Just 35 cars lined up at the start of the first Ennstal-Classic 20 years ago. From these modest beginnings, Michael Glöckner and veteran Formula 1 journalist Helmut Zwickl created a major event that can often be described as the "Mille Miglia of the Alps". And indeed: what other major event besides the Mille Miglia, Goodwood and possibly the GP Nuvolari can present such a high-caliber field?
Tough selection even before the start
Over 400 wanted to take part, 230 were allowed to. In terms of numbers, this meant 42 different car brands with teams from 18 different countries, which covered 403 km on Thursday after the Stoderzinken mountain race and the Orange Prologue and another 486 km on Friday at the Orange Marathon.
Analog sportsmanship
The Glöckner/Zwickl duo still uphold what was true 20 years ago: they are advocates of pure, sporty driving without changing gears and computer aids, without electronic odometers, but with analog clocks and paper lap tables.
Narrow, winding roads are the preferred terrain of the Ennstal-Classic. When the slow ascent turns into steeper terrain, the first serpentines force you into the lowest gears, the engine loses power in the mountain air and the navigator with odometer, stopwatch, section table and road book has to keep his chauffeur in the 50-mile cutting window, never knowing where the secret light barrier is, then the Ennstal becomes one of the greater sporting challenges for man and technology. Anyone who does not submit to this philosophy mercilessly and even tries to cheat will be punished with immediate disqualification (and will probably never get a starting place again)!
Wet conditions as an additional challenge
Everyone was highly motivated, except for the weather gods: the race took place on the roads "in the last paradise" in partly pouring rain, only for the Chopard Grand Prix did the good Lord understand and close his floodgates for half of the participants.
The pre-war cars did not have it easy in the nasty rainy weather. The road book slowly disintegrated due to the wet conditions, and the four degrees measured on the Tauern Pass must have felt like -4°. And during the waiting times, it "poured" mercilessly into the cars.
Things looked a little better in the cars with roofs, but in the course of time all the cloth towels were used up, as were the paper towels, and the body temperature of the teams again enriched the cockpit with so much moisture that the windows could not be kept from fogging up.
Walther Röhrl and Kurt Ahrens
Walter Röhrl, rally icon, a jack-of-all-trades with sports prototypes as well as DTM cars and an intimate connoisseur of the Nürburgring-Nordschleife, was the winner of the first Ennstal-Classic in 1993. Back then, it was not standard co-driver Christian Geistdörfer who sat in the hot passenger seat, but his wife Monika. Like Geistdörfer, she did everything right and led her husband to victory. However, her experience from this rally was enough for her and from then on she was never seen in the co-driver's seat again. On the Saturday of the current Ennstal-Classic, Walter Röhrl did the laps in a Porsche Carrera at the Grand Prix of Gröbming, with Friedrich Scheufele from Chopard in the passenger seat.
Kurt Ahrens, hardened by numerous endurance races (towards the end of his career in a Porsche 917), drove the Porsche 356 A Speedster intended for Walter Röhrl. "Walter has a back problem and the whole Ennstal-Classic would have been too much for him, so I stepped in," explained the retired racing driver.
His eyes were shining as he entered the Red Bull Ring on Thursday afternoon. He proudly explained: "Three weeks ago, I accompanied my son here, who was competing in a Formula BMW race."
The long-distance veteran had to learn the hard way that even the greatest talent and the basic speed of an Ahrens could not beat the time target of 10.30 minutes on the Stoderzinken: He picked up the maximum penalty of 1000 points in this special stage. But he was not alone: around half of the participants did not make the target time.
Revenge of the little wagon
Gert Pierer, co-organizer of the historic Gaisbergrennen, a surgeon in his main profession and medical "hero" in the repair of the seriously injured "Herminator" (Hermann Maier), was on the road at the Ennstal-Classic in a nice little Austin A35. At the stage stop in Steyr, he enjoyed the buffet like everyone else on arrival. However, his little car punished neglect and lack of attention with independence and rolled into the barrier without a driver. The announcer called for the driver of number 68 to free his car from the barrier and put it back in the parking lot.
