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Information and photo’s courtesy of auction companies. My comments are in BOLD itallics

#61 – Ferrari 365 GTB/4 Daytona Competizione 1972 #15965 US$1.9 mil. + My pick US$1.7 million – NOT SOLD

http://www.bonhams.com/auctions/20322/lot/463/

The ex-North American Racing Team, Le Mans/Otto Zipper Daytona 24-Hours
1972/75 Ferrari 365 GTB/4 Daytona Competizione Spyder
Coachwork by Michelotti
Chassis no. 15965
Engine no. 15685 (see text)
* 4.4-liter Competition spec. V-12
* Five-speed manual gearbox
* One of four Michelotti Daytona Speciales made
* Prepared by NART for Le Mans in 1975
* Finished in period race livery
* Successfully raced at Le Mans Classic & Tour Auto
* Eligible for a wide range of historic events

Ferrari history is studded with a number of one-off custom-made cars assembled in defining form by or for wealthy and well-connected clients. In each case they had simply developed an individual taste for what they required to make an already special car – a great Ferrari – entirely unique.

It was often the legendary Italian marque’s primary American importer, Luigi Chinetti Sr – Mr Ferrari’s old friend and sparring partner, and the first driver to win the Le Mans 24-Hour race no fewer than three times – who had the contacts and the know-how to bring these bespoke Ferrari ambitions to fruition.

Here we offer this unique, highly individual, and entirely distinctive custom-converted Ferrari 365GTB/4 which was re-bodied from its standard production form – as shared with so many other standard Ferrari 365GTB/4s – by the celebrated Italian coachwork company of Michelotti.

Three Michelotti ‘one-off’ Ferraris were constructed for Mr Chinetti’s North American Racing Team concern – NART – in 1974, 1975 and 1980. The first, in 1974, was a soft-top convertible destined for actor Steve McQueen which was displayed at that year’s Salone dell’Automobili at Turin – the Turin Show. It featured a Targa-type roll-over bar, subtly cut-down doors, a dark-toned front bumper and pop-up headlamps to maintain its long, low hood line. The third Michelotti NART Ferrari Spider design – to which two cars were produced in 1980 – was a more restrained and sober concept, while the unique Ferrari now offered here is the second of this Michelotti-NART design trio, produced in 1975 to the order of Luigi Chinetti’s North American Racing Team and intended essentially to compete in the Le Mans 24-Hours race, ten years after NART had secured Ferrari’s last outright win in the great race, with the Ferrari 275LM co-driven by Masten Gregory and Jochen Rindt in 1965…

NART had been commissioned by American Ferrari enthusiast Dan Ward, who was a wealthy client of Chinetti’s American importership, and Mr Chinetti had taken it straight to his friend Giovanni Michelotti, in Orbassano, Turin, Italy.

The Studio Tecnico Carrozzerie Giovanni Michelotti, had been established there in 1951. Giovanni Michelotti himself had been born in Turin thirty years earlier – in 1921. He had begun work aged only 16 at the coachbuilding company of Stabilimenti Farina. Postwar, in 1949 he began producing styling designs as a freelance working for several of the most prominent Italian carrozzeriere. He worked most especially for Carrozzeria Alfredo Vignale, and consequently the considerable number of now highly-prized early-1950s Vignale-bodied Ferraris actually wear Michelotti-styled bodywork.

He also worked as a consultant stylist for Allemano, Ghia and Bertone, while his most prolific work would be for the British company of Standard-Triumph, for whom he styled the Herald, Spitfire, GT6, TR4, 2000, 1300, Dolomite and the ingenious ‘Targa bar’ Stag 2-plus-2. Giovanni Michelotti was also responsible for the BMW car series which embraced the little 700 followed by the Munich company’s outstanding ‘New Car’ line culminating in their highly successful, and startlingly stylish, BMW 2002 sedan.

Giovanni Michelotti went on to become one of the first of the great Italian stylists to provide designs to the emergent Japanese motor industry. From 1960 his company diversified into design work for a diverse range of alternative products, its talents being exercised upon everything from motor scooters to motor yachts, and even upon what the Italians engagingly describe as “elettrodomestici” – electric domestic machines.

But this startlingly aggressive and potent road-racing Ferrari 365GTB/4 variant with unique bespoke Michelotti body was completed by the Orbassano company in time to be displayed at the 1975 Geneva Salon, after which it was dispatched by Chinetti to preparation specialist Diena in Modena to be prepared to race at Le Mans. Its original production-line V12-cylinder engine was replaced by a 365GTB/C power unit which we understand had been taken from Daytona Competizione chassis ‘15685’.

The completed car was then entered by the North American Racing Team in the GTX Category of the Automobile Club de l’Ouest’s world-famous Le Mans 24-Hours race in France. It was to be driven by Malcher/Langlois and was part of the specialist Ferrari team’s three-car entry that year, alongside a Boxer Berlinetta and a Dino. On the Thursday night preceding the race the French organizers told NART that the Ferrari Dino they were running had qualified for the race. But on the Friday that car was not included in the official list of qualified starters. Mr Chinetti insisted that the car had in fact qualified, as he had been told. The ACO officials differed, and the exchanges between the two parties, organizers and entrant, became increasingly heated…

On the Saturday morning, with the race due to start that afternoon, the matter came to a controversial climax. Mr Chinetti – having supported the Le Mans race since as early as his first win there for Alfa Romeo in 1932 – 45 years previously – considered himself grievously insulted by the latest generation of ACO officials, and since they persisted in refusing his Dino a start he promptly withdrew his entire team. Reserve entries were given the race start instead, as the British magazine ‘Autosport’ reported: “…making Le Mans very expensive and rather unenjoyable for NART, longtime entrants at Le Mans”.

This Michelotti-bodied NART Ferrari 365GTB/4 was then shipped to Chinetti’s premises in New York, USA, from where it was delivered to Mr Ward in Los Angeles. However, since he had specified a car to be raced at Le Mans – and ‘15965’ now offered here had not actually begun the Grand Prix d’Endurance there as he had expected – he understandably did not pay Chinetti’s bill in full.

In 1978, this unique Ferrari 365GTB/4 by Michelotti was entered by American Ferrari exponent Otto Zipper in the 1978 Daytona 24-Hour race, to be driven by Don Devendorf/Jeff Kline, with engine serviced by Bruno Borri in Los Angeles.

The car was subsequently sold to well-known Texan race team patron John Mecom who had it reconditioned for street use. In January, 1987, it was sold at a Scottsdale, Arizona, auction to Pat Ryan, and in August 2001 it was acquired by the French GTC company of Marseilles and returned to Europe, with EU taxes being paid upon it.

The car was then raced mot successfully in the 2003 Shell Historic Ferrari Maserati Challenge race at Spa, Belgium, where it proved as fast as a very special standard-design Daytona Competizione and finished third overall. In doing so it actually finished ahead of a very well known rear-engined 5-liter V12 Ferrari 512M…

In July, 2006, the car was sold to Swiss enthusiast Michel Abellan who subsequently drove, together with Sebastien Boulet, in major Historic and Vintage events at Laguna Seca, the Le Mans Classic, the 2007 Tour Auto and within the Ferrari Challenge series.

The car’s Michelotti coachwork was repainted in 2008 to match its 1975 Le Mans 24-Hour race livery, and in 2009 we are advised that the car was “totally revised mechanically”.

As offered here, this unique special-bodied left-hand drive Ferrari is finished in white with blue leather interior furnishing. It has never been crashed and has always been carefully maintained with its recorded 9,000 miles from new believed to be genuine.

Its V12 engine, gearbox and suspensions were fully rebuilt and restored in November 2002 to Group 4 Daytona 365GTB/C Series 3 Competizione specifications – offering some 470bhp. As offered the car retains Daytona Competizione 4-cam V-12 engine serial ‘15685’, and it had also been returned to its 1978 Daytona 24-Hour race specification with a recorded weight of 1,340Kg – 2,954lbs.

This is not only a unique and totally distinctive Ferrari 365GTB/4 with Le Mans and Daytona 24-Hour history, it is also presented here – we are advised – “on the button” and “ready to run”. The Ferrari factory accepted it in September 2002 as an acceptable Daytona Competizione model, it is eligible for such absolutely world-class Historic and Vintage events as the Le Mans Classic, the Tour de France Automobile (‘Tour Auto’) and the Goodwood Festival of Speed, and has always been in demand as a spectacular Concours example of bespoke bodywork design upon a Ferrari production base. It is one of the last Ferraris upon which which the celebrated Italian stylist Giovanni Michelotti worked his artistry, and as such marks the 1970s postscript to his great work twenty years earlier upon the Vignale-bodied Ferraris from Maranello.

This is, in short, a highly individualized competition-spec Ferrari ideal for an owner who wants to stand out from the crowd of ‘ordinary’ Ferraristi with their standardized factory models.

Add the cachet of four-time Le Mans-winning Luigi Chinetti Sr – three times as a driver, once as entrant – his flag-waving North American Racing Team and of La Ferrari’s Prancing Horse itself, and it is clear that ‘15965’ offered really is worthy of the closest inspection. It is a highly useable and potentially highly competitive racing 365GTB/4 of unique distinction.
Estimate:US$ 1.9 million – 2.4 million
£1.2 million – 1.5 million
€1.5 million – 1.9 million

Pros: Cool Daytona Comp., unique car, Le Mans history, file under interesting.

Cons: original ?, unique, didn’t actually race at Le Mans.
#62 – Ferrari 400SA Aerodynamic Coupe 1963 #3949 US$1.75 mil. + My pick US$1.5 million SOLD US$2.365 mil.

http://www.goodingco.com/car/1962-ferrari-400-superamerica-coupe-aerodinamico

1962 Ferrari 400 Superamerica Coupe Aerodinamico
Coachwork by Pininfarina
CHASSIS NO. 3949 SA
ENGINE NO. 163
Internal No. 56 SA
$1,750,000 – $2,500,000
■Spectacular Ferrari Show Car with One-Off Bespoke Features
■Factory-Equipped with Fitted Luggage, Marchal Lights and SNAP Extractors
■Owned by the Goldschmidt Family for Over 40 Years
■Matching-Numbers Example with Three Owners from New
■Pictured in the Books Automobile Year and Le Ferrari di Pininfarina
■Featured on the Cover of Cavallino
■Displayed at the Palm Beach Cavallino Classic and Amelia Island
■Documented by Ferrari Historian Marcel Massini

3,967 CC SOHC Per-Bank 60o V-12 Engine
Three Weber 40 DCZ 6 Carburetors
320 BHP at 6,600 RPM
4-Speed Manual Gearbox with Overdrive
4-Wheel Vacuum-Assisted Dunlop Disc Brakes
Independent Front Suspension with Coil Springs and Shock Absorbers
Rear Live Axle with Radius Arms, Semi-Elliptical Leaf Springs and Shock AbsorbersThe 400 Superamerica
At the 1960 Brussels Motor Show, Ferrari unveiled the latest evolution of its traditional, top- of-the-line gran truism – the 400 Superamerica.

Although it retained the hallowed “Super- america” moniker of the 410, the new car shared little with its immediate predecessor. To begin with, the 400 SA chassis, based largely on the well-developed 250 series, featured a number of noteworthy mechanical refinements including four-wheel disc brakes, telescopic shock absorbers and a fully synchronized gearbox with overdrive.

The most significant change, however, was the powerplant. While the early “America” models had all used the Lampredi long-block, Ferrari ceased production of the motor in 1959 and instead employed a much larger variation of the Colombo V-12 for the newest Superamerica. Displacing four liters and topped by three substantial Weber carburetors, the V-12 produced as much power as the outgoing 410 Superamerica, and it further benefited from improved low-rpm torque and ease of maintenance. Thanks to the efforts of some enthusiastic drivers, we can safely say that the upscale Ferrari was an athletic performer, capable of a top speed in the 150 mph range.

The debut of Superfast II at the 1960 Torino Motor Show would directly impact the appearance of the 400 Superamericas that followed. From 1961 on, the wheelbase was extended to 2,600 mm and many of the show car’s aesthetic features were incorporated into Pininfarina’s Coupe Aerodinamico. The result was one of the most dramatic series of Ferrari road cars.

While each Coupe Aerodinamico body differed slightly, every one benefited from elegant proportions; a large greenhouse; graceful, fluid lines; and a tapered tail section, reminiscent of Ferrari’s now-legendary Sperimentale. Inside, the lucky occupants found a sumptuous interior, replete with comfortable seats upholstered in Connolly leather, a spacious luggage platform, a fluted headliner and an ample selection of gauges to monitor the status of the magnificent machine. At a customer’s request any number of additional features or materials could be specified – Ferrari was only too happy to oblige.

This was not an unusual instance given the fact that the list of original Superamerica customers included notable individuals, such as Gianni Agnelli, Nelson Rockefeller, George Arents, Michel Paul Cavalier, Count Volpi, Count Somsky and Felice Riva.

In total, just 35 Ferrari 400 Superamericas were built, the series divided almost equally between Series I and Series II chassis. Due to their exclusive status and breathtaking performance, this rare breed remains one of Ferrari’s most memorable creations.
This Car
The unique design and remarkable history of this 400 Superamerica is a credit to the vision and passion of its first owner, Erwin Goldschmidt of Stamford, Connecticut.

Born in 1926, Erwin Goldschmidt was the only son of prominent Berlin banker Jakob Goldschmidt. After his family fled Nazi Germany in 1933, they spent several years in London, England, before settling permanently in New York City. Having been exposed to elite culture and fine art from an early age, Erwin Goldschmidt cultivated a discerning eye for beautiful objects and a love of fine motorcars.

In his mid-20s, Erwin Goldschmidt started a successful racing career and was a regular participant in leading US sports car events on the East Coast. Starting with Healeys, Jaguars and Allards, Goldschmidt eventually moved into Ferraris and became a loyal customer of Luigi Chinetti Motors in Greenwich, Connecticut.

After successfully campaigning his 375 MM and 375 Plus in major events, such as Watkins Glen and Nassau, Goldschmidt developed an appreciation for the most powerful, top-of-the-line Ferraris and never settled for anything less. This is certainly the case with his one-of-a-kind 400 Superamerica, chassis 3949 SA.

In March 1962, Goldschmidt ordered a new 400 Superamerica through Dr. Amerigo Manicardi, the director of sales at the Ferrari factory in Maranello, Italy. Not content to simply choose a car from available stock, Goldschmidt tailored the Ferrari to his personal liking and worked in collaboration with Pininfarina throughout the build process.

Goldschmidt specified his 400 Superamerica in Rosso Cina with black upholstery and matching black-faced gauges. The cockpit was outfitted with two pieces of fitted luggage for the parcel shelf and a central vertical bolster between the seats to provide additional seating for his children. Beyond these features, the Pininfarina coachwork incorporated the popular covered-headlight treatment: Marchal driving lights in the front grille and extractor vents in the lower rear fenders. The latter feature immediately distinguishes the Goldschmidt Superamerica and pays homage to the most influential Ferrari competition cars and design studies of the early 1960s.

While the Ferrari was being constructed, Goldschmidt and his wife visited the factory to observe the progress being made. At this time, Mrs. Goldschmidt added her own unique requests to the already impressive list of custom features. In addition to red trim on the seats, door panels and Wilton carpeting, Mrs. Goldschmidt specified an alloy grab handle on the passenger door – perhaps a reflection on her husband’s enthusiastic driving style.

Completed by Pininfarina on October 20, 1962, 3949 SA was unveiled on the Ferrari show stand at the 44th annual Torino Motor Show at Parco Valentino, Italy. Ferrari, whose business was founded on building unique, high-speed motorcars for wealthy individuals, could not have chosen a more fitting creation to display than Goldschmidt’s bespoke Superamerica.

Following its service as a show car, 3949 SA returned to the Ferrari factory, where the engine and gearbox were completed and the car prepared for delivery. Before leaving the factory, the 400 Superamerica was loaned to Pininfarina, who took a number of photographs for promotional purposes. These wonderful images were published in the 1962–1963 edition of Automobile Year – the legendary annual car yearbook – and later in Angelo Tito Anselmi’s Le Ferrari di Pininfarina.

In December 1962, a factory test driver set out from Modena, Italy, behind the wheel of 3949 SA with orders to deliver the new car to its owner, who was then vacationing in Davos, Switzerland. Goldschmidt, who also specified exotic SNAP exhaust extractors, heard his Ferrari approaching in the distance and went outside to witness the gleaming red 400 Superamerica climb the long driveway to his residence. As a token of appreciation for the order, Ferrari included several logs of Goldschmidt’s favorite Italian salami with the delivery.

On March 11, 1963, after covering some 1,300 miles in his new Superamerica, Goldschmidt sent the car to be serviced at the Ferrari Factory Assistenza Clienti in Modena and returned home to the US. Once the service was completed at Ferrari, the 400 Superamerica was shipped to New York and joined its proud new owner.

In addition to serving as a preferred mount for spirited weekend excursions, the Superamerica was shared with fellow Ferrari enthusiasts. In April 1967, Goldschmidt displayed his coachbuilt
Ferrari at the 4th annual FCA Meeting and Concours held at the Showboat Inn in Greenwich.

Following Goldschmidt’s passing in 1970, the various cars in his impressive stable were dispersed; however, his son Anthony decided to retain the Superamerica for his personal use. When Anthony moved from New York to California later that year, he drove 3949 SA all
the way across the country.

In late 1977, Anthony Goldschmidt entrusted the Superamerica to legendary Ferrari specialist Bill Rudd for a complete mechanical and cosmetic restoration. The work, which lasted six months, included an overhaul of the major mechanical components, as well as paint and trimming performed by SM World in Van Nuys, California.

In Fall 1979, 3949 SA graced the cover of Cavallino magazine, issue number 7, and was the subject of a feature article by Ferrari historian Allen Bishop titled “400 Superamerica: The Greatest Beast of Them All.”

Over the years, Mr. Goldschmidt’s 400 SA was carefully maintained and shown at select Los Angeles-area concours, including the 1995 Newport Beach Concours and the FCA Nationals in 2002. Beyond these outings, the Ferrari was displayed at the Petersen Automotive Museum in Los Angeles during the late 1990s.

In 2003, Mr. Goldschmidt felt that it was time to part with his beloved Ferrari. It must have been a difficult decision, as the 400 Superamerica had been a prized possession of the Goldschmidt family for over four decades. The one-off Ferrari was eventually sold to Arizona collector Ron Pratte and soon passed into the hands of the current caretaker.

The consignor, whose collection of exceptional coachbuilt Ferraris is among the finest in the world, was immediately attracted to the fascinating history and remarkable features of 3949 SA. Over the past seven years, the Superamerica has benefitted from regular exercise and necessary maintenance. As a result, this high-performance Ferrari is said to offer excellent dynamic qualities, performing beautifully on a recent test drive.

Although the Ferrari displays a light, consistent patina, it has required little cosmetic attention and has been shown with much success. In 2006, the Goldschmidt Superamerica received an FCA Gold Award at the XV Palm Beach Cavallino Classic and, in 2007, was invited to take part in the prestigious Amelia Island Concours d’Elegance.

A singular expression of power and exclusivity, the Goldschmidt 400 Superamerica exudes the individual character and artistry of a bygone era in custom coachbuilding. Tailored to the exacting standards of one of Ferrari’s most important American customers, 3949 SA is not only a striking singular creation, it also boasts a prestigious show car pedigree and remarkable provenance with just three caretakers from new. Amazingly, after 50 years of continuous enjoyment, this Ferrari retains all of its wonderful bespoke features and appears just as it did when it was originally delivered to Erwin Goldschmidt in December 1962.

Those with an appreciation for the prestige, glamour and sophistication embodied by a one-of-a-kind, Pininfarina-built Superamerica should recognize the appearance of this exceptional 1960s Ferrari as an opportunity not to be missed. .

Pros: Cool 400SA, lots of special features and very original

Cons: A little dull ?

#63 – Ferrari 275 GTB/2 Long Nose Alloy 1966 #8143 My pick US$1.2 million NOT SOLD

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-134288&entryRow=114

Year 1966
Make Ferrari
Model 275 GTB Alloy
Body Berlinetta
Engine 3.3/280 HP
Trans 5-Speed
Color Red
Interior Black
VIN/SERIAL
08143 
 
Lot S95 1966 Ferrari 275 GTB Alloy Berlinetta
S/N 08143, Documented Factory Alloy Long Nose

Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 1:30PM 
          
 
 
HIGHLIGHTS

– S/N 08143, titled as a 1967
– Motor no. 08143, Internal motor no. 958/64
– Factory Alloy Long Nose body
– All matching numbers 3 carburetor motor
– Documented by Marcel Massini Report
– Complete ownership history from new
– Sold new in Rome, Italy with original dealer sticker from MOTOR s.a.s. ROMA still on rear glass
– Motor completely rebuilt by John Hadjuk, MotorKraft, Indianapolis, IN 10/11
– Sorting and chassis detailed by Vintage Connection, Oklahoma City, OK
– All five restored original alloy wheels
– All five new Michelin XWX tires, original tool roll
– Four Borrani wire wheels in original Route Borrani boxes
– Original 275 GTB operating, maintenance and service handbook, Spyder/Berlinetta 275 service manual
– New correct leather seats and padding
– Best in Class winner at Concours d’Elegance of Texas DESCRIPTION
In 1964 Ferrari superseded its highly successful 250 series with two new models: the 275 GTB and 275 GTS. While the GTS’ spyder bodywork was evolved from the 330 GT 2+2, the GTB was a breathtaking new Pininfarina design replacing the earlier Lusso with more rounded contours inspired by both the 250 LM racer and the lovely 250 GTO.

The final incarnation of the famous Colombo-designed engine, the 275’s 3.3 liter twin-cam V-12 was rated at 260 HP in the spyder and 280 HP in the berlinetta. Both cars employed a rear-mounted 5-speed gearbox in unit with the rear axle. The solidly mounted unit allowed fully independent rear suspension, therefore making the 275 the first street Ferrari utilizing that layout, comprising unequal length A-arms, coil springs, tube shock absorbers and 4-wheel disc brakes.

The 275 GTB was designed for both the road and the race track, and could be ordered with either three Weber 2-barrel carburetors or six, which increased the horsepower rating to 300; either way, the 275 GTB was homologated for FIA competition. Customers could also order the Scaglietti-built body in steel and aluminum or all aluminum, the latter instantly identifiable by narrow creases at the top of the A-pillars. Today the alloy-bodied “Longnose” 275 GTB is the most highly valued variation of the model.

The 1966 275 GTB offered here is serial number 08143, a fully-documented factory alloy Longnose version retaining its original matching-numbers three-carburetor V-12 engine and drivetrain. Sold new in Rome, Italy (the original dealer sticker from MOTOR s.a.s. ROMA is still on the rear glass), it was ordered in Argento (Silver) with a Black leather interior and alloy wheels. In 1974 it was offered for sale for the first time refinished in Red, and has remained in that color ever since.

S/N 08143 was reconditioned and detailed in 2011. The original V-12 engine was completely rebuilt by Ferrari expert John Hajduk, whose Motorkraft USA has maintained the car since 2007, and final sorting and chassis detailing were performed by Chris Campbell of Vintage Connection in Oklahoma City. Their combined talents resulted in the car being awarded Best In Class, Sports Cars 1960-1973 at the Concours d’Elegance of Texas.

Documented by a full Marcel Massini Report, this impressive alloy-bodied Longnose 275 GTB is offered with new correct leather seats and padding, all five restored original alloy wheels, new Michelin WXW radial tires and four Borrani wire wheels in the original Route Borrani boxes; the original 275 GTB operating, service and maintenance manuals and tool roll are also included.

 Pros: Nice 275 GTB with good spec. Alloy body.

Cons: Common ?

#64 – Duesenberg Model J 1929 Murphy Convertible Sedan #2225/J355 US$550,000+ My pick US$650,000 SOLD US$522,500

http://www.goodingco.com/car/1934-duesenberg-model-j-murphy-convertible-sedan

1929 Duesenberg Model J Convertible Sedan
Coachwork by Murphy
CHASSIS NO. 2225
ENGINE NO. J-355
$550,000 – $700,000
■A Long-Term European Museum Piece
■Period-Correct Presentation
■Upgraded with Desirable External Exhaust
■Handsome Murphy Coachwork
■Recent Cosmetic Refurbishment

420 CID DOHC Inline 8-Cylinder Engine
Single Stromberg Dual-Throat Downdraft Carburetor
265 BHP at 4,200 RPM
3-Speed Manual Gearbox
4-Wheel Power-Assisted Hydraulic Drum Brakes
Live-Axle Suspension with Semi-Elliptical Leaf Springs and Double-Acting Hydraulic-Lever Shock AbsorbersThe Duesenberg Model J
The Model J, launched by Duesenberg at the 1928 New York Auto Salon, was described as the automotive equivalent of the Taj Mahal or a Rembrandt painting. The ultimate expression of luxury and performance, the Model J was the brainchild of company owner E.L. Cord and chief engineer Fred Duesenberg, fulfilling their mission “to produce the best, forgetful of cost or expediency or any other consideration.”

Extraordinary for its time, the Model J featured a large-displacement, twin-cam, straight-eight engine. Certain luxury innovations included a unique timing box mounted to the engine that triggered lights on the dashboard to alert the driver when it was time to change the oil and service the battery. Other instrument lights indicated the operation of a lubrication system, which was automatically activated by a spring-loaded valve every 75 miles, forcing oil into chassis lubrication points.

Despite its launch on the eve of the great stock market crash of 1929 and the onset of the Great Depression, the Model J became a favorite with Hollywood celebrities and the world’s royalty. In total, fewer than 500 of these incredible cars were built.
This Car
Completed in 1929, this particular Model J, chassis 2225, received the handsome convertible sedan coachwork by Murphy mounted upon the 142.5″ wheelbase. The Walter M. Murphy Company of Pasadena, California, employed the era’s greatest designers, such as Frank Hershey and Philip Ogden Wright. As Duesenberg’s preferred coachbuilder, the Murphy company bodied more Model Js than any other firm, dressing approximately 140 cars.

Murphy’s fantastic styling cues are best suited for the impressive scale and presence of the Model J chassis. The iconic raked front screen with narrow chrome posts leads into a convertible sedan, which is uniquely low and long for the time. The Art Deco features further accent the simple, elegant form of the coachwork.

Although little is known of the car’s early history, at some point the original motor for this car, J-204, was replaced by motor J-355. Engine J-204 was then fitted to Model J chassis 2374. For a variety of reasons, these engine changes happened with some regularity amongst Model Js.

This splendid Model J has spent much of its life in one of Europe’s most prestigious automobile museums, where it has been lovingly maintained and cared for. The Murphy Duesenberg proved a significant draw displayed adjacent to a Model J Dual Cowl Phaeton, a fitting insight into America’s decadent side during the Depression. In 2010, the Duesenberg received some necessary attention, including the trimming of a new leather interior in a fantastic natural saddle shade. Furthermore, the coachwork was painted red to contrast the black fenders. In combination with the chrome wheels, this lends the Murphy Model J a strikingly period- correct presentation.

In 2011 the museum decided to part with the Convertible Sedan and the car was sent to the US to be sold. The Duesenberg briefly resided in a Los Angeles collection where it saw minor maintenance, including the fitting of six new tires.

The Model J sports several period options including Pilot-Rays, dual chrome-wrapped side mounts, and a black metal luggage trunk. The automobile has been additionally upgraded with desirable exterior exhaust pipes. Recent cosmetic attention has rendered a high presentation, though a subtle patina of gentle wear and extreme care remains.

The Model J remains the epitome of style and grace matched with the ultimate performance for its day. A splendid representative of the marque, it would be a celebrated addition to any prestigious collection and presents a unique opportunity to own what was generally accepted in 1928 as being “The World’s Finest Motor Car.” .

Pros: A very good, honest Duesy in good condition with a clear history. Cheap for an open Duesenberg

Cons: Some changes from original spec.

#65 – Duesenberg Model J 1929 Murphy Sports Sedan #2132/J151 US$800,000+ My pick US$1 million SOLD US$990,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r167&fc=0

1929 Duesenberg Model J Sport Sedan
by The Walter M. Murphy Co.  
Chassis No. 2132
 
Engine No. J-151
 
Body No. 804
 
 
Estimate:
$800,000-$1,000,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
265 bhp, 420 cu in DOHC inline eight-cylinder engine with four valves per cylinder and hemispherical combustion chambers, three-speed manual transmission, beam-type front and live rear axles with semi-elliptic leaf springs, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 142.5″

• Pebble Beach Second in Class award winner; ACD certified
• One of only two in existence; original engine, body, and chassis
• Recent mechanical work and tour ready
• Long-term Norris family ownership

In retrospect, it is difficult to imagine the excitement with which the Model J was received in 1929. Here was a chassis with an engine that, at 265 horsepower, beat its nearest competitor by more than 100 horsepower. Coming from a company whose racing successes were legendary, it was the perfect marketing move. Priced at $8,500 for the chassis alone, the Model J was by far the most expensive car in America. The timing of the introduction could not have been better: with the economic successes of the 1920s, America’s wealthy were ready to indulge themselves with the most powerful, bespoke automobile available.

The Walter M. Murphy Company, of Pasadena, California, is generally recognized as the most successful coachbuilder on the Duesenberg Model J chassis. Initially a distributor for Locomobile and Simplex, and later becoming the sole Lincoln distributor for the entire state of California, Murphy acquired the talent necessary to hand craft bodies that suited the California tastes of the time. They were simple and elegant, with trim lines and an undeniably sporting character. Murphy bodies seemed all the more revolutionary when compared to their contemporaries from the east coast, who built heavier, more ornate designs.

In fact, bold departures from conventional design were a hallmark of Murphy Chief Design Stylist Franklin Q. Hershey, who has to his credit more than 50 automotive designs, including the door-into-the-roof concept, which he pioneered for the Model J Duesenberg and is still widely used in the design of modern automobiles. Using center-mounted piano-style hinges, the doors on this Murphy Sport Sedan open opposite each other and come together almost handle to handle. Inside J-151/2132, grey leather seats are accented by grey upholstery on the door panels and headliner, as well as plush, matching grey carpet. Recessed in the rear quarter, added privacy was afforded by a pull-down blind for the back windows. The Sport Sedan featured specially hinged dark green glass sun visors and a ‘V’ shaped cowl following the contours of the windshield. The Model J was equipped with one large and unmistakable taillight: the word ‘STOP’ illuminated in red when the brake was applied. This is one of the examples that has been optioned with two taillights.

The Model J Sports Sedan presented here is the first of two examples bodied by Murphy and one of the earliest Model Js built. Common to the first 50 Model Js, it was originally fitted with an Auburn gas pedal. In 1932, it was sent back to the factory and fitted with a later radiator shell with the attractive chromed shutters, and the carburetion was changed from the updraft Schebler to the downdraft Stromberg. The original crankshaft was retained with the serial number matching the engine number, as of the early-1990s, and it can be presumed that it retains the original crankshaft to this day. The engine also has a two-piece exhaust manifold that is correct for this car.

J-151/2132 was one of the cars featured by Duesenberg in the San Francisco Salon in 1929, and shortly thereafter, it was purchased from Duesenberg by the Norris family, whose holdings, mainly in Chicago and Colorado Springs, included the famed Broadmoor Hotel, where their Model J was reportedly stored for most of its life, until the end of the Norris family’s ownership in 1985. It was then purchased by noted collector and restorer John Mozart and then to Jerry Moore, of Texas, in 1991. Dr. Joseph Murphy then owned the car until it was acquired by the current owner over a decade ago. Some years ago, J-151 benefitted from a meticulous, professional restoration completed to the highest standards; the quality of work was recognized with a Second in Class at Pebble Beach in 1986, in a special class for Murphy-bodied Duesenbergs. This car was also shown at Pebble Beach in 1994 and has subsequently been well looked after, remaining in excellent condition today. It has also been ACD certified, wearing Category One badge number D-185.

Finished in dark blue with a dyed blue leather top and matching leather trunk, the exterior is complemented by the grey leather interior with matching carpets. It rides on blackwall tires, which make it stand out in a field of grand classics, and benefits from the trademark Murphy Clear Vision pillars, which minimize obstruction from the driver’s seat. Hershey’s sport styling creates a pillarless open passenger compartment when the front and rear windows are lowered.

In the current ownership, it has been toured on the Duesenberg tours organized by well-known collector Mr. Sam Mann in Wyoming, in 2007, California in 2008, and Texas in 2010. For most of the last decade it was serviced by marque expert Brian Joseph, who has performed the following cumulative work: rebuilding of the rear shocks; rebuilding of the front and rear driveshaft u-joints; rebuilding of the radiator, including shutters and thermostat; rebuilding and relining of the clutch; a complete brake job, including relining of the brake shoes; rebuilding of the wheel and master cylinders, and new brake drums; and a complete engine rebuild, including new Arias pistons, new Carrillo connecting rods, new rod bearings, grinding of the crankshaft, rebuild of the fuel pump and Bijur unit, carburetor rebuild, rebuild of the timing chain tensioners, and of course, appropriately repainting or polishing all components.

It cannot be over emphasized that aside from high quality, as well as the striking beauty of the Franklin Hershey-designed body, this Duesenberg has been maintained to run and drive as it did when tested by the factory. It is, without a doubt, tour ready, a claim which can be made by relatively few surviving Duesenbergs and one that makes this example superlative.

Pros: Rare bodywork, good history and very correct.

Cons: Not as exciting as the other Duesy’s available at Moneterey

#66 – Shelby Mustang GT350 1965 #SFM5R106 Racer US$900,000+ My pick US$800,000 SOLD US$990,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r174&fc=0

1965 Shelby GT350 R  
Chassis No. SFM5R106
 
 
Estimate:
$900,000-$1,300,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
Est. 325 hp, 289 cu in V-8 engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with leaf springs, and front disc and rear drum brakes. Wheelbase: 108″

• One of only 34 production R models
• Owned and raced by its first owner, Richard Jordan, for 21 years
• Extraordinarily original, down to the original Plexiglas and racing wheels
• Offered from a prominent private collection
• Documented in the Shelby American World Registry
• Original Shelby American paperwork
• Less than 4,900 original miles on the original engine and transmission

Without exaggeration, Carroll Shelby may be considered a legend of postwar motorsports. In the early days, he seemed like an amiable east Texas “good old boy.” Scratch that surface and one would have discovered qualities of drive, ambition, and a tenacity that one associates with moguls of industry. Creativity and an uncanny sense of timing were also seemingly natural facets of Shelby’s personality. Timing? Well, was it luck that he approached AC Cars about Cobra chassis just as their engine supply had dried up? Was it pure fate that he walked through Ford’s front door just as the company had decided to implement “Total Performance”? One wonders. Carroll Shelby’s racing exploits, which included a Le Mans win in 1959 and his early success with the AC Cobra cars are well known, but his work on Ford’s “ponycar” is equally fascinating.

While Ford’s new Mustang was a huge hit, selling some 22,000 units the first day offered, it would never be mistaken for a “Total Performance” poster boy, especially since this pony was based on the running gear of Ford’s Falcon economy compact. Carroll Shelby, already a Ford-related performance personality since his AC Cobras were in Ford dealerships, was tapped to transform the wimpy Mustang into a potential “B” Production SCCA racer. Thus, the legendary Shelby GT350 R was born.

Putting the Pony Before the Cart

The Shelby American Automobile Club’s Registry offers an interesting description of the 350 and 350 R series, “Unlike most production race cars which are created by modifying the street version, the GT350 road car was in fact a detuned R-Model.”

There were only 34 R-models built, and they are the fire-breathing, Corvette-beating, heart and soul of the Shelby Mustang lineage. All were Wimbledon white with blue stripes, and they were all unbelievably competitive. They were immediately successful in achieving their intended purpose, dominating SCCA B/Production racing in their first season and nearly obliterating other marques and models from the annual SCCA runoffs, then known as the American Road Racing Championship, for the next three years.

The GT350 had one purpose and that was to put the Ford Mustang in the winner’s circle in SCCA road racing. The initiative for the GT350 came from the Ford Motor Company, which wisely recognized that the Mustang’s success with consumers could be enhanced with the performance image that came from racing. Shelby was the logical partner but was already involved in building Cobras and supporting a busy racing effort, including the Ford GT40 MK II and the USRRC/USAC King Cobras. So, Ford made it easy, as well as lucrative, by doing most of the hard work in-house.

The first hurdle was SCCA’s requirement that 100 cars, all of which would be raced, be built before the beginning of the year. Ford agreed to supply Mustangs to Shelby’s specifications, and Shelby picked through the Ford parts catalogue to specify the basic package that would lend itself to road racing with fairly simple upgrades to be made in the Shelby American shop, a project headed by Chuck Cantwell. The production cars and all the R-models were specially built in sequence at Ford’s San Jose, California factory in Wimbledon White with Black interiors and 271 hp K-code engines, aluminum case Borg Warner T-10M four-speed transmissions, nine-inch rear axle with Fairlane station wagon drum brakes, “export” shock tower brace, and sintered metallic brake pads and linings. Left in San Jose were the hoods, rear seats, radios, and exhaust systems. An additional 15 cars were even more special. These arrived at Shelby without side or rear windows, heaters, defrosters, upholstery, headliners, insulation, or sound deadening. They were the first R-models.

At Shelby, all the GT350s essentially received the same suspension modifications. The front suspension upper A-arm chassis pivots were lowered an inch and Koni shocks were installed, along with a one-inch front sway bar and quick ratio steering kits. The K-shaped “export” brace was augmented with another bar joining the tops of the shock towers. The leaf spring suspended rear axles got traction bars and Detroit “no-spin” locking differentials. Other changes included fiberglass hoods with cold air intake scoops, wood-rim steering wheels, and a fiberglass shelf where the rear seats had been. Batteries were trunk mounted for better weight distribution and a Shelby tach and oil pressure gauge was installed in a dash top mounted pod. Three-inch competition style lap belts were installed in all the GT350s and Shelby, ever conscious of ways to conserve money and time, used the inner belt mounting bolts to secure a driveshaft safety hoop.

The GT350 R

Having created the framework that would meet SCCA’s requirements, the Shelby American crew turned its attention to building the few, special competition cars that would campaign in the racing season that would be in full swing in only a few weeks. Using the production GT350 as a base, Shelby concentrated on those things which any conscientious racer building a production-based GT or sports car would do, improving handling, power, and reliability. In this case, by design, the GT350 R’s handling was not an issue.

Engines were blueprinted in Shelby’s engine shop, while Valley Porting Service extensively modified the heads. A Holley four-barrel carburetor on a Cobra high-rise aluminum intake manifold was installed, with Tri-Y headers built by Cyclone handling the exhaust. Output ranged from 325 to 360 horsepower on the Shelby dyno. Front and rear fenders were flared to accept American Racing 15×7 five-spoke wheels. The engine’s increased output dictated an oil cooler for reliability. It was mounted behind the special high capacity radiators and required more air flow, which resulted in the R-models’ most distinctive feature: a new front body apron constructed from fiberglass with a deep air intake flanked by brake cooling air scoops.

Plexiglass side windows with aluminum frames saved 25 pounds over the stock side glass. A special Plexiglass rear window was formed, which fitted the rear light opening with a two-inch gap at the top to exhaust air from the interior and smooth air flow over the rear body and also said to increase the R-models’ top speed by five miles an hour. A four-point roll bar was installed with a massive 34-gallon baffled fuel tank fabricated from the bottoms of two standard Mustang tanks.

When complete, the Shelby Mustang GT350 R was a turn-key race car that was ready to go straight from the Ford dealer, where it was bought directly, to an SCCA race weekend and compete at the highest level.

SFM5R106

This particular GT350 R is no exception and may very well be one of the most original, sought after examples in existence.

Following the work it received at Ford, the car was received at Shelby American on December 21, 1964, for its conversion into a Shelby GT350 R, the work for which started in March and ended in June, complete with original engine 52127, and rated at a thunderous 325 hp. Ordered by Jack Loftus in August of 1965, the completed car was shipped from the Los Angeles Airport to O’Hare International Airport, via TWA, for delivery to Jack Loftus Ford, of Hinsdale, Illinois, with an extra 4.11 rear end, at a total price of $6,105, more than twice that of a regular, stock Ford Mustang!

SFM5R106’s fortunate original owner was one Richard Jordan, of Downers Grove, Illinois, a suburb of Chicago. Prior to going racing, however, Dick Jordan participated in the Carroll Shelby School of High Performance Driving (Riverside, California), as evidenced by a graduation plaque in the car’s file. Diploma in one hand and the keys to his R-model in the other, Mr. Jordan tore up the racing circuits, competing in Midwestern SCCA national events until the early-1970s. Among other events, the Shelby American World Registry notes his participation at Elkhart Lake, Wisconsin in 1965, the month after he bought the car. In fact, he raced at Elkhart Lake several more times until the early-1970s, as well as Clermont, Indiana, Lynndale Farms, Wisconsin, Wilmot Raceway, Illinois, and other tracks.

After its racing career, Jordan placed the original, unmolested race car in storage, where it remained until 1986—an extraordinary 21 years after he first bought the car. As such, this GT350 R is one of the few examples to have had only one original racing driver and to have remained in such extraordinary original condition.

Paul Zimmons, of Potomac, Maryland, purchased the car in 1987 and restored the car before it won the Gold Award in the Competition Class at SAAC-18, in Watkins Glen in 1993. The next owner, Paul Andrews, of New Jersey, continued this tradition by winning Second Place Popular Vote at SAAC-25, at Lime Rock Park in 2000. Since that time, the car has always been beautifully and perfectly maintained, first by Anthony Tomasi (Wilmington, Massachusetts), then Dave Christenholz (Paradise Valley, Arizona), and more recently, in 2007, by Colin Comer, the noted Shelby enthusiast, author, and marque expert. By the time Mr. Comer acquired the car, it still only had 4,800 original miles from new, all accumulated on race tracks, and rode on its original magnesium American wheels. In fact, the car still had its original Plexiglas windows! Currently, R106 has only 4,858 miles on its odometer.

Since its acquisition by the current owner, a well-respected collector in his own right, SFM5R106 has remained in this extraordinary state—restored to the exact configuration in which it appeared at its first race at Road America, utilizing only original components installed on the car at Shelby American and NOS service parts as needed. In fact, the car still only has less than 4,900 miles showing on the odometer and retains its original drivetrain, including the transmission.

R106 recently visited Blackhawk Farms Raceway and was right at home. It is still set-up as a competitive car and tuned appropriately. After many laps completed with the current owner behind the wheel, he reported on the tremendous performance of the car and the superb handling, as well as how downright nimble the car was.

Equally as impressive is the amount of documentation, including original paperwork from Jack Loftus Ford and Shelby American, original invoices, titles, racing photos, and more. The original Illinois title and registration, as well as the original invoices to Jack Loftus Ford from Shelby American and to Richard Jordan from both Jack Loftus Ford and Shelby American, are also present. The aforementioned Carroll Shelby School of High Performance Driving plaque awarded to Richard Jordan is also included. It was through this driving school that Dick Jordan was “allowed” to order this GT350 R.

Furthermore, the original paperwork authorizing and confirming Dick Jordan’s delivery of R106 from the TWA O’Hare terminal are in the file, along with original correspondence between Shelby American Headquarters Sales Manager Dante R. Cardone and Jack Loftus Ford’s Sales Representative Bill Stuchl, regarding the parts availability of specific components on R106. In all, a large binder complete with numerous period photos, as well as extensive, original paperwork rarely seen with such a car, especially a race car, accompanies R106. For further information regarding these documents, please contact an RM representative.

The opportunity to acquire such an extraordinary GT350 R may never present itself again. Tremendously original, owned and raced by the same gentleman for two decades, and incredibly well-documented, SFM5R106 appears precisely as it did the first time Mr. Jordan turned the ignition key at Elkhart Lake. Racing cars are all too often modified, damaged, upgraded, and worst yet, discarded. R106, however, has been spared all those indignities to present Shelby enthusiasts with a factory-correct, authentically restored, and supremely original GT350 R with which to take to the track, stun SAAC judges, and crown one’s collection of historically significant race cars.

Pros: A great Comp Mustang, very rare. Excellent history etc.

Cons: Its still a Mustang

#67 – Rolls Royce Phantom II Allweather DHC 1935 #107TA US$500,000+ My pick US$500,000 SOLD US$495,000

http://www.goodingco.com/car/1935-rolls-royce-phantom-ll-continental-drophead-coupe

1935 Rolls-Royce Phantom ll Drop Head Coupe
Coachwork by Allweather Motor Bodies
CHASSIS NO. 107TA
ENGINE NO. DL85
$700,000 – $900,000
Without Reserve
■Elegant, One-Off Drop Head Coupe Phantom II
■Genuine Example, Retaining Original Body, Chassis and Engine
■Pictured in Lawrence Dalton’s 1967 Book Those Elegant Rolls-Royce
■An Exciting Opportunity for Rolls-Royce Enthusiasts
■Recent Winner at Prestigious Concours
■Eligible for RROC and CCCA Tours and Shows

7,668 CC OHV Inline 6-Cylinder Engine
Single Rolls-Royce Carburetor
120 HP at 3,000 RPM (Estimated)
4-Speed Manual Transmission with Synchromesh on Third and Fourth Gears
4-Wheel Servo-Assisted Mechanical Drum Brakes
Front Suspension with Beam Axle and Semi-Elliptical Springs
Live Rear Axle with Semi-Elliptical Leaf SpringsThe Phantom II
At the London Olympia Motor Show in October 1929, Rolls-Royce unveiled its second- generation Phantom, an evolution of the popular motorcar that had been available since 1925. Countering criticisms of the original Phantom’s lack of lateral stability and heavy steering, Rolls- Royce redesigned the chassis for the Phantom II and in doing so, lowered the vehicle’s ride height by nearly nine inches. This was achieved through a new suspension layout consisting of semi-elliptical springs that were underslung in the rear. Further innovations could be found in the unification of the engine, clutch and gearbox into a single unit and the implementation of a synchromesh transmission for the first time in Rolls-Royce history.
This Car
Chassis 107TA was delivered new to Allweather Motor Bodies, Ltd in London on March 11, 1935, as a bare, long-wheelbase chassis. Allweather, a little-known coachbuilder, was a subsidiary of T.H. Gill & Sons formed in 1931. It actually outlived Gill proper, which closed down in 1935. Allweather continued doing specialized coachwork through 1939, though repairs and renovations were its main business.

Instructions were sent with the order to build a drop head coupe body as seen on the car today. It was to be equipped with six Dunlop Fort Silent Tread tires on later-specification 19″ Dunlop wire wheels in contrast to the 21″ wheels on earlier models.

Records show that the completed car was delivered to the first purchaser, A. Simpson, Esquire, of Hampstead, England, in May 1935.

The car owes its svelte appearance in part to the original order’s request for the top-center bonnet hinge to be 9″ longer than standard. This resulted in an especially attractive long, low bonnet line that in combination with the long 150″ wheelbase, extended hood with side louvers and low windscreen, is both elegant and sporting. In the August 2010 issue of Classic Lines (a publication of the South Florida region of the CCCA), the car was thusly described, “From any angle this is a beautiful masterpiece in metal. The use of the outer landau bars was passé but appropriate for this body design and the dual spare wheel and tire carrier give the impression of additional length.”

It is unknown how long 107TA remained with its first owner; but at some point, the car made its way to the US where, according to RROC records, it was owned by Louis V. Divore of Altadena, California, in 1949.

While in the possession of collector Robert Pass in 2009 the car was refitted with 19″ wheel discs, returning the Phantom II to its as-built configuration. The transmission, clutch and brake servo were also overhauled during his possession, and receipts are available for inspection. The car has been honored with awards at both the Meadow Brook Concours d’Elegance and the Pebble Beach Concours d’Elegance in 2010, assuring the new owner of the quality of the restoration. While in its current ownership, the classy Rolls-Royce has traveled the East Coast concours circuit, racking up impressive awards at the most pres- tigious events. In 2012 alone, 107TA was awarded Most Elegant European at the Mar-a- Lago Concours, Most Elegant Pre-war Open at the Boca Raton Concours and Most Elegant Open at the Greenwich Concours. Finished in a stunning black with black cabriolet roof, the car is elegantly appointed with red leather and copious amounts of wood trim throughout the sumptuous interior. In the trunk, one finds a well stocked tool tray, as only Rolls-Royce would have made.

Chassis 107TA is featured in Lawrence Dalton’s Those Elegant Rolls-Royce (published in 1967) wearing the proper wheel covers and blackwall tires as it was delivered.

Even at rest, the car appears to be in motion. The elegant styling and one-off coachwork in combination with an engine considered by collectors to be the most reliable of any in a pre-war car, makes this a wise choice for the discriminating enthusiast. Whether driven or shown at invited events and concours, the Rolls-Royce will no doubt continue to collect accolades and awards wherever it should appear. .

Pros: A very nice, pretty rolls.

Cons: Been on the market A LOT over the last year or two. A real frequent flyer, why ?

#68 – Rolls Royce Phantom II Brewster Henley Roadster 1931 #255AJS US$650,000+ My pick US$750,000 SOLD US$687,500

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r112&fc=0

1931 Rolls-Royce Springfield Phantom II Henley Roadster
by Brewster & Co.   
Chassis No. 255AJS
 
Engine No. E95B
 
 
Estimate:
$750,000-$950,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
120 bhp, 7,668 cc OHV six-cylinder engine, single updraft carburetor, four-speed manual gearbox with overdrive, front and rear semi-elliptic leaf springs, with live rear axle, and mechanical drum brakes with power assist. Wheelbase: 150″

• Numbers-matching original car with complete documented history
• Acclaimed as the most handsome Springfield Rolls-Royce design
• Specifically featured in significant Rolls-Royce reference books
• Single family ownership for the last 40 years
• Superbly rebuilt by Frank Cooke, of Brookline, Massachusetts

On October 18, 1919, Rolls-Royce of America was launched in Springfield, Massachusetts and produced 2,944 Silver Ghost and New Phantom cars between 1921 and 1931. When production of the Phantom II ended in England, Springfield was left with a sparse inventory of Phantom I’s and a few imported Phantom II’s, so the Derby factory completed a series of “Americanized” Phantom II chassis and sent them to Springfield.

The chassis numbers on these cars ended with either “AJS” or “AMS.” The “A” represented a car modified for the American market. The most obvious change was the conversion from right-hand to left-hand drive. An American-type central gearshift replaced the British-style side lever. The radiator shutters were thermostatically controlled to open or shut depending upon engine temperature, and manual control of extra cylinder lubrication was fitted for cold starts. Assuming Americans drove faster and more aggressively than the British, front and rear bumper supports, wider brake shoes, heavier rear brake drums, and higher gear ratios for high-speed touring were installed. These cars were manufactured and tested at Rolls-Royce Works in Derby, England, then shipped to U.S. Customs at the Port of New York. Rolls-Royce of America requested the Phantom II “A” chassis to be shipped without a tool kit, tires, horn, chassis lubrication fittings, spring gaiters, spark plugs, and hood locks, trimming Atlantic-crossing shipping costs. American-sourced parts were fitted after the chassis arrived.

