from the 1960s plummeting fastest. Conversely, the same data points 2000-on cars being the ones rising the most – with seven of the top ten online sales in Europe/UK being examples from 2012 onwards. That’s in stark contrast to live auctions, where the top ten in Europe and the UK didn’t feature any models built after 1997.

Globally, in total the auction market dropped to £575m in 2024 compared to 2023’s £661m, with the ratio of successful sale prices compared to pre-sale low estimates falling (according to Hagerty). Average sale prices were 11.1 percent over the average low pre-sale estimate, down from 14.1 percent in 2023.

It’s traditionally been this way – in any US election year the market takes a bit of a knock. Add in elections in the UK, ongoing tensions in Ukraine and the Middle East, plus ongoing woes in central Europe, and there were plenty of ‘macro’ reasons for a cooling auction season.

There were many reasons for instability from within the hobby itself, though – which we’ll address here. However, there are several reasons to believe 2025 will be a better year than 2024 – we’ve already seen some late-season rallying that point to some regrouping. Then there are the cars and auctions already announced: RM Sotheby’s Mercedes-Benz W196 R sale, plus the Indianapolis auction, plus Broad Arrow’s debut Villa d’Este sale. It will also be interesting to see how Gooding & Co’s absorption into Christies will unfold, too.

And although this is about auctions, now’s as good a time as any to mention that many of the dealers have made some strong sales and there are several very important cars coming up on the main dealer stands at Rétromobile Paris in February. Plus, of course, there’s Tom Hartley Jnr’s huge sale of the Bernie Ecclestone Grand Prix and F1 collection.

Then there’s the ‘macro’ – the Trump administration is far more cryptocurrency-favourable than the Democrats, which has already seen the value of Bitcoin and other cryptocurrencies rocket even before Donald Trump’s inauguration. It will be fascinating to see how this affects the types of cars to come to the forefront of auction pricing.

It’s all set for another intriguing year on the auction scene – but first, let’s look back at 2024’s top ten talking points.

Ferrari leads the top ten. however…

It comes as no surprise that in a ‘normal’ year – when Mercedes-Benz decides not to unload something very special indeed – that the Prancing Horse takes pole position in the year’s most expensive sales.

It’s also unsurprising that it is a 250 California that takes top honour – and second place, too. Mecum’s 1963 SWB Cal Spider (chassis 4137GT) sold for $17.875m at its Kissimmee sale (pictured above), and RM Sotheby’s sold its 1960 SWB Cal Spider (chassis 1795GT) for $17.055m. The top ten also includes three other Ferraris – a 1955 410 Sport Spider, a 1960 250 GT SWB Berlinetta Competizione and a 1979 312 T4, but as we’ll see below, there’s rather more to the Ferrari story this year than these headline results.

Pre-war cars also figure in the top ten, which on the face of it goes against the ongoing negative view of such cars in the market. However, we need to temper this with the fact that both cars were unrepeatable opportunities. Gooding & Co’s 1938 Alfa Romeo 8C 2900B Lungo Spider was the third highest result, selling for $14.030m at Pebble Beach – but this was a car about which a feature film would be appropriate, not only for its early life, but its role in a heist in more recent years. It should be noted that it also landed nigh-on $2m shy of its pre-sale estimate…

Then there’s the 1903 Mercedes-Simplex 60 HP ‘Roi des Belges‘, which sold for $12.1m at Gooding & Co’s Amelia Island sale. Already a special car in of itself, it came from 121 years of continuous family ownership and had extensive in-period history. It’s telling, however, that its estimate was $10m-plus – showing just how challenging estimating such models must be. While there is a passion for pre-war cars at a grass-roots level among younger enthusiasts, how this will translate further up the value chain is difficult to foresee.

At the other end of the scale, the late-season $11,086,250 that RM Sotheby’s achieved for a 2014 Pagani Zonda LM Roadster in Dubai indicates that hypercars – as long as they are the right ones – still have an appeal. It was, however, the only car built after 1980 in the top ten.