Straying from the path of virtue
Jutta Roschmann, Ennstal winner in 1994 and always on the road in exquisite Ferrari models, is known for her heavy right foot. She rushes from special stage to special stage like there's no tomorrow. "I'm not afraid of Jutta, she's a fast but safe driver," co-driver Gabriele Bürger dictated in the journalists' notebooks on Thursday. Be that as it may, in the Orange Marathon round on Friday, Roschmann ran out of road while crossing a truck and found herself in the ditch. A farmer kindly helped with his tractor to put the Ferrari 250 GT Competizione back on the road.
The unexpected often happens
Rolf and Marietta Schneeberger, driving the Ferrari 250 SWB Competizione, the winning car of the 1000 km of Paris 1960 (driven by Gendebien/Guichet), were amazed when they were called on stage at the gala evening. The retired Swissair pilot from Zurich could think of no reason for this, as he had already had to give up the Ennstal-Classic on Friday afternoon. "The Ferrari was impossible to drive in such wet conditions, every bend was an adventure, I only just managed to avoid spinning," he explained. The long-standing Ennstal participants pulled out. "The annoyance of having to give up voluntarily is certainly less than that of having to retire in an accident," said Schneeberger, explaining his decision. On stage, Schneeberger/Schneeberger were presented with a gift "for the best assessment at the technical scrutineering".
Who's who at the Gröbming Grand Prix
The "who's who" of racing gathers in Gröbming every year. Lord March piloted a Porsche 908/3, Derek Bell a Porsche 956, Stirling Moss left nothing to be desired during the demo drives in the Jaguar C-Type, Maria-Teresa di Fillipis resolutely showed her driver Peter Schöggl (Ginetta) the way, Jochen Mass and Hans Hermann drove the family silverware from the Mercedes museum, Dieter Quester, an active racing driver of retirement age, at least attempted to force the NASCAR Toyota into a drift - all to the amusement of the thousands of spectators once again in attendance.
No Mario summit meeting
Mario Theissen, early retired BMW racing boss, drove a BMW 2002 ti at the Ennstal-Classic. However, there was no meeting with the second Super Mario with the surname Illien. The court supplier of the Indy Car engines was still recovering from a summer flu and had to miss the Ennstal-Classic. The steering wheel of the Aston Martin DB 5 (from the Emil Frey AG collection) kept ready for Illien was not left vacant; Reinfried Herbst was quickly recruited from the huge pool of Austrian ski stars, much to the delight of co-driver Daniel Maurhofer.
The king of swimming
What does swimming have to do with the Ennstal-Classic? A lot - after all, it sometimes felt more like a motorboat race than a rally for historic cars when the heavens opened their floodgates once again. And then there was Jo Vonlanthen, former F1 racing driver from Switzerland. These days, he is more popular in his home country as a non-swimmer than as a motor racing legend. He is to be re-educated as a swimmer via a TV series. In any case, he took it with humor when asked about the TV series. "I would now meet all the requirements to play the floater in a crime thriller," he laughed. At the Gröbming Grand Prix, he drove his world champion Ferrari 500 F2 from 1952/53.
And things usually turn out differently ...
The chronicler had seriously prepared his Alfa-Romeo C Sprint for the Ennstal-Classic. The first special stages on the Stoderzinken gave reason to hope for a good placing, the cuts in the Orange Prologue were kept thanks to the excellent work of co-driver Claudia Steinegger and only penalized with relatively few penalty points. By the evening of the first day, the team was in an excellent 21st place - a personal best.
And then: at the first stopover of the Orange Marathon on the Postalm on Friday, the starter motor went off. No big deal - if you love your car, you push it. Then the electrics went crazy, the lights and the other consumers could no longer be switched off. The question now was: starter motor versus battery? In the second half of the marathon, pushing was no longer of any use and the breakdown service had to tow the car. The chronicler tried everything in his power to save the battered car. The gate time in Bad Mittendorf could just about have been made, if it hadn't been for a stray 300 SL in the middle lane blocking the journey. Honking, honking, swearing - the SL didn't disappear into thin air, but the Alfa Romeo's engine stopped working and that was that. The breakdown assistance that was requested again arrived after ten minutes, but with the engine running again, Suter/Steinegger headed straight for the hotel. And the dream of a good position vanished into thin air ...