Unlike its parent company, Rolls-Royce of America always advertised coachwork and could supply complete cars to its clients. Rolls-Royce Custom Coachwork, as it was known, is easily identified by a small plaque fitted to each car. All body builders for Rolls-Royce cars, whether in the U.S., England, or the Continent, supplied their designs to Rolls-Royce for approval. Once the body was fitted to the chassis, the coachbuilder returned the car to Rolls-Royce to be tested before final inspection and delivery. The Phantom II chassis presented an ideal canvas for designers—no longer were they challenged by the awkward, high cantilever spring rear suspension fitted to the Silver Ghost and the Phantom I. The Phantom II was instantly identifiable by its sweeping hood that measured half the length of the car. The Rolls-Royce “Spirit of Ecstasy” mascot graced the iconic radiator shell, set well back over the front axle.

The best-known body supplier for the American Rolls-Royce was Brewster & Company, located on Long Island, New York and founded in 1810. This American coachbuilder had facilities in England and won a Gold Medal at the 1878 Paris Exposition for a horse-drawn carriage. It built its first motor body in 1905 and in 1908, mounted a landaulette on a Silver Ghost chassis.

In 1925, Brewster was purchased by Rolls-Royce of America. In 1931, the firm began designing and fitting bodies to the left-hand drive Phantom II’s imported from England. For the last five years of Springfield production, nearly all Springfield Rolls’ were Brewster-bodied. These attractive cars were well-received from new, particularly the Henley roadster. The first owner of chassis 255AJS was a Mr. Walton, who was one of only nine clients to order the Henley roadster body. This example still retains its original engine and number, E95B, which makes it one of the few surviving original examples.

This particular car has a remarkable history and has been owned by the same family for the past 40 years. Anthony Preston, of Riverdale and North White Plains, New York, acquired the car in October of 1971. Presented in wonderful operating condition, it has been well-looked after and preserved since its complete mechanical restoration in 1978, by the legendary Frank Cooke, of Brookline, Massachusetts. To grasp the importance of this car’s restoration, it is important to have an understanding of Frank Cooke. A world-renowned expert in optical engineering and technology, he was part of the team that developed space optics for NASA on the Galileo probe and the Hubble telescope. To Rolls-Royce and Bentley enthusiasts, Frank Cooke was the man who could fix anything. For many years, he was technical director of the Rolls-Royce Owners’ Club and held numerous seminars, becoming famous for the cutaway engines and component parts he crafted for classroom exhibits.

Cooke turned his avocation into a vocation when he opened the Vintage Garage in Brookline. Any Rolls-Royce or Bentley owner from North America knew that even the most difficult problems could be solved by Cooke. He is particularly noted for fixing the Achilles heel of the Phantom II: the cam follower problem. When Mr. Preston took his Henley roadster to the Vintage Garage, his only instructions were to perform a thorough mechanical restoration. Frank Cooke and his team disassembled the engine, replacing the solid lifters with roller tappets, which was Mr. Cooke’s genius resolution of the infamous issue. He also installed an overdrive to facilitate driving at highway speeds. The sometimes-troublesome, original aluminum head was replaced with a perfectly machined cast-iron head, ensuring greater reliability. The original head has been retained and will be included in the sale. When 255AJS left the Vintage Garage, the odometer read 54,000 miles, yet it was in better-than-new condition. Since then, the car has been maintained properly and remains in good mechanical order, providing the Phantom II’s trademark smooth performance.

Mr. Preston passed away in 1985, and the car remained in the family’s possession, stored in a heated garage on jacks and kept dry until 2008, when his family had it mechanically re-commissioned. Since the Cooke refurbishment, only 800 miles have been added to the car, with the odometer reading 54,800. This Henley Roadster remains as handsome as it is reliable and is fitted with a split windshield and another 1930s icon: the rumble seat. Its period-correct paint scheme, in shades of brown and tan, was flawlessly executed in glossy lacquer by Gus Reuter, of the Bronx, New York, and has acquired the handsome, natural patina that only comes with an older restoration.

Some of the archival references to this car include the definitive work on Springfield-produced cars, Rolls-Royce in America, by John Webb deCampi, where it is pictured on page 129, plate number 265. Another respected publication, Those Elegant Rolls-Royce, by Lawrence Dalton, features this Henley on page 63, when it was displayed at the Pebble Beach Concours d’Elegance. It is again pictured on page 204 of The American Rolls-Royce, an important historical publication written by Arthur W. Soutter. The author was employed by Rolls-Royce of America as a tool designer shortly after the company was founded in 1919. He rose through the ranks and retired as general maintenance manager in 1934, when the company went into liquidation. His first-hand knowledge of the company and its cars, during its entire existence, defines this book as a valued reference. The fact that he featured this Henley is significant.

The provenance of 255AJS is verified by well-documented sources, which adds greatly to its value and collectability, and this history will be presented to the new owner. Also included in the sale is the original owner’s manual, the original “Spirit of Ecstasy” mascot plus a replica, tools, a driver-side spotlight, original wheel cover discs, front parking lights and a pair of side-mount tire covers, correct rearview mirrors, and a collection of magazines containing articles about this remarkable car. As an additional bit of fun, a 1931 Henley Roadster Radio Shack radio, cast from this car, is included in the sale. Due to the performing and styling characteristics afforded by its “Americanized” chassis, the Springfield Phantom II was an early favorite among Rolls-Royce collectors. These cars have always enjoyed a much stronger following than the British versions; they are sought by serious enthusiasts, and their steadily increasing values reflect their timeless appeal.

Pros: Good looking rolls, well worth the asking price. Very original and very rare

Cons: Nothing

#69 – Rolls-Royce Phantom I Derby Speedster 1928 #S185FR US$500,000+ My pick US$600,000 SOLD US$687,500

http://www.goodingco.com/car/1928-rolls-royce-phantom-i-derby-speedster

1928 Rolls-Royce Phantom I Derby Speedster
Coachwork by Brewster & Co.
CHASSIS NO. S185FR
ENGINE NO. 21858
*Please note that this car is titled by its engine number.

$500,000 – $650,000
Without Reserve
■One of the Most Beautiful Classic Rolls-Royce
■Exceptionally Sporting Brewster Coachwork
■One of Only Five Derby Speedsters Built
■Part of the Pettit Collection for 60 Years
■Original Chassis, Body and Engine
■Ideal Candidate for a Concours-Quality Restoration
■A Rare Opportunity for the Discerning Collector

7,668 CC OHV Inline 6-Cylinder Engine
Single Updraft Carburetor
95 BHP at 2,750 RPM
3-Speed Manual Gearbox
4-Wheel Servo-Assisted Drum Brakes
Solid Front Axle with Semi-Elliptical Leaf Springs
Live Rear Axle with Cantilever-Spring SuspensionThe Derby Speedster
Of the 20 body styles offered by Rolls-Royce of America, a select number of open styles stand out as being particularly attractive. One of the most appealing is the Derby Speedster, a beautifully tailored tourer immediately distinguished by its dashing, upswept rear fenders that recall the dramatic wings of pre-WWI race cars. Designed by John S. Inskip, the Derby Speedster successfully combines the most desirable elements of Brewster’s contemporary offerings, such as the striking polished-aluminum belt molding, folding windscreen and scalloped doors. In the words of noted Rolls-Royce authority John Webb de Campi, the Derby Speedsters were “perhaps the handsomest bodies ever put on a Rolls-Royce chassis.”
This Car
An undisputed trendsetter in the early days of car collecting, Mr. Pettit was among the first to recognize the timeless beauty and sporting elegance of the Derby Speedster. While others might have been satisfied with a standard Derby or even an Ascot, Mr. Pettit’s discerning tastes ensured that he settled for nothing less than the very best.

The Rolls-Royce Springfield Phantom presented here, S185FR, is one of the five original Derby Speedsters built by Brewster & Co., of which just four are known to still exist.

Chassis S185FR was completed at the Springfield, Massachusetts, Rolls-Royce works sometime between late 1928 and early 1929. It was fitted with engine number 21858, and then sent off to Brewster & Co. to be fitted with their desirable Derby Speedster coachwork. Most likely due to its staggering price, S185FR is believed to have remained unsold until 1932 when, according to records supplied by the Rolls-Royce Owners’ Club, the car was sold to Robert D. Lay of Chicago, Illinois.

Between 1949 and 1950, the Pettit family discovered the rare Rolls-Royce in Lake Wales, Florida. The owner, an Englishman with a hyphenated name – recorded as “Smith-Something” – was looking to sell the dashing Derby Speedster and Mr. Pettit immediately jumped at the opportunity to acquire it. After negotiating the purchase, Mr. Pettit, who was in the middle of a term at college, helped drive the Rolls-Royce on the 800-mile return journey to Virginia with his father.

Soon after its arrival in Virginia, the Derby Speedster was treated to a light restoration. As Mr. Pettit did not care for the car’s drab olive color, he refinished the bodywork in a darker shade of green and reupholstered the interior in tan vinyl.

Following restoration, the Derby Speedster made its concours debut at the 1961 RROC Meet in Luray. When Pettit’s Motoring Memories Museum hosted the 1966 RROC National Meet, the rare Springfield Phantom was one of the field’s standout entrants. Admired for its striking design and rarity, the Derby Speedster was one of few cars in the Pettit Collection depicted in a series of postcards distributed by the museum.

A credit to Mr. Pettit’s responsible stewardship over the past 60 years, this Derby Speedster remains a very correct and genuine example, complete with its original chassis, body and engine. Although the overall condition is in keeping with its aging 1950s restoration, this Rolls-Royce possesses a wonderful patina and character that are impossible to duplicate.

An ideal candidate for a high-quality restoration, S185FR possesses all the qualities that collectors seek in a classic Rolls-Royce: rarity, beauty, authenticity and desirable provenance. Furthermore, S185FR is prominently featured in a full-page introduction to the chapter entitled “Springfield New Phantom” in Bird and Hallows’ 1964 book The Rolls-Royce Motor Car. With its graceful lines, scalloped doors and signature upswept rear fenders, this splendid Springfield Phantom would be a spectacular addition to the finest concours and, if properly presented, ought to be a serious contender for major honors.

One of only four examples known to survive, the Derby Speedster carries tremendous cachet among connoisseurs and, for many, is the highly sought-after missing piece in an otherwise comprehensive collection of outstanding pre-war Rolls-Royce.

A star of the Pettit Collection, this Derby Speedster represents a once-in-a-lifetime opportunity for collectors who maintain a deep appreciation for the finest classic automobiles.

Pros: Very rare classic Rolls, excellent provenance

Cons: Nothing

#70 – Porsche 962 1987 #962-DR1 US$1.2 mil. + My pick US$1.2 million NOT SOLD

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r220&fc=0

1987 Porsche 962 IMSA Camel GT Racing Car   
Chassis No. 962DR1 (RLR 202)
 
 
Estimate:
$1,200,000-$1,600,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
Est. 700 bhp, single turbo, air-cooled 3.2-liter engine, five-speed manual gearbox, independent front suspension with wishbones and front and rear coil springs, four-wheel ventilated disc brakes, and rear-wheel drive with aluminum monocoque.

Please note that this vehicle will be sold on a Bill of Sale only.

• 1988 IMSA Camel GT Manufacturer’s Championship winner
• 1988 Porsche Cup North America winning car
• In excellent, fully and properly restored, regularly maintained condition

The Porsche 962

The saga of the Porsche 962 started out innocently enough, as Porsche wanted to adapt its 956 sports-racing prototype to racing in North America. Porsche’s new monocoque chassis layout and ground effect design had already conclusively demonstrated their effectiveness on the all-conquering 956 sports-racing prototypes, but the 962 took the model’s dominance to an entirely new level. When the 956 was developed in late-1981, Porsche’s intention was to campaign the car in both the World Sportscar Championship and the North American IMSA GTP Championship. However, IMSA GTP regulations differed from FISA’s Group C rules package, and as such, the 956 was banned from the American series primarily on the grounds of safety.

To make the 956 eligible under the IMSA regulations, Porsche extended the car’s wheelbase 2.4-inches at the front to make room for a pedal box, which would place the driver’s feet behind the theoretical front axle line. Additionally, a steel roll cage was integrated into the revised aluminum chassis. The new car was fitted with an air-cooled, 2.8-liter flat six-cylinder, which used a single KKK K36 turbocharger, as opposed to the twin K27s of the Group C 956.

The 962 made its IMSA debut at the 1984 Daytona 24 Hour and was immediately quick, qualifying on the pole. The following year, Porsche began to campaign the 962 in the World Sportscar Championship. Designating the Group C model the 962C, the factory and customer cars used four-valve, twin-turbo engines, in contrast to their IMSA GTP counterparts.
Almost immediately, customer teams took it upon themselves to further develop the 962. One of the more pronounced shortcomings of the standard 962 was the lack of stiffness in its aluminum chassis, which led some teams to design new chassis and simply purchase components from Porsche to complete their cars.

Among the most popular privately-built 962s were those from Kremer Racing, John Thompson for Brun Motorsport and Obermaier Racing, Nigel Stroud for Richard Lloyd Racing’s GTi Engineering, Vern Schuppan, Jim Chapman, FABCAR, and Holbert Racing.

The 962 engine packages were similarly developed over the years. Single-turbo, twin-turbo, air-cooled, water-cooled, air/air intercooled, air/water intercooled, two-valve, four-valve, 2.6-liter, 2.8-liter, 3.0-liter, and 3.2-liter engines, in various combinations, all appeared in the 962.

However, it was the results that spoke most loudly when it came to the 962 in motorsports, both on the continent and abroad. In North America, the 962 won the IMSA Camel GT Championship every year from 1985 to 1988. In Europe and Asia, the 962C won the World Sportscar Championship in both 1985 and 1986, the Interserie Championship from 1987 to 1992, all four years of the Supercup Series (1986 to 1989), and the All Japan Sports Prototype Championship from 1985 until 1989. In addition, the 962C won the 24 Hours of Le Mans in 1986, 1987, and 1994. With a competitive career lasting nearly a decade, the Porsche 962 has justifiably left its mark on endurance racing and remains one of the most successful sports racing prototypes in history.

Chassis no. 962 DR1(RLR 202)

For three years, from 1985 through 1987, the Porsche 962 dominated sports car racing in North America, winning three GTP Manufacturer’s Championships in a row. In 1988, however, rule changes quickly loosened Porsche’s stranglehold on the IMSA Camel GT Championship. New restrictor-plate rules greatly reduced the effectiveness of the 962’s turbocharged motor, as the limitations of its mechanically-controlled waste gates became painfully pronounced. Consequently, the 1988 season was quickly dominated by another turbocharged car, the
Electramotive Nissan ZX-T, which featured an electronically-controlled waste gate. With no development support from the Porsche factory, it was left to the ingenuity of the customer teams to defend the Manufacturer’s Championship.

Rob Dyson knew if he wanted to win a fourth consecutive North American Porsche Cup for Dyson Racing, he would need something completely new for the 1988 season. Dyson turned to Silverstone-based Richard Lloyd Racing/GTi Engineering for a solution. RLR’s re-engineered, Nigel Stroud-designed GTi 962 chassis were renowned throughout Europe for their superior aluminum composite honeycomb construction and state-of-the-art suspension and brake design. Dyson purchased RLR 202, the fifth of six GTi 962 chassis constructed, and commissioned FABCAR to further develop the car for IMSA sprint events. Upon completion, RLR 202 was renamed DR1 and subsequently sent out hunting.

When DR1 appeared at West Palm Beach for the fifth round of the Championship, it was the quickest of the 962s, finishing Third Overall. Throughout the remainder of the 1988 season, DR1 would take two more podiums, including Porsche’s final win of the season at San Antonio, where it broke Nissan’s eight race winning streak. As the points-leading 962 of the 1988 season, DR1 is largely credited with clinching Porsche’s final IMSA Manufacturer’s Championship, beating Nissan by one point. In addition, DR1 secured Dyson Racing’s fourth North American Porsche Cup and carried Price Cobb and James Weaver to Third and Fourth in the Driver’s Championship, behind Nissan’s Geoff Brabham and Jaguar’s John Nielsen. At the end of the 1988 season, Dyson retired DR1. The car was later campaigned in selected IMSA events during the 1990 and 1991 seasons. Some time later, DR1 was acquired by noted collector George Stauffer, who subsequently sold it to enthusiast and vintage racer Larry Wilson.

While owned by Mr. Wilson, DR1 was entered in several exhibition events, including Rennsport Reunion 11 (2004) and the Concours de Graylyn Car Festival (2006). The car was then sold to Rolex Sports Car Series driver Steve Goldin, who entered the car at Rennsport Reunion III (2007). DR1 has since been purchased by its current owner, who has continued to keep up its maintenance and care.

Since being retired from professional racing in 1991, DR1 has had no traumatic experiences on or off the track. More importantly, during its thirteen race career in the hands of, among others, Price Cobb, Rob Dyson, John Paul Jr., James Weaver, and Bill Adam, it never suffered any significant or irreparable damage. DR1 still retains its original RLR/GTi chassis.

Restored some years ago by Porsche specialist Paul Willison, DR1 has since been maintained by both Mr. Willison and specialists at SpeedWerks, in North Carolina. DR1 has recently undergone a thorough race preparation, at which time its single-turbo, air-cooled, 3.2-liter motor had its bearing seals, rings, and waste gates renewed, as well as having all four corners overhauled and a new fuel bag installed. As the car was constructed in 1988, it is eligible for all foreign and domestic IMSA GTP/Group C vintage events without restriction.

While the provenance of DR1 is exceptional, perhaps what is most significant about the car is that it is the last IMSA Championship winning Porsche 962. As such, it is truly a noteworthy example of the marque and worthy of placement in any important collection of Porsches or sports racing cars and would remain today a fearsome competitor in historic sports prototype racing.
962 DR1 Competition History

1988 IMSA Camel GT Championship
West Palm Beach – Price Cobb / James Weaver – 3rd
Lime Rock – Price Cobb / James Weaver – 6th
Mid-Ohio – Price Cobb / James Weaver – 4th
Watkins Glen – Price Cobb / James Weaver – DNF (Suspension)
Road America – Price Cobb / James Weaver – 3rd
Portland – Price Cobb / James Weaver – 5th
Sears Point – Price Cobb / James Weaver – 4th
San Antonio – Price Cobb / James Weaver – 1st
Columbus – Rob Dyson / Scott Pruett – 18th
Del Mar – Rob Dyson – DNF (Retired)

1990 IMSA Camel GT Championship
Daytona 24 Hour – Bill Adam / Richard Laporte – DNF (Engine)
Miami – Bill Adam / David Seabroke – 7th
Sebring 12 Hour – Bill Adam / Scott Harrington – DNF (Accident)

1991 IMSA Camel GT Championship
Sebring 12 Hour – James Weaver / John Paul Jr. – DNF (Suspension)

Pros: Good, highly successful Porsche 962, would make an excellent HSR racer

Cons: Very VERY powerful

#71 – Porsche 935 1977 #770911 My pick US$800,000 NOT SOLD @  US$700,000

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-134308&entryRow=114

Year 1977
Make Porsche
Model 935
VIN/SERIAL
9307700911

Lot S115 1977 Porsche 935
Factory Built Customer Car
Select Porsches from the Steve Goldin Collection ( More Lots  »)

Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 2:15PM 
     
  
HIGHLIGHTS

– 1 of 13 factory built cars in 1977 for Porsche racing customers
– Bob Akin Racing/Chares Mendez Racing Coca-Cola sponsored 935
– The original owner was Georg Loos, team owner of the famed GELO Racing “white door” Porsches
– Unique 935 factory built car carrying both factory chassis no. and Kremer chassis no. 009 0005
– Converted for the 1980 season by the Kremer Brothers to full K3 specs including famed K3 bodywork, twin turbo motor and upside down gearbox
– Many podium finishes with Shenken in 1977
– Winner of DRM Nuburgring Supersprints with driver Rolf Stommelen
– Campaigned in 1980 with the new K3 bodywork by Bob Akin
– Sponsored by Coca-Cola for the Daytona 24 Hour with drivers Roy Woods and Bobby Rahal
– 5th overall at Sebring
– 2nd overall at 1981 12 hours of Sebring
– Significant FIA, European and IMSA history
– Has been raced in vintage and HSR Thundersport events over the years
– Currently finished in Akin Coca-Cola livery
– 3.2L Porsche race motor with upside down gearbox DESCRIPTION
This Porsche 935, Chassis 930 770 0911, was one of thirteen factory built cars in 1977 for Porsche racing customers. The original owner was Georg Loos, team owner of the famed Gelo Racing “white door” Porsches.

A unique 935 that carries both its factory chassis number and a Kremer chassis number, 009 0005, it was converted for the 1980 season by the Kremer Brothers to full K3 specs including the famed K3 bodywork, a twin turbo engine and upside-down gear box.

Industrialist Georg Loos was the fiercest of the Porsche customer team owners in Europe. He had an ongoing rivalry with the other main customer team headed by the Kremer Brothers. One of three Loos team 935s competing in 1977 and a later addition to the team, it started its long and successful career in May 1977 at a DRM race (Deutsche Rennsport Meisterschaft or German Racing Championship) at the Nurburgring, finishing 4th with highly respected Tim Schenken driving. The car also ran at the 24 Hours of Le Mans, unfortunately retiring after 269 laps. Had the car been running at the finish that lap count would have been good enough for second place podium in the Group 5 class. The car had many podiums in 1977 with Schenken at the wheel, also winning the DRM Nurburgring Supersprints piloted by German ace Rolf Stommelen.

In 1978 the car was first raced by Mario Casoni, who drove it in two 6-hour races at Mugello and Dijon. It was then turned over to Mario Facetti after an accident in June at Misano left his 935 damaged. Facetti changed the engine to twin turbo configuration and the car raced under the famed Jolly Club banner for the rest of 1978, with wins in the Companato d’Italiano Silhouettes Group 5 and a 5th place finish at the Vallelunga 6 Hours.

In 1979 Chassis 930 770 0911 hit North America for the first time and announced its presence with authority with a scorching qualifying effort by Facetti that landed the Jolly Club Sportwagen-sponsored car on the pole for the Daytona 24 Hours. In the hands of drivers Carlo Facetti, Martino Finotto and the late Gianpiero Moretti, the Jolly Club entrant led the 24-hour event for a 164 laps when a mechanical failure unfortunately sidelined the car.

Facetti and Finotto returned to Europe to finish on the podium at the 6 hour race at Mugello before returning to North America. Now owned by Charles Mendez, the car would once again announce its presence with authority by winning the Paul Revere 250 on Independence Day at Daytona with Mendez and the great Hurley Haywood sharing driving duties. Mendez had two more podium finishes, at Road America and in the finale at Daytona with Brian Redman sharing the driver’s seat.

The car got the full Kremer Brothers treatment for the 1980 season with the new K3 bodywork and upside down gear box. Sponsored by Coca-Cola and Style Auto and driven by the popular and highly regarded Bob Akin, the newly configured 935 debuted at the Daytona 24 Hours with co-drivers Akin, Roy Woods and Bobby Rahal, scoring a DNF through mechanical failure. Sebring proved to be a more fortuitous outing with the newly badged 009 0005 finishing 5th overall. The car returned once again to Europe for the 24 Hours of Le Mans, now as Kremer 0005. Akin would share driving duties with Paul Miller and Ralph Kent-Cooke, but unfortunately an axle issue sidelined the car after 237 laps.

Roy Woods and Ralph Kent-Cooke campaigned the car in 1981 as one half of a two-car team, wearing number 90, its Style Auto livery of Blue with bright gold and chrome stripes replacing the popular Coca-Cola Red and White scheme. The car started the season strong with a 2nd overall at the 12 Hours of Sebring and a podium finish for driver Rahal at Road Atlanta. The 1981 season finished up strong at Riverside with Bob Garretson joining the team for a 4th overall.

In 1982 Cooke-Woods Racing took two K3 935s to the 24 Hours of Le Mans. Chassis 009 0005, now painted black, had an all-French drivers lineup of Dany Snobeck, Francois Servanin and Rene Metge. The trio performed brilliantly, finishing 5th overall and 2nd in the IMSA class. The only other race for 1982 was the Fuji 6 Hours Japan World Endurance Championship event, where Ralph Kent-Cooke and Jim Adams finished 7th.

This historically important 935 has since become a popular entrant in Vintage and HSR Thundersport events over the years. A restoration by at Renngruppe Motorsports returned the car to its Coca-Cola Red and White colors, after which it was awarded Best in Show at the Amelia Island Concours d’Elegance.

 Pros: Good Porsche 935 with excellent Factory and Kremer spec.’s

Cons: All there and ready for some use

#72 – Porsche 917/10 #917/10 – 002 1971 US$2.9 mil. + My pick US$2.5 million NOT SOLD US$2.75 mil.

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r197&fc=0

1971 Porsche 917/10 Spyder Can-Am Racing Car   
Chassis No. 917/10-002
 
 
Estimate:
$2,900,000-$3,500,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
5.0-liter flat 12-cylinder, air-cooled, four-speed transaxle, and multi-tubular space frame chassis with fiberglass reinforced plastic bodywork, and four-wheel disc brakes.

Please note that this vehicle will be sold on a Bill of Sale only.

• The ex-Jo Siffert privately raced 917 spyder
• Continuous known history with only five owners from new
• Former long-term ownership by Willi Kauhsen, including a highly successful Interserie racing career
• Fully restored to original Can-Am specifications
• One of the greatest sports racing cars ever built
• Extensive history file available for review
Collectors consider the 917 to be the most desirable Porsche race car ever built, commanding the very top prices in all market conditions for the past 20 years. The reason is readily apparent, as the 917 was the last step in a progression of the new era of Porsche racing cars that began with the 906 in 1966. The three-liter engined 908 won the World Championship in 1969, but Porsche feared it would never have enough horsepower to win overall honors at Le Mans. This feat was as important for Porsche as winning the World Championship against the Ford GT40s, Lola T70s, and the anticipated McLaren Group 4 Coupe.

When the FIA dropped the production requirement for Group 4 five-liter sports cars from 50 to 25, the Porsche factory saw its opportunity, and the 917 was born. Using the 908 chassis as a starting point, the 4.5-liter, 12-cylinder, aluminum-tube framed 917 was unveiled at the Geneva Auto Show in March 1969. By May 1, with 25 examples built, the FIA homologated the 917 as a Group 4 sports car.

Despite its awesome power output, the 917 was not an immediate success. The handling of this extraordinary racing car was enough to frighten most of the factory drivers, who much preferred to drive the less powerful 908. At Le Mans, in practice for 1969, the factory’s drivers reported that the car wandered across the track at its over 200 mph top speed, in spite of which, it nearly won the race on its first appearance there, so mighty was its performance and velocity.

Despite this, a short-tail coupe achieved the 917’s first victory at Zeltweg, Austria, in August, 1969. Over the winter, John Wyer’s JW racing team took over the running of the 917 from the factory and swiftly changed the rear bodywork to resemble that of the Lola T70 coupe, eliminating the bad handling at a stroke. In Wyer’s Gulf Oil-sponsored team’s hands, the 917 won the World Championship both in 1970 and 1971, before being outlawed in favor of three-liter cars once more. A 917K entered by the Porsche-Salzburg team produced Porsche’s first overall Le Mans victory. Over the two years, 917s won 15 of the 24 World Championship races they entered, 11 of them by the Gulf-Wyer cars.

When one examines the 917’s impressive string of victories, it becomes apparent that this dynamic competitor must be considered among the five most important sports racing cars in the world. The 917 won more races in the Manufacturers World Championship, Can-Am, and Interserie than any other two-seater race car ever built. Its victories can be counted at the Le Mans 24 Hours, Sebring 24 Hours, Daytona 12 Hours, 1000 Kilometres at Monza, Spa, and the Nürburgring. Simply name the track, the 917 was there and conquered it.

As is so often the case, the main purpose of investing millions in the development of the 917 was to win the 24 Hours of Le Mans. Additionally, Porsche would not be Porsche if they did not also focus on the prestigious American Can-Am race series. At the time, about half of the Porsche car production was sold in the United States, with more on the horizon. By 1969, Porsche had designed and tested the first open 917 cars for the Can-Am series, where the massively powerful race cars would need a driver with the endurance, grit, and talent to match—enter the very able Swiss driver Jo Siffert.

Sifffert was the most important race driver on the Porsche race team at that time. He had not only proven many times to be the fastest driver on the track, but also a very loyal driver to Porsche. Born in Fribourg, Switzerland, his racing career had begun with early success in motorcycling, before he eventually graduated to Formula One as a privateer in 1962 and later with the Swiss team Scuderia Filipinetti. By 1964, he was racing for Rob Walker, winning races and becoming an internationally known sensation, with his calculated driving style and trademark Swiss-cross helmet. In 1969, he raced as a semi-official Porsche entrant in the Can-Am series with the 917 PA (Porsche Audi). The following year marked his historic participation in the legendary Steve McQueen film Le Mans. The 1970 running of the Le Mans 24-Hour race simultaneously served as the setting for the filming of the movie, in which the Gulf-liveried Porsche 917 of main character Michael Delaney is actually piloted by Jo Siffert and Brian Redman. In fact, McQueen, a close friend of Siffert’s, modeled much of Delaney’s character on Siffert, supposedly right down to the driving suit and wristwatch.

Chassis 917/10-002

The following year, 1971, Jo Siffert took his Can-Am race participation a step further when he bought a specially built alloy chassis 917/10 Spyder. That specific car, chassis number 917/10-002, was completed in July of 1971 and is the highly desirable example offered here. Following its completion, it was tested for only 24 laps at the Can-Am course in Weissach and fitted with the 4.5-liter engine, with a weight recorded at 733 kg. By the next day, the car was on its way to Watkins Glen in the United States. There, the 917 would be freshly branded and born under the clever imagination of Siffert, who was not only a very competitive racer but also an astute businessman. The day before practice at Watkins Glen, he wrapped up a deal with STP as his main sponsor. The car was painted overnight from the standard delivery white to a special florescent red, with the large STP logo all over it. Rounding out the team and crew were two talented, young Swiss race mechanics, Edy Wyss and Hugo Schibler. Both of them had been involved with the construction of the car, which was completed in less than four weeks at Werk 1 in Zuffenhausen.

The race weekend at Watkins Glen took place from July 23–25, 1971 and offered a very interesting match-up between the 917K and the 917/10. Notably, an FIA World Manufacturers
Championship race that lasted for six hours was held at Watkins Glen on at the same weekend, with Siffert driving in both races, with both Porsche race cars. His best time in the 917K was 1.08.510, compared to 1.08.640 in the 917/10. This outright demonstrated that the barely sorted-out, brand new /10 was just as fast as the well-sorted factory-supported 917K. Perhaps most impressive, however, is the fact that Siffert finished Second in the FIA race, and a very respectable Third in the first Can-Am race for chassis 10-002.

After the race, the car and the crew remained stateside for the next several races, including the following events: Mid-Ohio (Second Place), Elkhart Lake (Second Place), Donnybrook (Fifth Place; ran out of fuel), Edmonton (Fourth Place), and Lacuna Secca (Fifth Place.) The final Can-Am overall classification for Siffert with the 917/10 was Fourth Overall, an exceptional accomplishment when one considers that he only competed in six out of the ten possible races with chassis 10-002. Sadly, in October of the same year, Jo Siffert died while racing in Formula One.

The 917/10 was then sold to Willi Kauhsen from Aachen, Germany. He knew Siffert very well and was an independent key test driver for the Porsche factory race team. He is most likely the world record holder for the most miles driven in any Porsche 917. Chassis 002 went back to the factory race department to be rebuilt and adopted for the European Interserie races. The Interserie was a European version of the Can-Am races and a replacement for the changed Manufacturers World Championship. Consequently, many 917 race cars ended up participating in the Interserie.

Willi Kauhsen was very successful with 002, dicing with Leo Kinnunen in a factory supported 917 and many ex-Can-Am cars, including McLarens, BRMs, and Lolas, all racing for the first time in Europe. After three races, Kauhsen had the car updated with a turbocharged engine to keep up with the competition. He entered nine races and took seven podium places and finished the 1972 series in Second Place Overall with 002. This was a very impressive achievement, indeed, and a fitting continuation of the car’s succesful pedigree.

Unfortunately, in September 1972, at Nürburgring, the car was damaged as the result of a blown tire. Mercifully, Kauhsen escaped the crash but suffered heavy burns. Nevertheless, he opted to keep the damaged race car, and it was stored for the next 25 years with Kauhsen’s brother.

In 1998, the 917/10 underwent a complete rebirth and was completely rebuilt by the very same individuals who were in charge of its original development at Porsche in the early-1970s. The completed project was observed and blessed by Porsche, as evidenced by a letter on file from Mr. Klaus Bishof, a longtime Porsche professional and current head of the Porsche Rolling Museum, who, in period, looked after chassis 002 for Mr. Kauhsen and concludes his correspondence with, “The vehicle is a definitive restoration of the 917/10 002 Can-Am Spyder. I was involved during the entire restoration and witnessed a profesional finish which is true to the original.” Please speak with an RM representative to review this letter.

Original drawings and chassis jigs that were onsite at Porsche AG were used for the reconstruction. The engine and gearbox, which are correct, original-type, period 917 units, were fully rebuilt by the famous 917 engine expert Gustav Nietsche. The body was built up to the Can-Am specifications of 1971 and painted in the unmistakable STP red livery.

Following its completion, Willi Kauhsen drove the fully restored and reconstructed race car in various demonstration events, such as Goodwood and the Oldtimer GP Nürburgring. Since its return to Germany in 2006, the car has resided with only its fifth owner since it was built.

The present owner has had the car maintained by marque specialists and occasionally participated with it in historic demonstration events. 10-002 is acompanied with numerous period photographs and documents, as it is well-documented in Porsche 917 Werksverzeichnis by Porsche engineer Walter Näher. Marco Marinello, a well-known 917 authority, had the recent opportunity to test drive the car on the track and can confirm that it drives without fault and, as expected, with a beautifully balanced, five-liter, normally aspirated engine and four-speed gearbox, which are set up perfectly for this car.

Today, the Porsche 917 remains one of the most desirable and important race cars in the collector car industry, with an enviable and downright awe-inspiring racing pedigree to its credit. Chassis number 10-002, with its unique period history, known ownership, short list of owners, and complete, professional rebuild, epitomizes the marque, the model, and the legendary driving feats of its first racing driver, Jo Siffert.

Pros: It is a very powerful 917 variant with good Siffert racing history

Cons: Is it actually original ?, it says conforms to the original spec. Neither a Turbo nor a Coupe.. Hmmm

#73 – Plymouth XNR 1960 #99999997 My pick US$1 million SOLD US $935,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r180&fc=0

1960 Plymouth XNR   
Chassis No. 9999997
 
 
Estimate:
Available Upon Request
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
250 bhp, 170 cu in (2,787 cc) OHV slant six-cylinder engine, four-barrel carburetor, three-speed manual gearbox, independent front suspension with torsion bars and tubular hydraulic shock absorbers, live rear axle with semi-elliptic rear springs and tubular hydraulic shock absorbers, and four-wheel hydraulic drum brakes. Wheelbase: 106.5″

• Stunning, asymmetrical, Virgil Exner design
• Motor Trend and Road & Track cover car; hand-built in steel at Carrozzeria Ghia
• An original, running and driving, perfectly roadworthy, dream car
• Formerly owned by the Shah of Iran, with fascinating history
• Recently completed, painstakingly accurate restoration
• 2011 Gran Turismo Award recipient at Pebble Beach
• Class Award at both Amelia Island and Pebble Beach
• One of five significant automobiles nominated for the 2011 International Historic Motoring Awards for “Restoration of the Year”

America’s unbridled postwar exuberance was inspired by jet aircraft and rockets, while “Dream Cars” sprouted tailfins and even vestigial wings. Chrysler Corporation emphasized engineering prowess over styling. Practical, staid, and slow, its Plymouth division competed head-to-head with Ford and Chevrolet.

“Every farmer in America heard of Plymouth binder twine,” Chairman Walter P. Chrysler reminded company President K.T. Keller when Plymouth was born. Conservative and eminently sensible, “Mister Keller” preferred tall, square-ish shapes. In marked contrast, GM’s lavish traveling Motorama shows and futuristic concept cars teased a postwar buying public that was impatient for more style.

When Chrysler’s sales stalled, Keller astutely hired a styling genius, Virgil Exner, and gave him a relatively free hand. Features from Exner’s stunning show cars morphed into Chrysler production cars. A sneak preview of the new 1957 Mopars literally sent Bill Mitchell’s stylists scurrying back to their drawing boards. Plymouth’s advertising crowed, “Suddenly It’s 1960!” With dramatic fins and powerful Fury engine options, the ex-wallflower was primed to pass Ford and Chevy. Could the next step be a sports car? The answer wasn’t long in coming.

A sports roadster required a short chassis. The unit-body Valiant compact, shared by Plymouth Valiant and Dodge Lancer, was the obvious platform. Its high-revving 170 CID I-6, canted over at a 30 degree angle, could be tuned for 250 bhp. Buoyed by accolades for his earlier “idea cars,” Exner and his team devised a radical roadster. Road & Track felt the XNR significant enough to feature it as the May cover car as well.

The XNR, named for the design chief himself, was built on a modified 106.5-inch Valiant chassis, with a dramatic, asymmetrical shape that polarized onlookers. A large, offset hood scoop led to an extended sculptured rise, which faired into the cowl and embraced a low, driver’s side curved windscreen, then flowed smoothly into a single offset tailfin. On the passenger side, a folding, Brooklands-style, flat windshield was accented by a snug-fitting, steel tonneau cover.

Virgil Exner Jr., later a successful designer himself, confirmed that his father had always wanted Chrysler to build a sporting two-seater. “He was a sports car enthusiast, and he yearned for an up-to-date personal roadster.” Inspired by a 1930s-era Studebaker two-man Indy car that he’d purchased when he worked in South Bend, “he wanted to do a modern version,” says Exner Jr.

Virgil Sr. was also inspired by then-contemporary Indy cars like the ‘lay-down’ Watson Offy. The newly developed, slant six was the perfect engine for that application. Exner Jr. said his father “…loved the Jaguar D-Type,” so he incorporated a similar vertical fin. Initial sketches were done from 1958–1959, followed by a 3/8ths-scale clay model. After its upper portion was removed, a modified Valiant chassis was shipped overseas to Turin, where Carrozzeria Ghia’s craftsmen followed Chrysler design drawings, built an armature, and then hand-formed the XNR body entirely of steel. It is an important fact that the body is formed completely of steel, not fiberglass, as this was a dramatic departure of typical concept car fabrication and confirmed that this car was built to drive.

The visually stunning 1960 XNR left the aging Corvette for dead. A bold, extended nose, framed with a thin chrome surround, outlined a solid aluminum grille with holes drilled for cooling, and incorporated a set of then-popular quad headlights. In back, a vertical strip emerged from the tall fin, flowed under the lower deck, and tee-ed into another thin blade, forming a bold cross that served as a bumper. The XNR’s radical rear dramatically emphasized its asymmetrical theme. An eight-page Plymouth XNR promotional brochure read, “Functional, beautiful, unprecedented: the entire design is concentrated around the driver.”

A slender reveal on each side was fronted by a small running light in an aircraft-inspired nacelle. Below the curved outline of a side fin, later adapted for the production Valiant’s rear quarters, was a fully radius-ed rear wheel opening. Fashionably thin whitewalls on 14-inch steel wheels were adorned with unique and very complex slotted hubcaps. Specifically cast headers direct exhaust to double external pipes on the left side, matching the powerful six cylinder with a distinctly raw sound.

Barely 43-inches high, the low-slung two-seater was 195.2-inches long and 71-inches wide. Exner believed its prominent fin, besides being a visual treat, helped high-speed stability. He wanted the XNR to be capable of exceeding 150 mph. Initial tests at Chrysler’s high-speed proving ground in Romeo, Michigan resulted in a 146 mph clocking. Aided by a streamlined fiberglass nose cone, designed by Dick Burke, eventually helped the XNR top 152 mph. Exner, who had hit 143 mph earlier, while testing his namesake roadster, was reportedly pleased.

A period newsreel, shown nationwide, filmed the XNR roadster circling Chrysler’s test track on a wintry day. The announcer hinted that the “idea car” might see production. The lone XNR was fully functional, with a black leather interior, twin bucket seats, deep door cavities with zipper pockets, and a stowage area for luggage. Its passenger seat was positioned four-inches lower than the driver’s, and there was a padded headrest for the driver. Full instrumentation included an 8,000 rpm tachometer, which incorporated a vacuum gauge. Mr. Exner had an affinity for photography and incorporated his personal hobby into the instruments. The dials have individual, inverted lenses that mimic camera optics, and as shown in the advertising brochure, the glove box doubled as a removable camera case. A floor-mounted shifter in MT’s words, “…completed the picture of a fast, functional, fun car.”

The one and only prototype XNR began its extraordinary odyssey. After the roadster made the rounds of the show-car circuit, it was sent back to Carrozzeria Ghia in Italy. “My dad wanted to buy it,” Exner Jr. says, “but if it had stayed in the U.S., it would have to have been destroyed.” Ghia sold it to a Swiss man, identified in many sources as either a businessman or a butcher, who in turn sold it to Mohammad Reza Pahlevi, a noted Persian car collector who just happened to be the Shah of Iran.

Some time later, the XNR was again sold, this time to a Kuwaiti gentleman named Anwar al Mulla, and a photograph of the car with al Mulla appeared in May 1969, in a National Geographic article describing the new affluence in Kuwait. Changing hands once again, the XNR made its way to Lebanon in the early-1970s, just prior to the Lebanese Civil War (1975–1991), and it was hidden away in an underground garage.

Enter Karim Edde, another Lebanese man who began collecting cars in 1977, when he was 15. Starting a car collection in the midst of a conflict was a brave endeavor. Karim, who inherited his automotive passion from his father, “was always searching for classic sports cars, which were difficult to spot as people didn’t drive them during the war.”

In the 1980s, Edde was paying Beiruti teenagers to “…go on their scooters to search the underground garages in the upscale areas—I was looking for Ferraris—and one day, they were all excited about a ‘weird’ car they’d found in a garage just 200 meters from my home. I recognized the XNR from a Swiss book I owned called Dream Cars.” He immediately bought it.

Despite the war in progress, the resourceful Mr. Edde was undaunted. “I hid the XNR in an underground warehouse,” he recalls, “that seemed safe at the time, but when the conflict became more global, I had to move it to a different location. In fact, the last two years of the war were so bad, I had to move the car many times to save it from destruction. We had no flat bed trucks, so we used long arm tow trucks to lift the car and put it on a truck and move it around. It was a delicate operation, but we had no choice, we had to move the car to safer locations. After the war ended, the car waited patiently for me to find a restorer that could bring back its past glory.”

Karim Edde spoke with many restorers. After visiting the RM Restoration facilities in Canada, he was convinced they were the right people for the job. “I sent them the XNR in 2008, they started working on it in March 2009, and finished it in March 2011, in time to be displayed at the Amelia Island Concours d’Elegance.”

Mario Van Raay, general manager of RM Restoration says, “When we received the XNR in 2008, the body shell was intact and, considering its history, in surprisingly good condition. Many original parts accompanied the XNR, but our greatest challenge was the re-creation of the missing components. Considering that this was a concept car, there was incredible attention to detail, right down to the fine leather interior, beautiful instrument cluster, and custom built hubcaps. Each hubcap was comprised of 35 individual metal pieces. We had to completely scratch-build those hubcaps. Because of the extensive information and many high quality photos available, we could not take any liberties when re-manufacturing all these components. They had to be exact.”

The power plant, a fittingly asymmetrical design, is a 170 CID, slant six engine equipped with the famous Hyperpak tuned ram intake, four-barrel carburetion, ported cylinder head, special cam, pistons, and twin-tuned exhausts. The same design built for the newly formed 1960 Daytona NASCAR compact class race program. This slant six went on to dominate the top seven places, subsequently cancelling the class due to lack of competition!

Van Raay and Karim Edde credit Virgil Exner Jr., who graciously provided them his father’s archive of the car. At the 2011 Pebble Beach Concours d’Elegance, Kazunori Yamauchi awarded the sleek XNR the coveted Gran Turismo Trophy. The XNR’s shape will be digitized and integrated in Sony Playstation’s Gran Turismo GT6. Later, Tonight Show host Jay Leno featured the XNR on Jay Leno’s Garage.

The XNR will be a welcome entrant to many concours events, evidenced by the numerous invitations Mr. Edde has received since bringing the XNR back to life.

An amazing story: although thought lost for good, after 50 years, the XNR returns to North America with a full account of its whereabouts and history. Lovingly restored to its past glory, the XNR once again reflects the epitome of styling freedom in an age where fierce competition dictated bold changes in design to attract the attention of the motoring public.

See the 1960 Plymouth XNR on Jay Leno’s Garage: http://bit.ly/NeDUBd.

Pros: Amazing 1 off, love it or hate it. Museum spec. car

Cons: What would you actually do with it

#74 – Maserati A6G/2000 Berlinetta Frua 1955 #2114 US$1.5 mil. + My pick US$2 million SOLD US$1.65 mil.

http://www.goodingco.com/car/1955-maserati-a6g54-coupe-frua

1955 Maserati A6G/2000 Berlinetta
Coachwork by Frua
CHASSIS NO. 2114
ENGINE NO. 2114/2 (see text)
*Please note that in addition to the final bid price and Buyer’s premium, the Buyer of this lot will be responsible for paying an additional 2.5% of the final bid price to cover duties paid on the import of the vehicle into the US.

$1,500,000 – $2,000,000
■An Exceptionally Rare Frua-Bodied A6G/2000 Berlinetta
■Glamorous Paris Show Car Pedigree
■Beautifully Executed Bill McGrath Restoration
■Presented in Outstanding Original Color Scheme
■Best in Class and Grand Prix at Salon Privé
■Successful Mille Miglia Storica Participant
■Part of the Jay Kay Collection Since 2003
■One of the Most Fascinating Italian Sports Cars of the 1950s

1,986 CC DOHC Twin-Plug Inline 6-Cylinder Engine
Three Weber 36 DO4 Carburetors
150 BHP at 6,000 RPM
4-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Independent Front Suspension with Wishbones, Coil Springs and Hydraulic Shock Absorbers
Live Rear Axle with Quarter-Elliptical Leaf Springs and Hydraulic Shock AbsorbersFrua’s A6G/2000
Given their immense popularity and profound success in motor racing, it’s hard to believe that only 60 Maserati A6G/2000s were produced between 1954 and 1957. Built in accordance with the firm’s well-established traditions, Maserati’s limited run of sports car chassis received coachwork from the finest Italian carrozzerie, including Allemano, Frua, Pinin Farina and Zagato. While each coachbuilder produced their own distinct and highly individual interpretation of the A6G/2000’s character, the Frua-bodied examples are perhaps the most daring, both in overall style and in fine detail.

In total, Carrozzeria Frua completed fewer than 20 bodies for Maserati’s A6G/2000 chassis, with production of spiders far outweighing that of berlinettas. Although the Frua spiders may garner greater recognition, the beautifully styled berlinettas were featured in Maserati’s official catalogue and offered a unique blend of sporting and grand touring characteristics. These exceptional sports cars were aimed at a clientele that demanded a closed car more dramatic than the Allemano Coupe and better appointed than the full-race Zagato Berlinetta.

A striking 1950s design and one of Pietro Frua’s most successful works, the A6G/2000 Berlinetta is notable for its stunning rear-quarter window treatment, graceful proportions and splendid handcrafted details. With its refined, high-quality chassis and elegant coachwork, the A6G/2000 Frua Berlinetta was an absolutely unique offering in its era.

Today, these rare Maseratis appear fresh, modern and utterly distinctive when compared to other two-liter Italian sports cars of the period. In 1955, they must have been a truly splendid sight.
This Car
Chassis 2114 was completed by Gilco – the company assembling bare chassis frames for Maserati and Ferrari – in mid-1955 and subsequently delivered to the Maserati works in Modena, Italy, where it was mated with the A6G/54’s beautiful twin-plug, dual overhead camshaft engine. According to facsimiles of the original factory build sheets, 2114 was equipped with the finest Italian high-performance accessories, including Marelli coils, Weber carburetors, outside-lace Ruote Borrani wire wheels, Abarth exhaust and the latest Pirelli Stelvio tires.

Maserati then delivered the completed chassis of 2114 to Carrozzeria Frua in Torino. Frua, who had produced outstanding coachwork for Maserati chassis since 1950, reached his zenith as a coachbuilder with his exquisite, well-balanced designs for the A6G/2000. Unlike Zagato and Allemano, who only built closed bodies for the A6G/2000 chassis, Frua fashioned both spiders and berlinettas. In total, it is believed that just four Frua berlinettas in this style were completed; yet because of subtle variations in detail and trim, each body was essentially a one-off design.

Once the aluminum coachwork was hammered into form, the exterior was finished in black and the interior upholstered in rich nocciola (hazel) leather. A lovely example of mid-century Italian style, the Frua bodywork incorporated the most fashionable continental accessories of the day, from a Smiths heater to Jaeger instruments and Cibie headlights.

On November 6, 1955, 2114 made its public debut at the 42nd Annual Paris Auto Salon, held at the magnificent Grand Palais des Champs- Elysées. On Maserati’s Paris show stand, the black Frua Berlinetta was displayed alongside two other A6G/2000s, 2113 (Zagato Berlinetta) and 2111 (Allemano Coupe), both of which were painted gray.

Having completed its show-car duties, the A6G/2000 returned to Maserati, where it was prepared for delivery to its first owner. On December 9, 1955, the Frua Berlinetta was invoiced to official Maserati importer Simone & Thepenier at Garage Mirabeau in Paris. By year’s end, Garage Mirabeau sold the exclusive Maserati to its first owner, Grueder Setbon. The glamorous two-place sports car was certainly cherished by M. Setbon and it remained with the family for approximately 25 years, transferring into the ownership of his son André in 1975.

In 1980, Italian car dealer Richard Crump was able to purchase the Maserati from the Setbon family. Four years later, the Frua Berlinetta was sold to Anthony MacLean, a Swiss collector with a passion for Italian sports cars, particularly coachbuilt Maseratis and Lancias. Shortly after acquiring the Maserati, Mr. MacLean commissioned Italian specialist Bossato to perform a comprehensive mechanical rebuild. During the course of this work, Rudy Pas of Classic Car Associates presented Mr. MacLean with the opportunity to acquire an A6GCS Maserati. As a result, 2114 was traded to Mr. Pas as a partial exchange against the sports racer and the proposed restoration work remained at a standstill.

For more than a decade, 2114 remained in static storage awaiting an appreciative new owner. In 1999, UK collector Andrew Green was made aware of the Frua-bodied Maserati and sent an agent to Ghent, Belgium, to perform a thorough inspection. While in need of attention, the A6G/2000 was found to be fundamentally sound and recommended as an excellent candidate for a ground-up restoration.