Overall top ten

1. 1963 Ferrari 250 GT SWB California Spider, Mecum Kissimmee, $17.875m
2. 1960 Ferrari 250 GT SWB California Spider, RM Sotheby’s Monterey, $17.055m
3. 1938 Alfa Romeo 8C 2900B Lungo Spider by Touring, Gooding & Co, $14.030m
4. 1955 Ferrari 410 Sport Spider, RM Sotheby’s Monterey, $12.895m
5. 1903 Mercedes-Simplex 60 HP, Gooding & Co Amelia Island, $12.1m
6. 2014 Pagani Zonda LM Roadster, RM Sotheby’s Dubai, $11,086,250
7. 1960 Ferrari 250 GT SWB Berlinetta Competizione, RM Sotheby’s Paris, $10,989,500
8. 1956 Mercedes-Benz 300 SL Gullwing Alloy, RM Sotheby’s Los Angeles, $9.355m
9. 1979 Ferrari 312 T4, RM Sotheby’s Monaco, $8,250,800
10. 1969 Ford GT40 Lightweight, Mecum Monterey, $7.865m

Online top ten (courtesy of Hagerty)

1. 2014 Ferrari LaFerrari, PCARMARKET, $4,155,000
2. 2022 Bugatti Chiron Pur Sport, Bring a Trailer, $4,107,500
3. 2018 Bugatti Chiron, Bring a Trailer, $3,082,500
4. 2022 Lamborghini Countach LPI 800-4, Bring a Trailer $2,507,500
5. 1934 Mercedes-Benz 500K, Bring a Trailer, $2,019,500
6. 1955 Mercedes-Benz 300 SL Gullwing, Bring a Trailer, $1,832,500
7. 2022 Lamborghini Essenza SCV12, Collecting Cars, $1,832,000
8. 2015 Porsche 918 Spyder, Collecting Cars, €1,650,000
9. 1988 Porsche 959 Komfort, Bring a Trailer, $1,802,500
10. 2012 Bugatti Veyron Grand Sport, Collecting Cars, €1,610,000

Demographic changes: has the Prancing Horse bolted?

Although the top ten auction results contain more Maranello machines than any other manufacturer, look beyond the sales figures and it’s been a year of grim news for Ferraris built between 1950 and 1970.

We first started witnessing Ferraris of this era falling far short of their lofty estimates in Europe in 2023, and this continued into 2024. The above 1962 Ferrari 250 GT Berlinetta SWB put up for sale by Artcurial was part of the W Collection in Monaco. It had plenty going for it – a unique colour, motor show history, an exquisite restoration and storied ownership. Against an €8m-€12m estimate it sold for €5.53m. Things got worse with a 1958 Ferrari 250 GT Spyder California LWB in the same sale – against a €7m-€10m estimate, that sold for €5.186m. Similar results were also recorded in European auction houses around this time, but by Monterey swung around the contagion had moved to the US, too.

While it would be hyperbolic to call Monterey a disaster for this era of Ferrari, the tepid results left many auction houses hurting. We’ll come to Monterey separately, but it appears the long-awaited demographic change that’s been in the offing for at least a decade is starting to make itself known.

We’ve lost several high-profiled Ferrari collectors (and several more discreetly profiled ones, too), meaning that there are far fewer buyers around. However, there aren’t many new collectors for this type of car coming up behind – unlike with Porsche, which has a staircase of values embedded within its lineage, it’s difficult to see how you could apply the same to the 1950s-1970s Ferraris. How would a collector gravitate from a 550 Maranello or F355 to a 250 GT SWB – the value gap is much wider than for, say, a 993 Carrera RS to a Carrera RS 2.7. Of course, the values of such high-end Porsches aren’t quite as lofty as those as the Ferraris, but they’re getting closer than ever before…

There has been some good news for Ferraris – and it comes from the younger crowd. The F50 had a new auction record this year, with RM Sotheby’s achieving $5.505m at Monterey, while the LaFerrari continues to do well, in part driven by interest in the new F80 hypercar (owning a LaFerrari augurs well for a chance to buy one of those). Further down the value tree, it’s been a year of continued growth in 1980s/90s Testarossa variant values, with several above-estimate results. There’s also been renewed interest in the 456, with a couple of notable above-estimate results for this elegant ’90s/00s 2+2.

What’s clear is that it’s certainly a buyers’ market for ’50s-70s Ferraris, and despite the challenges at the very top end ($5m-plus), there’s still plenty of interest and demand for the marque – a less-than-original Ferrari 365 GTB/4 sold for over-estimate at RM Sotheby’s Dare To Dream sale. The right car, in the right colour, is now much more important than ‘resale’ red.