Battle for hundredths of a second
Under the unfortunate conditions, there was a lively fight for hundredths of a second. Would the first skiers on the Stoderzinken also be in the lead at the finish? Could the foundations for victory be laid in the Orange Prologue? Or, as so often in the past, would precision be the deciding factor in the Gröbminger Grand Prix? The former Friday lighthouses Sölkpass and Nockalm had been moved to Thursday, which featured another highlight with the Red Bull Ring. Friday's highlight was the special stage at the Niederöblarn airfield. The organizer had to neutralize two special stages due to the inclement weather.
Before the last stage on Saturday, Wohlenberg/Wohlenberg (Mercedes 230 SL) could by no means feel safe with a lead of two (!!!) points over Mittendorf/Barth (Jaguar E-Type OTS). And in third place, Schramke/Umfahrer (Jaguar XK 150) were only waiting for the slightest "slip-up" from those ahead of them. After almost nine hundred kilometers, the top five in this evenly matched field were certainly in contention for overall victory, separated by just a few centimeters. A Hitchcock finale was on the cards.
Schramke/Umfahrer snatched victory with an impeccable drive through the five light barriers on Saturday afternoon with just 70 penalty points. Wohlenberg/Wohlenberg were beaten by a mere blink of an eye of five hundredths of a second! Behind them, Mittendorf/Barth came in third. They were not losers, because everyone who brought their car to the finish line in the most beautiful paradise was actually a winner.
At the, as always, festive closing ceremony in the beautifully decorated marquee and fine food, many a rally driver was able to tell of hair-raising driving experiences. Nevertheless, most of the participants are already certain: "Next year, same place and same procedure!"
Overall classification
1st Schranke / Umfahrer (Jaguar XK 150)
2nd Wohlenberg / Wohlenberg (Mercedes 230 SL)
3rd Mittendorf / Barth (Jaguar E-Type OTS)
4th Heidenbauer / Heidenbauer (Ferrari Dino 246)
5th Stegemann / Stegemann (Jaguar XK 120)
6th Brachinger / Schlager (Volvo 123 GT)
The detailed results can be found on the official website of the Ennstal-Classic.
Participating cars
The cars are sorted by starting numbers, under "Nat" the nation of the driver team is shown.
| Stn | Make / Vehicle | YEAR OF CONSTRUCTION | cc | HP | NAT |
|---|---|---|---|---|---|
| 1 | American LaFrance Tourer | 1917 | 14500 | 140 | A |
| 2 | Bentley 3 1/2 Litre Tourer | 1925 | 3500 | 150 | D |
| 3 | Bentley 4 1/2 Open Tourer | 1927 | 4398 | 120 | CH |
| 4 | Bentley Open Tourer | 1924 | 2996 | 100 | A |
| 5 | Talbot 90 | 1930 | 2300 | 90 | NL |
| 6 | Talbot 90 | 1930 | 2300 | 70 | D |
| 8 | Sunbeam Super Sports | 1930 | 3000 | 120 | A/D |