Between 2000 and 2002, the Frua Berlinetta underwent a painstaking restoration overseen by Andy Heywood of Bill McGrath Maserati in Hertfordshire, England. Throughout the process, a concerted effort was made to restore the car in a responsible fashion, remaining faithful to the original techniques of construction.

When the Maserati entered McGrath’s workshop, it displayed just 23,000 km. Over the years, the coachwork had been repainted red, the interior re-trimmed and the grille modified. When the red paint was stripped away, a single layer of black was revealed, indicating that the Frua coachwork had been refinished only once in its 45 years.

Once completely disassembled, the Maserati was entrusted to Jim Henshaw in Hereford, England, for panel repair and paintwork. Though the aluminum panels were fundamentally sound, electrolytic corrosion and minor damage necessitated some repairs. While this work was being completed, the distinctive eggcrate grille, which had been removed many years earlier, was meticulously reconstructed using the remaining original slats. From the existing pattern, Henshaw carefully fabricated the original shapes and remade the entire assembly in brass. This process alone consumed five weeks of diligent effort. Once prepared for paint, the chassis was refinished with the correct brush-painted black underseal and the coachwork painted in black cellulose for a deep glass-like finish.

With cosmetic work well underway, attention was turned to a mechanical rebuild. As the owner
intended to participate in tours and rallies, the rebuild incorporated a number of subtle improvements to ensure reliable performance and increased flexibility. With this use in mind, McGrath Maserati installed a new crankshaft and connecting rods along with custom-made valve guides and re-profiled camshafts. Weber specialist Norman Seaney was enlisted to rebuild the original 36 DO4 carburetors, cast new choke levers and machine new jets for smooth, consistent operation. As the engine block – presumed to be an original factory replacement unit – did not display a serial number, the owner requested that it be stamped 2114/2.

The exacting two-year restoration effort culminated with the Frua-bodied A6G/2000 winning a well-deserved First Prize at the Maserati Club Annual Concours d’Elegance at Stanford Hall on May 26, 2002. In 2003, the A6G/2000 was displayed at Goodwood and at the Maserati Club UK’s exhibition at the Classic Car Show at Birmingham’s NEC, where it was awarded the Special Prize.

Later that year, the award-winning Maserati was sold to famed Jamiroquai frontman and passionate car enthusiast Jason “Jay” Kay. Attracted to the A6G/2000’s exotic engineering and sublime mid-century styling, Mr. Kay was thrilled to have the rare Maserati join his stable of fine Italian sports cars. Unlike many collectors who rarely use or display their prized automobiles, Mr. Kay is a firm believer in driving all the cars in his collection and participating in the classic car hobby.

A testament to his tremendous enthusiasm for this wonderful Maserati, Mr. Kay has shown the A6G/2000 at the Louis Vuitton Classic Concours at Waddesdon Manor and the Salon Privé Concours d’Elegance at the Hurlingham Club in London, one of the UK’s most prestigious classic car gatherings. Impressively, the Maserati’s display at Salon Privé resulted in Best in Class and Grand Prix honors. Beyond its successful showings, the stunning black Maserati has been featured in Octane magazine and, most recently, competed in the 2010 Mille Miglia Storica.

Not only has this splendid Maserati received a number of prestigious concours awards and participated in the most exclusive classic car rallies, it is accompanied by a documentation file that supports its fascinating history and noteworthy pedigree. Offered with copies of the original Maserati build sheet, a comprehensive restoration file, registration records, a driver’s handbook and a FIVA carte d’identité, this A6G/2000 is impressively documented and primed for new adventures.

The Maserati A6G/2000 – one of the marque’s greatest achievements – is among the most enjoyable Italian sports cars of the 1950s and an ideal entrant for the finest driving events and concours. Due to their exceptional style, terrific dynamic qualities and mechanical sophistication, these fashionable Maseratis have long been the preferred choice of sports car connoisseurs and represent tremendous value when compared to similarly exclusive offerings from Ferrari, Mercedes-Benz and Porsche.

With its incredibly rare Frua coachwork, Paris show car pedigree, award-winning restoration and connection to one of the great contemporary car collectors, 2114 stands as a significant example of the marvelous A6G/2000.

Pros: Good car, superb looking.

Cons: provenance, already been shown

#75 – Lamborghini Miura SV 1972 #5048 US$1.2 mil. + My pick US$1.5 million SOLD US$1.375 mil.

http://www.goodingco.com/car/1972-lamborghini-miura-p400-sv

1972 Lamborghini Miura P400 SV
Coachwork by Bertone
CHASSIS NO. 5048
ENGINE NO. 30735
Body No. 835
$1,200,000 – $1,500,000
■An Exceptional Example of Lamborghini’s Groundbreaking Supercar
■One of Only 150 Factory-Built SVs
■Ultra-Desirable European-Spec Miura with Split Sump and Air-Conditioning
■Matching-Numbers Engine and Body Panels
■Fantastic Original Color Scheme with Rare Cloth Seat Inserts
■Well-Documented History and Ownership Chain
■Extensive £130,000 Restoration and Service Recently Completed by JD Classics
■Offered with Books, Tool Kit and Restoration Records
■An Exciting Opportunity for Discerning Collectors

3,929 CC DOHC 60 ̊ Alloy V-12 Engine
Four Weber 40 IDL 3C Triple-Choke Carburetors
385 BHP at 7,850 RPM
5-Speed Manual Transaxle
4-Wheel Vented Girling Disc Brakes
4-Wheel Independent Wishbone Suspension with Coil Springs, Tubular Shock Absorbers and Anti-Roll BarsThis Car
At the Geneva Auto Salon in March 1971, Lamborghini unveiled the Miura P400 SV, the ultimate evolution of its awe-inspiring, technically advanced supercar. Outwardly distinguished by flared rear fenders, wider wheels and the absence of headlight “eyelashes,” the SV’s most important features were to be found beneath the chic Bertone bodywork.

Not only did the SV benefit from a reinforced chassis and redesigned rear suspension, subtle engine revisions increased peak power to 385 bhp at 7,850 rpm. As a result of this development, the latest Miura was a significantly faster and more composed machine than its predecessors and its aggressive styling and exclusivity immediately set it apart from every other car on the road.

In late 1971, Lamborghini introduced further improvements to the sophisticated SV, most notably the separation of engine and gearbox oils through the advent of a split-sump system. Of the 150 SVs built, it is thought that only 96 examples left the factory with this significant upgrade.

According to factory records, this P400 SV, chassis 5048, was completed on June 10,1972, making it one of the last 30 Miuras built and one of only 76 examples completed during the final year of production. This remarkable distinction is further supported by an analysis of production and engine numbers (735 and 30735 respectively), which are both found at the very end of their respective sequences.

As documented by Bertone records, chassis 5048 was assigned body number 835 and finished in Giallo Flay (Fly Yellow, Bertone paint ref. 2-469.100) with black upholstery and beige cloth seat inserts. As such, 5048 was one of only 19 SVs finished in Fly Yellow and one of only a limited number – perhaps as few as five – specified with the distinctive contrasting seat inserts, which lend the interior a charming, period-appropriate character. In addition to its desirable color scheme and split- sump configuration, this late-production SV was generously optioned with air-conditioning and a Voxson stereo radio with eight-track player.

Upon completion, 5048 was invoiced to Fischer Schulze, making it one of only 20 SVs originally delivered to Germany. In its earliest years, the SV remained in Continental Europe before relocating to the UK between the late 1970s and early 1980s.

In 1983, New York collector Stan Zagorski acquired the SV, seeing the late-production split-sump car as an ideal replacement for his standard P400. In a recent conversation with the current owner, Mr. Zagorski recalled his excitement when the Miura first arrived at JFK International Airport. As the car retained its British registration plates, Mr. Zagorski felt comfortable driving the newly acquired SV to his home some 200 miles away. Apparently, the Fly Yellow SV attracted so much attention and admiration that a police escort was required so that Mr. Zagorski could safely navigate through New York City traffic.

After a brief period in Mr. Zagorski’s collection, Len Renwick of Fullerton, California, acquired the SV for his growing stable of classic cars. As was the case with the previous owner, Mr. Renwick was looking to upgrade from his P400 and experience the ultimate development of Lamborghini’s Miura. Once the SV arrived in California, Mr. Renwick performed a refurbishment that included rebuilding the original engine and refinishing the coachwork in red with gold rocker panels and matching wheels.

The Miura remained in Mr. Renwick’s care until 1990, when it was sold to Tomohiro Utski of Kanagawa, Japan. For the next 17 years, 5048 remained in Japan and was driven sparingly. In 2007, SPS Automotive of Hong Kong purchased the Miura and eventually sold it to the current caretaker, an English collector living in Western Australia. Before finalizing the purchase, the current owner had a knowledgeable Miura specialist perform a detailed inspection of 5048 and was pleased to discover that the original Bertone body number, 835, was hand stamped on each of the panels.

In the care of the current owner, the Miura has benefitted from a great deal of recent work, including a comprehensive cosmetic restoration and a thorough mechanical service undertaken by leading UK specialist JD Classics. This process, performed to the highest standards and with great attention to detail, has returned 5048 to its sensational, as-delivered appearance and has ensured that this important Lamborghini is ready to be used and enjoyed, as an SV should.

The extensive restoration effort included a full bare-metal repaint in the original Giallo Flay, trimming the seats with the correct beige cloth inserts, servicing the engine and gearbox, rebuilding the quartet of Weber carburetors, refinishing the rocker panels and wheels in the original silver color, charging the air-conditioning system and checking over and refurbishing all the various mechanical components from stem to stern. A final but important detail, JD Classics managed to source and fit one of the very first sets of the recently re-released Pirelli CN12 tires, giving the Miura an ideal, period-correct stance.

Accompanying the car’s history file are detailed photos and invoices that outline the full extent of the work undertaken and confirm that approximately £130,000 has been lavished on the SV within the past year.

Although the high-quality restoration work has certainly enhanced the overall presentation of 5048, it has not disturbed this car’s tremendous integrity and original character. Impressively, much of the interior is original and displays few signs of use. The dashboard, carpeting, floor mats, shift knob, steering wheel and door panels are all as they left the factory and remain in outstanding condition. A delightful period touch, the original factory-fitted Voxson eight-track is still in place, as is the original and highly desirable air-conditioning system. Even subtle external and chassis fittings, from the rare Carello headlight and indicator lenses to the original Fiaam air horns, are present and correct. As these wonderful details are so often lost in a restored car, it is most impressive not only that they have survived, but that they remain in such excellent condition.

Not only is this Lamborghini exceptionally original and meticulously prepared, it is also offered with rare accompanying accessories and important documentation. Most notably, the sale of 5048 includes a complete original SV tool kit in its original pouch, full set of original handbooks, a super-rare 1972 sales brochure, a set of rare individual 1972 model lineup cards and the emergency window winder still wrapped in plastic. Extremely rare and difficult to source, these various items complete the outstanding presentation of this SV and serve to further separate it from lesser examples.

Beyond the important inclusion of books, literature and tools, 5048 is accompanied by an impressive history file that contains numerous period articles and road tests, a Miura specification brochure, two Miura books (Coltrin and Sackey), various correspondence and transportation documents, as well as complete invoices, photos and records from JD Classics.

Of the 96 split-sump Miura SVs, 5048 stands as one of the most desirable examples due to its European-spec, left-hand-drive configuration, factory-delivered air-conditioning, outstanding original livery, full complement of accessories and unusually genuine character. Thanks to the recent restoration work, this Miura is in absolutely splendid condition throughout and the attention to detail is of the highest caliber, consistent with the quality and reputation of JD Classics’ outstanding work.

One of the most beautiful and influential sports cars ever built, Lamborghini’s trendsetting Miura has developed a revered stature and a well-established community of admirers. More so than ever before, these groundbreaking supercars are being sought after for the world’s finest automobile collections and are desired entrants at the most prestigious concours and driving events. Furthermore, with 2012 representing the 100th anniversary of Carrozzeria Bertone, there could be no better way to celebrate this momentous occasion than to acquire a superb example of what is widely regarded as their finest achievement, consistently voted the most beautiful car in the world.

For those who demand only the very best, this ultimate specification Miura SV represents an exceptionally rare and exciting opportunity. .

Pros: Great looking, very correct Miura in desirable SV Spec.

Cons: The chance it will self – immoliate LOL

#76 – Ferrari 275 GTB/4 1967 #9513 US$1.2 mil. + US$1.5 million SOLD US$1.485 mil.

 

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r143&fc=0

1967 Ferrari 275 GTB/4 Berlinetta   
Chassis No. 09523  
Engine No. 09523
 
 
Estimate:
$1,200,000-$1,600,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
300 bhp 3,286 cc dual overhead cam V-12 engine, six Weber carburetors, five-speed manual rear-mounted transaxle, four-wheel upper and lower wishbone coil spring independent suspension, four-wheel disc brakes, and tubular steel frame. Wheelbase: 94.5″

• Fully sorted and freshened in 2012
• Pending Ferrari Classiche certification
• Ferrari’s first dual overhead cam road car
• Maranello’s most revered late-1960s V-12 berlinetta

In late-1966, Ferrari used the Paris Motor Show to debut the latest development of its 275 GTB, the V-12 berlinetta that had been introduced to replace the long-running 250 series just two years earlier. With the addition of a second overhead camshaft to each cylinder bank, Ferrari squeezed one final iteration out of the venerable 60 degree Colombo short-block motor that had powered the 250 and early 275 models, in the process creating the first dual overhead-cam engine ever used in a Ferrari road car. Equipped standard with six Weber carburetors, previously just an option on the single-cam motor, the new engine configuration distinguished itself by developing 20 horsepower more than the unit on which it was based.

The newly christened 275 GTB/4, aptly named for its four-cam valve actuation, did not visually compromise any aspects of the prior 275 GTB’s beautiful Pininfarina body design, adding only a sporty raised hood bulge to accommodate the revised engine’s additional hardware. Increasingly deemed by many Ferrari collectors to be the best looking and performing variant of the late-1960s V-12 berlinetta, the 275 GTB/4 was produced in a sparing quantity of approximately just 330 examples. The model’s rarity, ever rewarding performance characteristics, and classic good looks have made it one of the most celebrated grand touring Ferraris of all time.

This stunning early European-specification 275 GTB/4 features its original matching-numbers mechanical components, as well as overwhelming authenticity, care of a recent freshening. With a certificate of origin issued on March 21, 1967, the car was sold through Motor SpA, the official Ferrari dealer in Rome, on April 11, 1967. Purchased by an Italian construction company called SACEA S.r.l., the Societa Asfalti Costruzioni Edili e Affini, 09523 was domiciled at a Rome address and serviced twice over the next nine months by the factory’s Assistenza Clienti in Modena.

On June 5, 1971, 09523 was sold by SACEA S.r.L. to its second owner of record, Maurizio Luciani, also of Rome. It is safe to assume that this 275 GTB/4 continued to present beautifully and maintain its considerable cachet, as six months later, Mr. Luciani sold the car for one million Italian lire to Gian Paolo Sghedoni, a resident of Modena. In 1972, 09523 was exported to the United States, and three years later, it came into the care of Anthony Thompson, of Pacific Palisades, California. Reported to still exhibit “concours condition” through the mid-1970s, this car was, by 1977, bought by Tony Seiniger, of Los Angeles, who registered his acquisition with the Ferrari Owner’s Club of America. Not long after this, the Ferrari berlinetta was sold to Jake Weaver Jr., of Jackson, Mississippi.

Several years later, 09523 emerged in Bel Air, Maryland, with noted Ferrari collector Ron Spangler at his Prancing Horse Farm. As a senior judge for the FCA who has owned over 100 collectable Ferraris during decades of dedication to the hobby, Mr. Spangler has established a strong reputation among marque enthusiasts, and his attention to the car suggests that it has benefited from the highest level of care.

In 1995, this beautiful grand touring Ferrari was purchased by its current owner, an Alabama-based collector who was struck by the car’s ideally preserved condition and desirable history of mild use. The consignor did, however, judge the aging restoration to require some degree of cosmetic attention. Long an admirer of the 275 GTB examples painted in the Ferrari color of Blue Sera, the consignor had 09523 expertly re-painted in a deep finish of the lovely Maranello hue. Since this beautiful cosmetic work was completed, the consignor has fastidiously stored the car in a climate-controlled garage without once exposing it to rain; thus, optimally preserving the ravishing finish. Also maintained in-house, as needed, over the last 15 years by Rick Parent, formerly of Specialized Fab and John Collins Restorations, 09523 has incurred only a few hundred miles of use during its current ownership.

In preparation for its offering, this car has recently been comprehensively evaluated and sorted by European sports car specialist Ned Gallaher, of Gallaher Restorations in Landrum, South Carolina. Well-known in the southeastern United States, Mr. Gallaher has been restoring collector cars since 1983, and his work has not only earned class awards at the Amelia Island Concours d’Elegance, but he is the official mechanic of the annual Cobra tours organized by renowned automotive author Tom Cotter. Primarily, Mr. Gallaher tested the motor to confirm that it still developed proper compression, assuring that the original V-12 continues to pull strongly with characteristic torque. Attesting that this 275 GTB is one of the very nicest he has seen, Mr. Gallaher further assures that the original gearbox continues to shift properly, with crisp and clean gear changes. Addressing the car’s very few minor needs, Mr. Gallaher replaced the brake lines and master cylinder to guarantee faultless stopping power and installed a brand new, correct Ansa exhaust system.

09523 is perfectly positioned for a run at awards on the FCA show circuit, including the prestigious Cavallino Classic. With applications for Ferrari Classiche factory certification currently pending, 09523’s next owner can likely look forward to Maranello’s endorsement of authenticity for the carefully freshened and stunningly presented 275 berlinetta. Please note that the correct wheel spinners and owner’s manual with leather pouch will be included at the time of sale.

This 275 GTB/4 beacons its next caretaker to bask in the glory of prodigious V-12 acceleration and its melodious engine note, as well as the wonderful handling for which the underlying chassis type 596 has long been noted. 90523 is a remarkably fresh, authentic, low mileage example of one of Maranello’s most revered models, which will surely capture the attention of the Cavallino faithful.

Pros: Good 1960’s supercar in excellent condition

Cons: Not rare, are 275 GTB’s over priced ?

#77 – Ferrari 275 GTB 1965 #6681 Est. US$800,000+ My pick US$1 million SOLD US$1.182 mil.

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r109&fc=0
1965 Ferrari 275 GTB
by Carrozzeria Scaglietti   
Chassis No. 06681
 
Engine No. 06881
 
 
Estimate:
$950,000-$1,150,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
280 bhp 3,286 cc overhead cam V-12 engine, triple 40DCZ/6 Weber carburetors, five-speed manual rear-mounted transaxle, four-wheel upper and lower wishbone coil spring independent suspension, and four-wheel disc brakes. Wheelbase: 94.5″

• One of only about 250 short-nose examples produced
• Ferrari Classiche certification; matching-numbers
• Platinum Award winner at Cavallino Classic
• Comprehensive restoration and well-maintained since

By 1963, it had become increasingly apparent to Ferrari’s engineering team that the long-running and highly successful 250 GT series of road cars had reached the end of its development potential. Despite the fact that Ferrari was slowly drifting towards a more luxurious base V-12 car, the company still wanted to maintain its fine tradition of dual-purpose sports/racing cars, which had cemented its considerable sporting reputation. Renowned British racer Michael Parkes, at the time a Maranello Works driver, participated in considerable testing and proved to develop a replacement model for the 250 GT platform, one that ultimately drew considerably from the 250 GTO, with its long front hood and short rear deck. The resulting 275 GTB, or Gran Turismo Berlinetta, debuted to great acclaim at the 1964 Paris Motor Show, appearing in tandem with a companion open-top spider version.

While the elegant 275 GTS Spider was constructed by Pininfarina, with a design brief stressing comfort and luxury, the 275 GTB Berlinetta retained the more sporting characteristics of prior Ferrari sports/racers, and it was built by Scaglietti. Technically, the 275 featured the final development of the classic single-overhead cam Colombo short-block design, which was now enlarged to displace 3,286 cubic centimeters. Optimal weight balance was achieved by mounting the gearbox directly to the rear axle, a rear transaxle design that would become a standard practice in many ensuing Ferrari road cars. The 275 is also notable as the first Ferrari for the street to feature an independent suspension on all four wheels, an innovation that eventually took hold across automobile manufacturing.

A year after the 275 GTB’s 1964 debut, a second series was unveiled that featured a longer nose, a modification intended to aid aerodynamic downforce at high speeds. Despite the technical improvements, many enthusiasts prefer the first-series cars’ proportions and purity of design, and early short-nose Series I examples remain the rarest of all iterations of the 275 GTB non-competition cars, with only approximately 250 examples built.

This beautifully restored and highly awarded example of the early short-nose 275 GTB ably testifies to the brilliance of the revered Ferrari berlinetta. According to the research of marque historian Marcel Massini, this car’s chassis was sent to Scaglietti in Modena for bodywork on October 20, 1964, while its V-12 engine completed assembly on December 17. Within a matter of months, the car was completed and outfitted as an American example with instruments in miles and was further equipped with Borrani wire wheels, three Weber carburetors, and a Cologne radio. Delivered new to Navy Auto in the United States by the spring of 1965, this 275 GTB was initially retailed to an owner named Coughlin.

In 1972, this Ferrari was acquired by Richard L. Haskell, of Minneapolis, Minnesota. Mr. Haskell obviously cared a great deal for the beautiful berlinetta, as he retained possession for close to twenty years. At the time of his purchase, the car displayed only 22,000 original kilometers, a figure that had grown to just 31,472 miles by 1985, following six years of consigned storage at the renowned FAF Motorcars in Tucker, Georgia. When offered for sale four years later, the 275 GTB still showed only 32,000 original miles.

By October 1994, the car had come into the care of Gary A. Stewart, of York, Pennsylvania. Still displaying just 33,000 miles, this 275 GTB had recently enjoyed a fresh repaint and detailing by Shelton Ferrari, of Ft. Lauderdale, Florida. Records indicate that Mr. Stewart undertook some additional restorative measures before selling the car in the late-1990s to Stephen Bartkiw, of Ocean Ridge, Florida. Mr. Bartkiw quickly returned the car to Shelton Ferrari for a comprehensive restoration that refreshed every mechanical and cosmetic aspect of the car. The strength of this work was amply demonstrated in January 2004 at the 13th annual Palm Beach Cavallino Classic when the 275 GTB won a Platinum Award and the Coppa Bella Macchina Award, both arguably two of the most desirable and coveted awards presented by the FCA. A year later, presented again at Cavallino, the car reprised its performance by earning the same awards again.

Acquired by the current owner in 2009, the car was submitted for Ferrari Classiche authentication a year later, a distinction of provenance that the factory unwaveringly confirmed with the issuance of the desirable paperwork. Through the later years of Mr. Bartkiw’s ownership, as well as during the entirety of current ownership, this Ferrari has been expertly maintained and serviced, as needed, by Greg Jones, a well-respected and knowledgeable mechanic within the Ferrari collectors’ niche who has also served as an FCA judge. Mr. Jones’ consistent expert attention to the car over the last eight years has doubtlessly contributed to its superb mechanical condition and stunning cosmetic appearance.

Still possessing its original V-12 drivetrain, and unerringly restored in its original color livery, this fantastic early 275 GTB is a strikingly original, low-mile example that should appeal to the true Ferrari connoisseur in search of a sparingly used and exceptionally maintained benchmark short-nose 275. The breathtaking berlinetta is accompanied by a complete original toolkit, owner’s manuals, service records dating to 1991, as well as an additional set of cast-alloy mag wheels with tires, for the owner that wishes to maximize the model’s sporty original options. Excellent service documentation by Mr. Jones, certification by the Ferrari factory, and a recorded history that reflects just five owners from new, further supplements the desirability of this classic V-12 Ferrari road car. Beautifully poised for additional exhibition awards on the FCA show circuit, or capable of the extended cruising and driving performance for which the Ferrari Gran Turismos are renowned, this arresting 275 GTB is an unusually complete and original example that would make a crowning addition to any collection of Ferraris or Italian sports cars.

Pros: Decent 275 GTB in good spec. A good looking car.

Cons: Nothing much.

#78 – Devin Monza 1955 #DSR007 Racer, My pick US$300,000 SOLD US$102,500

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-134337&entryRow=114

Year 1955
Make Devin
Model Monza
Body Convertible
Trans 4-Speed
Color Red
Interior Black
VIN/SERIAL
DSR007

Lot S144 1955 Devin Monza Convertible
Original Bill Devin Team Car

Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 3:20PM 
  
HIGHLIGHTS

– Devin chassis no. DSR007
– Built in 1955 by Bill Devin and Ernie McAfee
– A one-off car unlike any other Devin
– McAfee constructed full tube frame chassis
– Alfa Romeo 750 series Veloce engine sourced from Max Hoffman
– Still retains ultra-rare twin Weber DC03 carburetors
– 4-speed close-ratio Alfa racing gearbox
– Halibrand quick-change rear mated to original Alfa Romeo housing
– Suspension is all 750 Alfa
– DSR007 was Bill Devin’s good luck charm
– Raced extensively in vintage events
– Well documented history (thick binder of documents)
– Former owners include rock legend J. Geils and Glen Sipe
– Current vintage racing log book included
– Custom removable chrome roll bar meeting all current standards included
– Titled as a 1957 DESCRIPTION
This is Devin chassis #DSR007, one of the few original Bill Devin Team cars ever constructed. It was built in 1955 by Bill Devin and Ernie McAfee. It is a one-off car and unlike any other Devin you will ever see. Bill Devin was working on a Ferrari 750 Monza, and while the owner was in Europe, Bill helped himself to the Monza to pull a mold off of it to use as the basis for this body, hence the “Devin Monza.” Meanwhile, McAfee constructed the spectacular full tube frame chassis using .040” pre-stressed chrome molly tubing. The engine is an Alfa Romeo 750 series Veloce unit sourced from Max Hoffman, and still retains its ultra-rare and valuable twin Weber DC03 carburetors. The transmission is a later close-ratio 4-speed Alfa racing gearbox and the rear differential is a Halibrand quick change mated to an original Alfa Romeo housing. The suspension is all 750 Alfa, and it has had disc brakes on all four corners added during its racing career to replace the original and problematic Alfa three-shoe drum brakes.

Unfortunately, Ernie McAfee was killed racing a Ferrari 121LM in 1956 and was not able to reach the success he hoped for with the Devin Monza he and Bill Devin created, however Devin called this car, DSR007, his good luck charm.  He kept a photo of it in his wallet until the day he died.

DSR007 has been raced extensively in vintage events and its history is well documented. Former owner/ drivers include rock legend J. Giles (J. Giles Band) and Glen Sipe. A thick binder of documentation, history, receipts, and current vintage racing log books accompany the vehicle. While the original roll bar is located under the head rest fairing, it is not legal for current racing regulations. A custom, easily removable chrome roll bar that meets all current standards is included.

Besides being one of the best looking vintage sports cars ever, owing to its being nearly a carbon copy of a multi-million dollar Ferrari, at less than 1,400 pounds and with over 130 horsepower this Devin Monza is a potent performer. It’s combination of a finely tuned chassis, wonderful brakes, close ratio gearbox and 7500 rpm scream make it an experience few would forget. It is a pint sized giant killer that can run with the best of them!

This magnificent 1950’s one-off sports racer ready to continue competing in vintage racing, but is also perfectly suited for spirited, exhilarating road use or any number of long distance rallies like the Colorado Grand, the California Mille, the Copperstate 1000 or even the Mille Miglia.

 Pros: Excellent Devin racer, great history, a cheap way to go to Monterey or anywhere else and race

Cons: Is it original, does it matter ? Underpowered ? It wont be the fastest car you have driven

#79 – Bentley R – Type Continental HJM Fastback Coupe 1953 #BC16LA My pick US$1.2 million SOLD US$1.622 mil.

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r118&fc=0
1953 Bentley Continental R-Type Fastback Sports Saloon
by H.J. Mulliner & Co.  [CLICK HERE FOR MORE PHOTOS] 
 
Chassis No. BC16LA
 
Engine No. BCA15
 
 
Estimate:
$900,000-$1,100,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
178 bhp, 4,887 cc, inlet-over-exhaust, six-cylinder engine, two SU carburetors, four-speed manual gearbox, independent wishbone front suspension with coil springs and anti-roll bar, rear live axle with semi-elliptic leaf springs, and four-wheel mechanical servo braking system with hydraulic front and mechanical rear. Wheelbase 120″

• First R-Type Continental fitted with center gear change; one of 24 built in 1953
• One of 193 fastbacks built from 1952–1955; one of 43 delivered with left-hand drive
• Only 68,000 miles from new; finished in period correct black with tan leather
• World’s fastest production four-seater in 1953; 120 mph top speed
• “Spats and Seats”

Rolls-Royce began to experiment with aerodynamic designs in the 1930s. The streamlined Bentley Mk II project, colloquially dubbed “The Scalded Cat,” was one such design. In 1938, the company completed the original Corniche, a prototype for the short-lived Bentley Mark V. After the war, the Works retooled to resume construction of fine motor cars, and experimental designs from the 1930s were revisited. Chief Project Engineer H.I.F. Evernden and designer J. P. Blatchley were assigned to create a lightweight, aerodynamic Bentley capable of carrying four adults in comfort. Their brief was “to produce a car which would not only look beautiful but possess a high maximum speed, coupled with a correspondingly high rate of acceleration, together with excellent handling and roadability…” After creating some lightweight bodies on the Bentley Mark VI chassis, H.J. Mulliner was contracted to design and construct the R-Type Continental prototype. The body, window, and seat frames were made of light alloy, resulting in a four-place body that weighed only 750 pounds, less than 4,000 pounds together with the chassis. After extensive road tests conducted mostly in France, the prototype’s gearbox overdriven top gear was found to be unsuitable for the rpms offered by the engine and was replaced by a direct-ratio top gear and a lower axle ratio. This combination proved best for high speed touring with well-spaced gear changes for city driving.
The resulting R-Type Continental is perhaps the most desirable postwar Bentley of all. Its superior performance over the standard Bentley resulted from meticulous attention to reducing weight and frontal area wind resistance. High speed came with a high price: $18,000 in 1953 US dollars. In 1952, a Cadillac convertible could be bought for $4,110, a Lincoln Cosmopolitan for $3,950, and a Chrysler Crown Imperial cost $6,740; the average home cost $9,000 and gasoline was 20 cents per gallon. Despite this, the new Bentley Continental had a cachet lacking in the luxury American V-8 models, and the first cars, which were for export only, were mostly sold to the United States. This pattern is logical given that the 1950s were seen as the defining decade of the American century and demand for the exciting new Bentley was high. Those with the means snapped up the first cars, and those with an editorial voice unanimously gave rave reviews. England’s best known car publication, Autocar, stated, “A modern magic carpet, annihilating great distances.” Country Life magazine wrote, “There is little doubt that the manufacturers would be entitled to claim this as the world’s fastest production saloon, and yet it is as silent as the average town carriage. The capabilities of the car in acceleration and maximum speed are matched by the power of the brakes and the excellent road-holding, while it’s cornering places it in the same class as the hand-built racing car.” Past chairman of the UK-based Bentley Drivers’ Club Ltd. and prominent Bentley enthusiast, W. E. B. Medcalf, owned two Bentley R-Type Continentals simultaneously for a number of years. He wrote, “Simply to sit in these cars is a beautiful experience; to drive one is among the ultimate physical pleasures. I know of no other car, which, after 45 years’ service, can match these remarkable masterpieces. Even after covering 1,000 miles in a day, driving remains a delight.”
The Continental shared a frame plus many suspension, steering, and brake components with the Bentley Mark VI series and later the standard R-Type. The Continental chassis were assembled in Crewe, England at the Rolls-Royce Works, and then sent by rail to the Lillie Hall Depot in Earls Court, in London. Final modifications were then made, and the finished chassis were loaded onto special transporters and delivered to their designated coachbuilders. While the bodies were being built and fitted, Bentley representatives visited the coachbuilding facilities to ensure all was being done in a workmanlike manner. Upon completion, the cars were tested and inspected thoroughly by Bentley Motors before being delivered to their first owners. H. J. Mulliner was in operation from 1900 to 1968. The most successful and prolific of the Mulliner-named coachbuilding firms, H. J. Mulliner has always been closely identified with Rolls-Royce and Bentley. The coachbuilder name “Mulliner” can be confusing, as H. J. is one of three Mulliner-named firms. Arthur Mulliner and Mulliners’ of Birmingham were two separate British coachbuilding firms in business during the first half of the 20th century. H. J. Mulliner was the largest, and Mulliners’ of Birmingham was probably the smallest. The former produced hundreds of special-order bodies on Rolls-Royce and Bentley chassis. Their postwar Bentley Continental designs, especially these fastbacks, are highly sought after by enthusiasts today.
A total of 207 R Continental cars were built, plus one prototype, an H. J. Mulliner Sports Saloon very similar to this car. Of the 207 production Continentals built from May 1952 to April 1955, 193 were fitted with the prototypical aerodynamic H. J. Mulliner body design known as the “fastback.” The other 14 chassis were fitted with bespoke bodies built by Park Ward, Franay, Graber, and Pinin Farina.

All original chassis numbers for this series begin with “BC,” for Bentley Continental. The numbers run consecutively, omitting “13” in five alphabetical suffix letters: A, B, C, D, and E. The letter “L” before the suffix letter indicates left-hand drive. The example offered here, chassis number BC16LA, is therefore identified on its Works build sheet as being a Bentley Continental A-Series with left-hand drive from new.
BC16LA was ordered with an extensive list of special features, and among those options, this was the first car to be fitted with the optional center gear change instead of the standard steering column shift lever. Although car radios were becoming more popular, the first owner of this Bentley did not order one. The special H. J. Mulliner lightweight seat frames were fitted, and since it was to be used in North America, sealed-beam headlamps, Wilmot Breedon “export” type steel bumpers, high-frequency horns, fog lamps in place of the standard center driving lamp, and American flasher-type turn indicators were fitted using a steering-wheel mounted stalk rather than the fascia-mounted timed levers, as standard on home market cars.

After final testing, BC16LA was shipped to San Francisco via the SS Loch Garth on January 15, 1953, for display by West Coast dealer Kjell Qvale. Returned to England in 1954 by the first owner, it was then flown to Le Touquet, France on April 26, 1954. The Bentley Register states that in 1965, a 3¾ bore engine was fitted, with the original engine, BCA15, being fitted to another chassis, but the owner reports that the current engine is in fact BCA15, which may indicate incorrect registry data or reinstallation of the original engine. It is known that BC16LA was stored for many years, until being purchased in 2002 by well-respected collector and former chairman of the prestigious Pebble Beach Concours d’Elegance, Mr. Glenn Mounger, who directed its recommissioning. The Bentley R-Type Continental is the cornerstone of any important Bentley collection. A mere 24 examples were built in 1953, compared to 42,625 Cadillacs built that year. All of the H. J. Mulliner fastback coupes, which were referred to by the factory as saloons for tax purposes, were superbly finished and quickly became the most readily identified of the Continental series, despite their rarity. Rarity, refinement, and reliable engineering suitable for extended high-speed touring resulted in a car that always commands a premium.

The combination of its smooth and powerful, no-nonsense, inline six, coupled with its silky smooth gearbox and responsive handling, results in a car that is as pleasant to drive as it is to view. Indeed, there are few 60 year old cars that can maintain a cruising speed of 100 miles per hour without undue stress or trouble. Knowledgeable Bentley enthusiasts recognize this model as being the one to own and to drive; owing to its beauty and desirability, the R Continental is perhaps the only postwar Bentley with near value parity in right- or left-hand drive configuration. Values of R-Type Continental cars have been steadily appreciating; the new owner of BC16LA can look forward to years of enjoyment and, with proper maintenance, steady appreciation in the future.

Pros: Beautiful large Grand Tourer, original

Cons: Not much, personal taste ?

#80 – Shelby Cobra 289 1963 #CSX2048 US$550,000+ My pick US$700,000 SOLD US$522,500

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r116&fc=0

Chassis No. CSX 2048
 
 
Estimate:
$550,000-$650,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
271 bhp, 289 cu in Ford OHV V-8 engine, Holley four-barrel carburetor, four-speed manual transmission, ladder-type steel tubing chassis with independent front and rear suspension via A-arms, transverse leaf springs and tubular shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 90″

• Early “Ford Custom Caravan” history; owners include Ford’s Jacques Passino
• Documented in the Shelby American World Registry; single ownership from 1971 – 2011
• Freshly and correctly restored by Cobra expert Geoff Howard, of Accurate Restorations
• Highly desirable early-production Cobra

The notion of producing a hybrid sports car in the 1960s was, at its core, quite simple. While British manufacturers retained the edge in styling, road holding, and superb braking, American firms held a distinct horsepower advantage. This “best of both worlds” concept was, of course, nothing new. Postwar Allards, Cunninghams, and Nash-Healeys used the same basic premise. Carroll Shelby, however, considered chassis from Austin-Healey, Jensen, and Bristol before settling on AC after hearing that the builders of the stylish and sturdy Ace had lost their engine supplier when Bristol ceased production.

Attractive, lightweight, and proven, the AC Ace could, by Shelby’s thinking, be turned into a successful production racer by replacing its aging six-cylinder engine with a powerful, deep-breathing V-8. In September 1961, Shelby wrote Charles Hurlock, of AC Cars, to propose a hybrid car using the AC sports car body and chassis. “I’m interested,” wrote Hurlock, “if a suitable V-8 could be found.” Shelby moved quickly when editor Ray Brock, of Hot Rod magazine, told him of Ford’s new lightweight “small-block” V-8. Soon after, Shelby had an early 221-cubic inch example installed in a stock AC Ace. In fact, the V-8 weighed just slightly more than the six-cylinder Bristol.

Ford engineer Dave Evans then offered Shelby an even better solution. A high-performance 260-cubic inch “small-block” V-8 was already in production for Ford’s Falcon, and two engines would be on the way to him soon. They were immediately sent by airfreight overseas, and on February 1, 1962, Carroll Shelby flew to England to test drive the new Shelby “Cobra.” The rest, as they say, is history.

CSX2048

Freshly, completely, and expertly restored to factory-correct condition by Cobra restoration specialist Geoff Howard, of Accurate Restorations, this early small-block Cobra, numbered CSX2048, has particularly fascinating history, and it is well documented in the Shelby American World Registry. Factory-finished in red and black, the same colors as today, CSX2048 was invoiced to Shelby American on November 13, 1962 and shipped to Los Angeles. According to the Cobra’s entry in the Shelby American Registry, factory documents recorded that it was refinished in a custom pearlescent paint finish and used briefly as a show car, followed by storage at the Shelby American warehouse prior to joining the famous “Ford Custom Caravan” travelling display.

Next, CSX2048 was acquired by none other than Jacques Passino, the head of Ford Motor Company’s racing operations during the storied “Total Performance” era under Henry Ford II. Invoiced to Passino for $5,889.30, after a $300 Ford Motor Company discount, the Cobra was equipped with the Class “A” accessory package, the aforementioned pearlescent paint finish, chrome wheels, and Goodyear racing tires. As related by the Shelby American World Registry for CSX2048, the invoice to Mr. Passino lacks the standard cancelling credit memo usually dated one month later, and it was similar in its date and essence to the invoices for Cobra 2042 and 2046, indicating that all three cars were used by Ford Motor Company as either demonstrators or for PR purposes. While it is known that the sister cars were returned to Shelby American after a few weeks and then sold to dealers at reduced prices, the subsequent history of CSX2048 resumes in late-1970, when it was advertised for sale by a Massachusetts-based dealer.

In May 1971, CSX2048 was purchased by Mark Panageotes, of New Hampshire, who ultimately retained the car until the late-2000s. As later related by Mr. Panageotes when he acquired the Cobra, it read 33,273 miles with an early 289 V-8 engine and other equipment intended for drag racing.

Over the next thirty-plus years, Mr. Panageotes maintained CSX2048 much as he purchased it, with the exception of a repaint in red completed in 1973. He drove the Cobra frequently and regularly during his tenure, and following a move to Kansas, Mr. Panageotes extensively campaigned the Cobra in Kansas State Sports Car Club auctocross events. In all, he and the Cobra visited 21 U.S. states and four Canadian provinces, covering a conservatively-estimated 5,000 miles per year, on average, over the years. In 2003 alone, the Cobra was driven from New Hampshire to Nova Scotia, Canada, driven around the perimeter of the province, and then driven back home to New Hampshire. In 2005, the Cobra was driven approximately 2,500 miles over nine days, from New Hampshire to Florida and back, during which time it performed faultlessly and created a stir wherever it went. Remarkably, CSX2048 was shown at a Shelby event for the first time in its existence at the Lime Rock Park Labor Day Sunday Show of Shelbys in 2004. A complete restoration of CSX2048 was undertaken during the late-2000s, and then in late-2011, after 40 years of ownership, Mr. Panageotes sold his beloved Cobra to another enthusiast, under whom the restoration was recently completed.

As offered now, CSX2048 is freshly restored to its factory-original condition, with a red finish and black upholstery. The restoration project was headed up by acknowledged Cobra marque specialist Geoff Howard, of Accurate Restorations, with the engine and mechanical work completed by Toby Knapp Auto Repair, of Danbury, Connecticut, and the paintwork and finally assembly handled by Carland Auto Repairs, also of Danbury. Truly a complete restoration, the work addressed the body, cosmetics, chassis, and all of the car’s mechanical systems. Two photo books, with one documenting the bodywork and the other covering all of the other restorative work, accompany the sale of the Cobra at auction. Currently powered by a 289 V-8, the sale of CSX2048 includes a period-correct 260 engine block, in addition to top bows and top, which have never been used, a tonneau cover, tools, and other items. An expertly-restored early example of the legendary Shelby Cobra, CSX2048 epitomizes one of the most capable and downright thrilling sports car marques in history.

Pros: Nice Cobra, quite pure, good stories, Carrols passing has pushed prices up

Cons: Nothing really.

My comments in Bold Itallics at the bottom

All descriptions and pictures courtesy of auction companies.

#81 – Rolls Royce Silver Ghost 1915 #2BD Hamshaw Limousine US$600,000+ My pick US$750,000 SOLD US$561,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r183&fc=0

1915 Rolls-Royce 40/50 Silver Ghost Limousine
by H.A. Hamshaw Ltd.   
Chassis No. 2BD
 
 
Estimate:
$600,000-$800,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
50 bhp, 7,428 cc L-head inline six-cylinder engine, four-speed manual gearbox with direct-drive fourth gear, worm-and-nut steering, foot-operated brakes with rear drums, live front axle with semi-elliptic leaf springs, and live rear axle with cantilever leaf springs. Wheelbase: 138″

• One of approximately five Rolls-Royces bodied by H.A. Hamshaw Ltd.
• Ex-duPont family, A. Atwater Kent Jr., and Richard Solove
• Original chassis, engine, and coachwork
• Offered from the Estate of John O’Quinn

H.A. Hamshaw Ltd. and the Silver Ghost

H.A. Hamshaw, of Leicester in the U.K., had its origins in the mid-19th century when the firm of Parr & Hamshaw was first established. In about 1880, Harry Hamshaw bought out his partner and went on to create a business of building prestigious carriages. During the early-1900s, the firm began both selling and bodying cars, exhibiting their work at the Olympia motor shows from 1919 to 1928. Hamshaw primarily exhibited cars for which it held agencies: Wolseley, Vauxhall, Humber, and Sunbeam. Most interesting are the five or so Rolls-Royces, including this car, that the firm is known to have bodied.

Late in 1906, the 40/50 hp model was introduced at the London Motor Show on the stand of C.S. Rolls and Company. The new model was destined to achieve a status few automobiles would ever equal in the history of motor vehicles. The Silver Ghost, as it later became known, swiftly established Rolls-Royce as the ultimate in luxury motoring—so much so that the company rightfully touted every vehicle as “The Best Car in the World.” Silver Ghost production continued for 18 years, totaling nearly 8,000 cars, with 6,173 built in England, plus 1,703 Springfield models. This included the staff cars and armor-plated combat versions that saw service during WWI.

Chassis 2BD

Due to the war effort, the supply of Rolls-Royces available to the public became limited. During the summer of 1914, Rolls-Royce became entrenched in the production of aircraft engines, and the building of automobiles for civilian purchase came to a virtual standstill. Documented in John Fasal’s definitive book, The Edwardian Rolls-Royce, chassis 2BD’s first owner was Captain H. Whitworth, of Beverley, Yorkshire, UK. His Silver Ghost had been delivered to Hamshaw in 1915 to be clothed following testing at Rolls-Royce. The next owner of record was the duPont family, via Rolls-Royce distributor Robert W. Schuette. The early history that has long been associated with this car entails Mr. Alfred I. duPont, whose second wife Alicia wanted a new Rolls-Royce limousine. Mr. duPont, as scion of the family business, supplied large quantities of quality gunpowder to the British military. King George V, well aware of the duPont family support, saw to it that a suitable car was made available to them as a show of gratitude to the family. The Silver Ghost was received at the family estate in Wilmington, Delaware. At the time, the duPonts were among America’s wealthiest families. Alfred was a graduate of Phillips-Andover and the prestigious Massachusetts Institute of Technology, before joining the family business as a director.

DuPont passed away in 1935, 15 years after Alicia. The next owner of 2BD was A. Atwater Kent Jr., a prominent Philadelphian whose father founded the famed manufacturing company heavily involved in radios and electronics. It was also later owned by well-known Rolls-Royce collector James C. Leake, of Oklahoma, in the early-1980s. The car then spent time abroad, back in the UK in the collections of Sam Macdonald-Hall, of Essex, and Terry Cohn, of Churt, Surrey. It returned to the United States in 1993 to become part of the noted Richard Solove Collection in New Albany, Ohio. Prior to its return to the United States, Solove had the vehicle meticulously and sympathetically restored by David Hemmings while it was still in England. The car has been most recently part of the collection of the late Mr. John O’Quinn.

2BD is nothing short of opulent. It is replete with the finest workmanship typical of expert carriage builders of the era. Fittings are brass rather than nickel, and the dark, almost black, olive exterior is beautifully detailed with gold pinstriping. Six painted wire wheels, including dual spares with brass hubs and a handsome wicker trunk, are provided. Inside are carved ivory door handles, beveled glass windows, cut crystal lamps, an inlaid wood folding table, two jump seats, and door pockets. Communications to the chauffeur are via a tubular intercom. The chauffeur’s compartment is upholstered in button-tufted black leather, while the passenger compartment is lavish in beige cloth with embroidered silk window pulls and trim-work, including rear compartment shades and sliding divider. Perhaps most notable is the elegant, pleated, cloth rosette headliner with its cloudlike billows. C.A.V. lighting, a triple Elliot speedometer, and a set of leather-wrapped flasks in the right rear armrest add to the exquisite details of this magnificent machine. This is, without question, one of the most outstanding examples of an early Rolls-Royce extant today. Believed to remain in its original configuration as built new, including its chassis, running gear, and coachwork, the stunning and rare body by Hamshaw shows that the firm was as capable of building formal bodies just as luxurious as its more prolific competition.

Pros: Large, usable Brass era car, more suited to museum display than driving

Cons: Not at all sporting.

#82 – Monteverdi HAI 450SS #TNT101 US$600,000+ My pick US$700,000 SOLD @ US$577,500

http://www.goodingco.com/car/1970-monteverdi-hai-450-ss-prototype-0

1970 Monteverdi HAI 450 SS Prototype
Coachwork by Fissore
CHASSIS NO. TNT 101
*Please note that in addition to the final bid price and Buyer’s premium, the Buyer of this lot will be responsible for paying an additional 2.5% of the final bid price to cover duties paid on the import of the vehicle into the US.

$600,000 – $800,000
■The Ultimate Monteverdi Automobile
■Sophisticated Mid-Engine Chassis with Chrysler Power
■Prestigious Show Car Pedigree
■Tested in Automobile Quarterly, Volume 9, No. 2
■Faithfully Restored to Original, Factory-Correct Appearance
■2006 Pebble Beach Concours d’Elegance Award Winner
■A True One-Off and the Only Hemi-Powered Hai
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426 CID Chrysler “Hemi” V-8 Engine
Twin Carter 4-Barrel Carburetors
450 HP at 5,000 RPM
5-Speed ZF Manual Transaxle with Limited-Slip Differential
4-Wheel ATE Vented Disc Brakes, Inboard Rear
Independent Wishbone Front Suspension with Coil Springs and KONI Shock Absorbers
De Dion Rear Axle with Lateral Watts Link, Lower Trailing Arms, Coil Springs and KONI Shock AbsorbersMonteverdi
Artist, engineer, car dealer and automaker – Switzerland’s Peter Monteverdi designed and built boutique high-performance cars that rivaled those of Europe’s most prestigious manufacturers.

An enthusiast from the start, Monteverdi built his very first sports car, a cycle-fender Fiat special, in 1951 at just 17 years of age. Five years later, Monteverdi inherited the family dealership and built a very successful business distributing fine automobiles, such as Ferrari, Lancia, BMW and Rolls-Royce.

In 1961, Monteverdi introduced the MBM (Monteverdi Binningen Motors), the first Formula 1 car built in Switzerland. The Porsche-powered, mid-engine car was entered in only one Grand Prix, a non-championship race at Solitude. Disappointed by the failure of his Formula 1 endeavor, Monteverdi soon turned his attention to building a line of refined sports cars.

After several experiments throughout the early 1960s, Monteverdi was encouraged to develop his most ambitious project yet – the High-Speed 375. In June 1966, work began on the prototype. A year later, a spectacular Frua-bodied Monteverdi introduced the Swiss marque to the world from its stage at the 1967 Frankfurt Auto Show.

By 1968, Monteverdi offered a full line of exceptional sporting automobiles. The Chrysler- powered 375 S, 375 C and 375/4 appealed to the refined motorist who demanded a sophisticated motorcar of particular distinction.

The Monteverdi logo, a royal crown composed of mountains, is a perfect representation of the marque, as these fascinating motorcars represent the very best automotive application of Swiss engineering.
This Car
The remarkable story of the Monteverdi HAI 450 SS begins in April 1969, when Monteverdi was visiting Chrysler’s Export-Import Division in Detroit.

While inspecting Chrysler’s all-new “F” Series 440 Magnum engine, Monteverdi was drawn to a 426 Hemi sitting nearby. With this powerful, race-proven engine, Monteverdi sensed an opportunity to create a special “halo” car that would draw attention to his production 375 GTs. An agreement was soon put into place whereby Chrysler Engineering would build a 426 Hemi especially for the Swiss auto manufacturer, rather than simply pull a standard unit from the assembly line.

Using the Hemi’s dimensions as a guideline, Monteverdi returned to Switzerland and developed plans for a groundbreaking mid- engine super car.

