The Lancia Stratos HF is one of the most important purpose-built rally cars ever created. Unlike many competition cars of the 1960s and early 1970s that began life as modified production models, the Stratos was conceived from the outset around the requirements of international rallying. Its extremely short wheelbase, mid-mounted Ferrari V6, compact dimensions and wedge-shaped Bertone body made it unlike anything else on the road or in competition, and nearly every important aspect of the car reflected the priorities of rally use rather than everyday practicality.
Lancia was already a serious force in rallying when development began, but the company wanted a car that no longer had to compromise around the architecture of a conventional sedan or coupe. The resulting Stratos placed the engine behind the cockpit, concentrated its mass between the axles and minimized overhangs to create a car that could change direction with extraordinary speed. The road-going Stratos HF Stradale existed primarily to satisfy homologation requirements, while the Group 4 competition versions became multiple World Rally Championship winners and helped define Lancia’s motorsport identity for decades.
Origins and the Stratos Zero
The Stratos story began with the radical Bertone Stratos Zero concept shown in 1970. Designed under Marcello Gandini, it was an impossibly low wedge with an almost horizontal windshield, futuristic bodywork and a mid-mounted engine. The Zero was too extreme to serve as a practical road or rally car, but it demonstrated a new design direction and showed just how far Bertone and Lancia were willing to move away from conventional sports-car proportions.
Lancia competition manager Cesare Fiorio recognized that the concept’s compact mid-engine layout could be ideal for rallying, and development quickly shifted toward a usable competition machine. The production Stratos retained the wedge-shaped theme but gained real doors, more useful visibility, conventional controls and bodywork engineered for rapid servicing. The result still looked exotic, but beneath the dramatic styling was a car created around competition access, balance and agility.
Purpose-Built for Rallying
The Stratos was unusual because its architecture was not dictated by an existing production model. The wheelbase was extremely short, the engine sat transversely immediately behind the passenger compartment, and the body had minimal front and rear overhang. This concentrated the car’s mass very close to its center, helping it rotate rapidly into tight corners and making it especially effective on narrow mountain stages.
That agility came with a demanding side. The short wheelbase meant weight transfer happened quickly, and once the rear tires began to slide the car could rotate far faster than a more conventional front-engine rally car. Skilled drivers learned to exploit this behavior, using throttle and steering to pivot the car into corners and then relying on the mid-engine layout for traction on exit. On loose surfaces and tight switchbacks, that ability gave the Stratos an enormous competitive advantage.
Chassis Construction
The Stratos used a steel central monocoque structure around the passenger compartment, with tubular substructures supporting the front and rear mechanical components. This gave the car a strong central safety cell while keeping the outer structure relatively light and easy to service. The fiberglass body panels were attached around this framework, reducing weight and making damaged sections easier to repair during competition.
The large front and rear body sections could be opened extensively, giving mechanics excellent access to the suspension, cooling system and engine. That serviceability mattered enormously in rallying, where a car might need repairs or setup changes between stages with very little time available. The underlying structure therefore reflected not only performance requirements but also the realities of maintaining a competition car in the field.
Marcello Gandini Styling
Marcello Gandini’s body design for Bertone became one of the defining shapes of the 1970s. The Stratos is exceptionally short and wide, with a low nose, dramatic wraparound windshield, large side glass and a sharply truncated rear. The proportions are unusual even among mid-engine cars because the passenger compartment occupies such a large percentage of the total length.
Forward and side visibility are surprisingly good thanks to the huge curved windshield, which wraps around the driver and reduces the obstruction created by conventional A-pillars. Rearward visibility is much more limited because the V6 and rear bodywork occupy most of the space behind the cockpit. The styling is dramatic, but it is also functional: the compact body, broad glass area and large clamshell panels all support the car’s role as a competition machine.
Ferrari Dino V6
The most famous mechanical component is the 2.4-liter Ferrari Dino V6. The engine displaced approximately 2,418 cc and used a 65-degree V6 architecture with aluminum cylinder heads, dual overhead camshafts and two valves per cylinder. The same basic engine family powered the Ferrari Dino 246 GT, giving the Stratos an unusually exotic powerplant for a homologation special. It is worth noting that the 2.4-liter Tipo 135E/135D V6 engine used a cast-iron cylinder block (unlike the earlier 2.0-liter Dino V6 which featured an all-aluminum block).