| 9 | Talbot-Darracq Sport | 1932 | 3460 | 120 | CH |
| 10 | Lagonda M 45 Tourer | 1933 | 4453 | 128 | CH |
| 11 | Aston Martin Le Mans | 1933 | 1495 | 90 | CH |
| 12 | Talbot Open Tourer 90 AV | 1933 | 2290 | 120 | D |
| 13 | Alfa Romeo 6C | 1934 | 2488 | 105 | D |
| 14 | Bentley Derby | 1934 | 4500 | 100 | GB |
| 15 | Alvis Silver Eagle 16/95 | 1934 | 2511 | 100 | A |
| 16 | Aston Martin MKII Short Chassis | 1934 | 1495 | 73 | D |
| 17 | Morgan Threewheeler SuperSports | 1934 | 1100 | 50 | A |
| 18 | Railton Light Sports | 1935 | 4168 | 125 | D |
| 19 | Lagonda M 45 Le Mans | 1935 | 4462 | 220 | CH |
| 20 | Lagonda L45 Monte Carlo | 1935 | 4462 | 140 | D |
| 21 | Lagonda M 45 | 1936 | 4467 | 150 | D/A |
| 22 | Lagonda L45 R Team Car | 1936 | 4467 | 150 | D |
| 23 | BMW 319/1 | 1936 | 1911 | 55 | D |
| 24 | BMW 328 | 1937 | 1971 | 80 | D |
| 25 | BMW 328 | 1937 | 1971 | 80 | A/D |
| 26 | Alvis 12/70 Sport | 1938 | 1848 | 90 | D |
| 27 | BMW 328 | 1938 | 1957 | 80 | D |
| 28 | BMW 328 | 1938 | 1957 | 80 | D |
| 29 | Lagonda Le Mans | 1938 | 4480 | 250 | D |
| 30 | BMW 320 | 1939 | 1971 | 00 | D |
| 30 | Riley Brooklands Special | 1938 | 2496 | 100 | D |
| 31 | BMW 327 | 1938 | 1971 | 55 | A |
| 32 | Jaguar SS 100 | 1938 | 3485 | 125 | A |
| 33 | BMW 328 | 1938 | 1971 | 80 | D |
| 34 | BMW 328 | 1939 | 1957 | 80 | A/D |
| 35 | Aston Martin Speed Type C | 1939 | 1994 | 140 | |
| 36 | Bentley Derby 4 1/2Litre Saloon | 1939 | 4500 | 100 | GB |
| 37 | Delahay Le Mans | 1938 | F | ||
| 39 | Veritas RS | 1947 | 1971 | 120 | D |
| 40 | Veritas RS | 1948 | 1971 | 115 | A |
| 41 | Veritas RS | 1948 | 1971 | 110 | A |
| 42 | Triumph TR 1800 Roadster | 1948 | 1776 | 86 | A |
| 43 | Allard M1 | 1949 | 3597 | 86 | D |
| 44 | G-MG Aerodynamica | 1950 | 2500 | 120 | A |
| 45 | JaguarXK120OTS | 1950 | 3442 | 160 | D |
| 46 | Porsche 356 Pre A | 1951 | 1300 | 44 | A |
| 47 | Lancia Aurelia B 52 Convertible | 1951 | 1991 | 100 | D |
| 49 | Jaguar XK 120 | 1952 | 3442 | 220 | A |
| 50 | Morgan Flat Wheel Plus 4 | 1952 | 2135 | 90 | A |
| 51 | Alfa Romeo 1900 C Sprint Touring | 1953 | 1900 | 100 | CH |
| 52 | Jaguar XK 120 Roadster | 1953 | 3442 | 100 | D |
| 53 | Jaguar XK120 DHC | 1953 | 3442 | 160 | A |
| 54 | Austin Healey 100/4 BN1 Le Mans | 1953 | 2700 | 120 | D |
| 55 | Denzel 1500 | 1954 | 1488 | 80 | A |
| 56 | Mercedes-Benz 300 SL | 1954 | 2996 | 215 | D |
| 57 | Porsche 356 Pre A Speedster | 1954 | 1488 | 70 | D |
| 58 | Porsche 356 Speedster | 1954 | 1488 | 55 | A/D |
| 59 | Aston Martin DB 2/4 Mark II | 1955 | 2922 | 140 | D |
| 60 | Jaguar XK140 DHC | 1955 | 3442 | 210 | A |
| 61 | Mercedes-Benz 300 SL | 1955 | 2996 | 215 | D |
| 62 | Aston Martin DB 2/4 | 1955 | 2922 | 140 | A |
| 63 | Arnolt Bristol Roadster 404S | 1955 | 1971 | 130 | A |
| 64 | Ferrari 250 GT Competizione | 1955 | 2953 | 240 | D |