German marques on the rise as the British limp

Anniversary years can be a double-edged sword. On one hand, the extra media and concours attention brings focus and thus desirability upon such models. On the other hand, there’s usually a glut of the same car, depressing values and interest.

2023’s 75-year celebration of Porsche certainly brought out all the 911 variants you could think of, which meant that even for the most rarest versions there were at least two opportunities to buy. This glut meant that values for Porsches largely stayed where they were projected to be, with few eye-opening results.

The 2024 anniversary of the Mercedes-Benz 300 SL Gullwing could well have gone the same way. After all, for all of its desirability, they’re not the rarest of classics, and finding one for sale will take a competent broker all of two minutes (alloy models aside). However, it is clear that those in the market will only pay top dollar for the very best, with all the right invoices. Sales have been strong, although among the ‘normal’ Gullwings nobody beat the 1956 example sold by Barrett-Jackson during the Scottsdale sales at the start of the year. It sold for $3.41m, in advance of $1m more than the nearest other 300 SL Gullwing.

Interest in the 300 SL and Gullwing has also filtered down into other classic Mercedes-Benzes – and AMGs, though we’ll discuss those separately. We’ve seen big above-estimate results for the 280 SE 3.5 Cabriolet, most notably at Bonhams but also Artcurial – although by the time the hype train had pulled into Monterey, results were firmly within elevated estimate ranges.

And as for Porsche? The leading results came from the racing world, with Broad Arrow’s 1997 Porsche 911 GT1 Rennversion selling for $7.045m at Monterey – some way short of its $8m-$10.5m estimate. As far as road cars, Gooding & Co’s 2015 918 Spyder sold for $3.525m at Amelia Island, bursting its $2.5m-$3m estimate. As for the 911 market, we’ll cover that in our biggest shocks section later on…

The anniversary of the 959 also saw several examples of the breed come onto the market – and interestingly, it was not a bone-stock example that led the way. A Bruce Canepa-fettled 1988 example sold for $3.085m at Amelia Island – a reflection that while extracting extra horses from a 959 is one thing, solving some of the awkward usability issues running a 959 (particularly in the US) can bring is deemed more beneficial than pure originality, perhaps?

And as for the British? As Hagerty’s John Mayhead has explained, it’s been a painful year. Of their top ten price fallers, Aston Martins made up three of the entries. Jaguars of all kinds, but especially the E-type, have also seen a dramatic fall in value. There are several reasons – Porsche and Mercedes-Benz are arguably more active in supporting and celebrating their heritage from the grass roots right up to the top, tying it in with current motor sport and road-car marketing programmes.

By contrast, Aston Martin’s DB5 anniversary passed with a whimper two years ago, and E-type values arguably rose to far, too fast, over the previous five years. What all this means is that the demographic changes for ’50s-70s cars isn’t as keenly felt with German cars as it is for the British marques – and you can see this in the relative results for similarly aged E-types versus 911s. More on this in a bit…

Another factor has been the massive oversupply of less-than-brilliant Astons from one Middle East collection – although it is argued that this is merely the market collecting itself. The bulk of those Astons were bought in very short order, pushing prices up very quickly; now they’re being unloaded, the opposite is true. That said, there were flurries of renewed 1960s Aston interest in the latter part of the year, particularly the DB6.

AMGs – not just a passing fad?

As I’ve written before, the rise of pre-merger AMGs has been something of a surprise for the classic car market. Interest had been growing steadily since the infamous RM Sotheby’s Milan sale that truly opened the traditionalists eyes several years ago. However, 2023’s startling results for pre-merger AMG W124s could have been the high watermark. We didn’t breach the $700k-plus mark those two W124s did, with the highest result being the above 1999 Mercedes-Benz SL 73 AMG sold by RM Sotheby’s in Miami – but that outperformed its estimate spectacularly. Against a $250k-$450k estimate, it sold for $610k.

However, it was a rare estimate-busting result, as the estimates have caught up with the hype, largely. Lots of high-powered Mercs of the 1980s and ’90s have come out of the woodwork, and although the demand is there, results for the more common variants usually lands within estimate.