Following the firm’s established practices, Monteverdi’s box-section space frame chassis, with its sophisticated “X” bracing and integrated roll bars, was extremely strong and rigid, making for an ideal sports car platform. For this basic foundation, Monteverdi engineered a fully independent suspension with a De Dion-tube rear axle and specified ATE ventilated disc brakes, a ZF transaxle and Chrysler’s mighty 426 Hemi engine. Constructed by hand with the utmost attention to detail, the bare chassis was meticulously finished and its construction alone consumed some 110 hours.

Once completed at the Basel factory, the chassis was shipped to the Fissore plant in Savigliano, Italy, south of Turin, where the prototype’s bodywork was built by hand. Penned by English designer Trevor Fiore, Monteverdi’s mid-engine supercar was a striking new specimen that incorporated the best aspects of contemporary sports car design.

Having considered the car’s aggressive performance and crisp, razor-edged form, Monteverdi dubbed his creation the HAI, which means “shark” in German.

With the HAI, Monteverdi had an utterly distinctive sporting machine that represented the finest traditions of Swiss manufacturing. Not only was it technically sophisticated, precision-built and exceptionally efficient, the HAI was also the ultimate in European exotica and carried an astounding price tag of 82,400 Swiss Francs. With a claimed top speed of 280 km/h (177 mph) and 0–100 mph in approximately 12 seconds, the HAI was one of the fastest automobiles ever designed to run on public roads.

Unveiled at the 1970 Geneva Auto Salon, the HAI 450 SS Prototype, TNT 101, was finished in a specially mixed metallic shade called Purple Smoke. Generously equipped with air-conditioning, electric windows, polished wire wheels and all-white Connolly leather upholstery, the HAI was every bit as refined as the more established offerings from Ferrari, Lamborghini and Maserati.

In late 1970, the HAI was the featured subject of a full Automobile Quarterly (Volume 9, No. 2) road test. Driven at speed on Swiss roads, the Monteverdi was said to be “uncompromisingly high-performance…one of the most exciting cars we’ve ever driven.” At the end of his time with the HAI, Automobile Quarterly’s Michael Lorrimer concluded, “[It] is a stupendously fast, wonderfully controllable automobile for two. We also think it looks pretty good. What else do you expect for $27,000?”

After the 1970 show season, the HAI returned to Monteverdi’s Basel factory, where it was repainted red and reupholstered in a more conventional pattern. In its updated guise, the HAI was displayed at additional exhibitions and featured on the cover of Australia’s Sports Car World magazine.

Although many individuals came to Monteverdi with requests to purchase the HAI, he refused to build them for the general public, believing them to be too advanced for inexperienced drivers. One gentleman in particular, Karl Heinz Schuberth of Germany, pursued the HAI relentlessly. After nearly a year of Mr. Schuberth’s pursuit, Monteverdi gave in to his requests and, on November 5, 1971, sold TNT 101.

After selling the original HAI 450 SS Prototype, Monteverdi eventually unveiled the 450 GTS, TNT 102. That car was built on a longer wheelbase chassis and powered by a Chrysler 440 Magnum, rather than the more powerful 426 Hemi.

In 1981, TNT 101 was sold to Norbert McNamara of California. A noted race car driver and exotic car collector, McNamara owned several unusual sports cars, including an ATS, an Abarth-Simca 1300 and several De Tomaso automobiles before acquiring the Monteverdi. Before taking delivery of his new car, McNamara commissioned Fissore, the original coachbuilder, to perform a cosmetic restoration and refinish the bodywork in a unique copper metallic tan livery. With the exception of a memorable appearance at the 1989 Pebble Beach Concours d’Elegance, the HAI led a secluded existence throughout its 15 years in McNamara’s care.

In October 1996, Los Angeles collector Bruce Milner added the HAI to his exceptional stable of European sports cars. Mr. Milner, who has owned a number of Monteverdi automobiles, was immediately drawn to the HAI’s cutting-edge design and significant place in the marque’s history.

Approximately 10 years after purchasing the HAI, Mr. Milner decided to restore the car to its original 1970 Geneva Auto Salon appearance. After sections of original, untouched Purple Smoke paint were discovered, the special color was carefully matched for an exact finish and the car was restored to the highest standards. To match the HAI’s original show-stand appearance, the interior was painstakingly re-trimmed with white upholstery and black carpeting and equipped with period details, such as a Blaupunkt Köln radio and correct Behr air-conditioner vents sourced from another Monteverdi.

Returned to its original splendor, the HAI 450 SS Prototype made its post-restoration debut at the 2006 Pebble Beach Concours d’Elegance, where it earned Third in Class (Mid-Engined Show Cars, Prototypes and Concept Cars). Following this impressive outing, the Monteverdi was featured in the December 2007 issue of Classic & Sports Car magazine.

Several years ago, the HAI was sold to the current owner, a French enthusiast who has been mesmerized by the Swiss supercar since he was a young man. In a recent discussion, he recalled attending the Geneva Auto Show with his father who, as a sports car enthusiast, was particularly taken with the unique Monteverdi. Still in out- standing condition inside and out, the Monteverdi has benefitted from carburetor and ignition tuning carried out by the current owner.

The masterwork of a Swiss perfectionist, the HAI 450 SS Prototype represents the zenith of Peter Monteverdi’s career as an independent manufacturer of fine automobiles. A true one-off, this spectacular Basel-built supercar boasts state-of-the-art engineering, sensational 1970s styling and a distinguished history that includes appearances at the Geneva Auto Salon and the Pebble Beach Concours d’Elegance.

An influential early supercar and the most important Monteverdi automobile in existence, the HAI 450 SS Prototype is an enticing prospect for collectors who appreciate the significant contributions and unmistakable individuality of this extraordinary Swiss marque. .

Pros: Absolutely unique, quite unusual and love it or hate it.

Cons: Not sure what you would actually do with it, display ???

#83 – Mercedes 300SL 1955 #5500637 My pick US$900,000 SOLD US$675,000

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-134321&entryRow=114

Year 1956
Make Mercedes-Benz
Model 300SL
Body Gullwing
VIN/SERIAL
5500637

Lot S128 1956 Mercedes-Benz 300SL Gullwing
Chassis# 5500637, Matching Luggage

Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 2:40PM
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HIGHLIGHTS

– Chassis no. 5500637
– Numbers matching
– Built toward the end of 1955, titled as a ’56
– Highly sought after “curved star” grill work
– Recently refinished high gloss exterior
– Black leather interior
– Matching luggage
– Becker “Mexico” radio
– Bumpers with optional guards
– Sealed beam lamps with separate parking lamps
– Recent service work DESCRIPTION
The Mercedes 300SL Coupe is one of Germany’s most prolific gifts to postwar America. W198 or “Gullwing” was introduced in 1952 as a lightweight race car to compete in Mille Milia. With direct fuel injection, dry-sump oiling, a tubular space-frame chassis, independent suspension, a comfortable interior, and is a legendary design which has and will stand the test of time. Changes for 1956 included replacement of the engine’s internal duplex oil pump with an external pressure pump and a single function suction pump in the oil pan. The introduction of a dual point/single coil ignition system was introduced and replaced the single point/single coil ignition system.

Chassis number #5500637 is titled as a 1956 but was built towards the end of 1955. Being built in ’55 this Gullwing came with the highly sought after “curved star” grill work. The recently refinished high gloss exterior compliments the optional black leather interior which includes the matching luggage.  Special options this Gullwing came with include the Becker “Mexico” radio, bumpers with optional guards, and sealed beam lights with separate parking lamps. This SL had recent service work and does run and drive well. With only 1400 coupes built, this is your chance at joining a very exclusive guild.

Pros: Nice well specced 300SL, no stories car

Cons: Nothing

#84 – Ferrari 365 GTS/4 1971 #14857 My pick US$1 million SOLD US$1.05 mil.

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-134344&entryRow=114

Year 1972
Make Ferrari
Model 365 GTB/4
Body Daytona Spyder
Color Red
Interior Black
VIN/SERIAL
14857

Lot S151 1972 Ferrari 365 GTB/4 Daytona Spyder
1 of 122 Produced, Only 21,185 Miles

Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 3:30PM 
    
 HIGHLIGHTS

– Serial number 14857
– 1 of 122 produced
– 21,185 miles
– Red with Black interior
– Borrani wire wheels
– Tool kit
– Previously owned by noted Ferrari Daytona expert Steve Hill DESCRIPTION
After years of rumors that a rear-engined road-going Prancing Horse was in the works, the automotive world was taken completely by surprise when Ferrari unveiled the 365GTB/4 Daytona at the 1968 Paris Auto Salon. Wrapped in a gorgeous Pininfarina-styled body and bestowed with 4-wheel independent suspension, four-wheel Dunlop vented disc brakes and a race-bred four-cam V-12 engine, the Daytona was the zenith of Ferrari’s line of great front-engined Grand Touring cars, especially the highly desirable Spyder version, of which just 122 were produced by Ferrari coachbuilder Scaglietti. Serial number 14857, this premium example was previously owned by noted Ferrari Daytona expert Steve Hill. Finished in Red with Red-trimmed Black leather and showing just 21,185 miles, this brilliantly detailed Daytona Spyder is perfectly completed with chromed Borrani wire wheels fitted with correct high speed Michelin radials.

 Pros: A good no stories Daytona Spider

Cons: Nothing at all.

#85 – Bizzarini Manta 1968 #538-003 US$1 mil. + My pick US$800,000 NOT SOLD

http://www.goodingco.com/car/1969-bizzarrini

1969 Bizzarrini Manta
Designed by Giorgetto Giugiaro, Coachwork by Ital Design
CHASSIS NO. P538-003
Body No. 6901
*Please note that this car is titled by its body number.

$1,000,000 – $1,500,000
■Highly Developed Bizzarrini P538 Competition Chassis
■The First Independent Project of Giugiaro’s Ital Design
■One of the Most Influential Concept Cars of the 1960s
■Radical Triple-Seat, Center-Drive Configuration
■Featured on the Cover of Road & Track Magazine
■Exceptional, Concours-Quality Restoration by Rod Drew’s FAI
■First in Class at the 2005 Pebble Beach Concours d’Elegance
■Displayed at Goodwood, Villa d’Este, Amelia Island and Concorso Italiano
■Featured in Countless Books, Articles and Design Exhibitions

5,359 CC OHV Chevrolet V-8 Engine
Four Weber 45 DCOE Carburetors
Estimated 400 HP at 5,400 RPM
5-Speed ZF Manual Gearbox
4-Wheel Servo-Assisted Disc Brakes, Inboard Rear
4-Wheel Independent Double-Wishbone Suspension with Coil SpringsThis Car
Although automotive history is rife with tales of individual triumph, the most influential and lasting achievements have come from collaborative efforts and sheer circumstance. The Bizzarrini Manta, which combines the engineering genius of Giotto Bizzarrini and the influential styling of Giorgetto Giugiaro, exemplifies this truth. This purpose-built one-off, with its fascinating history and competition pedigree, stands out as one of the most remarkable show cars of the 1960s.

The story of the Manta begins during the latter half of 1965, when Giotto Bizzarrini set to work on what is generally regarded as his most sophisticated racing car – the P538.

Designed from a clean sheet, the P538 was Bizzarrini’s attempt to take on the greatest forces in international racing. Like the Ford GT40, Ferrari 250 P and Porsche 906 it would compete against, the P538 was a proper, mid-engine prototype designed strictly for competition use. Knowing full well that such an ambitious project would require a great deal of nurturing, Bizzarrini invested heavily in the creation and development of his ultimate competition car.

While the first two chassis were equipped with Lamborghini V-12s and sold to an American client, chassis 003 was the first P538 constructed to Bizzarrini’s intended specifications. In keeping with the company’s long-standing tradition, P538-003 was equipped with a highly tuned Corvette V-8 engine complete with four Weber side-draft carburetors. This robust powerplant was then married to a lightweight tubular space frame, ZF five-speed transaxle, fully independent suspension, disc brakes, alloy Campagnolo wheels and exotic fiberglass bodywork.

Constructed in Spring 1966, P538-003 made its competition debut at the 24 Hours of Le Mans as a Scuderia Bizzarrini works entry. Wearing race No 10, the relatively untested P538 was entrusted to experienced Swiss drivers Edgar Berney and Andre Wicky. After a dramatic spin off the starting line, the Bizzarrini began to gain ground and record impressive lap times.

Early in the race, the P538 entered the pits for a routine stop. In the rush to return the car to the track, the pit crew jacked the car incorrectly, resulting in a cracked radiator pipe and coolant loss. Unfortunately for Scuderia Bizzarrini, the damage caused in the pits forced the P538 to retire in the second hour. Bizzarrini’s only other works entry, a GT America driven by Sam Posey and Massimo Natili, was later disqualified for an illegal pit stop.

After the disappointing results at Le Mans, P538-003 was campaigned only once more. In October 1966, the Bizzarrini sports racer finished 4th overall at a local Italian hill climb.

Following the racing season, the CSI announced new regulations that would dramatically affect the prototype category. Not only did the new rules limit capacity to five liters, but a minimum of 25 examples would also have to be built for homologation purposes. Overnight, the P538 was rendered obsolete, never having realized its full potential.

This dramatic turn of events would ultimately signal the end of Bizzarrini as an independent manufacturer. Because the P538 project consumed so much of the company’s liquid assets, Bizzarrini soon found himself in a compromised financial situation. In an effort to sell P538-003 and recoup much-needed funds, Bizzarrini reconfigured the car as a road-going coupe but found no willing takers.

While the P538 project was, in many ways, responsible for the downfall of Bizzarrini, it served as the foundation for an equally influential Italian automotive venture: Giorgetto Giugiaro’s Ital Design.

In 1967 Giugiaro, who had already showcased his talents at Fiat, Bertone and Ghia, was anxious to start out on his own. Having secured the necessary backing, all he needed was a suitable project. After learning of Bizzarrini’s financial difficulties and remaining P538s, Giugiaro drew up a plan to use the advanced sports racing chassis as the basis for a radical new breed of supercar. Giotto Bizzarrini, interested in removing the P538 from his books and generating newfound interest in his eponymous firm, was only too happy to oblige.

On February 13, 1968, Giorgetto Giugiaro founded Ital Design and furiously set to work on his first independent project. Free from the typical constraints faced by stylists, Giugiaro was able to push the boundaries of automotive design and break from tradition. A forward thinker, Giugiaro set out to create a highly efficient modern sports car, the first “one box” GT.

When Giuliano Molineri interviewed Giugiaro for Style Auto, the designer explained the ideas behind his first independent project and the aim of its production:

“Firstly, let me say that it was not my intention to carry out any stylistic virtuosity. In fact, for such exhibitions it is better to choose much more conventional themes, open to more fanciful inventions. Instead I restricted myself to a well- defined aim and tried to stick to it with the greatest coherence possible. Starting from a very simple idea I have, I think, reached an interesting result. Usually the stylist who has to design the bodywork of a rear-engined sports car tries, with a variety of devices, to develop the bonnet and entire front end, and lighten the rear in order to re-balance the masses. Instead of following this traditional criterion, I asked myself, was it not possible to load the rear, thus respecting reality in order to leave the engine all the room it deserves, and to reduce (if not exactly do away with completely) the front end, giving it a marginal role in the play of masses?”

In only 40 days, Giugiaro went from a basic sketch to the fully functioning prototype we see today.

The groundbreaking design features a continuous line from nose to roof and again from roof to tail. This bold line allows for a radical 15° rake to the windscreen and substantial glass surface that stretches beyond the B-pillar, allowing a glimpse of the intake trumpets. In an effort to break the planar surface area of the rear deck, Giugiaro inserted two groups of five transverse louvers, highlighted by a dramatic contrast in color, and a split bumper that folded over onto the tail. From the profile, the overall design is crisp and formal, the only embellishment being the brushed aluminum rocker panel, with its industrial “drilled” motif.

The unusual width of the chassis, more than six feet across, allowed Giugiaro to experiment with an avant-garde interior treatment. Perhaps inspired by Pininfarina’s legendary 365 P Specialé of 1966, Giugiaro developed a three-seat configuration with a center-drive arrangement. As the show car was intended to consider both aesthetic and practical concerns, the steering wheel was designed to collapse on impact.

In a clever reference to the car’s aggressive, flattened form, Giugiaro named his creation after the exotic manta ray. Finished in acid green with orange trim, the Bizzarrini Manta was truly a bold new vision for the future of sports cars.

As Giugiaro planned, the Bizzarrini Manta made its world debut at the 1968 Turin Motor Show, one of the leading venues for Italian coachbuilders to premier their latest creations. From its show stand in Turin, the Bizzarrini Manta stunned the automotive world and clearly announced that Giorgetto Giugiaro had arrived as an independent designer. The first Ital Design project was an unbridled success.

Over the next several months, the Manta appeared in countless automotive publications and graced the cover of Road & Track’s March 1969 issue. In discussing the finer qualities of the Manta, Road & Track’s correspondents were quick to realize the young designer’s talent and vision.

“He is the maestro. As an individual, he dominates his art as perhaps no one before. Acknowledged as the best by most of his colleagues and rivals, he is also considered the best by countless other lovers of the art who don’t even know his name… [It] is Giorgetto Giugiaro, and his art is automobile styling.”

Likewise, Motor Trend proclaimed, “Once again, Giugiaro, Turin’s 28-year-old boy genius showed new ways in car design,” and hailed the Bizzarrini Manta
as “one of the major stars of the exhibit.”

After its sensational debut at the Turin Motor Show, the Manta returned to Ital Design where it was repainted red and decorated with contrasting white and blue racing stripes. From there, the Manta was shipped to Japan for exhibit at the Tokyo Racing Car Show and later to Los Angeles, California, where it was displayed in the 1969 Auto Expo.

Despite its many international accolades and state-of-the-art design, the Bizzarrini Manta’s career was remarkably brief. What happened to the car during the 1970s remains something of a mystery. After it was shown at the Los Angeles Auto Expo, the Manta disappeared on its return trip to Italy.

In 1978 or 1979, the Manta finally reappeared at a Port of Genoa Customs auction. It was there that Italian industrialist and sports car enthusiast Giovanni Giordanengo of Cuneo discovered and purchased the long-lost Manta.

After taking delivery of the Manta, Sig. Giordanengo commissioned Carrozzeria SD to perform a thorough restoration. As luck would have it, the small coachbuilder on the outskirts of Turin was owned and operated by Salvatore Diomante, Bizzarrini’s former production line foreman.

In October 1982, Swedish Bizzarrini enthusiast Ulf Larsson heard of the Manta’s availability and immediately acquired it for his collection. During Mr. Larsson’s ownership, the glorious Giugiaro show car returned to the limelight. In 1988, the Manta was shipped to Italy to take part in Ital Design’s 20th anniversary celebration and repainted silver in honor of the special occasion. Ten years later, the Manta returned to Italy for Ital Design’s 30th anniversary and a special display at the Turin Motor Show.

A few years later, noted Texas collector Alfredo Brener purchased the Manta and commissioned Rod Drew of FAI in Costa Mesa, California, to perform a complete restoration that would faithfully return the car to its original 1968 Turin Motor Show appearance. In March 2005, with the restoration nearing completion, Mr. Brener sold the Manta to the current caretaker, a Southern California collector with a passion for exotic sports cars.

The Manta made its post-restoration debut in dramatic style, winning First in Class (Chevrolet Small Block with European Coachwork) at the 2005 Pebble Beach Concours d’Elegance. Since its appearance at Pebble Beach, the Manta has continued to win awards wherever it is shown, from Design Excellence honors at the concours at Amelia Island and Palos Verdes to First in Class and People’s Choice at Concorso Italiano.

Even more than its impressive list of concours honors, the Manta’s inclusion in significant design exhibitions and museum displays underscores its tremendous influence and unique place in the history of automotive design.

In 2008, the Manta was shipped to Europe, where it took part in several prestigious exhibitions. The Manta appeared at Villa d’Este, where it was displayed alongside two other influential concept cars of the 1960s – the Lancia Stratos prototype and the Dino Berlinetta Competizione.

Additionally the Manta went to the Geneva Auto Show, where it was included in a special 40th anniversary of Ital Design display, and then on to the Dream Exhibition held at the World Design Capital in Turin. For this unique museum exhibit, 50 significant concept cars from Europe’s finest collections were selected to represent six decades of Italian design. Most recently, the Manta was included in a special exhibit at the Petersen Automotive Museum that commemorated the history and influence of super cars.

Looking at the Bizzarrini Manta from a historic perspective, this milestone show car has all of the important, defining qualities that make an automobile collectible.

Not only is the Manta the original Ital Design show car, it also represents the first independent design project of Giorgetto Giugiaro, one of the most influential Italian stylists of the post-war era. Though created as a one-off study, the Manta has exerted a profound influence, both on Giugiaro’s subsequent designs and on the overall formal qualities of contemporary automobiles, from economy models to high-performance supercars. In its unorthodox forms and purposeful intentions, the Bizzarrini Manta shares a great deal with legendary Italian design studies, such as Bertone’s B.A.T. cars and Pininfarina’s Modulo.

A spectacular show car in its day, this meticulously restored automobile is in exceptional condition and looks just as it did on the Turin Show stand in 1968.

Beyond its purely aesthetic qualities, the Manta has as its foundation the ultimate competition chassis designed and built by Giotto Bizzarrini, the engineer responsible for Ferrari’s 250 GTO, the original Lamborghini V-12 and his own breed of significant sports cars. Few state-of-the-art show cars can lay claim to a true competition pedigree, let alone history as a Le Mans factory entry.

In consideration of its fabulous history, unique appearance and lasting significance, the Bizzarrini Manta is, without question, one of the most fascinating Italian automobiles of the 1960s and a supreme example of automotive art. .

Pros: Excellent one off, quite different, drivable

Cons: Good looking ?

#86 – Mercedes Benz 300SL 1960 Roadster #198.042.10.002759 US$675,000 My pick US700,000 SOLD US$792,000

http://www.goodingco.com/car/1961-mercedes-benz-300sl-roadster

1961 Mercedes-Benz 300 SL Roadster
CHASSIS NO. 198.042.10.002759
ENGINE NO. 198.980.10.002819
*Please note that this car is titled 804210002759.

$725,000 – $850,000
■Matching-Numbers Example
■Beautifully Restored Condition
■Documented by Mercedes-Benz Wagenkarte
■Eligible for the Finest Tours and Rallies
■2011 Legends of the Autobahn Class Winner

2,996 CC SOHC 6-Cylinder Engine
Bosch Mechanical Fuel Injection
250 BHP at 6,200 RPM
4-Speed Manual Transmission
4-Wheel Hydraulic Drum Brakes
Independent Double-Wishbone Front Suspension
Independent Rear Swing-Axle SuspensionThe 300 SL Roadster
Based upon the same revolutionary engineering and superior performance as the Gullwing, the 300 SL Roadster shared many similar features: the aluminum hood, doors and trunk lid to reduce body weight; the aerodynamic profile with flattened flanks; racy “eyebrow” accents over the front wheel arches and a lowered hood, facilitated by the motor being canted at a 45° angle. The Roadster also benefited from several innovative developments and is considered to be a more comfortable car on the road. For example, the Roadster features more luggage space afforded by a smaller fuel tank, as well as a larger taillight cluster with integral reverse lights. Although slightly heavier than the Gullwing due to structural changes made to increase rigidity, the Roadster compensates with a higher-performance camshaft and increased compression ratio, enabling it to top 150 mph; it is still one of the fastest street cars of its time. All in all, the Roadster is deemed to be easier and more comfortable to drive while inspiring the same aesthetic appeal as the Gullwing.
This Car
According to a copy of the original Mercedes-Benz Wagenkarte (build sheet), this sporting 300 SL Roadster was completed at the Stuttgart Mercedes-Benz plant on February 15, 1961, finished in DB 334 Hellblau (light blue) over grey leather interior and carpets. It was fitted with a dark blue convertible top and also had a hard top. Destined for the American market, the new 300 SL was fitted with sealed-beam headlights and whitewall tires. One of just 256 300 SLs built in 1961, this car features the improved drum brakes fitted on the later cars.

Although the car’s early history remains vague, the 300 SL was purchased around 1976 by Mercedes-Benz enthusiast Joseph Grahek of Glen Cove, New York. Mr. Grahek and his son started a restoration of the aging Roadster, but as is often the case got overwhelmed with the project and decided to sell the car to Peter Kumar of Astoria, New York, in the late 1990s. At this time, the car was still painted in the light blue color it wore when new and although in pieces, it still represented a good restoration project. The right front fender appeared to have been replaced at some point, using a factory Mercedes-Benz replacement fender.

Not long after purchasing the Roadster, Mr. Kumar sold it to Mercedes-Benz restorer Jurgen Klockemann of San Jose, California. Mr. Klockemann, intrigued by the project, later began the restoration of the car. Starting in 2006 and over the course of three years, Mr. Klockemann went through the 300 SL, finishing it in its current hue of silver over a dark blue interior – a period factory color combination. Upon completion, the beautiful 300 SL Roadster was sold to the consignor, a Southern California sports car enthusiast, who brought the car out for its first public appearance soon after.

At the 2011 Legends of the Autobahn, a show held in conjunction with the Monterey and Pebble Beach events in August every year, the handsome 300 SL Roadster placed 1st in the Open Cars 1886–1962 Class with a score of 99.25.

Today, this gorgeous 300 SL Roadster presents exceptionally well. The handsome silver exterior really suits the 300 SL body contour and is surely the most iconic color for this car. The chrome sparkles, and the glass and lenses are all in tidy condition. The dark blue interior sits well with the grey-blue carpets and is beautifully accented by the ivory – colored steering wheel and gear knob. The car comes with a discreetly installed sound system and iPod dock, all of which can be easily removed for judging at events and shows. Also included is the original score sheet from the MBCA Concours, a service and parts manual and an extra set of seat cushions designed specifically to accommodate a taller driver.

Often referred to as one of the greatest road cars ever built, many share the opinion that every collection should include a 300 SL. An excellent companion for rallies and tours, this 300 SL should give its next owner much joy out on the open road. .

Pros: A good decent Roadster

Cons: Nothing

#87 – Mercedes Benz 300SL 1955 #5500654 My pick US$1 million SOLD US$638,000

http://www.goodingco.com/car/1955-mercedes-benz-300-sl-gullwing-2

1955 Mercedes-Benz 300 SL Gullwing
CHASSIS NO. 198.040.5500654
ENGINE NO. 198.980.5500701
$900,000 – $1,200,000
■Award-Winning Restoration by Jerry Hjeltness
■Elegant, Correct Color Combination
■Fastidiously Maintained both Cosmetically and Mechanically
■Presented with Fitted Luggage, Manuals, Tool Kit and Bellypans
■An Outstanding Gullwing Inside and Out
2,996 CC SOHC Inline 6-Cylinder Engine
215 BHP at 6,500 RPM
Bosch Mechanical Fuel Injection
4-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Independent Double-Wishbone Front Suspension and Coil Springs
Independent Rear Swing-Axle Suspension with Coil Springs

This Car
Presented here is a beautifully restored, fastidiously maintained Gullwing that has received constant cosmetic and mechanical upkeep since its restoration was completed. Its elegant color combination and superb level of fit and finish make it a true standout in any group of 300 SLs.

The Gull Wing Group registry states that this 300 SL was built as a US model in white over black leather, and left the factory bound for the New York port on August 25, 1955. Early owners are listed as Lou Lesser and Jack Kearns. Little is known of the Gullwing’s interim history until it was owned in the late 1980s by a Los Angeles collector who retained restorer Jerry Hjeltness to conduct a restoration that would establish his Gullwing as the world’s finest. With this outcome in mind, Hjeltness and his team set out to create a world-class example of the Gullwing. In early 1990, as the work progressed, Federal Marshals arrested the 300 SL’s owner and the Gullwing passed into the possession of the US Department of Justice. Fortunately the Department of Justice permitted Hjeltness to complete the project to the highest possible standards as originally intended. Holding to the original plan, the Gullwing was finished in Midnight Blue (DB 904) with factory-correct gray leather upholstery and matching fitted luggage.

Upon completion, the Gullwing was, as expected, simply breathtaking. As well-finished as any factory-fresh example, the Mercedes-Benz found its next home with well-known 300 SL enthusiast Bob Sirna of Michigan in August 1992. Mr. Sirna had initially planned to purchase a Gullwing that could be used for racing, but after realizing the depth of its quality concluded that the car was simply too nice to take to the track. Instead, Mr. Sirna elected to show the 300 SL at various events. Hjeltness Restorations exhibited the Gullwing for Mr. Sirna at concours in Fresno, San Diego and Santa Barbara, California, earning First in Class at each outing, in addition to Best of Show at the Le Cercle Concours in Los Angeles in June 1993. In the months that followed, the car was awarded AACA First Junior and First Senior honors followed by National and Grand National awards.

In July 1997, Mr. Sirna traded his Gullwing toward a 1952 Mercedes-Benz W-194 race car through respected 300 SL expert Scott Grundfor. After Grundfor had thoroughly serviced and tuned the Gullwing for use on the road, North Carolina Mercedes-Benz aficionado Michael Warner added it to his collection. Less than two years later, when he found that he had not put the car to use, Mr. Warner offered the car for sale through Grundfor.

In March 2001, Grundfor advertised the pristine blue Gullwing in various publications and described it by stating “we have seen and restored many show Gullwings, and this is one of the top 2 or 3 in the world.” He also added that it was a “multiple best of show winner” and further indicated “this car has won every- thing.” This advertisement caught the attention of a Texas collector who was patiently in pursuit of a meticulous, judged and vetted Gullwing. Upon seeing the ad, he immediately contacted Hjeltness to get more clarity on the restoration of the car. He was informed “this is the very best example of a Gullwing.” The consignor then immediately bought the car and still owns it today.

The car has been in the consignor’s well- known collection for 11 years and has covered less than 200 miles during that time. It has been routinely run and serviced, and stored in a purpose-built, climate-controlled environment, off-limits to anyone except the owner. It remains a meticulous matching-numbers example of the Mercedes-Benz Gullwing, complete with luggage, chrome factory wheels, concave-star grille, original books, tools and bellypans. It has just completed a service at Hjeltness Restorations and remains in impeccable condition. Still one of the world’s finest, this refined Gullwing is ready for a new owner to enjoy whether in concours competition or simply for driving pleasure. .

Pros: A very nice 300SL

Cons: So ?

#88 – Chevrolet Corvette L-88 Owens Corning 1969 SUNRAYDX US$850,000+ My pick US$650,000 NOT SOLD @ US$730,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r217&fc=0

1968 Chevrolet L-88 Corvette Owens/Corning FIA/SCCA Racing Car   
Chassis No. OCF/T.P.I. 002-68
 
 
Estimate:
$950,000-$1,350,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
Est. 685 bhp at 6,600 rpm, 427 CID L-88 big block Chevrolet racing engine, Muncie M-22 “Rockcrusher” transmission, front and rear independent suspension, coil springs to the front, and transverse leaf to the rear with Koni adjustable shock absorbers. Wheelbase: 98″

• Generally considered the most victorious racing Corvette in history
• Ex-Tony DeLorenzo and Jerry Thompson
• Multiple SCCA championships; NCRS American Heritage Award
• Fresh Kevin MacKay restoration
• Extensive documentation

America’s Star-Spangled Sports Car

For nearly four decades, the Chevrolet Corvette was the only sports car designed and built in North America. Capable of taking on and beating the world’s best production sports and GT cars on the international circuit, Corvettes roared on the Mulsanne straight at Le Mans, flew on the high banks at Daytona, and blazed their lights around Sebring. On amateur SCCA circuits, Corvettes won fourteen “A Production” and fifteen “B Production” divisional titles in the 1962 to 1976 period. SCCA Nationals saw Corvettes capturing no less than 25 Run-Off Championships in A, B, and C Production in the same time frame.

A Russian born ex-race driver and engineer hired by GM’s Ed Cole gets the credit for the almost unbelievable transformation that took place from 1954 to 1957. The ’53 Corvette was thoroughly underpowered, but the 1957 V-8 version won its class at Sebring, as well as the Sports Car Club of America “B” Production National Championship. In fact, in 1960, a Cunningham Corvette placed First in GT at Le Mans! “Corvette – The Real McCoy” trumpeted the full page ads in the national media and that really said it best.

The classic, solid axle Corvette gave way to the beautiful Sting Ray coupes and convertibles with independent suspension in 1963, and four-wheel disc brakes became standard in 1965. In 1968, it emerged as the dramatic Stingray (one word) with a “Coke bottle” shape, inspired by the ’67 Mako Shark Show Car.

Corvette Big Block Bruisers: “The Fast and the Few”

Only a few Corvettes can legitimately claim membership in this exclusive club. John Greenwood’s “Stars & Stripes” L-88 cars of the 1968–1973 period, backed by BFG and often racing on that company’s new radial tires, certainly qualify for this short list. Dave Heinz’s two Corvettes, liveried as “Rebel Flag” cars in a competitive response to the BFG effort and driven by Heinz and Bob Johnson, often beat the Greenwood team due to better race strategy and superior reliability.

However, the very best racing results were scored by the two Tony DeLorenzo/Jerry Thompson Corvette team cars, which contested both the SCCA Divisional and National circuit, as well as all of the important U.S.A.-based FIA distance races. One of these, 002/68, their 1968 Owens/Corning Fiberglas L-88 car, is the very same that we are privileged to present here.

A Pair of Aces

So much more than an inert assembly of performance parts, “historic” racing cars are made memorable by the heroic efforts of determined individuals: designers and constructors, with the most important facet being a driver team that is able to extract the maximum from the car. The lead drivers of this 1968 OCF Corvette were Tony DeLorenzo and Jerry Thompson.

Tony DeLorenzo, the son of General Motors executive John DeLorenzo, always wanted to be a professional racing driver. In 1969, at the age of 26, with a string of racing successes behind him, DeLorenzo, who holds degrees in business administration and public relations, formed Troy Promotions Inc. T.P.I.’s and DeLorenzo’s racing efforts had been sponsored by Owens Corning since the summer of 1968, and the formation of his firm meant that he could field a proper racing and publicity effort on their behalf.

Jerry Thompson is not only an exceptional driver but also a mechanical engineer. He won SCCA National and Divisional titles driving Corvairs and Corvettes in the late-1960s. Thompson graduated from Iowa State and works as an automotive engineer. In 1967, after co-driving with DeLorenzo at Daytona and Sebring, a mutual respect was fostered, and the duo formed a team that was about to produce the best Corvette racing performance record of that period.

This partnership was the ideal blueprint for success, with Thompson providing the technical pragmatism of the engineer and DeLorenzo’s business and PR background made it easy to sign and retain a major sponsor, in this case the giant Owens Corning Corporation. Even the latter was an appropriate fit—what better way to promote the use of fiberglass reinforced plastics in the auto and truck industry than by demonstrating its strength and versatility through international motor racing? Like any good sponsor, the Owens Corning Fiberglas Corporation made the most of the association with the DeLorenzo/Thompson team, even publishing a news letter and issuing frequent press releases about the team’s achievements.

OCF/T.P.I.-002/68

After buying and restoring one of the other Owens/Corning Fiberglas Team Corvettes, a 1969 L-88 car, 003/69, which was displayed at the 1987 Monterey Historics, the previous owner of this car began to wonder about the fate of the 1968 OCF car. After many dead ends, the quest for the “Corvette in the haystack” became an obsession—a common state of mind for an automobile enthusiast. He hired Corvette sleuth and historian David Reisner, who had a reputation for finding historic racing cars. One of Reisner’s sources overheard a racer at Road Atlanta touting his Corvette as an ex-Jerry Hansen and Owens/Corning car and that Hansen’s 1972 SCCA number was still stamped on the roll-over bar. Since Troy Promotions Inc. (T.P.I.) had sold their 1968 car to SCCA champion Hansen at the end of 1971, Reisner knew that he had found the missing OCF Corvette. The previous owner asked Tony DeLorenzo to accompany him to see the car in order to make a positive identification. A deal was struck, and the Corvette enthusiast had his second OCF car.

Although this 1968 Owens/Corning car was acquired in 1990, the first restoration did not begin until 10 years later, in 2000. The catalyst was the 2002 Corvette Feature Marque status at the Monterey Historics races, and since the ’69 OCF car had attended the last version of this venue in 1987, it made good sense. A restoration back to the original OCF specifications ensued, after which the car was displayed with the Grand Sports and other significant Corvettes at Monterey.

Race History and Honors

Impressive period results include the 1969 and 1972 SCCA National “A” Production Championships, 1968 and 1970 SCCA National “A” Production Runner-Up, Second Place in GT at the 1969 12 Hours of Sebring, and the 1969 and 1970 GT Class wins in the 24 Hours of Daytona. In the 1970 event, it finished Sixth Overall, behind two Porsche 917s, a Ferrari 512, and two Ferrari 312s, but ahead of a Ferrari 250 LM in Seventh and a Ford GT40 in Eighth. This car, together with its team car, won 22 of 22 SCCA/FIA National Events during 1969–1971, with this car winning 11 of these! Observers will note that these two team cars changed numbers for each race entered, in order to give the perception of a large team effort. This car was always the highest numbered car and driven most often by Jerry Thompson.

This car was awarded the American Heritage Award in 2007, the highest award for non-street Corvettes by the National Corvette Restorers Society and has twice been featured on the cover of Corvette News.

After its first restoration, it was shown in 2002 at the Pebble Beach Concours for the 50th anniversary of Corvette and has since been invited to appear at “Chip’s Choice” at the 2007 Corvettes at Carlisle, and more recently, at the Amelia Island Concours in March 2008, also participating in a special display of Sebring race cars at the Quail Motorsports event in Monterey 2008.

OCF #12 was the feature article and cover car in Vintage Motorsports in September 2008 and shared the center stage with Grand Sport #2 at the Petersen Automotive Museum Corvette Racing Tribute in 2008. It was on the cover of the definitive 2008 book on L-88’s, Corvette Racing Legends by Peter Gimenez. The car was also displayed in the Corvette Hall of Fame at the National Corvette Museum in 2009 and was mostly recently seen in the Corvette Magazine’s article “Winning Streak,” in March 2010.

The L-88 presented here, in its 1971 24 Hours of Daytona livery, has been fitted with an original L-88 engine and recently “re-restored” to original specifications by Kevin MacKay, of Corvette Repair, with the expert assistance of Tony DeLorenzo and Jerry Thompson, and comes with exhaustive documentation, race results, and photos. Surely this in one of the most significant Corvette race cars in existence and, as such, would certainly become a treasured centerpiece for any discerning race car collector.

UNBROKEN OWNERSHIP HISTORY (as compiled by David Reisner)
Owner # 1
SunRay DX Oil – Tulsa, Oklahoma
# 002-68 was built from a Corvette chassis by Tony DeLorenzo and Jerry Thompson

Owner # 2
Troy Promotions Inc. – Dearborn, Michigan
By the November 1968 SCCA Run-Offs at Riverside, the #4 car sported new OCF colors. In 1969, to 1970, it was mostly handled by Thompson. (DeLorenzo drove the new team L-88 car VIN # T.P.I. 003-69)

Owner # 3
Jerry Hansen – Detroit, Michigan (1971–1972)
1972 A-Production Champion

Owner # 4
Dick Bauer (deceased, 1990) – Montvale, New Jersey (1972–1975)
Three years of TransAM & IMSA racing

Owner # 5
Jim Lockheart – Memphis, Tennessee (1975)
Jim and his brother Larry raced four times in SCCA and IMSA

Owner # 6
Tom Benefiel – Memphis, Tennessee (1976–1989)
Campaigned in approximately 25 SCCA and IMSA races from 1976–1989

Owner # 7
Budd Hickey – Nevada (1989–2006)

Owner # 8
Sold to current owner in 2006

Note: The VIN was a special number assigned by Tony DeLorenzo to his team cars; the OCF denoting Owens/Corning Fiberglas; the T.P.I. being his company, Troy Productions Inc.; and the 002-68 meaning team car # 2 and its year of build-up, 1968.

Pros: A lot of car in many ways, THE racing Corvette.

Cons: Still just a Vette

#89 – Cadillac Sixteen Fleetwood Dual Cowl Phaeton 1931 #702677 US$650,000+ US$800,000 NOT SOLD @ US$495,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r210&fc=0

1931 Cadillac Series 452 V-16 Special Dual Cowl Phaeton
by Fleetwood   
Engine No. 702677
 
Body No. 25
 
 
Estimate:
$650,000-$850,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
Style 4260. 185 bhp, 452 cu in 45 degree overhead valve V-16 engine, three-speed manual transmission, front and rear semi-elliptic leaf springs with hydraulic dampers, and four-wheel vacuum assisted mechanical brakes. Wheelbase: 148″

• One of three examples originally built with dual cowls
• Original engine, body, and chassis
• Single ownership since 1988

Although it is known that there were 85 of Fleetwood’s Style 4260 Sport Phaetons built on the Cadillac V-16 chassis, it is significantly less known that three of these examples were actually built to order with folding rear cowls. They are chassis 702682 with body number 8, 702691 with body no. 7, and the example offered here, chassis 702677 with body number 25. Mounted on the rear cowl, instead of the typical crank-down secondary windshield, is a folding windshield, which has delicate profiles cut out of the bottom of its wind wings, which allows for it to be folded at quite a rakish angle. It is also interesting to note that the 4200 series cars had elegant curved bottom coach sill doors, a styling cue not seen on other less expensive series V-16 bodies. According to a copy of the original build sheet, 702677 was ordered on April 30, 1930, through the famous Don Lee Inc. distributorship of San Francisco, California. “Double Cowl” can be seen specified under the “Extra Equipment” field. The car was also originally ordered with fender-mounted spare tires and wire wheels, and the new owner took delivery on August 30, 1930.

This car next surfaced as advertised for sale in a national automotive magazine in the mid-1950s, being offered by an engine rebuilder who was stuck with an unpaid bill. It was acquired by a pea farmer from Opportunity, Washington, who intended to use the car for Shriner’s parades. To facilitate this, he removed the rear cowl, although he retained it, along with all of the corresponding hardware. Its next owners, Ray and Dorothy Radford, were also from the Evergreen State in Portland. The Radfords acquired the car in 1962, and his historical interest is documented by a letter from the parts department of the Cadillac Motor Car Division to Mr. Radford, in response to an information request about the car. Early on in their ownership, the Radfords properly reinstalled the second cowl and continued to enjoy the Cadillac for the next two decades and toured it extensively through the United States and Canada, until selling it to legendary auto show promoter and SEMA Hall of Fame inductee Robert Larivee Sr., of Pontiac, Michigan, in 1979. Larivee was alerted to the availability of the car by Jim Brucker, who also was a partner in its purchase. It was displayed at Brucker’s Movie World Cars of the Stars Museum, still mostly original and never having been fully restored.

An article written by Bob Larivee in a 1986 article for the CCCA Michigan region magazine Torque, documents the entire experience of finding the car, showing it as is at Pebble Beach in 1981, as a preservation example, and then moving forward with the decision to pursue a restoration, which was performed by the legendary workshop at Harrah’s Automobile Collection, which did restore cars that were not owned by the collection. The total cost for the work performed was a then-staggering $115,000, and the process is documented in a set of photographs, which will accompany the car.

Larivee’s article goes on to describe various decision points throughout the restoration process, as well as the excitement in preparing the nearly-completed car for its second showing at Pebble Beach in 1983. He notes that the car was scored then at 97 points, because the restoration was not fully complete, and the car lacked side curtains, but it still managed to garner Third in Class. After the concours, it was returned to the Harrah workshops for final completion and detailing, ultimately garnering 99.5 points and Best of Show at the Grand Classic at Hudson, Ohio in 1985. The article is a wonderful piece of the history of this car, as it documents the provenance, in addition to conveying the emotional experience involved with acquiring, restorating, and displaying an important collector car. Another authoritative article by historian and noted expert cutaway artist David Kimble was also published in Volume 23, No. 1 of Automobile Quarterly, along with a detailed, illustrated cutaway of the entire car. 702677 was then sold to noted collector John Mozart, followed by a Mr. Paul Quinn, of Boston, Massachusetts. It was purchased by the current owner in 1988.

In addition to the rear cowl with its folding windshield and interesting wind wings, this Sixteen is equipped with Pilot-Ray steering headlights, a radiator stone guard, dual Klaxon horns, a trunk rack, dual taillights, fanned tips on the dual exhaust, and full metal covers with pedestal mirrors on the side-mounts. The quality of the fit and finish of the restoration performed by the Harrah workshops is evident, though it has been a quarter century since the work was completed. It has been well-maintained in its current long-term ownership and has been recently fully detailed and freshened. Of the Style 4260 phaetons built, fifty-two were constructed in 1930 and thirty-three in 1931; a mere three of these were originally equipped as dual cowl examples, making this a unique acquisition opportunity for a car that has good pedigree, touring potential, or, of course, a more thorough freshening to allow it to be shared on the concours field with a new generation of enthusiasts.

Pros: A beautiful Cadillac and a LOT of car

Cons: Nothing much

#90 – Renault 40CV Kellner Cabriolet de Ville 1925 #115834 US$500,000+ My pick US$500,000 SOLD US$264,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r158&fc=0

1925 Renault 40 CV Cabriolet de Ville
by Kellner Frères   
Chassis No. 115834
 
 
Estimate:
$500,000-$600,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
Type NM. 9,120 cc inline L-head six-cylinder engine, four-speed manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, and four-wheel mechanical drum brakes. Wheelbase: 152.8″

• Massive 9.1-liter six-cylinder engine
• Believed to have been delivered new to Marshal Ferdinand Foch
• Stunning Kellner coachwork
• One of only two known to survive

Although not as long-lived as the Rolls-Royce Silver Ghost or the Locomobile 48, Renault’s 40 CV ranks among the eponymous giants in motoring history. Launched in 1911 as the Type CG, it soldiered on through several model designations. Finally retired in 1928 as the Type NM, it was replaced by the 7.1-litre, straight eight Reinastella. Initially powered by a 7,541 cc sidevalve six, the 40 CV had a 3,743 mm wheelbase and weighed 1,750 kg as a chassis alone.

As if that weren’t enough, the engine was enlarged to 9,120 cc after World War I, to remain this way, with the anachronistic rear-mounted radiator and coal-scuttle bonnet, to the end. Front-wheel brakes were standardized from 1922, at which time the hood line was straightened to fully conceal the radiator.

Although Renault had participated vigorously in motor sport prior to the war, afterwards, the 40 CV was the sole competitor, winning the 1925 Monte Carlo Rally and setting records at Montlhéry, with both open and closed models.

A strong and long-standing oral tradition holds that this car was delivered new to Marshal Ferdinand Foch, the French hero of World War I. It was bodied in the Cabriolet de Ville style by the Parisian coachbuilder Kellner. Organized by Georges Kellner as G. Kellner & Ses Fils in 1861, the company supplied the carriage trade, as well as turning out a number of horse-drawn ambulances. His sons, Paul and Georges Jr., joined him in 1890, and in 1903, they built their first bodies for automobiles. Georges retired in 1910, and the sons reorganized as Kellner Frères. They became well-known for the torpille (torpedo) body style. By 1924, Georges Jr.’s son Jacques had joined him, and the firm became well entrenched in the luxury segment of the market, building on such chassis as Hispano-Suiza and being mentioned in the same breath as Binder or Franay. As Renault’s flagship 40 CV model came to the fore, the Kellners became associated with many of its bodies, including Coupes de Ville, so-called “scaphandriers” with a small enclosed cab for passengers on a torpedo body, and the Cabriolet de Ville seen here, which transforms from a town car to a completely open body.

Marshal Foch, born in 1851, enlisted in the Army during the Franco-Prussian War and decided to make it his career. A student of military history, he became a keen tactician and is credited with halting the German advance during the Battle of the Marne. After war’s end, he was decorated by the French, the Portuguese, the British, and the Poles. He had little time to enjoy this magnificent motor car, however, for he died in March 1929.

Following his death, the car eventually found its way to the United States, where it turned up in California in the 1960s, as part of the renowned collection of broadcasting magnate Art Astor. In 1977, it was purchased by Jimmy Brucker, whose family had long rented cars to Hollywood studios, for the Movie World: Cars of the Stars and Planes of Fame museum. Brucker sold it to Las Vegas hotelier Ralph Engelstad in 1984, for his Imperial Palace Collection. It was in Engelstad’s ownership that Mike Fennel Restorations, of Saugus, California, performed a meticulous frame-off restoration in 1986, which continues to present beautifully to this day.

Though now an older restoration, the car presents extremely well, in medium maroon over black fenders, with a black leather roof that folds back to create a completely open car. Adorned with a minimum of decoration, its brightwork consists only of bumpers, lights, wheel hubs, windshield frame, and small pieces of hardware. Varnished wood-spoke artillery wheels mounted with whitewall tires provide a harmonizing contrast of finishes.

One of two known to survive, it represents a unique opportunity to acquire a prestige French automobile with a remarkable provenance and stunning coachwork.

Pros: Beautiful big Renault, one of the grand cars, very large, very rare

Cons: Nothing

#91 – Porsche 935 1977 POA #770960 My pick US$800,000 NOT SOLD US$500,000

http://www.mecum.com/auctions/lot_detail.cfm?LOT_ID=CA0812-137568&entryRow=114

Year 1977
Make Porsche
Model 935
Body Desperado
VIN/SERIAL
9307700960
Web No. CA0812-137568
INV No. 74243   
 

Lot S118 1977 Porsche 935 Desperado
Factory Built Racecar
Monterey, CA The Daytime Auction
August 16-18, 2012
This Lot scheduled to be sold SAT 2:20PM 
 
 
HIGHLIGHTS

– Chassis number 930 770 0960
– Started life as a factory racecar
– Originally purchased by Ron Brown from Vasek Polak for the Trans Am Series
– Sold in June 1977 to Clif Kearns
– “Desperado” first appeared at the July ’77 IMSA Series Paul Revere 250 at Daytona
– Kearns earned numerous top 10 finishes and a podium finish in the ’79 Portland Trans Am race
– Marty Hinze purchased from Kearns in 1980
– Hinze teamed up with IMSA driver Gary Belcher to finish 5th overall at the Daytona Finale
– Owned for years by Factory Ferrari driver Mike Gammino
– Desperado has been fully restored
– Re-tubbed during restoration
– Less than 1 hour race time since restoration
– Car is show and race ready DESCRIPTION
This car started life as a factory racecar , chassis number 930 770 0960, purchased from Vasek Polak by Ron Brown of Lake Oswego, Oregon for the Trans Am series. Brown ran the car in three Trans Am races in 1977 but the Porsche was thought to be too much car for Brown and he sold the car in June of 1977 to Clif Kearns.

Kearns first appearance with “DESPERADO” was in the July of 1977 running of the IMSA series Paul Revere 250 at Daytona where Kearns teamed up for the driving duties with well known Driver and race promoter Charles Mendez. For 1977 through 1979 Kearns shared the seat with different drivers including Charles Mendez, Gianpiero Moretti (owner of MOMO) and Marty Hinze. However most races found the incomparable Milt Minter as the Kearns co-driver.