| 65 | Austin Healey 100 S | 1955 | 2700 | 140 | CH |
| 66 | Mercedes-Benz 300 SL | 1955 | 2996 | 210 | E |
| 67 | Mercedes-Benz 300 SL | 1955 | 2996 | 240 | A |
| 68 | Austin A 35 | 1955 | 950 | 34 | A |
| 69 | Porsche 356A Speedster | 1956 | 1582 | 60 | A |
| 70 | Jaguar XK140 DHC | 1956 | 3442 | 209 | D |
| 70 | Mercedes-Benz 190 SL | 1957 | 1097 | 105 | A |
| 71 | Jaguar XK 140 OTS | 1956 | 4200 | 265 | D/GB |
| 72 | Jaguar XK 140 OTS | 1956 | 3442 | 190 | A |
| 73 | Porsche 356 A Speester | 1956 | 1571 | 60 | D |
| 74 | Lancia Aurelia B 24 S Convertible | 1957 | 2451 | 112 | A |
| 75 | Lancia Aurelia B20 S GT | 1957 | 2499 | 120 | A |
| 79 | JaguarXK140DHC | 1957 | 3442 | 190 | A |
| 80 | AC Ace | 1957 | 5700 | 220 | D |
| 81 | BMW 507 | 1957 | 3160 | 160 | D |
| 83 | Porsche 356 A Carrera | 1957 | 1587 | 115 | D/A |
| 84 | Mercedes-Benz 300 SLS | 1957 | 2996 | 220 | D/A |
| 85 | Porsche 356 | 1950 | 1600 | 65 | CH |
| 86 | Mercedes-Benz 190 SL | 1950 | 1097 | 120 | A |
| 87 | Jaguar XK 150 SOTS | 1958 | 3442 | 250 | D |
| 88 | Austin Healey 3000 Mk I | 1959 | 2912 | 204 | A |
| 89 | Aston Martin DB 2 Mark III | 1959 | 2922 | 185 | A |
| 90 | Porsche 356 A1600 S GT | 1959 | 1582 | 110 | CH |
| 91 | BMW 507 | 1958 | 3168 | 150 | A |
| 92 | BMW 507 | 1959 | 3168 | 150 | D/NL |
| 93 | BMW 503 | 1956 | 3168 | 140 | GB |
| 94 | Italia 2000 GT | 1959 | 1991 | 95 | A |
| 95 | Austin Healey 3000 MKI | 1959 | 2912 | 204 | A |
| 96 | Porsche 356 Cup | 1960 | 1582 | 141 | A |
| 97 | Ferrari 250 GT convertible | 1960 | 2953 | 240 | A |
| 98 | Mercedes-Benz 300 SL Roadster | 1960 | 2996 | 215 | D |
| 99 | Jaguar XK 150 DHC | 1960 | 3442 | 190 | A |
| 100 | Mercedes-Benz 190 SL | 1960 | 1097 | 105 | A |
| 101 | Jaguar XK 150 DHC | 1960 | 3781 | 220 | A |
| 102 | Ferrari 250 SWB Competizione | 1960 | 3000 | 280 | CH |
| 104 | Porsche 356 | 1960 | 1600 | 90 | A |
| 105 | Porsche 356 Carrera GT | 1960 | 1502 | 175 | D/A |
| 106 | Porsche 356 Carrera GT | 1960 | 1582 | 115 | CH |
| 107 | Jaguar XK 140 OTS SE | 1954 | 3417 | 180 | A |
| 108 | Ferrari 250 GT Competizione | 1961 | 2953 | 270 | CH |
| 109 | Aston Martin DB 4 | 1961 | 3670 | 240 | D |
| 110 | Aston Martin DB 4 | 1961 | 3670 | 240 | CH |
| 111 | Steyr Puch 700 C | 1961 | 643 | 25 | A |
| 112 | Steyr Puch 650 T | 1962 | 660 | 34 | A |
| 113 | Chevrolet Corvette | 1962 | 5343 | 250 | A |
| 114 | Jaguar Mark II | 1962 | 3442 | 210 | A |
| 115 | Chrysler 300 | 1962 | 6286 | 340 | A |
| 116 | Jaguar E-Type Competition | 1962 | 3800 | 300 | D |
| 117 | Mercedes-Benz 300 SE Racing | 1962 | 2996 | 180 | CH |
| 118 | Mercedes-Benz 300 SL Roadster | 1961 | 2996 | 215 | D |
| 119 | Porsche 356 B GS Carrera | 1963 | 1966 | 130 | CH |
| 120 | Abarth Mono Mille | 1963 | 902 | 76 | A/D |