The interest in AMG has, however, spread to newer, post-merger cars. The leading AMG-badged sales are the Black versions of the SLS and AMG GT, both launched within the past ten years. However, the most eye-opening results are for the CLK DTM models and special versions of the McLaren-Mercedes SLR. The rapid increase in CLK DTM values can be demonstrated with two sales – RM Sotheby’s sold a DTM Cabrio for $499,179 in Paris, yet the next one it sold, at Monterey, sold for $621k.

For the SLR, it’s been a year of continued growth in interest, especially for the special editions. A string of refurbished Crown editions consistently smashed through their pre-sale estimates for Bonhams (by at least $100k or more each time), but the biggest result was the only red Stirling Moss roadster, which settled on $3,731,768 at Bonhams’ Zoute sale.

With Mercedes-Benz continuing to support its classic fleet and a presence in Formula 1, I don’t foresee the interest in AMGs petering out – after all, the pre-merger cars are very rare and social media enthusiasm is strong. But what of previous must-have modern classics that have recently opened up to the US market – Group A homologation specials and ’90s JDM cars?

Looking at the Hagerty price guide data for the Group A homologation specials, there has been a decline: the Lancia Delta HF Integrale by as much as 12 percent for the most desired Evo models, while the BMW M3 E30 has fallen by around three to five percent, depending on model. A rare opportunity to acquire a Ford Sierra RS500 Cosworth in the US (offered by Bonhams at Audrain) wasn’t taken up by anyone.

On the other hand, while accurate sales data on the Ford Escort RS Cosworth in the US is hard to come by – it’s not covered by Hagerty’s price tracker and just one sold in the US this year – results in the UK have seen some large above-estimate results for exceptional examples. Iconic Auctioneers’ 2221-mile 1992 example sold for £202,000, while the same auctioneer shifted an Arrows F1 special edition for £110,741 against a £75k-£85k estimate. Alongside the Delta and the E30 M3, the Escort RS Cosworth is seen as a slice of forbidden fruit for American audiences – could we see more European cars head Stateside to meet demand?

But what of the Japanese revolution? We did see $1m-plus results but only for the Lexus LFA, which was hardly a surprise. Yet while rare versions of the Nissan Skyline GT-R have changed hands privately for more than $1m, it hasn’t translated to a public auction. The auction appetite for other JDM legends has slightly diminished – RM Sotheby’s failed to sell its Honda NSX-R in autumn, while Broad Arrow’s NSX-R hit $368k against a $400k-$450k estimate at Monterey (pictured above). However, with the crypto market on the rise, could this see a renewed interest in Japanese machinery?

The big question is: what’s the next big thing? It might well be another former independent German tuner-turned-manufacturer: from 2026, Alpina is to be absorbed into BMW, with the Buchloe concern no longer involved in developing the cars. With the full weight of BMW marketing behind a likely relaunch of the brand as its luxury division, this may well have an effect on the values of classic Alpinas. Alpinas of the 1970s, ’80s and, to an extent, the ’90s, were built in tiny numbers, just like the pre-merger AMGs. We wouldn’t bet against it, put it that way, but the key factor is whether individual cars have been homologated for US use – which is why the most loftiest-priced AMGs reach those heights.

In dust we trust – or maybe not?

When the Klein Junkyard sale was announced by RM Sotheby’s, many were quick to imagine another Baillon Collection auction of feverish bidding for just about any dusty delight. There were certainly big results – most notably for the one-of-29, ex-Luigi Chinetti alloy-bodied Mercedes-Benz 300 SL Gullwing pictured above. Estimated at $800k-$1m, it blasted through that to $9.355m, setting an auction record for the model in the process. There were similar above-estimate results for the very special lots, such as the unique 1964 Iso Grifo A3/L Spider Prototype and a couple of Miuras, among others, but there wasn’t the same feverish bidding for everything and anything that we had at the famous Baillon sale.

This reflects a general trend away from project cars over the past year, reflected most notably in RM Sotheby’s two UK sales, Cliveden and London. In fairness, many of the London sale project cars were British marques of the 1950s-70s, an area of the market that’s slumping at the moment, and with plenty of choice. However, Cliveden’s varied selection of dusty items ranged across other marques and interests, yet came up far short of their pre-sale estimates. With restoration costs increasing, plus interest rates making savings more viable than any potential increase in value for a value uplift post-restoration – not to mention booming crypto trends – the case for restoration is even more centred on passion rather rationality.