In Stradale form, output was approximately 190 horsepower, while competition versions produced substantially more. The engine was compact enough to fit transversely behind the cockpit and light enough not to overwhelm the chassis balance. More importantly, it had the breathing ability and mechanical strength necessary for further competition development.
Triple Weber Carburetors
Road and competition versions used three twin-choke Weber carburetors in various specifications. The six intake barrels gave the engine excellent airflow and exceptionally crisp throttle response, while also contributing to the distinctive induction sound that dominates the cabin under hard acceleration. Correct synchronization is essential, however, and a poorly tuned set of Webers can cause rough idle, hesitation or uneven mixture distribution.
Because the carburetors sit close to a hot mid-mounted engine and exhaust system, fuel-line condition is especially important. Old hoses, leaking fittings or sticking floats can create a serious fire hazard. A properly sorted system is wonderfully responsive, but neglected carburetion can quickly turn a desirable car into a difficult and potentially unsafe one.
Five-Speed Manual Transaxle
The Dino V6 was paired with a five-speed manual transaxle mounted in the compact rear drivetrain assembly. This arrangement kept the engine and transmission close to the car’s center and helped preserve the short overall length. Different final-drive ratios and gear sets could be installed depending on the event, allowing teams to tailor acceleration and top speed to very different rally stages.
That flexibility mattered because the Stratos competed on everything from tight alpine roads to faster tarmac and gravel events. A short final drive could make the car exceptionally responsive on switchbacks, while taller gearing was useful for faster stages. The basic drivetrain was therefore simple in concept but highly adaptable in competition.
Suspension Layout
The Stratos used independent suspension at all four corners, with unequal-length wishbones at the front, and the rear suspension uses a MacPherson strut with a lower inverted L-shaped wishbone and track control arms, attached directly to the rear subframe. Coil springs and telescopic dampers were used throughout, and the competition cars allowed substantial adjustment in ride height, spring rate, damping and alignment.
This adjustability was crucial because rally surfaces vary dramatically. Gravel required more suspension travel and ride height, while tarmac favored lower, stiffer settings with more aggressive alignment. The Stratos could be configured for both extremes, which was one of the reasons it remained competitive across such a wide variety of international events.
Very Short Wheelbase
The wheelbase was approximately 2.18 meters, exceptionally short for a mid-engine sports car. That dimension is central to the Stratos’s character because it allows the car to change direction almost instantly. On tight corners the car feels as though it pivots around the driver rather than gradually turning through a long arc.
The tradeoff is that the transition from grip to oversteer can happen quickly. A longer-wheelbase car gives the driver more time to recognize and correct a slide, whereas the Stratos demands faster reactions. In competition this responsiveness was a weapon; on the road it is one of the reasons the car requires respect.
Brakes and Steering
Disc brakes were fitted at all four corners, and competition cars received upgraded calipers, pads, cooling and related hardware as power and speed increased. Because the car was relatively light, braking performance could be extremely strong without requiring enormous components. On road cars today, condition matters more than original size: seized calipers, degraded hoses or old fluid can dramatically reduce performance.
Steering was unassisted and extremely direct. The light front end kept effort manageable once moving, while the short wheelbase made responses almost immediate. There is very little isolation between the front tires and the steering wheel, which contributes to the Stratos’s unusually vivid driving character.
Stradale Road Cars
The Stratos HF Stradale was the road-going homologation version. It used the same basic body, chassis and Ferrari-derived V6 as the competition cars, but with road trim, more compliant suspension and a lower-output engine specification. Even so, it remained far more specialized than a normal GT or sports car.
The cabin is sparse and functional, with the seats mounted close together inside the narrow central tub. Switchgear is simple, storage is limited, and the engine sits immediately behind the occupants, filling the cabin with heat and mechanical noise. The famously large door pockets were shaped to accommodate helmets, an unusually direct reminder that the road car existed because of motorsport requirements.
Homologation Production
Lancia needed to build a minimum number of road cars to homologate the Stratos for Group 4 competition. Roughly 500 Stratos road cars are commonly cited, although exact totals vary depending on how incomplete cars, competition chassis and later rebuilds are counted. Period records are not always perfectly consistent, and many cars accumulated complicated histories.
For collectors, the exact production total matters less than the documentation of the individual chassis. A well-documented car with continuous ownership history and known original specification is far more important than simply repeating a broad production estimate.