Kearns scored many top 10 finishes soloing the car in IMSA sprint races and a podium in the 1979 Portland Trans Am race. But Minter was an incredible driver and in his more than capable hands DESPERADO captured podiums in races at Daytona on two separate occasions, and Mid-Ohio.

In July of 1979 Kearns was entered in the Mid-Ohio race but never showed up. Kearns was a privateer and was not able to keep up with the financial responsibility of running a full IMSA schedule. It is believed the car was leased out from late 1979 to early 1980 but this is yet to be confirmed. Marty Hinze however has confirmed that he did purchase the car from Kearns in 1980 and ran his first race in Group 5 at Watkins Glen in July co-driving with Dale Whittington. Hinze lost the gearbox in that race and at that point decided to upgrade the car to a full twin turbo 3.2-liter motor and transform the car to a full K3 specifications with upside down gearbox, titanium axles and 935 suspension and the large 935 racing brakes.

In November of 1980 Hinze teamed up with well known IMSA driver Gary Belcher in the Daytona Finale and finished 5th over all.
Hinze owned and raced this car for the rest of its IMSA history. Hinze had great success with a best at the 1981 Sebring 12 Hours where Hinze, Minter and Bill Whittington finished 3rd overall in the grueling 12-hour event. Hinze was also sponsored in a few races by well-known privateer Preston Henn so T-Bird Swap Shop is also a proper livery for this car.

For the 1983 season true GTP car were on the scene in IMSA and the GTX class was done away with. The 935s were forced to run in the same GTP class with the lighter ground effect cars. Hinze made a deal with March for an 83G but would still bring the fast and reliable 935 to races just in case the March had problems. Hinze had some great qualifying efforts in the 935 but the March proved reliable and in most cases the 935 would be left in the trailer in-lieu of the pure GTP March.

One time Factory Ferrari driver Mike Gammino owned this car for years and campaigned it successfully in the HSR Thundersports series winning the Thundersports Championship one year.

Desperado has been fully restored and currently has less than an hour’s race time since the completion of all work. Car is both show and race ready.

Pros: Cool 935, interesting history

Cons: Retubbed, so lacking in originality somewhat

#92 – Porsche 356 GS/GT Cabriolet 1963 #158320 US$400,000+, My pick US$350,000 SOLD US$286,000

http://www.goodingco.com/car/1963-porsche-356-carrera-2-cabriolet

1963 Porsche 356 Carrera 2 Cabriolet
CHASSIS NO. 158320
ENGINE NO. 97255
$400,000 – $500,000
■One of the Rarest of All Porsche Road Cars
■Matching-Numbers Example
■One of an Estimated 55 2000GS Cabriolets Built
■Beautifully Restored to Concours Standards
■Sensational, Period-Correct Color Combination
■The Ultimate Specification, Road-Going 356

1,996 CC DOHC Air-Cooled Boxer 4-Cylinder Engine
130 BHP at 6,200 RPM
Dual Weber Carburetors
4-Speed Manual Gearbox
4-Wheel Hydraulic Disc Brakes
Independent Front and Rear Suspension with Torsion Bars

The Carrera 2
Porsche’s top offering in the early 1960s, the 2000GS – also known as the Carrera 2 – was not designed as an outright racing car; rather, it was a fine grand touring car that offered a remarkable combination of comfort, speed and balance in a small, efficient package. It retained all of the characteristics that had made the original Carreras so popular with enthusiasts: prodigious performance at high revs, unparalleled handling, outstanding brakes and unsurpassed build quality – all while being free of many of the issues common to the earlier four-cam-engined versions. To many Vintage Porsche enthusiasts, the Carrera 2 represents the ultimate 356.

The plain-bearing Type 587/1 engine was far more tractable than the early four-cam powerplants – even Porsche’s engineers considered it to be a triumph. It was easily the most refined engine to date. It produced much more torque throughout the rev range and was far smoother than its predecessors. In addition, a number of clever changes made maintenance a much more manageable task than had been the case with the earlier high-performance engines.

Outward clues as to what lay beneath the engine cover were few. Beyond the badge below the deck lid, only the lack of air-intake grilles on the nose (which allowed for more direct air flow to the dual oil coolers) and a slotted apron below the rear valance which concealed the stout exhaust system alerted the keen-eyed observer that this is a truly special Porsche.

The Carrera 2 Cabriolet was perhaps Porsche’s greatest achievement in combining their vast experience in competition engineering with a true luxury automobile. With its leather interior, wood-rimmed steering wheel, insulated soft top and soft cloth headliner, the Carrera 2 Cabriolet brought Porsche ever closer to direct competition with luxury cars from other manufacturers. Its 130 hp and 7,000 rpm redline made it a true performer.
This Car
According to the Porsche Certificate of Au- thenticity, this Carrera 2 Cabriolet was originally finished in the custom-ordered shade of Daimler-Benz Beige over a black leather interior and was equipped with two armrests, chrome wheels and the advanced Type 587/1 four-cam engine. Delivered new to Continental Europe, the Carrera 2 Cabriolet remained there until the late 1960s. As documented by the factory Kardex, this car returned to Porsche in December 1968, where the original transmission (63995) was replaced with 66266.

After spending time in the famed Matsuda Collection in Japan, the Carrera 2 was purchased by its Northern California owner in the mid-1990s through well-known sports car dealer Fantasy Junction in Emeryville, California. After many years of searching for just the right 356 Carrera, this Cabriolet had everything the owner was looking for: matching-numbers engine, excellent original condition and extreme rarity. Some sources declare that only about 55 Carrera 2 Cabriolets were built.

After enjoying the Carrera 2 for a year, the current owner embarked on a high-quality restoration of the rare, open 356. A Southern California Carrera specialist was retained to complete the restoration of the engine. The mechanical restoration incorporated performance upgrades including high-compression pistons and Weber carburetors, adding an estimated 20 hp. It should be noted that the annular disc brakes have been replaced by later “C” series disc brakes. Ken McMurphy of Auto Europa in Concord, California, completed the cosmetics and during the restorative work the car was found to retain its original panels. It was finished in navy blue over dark red leather with a matching blue canvas top. The freshly completed Carrera 2 is truly elegant inside and out.

The next owner of this wonderful 356 will not only have one of the rarest of all Porsches to add to his collection, but also the opportunity to debut the car at numerous concours around the world. Never having been shown, it will be welcomed at a myriad of venues and is certain to draw an appreciative audience. .

Pros: Good rare Cabriolet with great specs

Cons: Not much

#93 – Mercedes 300SL 1960 Roadster #198.042.10.002582 US$675,000+ My pick US$750,000 SOLD US$814,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r129&fc=0

1960 Mercedes-Benz 300SL Roadster   
Chassis No. 198 042 10 002582
 
Engine No. 198 98 10 002640
 
 
Estimate:
$675,000-$775,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
235 hp, 2,996 cc single overhead cam inline six-cylinder engine, Bosch mechanical fuel injection, four-speed manual gearbox, coil spring independent front suspension, coil spring swing axle rear suspension, and four-wheel drum brakes. Wheelbase: 94.5″

• Matching number example; ex-Ned Tanen
• Regularly maintained by Mercedes-Benz experts
• Strong mechanical and cosmetic condition
• Mercedes’ most iconic roadster

Although Mercedes’ classic 300SL ‘Gullwing’ Coupe is rightfully recognized for its beautiful appearance and sporting pedigree, by the end of the model’s three-year production run, many drivers agreed that the car left much to be desired in terms of ergonomics and ease of use. Addressing these numerous criticisms, Daimler-Benz unveiled a successor to the Gullwing at the 1957 Geneva Motor Show, a new convertible iteration dubbed the 300SL Roadster. The roadster’s redesigned space frame cleared the way for conventional doors, a change that not only made entering and exiting the car much easier but also allowed for wind-up windows, a feature that provided ventilation sorely lacking in the Gullwing’s notoriously hot cabin.

While transforming the platform into a convertible required structural reinforcement that made the 300SL slightly heavier than its predecessor, performance was essentially the same due to the use of a competition-style camshaft, which boosted the engine’s power output by 20 hp. Handling was improved with the implementation of a lower pivot-point on the rear swing-axle suspension, a modification that was further bolstered by a wider track and fatter tires. By the time production ceased in 1963, only approximately 1,858 examples of the 300SL Roadster were built, and the sublime convertible remains an elegant and revered progenitor of the vaunted lineage of SL road cars that followed.

By late-1987, this 300SL Roadster had come into the care of Hollywood producer Ned Stone Tanen, a legendary studio executive with Universal Studios and Paramount Pictures who headed production of some of the 1970s biggest blockbuster films, including American Graffiti, Jaws, The Deer Hunter, and The Blues Brothers. In the early-1980s, Mr. Tanen left Universal to independently produce comedies that are now considered to be generational icons, including Sixteen Candles, St. Elmo’s Fire, and The Breakfast Club. Considering that Mr. Tanen purchased this elegant roadster while at the apex of his career, one might view the car as a benchmark of his finest hour.

A rich compendium of service receipts reflects Mr. Tanen’s sincere and meticulous care of this Mercedes-Benz during his ownership, with the first major round of investment including a freshening in 1995 by Hjeltness Restoration, of Escondido, California, recognized specialists in 300SL restorations. Over the ensuing years, the paint was refinished, the hardtop was refurbished, and the gas gauge and the heater were repaired. In 2005, Mr. Tanen had the 300SL appraised, at which time the car was evaluated to be a strong example.

In 2007, Mr. Tanen invested further effort in the car’s presentation, retaining Sehmi Motors, of Los Angeles, specialists in the service and restoration of Mercedes-Benz, to replace the trunk seals and tonneau-cover seals, repair the radio and clock, re-chrome the bumpers, tune up the engine, repair the fuel pump, and replace all tie-rods. After a reappraisal by the same firm in 2008, Mr. Tanen commissioned Van Nuys Sports Cars, of Sherman Oaks, California, also specialists in Mercedes-Benz, to conduct some mechanical work, including cleaning the fuel injectors, reconditioning the intake manifold, and replacing the water pump.

After Mr. Tanen’s passing in 2009, his beautiful automobile collection was gradually dispersed. The final three cars of the collection, which included this classic Mercedes roadster, as well a Shelby Cobra and a Ferrari 275 GTB, were acquired by the consignor, a bi-coastal enthusiast who maintains a sparingly driven collection of fine automobiles at his West Coast estate in Montecito, California. While in this desirable state of controlled storage, this car was regularly tended to by Jack Bianchi, a renowned veteran of the Santa Barbara motoring niche and an experienced sports car mechanic. In addition to ensuring that the 300SL remained in strong mechanical condition, ever prepared for the always-possible arrival of its owner, Mr. Bianchi undertook a handful of minor measures to further bolster the car’s authenticity. These steps included sourcing an elusive, proper, white factory steering wheel with the correct horn ring to replace the Nardi wheel that Mr. Tanen had preferred. The car’s originality is further enriched by the presence of all of its original manuals and warranty cards, including the original tire warranty, as well as a complete toolkit.

This charming 300SL is a mechanically numbers-matching example, one that certainly offers strong cosmetic quality and can be enjoyed as a capable driver. It promises its next owner ease of use and luxurious performance as one of Mercedes’ most esteemed open-top models. An arresting example of Mercedes’ classic SL Roadster that is sure to turn heads wherever it goes, this car would beautifully complement the finest of collections.

Pros: Good, honest Roadster,

Cons: Nothing at all

#94- Fiat 306/2 Transporter 1956 US$850,000+ My pick US$600,000 SOLD US$990,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r228&fc=0

1956 Fiat Series 306/2 Grand Prix Transporter
by Carrozzeria Bartoletti   
Chassis No. 3062001625
 
 
Estimate:
$850,000-$1,100,000 US
AUCTION DATE:
To be auctioned on
Saturday, August 18, 2012
11.5-liter Leyland turbocharged six-cylinder industrial diesel engine, five-speed transmission, triple axle, and drum brakes.

• Commissioned as Formula One racing car hauler by Maserati racing team
• Used by Lance Reventlow’s Scarab racing team
• Subsequent use by Carroll Shelby’s race team, transporting Cobra Daytona coupes
• Utilized by David Piper, as well as Alan Mann and Lotus racing teams
• Featured in McQueen’s Le Mans
• Extraordinary, two-year, 8,000 hour restoration, culminating in Monterey Historics and Pebble Beach unveiling
• Finished in period-correct Shelby team livery
The extraordinary history of this unique transporter begins with Lance Reventlow’s Scarab carbuilding and racing concern; young Reventlow was the son of Woolworth department store heiress Barbara Hutton, and not unlike Carroll Shelby, he passionately believed that American ingenuity, hardware, carbuilding skills, and racing drivers were good enough to take on anyone in the world, so he founded Reventlow Automobiles Incorporated (RAI) in Southern California’s “Thunder Alley” district (near where now sits the Los Angeles International Airport) and set out to build world class sports racers ,and ultimately Formula One machines, called Scarabs. Reventlow, much like Briggs Cunningham, Peter Revson, and others, were part of a rare set of American “gentlemen racers”: daring, enviable heros with grit, talent, determination and sizable inheritances to fund their bon vivant lifestyles.
The small block Chevy-powered Scarab sports racers were beautiful and wildly successful; the Offenhauser-powered open wheelers were less dominating, but they all served notice that American designed, built, powered, and driven machinery could compete with the very best from anywhere, and win. Reventlow was a movie-star who was handsome, young, blonde, and known for dating Hollywood starlets. He proved a capable driver, and even more so was his hired gun, a then little-known sports car pilot named Chuck Daigh.

Italy’s Fiat, like GMC, built, and still builds, all manner of truck and bus chassis, and a handful of the latter were, in the 1950s, delivered to Bartoletti of Forti, Italy, a constructor of unique and special purpose industrial truck bodies. This particular 1956 model chassis was commissioned as a car hauler by the Maserati Grand Prix team for use during the 1957 and ’58 F1 seasons. It was designed to carry up to three cars, with large storage compartments on the side to hold extra parts, team uniforms, and loads of the supplies needed while travelling around Europe during the F1 season.

306/2 proved to be the lucky bus, as Maserati won the Grand Prix world driver’s title in 1957, with Argentine ace, five time world champion Juan Manuel Fangio at the wheel of the legendary Maserati 250F. After the 1958 Formula One season, Maserati began winding down its involvement in Grand Prix racing, and the big Fiat was sold to Reventlow Automobiles Inc., and became its GP team transporter for 1960 and ’61. In this iteration, one can see it in the archival photos of many books and magazines covering that time period. After serving the RAI team in Europe during those seasons, it was purchased by Reventlow’s Thunder Alley neighbor Carroll Shelby, in 1962, with the intent of using it to transport his Shelby American team of Cobra Daytona coupes to Le Mans and other stops along the Sports Car World Championship roster in Europe. Due to the fact that the Cobra sports cars weighed more than the open wheel Scarabs, Shelby added an additional rear axle out back to improve stability and load capacity.

Post Shelby American, the transporter did car hauling stints in Europe for Lotus, privateer David Piper, and British Ford GT40 and Renault team Alan Mann Ltd., and as if this esteemed career wasn’t enough, the big Fiat rig earned a supporting role in Steve McQueen’s seminal racing film Le Mans, which was filmed during the summer of 1970. It played three roles in Le Mans: team transporter for Ferrari, Renault/Mirage, and Porsche, and it wore those iconic Gulf liveried blue and orange Porsche 917s on its mechanized steel back; the truck had to be repainted depending on the team hauler it was portraying.

After this brief Hollywood career, the Fiat was acquired by Michael Shoen. Shoen owned one of the famous Cobra Daytona coupes and believed the historic truck to be logical transport for it and his other Cobras. The big transporter, still wearing its Ferrari-style livery from the filming of Le Mans, was well worn out by this time, but the Shoen family owned the U-Haul Corporation, so dealing with large trucks was not far from their realm of familiarity. The Fiat was transported to the United States and discovered unused in Arizona.

Following its ownership by the Shoen family, the truck was acquired by the current owner, a vintage racing driver of considerable success. The owner of several Scarab racing cars and restorer of numerous show-winners, he embarked on the sizable project of restoring the transporter, which was complete but in need of restoration.

With his own DBO Motor Racing team cued up for the restoration of a lifetime, parts sourcing commenced with a long, worldwide pursuit. The owner’s team of mechanics and fabricators was bolstered by another half dozen or so craftsmen of similar skills, plus specialists were brought in as needed. The restoration of this 80,000 pound rig was certainly monumental, but the talented crew persisted; what could not be properly repaired or refurbished was fabricated from scratch. Any missing Bartoletti badges and logos were recast. Total time invested amounted to an extraordinary 8,000 man-hours over two years.

The original powertrain had been replaced along the way with a more modern, 11.5-liter (about 700 cubic inches) Leyland, turbocharged, six-cylinder, industrial diesel and five-speed automatic transmission, which ran well after a major mechanical recommissioning and detailing. The basic chassis was intact, although it needed to be stabilized and restored by an outside team of bus chassis experts. It was the bodywork that proved the biggest aspect of the job; the original body was stripped off to facilitate the restoration of the chassis and body framework, which was then refitted with virtually all new panels, fabricated by hand from new sheet metal stock. Another major undertaking was a complete reglazing, as every original window had been shattered along the way. Amazingly, one pair each of Reventlow and Daigh’s RAI team driving overalls still hung in the truck’s side storage bay. As they still do today.

The quality of this restoration is dazzling, and the owner credits his small team of artisans, “They did it all, I just watched, coached, and wrote big checks.” The truck presents immaculately and is authentic, absolutely clean, and detailed in every aspect.

After its two year hiatus and makeover, the Fiat enjoyed an impressive public coming out party in the paddock at Laguna-Seca Raceway in August of 2008; the vintage race attendees were wowed not only by the impressive stable of Scarabs but by the reborn bus that used to haul them around Europe. The following day, the Fiat appeared on the well-manicured lawns of the Pebble Beach Concours d’Elegance. As might be expected, it made quite an entrance at the world’s most significant collector car show.

Presented in its correct, original Shelby American team livery, the transporter is absolutely stunning. Any Shelby enthusiasts, particularly of competition cars, will surely find no more appropriate, historic, capable, nor impressive way of spiriting one’s stable to and from the racetrack than in the amazing, truly once-in-a-lifetime transporter offered here.

Pros: For the person that has everything, the ultimate accessory

Cons: Nothing at all, it isnt a car, is it 🙂

#95 – Delage D6-70 1936 Figoni & Falaschi Milord Cabriolet #50607 US$1.1 mil. + My pick US$800,000 NOT SOLD @ US$1.1 mil.

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r229&fc=0

1936 Delage D6-70 Milord Cabriolet
by Figoni et Falaschi   
Chassis No. 50607
 
Body No. 557
 
 
Estimate:
$1,250,000-$1,750,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
90 bhp, 2729 cc six-cylinder engine with inverted Solex carburetor, Cotal four-speed manual transmission, independent front suspension and live rear axle with transverse leaf springs front and rear, and four-wheel hydraulic drum brakes. Wheelbase: 124″ (3150 mm)
• Known history since new
• Recent, specialist-administered concours restoration
• Numerous extraordinary design features including folding windshield and three-position top

The D6-70: A Standout of 1930s French Production

After Delahaye merged with Delage in 1935, both Louis Delage and his own technical office remained largely autonomous. Using the Delahaye bank of parts, as required by their agreement, they modified and precisely prepared the forthcoming new model, the D6-70. By contract, it had been decided that neither Delage nor Delahaye would produce cars of the same engine capacity, so Louis Delage used the Delahaye 135 engine and modified it by decreasing it to 2,729 cc and 16 taxable horsepower. In doing so, the engine gained a shorter stroke, which combined with a modified head, gave the new Delage’s engine a lot more vivacity compared with its sister Delahaye 135.

Again, borrowing from the Delahaye parts bin, Louis Delage and talented engineer Arthur Michelat chose the type 134 chassis, which was much lighter than that from the 135, although just as stiff. In trying to prepare the best car possible in the spirit of competition, and with the aim of demonstrating their technical skills to the technical office of Delahaye and Delage, Michelat prepared this frame such that it could be fitted with Houdaille shock absorbers in place of the quite outdated friction shocks fitted to the 135.

Also of much interest was the fact that only the Delage was fitted with modern hydraulic Bendix brakes; the Delahaye range would retain the aged mechanical system until the outbreak of World War II. Louis Delage, a perfectionist himself, wanted his engines to look better than the Delahaye units and had them fitted with both cam and lateral pushrod covers made of aluminum, as opposed to the iron covers of the Delahaye engines.

Most of the D6-70s were equipped with the optional Cotal electromagnetic gearbox, an almost automatic transmission system with four speeds plus reverse. At a time when most transmissions needed a double de-clutch and to be easily cracked when down shifting, the Cotal system, with its silky smooth operation, was a huge improvement over any other concurrent design.

Though Delage prepared the D6-70 with a smaller displacement engine than the Delahaye 135, the combination of a lighter frame mated to a shorter stroke, tuned engine made the new D6-70 quite comparable, performance-wise, to the 135. In fact, the D6-70 was listed in the Delage brochure as a “sport model,” as was the higher-level D8-120, and is widely recognized as the best car built by Delage in the late-1930s.

In test drives published in La Vie Automobile in October 1936 and December of the following year, both journalists concluded that the Delage D6-70 was a car of “grand class” and brought “honors to French (automobile) production.” Charles Faroux considered the car he drove as a “very good sports car,” adding, “for its easiness of driving and silent engine, the D6-70 was the perfect car for grand touring drives.” By the end of the 1930s, rarely were the qualities of sportiness and comfort of ride associated with the same car.

In an interview given some years ago by the late Charles Pozzi, of Ferrari fame, to the French marque specialist and author of Delage, la belle voiture française, Daniel Cabart, Mr. Pozzi agreed with the fact that, having raced both the Delage and the Delahaye in competition, the Delage was a far more pleasurable drive and easier to race than the more “physical” Delahaye, which he described as “truck-like.” It should also be noted that the D6 competition cars twice finished Second Overall at the 24 Heures du Mans, in both 1939 and 1949.

Chassis 50607: A Well-Documented History

Chassis number 50607 was the first cabriolet décapotable, or roadster, out of a small batch bodied by Figoni et Falaschi on a few Delage D6-70 chassis in 1936. According to the late Benoît Bocquet, formerly the official Figoni et Falaschi historian, the commission to build the body arrived at rue Lemoine on February 2nd, 1936, with the rolling chassis being delivered in the coachbuilder’s premises on March 12 of the same year.

It followed design study number 7675, as illustrated by a centerfold in Delage, Styling and Design, by Richard Adatto, and was given body number 557, which it still bears on different chrome plated fairings. This design is of sheer elegance and shows the car in three different configurations, namely with the top up and down, as a cabriolet, and with the “Milord,” or half-cabriolet, setup, which gives this example a specific touch of class so well-crafted by the French school of the 1930s. The artistic way Joseph Figoni penned this Delage’s sketch shows the innovative and slender line that cuts the side of the car, which made his design a standout next to the other renderings of the time, and is representative of Figoni et Falaschi’s signature of innovation and elegance, which made their workshop world-famous in a short period of time. Also of great impact is the fact that 51607 was equipped with an optional folding windscreen, which adds versatility and, moreover, brings that magnificent touch of sport and freedom, which is evocative of a sunset drive along a winding shoreline road.

According to the Figoni et Falaschi archives, 51607 was sold new to the wife of the famous French industrialist Marcel Menesson, whose residence was located at “20 boulevard Suchet in Paris,” a famous avenue nearing le “Bois de Boulogne.” Mr. Menesson, a prolific inventor, developed and built the universally known Solex carburetor, the starting system adapted to most carburetor devices around the world, and the “Velo-Solex,” which encountered a huge acclaim all around Europe post-WWII. He also invented the pneumatic micrometer, which was of great assistance to American factories making precision parts during the war. Interestingly, 51607 is equipped with an inverted Solex carburetor, as were most examples of the Delage, Delahaye, Bugatti, and Hispano-Suiza at the time.

Mme. Jeanne Mennesson was a member of the very select Automobile Club Feminin de France. A car quite similar to, and possibly 50607 itself, won the “Grand Prix d’Honneur toutes categories” during the Concours d’Elégance of this club in 1936. On that occasion, the car was shown by the Duchess d’Echingen and the Princess Amédée de Broglie, but it may be that Mme. Menesson lent her car to these friends for this instance. Similar Delages won a “Grand Prix d’Elegance” in both the elitist events of Deauville and “Le Bois de Boulogne” in 1936. In addition, Mme. Betty Spell, the famous French actress, brought the same honors at “Longchamps,” and Mme. Leon Malinges was awarded with a “Grand Prix d’Honneur” at the 1937 Concours d’Elegance de la Baule, in the northern Atlantic coast of France.

Very proud of their work, Figoni et Falaschi had this car, or a very similar example, displayed on the Delage stand of the 1936 Salon de Paris. Interestingly, two other examples from the 1936 Delage show stand have been sold recently, and it would be astounding to discover, with further research, that this was a third example from that same show.

According to Peter Jacobs, the long-term secretary of the English Delage Register, this car was imported into UK in early-1946 and issued registration number HGP 361 by the London Country Council. The car then passed in the hands of a Major Homi Toni Boga, followed by a Mr. James Oakes in 1956, and a Mr. P.M. Bull in 1959, until being acquired by Mr. Parfitt, of “Sherwook,” in 1969. The car then came back to France with Mr. Repusseau, grandson of the coachbuilder and inventor François Repusseau, whose company was intimately linked with Louis Delage’s pre-WWI development. Mr. Repusseau, a well-regarded member of the French Delage club, had the engine fully rebuilt and finely-tuned by Eric Limpaler, of Mecaretro. The Cotal gearbox was rebuilt by marque specialist Salmeron, shortly before he passed away in 2008. The new owner decided such an exquisite example deserved a no expenses spared restoration and had the car stripped down to its foundation.

The two year process began with full disassembly; the engine and transmission, having been previously restored by specialists, were put aside. Every other piece and part was dismantled and restored with the strictest attention to detail. Chassis, body, brakes, and chrome plating were all disassembled and rebuilt or refinished, as appropriate. The cosmetic result is spectacular, and the color combination looks just magnificent with its matching and beautifully installed upholstery. The car develops the same attraction power it brought at the 1936 Salon de Paris and will be a perfect new entrant for some of the most important concours events the world over.

The late-1930s masterpieces by Figoni et Falaschi seldom come to the market; this car, in fully restored condition, will for sure attract intense attention wherever it appears. A prominent model amongst the Delage production, with a fully-documented history and sporting its original and beautifully penned body by Figoni et Falaschi, the most acclaimed French coachbuilder of all time, 50607 will surely bring many accolades to its new owner, the same way it did back in 1936 when owned by its first custodian, Madame Jeanne Menesson. Today, this expertly restored D6-70 still maintains its original panache and astonishing performance capability; any driver would be surprised by the ease of its handling, which would surely conjure an irrepressible call to hit the road.

Pros: Beautiful car, great history, provenance

Cons: Only a D6-70, rather than a D8

#96 – Cisitalia 204 1950 #204-07 US$500,000+ My pick US$400,000 NOT SOLD

http://www.bonhams.com/auctions/20322/lot/447/

1950 Cisitalia Abarth 204 #7
Chassis no. 07
* 1,100cc Fiat in-line four-cylinder
* 75hp with twin carburetors
* 4-speed manual transmission
* Fascinating race history
* Restored by Tillack & Co.
* Eligibile for multiple events, including the Mille Miglia

The Cisitalia Abarth 204 would be notable in history if it were only one of the following three things – the last ‘real’ Cisitalia, the ‘first’ Abarth or the car in which the immortal Tazio Nuvolari achieved his final victory. That it is in fact all three makes the 204 remarkable. The story of how the visionary and ambitious Piero Dusio set into motion the meteoric rise and ultimate sliding fall of Cisitalia in the years following WWII is well known. Dusio’s gift for both inspiring and attracting the best in engineering, design and driving talent made the small enterprise the center of the sports car world for a brief moment in time and resulted in the creation of what are today some of the most desired collector cars in the world.

The Cisitalia 204 sports racer was being developed simultaneously with what would prove to be the company-destroying Tipo 360 Grand Prix project. For the 204, a novel front suspension design was adapted from the GP car in order to lower the front aspect and provide more precise handling. Dusio’s aerodynamics specialist Giovanni Savonuzzi drew a very simple, smooth, low shape for the car, tightly pulled around the compact two-seat cockpit. The Fiat 1100-based 4-cylinder, dual carburetor engine put out 75hp and combined with the lightweight streamlined bodywork gave the 204 ample capability for both circuit and hillclimb events. After the competition appearances, Savonuzzi revised the styling, removing the enveloping front bodywork and replacing it with small cycle fenders.

When the debts accrued due to the disastrous Porsche-designed GP project became too much to bear, the company was placed in receivership. Production was halted on new projects and much of the assets of the firm were transferred to Karl Abarth, who along with Porsche, were major creditors. Among those assets were the remaining stocks of, as well as the manufacturing rights to, the Tipo 204 and 205. The last of the 204s to be completed became ‘Cisitalia-Abarth’ cars and a new chapter in motorsport was born.

Argentina is central to the story of Cisitalia, not only because Piero Dusio relocated there following the collapse of the original Cisitalia company in Italy. During the bright times, the racing establishment in the South American country was very keen on the cars, none less so than Juan Peron himself. As a result, many Cisitalias were sold to Argentinian drivers. Patricio Badaracco and Ernesto Mario Tornquist, who sometimes ran under the pseudonym ‘Emart’, were Argentinean gentlemen drivers in the mid-fifties. They are listed in the entry of the 1955 1000 Kilometers of the City of Buenos Aires race, credited with driving an “Cisitalia Abarth 1100” to a 9th place finish. What is believed to be a period photograph of this car appears in an Argentinean motoring magazine.

In another magazine clipping circa 1960 is said to show the car again, this time as modified with an inline 6-cylinder Studebaker engine installed and driven by Lelio Castelli. The grill opening of the ‘Santo-Studebaker’, or Abarth Studebaker as it was sometimes called has been opened up and re-shaped into a rectangle and the front fenders are now of the cycle type. This car may have even been a ‘movie star’- an advertisement for a film called ‘Como una Nube di Algodon’ (Like a Cloud of Cotton), an Argentinean comedy from the late 1950s. After its competition life was over, this car was left ignored in storage, the fate of many an old racer. As in a romantic fantasy, this car was found stored in a boathouse, lashed to a pallet in a corner by the late Stan Nowak, an eminent Cisitalia authority and enthusiast. Brought to the U.S. in the late 1990s, it was purchased by the vendor from Mr. Nowak. As the car had been last run with the American engine a search was begun for a proper Fiat-based unit. After three years, an appropriate motor was located in Italy and the restoration was started in earnest.

The work was executed by the firm of Tillack & Co. of Redondo Beach, California who are renowned for the quality and detail of their world-class restorations. The car, while having been modified for the installation of the Studebaker engine, was remarkably complete and otherwise original when found, enabling the restorers to confirm the correctness and authenticity of many of the components and construction.

As completed, it stands ready to run in any one of a plethora of international events, from races to rallies to concours. Finished in a perfect shade of Abarth silver, with black leather seats, it is a testament to the simple, brilliant design of Savonuzzi, Porsche and Abarth, and a symbol of what the best minds of an age can achieve in collaboration. In an article in the Argentinean magazine “Ruedasclasicas”, noted Cisitalia guru Dr. Sergio Lugo detailed the story of the 204, and states that while there are eight chassis numbers listed for the 204, it is believed it to be likely that only five were ever built. Remarkably, all five exist today. To own a vehicle which marks a major milestone in two of motor racing’s most notable firms is truly an opportunity not to be lightly considered.
Estimate:US$ 500,000 – 600,000
£320,000 – 380,000
€410,000 – 490,000

Pros: Amazing looking little Spider, would be an exceelent Mille Miglia car

Cons: Not a fast car

#97 – Huffaker – Genie Mark 10 1964 #H120 US$140,000+ My pick US$300,000 SOLD US$142,500

http://www.bonhams.com/auctions/20322/lot/440/

1964 Huffaker-Genie Mk 10 USRRC Sports-Racer
Chassis no. H120
* 357-cid Chevrolet V8 with Weber carburetors
* Hewland LG500 transaxle

* Period USRRC race history
* The first of only six Genie Mk 10s produced
* Multiple-time Monterey Historics participant
* Immaculately prepared
* Huge spares package (see text)

Joe Huffaker Sr. saw an opportunity when the Sports Car Club of America launched its first-ever professional series, the United States Road Racing Championship, in 1963. Up to that point, the amateur-oriented SCCA had staunchly resisted the idea of cash prizes or starting money, but when many of its top drivers crossed the street to “run for bucks” at rival USAC events, SCCA realized that it couldn’t hold off the inevitable, and the USRRC was born. Along with many other talented engineers and designers, Huffaker decided to build a new car for the series based on FIA Group 9 regulations, for full-bodied V8-powered racing cars with no displacement limit.

After building a series of small racing specials in the1950s, Joe Huffaker had constructed and sold some very competitive Formula Juniors while running British Motor Car Distributors’ Competition Department on the West Coast. When interest in that series began to wane, he moved on to construct larger-displacement sports-racers, beginning with the little Huffaker-Genie Mk. 4, powered by a four-cylinder BMC 1100. It featured a light tube space-frame, independent coil-spring suspension, disc brakes, and a fiberglass body, all features that would be seen in subsequent models. The later Mk.5 employed a wider variety of bigger-displacement engines and proved quite successful. When the USRRC beckoned, Huffaker laid out a new chassis and body with skirted rear wheels, dubbed the Mk.8, able to accommodate V8 power, initially the 215-inch aluminum Buick/Olds/Pontiac. A larger and stronger version, dubbed the Mk.10, had open rear wheels and was capable of handling bigger-displacement engines such as the Chevrolet V8. The Mk.10s were briefly competitive in the USRRC, but newly-arrived competitors including Chaparral, Lola, and then McLaren eventually came to dominate the series, and what would become the much-loved Can-Am Challenge in 1966.

This rare and attractive 1964 Huffaker-Genie Mk. 10, chassis ‘H120’, is the first, and according to its present owner, the most original of the six examples built at Huffaker’s shop. It was delivered to George Koehne of San Antonio, Texas, a former USAF Lt. Colonel who had previously raced a Maserati 200SI, Tipo 61 ‘Birdcage’ and a Cooper-Buick before taking delivery of the Genie in time for the USRRC race at Augusta International Speedway on March 1, 1964, finishing a respectable fifth overall. Koehne went on to compete in further USRRC rounds at Pensacola in April and Laguna Seca in May. After being damaged during practice at the 1964 Los Angeles Times Grand Prix at Riverside, California, the car was acquired by Bob Samm who stored it until 1983. Passing through a dealer in St. Louis, ‘H120’ went to the East Coast, and eventually to ex-Corvette racing driver Leon Hurd. In 1990, the Genie passed to its current owner, who completely restored the car for vintage racing. The car has since raced at Seattle, Portland, Sears Point, Thunderhill and has successful competed at the Monterey Historics for the best part of a decade.

Today, it is fitted with a 357 cubic-inch Chevrolet and Weber carburetors, a Hewland LG500 transaxle (the only significant deviation from original and much stronger than the original unit), and all A.N.-spec hardware. The car comes with many recently-installed new parts and has always been maintained to the highest standards. A comprehensive spares package (including wheels, suspension and brake components, various engine and powertrain parts, plus a dedicated alignment rig and other support equipment) is included in the sale, however it is the buyer’s responsibility to arrange shipping of these items from their present location, or negotiate pickup of the spares with the vendor directly.

Joe Huffaker’s Genie sports-racing cars are fine examples of his commitment to high-quality, light, strong chassis construction combined with good power and handling. Loud, fast, and always a crowd-pleaser, ‘H120’ will be welcome at all major US vintage racing events.

Estimate:US$ 140,000 – 160,000
£90,000 – 100,000
€110,000 – 130,000

Pros: A good cheap way to go racing, a true american special

Cons: Originality, PAH

#98 – Buffum Stanhope #1 1895 US$250,000+ My pick US$250,000 NOT SOLD

http://www.bonhams.com/auctions/20322/lot/446/

The world’s oldest four-cylinder car, the oldest American car ever offered at auction, the oldest American gasoline car in private ownership.

The first Buffum automobile produced, Buffum family ownership for nearly 40 years, ex- Princeton Auto Museum collection,
1895 Buffum Four-Cylinder Stanhope
Chassis no. 1BUFFUM
* World’s first four-cylinder automobile
* Numerous technological firsts
* Known history since construction
* An icon of the Dawn of American Motoring
* First time offered publicly

H.H. Buffum, during his involvement with the automobile, designed and produced some of the most ambitious, early automobiles ever seen in this country. In a period spanning just 13 years, about 70 truly remarkable machines were built. For a man who made so few cars, Buffum achieved groundbreaking results: he produced the first American four-cylinder car, production or otherwise, the first cataloged production American race car and the world’s first production V8 automobile.

Buffum began work on his first automotive design, the machine offered here, in 1894. The car was completed the following year in Massachusetts, where Buffum had moved to from the West Coast for the purpose of producing machinery for the burgeoning shoe industry in the Northeast. Buffum was primarily a designer and producer of complex machines for the automation of shoe production. In fact, he had secured numerous patents for his machinery, developed a successful sprinkler head design as well as sewing and nailing machines.

New England in the 1890s was a center of industrial precision metal working. Factories producing guns, sewing machines and bicycles flourished; and the area was filled with skilled artisans and well educated engineers. This atmosphere of progress and manufacturing resources ignited the idea of mechanized transport in a number of individuals. The Duryea brothers were hard at work on the concept in the early 90s and Hiram Percy Maxim began to develop his first multi-cylinder engine in the same period. That same idea, too, was taking shape with H.H. Buffum.

The motor was initially what caught Buffum’s interest. He did not gravitate to the obvious idea of grafting a stationary type engine to a carriage, but had a vision for a more sophisticated motor that would have the flexibility and compactness necessary for an automobile. Buffum designed an in-line four-cylinder engine which, of moderate size, was based on a cast iron crank case with individual cylinders. Individual detachable heads with push rod operated and atmospheric over-head valves were fitted to the cylinders. Ignition was by make and break and the intake was a primitive mixing valve. The dual exhaust system flowed through distinctive twin canister muffler and cooling was provided by a large vented water tank (boiling tank) with individual piping for each cylinder. The construction of the motor was largely fabricated but with a number of major castings. Although it looked highly advanced for its day, Buffum employed many of the accepted technologies of the period.

With the motor complete, Buffum then needed an appropriate chassis to mount it in. For this Buffum sought the assistance of local carriage maker George Pierce, who fabricated a well made and surprisingly elegant chassis for Buffum’s design. The tubular frame cradled the transversely mounted engine in castings mounted on the sides of the crank case. The motor tucked nicely under the seat, leaving plenty of space for the “boiling tank” cooling system, and the transverse mounting made for a convenient starting handle placement outside the car. The motor’s output was fed by chain to the two-speed planetary transmission. Like most pioneer American cars, it was likely a modified unit from belt drive machinery as employed by Duryea. Finally the chassis was finished off with an elegant Stanhope body, likely also supplied by Pierce, which resulted in a car of refined elegance rather than a primitive prototype that was thrown together.

The new Buffum car sported tiller steering, chain drive to the rear axle and innovative, cleverly designed controls. The gear change lever came out of the seat fall area and its leather knob rotated to operate the throttle. The distinctive leather knob, thought to be derived from a shoe hammer, was a distinctive touch and appeared also on later Buffum models. A series of pedals operated the brakes and reverse gear and the final drive, by chain and no differential, was fitted to the axle although the rear wheels were driven by ratchet to eliminate the need.

Like many other pioneering builders Buffum was quite secretive of his advancements, and used his car around town only sparingly when it wasn’t kept hidden away for fear that someone would steal Buffum’s hard-earned designs and innovation. The car did spark interest locally, however, and Buffum began to be approached with requests for automobiles. Prior to 1900 he hand-made six cars, each with evolving design – likely in Buffum’s spare time as he had a thriving business to look after!

Photos exist of a subsequent early prototype. The design, although it appears to employ the same engine, has progressed to a different transmission and drive system. One of Buffum’s early automotive patents is for a drive system quite similar to the one in the photo. The car also shows the addition of a “snake” radiator to supplement the inefficient boiling tank.

A period photo shows car number one early in its life with a set of light pneumatic carriage type wheels and a slightly different steering tiller than the prototype. Undoubtedly car number one was used to test other ideas and concepts in the early years of its life.

Though always being more interested in the challenges of design, Buffum set himself up for automobile production in 1900 and manufactured a handful of cars mainly for local residents in this early period. By 1901, Buffum was making a serious play at the auto business, introducing a four-cylinder, front engine, chain drive car. This machine resembled nothing made in the country at the time and was far more likely to be mistaken for an automobile that was French made. The design of the four-cylinder motor had changed, and the motor was now an opposed four with a center mounted flywheel. One of the many novel features was a starting handle/pedal that could be operated from the driver’s seat by foot.

In the years following, Buffum cars became more and more advanced. In 1903, the “Central Greyhound” 100hp eight-cylinder racing car was built to take on Winton at the Gordon Bennett Cup in Ireland. The largest and most powerful American racecar built up to that time. Although the car never made it to the event, it was demonstrated in America and a version became a catalogued model. The production Greyhound (the 80hp Model G) would gain the distinction as America’s first cataloged production racing car and the first production eight-cylinder American car. In 1904, a big four-cylinder chain drive model with a cast aluminum Roi Des Belges body was the featured model. The magazine the Automobile had this to say about the Buffum hand-hammered alloy body car “one of the finest pieces of automobile construction ever shown….This car is the work of a mechanic of the class to which all makeshift is abhorrent.” A V-8 powered Buffum, the first V-8 offered in a production car, was introduced for the ’05 model year.

By 1908 Buffum had become disenchanted with automobile production and left the Massachusetts area for New Hampshire in order to pursue an interest in powerful motor boats. He would go on to produce similarly ambitious motors for marine vessels and airplanes, most notably a twelve-cylinder, opposed marine engine and a lightweight V-12 aircraft engine. In 1914, he made a final contribution to the auto industry with the Laconia cycle car, the only vehicle of its type produced in New Hampshire, and later Buffum built the first pier at the Weirs on Lake Winnipesaukee. Buffum eventually returned to the West Coast where he died in 1933.

The car offered here, the original Buffum, was never sold during Buffum’s life time. As mentioned, he kept the car in the possession of a storage building to protect his patent possibilities. It was Buffum’s ex-wife, Mrs. Dudley, who finally sold the car in 1934 – a year after Buffum’s death. She sold it to Harry Bell, an early collector in the Boston area who had assembled a moderate collection of early antique cars, although she could not understand why someone would want to buy it.

The sale of this pioneering car created quite a lot of interest in the media. The Boston Globe, as well as several other local papers, announced the sale of the 1895 car. The Buffum was then displayed for many years at the Princeton Auto Museum in Princeton, MA, an institution that was founded in the early 1930s and was one the first auto museums in the country. There are conflicting views as to whether Bell lent the Buffum to the Museum at this time or if the institution actually owned the car; however, the exclusion of the Buffum when the Princeton Auto Museum was sold to the Zimmerman Museum indicates it may have still belonged to Bell. Nevertheless, included in the car’s file is a Princeton Auto Museum brochure which lists the 1895 Buffum as on display.

In the 1960s the car passed between a few hands before settling with John Swann of Highland, Maryland for a number of years. Swann made the car operational and used it in a number of parades. While in his care, the Buffum became the first automobile to cross the Parallel Chesapeake Bay Bridge on its opening in 1973.

Since then the car has been seldom seen and it has spent the last 20 years in a discreet private collection. In recent years the owner placed it on display at the Owl’s Head Transportation Museum in Owl’s Head, ME.

Today the car survives in largely original condition. It looks as though the body may have been repainted many years ago, but most of the leather upholstery and dash is original. Mechanically it is well preserved and has seen only minor reversible modifications to make it reliable. The car still retains its distinctive twin exhaust mufflers, carburetor and make and brake equipment. It has not run in many years but is currently being recommissioned for the sale.

Presently it survives as one of the oldest, functional American cars in existence. There are just a handful of American cars from the pre-’98 era and, of those, the majority belongs to Museum collections. When you look to American cars before 1897 you can count the number on one hand.

It is unlikely that there will be an opportunity to acquire an older or more historically significant pioneering American machine than this one. It has potential to be the oldest American gasoline car to start the London to Brighton Run and it would consequently likely receive one of the lowest starting numbers. It would also be a tremendous machine for a museum collection as it has such historical significance on so many levels. This Buffum, being a 1895, four-cylinder engine and the sole surviving product of one of America’s greatest automotive minds makes this an automobile of monumental importance.
Estimate:US$ 250,000 – 350,000
£160,000 – 220,000
€200,000 – 280,000       

Pros: The worlds oldest and the only one = rare

Cons: What could you actually do with it, apart from display in a museum ?

#99 – Hudson Hornet 1953 #216678 US$30,000+ ex. Steve McQueen My pick US$100,000+ SOLD US$62,000

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MO12&CarID=r145&fc=0

1953 Hudson Hornet Sedan 

 
Chassis No. 216678
 
 
Estimate:
$40,000-$60,000 US
AUCTION DATE:
To be auctioned on
Friday, August 17, 2012
OFFERED WITHOUT RESERVE
Model 7C. 170 hp, 308 cu in valve-in-block “flathead” straight six cylinder engine, dual Carter single-barrel carburetors, Hydramatic automatic transmission, independent front suspension with coil springs, live rear axle suspension, and four-wheel drum brakes. Wheelbase: 124″

• Formerly owned by Steve McQueen and in his possession at the time of his passing in 1980; solid ownership provenance and iron-clad documentation
• Rare metallic green/surf green color combination
• Very original, preserved, and unrestored, save for one high quality repaint
• Single family ownership for 25 years

Steve McQueen, at one time the world’s highest paid, most popular actor, amateur motor racing driver, skilled motorcyclist, hands-on automotive enthusiast, sex symbol, and pop culture icon of intergalactic proportion, needs little introduction here or anywhere else. McQueen’s classic films that included automobiles, motorcycles, or motorsport as central plot elements include, The Great Escape, The Thomas Crown Affair, Bullitt, The Reivers, Le Mans, and The Hunter. McQueen wasn’t so much a car collector, in the traditional sense, as he was an enthusiastic gatherer of great motorized hardware and ephemera. He had the financial wherewithal to afford nearly any car or bike he wanted and had great taste and feel for cars. Throughout his life, he acquired, drove, and raced dozens of fabulous cars and hundreds of interesting motorcycles, among them, numerous Porsches, at least three Ferraris, a one-of-sixteen Jaguar XKSS, an ex-military half-track, and two Hudsons, one of which is on offer here.

The Hudson Hornet is likely the most famous of the historically significant “step down” Hudson model designs. The car’s chassis architecture, and the way the body was mounted on it, meant that entering passengers stepped down modestly into the interior of the car, and this also allowed for a lower center of gravity, which improved roadholding. This is one of the reasons the Hornet was such a successful race car, especially in the relatively new venue of NASCAR “stock car” racing. Hudson stuck with its tough, well-proven flathead six, souping it up from its original rating of 140 horsepower to 170 horsepower by virtue of “Twin H-Power,” which employed a higher compression ratio, and the factory installation of dual Carter single barrel carburetors—this combination in race trim yielded well over 200 horsepower.

Steve McQueen purchased this Hudson Hornet 7C Sedan in the mid-1970s, and it was registered into his name in August 1977. It is offered here with several certificates of ownership and title documents, as well as the actual blue and yellow California license plates the car wore during its tenure in his collection. This Twin H-Power Hudson was in his ownership and possession at the time of his passing on November 7, 1980. Subsequent to McQueen’s passing, an estate sale was held in November 1984, and the subject Hornet sedan was sold into private ownership at that time, which included a numbered certificate of authenticity signed by McQueen’s daughter, Terry, and son, Chad. That document, along with the aforementioned titles, registrations, license plates, and service and maintenance documentation since 1976, are included with the sale of the car today.

The current owner and consignor purchased the car in 1987, so it has remained in the same family ownership for approximately 25 years and presents to a very high and factory-authentic level. The engine was rebuilt during McQueen’s ownership, and the car has since been treated to one high-quality repaint to the factory original color scheme. Much of the chrome has been replated, and the McQueen Hornet still proudly wears its factory original interior.

This fine Hudson Hornet Twin H represents an attractive opportunity to acquire an important and interesting car that benefits from prior ownership by the “King of Cool,” with bulletproof and unquestioned documentation and provenance. It is an opportunity that will not come again soon.

Words: Matt Stone, author of McQueen’s Machines.

Pros: Two words: Steve McQueen

Cons: It is just a Hudson !

#100 – GMC Series 101-8 PickupChassis no. 1018CS1318A 1958 US$60,000+ My pick US$100,000 SOLD US$92,000

http://www.bonhams.com/auctions/20322/lot/401/

Ex-Steve McQueen
1958 GMC Series 101-8 Pickup
Chassis no. 1018CS1318A
* 336ci V8
* Half-Ton model
* Cameo styling
* Once owned by Steve McQueen

This GMC Pickup Truck is a 101-Series, half-ton model on the 114″-wheelbase chassis, fitted with the 336cu in (5,508cc) V8 engine. Wonderfully flamboyant, its over-the-top styling reflecting the passenger car trends of the period, the 101-8 offered the best power-to-weight ratio of the entire GMC range. No wonder it appealed to Steve McQueen!

Steve kept this truck as part of his private collection of ten cars garaged at The Beverley Wilshire hotel during the time that he lived there. Described by Barbara McQueen as ‘Steve’s Baby’, it was his favorite of the ten, benefiting from the ‘McQueen’ treatment under the hood and hotted-up to be a veritable ‘wolf in sheep’s clothing’. Steve regularly used this truck in and around Beverley Hills. It bears the registration number ‘3188’ – a reference to his identification number while a student at the Junior Boys Republic Reform School in Chino, California.

The importance of this connection cannot be over emphasized. The youthful Steve was a troublemaker, getting arrested twice for petty theft before his exasperated mother finally sent him to Boys Republic, an institution that emphasized hard work with the goal of restoring self respect to its young inmates. Steve readily acknowledged that his time at Boys Republic turned his life around, and throughout his career he regularly visited that institution, donating money and helping in countless other ways, including creating the Steve McQueen Scholarship fund for the Republic’s best student. Needless to say, Boys Republic was a beneficiary of his will, receiving $200,000. No doubt Steve chose his truck’s registration as a mark of gratitude to Boys Republic and a reminder that although he had risen to the very top, his life had once sunk perilously close to the bottom.

Previously sold by Barbara McQueen at Bonhams’ 2006 Steve McQueen Sale, this GMC was without doubt one of McQueen’s most treasured vehicles. For a fan of the King of Cool, it’s hard to top!

Estimated at US$60,000+  With its Steve McQueen history, has to be worth at least $100,000, and yes it is just an old GMC truck.