Anecdotally, several collectors I’ve spoken to while putting together this auction market review have had their fingers burned on E-type restorations (borne out by dismal results at auction). Of course, there’s so much more to restoration than a financial result at the end of it all, but the Covid-era feverish demand for projects appears to have slipped back somewhat.

Monterey – Tough times

This year’s Monterey auctions showed that the glory days of the post-Covid days are now gone. A general chilling in the European market made its way Stateside, with the $1m-plus market almost Arctic-like in its demeanour – plenty of no-sales, and many cars failing to hit their low estimates. Bonhams in particular had a shocker, selling only four of its top ten lots (the BMW 507 was one of the no-sales).

We pulled out specific figures and results in this extensive rundown, but the reasons are still being disputed now. It was an election year, there were too many cars and too many sales, and then there was demographic change affecting the Ferrari market in particular.

However, as you can see on that link above, it wasn’t all bad news. There were still above-estimate results, bidding wars and major surprises. Despite the cooling off in Monterey, as Hagerty reports, of the 20 global auction results that were highest compared with pre-sale estimate, ten were at the Monterey sales. It’s still the place to be for the finest cars, and with the dust settling on the US election and a buoyant crypto market, 2024 could well be a blip…

On the subject of Bonhams…

Now onto the business side of the auction market review. It’s been a horrible couple of years for Bonhams: the loss of key people, some awkward consignments (largely from the same Middle East bulk-built, bulk-offloaded collection) and poor promotion of key lots have led to some disastrous sales across the world. Writing up post-event reports often felt like kicking someone while they were down… Monterey was dismal, the Goodwood Revival sale painful. Even when trying to maintain journalistic detachment, you couldn’t help but feel sorry for the team.

However, Bonhams has tried new things – it embraced the pre-merger AMG market with some success with its Rediscovered sales in June, and the Zoute sale was a success, with a 95 percent sell-through rate and a total sale figure of €21.3m. The above Aston Martin One-77, the first one built, sold for an estimate-busting €1,437,500. Subsequent sales have shown promise at least.

Gooding & Co is absorbed by Christies

Perhaps the biggest industry news to take effect in 2024 was the news that Gooding & Co would become part of the Christie’s empire. It’s been an intriguing year for Gooding – it suffered from the same malaise as the other auctioneers during Monterey Car Week, and its London sale was quite a low ebb, even by the standards of international sales on British shores. However, by year’s end the company will be known as Gooding Christie’s, 21 years after David Gooding and wife Dawn Ahrens started Gooding & Company.

Christie’s closed its car department in 2007, which is a long time ago and a lot has changed since. However, it has already started preparations for the new era with a series of key staff appointments. You can read more here, and the team will be previewing future sales at Rétromobile.

Biggest shocks – and a note on 911s

We’ve discussed demographic change elsewhere in this auction market review, along with German market favourability and modern classics, and if there’s one car that brings all those factors into one model, it’s the Porsche 911. It’s the vehicle du jour in most media, printed, visual and social. That said, then the biggest shock result came early in the season, with RM Sotheby’s 1993 Porsche 911 Turbo 3.6 (pictured above). Even coming off a glut of 911 sales in 2023, any 964 Turbo 3.6 coming to market is a reason for aficionados to take an interest – 993 GT2 aside, it’s the ultimate turbocharged, rear-wheel-drive, air-cooled 911, and relatively rare, too, with 1600 built. Nevertheless, its €175k-€225k pre-sale estimate seemed about right for a 116,347km car. There have been far more expensive 964 Turbo 3.6s before, but these were very low-mileage or very special variants. This was a pretty ‘normal’ example…

However, it sold for €511,250, more than twice its upper estimate. The why gives a hint towards where and how I believe the modern classic 911 market will develop. It was one of only three finished in Oak Green metallic.

Unlike the historical Ferrari market, where just having ‘a 365 GTB/4’ in red was enough, the Porsche market appears to be following the US muscle car convention, where rarity of colour and options, plus being an original US car, is where the value is. We’re also starting to see this take effect in other marques and models – a fair proportion of those resale red Ferraris are now being restored back to their original colours.