Group 4 Competition Development
The Group 4 Stratos HF became the definitive competition version. Engine output increased substantially over the Stradale, typically into the 260- to 280-horsepower range depending on year and tune. Higher compression, more aggressive camshafts, improved cylinder heads, revised induction and freer-flowing exhaust systems all contributed to the increase.
The cars were also stripped of unnecessary road equipment, reducing weight and improving the already exceptional power-to-weight ratio. Competition seats, harnesses, roll structures and specialized instruments replaced much of the normal trim. Because the underlying road car was already so light and compact, relatively modest power increases produced dramatic performance gains.
Rally Suspension and Setup
Competition suspension settings changed constantly depending on the event. Gravel cars needed additional ground clearance, more compliant spring rates and greater suspension travel, while tarmac cars could run substantially lower and stiffer. Alignment, anti-roll bars and damper settings were adjusted to fine-tune how quickly the car rotated and how much traction it produced on corner exit.
This adaptability was one of the Stratos’s greatest strengths. A car configured for a snowy alpine rally could look and feel very different from one prepared for dry Mediterranean tarmac, yet both retained the same fundamental chassis architecture.
World Rally Championship Success
The Stratos became a dominant force in international rallying during the mid-1970s. Lancia won the World Rally Championship for Manufacturers in 1974, 1975 and 1976, giving the car three consecutive titles and establishing it as the benchmark purpose-built rally machine of the era. Note that the Stratos was only officially homologated into Group 4 on October 1, 1974 (after reaching the 500-unit requirement, though FIA later reduced this to 400). Its early 1974 WRC points were accumulated while competing as a Group 5 prototype.
By 1975 and 1976, the Stratos had matured into a highly developed competition platform. Reliability improved, teams understood the suspension and gearing in much greater detail, and experienced drivers could exploit the short-wheelbase chassis to extraordinary effect. The car’s success was not the result of one fortunate season but of a sustained development program that proved the concept repeatedly.
Monte Carlo and Sandro Munari
The Stratos became particularly associated with the Monte Carlo Rally, where tight alpine stages, rapidly changing weather and mixed road surfaces rewarded a compact, agile chassis. Dry pavement, ice, snow and wet roads could all appear in the same event, forcing teams to manage tires, suspension and driver technique constantly.
Sandro Munari became the driver most closely associated with the Stratos. His ability to exploit the car’s rapid rotation and strong rear traction made him extraordinarily effective, and his victories helped cement both his own reputation and the Stratos’s legend. Cars with genuine period factory history involving Munari or other major works drivers occupy an entirely different level of collector significance.
Alitalia Livery
The Alitalia livery became one of the most recognizable designs in rally history. White bodywork with green and red graphics gave the factory cars an unmistakable visual identity, and the scheme has been reproduced on countless restored cars and replicas.
That popularity creates an authentication challenge. An Alitalia paint scheme says nothing by itself about a car’s actual competition history. Period photographs, entry lists, factory records and chassis documentation are far more important than appearance when establishing provenance.
Competition Engine Evolution
The Dino V6 was developed continually during the Stratos’s competition life. Higher compression ratios, revised camshafts, improved porting, larger carburetors and freer exhaust systems increased power, while teams also focused heavily on drivability and reliability. Rally engines needed strong throttle response and a broad useful power band rather than simply the highest possible dyno number.
Lancia also experimented with more advanced cylinder heads and other configurations. Four-valve-per-cylinder versions and turbocharged engines were developed for specialized applications, particularly outside conventional rally specification. These cars are best viewed as experimental or circuit-oriented derivatives rather than representative Group 4 Stratoses.
Circuit Racing
Although the Stratos is identified primarily with rallying, it also competed in circuit racing. The low weight and mid-engine layout translated well to track use, and circuit versions could employ lower ride heights, more aggressive aerodynamics and different gearing because they did not need to survive rough rally stages.
Some of the most extreme engine-development work appeared in these applications. The resulting cars could be much more powerful than standard rally machines, but they occupy a specialized niche within Stratos history.
Bodywork and Wheels in Competition
Competition cars often used widened wheel arches, auxiliary lights, additional cooling vents and different aerodynamic details depending on event and period. The huge rear body section gave mechanics rapid access to the engine and gearbox, while the front bodywork could be opened for suspension and cooling-system service. In rallying, this serviceability could be just as important as outright speed.