Pros: Steve McQueen. Best. Car. Guy. Ever. So. there.

Cons: It is nothing but a GMC pick up

#1 – Ferrari 250 GTO #3505GT US$35 mil.

Private Sale

Stirling Moss, UK 1962 LM 1962 Ireland/ Gregory Ret., Goodwood TT 1962 Ireland 1st > Gunther Philipp, Austria 1963 Club Raced > Scuderia Patria, Italy 1964 > Dan Margulies, UK 1965 > Richard Crosthwaite 1965 > Melville – Smith > Alain de Cadenet > Edward & John Harrison 1973 > Harry Leventis 1997 > Yoshiho Matsuda 2000 paid $8.0 mil. > Eric Hereema, UK 2004 > ?? > Craig McCaw USA 2012 for US$35 mil.

Not just any 250 GTO but the ex. Moss/ Ireland/ Gregory Le Mans car in great condition with a very good history.

#2 – Ferrari 250 GTO 1963 #5095 US$31mil.

Private Sale

Scuderia SSS 1963 TDF 1963 Abate/ Bianchi 2nd > Automobile Club de l’Ouest, France 1964 Club Raced TDF 1964 Tavano/ Martin Ret. > Pierre Bardinon 1967 > Chairman Lee, Korea 1996 > Sold fior US$ 30 Mil. > Bill Ainscough, UK 2007 > $28 mil.?? > 08 – Jon Hunt, UK > Carlos Hank Mexico 2012

Very nice Series 1 GTO all there and all good

#3 – Ferrari 250 GTO/64 1964 #5575, approx. US$30 million

Private Sale

Ecurie Francorchamps, Belguim 1964 Spa 500KM Bianchi Ret., Ring 1000KM 1964 Bianchi/ van Ophem 4th, LM 1964 Bianchi/ Buerlys 5th, Reims 12 Hours 1964 Bianchi/ Dumay 9th > Annie Soisbault de Monatgiu, France 1964 TDF 1964 Soisbault/ Roure 9th, Paris 1000KM Dubois/ Gosselin 13th > John Calley, USA 1965 > Chris Cord 1965 > Daniel Ward 1966 > Carle Conway 1976 > Robert Donner > via. SMC 1996 > Carlos Hank, Mexico 1996 > 1998 asking $5.5 mil ?? > Never Sold > for sale 2009 ?? > Rob Walton 2012

Not as great as a Series 1, but arguaby better racing history, pretty special.

#4 – Ferrari 250TR 1957 #0728 US$24 mil. +

Private Sale

SF Sebring 12 Hours 1958 Hawthorn/ von Trips NRF, Ring 1000KM 1958 Seidel/ Munaron 5th,  Targa 1958 von Trips/ Hawthorn 3rd, LM 1958 Gendebien/ Hill 1st > Pedro Rodriguez, Mexico 1958 Sebring 12 Hours 1959 Rodriguez/ O’Shea Ret. > George Reed, USA > Owen Coon > Chevvy V8 fitted > Richard Merritt > Pierre Bardinon, France 1982 > 2012

A beautiful Le Mans winning Testa Rossa, its pretty much perfect

#5 – Ferrari 330P4 1967 #0858, Offered at US$20 million

http://www.talacrest.com/Ferrari-Sales/Ferrari-330-P4/4436.htm

SF 1000km Monza 1967 Mike Parkes/ Ludovico Scarfiotti 2nd > 1000km Spa 1967 Mike Parkes/ Ludovico Scarfiotti 5th >  24h Le Mans 1967 Mike Parkes/ Ludovico Scarfiotti  2nd > 67 – modified with Barchetta bodywork BOAC 500 Brands Hatch 1967 Williams/ Hawkins 6th > 67 – converted into a 350 CanAm Spyder Gr.7 car > 67 – William Harrah, Reno, NV, USA  > 67 – David Mac Kay, Wahrooga, AUS – Scuderia Veloce > 68 – Paul Hawkins, UK – Team Gunston > 69 – David Piper, UK > 69 – Alistair Walker, UK > 71 – Walter Medlin, Orlando, FL, USA > 98 – Medlin did not accept $9,0mio, asking for $11,0mio > RM 2009 est. ?? > Talacrest 2012 asking (The 330 P4 is quite simply one of the greatest sports racing prototypes ever designed by Ferrari. Beginning in 1962, Ferrari won the prototype class of the world sports car championship for five of the first six years, running through 1967. The cars carrying the Cavallino Rampante were obviously the ones to beat!

Aggressive, sleek, aerodynamic and achingly beautiful, the P4 was the final iteration of this particular prototype series for Ferrari, substantially revised from its predecessor with a new reinforced engine block and three-valve cylinder heads. The ZF gearbox had been a particular weakness of the P3 and it was replaced by a new unit designed and built by Ferrari. The men from Maranello had their sights set on the championship, ready to take on the competition in the world’s greatest endurance races.

Only three 330 P4s were built, chassis numbers 0856, 0858 and 0860. In addition, Ferrari 330 P3 0846 was updated to P4 specifications. These four cars made up the factory team in 1967.

In the first race of the season two of the factory entries finished first and second, with an older 330 P3/4 (officially designated 412) entered by Luigi Chinetti’s North American Racing Team (N.A.R.T.) in third. The photo of the three cars in formation crossing the finish line at the end of the race at Daytona was an epic scene that is remembered fondly by tifosi the world over. The official Ferrari team skipped Sebring and entered two P4s at Monza for the 1000-kilometre Trofeo Filippo Caracciolo (25 April 1967), with 0858 wearing race number 3, driven by Lorenzo Bandini and Chris Amon. With practice laps only three-tenths of a second apart, Bandini in the Ferrari and Mike Spence in his Chaparral were racing wheel to wheel as the race began.

Ultimately, Spence retired early leaving the Ferraris to commandeer the rest of the race. Bandini took the lead with Scarfiotti in second, Rodriguez in third for N.A.R.T. and Vaccarella in the Filipinetti car in fourth. Ferrari’s four-litre prototypes now dominated the first four positions. A failed attempt by Rodriguez at overtaking the second-place works Ferrari resulted in his retirement. In the end, co-drivers Bandini and Amon came in first driving 0858, the car offered here, on Ferrari’s home circuit, to the delight of the Italian racing fans.

Sadly, Bandini died just two weeks later as his Grand Prix car overturned in the harbour chicane at Monaco. In June 1967, 0858 was taken to France for the 24 Hours of Le Mans as one of the factory-entered four-litre 330 P4s. After just two hours of racing, three factory Ferrari P4s, including 0858 now being driven by Willy Mairesse and Jean Beurlys, were breathing down the necks of a Chaparral and two Fords. As they raced into the night, speeding down the treacherous Mulsanne straight at over 200 mph, the P4s continued running very consistently, moving up to second, third and fourth positions. Charging flat out through the morning, the stalwart Ferraris ultimately finished an excellent second with Chassis 0858, which had had a fantastic race, crossing the line after a gruelling 24 hours, in third.

Only one race remained to determine the 1967 championship – the British BOAC International 500 to be held at Brands Hatch. For this famous British circuit in the Kent countryside, Ferrari made some improvements to 0858 and lightened the P4 bodywork by removing the roof and making it into a spider – a modification that saved some 40 kg.

The starting grid was a who’s who of sports racing competition, both for drivers and constructors, with the great Jackie Stewart joining Chris Amon to drive chassis 0858. In its post-race report, Motor Sport stated, “A lot of people were hard-pressed to remember the last time we had such a fine collection of long-distance racing machinery gathered together in this country.”

The race started at noon on Sunday under grey skies. John Surtees took an initial lead before Hawkins replaced him in the third of the P4s. After the first hour, Stewart with 0858 had Spence’s Chaparral in his sights. Scarfiotti was behind him in another P4, followed by the Swiss Jo Siffert in the Porsche 908. With regular driver changes and pit stops, the running order was continually evolving over the ensuing four hours. In the final hour, Amon was in second place with 0858. With just ten minutes to go, Stewart got behind the wheel again, held the position and finished the race, securing the Manufacturers’ Championship for Ferrari, beating out Porsche. Motor Sport’s report declared, “It had been as fine a long-distance race as we have seen this season and certainly the best in England for many a year.”

After the 1967 season the international regulations were changed and there was no longer a place for the large displacement sports prototypes. Ferrari brought two of the 330 P4s (chassis 0858, the car offered here, and chassis 0860) back to the factory and converted them for use in the North American Can-Am series – an event long awaited by Ferrari’s loyal and passionate US customer base. The formula for a Can-Am car was straightforward: ultra-light body shell and lots of power. The P4s were modified as such in Maranello with notable features including a smooth front-end devoid of any lights, a more stylised rear spoiler and two air intakes curving outward to the fuel injection trumpets.

The heart of the car, however, remained pure P4. 0858’s engine was enlarged to a slightly more muscular 4.2-litres by increasing its bore to 79 mm. Greater compression resulted in an increase in power as well. Both Ferraris were designated as 350 Can-Ams. Entered by William Harrah’s Modern Classic Motors and liveried with longitudinal red and white racing stripes, 0858 ran in three races late in the 1967 season – the Monterey Grand Prix at Laguna Seca, the Riverside Grand Prix and the Stardust Grand Prix in Las Vegas, driven twice by Amon and finally by the young factory driver Jonathan Williams of Britain.

In 1968 chassis 0858 was sold to David McKay’s Scuderia Veloce in Australia and was immediately entered in its only Australian race at Surfers Paradise. Paul Hawkins secured its purchase from Australia and had it shipped immediately to South Africa for the Springbok Series. The 1968 season in South Africa proved to be extremely rewarding for 0858 with five outright victories and two second-place and one third-place finish.

In early 1969 chassis 0858 then made a brief reappearance in Europe where twice it finished first overall but did not finish at Dijon in May because of a flat tyre. 0858 was then sold through David Piper to Alistair Walker who sent it back to South Africa where it was entered in such prestigious events as the 9 Hours of Kyalami, Cape Town 3 Hours and the Laurenço Marques 3 Hours in Mozambique. Piper then bought the car back from Walker in 1971 before its current owner acquired 0858 from Piper. Since its purchase, the owner has treasured this important works Ferrari for 38 years, having only shown it at very few exclusive events in the United States. Chassis 0858 is one of just three original 330 P4s and its distinguished racing career includes a third overall at the 24 Hours of Le Mans in 1967 and a win in the 1000-kilometre race at Monza.

Ferrari P4s are considered by many to be the ultimate and most breathtakingly beautiful of all racing prototypes and this car, with its continuous and nearly four decade-long ownership, has never been offered on the market before. It is a very important and highly desirable part of Scuderia Ferrari racing history, presented today with its original Can-Am bodywork and mechanicals, ready to thrill its new owner.

If ever there was a once in a lifetime opportunity to own one of the most important sports racing cars ever built, this is it!)

Look at it, now tell me why it isnt worth US$20 million

#6 – Porsche 917K #917-023, unknown but estimated at US$16 million

Private Sale

917L-69 > 917K-70 > Porsche Salzburg Team Brands Hatch 1000KM 1970 Hulme/ Elford 2nd, Monza 1000KM 1970 Elford/ Ahrens DNF, Spa 1000KM 1970 Elford/ Ahrens 3rd > 4.9 litre engine fitted > LM 1970 Elford/ Hermann 1st > MARTINI Daytona 24 Hour 1971 Elford/van Lennop DNF > Vasek Polak 72 > Matsuda 1982 > SMC 99 > Julio Palmaz, USA 2000 (the 1970 Le Mans winner, was the 23rd of the 25 chassis homologated as a Group 4 Sports car on May 1st ’69 in original “Lang Heck” spec. After homologation, it was stripped of it’s mechanicals and the body chassis unit and all it’s parts were consigned to the customer spares department. There the car stayed for some time until it was finally re-built to ’70 “Kurtz” spec in early ’70. It then essentially became the System Porsche development car but entered in races as the second Ecurie Salzburg entry and up until Le Mans was always painted white.Race debut for 917023 was at Brands Hatch in 1970 for the BOAC 1000 Kms, where Elford gamely tried to hang on to Rodriguez who was in a class of his own that day. Elford and Hulme finished second in the wet conditions. At Monza the car was fitted with a full 5 litre engine, qualified third fastest and ran strongly in the race until a rear tyre exploded and wrecked the suspension and bodywork. At the Spa 1000 Kms where the conditions were wet and dry, Elford and Ahrens finished third.917023 was then totally rebuilt fresh for it’s next race, the Le Mans 24 Hours. In fact, the car looked so fresh in the Le Mans paddock pre-race, that some on lookers thought it to be a brand new car. Painted for the first time in Ecurie Salzburg red and white, Attwood and Herrmann qualified the car 15th fastest in practice, the slowest of all the 917’s in the race. Come the race though, the car ran like clockwork, like a little 911, never missing a beat in the terrible conditions, and never once leave the track or hit anyone. Apart from routine pit-stops, it needed no mechanical work and at the end of the race covered itself in glory by winning Le Mans, giving Porsche their first win in the famous race. After the race the car did the obligatory show tour but did one more race that year at the Osterreichring for the Zeltweg 1000 Kms. Driven by Elford and Attwood, the car qualified fourth and finished fourth overall.For 1971 the car was rebuilt and then consigned to the three car Martini Racing Team, who were replacing the Ecurie Salzburg as the factory “B” team. At the ’71 season opener at Buenos Aires the car was disqualified and at the next round at Daytona was crashed badly on the banking. The accident saw the tail completely ripped off and the rear suspension and chassis frame badly damaged. The car was returned to Porsche where it lay unfixed until sold to Vasek Polak at the end of ’72 still to be repaired. Polak paid $10,000 for the wrecked car, with it’s engine, in a deal which also saw Polak buy 020, complete but without an engine for $8000.Polak fixed the car, made a new wider and finned tail from his own moulds, flared the sills to match the wide tail, and painted it in Gulf colours for a TV commercial. Polak also switched the chassis plate with 917020, each chassis acquiring the others identity. This was done to protect the identity of the Le Mans winner.Polak appeared with the car at Laguna Seca in the early 80’s and then sold the car, still as 917020, to the Matsuda Collection in Japan who put the car back in its famous red and white Salzburg colours but retained the Polak made finned tail. It was sold in this trim to current owner Julio Palmaz through Symbolic Motors in 2000 with the chassis plate now correctly switched back to 917023.In 2001 the fins were removed from the tail and the paintwork redone to replicate more exactly the Le Mans winning livery. However, it still retains it’s incorrect wide rear end and flared sills. Much sought after for displays and demonstrations, the immaculate car was recently seen at the 2007 Rennsport III Re-Union at Daytona.) > Carlos Monteverde 2012

One of THE Le Mans cars, the first Porsche to win Le Mans

#7 – Jaguar C – Type 1953 #XKC051, unknown, was it even sold?, maybe US$10 million

Duncan Hamilton ??

Works lightweight,1953 Le Mans Rolt/Hamilton 1st, 1953 TT Rolt/Hamilton DNF, 1953 Prescott Walker fastest sports car > Ecurie Ecosse British Empire Trophy Oulton Park Rolt 3rd in heat, Sanderson 5th in handicap final & 2nd on road, First Easter Handicap, Goodwood Rolt 2nd, Race Two, Members Goodwood Sanderson, 3rd aiter spinning when in 2nd place, Race Four, Sanderson, crashed, Daily Express international sports car race, Silverstone, Peter Walker, 3rd and Team Prize; Aintree, Scott-Douglas, 6th; Snetterton, ScottDouglas, 4th, 8th & DNF; Goodwood, Scott-Douglas,12th & 13th; Oulton Park, Titterington 1st & Scott-Douglas 8th; Charterhall, Lawrence,1st; Silverstone GP meeting, Titterington, 6th; Zandvoort, Scott-Douglas, 2nd: 1955 British Empire Trophy, Oulton Park, Sanderson, 6th in class & 16th on handicap; Easter Goodwood, Rolt, 4th > Bill Smith Ulster Trophy Dundrod 1st, Eastern Cownties 100, Snetterton, 3rd > Geoffrey Allison (York) Mallory Park,1st > Miles Brubacher  USA 1957 > 1968 sold to Briggs Cunningham > Adrian Hamilton > Europe 2012

A Le Mans C – Type, doesnt get much better than that

#8 – Auto Union D – Type 1937 #19, POA approx. US$8 – 10 million

Private Sale

This legendary racing car – absolutely confirmed today as chassis number ’19’ – was driven to placing finishes in the 1939 Grand Prix racing season. Handled by Auto Union factory team drivers Rudolf Hasse and Hans Stuck, this pioneering rear-engined Grand Prix projectile finished fifth in the German EifelRennen event on the North Circuit of the Nurburgring, and sixth in the Grand Prix de l’Automobile Club de France around the super fast public road course at Reims-Gueux.

The 1938-39 V12-cylinder Auto Union racing car – retrospectively classified postwar as the Chemnitz company’s ‘D-Type’ model – was developed to meet a new set of international regulations governing Grand Prix racing. They specified a maximum engine capacity of 3-liters and a minimum weight limit of 850-kilograms. The ‘D-Type’ Auto Union was based upon a highly sophisticated and advanced new chassis design, featuring de Dion rear suspension and its fuel load centralized in pannier tanks hung along each side, within the wheelbase. The 3-cam V12-cylinder engine developed some 420bhp in 1938 single-stage supercharged form, rising to some 485bhp at 7,000rpm when two-stage supercharging was adopted for 1939.

That final pre-war season – whose leading cars such as this Auto Union represent the absolute high-tide of ‘Silver Arrows’ period technology – then opened on May 21 with the EifelRennen, at Germany’s Nurburgring, where Nuvolari’s ‘D-Type’ finished second and Rudi Hasse fifth in chassis ’19’ now being offered by Bonhams & Butterfields.

During the 1939 racing season, Auto Union deployed 11 ‘D-Type’ chassis in the six significant Grand Prix Formula events contested. In addition to Nuvolari’s second place in the EifelRennen, Hasse finished second in the Belgian GP, before his team-mates H.P. ‘Happy’ Muller and ‘Schorsch’ Meier brought the team a wonderful 1-2 success in the French race at Reims-Gueux.

It was there that chassis ’19’ raced for the last time, driven by Hans Stuck, the veteran Austrian star. In his hands, this ‘D-Type’ Auto Union completed the works team’s day by finishing sixth.

Today, Auto Union ‘D-Type’ chassis ’19’ is the only proven surviving Grand Prix car of its type with contemporary 1939 racing history. It is one of the classic car world’s most charismatic machines, and is exquisitely well-restored to running order. In a world hungry for genuine intrinsic value, it has much to commend it.

Post-war Myth and Mystery

For nearly half a century the survival in Communist Russia of ex-works German ‘Silver Arrow’ Grand Prix cars from the 1930s seemed little more than unproven myth. The search for any such cars from Mercedes-Benz or – much more so – Auto Union – was regarded as historic motor sport’s quest for the Holy Grail. While several 1930s Mercedes-Benz Grand Prix cars survived at the Stuttgart factory and in private Western hands, the only known Auto Union was a sectioned 1936 V16 model exhibited in the Deutsches Museum in Munich.

It was known that the surviving Auto Union team cars had been expropriated by Soviet forces in the Autumn of 1945. In fact, no fewer than 13 Auto Union cars were transported by train from the company’s devastated factories in Zwickau and Chemnitz, Lower Saxony, in what was to become Communist East Germany.

They were delivered to the Soviet Union’s NAMI motor industry research institute in Moscow, where early in 1946 a working group of engineers was established to investigate these dazzlingly high-tech German designs. Four Auto Unions – one with wheel-enveloping streamlined bodywork – were dismantled and effectively destroyed during the NAMI group’s inspection and analysis.

Two sister cars were delivered to Moscow’s ZIS production car factory for parallel examination and research. One, a V16-cylinder, was subsequently scrapped. The other – which was a hill-climb car comprising a 16-cylinder-type chassis powered by the later V12 engine – escaped destruction, eventually passing into a museum in Riga, Latvia, and subsequently to Audi.

Four other Auto Unions – three 1938-39 V12 Grand Prix cars, plus one streamliner – went to the GAS factory in Gorky (now renamed Nizhniy Novgorod) where some components were cannibalized for use in GAS, Moskvich and ZIL-based competition cars. When one staffer required a trailer, a stripped Grand Prix chassis frame was cut in half to suit…!

Generally, the Soviet technicians were unable to run the cars, with the exception of one V12 ‘D-Type’ at Gorky, whose tanks were found to contain the correct sophisticated German fuel mix. This car was started successfully and tested at high speed, only for driver Leonid Sokolov to find his path obstructed by encroaching roadside crowds. He lost control under braking, and crashed into them, killing as many as 18.

Around 1950, two surviving open-wheel GP Auto Unions and one 16-cylinder streamliner were assigned to engineer Vladimir Nikitin in Kharkov, Ukraine. He cannibalized the streamliner to build his ‘Kharkov’ racing car, powered by a 4-cylinder Podeba street engine. A fellow Ukrainian engineer, Eduard Lorent, also benefited from Auto Union study in building his small- capacity ‘Kharkov L1’ and ‘L2’ racing cars.

One complete open-wheeler chassis, the trailer-frame and their major mechanical components survived surplus to Nikitin and Lorent’s requirements, and after the collapse of the Soviet Union, Russian-born American Paul Karassik – a Florida-based antique car enthusiast – spent much time in Russia hunting down the truth of the Auto Union legend. Karassik accumulated an incredible treasure-trove of pre-war Grand Prix car components, including Auto Union serial ’19’s complete, unspoiled chassis and the late-model V12-cylinder engine which powers it today. Mr Karassik entrusted restoration of this car to the renowned British ‘Silver Arrow’ specialists, Crosthwaite & Gardiner in Buxted, England, and they rebuilt it in as-original two-stage supercharged form.

A great pre – war Grand Prix car, unclear what someone could actually do with it, but even just sitting still it exudes speed and class.

#9 – Bentley 4.5 Litre Blower 1929 #UU5871 SOLD US$7.92 million

http://www.bonhams.com/auctions/20143/lot/204/

1929-31 4½-Litre Supercharged ‘Blower’ Bentley Single-

Seater
Registration no. UU 5871
Chassis no. HB 3402
Engine no. SM 3901
Sold for £5,041,500 inc. premium
Footnotes
Amongst all Brooklands habitués of the 1920-30s, perhaps the most glamorous and charismatic of all the historic Motor Course’s racing celebrities was the diminutive Bentley-driving Baronet, Sir Henry Ralph Stanley ‘Tim’ Birkin. He combined his ‘Bentley Boy’ high-society image with a fearless driving talent and here we offer the unique ‘Blower’ Bentley Single-Seater in which he shattered the Brooklands Outer Circuit Lap Record in 1931.

For an entire generation of British motor racing enthusiasts, ‘Tiger Tim’s’ militarily-moustachioed, be-goggled figure, in his neat wind cap, often with a polka-dot scarf fluttering in the slipstream, personified an English ideal. This so-British hero became the absolute epitome of Imperial power, speed and daring…

But ‘Tim’ Birkin in truth embodied far more than mere celebrity just flirting with motor racing. He was in fact intensely competitive, a born sportsman who relished racing for racing’s sake, dedicated to maximizing his chances on track, and committed whole-heartedly to making the absolute most of whatever natural talent he possessed.

Despite the contemporary press image of him as a fearlessly courageous daredevil, Sir Henry described himself as being “…quite small, and I do stammer…in business that does not interest me, I am hopelessly vague and inefficient but on a subject in which I am absorbed, just as hopelessly talkative and meticulous”.

With fellow enthusiast/racer Mike Couper, Birkin & Couper Ltd was established at Welwyn where it produced the prototype 4½-litre Blower Bentley in the summer of 1929. W.O. recalled: “They would lack in their preparation all the experience we had built up in (our own) racing department over 10 years. I feared the worst and looked forward to their first appearance with anxiety…”.

Birkin ran his prototype tourer-bodied car in the Brooklands 6-Hour race on June 29,1929. The car retired. At Dublin’s Phoenix Park race two weeks later the two supercharged Bentleys finished 3rd and 8th. In the RAC Tourist Trophy at Ards in Ulster, Bernard Rubin’s ‘Blower’ overturned while Birkin, who had challenged W.O. to act as his riding mechanic (the marque’s founder accepting), placed a worthy second overall and won his class. The third ‘Blower’, meanwhile, broke its engine.

Birkin then retired from the Brooklands 500-Miles and the entire team retired from the Double-Twelve race at Brooklands in May 1930. W.O., embittered – one must remember – by the collapse of his company – summed it up as follows: “The supercharged 4½ never won a race, suffered a never-ending series of mechanical failures, brought the marque Bentley disrepute and incidentally cost Dorothy Paget a large sum before she decided to withdraw her support in October 1930…”.

W.O. added the sting in the tail: “Tim managed to persuade Barnato to allow him to enter a team in the 1930 Le Mans (in which none survived) and we were obliged, in order to meet the regulations, to construct no less than fifty of these machines for sale to the public…”.

W.O. assertion that the ‘Blower’ Bentley “never won a race” is wrong. The car offered here is the exception – and it would not only become a multiple Brooklands race winner, but also holder of the Outer Circuit lap record there.

Birkin had been disappointed by his failure at Le Mans 1929 and then decided during that summer to make a firm entry for the BRDC 500-Mile race at Brooklands, using a car with the future potential to break the Outer Circuit lap record there.

Bentley Motors had been rocking in the deepening recession when Tim Birkin became attracted, unlike W.O. Bentley himself, to the notion of supercharging the 4½-litre Bentley. Those were the great years of Bentley success with consecutive victories in the Le Mans 24-Hours race, but Birkin hungered for greater power and more speed as W.O. explained: “Tim had a constant urge to do the dramatic thing, a characteristic which I suppose had originally brought him into racing. His gaily vivid, restless personality seemed to be always driving him on to something new and spectacular, and unfortunately our 4½-litre car was one of his targets… Tim used all his charm and persuasion to induce first Amherst Villiers to build a special blower for his 4½, next Woolf Barnato” – company financier as well as leading team driver – “to give it his blessing, and finally the Hon. Dorothy Paget to put up the money for a works at Welwyn” – just north of London – “and to buy and modify the chassis”.

At his Birkin & Couper Ltd works in Welwyn, this special track-racing ‘Blower’ Bentley was then developed alongside the road-racing endurance sports cars. Captain – later Lt. Colonel – Clive Gallop was largely responsible for the new track-racing car, while working under his direction on the project were foreman E.A. Jennings, the Champion English racing walker Whitcombe who was ‘Tim’ Birkin’s riding mechanic, Logan and Newcombe, who were successively Bentley’s chief engine fitters; Browning, the chief chassis fitter, and Billy Rockell, the works’ supercharger fitter.

The Bentley chassis selected as basis of the project was of 10 feet 10 inch wheelbase, chassis number ‘HB 3402’ while the selected engine number was ‘SM 3901′.

Amherst Villiers had designed the supercharger and its configuration, while the developed engine’s enlarged-diameter crankshaft, with 90mm journals, and special rods were drawn and detailed by Villiers’ chief draughtsman, Tom Murray Jamieson of later racing Austin and ERA fame before his tragic death at Brooklands – as a luckless spectator – in 1938.

The Villiers Roots-type supercharger for this ‘Blower’ Bentley ‘Track Car’ used a standard casing as on the sports cars, but housing larger rotors to increase boost. Otherwise, according to Clive Gallop at the time, the engine was the normal 4-cylinder with four overhead valves per cylinder, actuated by a single-overhead camshaft. The cylinder-head ports were of course highly polished, any engine fitter within the Welwyn works who found himself temporarily idle being put straight onto this task. As much of the cylinder head as possible was also polished, but not re-machined. Bench testing showed that fuel consumption “…of methanol mixture of 0.79 specific gravity would be 1.2 pints per bhp/hour”. On track the finished car’s actual fuel consumption figure proved to be 2.07 miles per gallon…

The body initially fitted to chassis ‘HB 3402’ was of ‘1½-seater’ form, with fabric skin stretched over a spring-steel lattice framework. The radiator was exposed while the supercharger, dumb-irons and carburettors were all partially cowled-in. This brand-new bodywork was painted in a rich mid-blue livery.

The Outer Circuit was no minor challenge at that time, in 1929. The old concrete bankings and straights were frost-heaved, patched and bumpy. Fuel tank troubles were anticipated, for the ageing Brooklands Motor Course could mete out a fearful pounding to cars running at way above one hundred miles per hour. Consequently a fuel tank design adapted from the 42-gallon Le Mans 24-Hour race type was mounted by means of a Le Mans-style cross-tube at the back which passed through the tank and which was carried within a rubber-lined trunnion on each of the two main frame rails. Clive Gallop then provided a third mounting point using a plate shaped to the match the front end of the tank, carrying a nickel-steel pin that accommodated the spider of a Hardy-Spicer universal joint.

A structure rising from the chassis then carried another spider which coupled to that on the tank, thus providing a flexible forward mounting.

Unfortunately, during practice on the eve the 1929 500-Mile race, the nickel-steel pin attached to the tank sheared due to embrittlement when it had been brazed into place – not at Welwyn, Gallop emphasized. He promptly drove the damaged Track car back from Brooklands to the Welwyn works for repair, without mudguards, lamps and starting handle and with a police car following him right into the factory yard!

It became obvious that in the time available overnight an adequately heavy new support could not be provided. Instead, the suggestion of a young mechanic named Hoffman was adopted, in which a normal steel strap packed with rubber and felt was placed round the front of the tank, and then attached to the chassis by reinforced angle plates, welded into place.

Just after dawn on race day, Clive Gallop drove the great car back to Brooklands, Birkin – who was in the process of negotiating provision of a substitute car from ‘Babe’ Barnato – having been warned that it was on the way. Clive Gallop saw, and held, 120mph along the Barnet Bypass road, and the new car was finally delivered to the Track just in time to be checked over and readied for the race start.

Incidentally, during this rushed delivery to Weybridge, Clive Gallop had found the Track car so tractable on the public road that eventually a Welwyn-to-Brooklands route was selected which included London suburban traffic. If a spark plug should oil up, Clive Gallop’s standard procedure would be to stop on the hill at Putney Vale – on the stretch passing the KLG spark plug factory – where he would fit a fresh plug and then roll-start down the remainder of the gradient there.

When the big cars were finally flagged away into that 1929 BRDC 500-Miles race, ‘Tim’ Birkin in the ‘Blower’ Bentley single-seater now offered here, immediately set the pace, lapping at over 121mph. A great duel ensued between this ‘Blower’ Bentley and Kaye Don’s V12-cylinder Sunbeam. But as it hurtled round the punishing, high-banked Motor Course, the new blue Bentley began to spray a thin mist of engine oil from its bonnet louvres, the droplets coating the aero screen, cockpit coaming and driver’s head and shoulders. Birkin soon found his hands slipping on the steering wheel rim, and his vision diminishing through coated goggles, so he tore into the pits to clean up. The Clive Dunfee/’Sammy’ Davis Speed Six Bentley took over the lead on scratch, while on handicap small-capacity Amilcars and Austin Sevens held the advantage. By 90 laps George Eyston’s Sunbeam ‘Cub’ was up into to second place and after 108 laps it led overall. Dudley Froy, partnering Kaye Don in the big Sunbeam, also led before retiring with a broken back spring – the Brooklands bumps offering no mercy – and Eyston’s Sunbeam would also break a spring.

Having rejoined, ‘Tim’ Birkin in this ‘Blower’ Bentley single-seater then encountered further trouble. The problem of compensating for expansion and movement between the exhaust manifold and the silencer body-cum-pipe had been countered by inserting a length of flexible steel tubing “as used in HM submarines” with a backing applied to the car body to insulate it from silencer heat. W.O. Bentley had advised against such a scheme and as the long race tore on the localized exhaust heat degraded both the flexible pipe material and its pipe-backing, which crumbled. This left the coils of metal to vibrate and fracture, opening a hole in the exhaust system from which violet flame blasted onto the fabric body skin and set it alight.

Birkin arrowed into the pits with his new Track car trailing flame and smoke. The fire was quickly doused, but that day the car would race no further…

For 1930, ‘Tim’ Birkin then decided to attack track racing seriously with the single-seater, which went on to establish itself as one of the Brooklands Motor Course’s most charismatic cars, campaigned by certainly its most charismatic contemporary driver.

In its 1930 form, with Villiers supercharger driven from the crankshaft nose and inhaling through two huge horizontal SU carburettors, the car’s engine developed some 240bhp on alcohol fuel mix, some 65bhp more than a standard ‘Blower’ Bentley on benzole petrol. Its rear axle featured a new nose piece housing a special pinion which provided a final-drive ratio of 2.8:1. Fuel flow at full throttle was quoted as being approximately one Imperial gallon every 74 seconds…

Reid A. Railton had been commissioned to design a new (fire proof!) aluminium body to replace the flexibly-frame fabric original, and it was hand made for the car by A.P. Compton & Co of Merton. The regulation Brooklands silencer on the car’s nearside now bolted directly to the exhaust manifold, without any flexible-pipe intervening. Front-wheel brakes were deleted and the car rode on 32-inch x 6.50 Dunlop Racing tyres.

The first Brooklands Meeting of 1930 then saw Birkin battling against his starting penalty, taking second place in the three-lap Kent Short Handicap race despite a slipping clutch and with supercharger casing cracks hastily plugged just before the start, using Plasticene… His flying lap was still clocked at 123.89mph. He then contested the meeting’s Surrey Short Handicap, setting fastest lap at 124.51mph.

In the four-lap Kent Long Handicap, Birkin then had the chance to overcome his penalty, winning by one second at 119.13mph average, and setting fastest lap at 126.73mph. This was the first race victory ever achieved by a ‘Blower’ Bentley – and while Sir Henry, car owner the Hon. Dorothy Paget and their supporters were delighted, W.O. Bentley – whose distaste for supercharging was often declared – had perhaps mixed feelings.

Brooklands’ Easter meeting then saw Birkin campaign his single-seater before a 20,000 crowd, winning the Bedford Short Handicap easily at 117.81mph and lapping at 134.24!

As the late, great Bill Boddy recalled in his definitive ‘History of Brooklands Motor Course 1906-1940′ – “Plug troubles foiled Birkin’s hopes in the Dorset Lightning Short Handicap but he turned out again for a 3-lap match race against Dunfee’s GP Sunbeam. Sadly Dunfee’s car had thrown a rod, so Birkin came out alone, to attempt to beat Kaye Don’s lap record. The Bentley was in grand trim, roaring very high round the Byfleet banking, dropping to the Fork in a puff of dust, clipping the verge by the Vickers’ sheds and going onto the Members’ banking each time with that characteristic and disturbing little snake that those who saw the car in action are not likely to forget. From the notorious bump” – where the Hennebique Bridge near the end of the Member’s Banking had subsided slightly into the River Wey – “… it leapt some 70 feet, clear of the Track, onto the Railway Straight. It was a grand sight, Birkin’s scarf flirting with the fairing behind his head as he held the car to its course. The ‘Blower’ Bentley certainly provided as great a thrill for the onlookers of the 1930s as had the V12 Sunbeam and the ‘Chittys’ for the 1920s…”.

‘Tiger Tim’s heroic driving that day had seen the Bentley Single-Seater lap in 1 minute 13.4 seconds, 135.33mph, beating Don’s existing outright record by 0.73mph. On its standing lap the Single-Seater had lapped at 133.88mph, then completed its succeeding three laps at 134.60, 134.60 and finally the new record 135.33mph.

Birkin then contested the following Bedford Long Handicap race, but with his new lap record conferring an “owes 20secs” handicap he was unplaced, despite equaling his new record on two consecutive laps…

Sir Henry ‘Tim’ Birkin’s Blower Bentley single-seater was plainly Great Britain’s fastest track racing car of that time. After that day’s racing he promptly flew back to Le Touquet to claim the dinner that ‘Babe’ Barnato had promised him that morning if he could break the Outer Circuit lap record.

At the following BARC Club Meeting, the great car was off form, issuing clouds of smoke on the startline and Birkin lapping at a – for him – measly 126.73mph. The car ran poorly again in that day’s Racing Long Handicap before retreating to Welwyn after a poor day out.

Kaye Don first equaled the new Birkin Bentley record in his V12 Sunbeam at Brooklands’ Whitsun Meeting, and then shattered it by lapping at 137.58mph, a 2.25mph improvement.

The Hon. Dorothy Paget then entered Birkin to drive the Single-Seater again in the Brooklands August Bank Holiday meeting, only for the fuel tank to split, causing his retirement from the feature ‘Gold Star’ Handicap.

High winds and the threat of rain then made high speeds impossible in the Brooklands Autumn meeting – but Birkin and the Single-Seater reappeared for the BRDC 500-Miles on October 4. A front tyre burst at top speed during practice, which both car and driver survived despite “some astonishing subsequent gyrations”. Birkin shared the drive with George Duller but the car ran badly and neither enjoyed the experience, their car “sounding like a motor cycle” and finishing a tardy ninth. So the 1930 Brooklands season closed, with Kaye Don and his V12 Sunbeam holding the Outer Circuit lap record…

The Hon. Dorothy Paget loved being involved with competition, but only if she was on the winning side. That winter she withdrew her backing from the ‘Blower’ Bentley endurance racing team, but retained the successful Single-Seater. The BARC Whitsun Meeting in 1931 saw the great car’s return to Brooklands, but again Birkin’s best efforts with it were overshadowed, lapping at a best of 128.69mph in the Gold Star Handicap, then 131.06 in the Somerset Senior Long before retiring.

Birkin consulted George Eyston, and at his suggestion fitted a PowerPlus vane-type supercharger in place of the Villiers’ Roots-Type. Not until that year’s August meeting would the Single-Seater return to the historic Motor Course, but a gusty wind hampered attempts by both Birkin and Gwenda Stewart in the 2-litre Derby Miller to attack the Kaye Don lap record. Birkin’s best attempt running alone as part of a special record attempt feature within that August meeting was clocked at 134.97mph, but later that afternoon in the London Lightning Long Handicap race he clocked an improved 136.45mph despite the gusty wind.

‘Tiger Tim’s great friend and fellow ‘Bentley Boy’ Dr J.D. Benjafield was then entrusted with the Single-Seater for the 1931 BRDC 500-Miles, only for its engine to break a valve and the great car to be retired. Birkin wrote: “The few days before this race were not without their thrills…when I was coming off the Byfleet Banking at about 130, the auxiliary petrol tank caught fire and flames began to lick the legs of my overalls…. the cockpit certainly did become rather hot. So I switched off the engine and put on the brakes; but before the car stopped, I had to climb out of the seat and, perched on the back of the car, steer as best I could from a crouching position. I jumped off once it was safe and put out the fire. But the cockpit and my hands were both burnt…”. The original Villiers supercharger then replaced the PowerPlus.

Come that year’s Autumn Meeting and in the Cumberland Senior Long Handicap Birkin finished third after starting from scratch, after which he continued for two extra laps to attack Don’s 137mph lap record, yet again falling just short at 136.82mph.

For 1932, the Single-Seater was re-sprayed red in place of its original blue and its engine was re-bored to 100.5mm, providing a capacity of 4,442cc. The new season opened on Easter Monday, but four days prior to that meeting Birkin attacked the Kay Don Outer Circuit lap record and broke it at last – raising the mark to 137.96mph.

In the subsequent Easter meeting, John Cobb’s V12 Delage just edged out the now re-handicapped Lap Record-holding Single-Seater to win by 0.2 sec from Birkin, whose best lap was at 134.24mph compared to Cobb’s best of only 128.36.

Out again in the Norfolk Lightning Long Handicap, Birkin nearly lost control of the great car on his second lap, as it skidded viciously under the gusty wind as it shot out from beneath the Members’ Bridge. Birkin and the Bentley then won for their third time at Brooklands, averaging 122.07mph and lapping at 134.26.

The BRDC later held a 100-mile Outer Circuit race, in which Birkin held the advantage in his heat until the Single-Seater’s right-front tyre stripped and he made a pit stop, finishing fourth. He then led the Final at half-distance but only until “…the long red car came round misfiring and spluttering, took on water, boiled and retired a lap later with the cylinder block cracked”. Another retirement was then posted in the 1932 Whitsun Meeting,

At a special Brooklands day organised in aid of Guy’s Hospital, Birkin subsequently won the Gala Long Handicap and equaled his former lap record of 137.96mph. In the six-lap Duke of York’s race the Bentley threw the tread from its right-rear tyre which flailed high over the heads of spectators round the Members’ Banking…

The threat of rain at the August Meeting persuaded Birkin not to run the Single-Seater in one race, but in the 3-lap invitation event for 100 Sovereigns, Birkin in the Bentley confronted John Cobb in the V12 Delage. The French car was the faster starter, leading by 3.8 seconds completing the opening lap. But on lap 2 ‘Tiger Tim’ flashed round at 135.70mph and was just 1.2 seconds off Cobb’s tail.

Bill Boddy: “The crowd was on its toes… And round they came, the Bentley gaining, yard by yard, on the Delage. As Birkin hurtled off the banking the ‘bump’ shot his car well clear of the Track and the padded rest on the fairing behind his head came adrift, to fly, a small dark object, high into the air. In a supreme effort, Birkin caught Cobb and drew ahead, winning one of Brooklands’ most intense races by a mere one-fifth of a second, or about 25 yards. He averaged 125.14mph and that glorious last lap was run at 137.58mph (0.28mph below the record).” Out again in the Hereford Lightning Long Handicap, Birkin swept around at 136.45mph, being classified second at the finish.”

Despite his Brooklands heroics, in 1932, Birkin wrote of the Motor Course: “I think that it is, without exception, the most out-of-date, inadequate and dangerous track in the world…Brooklands was built for speeds of no greater than 120mph, and for anyone to go over 130, without knowing the track better than his own self, is to court disaster… The surface is abominable. There are bumps which jolt the driver up and down in his seat and make the car leave the road and travel through the air”. He concluded this onslaught with the line “If I could find anything true to shed an attractive blur over all Brooklands’ diseases, I would make use of it at once; but there is nothing at all…” He was a brave man, then, to unleash this ‘Blower’ Bentley Single-Seater there as fearlessly as he did…

In the sports-racing ‘Blower’ Bentleys, Sir Henry had already set a record-breaking pace at Le Mans in 1930, and that same year ran his ‘Blower’ in the French Grand Prix at Pau in southern France – describing it as being akin to “a large Sealyham surrounded by greyhounds”, yet finishing an astonishing second overall. But by 1931 Bentley Motors and the ‘Blower’ project were in collapse and Sir Henry was instead racing private Alfa Romeo 8C-2300s shared with his friend Earl Howe, actually winning the prestigious Le Mans 24-Hour race for the Italian marque. But early in the 1933 racing season ‘Tiger Tim’ burned his arm at Tripoli in Libya while running a Maserati 8C at Tripoli in the Lottery Grand Prix. Already ailing with recurrent malaria – first contracted during his World War 1 service – this British hero was quickly overwhelmed by septicaemia, despite tremendous efforts to save him by his friend and loyal supporter Dr Benjafield. And Sir Henry died in a London hospital three weeks after the Libyan incident, on June 22, 1933 – aged just 36.

His former backer, the Hon. Dorothy Paget, retained the Single-Seater, unused, until 1939, resisting all offers from would-be buyers until Bentley enthusiast Peter Robertson-Rodger blew-up the engine of his ex-Birkin French GP ‘Blower’ Bentley at Donington Park, and he managed to charm her into selling him the track car, to use its engine in the sister Birkin car. Then came World War 2. The number one ‘Blower’ engine was then returned to the single-seater, which Robertson-Rodger decided to convert into a two-seat roadster.

Bentley mechanic Bill Short did the conversion work during the war, and the project was finally completed in the late 1940s using a two-seat body designed by Robertson-Rodger and made by Chalmers of Redhill. This new body retained the single-seater’s appearance in side profile, complete with pointed tail. Bentley specialist and VSCC luminary John Morley subsequently worked on the great car, and when Peter Robertson-Rodger died in 1958 he bequeathed the Single-Seater in his will to Mr Morley.

Meanwhile, boyhood Birkin fan and Bentley enthusiast ‘Rusty’ Russ-Turner had been a long-term admirer of the car. He recalled: “I had never lost my fascination for that car and one day I was at the Bentley Drivers’ Club Hendon driving tests meeting when a fellow member mentioned rumours that the Birkin single-seater was going to be sold to America.

“I went to see John Morley who said that nobody in England seemed to want it. In fact, they all seemed afraid of it. So after long negotiations we came to an agreement and in the summer of 1964 I collected it from his garage at Colnbrook, west of London, and drove it home to Leatherhead. It carried the 2-seat body but Morley had also sold me the original track body as part of the deal. When I climbed behind that wheel it was the realization of a dream. Ha, I was wearing a white silk shirt, and by the time I got home I was soaked in oil from head to foot!”

He described how he had found that the great car’s engine bearings were badly worn and its dry-sump system scavenge pump on the nose of the supercharger had been re-piped to feed an oil-cooler under such pressure that the excess oil squirted everywhere. He painstakingly rebuilt the car and ran it for several years with its Robertson-Rodger 2-seat body in place while the single-seater aluminium shell sat on the floor of his garage.

Truly must be one of the greatest cars ever made, fabulous history, the meaning of genuine.

#10 – Rolls Royce Silver Ghost 1912 “The Corgi” #1907 SOLD US$7.4 milllion

http://www.bonhams.com/auctions/20143/lot/272/

1912 Rolls-Royce 40/50hp Double Pullman Limousine
Coachwork by Barker
Chassis no. 1907
Engine no. 127
Sold for £4,705,500 inc. premium
Footnotes
Introduced in 1906, the 40/50hp Rolls-Royce soon established itself as the finest automobile in the world.
Its ruggedness, quality, power, simplicity and reliability made it the intelligent choice for motorists who could afford its prodigious cost.
While most could, and did, employ chauffeurs to maintain and drive their automobiles, the 40/50hp Rolls-Royce also appealed to forward-thinking owners who made driving a popular pastime. It was a unique combination that proved itself in long distance trials, pitting the automobile and its driver against the rudimentary roads of the day and it fostered the creation of dual-purpose automobiles.
Exclusive and luxurious, they were driven by chauffeurs during the week, then taken out by the family on weekends, to experience the joys and challenges of the countryside. Pride often earned their loyal Rolls-Royce personal names, a tradition started by Claude Johnson with the thirteenth 40/50 built, 60551, known also by its registration, AX 201, the “Silver Ghost”, an automobile so famed for its achievements and style that its name attached itself to the entire model range.
This automobile, however, had to wait a half century before it earned the name by which it is known today, “The Corgi”. Chosen by Mettoy as the basis for its Corgi brand’s classic Rolls-Royce Silver Ghost model (#9041), it represented to generations of young men and women the personification of elegant, classic quality that attached to the name Rolls-Royce.
Many other automobiles, not least Claude Johnson’s Silver Ghost and its successors, were named by their owners. But only one has acquired its name by the place it occupies in the impressions of myriad childhoods: “The Corgi.”
Frederick Henry Royce had begun successfully to manufacture automobiles well before he met and was influenced by the Honorable Charles S. Rolls, third son of Lord and Lady Llangattock of Monmouth and Rolls’ partner in importing Panhard-Levassor and Minerva automobiles, Claude Johnson. Rolls and Johnson were the ideal complement to the meticulous engineer Royce, bringing visibility to the aristocracy and commercial elite and creativity and enthusiasm to sales efforts that made the most of Royce’s innovation and attention to detail.
C.S. Rolls & Co., Rolls’ and Johnson’s London showroom, contracted for all of Royce Ltd,’s production in chassis form. They turned to London’s most established and reputable coachbuilder, Barker & Co., for bodies. Started in 1710, Barker had built coaches for Kings George III and William IV as well as no less than 24 for Queen Victoria. Coachwork by Barker brought an aura of history, quality and acceptance to the automobiles now known as Rolls-Royce.
Rolls and Johnson soon realised that the perfectionist Royce developed a continuing series of improvements in his products. Incorporating them in a range of models that shared many components added complexity to maintenance and administration. A single model upon which Royce could concentrate his brilliance and attention would resolve the organisational issues and leave Royce free to perfect his automobile. Rolls and Johnson prevailed upon Royce to design a completely new six-cylinder engine of 40 RAC horsepower.
Designated simply the 40/50hp, the new Rolls-Royce was rushed to its debut on the stand at Olympia in November 1906. Its L-head six-cylinder engine had dimensions of 4 ½” x 4 ½” giving a displacement of 7,036cc with two three-cylinder iron blocks with fixed cylinder heads on a cast aluminum crankcase.
An innovation that contributed mightily to the 40/50hp’s reliability was Royce’s decision to fit it with low pressure positive lubrication to the main and connecting rod big end bearings and gudgeon pins. Although it operated at only 10psi the pump flowed over a gallon per minute, providing both lubrication and cooling to the bearings.
The new engine produced 50 brake horsepower at 1,500rpm and sufficient torque to accelerate smoothly from 3 or 4 mph to a top speed of 60 mph in top gear of the 4-speed gearbox. It was superb in town or on the road.
Five years later Royce had put into practice his commitment to continuous improvement, implementing a long list of changes, both large and small, that cemented the reputation of the Rolls-Royce 40/50hp as “The Best Car in the World.” Early owners who had recognised the 40/50’s quality even before it established its reputation were ready to reap the harvest of their insight, loyalty and experience and began to acquire later models.
One of those insightful owners, in fact the first private buyer of the first Rolls-Royce 40/50hp, 60539, was John M. Stephens of South Croydon. He had acquired 60539 in May 1908 with clerestory roof limousine coachwork by Barker after it had served the factory in many capacities, notably as the Motor Show display car at the 40/50’s introduction at Olympia in 1906.
60539 must have been particularly satisfying because in early 1912 Stephens took delivery of this car, chassis 1907, bodied with similar, but now subtly and distinctively refined and lavishly equipped, Double Pullman Limousine coachwork by Barker.
One of a number of Silver Ghosts similarly bodied by Barker, it is the only known survivor with this coachwork. It is the only Barker Pullman known to have been built without a division window, a deliberate omission that hints at happy hours with father behind the steering wheel able to communicate freely with his family ensconced in the luxurious passenger compartment with its twenty-nine beveled glass windows. In contrast with many similarly-bodied automobiles of the period the driver’s compartment is as finely trimmed and equipped as the rear, again hinting at its regular occupancy by the owner.
Fenestration includes highly unusual curved corner glass and clerestory lights between the side windows and roof that illuminate the rear compartment even when the four side windows’ silk shades are drawn for privacy. A small hinged glass panel in the windshield directly in front of the driver opens for visibility in rain.
In addition to the beveled glass the interior appointments are exceptional particularly the dome light surrounded by an elaborate fabric rosette in the headliner. Window frames are of finely finished wood, window pulls and door panels of embroidered silk, interior fittings of silver and door pulls of ivory. The rear compartment’s footrest conceals a complete and exquisite picnic and tea service for four. The family lucky enough to tour in this Barker Double Pullman not only had china from which to take their tea but also an alcohol fueled burner and kettle to heat the water. A set of six decanters, three in sterling silver and three in carefully leather-wrapped glass, complete the setting.
An elaborate luggage grid on the roof complements the multi-faceted exterior’s elegance. A full set of instruments for the driver include a Double Elliott speedometer. The exterior is finished in cream with green accents and roof, varnished wood window surrounds and accented with red coachlining and nickel plated brightwork.
Subsequent to Mr. Stephens’ ownership it became one of the most important elements of the famed collection of J.C. Sword in East Balgray, Ayrshire. Its next owner was Mr. Denis de Ferranti in North Wales from whom it was acquired by Mr. Terry Cohn in 1986. Noted American Silver Ghost collector Mr. Richard Solove acquired it in 1992.
During all those years its special stature ensured it was carefully and consistently maintained in its original configuration and today it is one of few early parallel bonnet Rolls-Royce 40/50hp Silver Ghosts never to have been separated. The complete automobile is as-delivered by Rolls-Royce in 1912. After acquiring “The Corgi” Richard Solove commissioned Rod Brown to return it to its original elegance and style. Although Brown was given great latitude “The Corgi’s” condition was such that it did not need to be disassembled, a tribute to its years in the Sword and subsequent collections.
Acquired from Richard Solove by John M. O’Quinn in 2007, its condition today continues to be magnificent.
Next only to Claude Johnson’s AX 201, the original “Silver Ghost” it is the most recognisable of all Rolls-Royce, a statement of refinement, grace and gentility that for many defines the qualities – and the Edwardian period – in which Rolls-Royce established the unsurpassed reputation it still enjoys today. It has survived a century this year in its original highly elegant configuration, complete in all important respects as delivered by Rolls-Royce and Barker & Co. in early 1912 and is the only example of this coachwork without a division window. It drives perfectly, as intended by C.S. Rolls, Claude Johnson and Frederick Royce.
“The Corgi” is a singular example not only for what it is but also for what it means to generations of collectors who grew up with its Mettoy model.
Its list of keepers now admits a new member to continue its century of preservation, enjoyment and appreciation.