| 121 | Jaguar E-Type S1 | 1963 | 3800 | 265 | A |
| 122 | Ferrari 250 Lusso | 1963 | 2953 | 199 | NL |
| 123 | MG B | 1964 | 1798 | 95 | A |
| 124 | Porsche 356 Carrera 2 | 1963 | 1996 | 130 | A |
| 125 | Porsche 356 Egg | 1963 | 1582 | 90 | A |
| 126 | Mercedes-Benz 230SL | 1964 | 2778 | 200 | D |
| 127 | Alfa Romeo Giulia Tl | 1964 | 1570 | 112 | A |
| 128 | Fiat Abarth 2300S | 1964 | 2300 | 140 | HU |
| 129 | Mercedes-Benz 230 SL | 1964 | 2290 | 150 | A |
| 131 | Opel Rekord A Coupé | 1964 | 2605 | 100 | A |
| 132 | BMW 502 V8 Super | 1964 | 3146 | 160 | A |
| 133 | Porsche 911 | 1965 | 1996 | 145 | A |
| 134 | Porsche 356 SC | 1964 | 1582 | 95 | A |
| 135 | Ford Mustang Fastback | 1965 | 4789 | 200 | A |
| 136 | MG B | 1965 | 1800 | 96 | A |
| 137 | Lotus Elan 26R | 1965 | 1588 | 150 | A |
| 138 | Porsche 356 C | 1965 | 1582 | 75 | A |
| 139 | Ford Mustang Fastback | 1965 | 4740 | 205 | A |
| 140 | Lotus Super Seven | 1965 | 1550 | 92 | A |
| 140 | Austin Healey 3000 MK III | 1965 | 2912 | 150 | A |
| 141 | Iso Grifo GL365 | 1965 | 5400 | 365 | A |
| 142 | Porsche 912 | 1965 | 1977 | 90 | A/BUL |
| 143 | Austin Healey 3000 Mk III | 1965 | 2912 | 140 | NUA |
| 144 | BMW 18OO TISA | 1965 | 1761 | 130 | A |
| 145 | Jaguar E-Type S1 OTS | 1965 | 4235 | 265 | A |
| 146 | Ferrari 330 GTC | 1965 | 3967 | 300 | A |
| 149 | BMW 1800 TI | 1965 | 1773 | 110 | A |
| 150 | Jaguar E-Type Roadster | 1966 | 4235 | 165 | A |
| 151 | VW Beetle | 1966 | 1300 | 50 | CH |
| 152 | Maserati 3700 GTIS Sebring | 1966 | 3692 | 245 | D |
| 153 | Triumph TR 6 | 1969 | 2498 | 144 | CAN/A |
| 154 | Maserati Mistral | 1966 | 4000 | 260 | A |
| 155 | Jaguar E-Type | 1966 | 4235 | 265 | A |
| 156 | Iso Rivolta Grifo Spider | 1966 | 5700 | 280 | A |
| 157 | Chevrolet Corvette | 1966 | 7200 | 427 | A/USA |
| 158 | AC Cobra MK III | 1966 | 4800 | 400 | D |
| 159 | Jaguar E | 1967 | 4200 | 269 | D |
| 160 | Alfa Romeo Giulietta Sprint | 1961 | 1290 | 100 | A |
| 161 | Skoda Octavia 1200 Touring Sport | 1963 | 1221 | 55 | A |
| 162 | Maserati Mistral | 1966 | 4000 | 250 | A |
| 163 | VW Karmann Ghia convertible | 1969 | 44 | 1500 | A |
| 164 | Ford Mustang | 1967 | 4735 | 168 | A |
| 165 | Ford Mustang GTA 390 Convertible | 1967 | 6392 | 255 | A |
| 166 | Austin Healey 3000 MKIII | 1967 | 2912 | 150 | A |
| 167 | Ford Mustang | 1967 | 5000 | 200 | D |
| 168 | Austin Mini Cooper S | 1967 | 1275 | 90 | A |
| 169 | Ferrari 275 GTB4 Spider | 1968 | 2997 | 330 | A |
| 170 | Bentley T1 | 1968 | 6200 | 200 | A |
| 171 | Alfa Romeo 1750 Spider | 1960 | 1779 | 119 | A |
| 172 | Steyr Puch 650 TR | 1960 | 650 | 40 | A |
| 173 | Lancia Flaminia Super Sport Zagato | 1968 | 2775 | 150 | A |
| 174 | Mercedes-Benz 280 SL | 1968 | 2778 | 170 | A |
| 175 | Jaguar E-Type | 1960 | 4235 | 269 | A |