Wheel and tire specification varied dramatically. Tarmac demanded wide, low-profile tires, while gravel, snow and ice required different sizes and constructions. Original magnesium competition wheels are highly collectible, but aging magnesium can become structurally unsafe, so many owners preserve original wheels and use modern reproductions for actual driving.
Shift in Fiat Group Priorities
By the later 1970s, Fiat-group motorsport priorities began to change. The Fiat 131 Abarth was increasingly favored for factory rally campaigns because it supported the marketing of a much higher-volume production model. The Stratos remained highly competitive, but official factory emphasis gradually declined.
Private teams continued to use the car successfully, extending its competition life well beyond its peak works years. That long privateer history means many surviving cars were modified repeatedly, repainted, re-engined or rebuilt after accidents, making provenance unusually complex.
Identity and Competition History
Authenticating a Stratos can be difficult because competition cars were treated as working tools rather than museum objects. Engines, gearboxes, suspension components and body panels could be replaced during active competition, and accident repairs were simply part of racing life.
For an important works car, originality therefore has to be interpreted differently than it would be on an untouched road car. A machine may contain numerous replacement components yet still retain its authentic identity through continuous documented history. Period photographs, factory records, race entries and ownership documentation become essential.
Replicas
The Stratos has inspired a large number of replicas, ranging from inexpensive fiberglass kit cars to sophisticated recreations that closely duplicate the original chassis and use genuine or closely related Dino-type engines. Some are extremely well engineered and can provide much of the original driving experience.
They remain fundamentally different from a genuine Lancia-built Stratos, however. The enormous difference in historical significance and value makes accurate identification essential, particularly because high-quality replicas can look remarkably convincing.
Driving Character
A road-going Stratos feels remarkably small and concentrated around the driver. The front axle is close, the V6 is immediately behind the seats, and the panoramic windshield gives a clear view of the road ahead. Steering responses are almost instantaneous, and the car feels eager to rotate even at moderate speeds.
The naturally aspirated V6 does not produce overwhelming modern-supercar power, but the low weight makes approximately 190 horsepower feel more than adequate. The engine builds power smoothly with rpm, while the triple Webers and nearby exhaust create a vivid mechanical soundtrack. The gearbox and unassisted steering reinforce the sense that there is almost nothing between the driver and the machinery.
Oversteer and Balance
The mid-engine layout gives the Stratos excellent traction and places most of its mass close to the center of the car. This makes initial turn-in extremely sharp, but it also means that when the rear does break away, the car can rotate very quickly because of the short wheelbase.
Rally drivers deliberately exploited this behavior, often entering corners with the car already rotating and then using throttle to control the angle. On the road, abrupt inputs can produce the same reaction without the same margin for error. The Stratos is therefore not difficult because it is crude; it is demanding because it reacts so quickly.
Maintenance of the Dino V6
The Ferrari-derived V6 is one of the most expensive components to rebuild correctly, so condition and service history matter greatly. Oil pressure, valve clearances, camshaft condition, cooling-system health and carburetor synchronization should all be checked carefully.
The engine uses chain-driven camshafts, and chain tension, guides and related components require proper maintenance. Excessive mechanical noise can indicate wear, and neglect can lead to serious internal damage. The cooling system is equally critical because the engine sits in a tightly packaged mid-engine compartment where heat must be managed carefully.
Fuel, Gearbox and Suspension Condition
The triple-Weber system needs clean fuel and sound hoses. Old fuel can leave deposits in jets and float bowls, while aging lines can leak near hot engine and exhaust components. A car that has been stored for an extended period should have the fuel system inspected before regular use.
The five-speed transaxle should shift cleanly once warm, without excessive synchro wear, bearing noise or differential whine. Former competition cars may have used several gearboxes or different ratios during their lives, which is not automatically a problem if the history is documented.
Suspension pickup points, wishbones, uprights and hubs deserve close examination, particularly on cars with rally history. Fatigue cracks, accident damage or poor repairs can affect both safety and value, and the short-wheelbase chassis is especially sensitive to incorrect alignment.
Body and Structural Condition
Fiberglass bodywork will not rust, but it can crack, delaminate or hide old accident repairs. Competition cars frequently suffered body damage, and a high-quality period repair can be entirely acceptable. Poor repairs, however, can distort panel fit, suspension alignment and structural mounting points.