Along with the “Silver” Ghost, this is the greatest Rolls ever made, worth every cent, especially to anyone that had te famous CORGI

With many thanks to www.ultimatecarpage.com, www.anamera.com and www.barchetta.cc and the wonders of Google, www.bonhams.com, www.goodingco.com and www.rmauctions.com for more information.

#11 – Ferrari 250LM 1964 #5891, POA but maybe $7 million

http://www.collection-cars-sales.com/sale-file.php?id=750

Antonio Nicodemi 1964 Targa 1965 Nicodemi/ Lessona 14th, Mugello 1965 Nicodemi/ Casoni 1st, Trento – Bondone HC 1965 Casoni 8th, Coppa Enna 1965 Casoni 1st, Monza 1966 Facetti/ Nicodemi Ret., Targa 1966 Nicodemi/ Lessona 15th, Mugello 1966 Facetti/ Nicodemi 1st > Scuderia Filipinetti, Switzerland 1966 Paris GP 1967 Garant 3rd, Coupe de Paris 1967 Garant 3rd, GP de Paris 1968 Garant 2nd, Enna GP 1968 Garant 3rd, LM 1968 Muller/ Williams Ret. > engine #5905 fitted > Paris 1000KM 1968 Garant/ Muller Ret., Coupe de Salon 1968 Garant 2nd > Jean – Pierre Rouget, France 1969 TDF 1969 Rouget/ Gosselin Ret. > Pierre Bardinon 1969 > Philipp Vernholes 1970 > Thuysbaert 1971 > Albert Prost 1972 > Jean Guikas 2000 paid 15 mil. FF >  GTC asking ??

Amazing car, great history, clear ownership, no stories. Cant ask for more than that.

 

#12 – Aston Martin DB4GT Zagato 1961 #DB4GT/0184/R, POA but maybe US$7 million or more.

http://www.fiskens.com/pages/showroom/model.aspx?pid=1572

Aston Martin DB4 GT Zagato
Unveiled at the 1960 London Motorshow, this was Aston Martin’s ultimate development of their DB4 GT model. Zagato took the DB4 GT and created a smaller, more aerodynamic, super lightweight car for Aston Martin to attack the might of Ferrari with.

Finished new in Aston Martin’s racing colours of Almond Green, chassis 0184 was retained by the factory for nine months and used as their test and development car. At the time, Aston Martin were working very closely with Dunlop on the development of disc brakes. Aston Martin agreed to sell 0184 to Dunlop to continue this work, who completed about 25,000 miles in it until they sold it in 1967. The new owner, Rob Owen, was well known in Aston Martin circles having already owned a DB3S, and was soon competing in a variety of events throughout the 1967 and 1968 seasons. It then joined the significant collection of Sir Anthony Bamford, who asked Owen to race it at the 1969 Birkett six-hour relay race at Silverstone for him.

Sir Anthony Bamford had the Zagato extensively overhauled by the factory, and the next owner, Ernie Miller – again, a well known figure in the Aston Martin Owners Club racing scene, having regularly competed in his DB4 GT’s –decided that 0184 was too original to race, so entered it into the 1970 AMOC Fort Belvedere autumn concours, where it won its class. Miller used 0184 as a road car until 1975, until 0184’s next custodian once again started regularly racing the Zagato in AMOC events all the way through until 1980.

More recently, 0184 has been maintained by marque specialist RS Williams and has competed in The Goodwood Revival. Like its arch rival, the Ferrari 250 GTO, DB4 GT Zagato’s were a superb dual purpose GT car, as capable on the race circuit as it was on the road, and as such 0184 has also competed on numerous tours and rallies including the Gstaad Classic.

Still retaining its achingly original interior, 0184 is one of the most original examples of Aston Martin’s prettiest ever GT car. 

DB4 Zagato. Does it get any better looking ?……

 

#13 – Ferrari 625TRC #0680, SOLD US$6.155 million

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r310

1957 Ferrari 625 TRC Spider  
 

Estimate:
€3.000.000-€3.700.000
Chassis No. 0680 MDTR
AUCTION RESULTS: Lot was Sold at a price of €5.040.000 
 
 
 
 
 
320 bhp, 2,953 cc Tipo 128 SOHC per cylinder bank V-12 engine, six Weber 40 DCN twin-choke carburettors, alloy four-speed manual gearbox, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, nine-inch differential, live rear axle with parallel trailing arms and coil springs, and four-wheel hydraulic finned aluminium drum brakes with steel liners. Wheelbase: 2,250 mm (88.6″)

• One of only two stunning, factory-built 625 TRCs ever built; fully documented provenance
• Bought new by famed racing driver and pioneering American Ferrari importer, John von Neumann
• Successful period and vintage-racing history, including such luminaries as Richie Ginther
• Single ownership in California for over 30 years; expertly restored and race-ready
• Accompanied by original, very rare, matching numbers Type 625 2.5-litre Ferrari racing engine

To call Ferrari’s TRC for 1957 “one of the prettiest Ferraris built”, as preeminent Ferrari historian Richard F. Merritt put it, is surely an understatement. It is a design without fault—a timeless, downright breath-taking execution of Italian motoring passion, married to one of the greatest sports racing chassis of all time, and in this particular car, complemented by an aggressively unmistakable, shiver-inducing exhaust note that the trained Ferrarista’s ear will immediately peg as that of a proper “Testa Rossa”.

Ferrari Importer Extraordinaire

John von Neumann’s life story was the stuff of adolescent fantasy. Born to an Austrian family, he arrived in the U.S. as a student in 1939, joining the military during wartime and promptly beginning his sports car racing career, associating with the future ‘who’s who’ of Southern California’s car culture and co-founding the California Sports Car Club. While he ramped up his dealership activities on the West Coast with his wife Eleanor, importing the most famous (and, decades later, priceless!) European sports cars from Porsches to Ferraris, he continued his successful international racing career. On the dealership side, a young Richie Ginther helped him manage Ferrari Representatives of California, and indeed, his influence on Ferrari history cannot be underestimated.

0680 MDTR

The Ferrari on offer stands in a class all its own. Offered from single ownership for the past 30-plus years, its presentation at auction may very well be a once-in-a-lifetime opportunity. It is one of only two 2.5-litre 625 TRCs ever built by Ferrari, each specifically ordered by the larger-than-life West Coast Ferrari distributor Johnny von Neumann.

According to Bill Rudd, crew chief Harold Broughton and others, the 625 TRC was von Neumann’s favourite Ferrari, partly because of its superior handling—this from a man who owned a pontoon-fendered Testa Rossa, nearly 10 four-cylinder Ferraris in all, Porsche 550 Spyders and every other imaginable world-class sports car. In fact, the December 1957 edition of Road & Track asserted, “both von Neumann and Ginther say that [the 625 TRC] is the best handling and easiest of all Ferraris to drive in a race”.

Chassis 0680 MDTR is highly documented with complete history from new. It is the ninth of only 19 TRCs of all kinds built by Ferrari in total for 1957, including the Type 500 cars. Completed on 26 June 1957, it was finished in Dark Grey Metallic with a Maroon Stripe and purchased the following month, along with its sister car 0672 MDTR, by von Neumann.

Although 0680 MDTR raced mainly in California, its first two outings were in Europe, after von Neumann personally collected it from the Ferrari factory. He first took it to Salzburg, Austria in August, 1957, where he competed in the famed Gaisberg hill climb (“Grosser Bergpreis von Östererreich”), winning his class in only the car’s first outing. The incredibly fast and agile Ferrari performed equally well in Switzerland, finishing second in the Grosser Bergpreis der Schweiz in Tiefencastel-Lenzerheide in central Switzerland. Extraordinary period images attest to this car’s successful early outings, as it powered up the mountain, leaving Maseratis, Porsches and other Ferraris in its wake.

Having conquered its Alpine competition, 0680 MDTR was transported to California, where Appendix C rules did not yet apply. The car was modified during September/October 1957 with a single wraparound windscreen and metal tonneau cover. Its first race in the U.S. was at the very first race held at the famed Laguna Seca race track, which had been built for 1957 after the Pebble Beach road races were deemed too dangerous. Again, von Neumann skilfully piloted this car to a podium finish, 2nd, once again.

It raced nine more times during the remainder of 1957 and 1958 at Pebble Beach, Pomona, Hawaii and Santa Barbara, with von Neumann scoring two victories and three podiums during this prolific period. Other notable race outings include Laguna Seca on 15 June 1958, with future Ferrari Formula 1 driver Richie Ginther winning with 0680 MDTR. Josie von Neumann, the daughter of John and Eleanor and an accomplished racer in her own right, drove 0680 MDTR at the Vaca Valley SCCA National race in October, 1958, finishing 5th overall and 1st in class. Surely the arrival of the grey-liveried, von Neumann-entered 625 TRC at any start/finish line on the West Coast must have utterly disappointed the competition.

The 625 TRC was raced by John von Neumann at Pomona on 1 February 1959. On 26 April, Richie Ginther, the reigning 1958 Pacific Coast Sports Car champion, drove the Ferrari to a fifth-place finish at Avandaro, Mexico. Unfortunately, and despite all the success on both road and track, von Neumann’s marriage came to an end and the Ferrari dealership was sold. As such, 0680 MDTR was sold without an engine to successful owner-driver Stan Sugarman in Phoenix, Arizona, who had just sold his Maserati Birdcage.

A Chevrolet V-8 and a Borg-Warner four-speed gearbox were installed while in Sugarman’s ownership in 1960. 0680 MDTR was often driven in qualifying races by Jim Connor and handed over to car owner Sugarman for main events. The duo frequently placed on the podium in the races they entered. In fact, the car’s provenance is well documented throughout the 1960s as its owners successfully campaigned the car in and around the West Coast.

Single Ownership for Three Decades

Between 1969 and 1978, the car passed through a known succession of owners until Phil Sledge sold it to Bob Taylor. In 1981, 0680 MDTR was acquired from Mr. Taylor by the current owner, who commissioned its restoration, which was performed during 1982 and 1983 by David McCarthy at Phil Reilly in Corte Madera, California, where a Ferrari V-12 engine to Testa Rossa specification was fitted, and the car was painted red and fitted with a full-width windscreen.

Following its restoration, 0680 MDTR was shown at Pebble Beach in 1985, where none other than Jackie Stewart introduced the car to the hundreds of onlookers as “a car that has quite a record behind it. Many west coast races. Von Neumann himself drove it”. The roar of the V-12 engine was greeted by applause on the 18th green at Pebble Beach, from where the car resumed its competition career the same year at the prestigious Monterey Historic Automobile Races. (Extraordinary period video captures this event and is available for review by interested parties upon request or on RM’s website.) In fact, the dedicated owner has returned to Laguna Seca for this event annually ever since, except for 2002 and 2010. Notably, 0680 MDTR finished most often ahead of the pontoon-fendered Testa Rossas in attendance.

In all, the current owner raced 0680 MDTR on 113 occasions during a post-restoration vintage-racing career even more prolific than the car’s extensive period racing history.

What’s more, the car competed in the Ferrari Maserati Historic Challenge and was entered in a number of classic touring events. In 1999, at the 25th annual edition of the Monterey Historic Races, the 625 TRC won the Chopard Award for Presentation and Performance. In 2005, the Ferrari returned to the show field with another appearance at the Pebble Beach Concours d’Elegance.

Most recently, the Ferrari V-12 engine was completely rebuilt and fitted with new cylinder heads by world renowned noted Ferrari expert Patrick Ottis prior to the 2011 Monterey Historic Races. The brakes were also serviced with a rebuild of the brake hydraulic system and new carbon-fibre brake-shoe linings.

The car is powerful yet flexible and non-temperamental, harkening back to the long-lost era when high-performance cars were driven to the track, raced all-out and then driven back home afterward. It is most enjoyable and exhilarating in both environments today. With known history from new, 0680 MDTR has enjoyed coverage in several publications, including the 1957 Ferrari Yearbook and several editions of Cavallino, as well as such books as American Sports Car Racing in the 1950s and Antoine Prunet’s Ferrari: Sports Racing and Prototype Competition Cars.

Professionally maintained, both cosmetically and mechanically, 0680 MDTR is in excellent condition. As the owner stated,

Every year I buttoned the car up for the winter, drained the fluids, covered it snugly and completely such that its shape did not even show. Then months later when spring came around, and I’d pull all the covers off and see the car gleaming there in its sleek curves, even after 30 years of owning it, driving it, touching it, and looking at it, I would be astounded all over again at how beautiful it was. Then I would open the door, slip into the corduroy seat, turn on the ignition and fuel pump, give the 6 Webers a few pumps of the gas pedal, and push the starter button. Blam! It jumps to life, with that gorgeous smooth ripping sound of the V12 that is never ear-splitting, while at the same instant you not only hear it, but you also feel it, as it resonates and vibrates in your chest and body as well as your ears.

Perhaps most attractively, 0680 MDTR is offered at auction with its original, matching numbers 2.5-litre Ferrari Type 625 LM racing engine, which since its separation from its original chassis over 50 years ago, led an interesting life of its own, passing through Luigi Chinetti and on to Pete Lovely, who installed it in a Cooper Formula One racing car. Now, decades later, the remarkable original engine, which is exceptionally rare and desirable in its own right, has been reunited with its chassis to complement the prodigious power of the V-12 currently in the car.

As such, the possibilities for this Ferrari are virtually limitless. The new owner may choose to thoroughly enjoy the V-12 engine car as is or utilize its original four-cylinder motor and with relatively little effort, refinish the car in its original grey livery with dual hood bulges, thereby returning it to its von Neumann-era appearance and surely delighting the judges and fellow drivers at future Pebble Beach, Le Mans Classic or Mille Miglia retrospectives and concours events.

With an incredibly rich and highly documented provenance to match, potential interested parties should see an RM representative to view the extensive history file, containing restoration receipts, historical images, vintage magazine articles and even period video. 

A great sports racer, worth lots of money. Good history

 

#14 – Ferrari 250 Monza 1954 #0466, Asking US$6.155 million

Franco Meiners

54 – Franco Cornacchia, Milano, I – Scuderia Guastalla  > 54/jul/11 15th OA 4th IC VIII. Coppa d’Oro delle Dolomiti Franco Cornacchia/ Chico Landi #107   > 54/sep/19 acc. Bologno-Raticosa hillclimb  > 55/jun/12 3rd or DNF Parma-Poggio di Berceto hillclimb Franco Cornacchia > 55/jul/23-24  IV. 10h di Messina (Notturna Messinese) Franco Cornacchia/ Chico Landi #5 > 5. – Juan Rezende Dos Santos, VEN  > 56/apr/28-29 79th OA 6th IC Mille Miglia Juan Rezende Dos Santos/               Araujo #559 Red Arrows p156, 260 > 57 – Enrique Casini, Rio de Janeiro, BR > 57 – repainted blue metallic > 57/feb/11  unknown race in South America Enrique Casini #6  > 57/mar  Petropolis Circuit Enrique Casini #6 > 57  Interlagos Largada #9 > 57/jun/23  III. Prova Cinquentenario do ACB, Interlagos Enrique Casini #6 
57/sep/01  Interlagos Alvaro Varanda #12  > 57/dec/08  GP de Rio de Janeiro Enrique Casini > 58 – Celso Lara Barberis, Rio de Janeiro, BR > 58/nov/30  Prova Prefeito Ademar de Barros, Interlagos  > 70 – Falvio Marx, Sao Paulo, BR > 7. – original engine installed in 0180ET > .. – ……………., UY > 77 – Bernardo Favero, Parma, I – found in Uruguay in need of the mother of all restorations, no engine   > 01 – original engine sold to Bernardo Favero via Garry Roberts  > 11 – Frank Erich Meiners, Bergamo, I & French partner  > 12/feb/01-05 – restoration project displayed at Retromobile, Paris, F – asking €5,0mio
 Courtesy of www.Barchetta.cc

One of the great sports racing Ferraris mating the Monza chassis with the 3 Litre engine. Needs the mother of all restorations, but will be a winner when done.

 

#15 – Porsche 936/76 #936/76-001, unknown but US$6 million +

 

Private Sale

Porsche Ring 300KM 1976 Stommelen 5th > Joest Le Mans 1976 Joest/ Barth Ret. > Porsche Dijon 500KM 1976 Mass/ Ickx 1st > 936/77 Le Mans 1977 Barth/ Haywood/ Ickx 1st > 936/78 Le Mans 1978 Wollek/ Barth/ Ickx 2nd, Le Mans 1979 Wolleck/ Haywood/ Barth Ret.Bruce Morse > 936/81 Le Mans 1981 Mass/ Schuppan 12th > Dave Morse > RM Auction 2002 > Canepa Design 2003 > Julio Palmaz, USA 2004 > Carlos Monteverde 2012

One of the greatest cars ever, worth all of the money and more. Le Mans win is hard to argue with.

 

#16 – Jaguar D – Type 1955 #XKD520, POA but roughly US$6 million

http://www.kidston.com/kidston-cars/2212/1955-Jaguar-D-type–

 

1955 Jaguar D-type
Chassis no. XKD 520

•One of the most successful and iconic sports cars of all time
•Extensive early racing record and well documented subsequent provenance
•UK registered (EU tax paid), immaculately presented and with a detailed history file
•Not merely eligible but highly in demand by organizers of the world’s most exclusive events
•Chris Keith-Lucas: “In my opinion the car remains one of the best production D types in existence”

On only a few, rare, occasions do automobile design, performance and competition success coalesce into sublime expressions of form following function.

The list is short: Mercer Raceabout, Zagato and Touring’s Alfa Romeo 6C and 8Cs, Touring’s Alfa Romeo 8C 2900s, Giuseppe Figoni’s Talbot-Lago T150 CSS Le Mans ‘Teardrops’, Ferrari’s 330 P3/4.
And Malcolm Sayer’s D-type Jaguar.
‘XKD 520’, the seventh production D-type, was ordered through Brysons in Melbourne, Australia in June 1955 by up-and-coming driver Bib Stillwell, who later recalled: “I purchased the car new from Jaguar and it arrived in Melbourne, Australia in January 1956. I competed with the car for two seasons and had numerous successes with it.” These included the Bathurst 500, where ‘XKD520’ set the outright fastest sports car speed ever, also setting a new sports car record in the Rob Roy Hillclimb and winning the South Australia Trophy at Port Wakefield. After a brief hiatus when the car was prepared for the Australian Land Speed Record attempt it resumed racing in the Bathurst Road Racing Championship for Sports Cars, winning outright. A second place at Lowood in the Queensland TT and fifth in the Australian TT at Albert Park during the Australian GP meeting followed.
At the end of the ’56 season ‘XKD 520’ was sold to Ampol, the Australian Motorists Petrol Company, for Jack Davey, a colourful figure if ever there was one. The D-type was left in the care of Bill Murray in Surfer’s Paradise to prepare for the 6,000 mile Ampol Trial including a repaint in bright red and addition of a passenger windscreen. While driving the D-type to the start Murray lost control at high speed and smashed into an articulated lorry. Both the D-type and Murray were grievously damaged. In mid-1957 ‘XKD 520’ was sold to racer Frank Gardner who undertook its repair. In its April 1963 issue, which featured ‘XKD520’ on the cover as part of a feature entitled ‘Our Fastest Road Car?’, Australian magazine Sports Car World recalled: “The car was painstakingly rebuilt and all necessary parts crack tested. Alan Standfield made repairs to the alloy bodywork and the car returned to racing in 1958. Gardner’s choice for body color was white- the same as his previous racing cars.”
Gardner then proceeded to add further laurels to ‘XKD 520’s history including a second at Bathurst, first at Mt. Druitt, third in both heats at the Orange Racing Car Scratch Races (both bettered only by GP cars) and first in the over 1500cc race at Schofields.
David Finch acquired ‘XKD 520’ in November 1958 and continued to race it for the next three years, eventually fitting a factory-supplied 3.8-litre block after the original 3.4-litre added its expiration to the fitting name of Bathurst’s engine-testing Con Rod Straight. He earned a first place in the 1961 Queensland TT with the new engine. In 1961 an encounter with a fence at Warwick Farm exceeded the ductility of the original bonnet and Alan Standfield created a distinctively-shaped version of Jaguar’s long nose bonnet.
Ash Marshall acquired ‘XKD 520’ in May 1962 and commenced a plush restoration with chromed accessories, XKSS style side exhaust and heat shield, polished aluminum, a fully-carpeted interior and “a glass-like finish” as described in Sports Car World, complemented by the registration number ‘ASH 222’. Later owners in Australia include Peter Bradley and Richard Parkinson.
In 1967 ‘XKD 520’ was acquired by former Jaguar apprentice and future Le Mans 24 Hours winning racing driver and car dealer Richard Attwood in the U.K. He had it attended to by Jaguar’s Brown’s Lane facility and then displayed it in his Wolverhampton Mercedes-Benz showroom, ultimately selling it to Sir Angus Spencer-Nairn in 1977.
Jaguar expert and restorer Chris Keith-Lucas recounts its later history as follows:
“[It] came to us at Lynx on behalf of its new owner, Angus Spencer-Nairn. The car was generally quite well presented at that time, but required straight-forward recommissioning before being sent out to the Channel Islands….
“Over the next quarter century I maintained a regular acquaintance with the car…. He used it quite lightly; a few track days, some tours, a Mille Miglia, but no races….
“In 2004 the car sold to a new owner … who kindly brought the car to me [at CKL Developments] again for recommissioning. It is now [2005] in good usable condition and pains have been taken not to spoil the pleasing patina of the car.
“… The car has retained its original tail, monocoque and the 3.8 engine supplied by the works early in the car‘s life. However, on working on the car…we decided to put right one outstanding feature which we felt had been unsatisfactory for many years. This was the bonnet: the one it had worn since its accident in Australia around ’57 was a locally-produced item, and was not any too beautiful, being a rather flattened semi-long nose, semi short-nose affair.
“The aim was to return it to its original body plan, and this we achieved with a genuine original short-nose bonnet which I managed to acquire for the project. This bonnet had at one time been fitted to an XKSS and had been discarded decades ago when that car was rebuilt…. The removal of the rather oddly-shaped tail fin improved the look of the car and was authentic for the car’s early appearance. It also gave us the chance to view the paint layers underneath, red and white, which were found to accord perfectly with the Andrew Whyte description.
“In my opinion the car remains one of the best production D types in existence, having had a long-term owner through the period when many other cars were spoiled by unsympathetic restorations and unfortunate ownership changes. To the very best of my knowledge the car has retained its principle components since the end of the 1950s. It is one of my favourite D types….”
In addition to fitting the original style short nose bonnet, CKL Developments’ work in 2005 included detail work to de-chrome plate and restore ancillaries and suspension elements to factory appearance.
Subsequent owners have been Joel Laub in the U.S., a well-known and highly regarded U.K enthusiast and the current European collector. It has been maintained in recent years by David Brazell and is being freshly serviced by Chris Keith-Lucas at CKL Developments before being placed in the hands of its next keeper.
‘XKD 520’s appeal is endorsed by both Bib Stillwell and Richard Attwood who at various times expressed their desire to re-acquire it.
Also included in the sale are the Australian-built semi long-nose bonnet and tail fin – both important attributes of the car’s continuous and significant history from new – a passenger windscreen, spare clutch and spare wheel. During its long term ownership by Angus Spencer-Nairn a substantial quality of documentation was accumulated including its FIA Historical Technical Passport, correspondence with Jaguar historians Andrew Whyte and Philip Porter, correspondence with Bib Stillwell and between Stillwell and the Jaguar works, old registration documents and ancillary correspondence and restoration and maintenance invoices which conclusively document ‘XKD 520’s history and originality.
Sympathetically preserved, restored and maintained, ‘XKD 520’ is one of the best D-type survivors of the 53 customer cars built, a choice example of the art of Sir William Lyons, Bill Heynes, Malcolm Sayer.

One of the greatest cars ever made. Good condition and no stories.

 

 

#17 – Ferrari 250 GT California LWB 1959 #1283 SOLD US$5.93 mil.

Moteur n°1283GT
Internal n°0326D

 

 

– Unique and extraordinary provenance
– Mythical model, matching numbers, covered headlights
– Extremely rare, one of 47 examples, the 22nt built
– The Roger Vadim’s California
– factory hard-top
– former Jean-Claude Bajol collection

We are delighted to present here the very car that turned heads while in the hands of one of the most famous playboys from the South of France.

Ferrari’s destiny was changed by the 250. Starting as a small-scale constructor, it took on an industrial dimension and gained the international reputation that it enjoys today. Centred on the famous V12 3-litre engine, which had nothing further to prove, two Ferrari families were born: one destined exclusively for the track and the other, offering a level of comfort and equipment missing until that point, for the road. The racing line gave birth to such legendary cars as the Testa Rossa, Tour de France berlinetta, 250 GTO and the 250 LM. Meanwhile stars, tycoons and amateur enthusiasts fought over the road-going line which produced splendid coupés and cabriolets. A constant characteristic of Maranello was the strong link between these two groups, which meant that the road-going cars were never far from the race track…The 250 GT California Spyder is the child of this perfect marriage. Indeed, while the 250 GT cabriolet by Pinin Farina is derived from the GT coupé, the California Spyder is drawn from the competition berlinettas. So much so that the brilliant design by Pinin Farina was bodied by Scaglietti who built all competition cars for Ferrari. The Spyder used the same chassis with 2.6m wheelbase as the Tour de France, had a comparable engine and featured the same rear wing styling as the closed version. Being geared less towards racing, it was a little heavier than its counterpart, but still lighter than the cabriolet. Also, there were certain models, specially prepared with a stopwatch in mind, that distinguished themselves on the circuit : Ginther and Hively finished first in the GT category and ninth overall in the 1959 Sebring 12 Hour race, and Grossman and Tavano took fifth place in the Le Mans 24 Hour race the same year, at the wheel of a spyder from the NART team belonging to enthusiast Luigi Chinetti. The aforementioned Chinettii was involved in the ” California ” title of the 250 GT Spyder : originally from Milan and a close friend of Enzo Ferrari, he was largely responsible for the widespread and efficient distribution of Ferrari throughout North America. This became an important market for the model that evolved alongside the competition versions, and enjoyed great commercial success with demanding wealthy amateur drivers. In all, forty-seven examples were sold in under two years, with surprisingly just six going to California. Two further Californias left the Scaglietti workshop at that time, a ” Boano ” coupé and a Pinin Farina cabriolet, both rebodied after accidents. And one must not forget the 52 short-chassis examples which followed on between 1960 and 1962. An exclusive and high-performance model, the California Spyder holds a special place in the history of Ferrari, as it embodies an unrivalled fusion of qualities for road and track, the two paths on which Ferrari built its global success. The open versions of this marque are particularly rare, which explains the growing success across the decades of the California, the most expensive road-going Ferrari today.

Leaving the factory on 11 April 1959, this was the 22nd Ferrari California to be built, including the prototype. Finished in lacquered silver grey, with black leather interior, black fabric hood, a hard-top and the preferred optional covered headlights. The Pubblico Registro in Modena indicates that 1283GT was first registered on 15 April 1959 as MO 51012, to Franco Mattioli from Sassuolo, the neighbouring district to Maranello. Clearly, this 25-year old youngster did not pay the five and a half million lira needed to complete the transaction. He was simply the frontman for a certain Roger Plemiannikow, alias Roger Vadim. Accompanied by his second wife, the Danish actress Annette Stroyberg, Vadim drove this Ferrari for nearly six years without changing its Italian plates. In 1959 he returned the car to the factory to have the drum brakes replaced with the Amadori disc brakes that were standard on models produced from that year. He then ordered the new short-chassis California model, and chassis number 2175GT was delivered to him at the start of 1961 by the garage Montchoisy, the Swiss Ferrari importer based in Geneva. According to Marcel Massini, the ” long ” California was re-sold in 1965 by the same garage Montchoisy to Georges Lang, a shipper from Annecy. The car was registered in the Haute-Savoie department, 10 FY 74, and was repainted Bordeaux red. In 1967, Lang acquired a Lamborghini Miura from the Atomic Garage in Lyon, trading in the California at the same time. A friend of the vendor remembers seeing the car for sale for 7,000 F, and later in 1973 in a neighbouring garage in Pont-de-la-Caille, on the road from Annecy to Geneva.

It was rediscovered in 1993 and sold to an important American dealer who had it transported to Amsterdam for export. However, Jean Guikas, on discovering the car at the docks, bought it and took it to Marseille where he kept it until 1997. When Jean-Claude Bajol realised that this was the actual car owned by Vadim that he had dreamed about for so many years, he wrote a cheque to the dealer immediately. He undertook a nut and bolt restoration of the car which was carried out in Modena, so thorough that it even included replacing the Luppi leather upholstery with period Ferrari leather. Bajol recollected driving with Vadim with an eye to buying the car, but his many attempts at that time failed. Forty years later, he finally fulfilled this dream, and was able to park the car alongside his 250 TdF, 512 BBLM and other cars from his collection that will also be offered in the sale.

This exceptional Ferrari contains all the ingredients that make up a work of art: a mythical marque, powerful and highly developed engine, matching numbers, beautiful styling with desirable covered headlights, designed by a major coachbuilder, easy to use in summer or winter with its factory hard-top, unrivalled driving sensations, superb condition and, the part that makes all the difference, a continuous and fascinating provenance. A very rare opportunity.
French title

 

Estimation 2 800 000 – 3 200 000 €
Sold for 4,507,104 €

THE 250GT California with amazing history, great ownership, and a cast iron history.

 

#18 – Ferrari 312PB 1972 #0886, POA but maybe US$ 5 million

http://www.collection-cars-sales.com/sale-file.php?id=798

72 – Scuderia Ferrari > 72/jan/09 1st Buenos Aires Peterson/Schenken > 72/mar/25 2nd 12h Sebring Peterson/Schenken > 72/apr/25  3rd 1000km Monza Peterson/Schenken > 72/may/28  1st 1000km Nuerburgring Peterson/Schenken > 73/may/06 4th OA 1000km Spa Merzario/Pace #2 or 0896 > 73/may/13 practice car  dns Targa Florio Ickx > 76 – Harley Cluxton, Paradise Valley, AZ, USA  > Dr. Ron Finger, GA, USA  > 8. – Jeff Hayes, USA > 90 – George Palby, Melbourne, AUS  
> 95 – sold for $600.000 > 95 – Robson S. Walton, Bentonville, AR, USA > 96/jun – offered by Mark Ketcham for $1.2m > 97/nov – offered by GTC Harley Cluxton, $1.4k  > 98/mar/31 – Axel Urban/Modena Motorsport, Langenfeld, D  > 01/may/25 – NS – Poulain Le Fur/Sotheby’s Monaco > ProTrade 2005 asking > Irvine Laidlaw > Guikas 2012 asking ??

A Great Ferrari, clear history, won Buenos Aires and the Nurburgring in ’72. Would win most historic races.

 

 

 

#19 – Bugatti Type 55 1932 Jean Bugatti Tourer  #55-208 POA, but at least US$5 million, maybe closer to $10 million.

http://www.fineautomobiles.nl/for_sale/Bugatti/T55_Jean/t55_jean.html

1932 Bugatti Type 55 Super Sport Roadster
Chassis no. 55208
Engine no. 12
By the early 1930s Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track; the world’s greatest racing drivers enjoying countless successes aboard the Molsheim factory’s products and often choosing them for their everyday transport. In 1927 Bugatti had produced the Type 43 Grand Sport – the first 100mph Grand Prix-engined sporting chassis suitable for everyday road use. It was in effect a close-coupled four-seater touring model powered by the supercharged Type 35B Grand Prix engine. Because of its lengthy run of success, Ettore Bugatti remained stubbornly committed to this single-cam engine, only adopting the more advanced double-overhead-camshaft method of valve actuation, after much prompting by his eldest son Jean, on the Type 50 of 1930. From then on Jean Bugatti took greater responsibility for design, his first car being the exquisite Type 55 roadster, a model ranking among the finest sports cars of the 1930s.

The Type 55’s 2,262cc, supercharged, twin-cam, straight-eight engine was carried over in slightly de-tuned form from the successful Type 51 Grand Prix car – successor to the legendary Type 35 – and fitted in the Grand Prix Type 54’s ladder frame chassis. The precocious Jean Bugatti added his own individual touch, designing a sublime two-seat roadster body that is universally acknowledged as one of the finest ever to grace an automobile. Unlike the Type 43, this new model was invariably a two-seater that was often referred to, quite justifiably, as the ‘Super Sport’. Aimed at only the wealthiest clientele, the Type 55 sold in commensurately limited numbers, a mere 38 being built between 1932 and 1935, the vast majority of these in the first year of production. Indeed, it truly was the ultimate exclusive supercar of the early 1930s. Even its closest rival, the 8C Alfa Romeo, was produced in far greater numbers, the majority of which were in long-chassis form and often fitted with four-seater coachwork. In contrast, almost half of the 38 Type 55 Bugattis built were fitted with Jean Bugatti-designed roadster or closed coupé coachwork, the classic roadster being considered by many cognoscenti to be by far the most outstandingly attractive sports car ever offered to the motoring public.

Chassis number ‘55208’, fitted with engine number ‘12’, was completed in chassis form in February 1932 before being invoiced by the factory on 14th April 1932 for delivery to their Parisian agent Dominique Lamberjack. Priced at 72,500 francs, it was one of five Type 55 chassis delivered to Lamberjack. According to the factory records it was fitted with ‘Roadster Luxe’ coachwork executed presumably either by the factory or by their close associates Gangloff of Colmar, no doubt to the order of its original owner who is thought to have been the French amateur racing driver Charles Brunet.

A photograph of the newly delivered car, surrounded evidently by members of the Brunet family, shows it with the temporary registration number ‘4954 W12’. The next record of the car is when it took part in the 1934 Le Mans 24-Hour race, entered by Brunet who shared the driving with Freddie Zehender. Allocated race No. 14, the Bugatti was running in a strong 5th place when, on its 75th lap at around midnight, it spun out of contention when avoiding a crashed competitor. A photograph of the car with No. 14 on its door and Brunet at the wheel before the start shows that it had been fitted with leather bonnet straps for the event but was otherwise unchanged in appearance. A later photograph of the car in Hugh Conway’s Bugatti book shows it with the temporary registration number ‘4452 W12’ and still with the bonnet straps and race No. 14 on its radiator core.

Over the next few years the car’s history becomes less clear. It was reportedly left standing in Monaco for a long period, possibly throughout the war years, before being acquired by a Frenchman named Pijer living near Lyon. A photograph of the car on file during that period shows it fitted with completely different wings with built-in headlights. It was then registered with the number ‘2178 AB5’, which was issued circa April 1949 in the Ain region of France to the north east of Lyon. In the late 1950s the car was taken to Nice for restoration by Riviera Bugatti agent, Friderich, who was at the time also restoring Type 55, chassis number ‘55218’, a Jean Bugatti roadster. During the restoration it was decided to unite the more attractive and better condition body of ‘55218’ with the wonderfully original and complete chassis of this car, and a straight switch of coachwork was performed. ‘55218’ eventually sold to the Schlumpf Collection where it remains in this form to this day.

In 1960 ‘55208’ sold via Baer in Switzerland to Edward Gilmour, of New York who overhauled the engine, fitting a new cylinder block and pistons. Then, in 1980, it passed to renowned Bugatti collector Bill Serri Jnr, of New Jersey. ‘55208’ retains its original major components, including the front axle, engine, gearbox and rear axle, all of which are numbered ‘12’. The roadster coachwork is numbered ‘27’ inside one bonnet panel, so matching the original engine number of the car from which it was taken almost 50 years ago. Likewise ‘55208’ retains just about all its other original parts including the radiator, road wheels, instruments and electrical equipment.

The Type 55 was in presentable overall condition, although a non-runner, when acquired by the current owner at the Rétromobile Sale in Paris in 2003 (Lot 51). Since then it has been treated to a no-expense-spared full mechanical rebuild by renowned marque specialists Novo Restauration Automobile (Frederic and Jean Novo) of Marolles en Hurepoix, France and comes with all the relevant invoices. Presented in perfect running order yet still retaining its delightful patina of age, ‘55208’ offers the unbeatable combination of a complete set of authentic running gear allied to an original example of what is generally acknowledged as the most desirable coachwork ever fitted to this rare and highly sought after model.

One of THE greats, ticks all of the boxes, design, chassis, engine and history. How often does a 1934 Le Mans entrant come up for sale ?.

#20 – Ferrari 375 MM 1953 #0362/ 0374 – NOT SOLD, Estimate US$4.5 million +

 

http://www.rmauctions.com/CarDetails.cfm?SaleCode=MC12&CarID=r394&Currency=EUR

1953 Ferrari 375 MM Spider by Pinin Farina  
 
 LOT: 338  
 
Estimate:
€3.300.000-€4.100.000
Chassis No. 0362 AM / 0374 AM
AUCTION RESULTS: Lot was Not Sold at a high bid of €2.900.000 
 
 
 
 
 
340 hp, 4,522 cc SOHC V-12 engine, three Weber 40 mm 1F/4C carburettors, four-speed manual transmission, independent front suspension by double wishbone and coil springs, rear live axle with semi-elliptic leaf springs and trailing arms, four-wheel hydraulic drum brakes. Wheelbase: 2,640 mm (104″)

• The second of only 15 Ferrari 375 MM spiders bodied by Pinin Farina
• Winner of two national championships in Argentina in 1954-55
• 18 podium finishes, including 11 wins, between 1954-57
• Discovered in Uruguay in 1983; restored in Italy 1984-86
• Two Mille Miglia Storicas and four Monterey Historics, four Colorado Grands
• Ex-Count Vittorio Zanon, Yoshiho Matsuda, John McCaw

The World Sports Car Championship was in its infancy in 1954, yet the characters, races and cars involved have become the stuff of automotive legend and racing fantasy. The world’s most famous drivers were bravely risking life and limb and travelling round the world to secure victory at the great racetracks and road courses, from Sebring and Le Mans to the Mille Miglia in Northern Italy and the Carrera Panamericana in Mexico. It was in these early, formative years that the great European sports car manufacturers competed head to head, not only with professional works drivers (many with Formula 1 experience) but also with countless privateers and self-financed gentlemen drivers who were pitted against the factory entries on the starting grids, and held their own.

The ‘54 season comprised six endurance races, contested by the likes of Jaguar’s C- and D-Types, Maserati’s A6GCS, Porsche’s 550 Spyder, Cunningham’s C-4R and Aston Martin’s DB3S. The Scuderia Ferrari won three of the six races that season, beginning with the 1000 Km of Buenos Aires on 24 January. The starting grid of this race read like a who’s-who of sports car racing: “Fon” de Portago in a Ferrari 250 MM, Maurice Trintignant, Louis Rosier, Roy Salvadori and the Americans Masten Gregory, Phil Hill and Carroll Shelby in an Allard, each of whom were early in their careers and had yet to make a start in Formula 1. Joining those sports car heavyweights were about 15 local Argentinean privateers, including the polo player Carlos Menditeguy and, in the case of the Ferrari offered here, José Maria Ibáñez, a 33-year-old with experience in racing Ferraris who enjoyed considerable success in 1953 with a Ferrari 225S Vignale Spyder as well as an Allard in a Buenos Aires event, setting fastest lap. Ibáñez started the year first in a Ferrari single-seater at Rio de Janeiro before he returned to Buenos Aires for the first race of the World Sports Car Championship, which took place at the two-year-old Autódromo 17 de Octubre in conjunction with a stretch of nearby highway.

The car he entered was a brand-new Ferrari 375 MM powered by Aurelio Lampredi’s Formula race-proven and very powerful 4.5-litre V-12 engine, which had been purchased new by Enrique Diaz Saenz Valiente, a fellow racing driver and competitive Argentinean sport shooter who won a silver medal at the Olympic Games in 1948. With top speed approaching a blinding 180 miles per hour, 0-100 mph in 11.5 seconds and a shiver-inducing exhaust note, this car demanded the highest driving skills. This 375 MM had been completed in December the previous year after Pinin Farina built the svelte sports racing body. Finished in the Argentinean colours of pale blue with a yellow stripe, the car was shipped to South America with 10 other Ferraris and 10 Maseratis with the identity of chassis number 0374 AM—a switch made by the factory from its originally designated 0362 AM to satisfy a client willing to pay for the car immediately. Such identity changes were not uncommon by the Ferrari factory for a variety of reasons, including tax savings. In fact, of the fifteen 375 MMs built, a remarkable four cars received different chassis numbers.

By the time the raced started, Ibáñez diced successfully with Nino Farina and Umberto Maglioli, in the winning factory 375 MM, and held his own against the Porsches, Maseratis and other Ferraris in the race. Unfortunately, on lap 11 of the race, his co-driver Ignacio Janices flipped 0374 AM at speed at the Avenida de la Paz roundabout, escaping injury. Despite this unsuccessful outing, it should be noted that Ibáñez returned to the same venue the following year, winning the race outright in a Ferrari 375 Plus.

Following the damage to 0374 AM, the Ferrari was repaired and repainted red with a black hood and white nose. Ibáñez entered two more races before Diaz Saenz Valiente got behind the wheel and, in testament to his tremendous skill, won seven races in the rest of 1954 and the Argentine Sports Car Championship. Diaz Saenz Valiente won the Argentine 500 Miles at Rafaela on 23 May, the Buenos Aires Autodrome Handicap on 27 June, the Gran Premio Inverno on 4 July, the 1st Gran Premio Independencia on 11 July and the 4th Gran Premio Bodas de Plate on 5 September—an extraordinary achievement for a Ferrari chassis that was less than one year old!

Diaz Saenz Valiente’s greatest victory, however, was in the Turismo Carretera road race, organised by the Tres Arroyos Club on 11 September. It was a rigorous 368-kilometre loop of paved and dirt roads, six hours south of Buenos Aires, that had to be covered twice. Juan Manuel Fangio excelled at this kind of stock car racing, and the club decided to admit a sports car class.

Diaz Saenz Valiente drove his race car the 1,168-kilometre round trip to the 736-kilometre race and won at an average speed of over 210 km/h. His time of three hours, 28 minutes and 24 seconds was 25 minutes ahead of the closest Turismo Carretera entry and his speed on the straights exceeded 275 km/h—this, in a sports racing car with a low-cut windscreen, minimal driver protection and a rip-snorting V-12 under the hood.

In an interview in El Grafico, he described how he had persuaded a friend to fly his plane in front of the Ferrari to frighten away birds, but the idea hadn’t worked, because his car was faster.

“During the first lap, I was passing the first control point at 245 km/h, and I found it difficult to see the instruments, because the car vibrated—and because I had my head in the wind. The birds proved quite a problem because at the high speed I was driving, I did not give them time to fly away, and I crashed into them. There were feathers all over, and the Ferrari finished the race with its bodywork full of dents”.

Saenz Valiente would drive s/n 0374 AM once more at the Buenos Aires Spring Races, which he won, then ordered a 375 Plus and sold s/n 0374 AM to Castro Cranwell. Cranwell resold the car to Cesar Rivero and Raul Najurieta, who would do most of the driving. Najurieta’s first race was against none other than Diaz Saenz Valiente in Buenos Aires and he finished second.

Najurieta and Rivero teamed up at the Buenos Aires 1000 Km on 23 January 1955 and finished second to Diaz Saenz Valiente again. Najurieta hit his stride, trading first and second places with Diaz Saenz Valiente through the rest of the season, finally winning the Argentinean championship, the second straight championship for s/n 0374 AM.

Najurieta could not repeat his success in 1956 and 1957, with one exception. He won the 500 Miles of Argentina at Rafaela in June 1956, with a plaster cast on his broken right leg. The car’s race history ended with a 1957 crash, and it was modified with an American V-8 for street use.

Discovered in Montevideo in 1983, s/n 0374 AM was shipped to Italy and bought by Count Vittorio Zanon di Valgiurata, then-president of the Italian A.S.I, who commissioned its restoration between 1984 and 1986. Zanon purchased a correct 375 MM engine, number 0376, from noted Ferrari historian Richard Merritt in Bethesda, Maryland and entered the car in the 1987 Mille Miglia Storica. He then sold the car to Giorgio Perfetti of Switzerland, who entered the 1988 Mille Miglia.

In August 1989, 0374 AM came to the U.S. before being acquired by noted collector Yoshiyuki Hayashi in Tokyo, and then Yoshiho Matsuda. Subsequent owner and Ferrari collector Chris Cox raced and showed the car between 1998 and 1999 at such venues as the Monterey Historic Races and the famed Cavallino Classic in Florida before its acquisition by yet another well-respected Ferrari collector, John McCaw. McCaw enjoyed the car on multiple driving events, having it overhauled and maintained mechanically by Ferrari specialists DK Engineering and John Pearson. Having since been refinished in red and black, the car was finally acquired by its present owner in 2006, a recognised Ferrari authority and enthusiast. Since that time, the car has proven to be an extraordinary event car, participating and successfully completing four Colorado Grand events. RM specialists can confirm the extraordinary performance and pavement-pounding acceleration of this race-bred 375 MM, as it wound its way through the sinuous Rockies. Its exhaust note is simply intoxicating, and the power from its 340-horsepower big block, triple four-barrel carburetted and magnetoed, racing Lampredi 12-cylinder engine is nothing short of spine-snapping.

For the dedicated vintage racer and rally event participant, the offering of 0374 AM is an opportunity not to be missed. It has been featured in numerous publications, from Classic & Sports Car to Cavallino, and is well documented with period images and an extensive history file. It is, of course, at its core a stunning example of Ferrari’s most potent model in 1953: an all-conquering sports racing car piloted in period by Argentina’s most successful gentlemen drivers with back-to-back Argentinean championships. The new owner now has the privilege of writing the next chapter of its glorious history, from the corkscrew at Laguna Seca to the starting grid in Brescia.

SOME Jiggery Pokery with chassis numbers and stuff, but it has all of the markings of a great car for the big events, like the Colorado Grand or Mille Miglia, that big 4.5 Litre V12 and long bonnet. Great stuff.

 

 

#21 – Alfa Romeo 8C2300 Le Mans Tourer 1932 #2211065 US$3.9 mil. +

 

http://www.bonhams.com/auctions/20143/lot/206/

The Ex-Works Le Mans 24-Hour race, Sir Henry ‘Tim’ Birkin/Earl Howe, Italo Balbo, Johnny Wakefield
1932 Alfa Romeo 8C-2300 Spyder Lungo
Coachwork by in the style of Carrozzeria Touring
Registration no. BXV 506
Chassis no. 2211065
Engine no. 2211065
Sold for £2,689,500 inc. premium
Footnotes
Just picture that scene in the gathering dusk of a balmy Italian evening. Reflections of the setting sun rippling towards you over that shapely, pent-roofed bonnet, the warm, slightly oil-scented air wafting up from the pedal box and gearbox housing down in the driver’s footwell…and all the time that characteristic, unforgettable, head-turning bark, and strum, and thunder – of the supercharged straight-8 cylinder Alfa Romeo engine…molto fortissimo personified.

Few great classic sports cars can match the intense sensory overload provided by the supreme Alfa Romeo 8C-2300 in raucous action. Add the historic importance and cachet of the Le Mans 24-Hours race, of Sir Henry ‘Tim’ Birkin and of Francis, Earl Howe – and then of Marshal Italo Balbo – and as the cherry on the cake add the connoisseurial ownership of the late George Daniels and it becomes patently obvious that ‘065’ offered here is a thoroughbred sports car of great stature.

The history of this magnificent Alfa Romeo 8C-2300 has been exhaustively researched by respected marque authority Simon Moore, and is as described in his wonderful three-volume bible, ‘The Legendary 2.3’ (Parkside Publications, Seattle, 2000).

This particular car was first registered by the Alfa Romeo company on June 3, 1932, bearing the Milan plate ‘MI 40780’. Sixteen days later it became the third of Alfa Romeo’s 1932 works-entered Le Mans 24-Hour cars, being co-driven in the French endurance classic by the intensely competitive and capable British aristocrats – Sir Henry Birkin, and Earl Howe, carrying the race number 9.

Amongst those three 1932 factory 8Cs for Le Mans it was fitted with regulation racing bodywork by Carrozzeria Touring of Milan, but featured a different windscreen and more robust front wing stays compared to its sister cars. Amongst the 25 starters in that Depression-era 24-Hour race, Birkin and Howe in ‘065’ now offered here led for a period before being forced to retire. Reason for retirement was given at the time – and repeated in ‘Tim’ Birkin’s autobiography ‘Full Throttle’ (G.T. Foulis, London, 1932) – as a blown head gasket, but there was also a contemporary story that it had split its fuel tank. In fact, the contemporary Birkin equipe mechanic Lofty England assured Alfa specialist Simon Moore that the engine had thrown a rod “comprehensively”… Today, the engine retains much period originality, with many components stamped ’65’, although we understand the head is a Jim Stokes replacement.