Talking to younger collectors, it is important to have something as close to unique as possible. “Anyone can buy a Rosso Corsa Ferrari F355 – seeking out an Azzurro Dino, Verde Mugello, Verde Scuro, Prugna Metallic or even Blu Le Mans really has an extra allure,” said one 40-year-old I spoke to. “So many were Rosso Corsa, which is boring and shows a lack of imagination – even silvers, blue and yellows are rare. Finding a rare colour is so much more satisfying.” We can see this taking effect in the Ferrari market at the top end – it’s notable that most of the truly huge results for the Ferrari Enzo over the past few years have been for cars that aren’t red.

However, we see it most clearly with 911 variants. The strength of the brand is that its silhouette is pretty much the same over many decades, but standing out as a collector can be challenging. Therefore finding the rare gems within that is collecting gold – options, colours, mileage – all familiar from the world of muscle cars. It fits the demographic shift – after all, home-grown performance cars in the US were not at their best (post 1973-1990s), precisely at a time when Porsche was making waves in the US. It is understandable that the muscle car collecting style has transferred to the 911 world.

We can see that with above-estimate results for all facets of the 911 cult, from untouched, unrestored originals, to restomods, to racing cars, to minimal-number road cars, to the latest and most aggressive water-cooled track warriors. The top ten 911s by auction result is a vibrant mix of all these facets, showing the diversity of the 911 cult – and why it’s so appealing for a younger demographic. Whatever your flavour of 911, there’s a tribe for you – and there’s a clear stepladder from a first, slightly ratty 996 Carrera to wherever you want to go on the upper echelons of 911 collecting. Few other manufacturers can offer that – not even Ferrari.

The second biggest shock came at Mecum’s Monterey Car Week sale. American audiences have taken to Formula 1 in a way that’s unprecedented thanks to Drive To Survive – there are now three races Stateside, and there’s pressure for even more.

It’s a little unfortunate that there doesn’t appear to be a greater appreciation for America’s own F1 history, as demonstrated with the above result. The above 1960 Scarab is the US’s first Formula 1 car; it was one of three built and had played host to Lance Reventlow, Stirling Moss and Richie Ginther. Although not a massive success, it’s still the birth of American F1. Sadly this did little to find favour – against an estimate of $800k-$1.25m it sold for just $412,500.

The UK market

Time to bring this auction market review to home shores. The UK market has been chilly for some time, and isn’t really a place that grabs the headlines when it comes to above-estimate results, particularly in the £1m-plus market. Of the top 25 cars on pre-sale estimate and results, only half sold, with the top result being Gooding’s £2,981,250 result for its 1933 Bugatti Type 43 A Roadster Sport Luxe at Hampton Court (pictured above).

More broadly, the sales rate for the UK remains high (77 percent, according to Hagerty, taking in online and ‘live’ sales). However, looking at the results versus estimates, and being on the ground at several sales, it’s been a struggle… well, unless you’re selling a fast European Ford.

Part of the problem is choice – at several points in 2024 there were at least four to five ‘live’ auctions happening on the same day, usually with two or three more the week before and the week after. All this is going on with a multitude of online auction portals, with new ones sprouting up.

With such a plethora of buying options, there isn’t the same fight over a small number of cars. It’s even affecting online portals – one big name has noticeably upped its overseas consignments while the UK cars have dropped. Behind the scenes, another auction portal has seen a seismic drop in consignments. Can this over-saturation continue? Unlikely…

The one(s) I wanted

Despite the cooling market demonstration in this auction market review, there have been some truly spectacular cars that have come to market – and if given the funds I’d have filled at least a warehouse. However, if it came down to a two-car solution then I could only look to a pair of cars at the RM London sale.

To commute, the 1994 Honda NSX-R bought by a British customer in Japan and brought back to the UK, and finished in Charlotte Pearl Green when most were white. For the weekends? I loved the above ex-Rob Walker 1936 Delahaye 135 S Works. The story behind it is magnificent, and although some commentators have been a touch dismissive about its looks, its place in history and sheer character means I’d have loved to have given it a home. I’d even make sure to keep appropriate suits for whatever day I’d be driving it, as Rob Walker did with it during his infamous largely solo stint at Le Mans in 1939…

Alas I lacked the £1,096,250 necessary by, oh, £1,096,200 or so, which means someone else went home with it. However, the NSX-R was a no-sale, so if someone out there is feeling generous, there’s a space left under my Christmas tree…