The underlying steel structure can corrode even when the fiberglass exterior looks excellent. Moisture can collect around seams, tubular sections and suspension mounts, so a structural inspection is essential. The same principle applies to magnesium components, which may appear sound externally while suffering internal corrosion or age-related embrittlement.
Understanding the Major Lancia Stratos Variants
The principal versions can be summarized as follows:
- Stratos Zero: Radical 1970 Bertone concept that established the wedge-shaped design direction but is mechanically distinct from the production car.
- Stratos HF Stradale: Road-going homologation version with 2.4-liter Ferrari Dino V6, triple Weber carburetors and approximately 190 horsepower.
- Early Competition Stratos: Pre-homologation and development cars used to refine chassis, cooling and drivetrain systems.
- Group 4 Stratos HF: Definitive factory rally version with lighter weight, higher-output Dino V6 and competition suspension, brakes and gearing.
- Factory Works Rally Cars: Official Lancia competition examples with documented event histories, often wearing Alitalia or other factory liveries.
- Privateer Competition Cars: Genuine Stratoses campaigned outside the factory team, often with complex histories and specification changes.
- Circuit-Racing Stratos: Track-oriented derivatives with different suspension, aerodynamics and, in some cases, substantially more powerful engines.
- Four-Valve and Turbo Experimental Cars: Rare competition-development versions representing the outer limits of Stratos engine evolution.
- Replica Stratos: Later recreations ranging from simple kit cars to highly accurate Dino-powered reproductions.
What Matters to Collectors
The first issue is identity. Because values are extremely high and replicas are numerous, chassis documentation should be established before cosmetic condition is considered. A genuine Stratos should have a documented chassis identity consistent with known factory records, historical ownership and physical construction details.
Competition history can add enormous value, particularly when a car has documented World Rally Championship participation, factory-team use or association with a major driver. At the same time, former race cars need to be judged with an understanding that engines, gearboxes, suspension parts and body panels were often replaced during their working lives. The key is continuous identity and documented history rather than absolute originality of every component.
For Stradale cars, conventional originality matters more. Original interior trim, correct road equipment, proper engine specification, body details and wheels all contribute to value. Cars converted into rally replicas may look exciting but can be expensive to return to factory road specification.
The Ferrari Dino V6 is central to both value and ownership cost. Engine-number history, correct specification and mechanical condition should be investigated carefully, while the triple-Webers should respond cleanly without hesitation or fuel leaks. A proper specialist inspection is highly advisable because repairs to the engine, transaxle or original suspension hardware can be extremely expensive.
Collector Hierarchy
At the top of the market are documented factory competition cars with significant rally histories. Cars connected with major victories or famous works drivers can achieve extraordinary values because their importance extends far beyond the basic model.
Highly original Stradale road cars form another highly desirable category, especially when they retain their original engines, interiors and body details. Period competition conversions with genuine racing history can also be valuable, while modern cosmetic conversions generally do not carry the same significance.
Well-built replicas occupy a separate market entirely. Their appeal lies in driving experience and engineering quality rather than historical provenance.
Lasting Importance
The Lancia Stratos fundamentally changed the philosophy of rally-car design. Before it, most serious rally machines were recognizable adaptations of ordinary production models. The Stratos reversed that relationship by creating the competition car first and then producing a limited number of road cars to satisfy homologation requirements.
Its mid-mounted Ferrari Dino V6, extremely short wheelbase, lightweight fiberglass body, independent suspension and purpose-built structure gave it a combination of agility and serviceability that conventional production-based rally cars could not easily match. Three consecutive World Rally Championship manufacturers’ titles from 1974 through 1976 proved that the concept worked at the highest level.
Just as importantly, the Stratos established a template for the increasingly specialized homologation cars that followed. Machines such as the Lancia 037, Peugeot 205 T16 and Lancia Delta S4 took the same basic idea to even greater extremes: design the ultimate competition car around the rules, then build only as many road versions as necessary.
That is why the Lancia Stratos HF matters far beyond its rarity or exotic appearance. It represents one of the clearest moments when motorsport requirements completely dictated the form of a road-legal automobile, and its combination of radical design, Ferrari power and sustained rally success makes it one of the most significant competition cars of the twentieth century.