| 176 | Porsche 911 S Targa | 1968 | 2000 | 160 | B |
| 177 | Alfa Romeo 1300 GTA Junior | 1960 | 1300 | 90 | CH |
| 178 | Mercedes-Benz 280 SL | 1968 | 2778 | 170 | A |
| 179 | Porsche 911S | 1969 | 2200 | 100 | A |
| 180 | BMW 2002 Ti Rallye | 1969 | 1999 | 190 | D |
| 181 | Jaguar E-Type SII +2 | 1969 | 4200 | 170 | D |
| 182 | Porsche 914/6 GT | 1969 | 1991 | 110 | A |
| 184 | Mercedes-Benz 300 SEL | 1969 | 6289 | 250 | LUX |
| 185 | Porsche 914 | 1969 | 1800 | 90 | D |
| 186 | Porsche 911 S | 1969 | 2195 | 300 | A/l |
| 187 | Alpine A110 1600S | 1969 | 1600 | 125 | D |
| 188 | Volvo 123 GT | 1969 | 1800 | 105 | A |
| 189 | Volvo P 1800 | 1969 | 1990 | 120 | A |
| 190 | Porsche 914/6 | 1969 | 2800 | 230 | A |
| 191 | Mazda Cosmo Sport | 1969 | 2 | 128 | A |
| 192 | Chevrolet Corvette Sting Ray 427 | 1969 | 7200 | 400 | USA |
| 193 | Dino 246 GT | 1970 | 2400 | 210 | NL |
| 194 | Porsche 911 E | 1970 | 2200 | 155 | A |
| 195 | Ferrari Daytona | 1970 | 4390 | 352 | D |
| 196 | Porsche 911 T | 1970 | 2200 | 125 | A |
| 197 | Porsche 911 T | 1970 | 2200 | 125 | A |
| 198 | Ferrari Dino 246 GT | 1971 | 2400 | 180 | A |
| 199 | Citroen SM Maserati Rallye | 1971 | 2670 | 180 | A |
| 200 | Jaguar E-Type | 1971 | 5343 | 252 | A |
| 201 | Lancia Fulvia 1600 HF | 1971 | 1600 | 116 | A |
| 202 | Jaguar E Semilightweight | 1961 | 3875 | 280 | A |
| 203 | Porsche 911 T | 1969 | 2200 | 185 | A |
| 204 | Mercedes-Benz 280 SL | 1971 | 2778 | 170 | A |
| 205 | NSU 1200 TT | 1971 | 1200 | 65 | D |
| 206 | NSU 1200 TT | 1971 | 1200 | 65 | A |
| 207 | Fiat Dino Spider | 1972 | 2418 | 180 | D |
| 208 | Fiat Dino Spider | 1972 | 2418 | 180 | A |
| 209 | Mini Cooper S | 1972 | 1275 | 75 | FIN/A |
| 210 | Opel Commodore B GS Coupe | 1972 | 2490 | 157 | A/D |
| 211 | Porsche 911 T | 1972 | 2400 | 130 | Mex/CH |
| 212 | Ferrari Dino 246 GT | 1972 | 2418 | 195 | A |
| 213 | Skoda R110 | 1972 | 1100 | 65 | A |
| 214 | Ferrari Dino 246 | 1972 | 2418 | 195 | A |
| 215 | Indra Intermechanica convertible | 1972 | 2969 | 205 | A |
| 216 | Ferrari 365 GTC/4 | 1972 | 4390 | 340 | A |
| 217 | Ferrari Daytona 365 GTS 4 | 1972 | 4390 | 348 | A |
| 218 | Porsche 911 T | 1972 | 2400 | 140 | A |
| 219 | Ferrari 365 GT4 | 1972 | 4390 | 340 | A |
| 220 | Seat Coupe 124 Sport | 1972 | 1600 | 110 | A/D |
| 220 | BMW3.0 CSi | 1972 | 3000 | 200 | D |
| 221 | Fiat Abarth 124 Rallye GR4 | 1972 | 1756 | 180 | A |
| 222 | British Leyland Mini Monte Carlo | 1972 | 1000 | 75 | A |
| 223 | Mini Cooper S | 1972 | 1275 | 80 | A |
| 224 | Alfa Romeo 2000 GT Veloce | 1972 | 1962 | 200 | A |
| 225 | Volvo P 1800 | 1972 | 1990 | 120 | A |
| 226 | MG B | 1972 | 1777 | 95 | A |
| 227 | Ferrari Dino 246 GT | 1972 | 2403 | 195 | D |
| 229 | De Tomaso Pantera | 1972 | 5736 | 330 | D |
| 230 | Ferrari Dino 246 GTS | 1972 | 2418 | 195 | A |