Important Sales Reviewed by SCM Experts
Each month for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Lancia Stratos, you’ll likely find these profiles critical in helping you make the right decision.
1975 Lancia Stratos HF StradaleThe story of Lancia’s most celebrated post-war sports car begins at the 1970 Torino Motor Show, where Carrozzeria Bertone stunned audiences with the radical Stratos Zero concept. Its dramatic wedge profile, futuristic front-hinged canopy and mid-mounted Fulvia engine were unlike anything then on the road. The striking prototype immediately caught the attention of Lancia director […]Read more
1975 Lancia Stratos HF StradaleLancia’s production records coordinate chassis 829AR0001832 with Bertone Body 397 and confirm the original colors of Azzurro with “Sereno” carpets, black Alcantara seating surfaces, black seat shells and dashboard and black flocked door panels. Body 397 left Bertone’s Grugliasco Works on October 21, 1974, and Lancia completed assembly about 12 weeks later, on January 9, […]Read more
1974 Lancia Stratos Groupe 4The Lancia Stratos is unquestionably the most extraordinary rally car ever produced. It is also one of the most successful, having won the World Rally Championship three times (and probably would have continued if allowed to do so). The first prototype Stratos was a project designed by Marcello Gandini for Bertone and exhibited at Turin […]Read more
1970 Lancia Stratos HF ZeroThat windshield does tilt up, and once inside, a turn of the key starts the engine, and you can drive off across town. It’s the future come to vivid life Chassis number: C1160 With the Stratos Zero, Bertone transcended the limits of automotive styling and chiseled a shape that appeared as though it were […]Read more
1976 Lancia StratosThe Lancia Stratos represents a high point in Lancia sporting history and showed the world a new definition of the ultimate rally car. Yet its birth was merely a matter of coincidence. At the 1970 Turin motor show, Bertone displayed a futuristic design study, a fabulous creation of Marcello Gandini. The Italian coachbuilder had built […]Read more
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Past Auction Sales – Lancia Stratos
Average Lancia Stratos Sale Price by Year from SCM’s Platinum Auction Database:
Lancia Stratos Sales from SCM’s Platinum Auction Database:
Gooding Christie's
Condition: 2-
Jan 29, 2026
$975,881
Broad Arrow Auctions
Condition: 3+
Oct 10, 2025
$723,000
Broad Arrow Auctions
Condition: 2-
Mar 7, 2025
$692,500
RM Sotheby's
Condition: 3+
May 11, 2024
$635,961
Gooding & Co.
Condition: 3+
Oct 26, 2020
$451,000
Bonhams
Condition: 3+
Oct 11, 2019
$444,481
RM Sotheby's
Condition: 2-
Apr 11, 2019
$613,888
Bonhams
Condition: 3-
Aug 18, 2017
$363,000
Bonhams
Condition: 3+
Feb 8, 2017
$399,614
Gooding & Co.
Condition: 2
Jan 20, 2017
$451,000
RM Sotheby's
Condition: 3+
Sep 7, 2016
$412,720
RM Sotheby's
Condition: 3+
May 23, 2015
$482,944
Artcurial
Condition:
Jul 5, 2014
$566,891
Bonhams
Condition: 4-
Aug 16, 2013
$264,000
Artcurial
Condition:
Jul 22, 2013
$411,915
Artcurial
Condition: 3
Nov 11, 2012
$456,984
RM Auctions
Condition: 2
Oct 31, 2012
$401,495
RM Auctions
Condition: 1-
May 11, 2012
$387,982
RM Auctions
Condition: 1-
May 21, 2011
$1,086,803
Bonhams
Condition: 3+
Dec 6, 2009
$158,019
Bonhams
Condition: 3+
Dec 19, 2007
$239,343
Bonhams
Condition: 4+
Aug 17, 2007
$131,300
H&H Auctioneers
Condition: 2-
Jul 25, 2007
$198,737
Artcurial
Condition: 2+
Feb 19, 2007
$280,736
RM Auctions
Condition: 3-
Jan 19, 2007
$137,500
H&H Auctioneers
Condition: 2-
Dec 4, 2002
$56,049
Brooks
Condition: 1
May 26, 2000
$101,423
Coys
Condition: 3
Jul 30, 1999
$59,550
Brooks
Condition: 4
Aug 7, 1998
$29,714