Spare-time TT racing motorcyclist ‘Lofty’ had of course been a youthful mechanic with Birkin & Couper Ltd’s ‘Blower’ Bentley programme 1930-31and had remained with Birkin for the new season of 1932 after the ‘Blower’ sports car programme had been consigned to history, and only the Brooklands Single-Seater – also offered today from the Daniels Collection – remained an active Dorothy Paget entry for Sir Henry.

But after Bentley’s endurance racing withdrawal in 1931, he and Earl Howe had joined forces to drive Alfa Romeo 8Cs in competition. Sharing Howe’s 8C-2300 the pair had achieved their dearly-held joint ambition of winning the Le Mans 24-Hour race. In his own 8C-2300 Birkin then won that same season’s 3rd Irish Grand Prix, in Phoenix Park, Dublin, but crashed in the RAC Tourist Trophy at Ards, in Ulster, and failed to finish in the Brooklands 500-Mile race.

Now ‘065’ as the damaged Birkin/Howe 1932 Le Mans car was taken straight to England for repair, the work being carried out in the old ‘Blower’ Bentley works at Welwyn, funded for Birkin by the Hon. Dorothy Paget. The car was then run in that year’s RAC Tourist Trophy at Ards, Ulster, on August 20, being driven by Earl Howe as race number ‘2’. The TT still required riding mechanics and Howe’s was the faithful ‘Tommy’ Thomas, his longtime personal mechanic.

This Alfa Romeo went particularly well and Earl Howe was actually the fastest finisher, completing his assigned 30-lap distance, 659.7kms, 410 miles, in 5 hours 9 minutes 56 seconds. He was actually the fastest finisher in the entire race, but on the RAC handicap system was placed 4th overall. Just behind him, in fifth place overall, came ‘Tim’ Birkin in his sister 8C-2300, chassis ‘063’.

After what might be interpreted, then, as this ‘moral victory’ in the 1932 Ards TT, this ex-Birkin/ Howe car was then returned to Alfa Romeo in Italy, and no doubt its British Custom bond was then retrieved. On September 27, 1932, it was then sold to Giuseppe Campari for 90,000 Lire. Simon Moore believes that it formed part of his remuneration deal as an Alfa Romeo works-backed driver and Italian celebrity.

It appears that Campari consigned the car to the Farina coachbuilding company of Turin to be rebodied from its Carrozzeria Touring-made racing-regulation style, to become a road-useable Drophead Coupe.

At this point Marshal Italo Balbo enters ‘065’s story. Born in Ferrara on June 6, 1896, this imposing figure had risen to national Italian prominence as a youthful leader of the Camicie Nere, or CCNN, ‘Black Shirt’ Fascist movement. He had been politically active at only 14 years of age when he participated in Ricciotto Garibaldi’s revolt in Albania, Ricciotti being the son of Giuseppe Garibaldi, co-founder of the unified Italian nation.
Balbo protested against initial Italian neutrality in World War 1, and once, in 1915, Italy had entered the conflict as an ally of Great Britain and France he served in the Army Alpini (Mountain) ‘Val Fella’ Battalion before volunteering for flying training on October 16, 1917. Within days Austro-Hungarian and German forces broke through the Italian Caporetto front and Balbo was re-assigned to the Alpini, leading an assault platoon of the ‘Pieve di Cadore’ battalion. Capitano Balbo ended the War with two silver medals and one bronze for courage under fire.
He then completed degrees in Law and Social Sciences in Florence and pursued his political ambitions, joining the new Partito Nazionale Fascista, or PNF, in 1921 and becoming the Ferrara region’s most prominent Fascisto. Aged only 26 he then became the youngest of the quadrumvirs, the four principal thinkers behind the March on Rome that catapulted Fascist leader Benito Mussolini to power in 1922.
On 6 November 1926, though only peripherally experienced in aviation, Balbo was appointed Italy’s Secretary of State for Air. After rushed flying instruction he set about rebuilding the Regia Aeronautica Italiana – Royal Italian Air Force – as a major arm. On August 19, 1928, he was made General of the Air Force and on September 12, 1929, Minister of the Air Force.
Italian interest in aviation had never been higher. Balbo set out to enhance national prestige globally by projecting Italian air power through spectacular long-distance flights with mass formations.
He personally led two trans-Atlantic flights, the first in December-January 1930-31 with twelve Savoia-Marchetti S55 flying boats from Orbetello, Italy, to Rio de Janeiro, Brazil – and the second in July-August 1933 commanding an air armada of twenty-four flying boats on a round-trip flight from Rome to the Century of Progress exhibition in Chicago, Illinois, USA. They landed on Lake Michigan near Burnham Park, and Chicago renamed Seventh Street ‘Balbo Drive’ and staged a parade in his honour.
The stylish, Van Dyke-bearded Balbo – who always courted personal publicity and promotion – assumed A-grade celebrity status in the United States, President Roosevelt presented him with the Distinguished Flying Cross and the Sioux Indian nation adopted him under the honorary title of ‘Chief Flying Eagle’. To an ecstatic largely Italian-American crowd in New York’s Madison Square Gardens he declared “Be proud you are Italians. Mussolini has ended the era of humiliations.” Home in Italy, he was promoted to the newly-created rank of Maresciallo dell’Aria – Marshal of the Air Force.
He assumed such national popularity – yet proved so independently minded, always having his own agenda – that Mussolini and those closest to him came to regard Balbo as a political threat. In 1933, amongst great fanfare, he was created Governor-General of the Italian colony of Tripolitania – modern Libya – which he then ran as virtually his personal fiefdom until his death in 1940. His political rivals in Rome deemed him too prominent to eliminate, but best sidelined on the other side of the Mediterranean. There he presided over every aspect of colonial life, including the reconstruction of Tripoli’s Mellaha motor racing circuit into one of the world’s most modern, and over the superfast Tripoli Grand Prix races run there from 1933-1940 – just before Italy entered World War 2 as part of the Fascist Axis with Nazi Germany.

Italo Balbo had also launched road construction projects like the Via Balbia to attract Italian immigrants to Africa Settentrionale Italiana (ASI), and attempted to convert Muslims to Fascism. In 1938, he became the only member of Italy’s Fascist regime to express robust opposition to new anti-Jewish racial laws, and in 1939 he visited Rome to express his displeasure at Mussolini’s support for Hitler. Again he was the only prominent Fascist to express such public criticism, arguing instead that Italy should side with Great Britain. When rebuffed, Balbo exploded: “You will all wind up shining the Germans’ shoes!”.

Mussolini’s Italy declared war on Great Britain and France on June 10, 1940, and Balbo as military Commander-in-Chief North Africa became responsible for planning the invasion of Egypt. Just 18 days later, on June 28, 1940, Balbo
was flying in one of a pair of trimotor Savoia-Marchetti SM79 transport/bombers to Tobruk’s T2 aerodrome on a morale-raising mission to inspect troops. His aircraft apparently approached from seaward shortly after a raid on T2 by RAF Bristol Blenheim twin-engined bombers. That raid had destroyed a Fiat CR42 fighter on the ground, damaged several others – plus several CR32s and Ro37s, killed six airmen and wounded three pilots. The garrison’s blood was up – and when the Governor-General’s SM79 appeared, kiting in over Tobruk harbor to land, it was greeted by a hail of anti-aircraft fire from both land batteries and the guns of the Italian Navy cruiser San Giorgio. It was shot down, and all on board killed.

RAF Air Chief Marshal Longmore later wrote: “…as a mark of respect I had a suitably worded note dropped over the frontier by an aircraft on reconnaissance. In due course a reply was dropped by an Italian machine from my Italian opposite number expressing ‘Deep thanks for your message of sympathy’. Perhaps it was just as well this colourful personality did not live to see the humiliation of his country in defeat…”.

Italo Balbo’s remains were buried outside Tripoli on July 4, 1940, and in 1970 were repatriated to Italy and buried Orbetello, from where he had departed on his startling successful trans-Atlantic flights in the 1930s.
When this remarkable figure had bought Alfa Romeo 8C ‘065 ‘- now offered here – on January 12, 1933 , his second trans-Atlantic Raid had been in the planning, and he was about to achieve the height of his influence and fame as not only an Italian but international celebrity.
The rebodied Alfa Romeo was evidently sold to him as new (!) although its price was a concessionary 70,000 Lire. His functionaries had the car Rome-registered for him as ‘ROMA 33975’ – and he kept it for two years. It is unclear whether the car was kept in Italy for Balbo’s return visits there or whether it accompanied him to Tripolitania, but we understand that it was used after the successful conclusion of the 24-aircraft trans-Atlantic flight in August 1933, touring Italian towns and villages as a propaganda exercise. It was chauffeur driven while Balbo and two other prominent officers from his flight would sit in the back on its furled hood, greeting the adoring crowds.

Eventually, on February 12, 1935, it was sold to broker Marcello Venturi of Rome, who passed it on that same day to Domenico Ferlengo of Milan for 24,000 Lire. On February 16 it was re-registered for him with the Milanese serial ‘MI 9126’.

By June 1, 1935, the car had arrived in the UK, being registered on that day as ‘BXV 506’. Simon Moore’s comprehensive researches identify it as being most probably being the Alfa Romeo 8C-2300 bought by Johnny Wakefield, the enthusiastic private owner-driver who had gone to Italy to buy himself a racing Maserati 4CM Vetturetta. While there he was also offered an ‘ex-Balbo Drophead Coupe’ which he thought was cheap, thanks partly to the Pound being very strong against the Lire. So he bought it, and brought it back with him to England.

Johnny Wakefield found that the car in its quite floridly rebodied form had too much weight on the back, and too low a final-drive ratio, which would have been entirely consistent with it having been set-up for low-speed processional work as already described. He consequently soon sold the car to dealer Guy Griffiths with whom he shared a paddock shed at the Brooklands Motor Course.

At some stage the car was repainted silver and black but precisely where it spent the next few years, and the Second World War, remains unclear. A new logbook was then issued for it in June 1947, in the name of contemporary owner Dr Thomas Cricklow of Aylesbury, Buckinghamshire.

In 1951 it was sold on to Kenneth Speakman of Ramsgate, Kent, and he re-sold it via dealers Johnson and Brown to a Dr Philip Robertson of Birkenhead, Cheshire, who then ran it from June 1954 to March 1956.

The ageing Alfa Romeo was then taken off the road. It passed to Jack Frazer of Cullybackey, County Antrim, in Ulster, and eventually – in October 1968 – it was bought by Michael Johnson, who together with his father Dermot rebuilt it into 1972. Ownership was transferred to Ann Johnson – Michael Johnson’s wife – on January 22, 1969. The car was not re-licensed for road use until August 1974…and the Johnsons retained it for many years until it was auctioned under Malcolm Barber’s gavel at Sotheby’s in December 1985. The successful bidder was then Pierre Chillet from near Lyon, France.

In early 1991 the car was advertised in Hemmings by a dealer in Fort Lauderdale, Florida, USA, but Simon Moore characterises the offer as a hoax. Late in 1995 this ex-Le Mans, ex-Birkin, ex-Howe, ex-Balbo, ex-Wakefield Alfa Romeo was acquired by well-known Alfa Romeo enthusiast Keith Duly, and it was then advertised for sale in 1996 by London dealer Gregor Fisken.

It was at this time when George Daniels intended to retire – he was beginning to feel tired of an evening but otherwise felt in good health – and spend more time motoring. So it was all the more surprising that a heart condition necessitated a double by-pass operation – on his 70th birthday.

Having sold his ex-Birkin team ‘Blower’ Bentley, George Daniels was, as he recalled: “… looking for something a bit lighter as the Le Mans Bentley was a bit of a handful on tight corners and I saw Fisken was selling Birkin’s 1932 Alfa Romeo. I wanted that Birkin car, we reached an agreement, and I have since found it a wonderful car for racing, lightweight, very fast, 130mph and it fulfills all my needs for a sports racing car…”.

Upon acquisition Daniels commissioned noted specialists Rod Jolley Coachbuilding Limited of Hampshire, UK, to rebody from Drophead Coupe form back into the Birkin Le Mans and TT racing body style in which it is presented for sale today. At the same time, the rest of the car was totally stripped down and rebuilt, with the engine entrusted to Jim Stokes. The car was completed in time for the 1998 Manx Classic and managed two firsts and a second in class.

This splendidly presented Alfa Romeo 8C-2300 is offered together with a comprehensive file and having recently emerged from fettling by noted Alfa Romeo specialists Jim Stokes Workshop. It should also be noted that the original Pinin Farina body is offered with the car.

Slide in behind that thin-rimmed steering wheel, sight down the long arrow-straight bonnet – and engage the starter. The supreme motoring experience beckons…

Pretty damn awesome, this car has he history, and despite being rebodied is worth every penncy (cent, lira, peso)

 

#22 – Ford GT40 Mk 2 1965 #106 – Not stated, US$4.0 mil. would be my best estimate

http://www.classicdriver.com/uk/find/4100_results.asp?&dealerid=11570&lcarid=1836538&action=advanced_search

Ford GT 40 MK II 7 Liter prototype, Chassis Nr. GT 106

During the test program with the already ultra fast small block GT 40, Ford decided to build, as a second generation GT 40, two 7 litre prototypes which would go even faster.The order to build this cars, GT 106 and GT 107, with the 427 CID engines was given to Kar Kraft, a company belonging to Ford.

Work started in July 1964 on GT 106 and was completed by May 1965.
GT 106 and GT 107 where 2 out of the 4 prototype chassis build out of thinner sheet metal -22 gauges instead of 24-gauges in an attempt to reduce weight.

These second generation MK II GT 40 were basically completely different cars. To cope with all the extra power of the big engine, a new 4- speed manual transmission including differential got developed by Kar Kraft, many chassis alterations had to be made to allow the big engine.

After extensive testing with GT 106 by Tom Payne and Ken Miles on Ford’s Romeo proving ground, reaching more then 210 Miles and further test’s on the Riverside track, the car returned to Kar Kraft. The car was completely stripped, rebuilt and prepared to be send to Le Mans for the 24 hour Race together with GT 107 and several other 289 GT 40`s.

The decision to take the 7 litre cars to Le Mans, which was only 4 weeks away, was taken after this impressive tests and the Le Mans Race would be the ultimate test. For the cars the time for preparation was so short that the cars where airlifted for all transports.
In Le Mans, the 7 litre GT 106 was driven by Bruce Mc Laren and Ken Miles. The car made the fastest lap in the race with a top speed of 342 kmh, was leading the race until the first fuel stop, regained the lead until it troped out after 4 hours with gear box problems. The sister car GT 107 driven by Phil Hill and Cris Amon droped out after seven hours with gear box problems as well.

Never the less the overvelming speed convinced the Ford management that the 7 litre car would be the future and so the MK II was born. The impressive victories proved it and the MK II became an Icon.

10. 07.1991 FIA (FICHE D’INDENTITE POUR VOITURE ANCIENNE) have been granted. With the assistance of Brian Wingfield GT 106 was raced in many historic races all over the world, like Silverstone, Tour de France, Nürburgring with invitations to Aida Japan, Laguna Seca (Pebble Beach) USA. In several races the car finished first in front of a bunch of Ferrari
Prototypes.
In 2008 new, current FIA papers where issued, the car had a new complete overhaul, including engine, gea rbox, brakes, suspenions, new FIA requested rubber tanks. Wiht the car there are several boxis of spare parts, gear ratios, spezial tools and two extra sets of wheels.

GT 106 is again ready for Racing and winning.

Possibly crashed and destroyed in period, if so did enough remain for this to still be GT/106 ?. Provenance issues would keep price realistic.

#23 – Ferrari 250 SWB 1961 #2563GT, unsure but Approximately US$3.0 mil. – 4.0 mil.

http://www.anamera.com/en/detail/car/130639/index.html?no_cache=1&ret=63

Demetriadi 1961 > Daniel Siebenmann, Switzerland 1962 > Gaskin, USA 1960’s > Murtha 1977 > Charles Gnaediger, Switzerland 1980 > Karl Foitek 1981 > 1986 asking $25,000 > Richard Gent 1988 paid $200,000 > Jean – Pierre Slavic, Switzerland 1998 > via Gregor Fisken 2002 > Stanislas de Sadeleer, Belguim 2002 > Traber 2005 > Cars International 2008 asking ?? > Dick Lovett 2012 asking

Good Street 250GT Short Wheelbase

#24 – Maybach SW38 Spohn Roadster 1938 #20555 US$3.0 mil.

http://www.fantasyjunction.com/cars/437-Maybach-SW%2038%20Roadster%20by%20Spohn-6%20Cyl

1938 Maybach SW38 Roadster

With Disappearing Top Coachwork by Spohn
Chassis no. 2055, Engine no. 11164
Black with Red Interior

http://www.fantasyjunction.com/cars/437-Maybach-SW%2038%20Roadster%20by%20Spohn-6%20Cyl
 
Until their recent reinstatement, Maybach was a relatively obscure company, despite its illustrious and important history. Their history goes back to before the invention of the automobile, when Wilhlem Maybach had worked closely with Gottlieb Daimler during the development of the very first automobile. Maybach`s concentration was always on engines, and his own inventions included the honeycomb radiator and the atomizing carburetor. During World War I, his engine expertise was employed in a number of aircraft engines, and it was on the basis provided by these engines that the first automobile engines were developed after the war. His original intention had been to produce only engines for automobiles, but upon discovering that most companies preferred to use engines of their own (and usually inferior) design, he switched to the manufacture of complete cars. These cars were typically Teutonic in construction and execution, and truly represented the pinnacle of engineering and quality. Indeed, no more expensive automobile could be purchased when these cars were new. The cars were truly built to last a lifetime, and featured innovative technological features that were implemented in a breathtaking and beautifully detailed fashion. From the latches on the luggage compartment, to the engine turned aluminum accents in the engine compartment, everything about this car speaks to the craftsmanship and fanatical detail that was applied to what is surely among the finest cars ever made. Even the splash guards inside the rear fender wells are beautifully wrought engine-turned aluminum.
 
This particular car is one of just two disappearing top SW38 roadsters with coachwork by Spohn. This was the most sporting bodywork available on their most sporting chassis, and in conjunction with an aircraft-derived twin carburetor six-cylinder engine, the SW38 was capable of remarkable performance, including a 95mph top speed. This car is supremely elegant, striking, and well-proportioned, and has received a high quality restoration done some years ago. The car comes with a remarkable sheaf of records dating from the 1950`s and 1960`s, mostly in German, in addition to magazine articles and some stamps that depict the full line of Maybach automobiles. The car was confiscated during World War II by the Nazis and was thought to have been lost, until it turned up at the Maybach factory in 1956. It was imported to the United States in 1958 by a Mercedes-Benz collector, and was subsequently kept by a woman in Southern California for many years, and occasionally shown locally. It was restored approximately fifteen years ago by Mike Fennel Restorations, and was in Japan for a few years after that before returning to the United States.
 
This is car is cosmetically beautiful with superb quality paintwork over well-prepared panels with excellent fit and gaps. The paintwork shows some light wear and blemishes from age, rather than from use. The brightwork is a mixture of polished and chromed pieces and is excellent throughout and of very high quality. The glass and lights are excellent, and the net result is a car with tremendous presence.
 
The interior is in similarly nice condition, with an extremely high quality feel and just a few small blemishes. The seat leather is slightly patinated, while the remaining leather on the dashboard and seats is excellent and appears nearly new. The fixtures and gauges are all excellent and of breathtaking quality and feel, as befits the car`s very high initial price. The carpeting is nearly unworn, and the woodwork is excellent with very high luster and no cracks. The door jambs are beautifully detailed and are finished entirely with engine-turned aluminum.
 
The cylinder head cover and various other engine parts are also finished with engine-turned aluminum, and contribute to the awe-inspiring engine compartment. The engine bay is completely detailed, beautifully finished, and remains extremely clean.
 
The car is running and driving example. It starts easily and operates predictably. As a factor of their value, cars of this genre see little use in today`s motoring world. This example is no exception, and will likely require light restoration of the brake hydraulics before setting off on a long distance tour.
 
This is an unparalleled opportunity to acquire an exceptionally unique and elite piece of international automotive history. A fully acknowledged car by the Maybach owner`s community, its history is undoubted. A comparable car in many ways to the Mercedes-Benz 500/540 Special Roadsters, this matching numbers Maybach SW38 Roadster will appeal to seasoned collectors with an eye for an exceedingly rare car which represents the finest form of style and craftsmanship of its era.

Like a Spezial Roadster Merc. only about $7 mil cheaper. Good buying for one of the most desirable cars ever made.

 

#25 – Hispano – Suiza J12 1933 Labourdette DHC, offered, My best guess would be USD $3 mil.

http://omniumcars.com/cars/hispano-suiza-j12–

Status: For Sale Build Year: 1933 Colour: Black
Reg No: USJ 267 Engine No: – Chassis No: 14001

History and assessment from Jules Heumann – Hispano Suiza Society
Henri Moreall, Chef de Garage for Hispano Suiza, in the Hispano department established to service Hispano cars had his head mechanic, Louis Rossigniell assemble this car in 1949 from parts left in inventory after World War II. Louis who told me the story, was my friend and died about ten years ago. There was an original 14001 which was the factory J12 trial car and it is conceivable, though not verified, that perhaps this was the chassis used for the car in question. It is also possible that the original 14001 had disappeared and the number 14001 was convenient to use for a spare chassis, I do not know.
The car was assembled to the order of Prince Poniatowski who was a senior Vice President of Hispano Suiza. When the President of the Company, Maurice Heurteux, found out what had happened he was furious and caused Moreau to leave the company and set up a separate business to service Hispano cars. Moreau was able, however, to purchase for a token amount all of the factory automobile spares; what is left of this hoard remains today in France.
At that time Hispano Suiza had needed extra warehouse space and by coincidence had rented the old Labourdette factory. Still working there as warehousemen were several of the old Labourdette employees. It was they who built the body for 14001 and it was a very simple affair, resembling greatly the typical British sports cars of the era such as an Aston Martin. It had two very small doors and a rudimentary windshield. The fenders were quite simple in design and I do not believe there was a canvas top.
I do not know where the car spent most of its life but it was eventually purchased by Dr. Irvin Ginsburg of Buffalo, New York, who had substantial modifications performed on the car. There was a complete mechanical rebuild, followed by many modifications to the body. The doors were redesigned and enlarged as well as being hinged on the other edge. A new windshield was fitted and the rear area was made into a rear seat accessible through the new doors. A top was fabricated and installed and both the front and rear fenders underwent total redesign. The rear end of the car was remodelled.
My own conclusions about this car are that it is definitely an Hispano Suiza J12, assembled from authentic Hispano parts,not assembled by the factory but assembled 12 years after the factory had ceased production. This is a cloud which will persist about this car but, as far as I am concerned, it is a real Hispano, one that you can be proud to own

An amazing Hispano, worth every cent for what must be one of the ULTIMATE Grand Routiers

#26 – Ford GT40 1965 #1003 – Asking ??, My Guess $3 mil. USD

http://fiskens.com/pages/showroom/model.aspx?pid=1555

Built to take on the might of Ferrari, the Ford GT40 was one of those rare racing cars that not only successfully challenged the opposition but also comprehensively defeated it, winning Le Mans four successive times from 1966 to 1969.

In the hands of future Formula One constructor Guy Ligier, GT40 P/1003 was the first GT40 to claim a victory in Europe. It ran under the Ford France banner for Ligier through the 1965 and 1966 seasons before passing on to Jean-Michel Giorgi, who continued to race it as a Ford France car. During that time GT40 P/1003 was only ever out-performed by another GT40 on four occasions!

In Ligier’s hands it debuted at the 1965 Nurburgring 1000 Km’s, co-driven by Le Mans winner Maurice Trintignant. Ligier then gave the GT40 that historic first European win at Magny-Cours and followed it up with another victory in the Trophee du Cognac. There were class wins on the Chamrousse and Mont-Dore hillclimbs, with further competition that season at the Ollon-Villars mountain hillclimb and one final victory at Albi.

The following season Ligier, with close friend Jo Schlesser, took the class win and fifth overall at the Nurburgring 1000kms, before 1003 was bought for the 1967 season by the aforementioned Giorgi.

Giorgi continued where Ligier had left off. With Henri Greder co-driving, he and 1003 took an incredible class win in the Targa Florio, finishing an almost-as-astounding fifth overall. Exactly two weeks later, with the same driver pairing, the GT40 repeated its class win at the Nurburgring 1000kms, coming home seventh overall this time.

The Reims 12 Hours followed one month later, then another class win at Magny-Cours. 1003 ran what would prove to be its last race as a Ford France car in October 1967 at the Paris 1000kms at Montlhery.

Having had just one British owner for over 30 years, GT40 P/1003 ranks as one of the most original in existence. It signifies a momentous chapter in the motor sport history of both the Ford Motor Company and that of France, making it one of the most important GT40’s in the world.

Great car with a good history, a very desirable GT40

#27 – Ferrari 206SP 1964 #0834 – SOLD for undisclosed sum, My Guess $3 mil. USD

Private Sale

Scuderia Ferrari 1000km Monza 1965 Baghetti/ Biscaldi Ret.,  1000km Nurburgring 1965 Bandini/ Vaccarella 4th,  24h Le Mans 1966 Giancarlo Baghetti/ Casoni Ret. > uprated 2.0 litre engine fitted running more radical cam-timing + Lucas fuel injection > 65 – Barchetta 206 P – no roof at all > 65 – Ludovico Scarfiotti won the European Mountain Championship > Venturi Italy 1966 Targa Florio 1966 Venturi/ Williams 4th > 67 – Leandro Terra, I alias “Cinno” Targa 1969 Terra/ Barbuscia 26th, Targa 1970 Terra/ Barbuscia Ret. > 97/oct – SMC > 97/oct – Andrew Fisher, Palm Beach, FL, USA > 98/may – Carlos Monteverde, UK (in exchange for Dino 008 & $? via SMC) > 99/mar – Harry Leventis, UK > via. Fiskens etc. > Austria 2012

Great car with the best history of the 166P/206P/206SP models, and looks fabulous.

#28 – Mercedes Benz 540K Cabriolet A 1936 #130945 Est. EURo 2 mil. + SOLD

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=MC12&CarID=r416&fc=0

 

1936 Mercedes-Benz 540 K Sport Cabriolet A by Sindelfingen  
 
Estimate:
€2.000.000-€2.400.000
Chassis No. 130945
AUCTION RESULTS: Lot was Sold at a price of €2.324.000 
 
 
 
 
 
180 bhp, 5,401 cc, OHV supercharged straight eight-cylinder, four-speed manual transmission with pre-select on 3rd and 4th gear, independent front suspension by unequal length wishbones and coil springs, rear swing axles with trailing arms and coil springs, and four-wheel vacuum-assisted hydraulic drum brakes. Wheelbase: 129.5″

• One of a limited few transitional 500 K-540 K Sport Cabriolet A models
• One hundred-point restoration; Pebble Beach award; Best of Show at Forest Grove
• Two Monte Carlo Historic Rally entries
• Prominently featured in Jan Melin’s definitive book, Mercedes-Benz 8: The Supercharged 8-Cylinder Cars of the 1930s
• Inspection by experts from Mercedes-Benz Classic Germany

If W.O. Bentley’s 4½-Litre Le Mans winner formed the definitive shape of the 1920s sports car, the Mercedes-Benz 540 K defined the 1930s. Its presence is still vaguely shocking on first encounter, but it is so unapologetically grand that the shape is utterly iconic.

It is hard now to imagine the mechanical world into which the 380/500/540 K Mercedes-Benz roadster landed, except perhaps to point out that the majority of European cars could manage two-thirds of its 106-mph top speed at best (and at about 10 percent of the cost, admittedly) and only one percent of its style.

Development of the 540 K

The 540 K’s story really starts in 1932, with the 3.8-litre Mercedes-Benz 380, which already had the look and the supercharger. However, it was handicapped by all-up weight of 5,000 lbs. and a meager 120 bhp. This was addressed at the 1933 Berlin Motor Show when the 500 K (Kompressor means supercharger in German, hence the “K”) was launched, the eight-cylinder motor having been enlarged to five litres and delivering 160 bhp.

Instrumental in development was Dr Hans Nibel, who was the chief engineer for Benz before the merger with Daimler and who succeeded Ferdinand Porsche on his departure in January 1929. Nibel had cut his teeth on the enormous Blitzen Benz racers before WWI, and he and Hans Wagner cooperated on the independent suspension of the new 380. His last contribution would be the supercharged 500 K engine, as he died of a stroke soon after in 1934.

Nibel also strove to establish the Mercedes-Benz in-house coachworks, which would become known simply as ‘Sindelfingen’, for the town in Germany.

The 380/500 K/540 K employed a massive chassis with huge side-members. Front suspension was by unequal length wishbones with coil springs, whilst the rear involved swing axles and double coil springs on each side. The engine was cast as a monobloc, with head and block together, and the four-speed transmission was semi-automatic, with pre-select between 3rd and 4th gear. The supercharger was engaged when the accelerator was pressed to the floor, producing an extra 65 bhp and a most satisfying howl.

However, the 500 K made its mark in competition early on in the 1934 Deutschland Fahrt (Tour of Germany). Covering 1,364 miles through Germany, the factory 500 Ks and private entries dominated the field of 190 cars.

The “look” had been accomplished, with the V-shaped grille moved back from the front bumper, bracketed by trumpet horns and spotlights. With twin exhaust pipes projecting from the side of the hood, the engine was edging towards mid-location and the cockpit set back almost at the rear wheels, but the 500 K still needed more power. The result was the 540 K of 1936.

Whilst small numbers were bodied by custom coach builders like Saoutchik in Paris, Erdmann & Rossi in Berlin and even Carlton in England, the definitive style was set by Hermann Ahrens at the company’s subsidiary coachworks at Sindelfingen.

Chassis no. 130945

This car represents an important transition in the evolution of the supercharged eight-cylinder cars that came out of the Stuttgart factory. From the 380 to 540 K, Mercedes-Benz practiced what may be referred to as “running changes” – when a viable engineering development came along, it was incorporated into the next car built.

It represents one of the earliest road going uses of the new 5.4-litre motor. According to information provided by Mercedes-Benz Classic Germany, the car belongs to Series 29 08, in which the first 5.4-litre motors were utilised. The coachwork, meanwhile, is of series 820600, for which ten bodies were built, five with five-litre motors and another five with 5.4-litre motors. Chassis 130945 is therefore a very transitional model with a sleek, low-beltline body and the newly introduced 540 K motor.

Consequently, the evolution of the name 540 K Sport Cabriolet came into being, separating them from the other cars labelled Cabriolet A. It is one of the earliest 540 Ks and one of six “in transition” Cabriolet models. As a result, it has the horizontal hood louvers of the 540 K but both spares are on the boot, instead of one being recessed like the 1937 540 K Spezial Roadster. It also has an exceptionally low windshield and the long open wings typically seen on the Spezial Roadsters.

Provenance

S/n 130945 was delivered on 18 October 1936 to Maria Leyder of Stuttgart. After World War II, the car eventually made its way to the United States and into the ownership of Don Rounds of Cedar Rapids, Iowa. In 1970, Rounds sold the car to Lowel Ledford, who kept the car for 15 years, performing its first restoration prior to its acquisition by noted collector and dealer Don Williams in 1985.

Subsequent owners have included such prominent figures as Japanese collector Nachiro Ishikawa, who kept the car in California, where he had some fettling done by noted Mercedes-Benz specialist Scott Grundfor. He subsequently ran it twice in the Monte Carlo Historic Rally, covering 2,000 miles with first place finishes in 1991 and 1994. Shortly thereafter, he sold the 540 K to noted Mercedes-Benz expert and MBCA member Thomas Taffet, along with the Mercedes-Benz 300 SLS Prototype Roadster. In fact, during the same period, the car was featured in a seven-page spread in The Star magazine for an article written by author and automobile authority Dennis Adler. Furthermore, the car is prominently featured in the second edition of Jan Melin’s definitive book on these cars (page 219).

In 1994, Taffet commissioned a sympathetic restoration and had the car repainted and reupholstered, changing its colour from red to black with a black leather interior–a stunning combination. A full mechanical rebuild was performed, including the original Rootes-type supercharger. Chassis, suspension, steering and braking systems were restored as well. The result earned a class-win at the Pebble Beach Concours d’Elegance in 1996.

Some 12 years after its initial restoration, Taffet engaged a second restoration of his car, with absolutely no expense spared. Determined to achieve 100-point status, he completely disassembled and stripped the car. Over a two year period, he methodically rebuilt and restored every part of his coveted Mercedes-Benz. Finished in flawless black with claret accents and matching black cloth top, the car evokes a look of elegance second to none.

The interior was done in black leather with contrasting red piping. The centre dash is mother-of-pearl with ivory gauge faces and switches surrounded by polished wood–certainly one of its most attractive features.

Given these restorations, the Mercedes-Benz has won numerous awards in serious concours competition. It was first shown in 1996 at the Forest Grove, Oregon Concours, where it took “Best of Show”, prior to being judged at Pebble Beach with 100 points that same year. Thereafter, the car was on display at the Mercedes-Benz Classic Center in Irvine, California. Earlier this year, and following its most recent restoration, it was presented at Donald Trump’s concours event at Mar-a-Lago in Palm Beach, Florida. Presented along with some of the world’s greatest cars, it was honoured with a trophy for the Most Elegant Car.

Inspection

In 2011, the car was personally inspected by two veteran experts from the Mercedes-Benz Classic Centre in Germany, with extremely positive results. In their expert opinion, the car retains its important original components, namely the correct engine (number 150945), which is original to the chassis. The transmission is conclusively original to this car as well. Furthermore, the body’s originality was confirmed by multiple discoveries of the correct number 820609 in both wooden and metal locations. As for the ancillary items, including the supercharger, steering box and rear axle, these were also of the correct type and series.

This Sport Cabriolet A is an excellent example of one of the most significant Mercedes-Benz automobiles ever built, and its configuration is extremely rare. The exceptionally low windshield and setback radiator give the body a very sporting look whilst the twin rear spares lend the design a European flair, particularly when compared to the more conventional Cabriolet A body configuration with its higher beltline.

This important car is a contender for inclusion in any serious collection of pre-war European classics, where its style and universal appeal will be appreciated as much as its mechanical specifications, startling acceleration and exceptional handling. 

 

Wonderfully stylish 1930’s grand routier.

 

 

 

#29 – Porsche 911 RSR Turbo Racer 1974  #911 460 9016 (R9) SOLD US$2.95 mil.

 

http://goodingco.com/car/1974-porsche-rsr-turbo-carrera-214

1974 Porsche RSR Carrera Turbo 2.14
CHASSIS NO. 911 460 9016 (R9)
–
■The Second of Only Four Martini Works Turbo 2.14 Models Built
■Used for Extensive Testing and Development Work
■Participant in the 1974 World Sports Car Championship Season
■Top Ten Finishes at Nürburgring and Österreichring
■Well-Documented History and Provenance
■Wonderfully Preserved, As-Raced Condition
■Offered with Original Factory Paperwork
■One of the Most Important 911s in Existence
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2,142 CC SOHC Flat 6-Cylinder Engine
Bosch Mechanical Fuel Injection
Single KKK Turbocharger
Estimated 450 HP at 8,000 RPM
5-Speed Type 915 Manual Gearbox
4-Wheel Ventilated Disc Brakes
4-Wheel Independent Double Wishbone Suspension with Coil-Over Shock Absorbers and Anti-Roll BarsThe RSR Turbo 2.14
At the Frankfurt Motor Show in September 1973, Porsche unveiled a special 911 concept car that changed the course of sports car history. With RSR fender flares, a large rear wing and the word “Turbo” emblazoned over the rear haunches, the new Porsche offered an exciting new glimpse at the future of the 911 series.

A month later, Porsche announced that they would cease factory-backed racing activities for 1974, allowing private entrants to represent the marque with the Group 4 RSR. However, in cooperation with Martini & Rossi, Porsche entered a turbocharged Carrera in the Group 5 category for the Manufacturer’s Championship, just as had been done with the prototype RSR 3.0 models of 1973.

At the time of the announcement, Porsche had little more than a concept for a turbocharged racing Carrera, yet the idea was appealing for several reasons. Not only would a Turbo Carrera expand on the technical expertise gained during the final years of the 917 program, it would set the stage for the production Porsche Turbo that was being developed for the 1975 model year. Furthermore, the promise of a “silhouette formula” in the near future made a Group 5 Turbo Carrera an ideal platform for experimentation.

Over the winter of 1973–1974, Porsche began work on their latest racing 911 using a standard RSR as the foundation.

To comply with the Group 5 regulations that limited capacity to three litres, a 2.14-liter engine was developed with a magnesium alloy crankcase, polished-titanium connecting rods, enlarged oil-pumps, dual ignition, Bosch mechanical injection and sodium-cooled valves. At the rear of the engine, a single KKK turbocharger was mounted in the manner of the 917 Can-Am cars. This potent engine was mated to the five-speed RSR transaxle with an 80% locking differential and special half-shafts for increased strength.

Like the engine, the chassis was a vast departure from the production 911 and Porsche implemented the best RSR and 917 components. The standard torsion bar suspension was replaced with progressive-rate titanium coil springs, Bilstein shock absorbers, anti-roll bars and boxed-aluminum trailing arms. The result was a suspension assembly 66 lbs. lighter than those of the RSR 3.0. To this sturdy foundation, Porsche equipped the Turbo Carrera with RSR-type brakes and massive rear wheels for additional grip.

Again, using the RSR as the basic foundation, the bodywork made extensive use of fiberglass, with lightweight plastic forming the front fenders, rear aprons and all door and deck lids. Similarly, the interior was stripped of all unnecessary details and outfitted with an aluminum roll cage, boost gauge, boost knob and full-race controls. At the rear, a substantial rear wing was fashioned to both increase downforce and provide a more discreet inlet for the intercooler. In an attempt to maintain a visual relationship with the production 911 , the large rear wing was painted black to downplay its size.

After extensive testing, the RSR Turbo 2.14 made its competition debut at the Monza 1000 Kilometers finishing 5th overall and proved extremely successful at the 1974 24 Hours of Le Mans finishing 2nd overall behind a Matra sports prototype. Throughout the 1974 season, the Turbo Carrera continued to be tested and improved, eventually leading to the introduction of the 935 in 1976.
This Car
Presented here is the second of the four Carrera RSR Turbo 2.14s purpose built for the 1974 Group 5 Championship. Constructed at the development center in Weissach during the Winter months of 1973–1974, chassis 911 460 9016 was given the internal designation R9.

According to letters from the Porsche factory, R9 was “handmade in long duration” and used for testing and development in January 1974 at the Paul Ricard Circuit in the South of France.

Following substantial revisions at Weissach, R9 and another RSR Carrera Turbo premiered as factory entries at the Le Mans trials beginning on March 23, 1974. Finished in the classic Martini & Rossi livery – silver metallic striped in red and blue – R9 wore race number 1 and was driven by works drivers Gijs van Lennep and Herbert Müller.

Although the new cars experienced the expected difficulties, Helmuth Koinigg’s Turbo Carrera turned a lap time of three minutes and 55 seconds – 11 seconds faster than the best lap recorded by an RSR 3.0 the previous year. During the Le Mans four-hour race – run in two separate heats – Lennep and Müller showed great promise driving R9, although the car failed to finish either heat. In race one, the Porsche ran out of gas on the final lap and, in race two, the
turbocharger gave up.

Following the Le Mans tests, Porsche made the intercooler part of the Turbo Carrera’s standard equipment and revised the intake manifold to improve air distribution. In April and May, R9 served as a training car for the Monza 1000 Kilometers and Spa 1000 Kilometers before making its competition debut at the Nürburgring 1000 Kilometers on May 19th.

With Schurti and Koinigg at the wheel, R9 completed 30 laps and finished 7th overall while the sister car, driven by Lennep and Müller, finished 6th overall. Notably, the best result for a normally aspirated Carrera RSR was 12th overall.

After gearbox trouble prevented a finish at the Imola 1000 Kilometers, Lennep and Müller drove R9 to an impressive 6th place overall at the Österreichring 1000 Kilometers in Austria. A testament to the outright speed of the Turbo Carrera, only the Matra-Simca, Alfa Romeo and Gulf-Mirage sports racing prototypes finished ahead of R9.

At the end of the 1974 season, R9 was reconditioned at the Porsche factory and sold to Dr. William Jackson of Denver, Colorado, for 77,700 DM. A well-known and respected enthusiast, Dr. Jackson was one of the earliest and most discerning collectors of Porsche racing cars. Over the years, Dr. Jackson owned some of the most important examples of the marque, including 550 and RS Spyders, two America Roadsters, an Abarth Carrera, a 904 and a 911 R.

On August 25, 1975, Porsche corresponded with Denver collector Grady Clay regarding Dr. Jackson’s purchase of the Martini Turbo Carrera, acknowledging receipt of the 25,000 DM deposit. Significantly, the letter details the Turbo Carrera’s history and states that R9 covered 5,500 km throughout its various training and racing sessions.

In February 1976, Porsche issued the Importer’s and Manufacturer’s Statement of Origin and the former Martini Racing Team Porsche arrived at its new home in the US. For the next three decades, the RSR Turbo 2.14 remained a fixture in Dr. Jackson’s collection. Fortunately, the Porsche saw very little, if any, use during that period, thereby preserving the car in outstanding, as-delivered condition.

In October 1999, Dr. Jackson finally sold the works Porsche to classic car dealership Heritage Classics in Los Angeles, California. It wasn’t long before Matthew Drendel discovered the car’s whereabouts and, in Fall 2003, R9 found a new home in the Drendel Family Collection.

Over the past nine years, the RSR Turbo 2.14 has been selectively displayed in concours events – Rennsport Reunion and the 100 Motor Cars of Radnor Hunt – and was featured in Porsche’s “Family Tree” commercial, which was produced for the introduction of the Panamera.

Unlike the vast majority of racing sports cars, the Martini & Rossi works Porsche remains in exceptionally original, unrestored condition, essentially untouched in every significant way. Upon inspection, one finds traces of each and every modification made by the engineers at Weissach, fascinating evidence of experimentation. Whereas most 911-based racing cars were built to strict specifications, this car played a unique role, serving as Porsche’s test-bed while attempting to build the first turbocharged 911s.

Beyond its own special qualities, R9 is offered with a remarkable file that contains original letters and invoices from Porsche as well as the original Importer’s and Manufacturer’s Statement of Origin. Such important artifacts are rarely seen and support the unique history of this magnificent motor car.

If only for its status as one of, if not the very first purpose-built 911 Turbo, R9 is among the most historically and technologically significant Porsches in existence. It is the origin of one of the greatest racing programs in history and, as such, embodies the spirit of competition. Its marvelous unrestored state, impressive racing history, iconic Martini & Rossi livery and unquestioned provenance are qualities that place this car in an extremely rarified category of competition cars.

An irreplaceable piece of motor sports history, this RSR Turbo 2.14 is a Porsche of immense appeal and importance.

Wonderful, and very usable piece of Porsche history, very powerful looking beast of a car.

#30 – Itala GP 1908 #871 Est. US$2.3 mil. + SOLD US$2.7 mil.

 

http://www.bonhams.com/auctions/20143/lot/202/

1908 Itala Grand Prix Car
Registration no. LD 2301
Chassis no. 871
Engine no. 871
Sold for £1,737,500 inc. premium
Footnotes
Here we are delighted to offer nothing less than one of the most iconic road-useable racing cars ever to grace the British register. It is by any standard one of the best loved vehicles within the entire British treasury of Veteran, Edwardian, Vintage and Classic cars.

It has been a mainstay of the United Kingdom’s ‘old car’ movement for over 100 years, and it was one of the iconic motor cars around which – in 1935 – the Vintage Sports Car Club was founded.

The 1908 Grand Prix Itala as offered here, known for most of its long life by the affectionate nickname ‘Floretta’, is a big, buxom, muscular, Italian diva. As such she not only has a racing record extending from her debut at the highest purebred level to the present day, but she has also been used for many thousands of spectacular motoring on the public road.

The car is offered here as used by George Daniels himself in such memorable events as the Grand Prix de l’ACF centenary 1908-2008, at Dieppe, and as the very embodiment of the Vintage Sports Car Club’s founding spirit…

George Daniels is thought to have been only the sixth principal owner. From its earliest days as a factory Grand Prix car with Itala SA Fabbrica Automobili, Turin, Italy – through the hands of R. Wil-de-Gose in whose hands ‘Floretta’ raced at Brooklands – the car passed obscurely into the hands of the proprietor of the Schole Inn at Diss in Norfolk, from him to RAF pilot John Pole, thence – around 1937 – to Cecil ‘Sam’ Clutton and his associates Peter Robertson-Rodger and Dr Bob Ewen. ‘Sam’ Clutton later shared the car with like-minded enthusiast and fellow VSCC luminary Jack Williamson until, after more than 50 years of ‘Sam’s stewardship ‘Floretta’ passed into George Daniels’ connoisseur care.

Prominent pioneer motoring historian Kent Karslake was a great friend not only of ‘Sam’ Clutton but also of ‘Pom’; Laurence Pomeroy, celebrated Technical Editor of ‘The Motor’ magazine. In his wonderful book ‘From Veteran to Vintage’ (Temple Press, London, 1956), Kent Karslake wrote: “The demise of the giant racer might well have resulted in their disappearance from the face of the earth, but posterity is in fact singularly fortunate… One of the 1908 Grand Prix Italas was probably saved from destruction by being fitted while it was yet young with a touring body, and has never been entirely neglected. Of recent years it passed into the hands of Mr. Cecil Clutton and the late Dr. G.A. Ewen who, in a long series of speed events, have shown a skill and sympathy in handling it…”

He continued: “It is with the Itala that I myself have had the closest contact, and it has been a contact fit to grace a motoring lifetime. Like the FIATs they used the short stroke of 160mm with the maximum permitted bore of 155mm, which gave them a capacity of 12,076cc and perhaps in consequence they were less powerful than the 14-litre Bayard-Clements and the victorious 13-litre Mercedes….

“The Itala…”, he wrote”…has a starting handle which is a masterpiece of artistic solidity. The grip is amply large enough for two hands, if two hands are needed on it; but in practice they seldom if ever are. The engine, like most of its size and period, is fitted with a sliding camshaft which can be used to reduce compression for starting purposes, and with this in operation, the big engine can be turned with comparative ease.

“As is perhaps still generally known, a 4-cylinder engine, once the initial impulse has been given to it, very nearly swings itself, the release of the compression in one cylinder carrying the engine over the compression in another. All that is required by the operator is not muscular strength but a certain knack in starting the process.

“Once this has been applied to the Itala, one can go on swinging it as easily as if its capacity were 1,200 rather than 12,000 cc; and if your appearance is as feeble as the author’s, one can watch delightedly out of the tail of one’s eye, while thus engaged, strong men who are not in on the secret visibly blenching and wondering when you are going to burst. Unfortunately, there is seldom any opportunity for the performance to be prolonged; after a few turns the giant engine usually bursts into life with a shattering roar, so startling even when expected that it requires great presence of mind to remember to slide the camshaft back onto full compression.”

Kent Karslake first had the opportunity to drive the great car in 1948, in Dunkirk. He recalled: “I have no hesitation in saying…that the Itala is not only one of the most exciting cars that it has been my lot to drive, but also one of the least alarming. How big a car feels to its driver appears to bear no relation to its actual size, and, from the point of view of tractability and accurate placing on the road, this is a Gargantuan that feels like something out of Lilliput.

“The steering is of thoroughbred precision, with no trace of undue heaviness in spite of the fact that the wheel only needs one complete turn from lock to lock.

“The gear lever is pushed or pulled, rather than flicked, in its gate, as if to indicate that there is something pretty solid in the way of pinions on the other end of the mechanism, but it moves with complete smoothness, and the gears change with unfailing ease and silence for any operator versed in the first principles of sliding-pinion gearboxes”.

He then warned: “Yet there is one insidious peril in the driving of the car. There is, it must be remembered, 100hp available to the driver, delivered at only 1,800rpm, which means that when the engine is exerting a really tremendous urge, it sounds and feels as if it was doing next to no hard work at all. The effect of this on the driver, at least until he is accustomed to it, is an intoxicating sense of power without responsibility. He is tempted to feel that he can do no wrong and, as he sweeps along with this huge surge of power, obedient to the lightest whim of his right toe, to throw back his head, and fill the astonished air with echoing peals of Homeric laughter.

“I have sat beside Mr Clutton as he drove it mile after mile at 85mph, aimed with the precision of a cannonball at that point on the horizon where a long straight French road met the sky…”

Yes – this extraordinarily imposing 1908 Grand Prix Itala plainly embodies everything about which Mr Toad might have gasped, “Oh bliss – oh joy – Ooh Poop-Poop!…”

The Itala company was founded in 1904 by Matteo Ceirano and Guido Bigio with backing from a Genoese financial group. Initially it mimicked trendsetting Mercedes designs, featuring advanced shaft – rather than chain – drive to a live rear axle.

Matteo Ceirano was keen upon promoting his marque’s prowess through competition. ‘Floretta’ offered here was one of only three 1908 Grand Prix cars custom-designed under the direction of Alberto Balloco, chief engineer 1905-1919. In 1906 works driver Alessandro Cagno won the first Targa Florio in Sicily with a 7.4-litre 35/45hp model, while sister Italas finished second, fourth and fifth. Prince Scipione Borghese then chose the same Itala model to achieve his now legendary victory in the 1907 Peking-to-Paris epic.

But the French Grand Prix, more properly the Grand Prix de l’Automobile Club de France, was by far the most important race of that era. Just after the 1907 event, an International Conference in Ostend discussed a new ‘Formula’ – or set of technical racing regulations – for 1908. With racing rules varying between nations, manufacturers had to construct different cars for each one.

Against this background, for 1908 a unified racing Formula was agreed. Minimum weight was to be 1,100kg – 2,425lbs – while engine bore diameter was fixed at a maximum 155mm for 4-cylinder engines and 127mm for 6-cylinder units. The Automobile Club de France further announced that in 1908 its Grand Prix would be run over the same Seine Inferieur circuit outside Dieppe as in 1907 (when Felice Nazzaro and FIAT had won for Italy).

The 1908 Grand Prix de l’ACF then received entries from no fewer than 17 manufacturers; Brasier, Bayard-Clement, Lorraine-Dietrich, Mors, Motobloc, Panhard-Levassor, Porthos and Renault from France – Benz, Mercedes and Opel from Germany – Austin and Weigel from Great Britain – plus Thomas from the USA and Germain from Belgium, while FIAT and Itala joined in from Italy…

Itala’s number one driver, Alessandro Cagno, was sometime chauffeur to Queen Margherita. His experienced French team-mate Henri Fournier was not only Itala’s French concessionaire, having already won the 1901 Paris-Berlin city-to-city race. A third GP Itala was to be handled by the less well-known Giovanni Piacenza. The Torinese team based themselves at Martin-Eglise on the Dieppe circuit. The competing cars were due to start the great race at one-minute intervals, the first setting off at 6.01 am under overcast skies and with a strong onshore wind.

Cagno was accompanied by riding mechanic Moriondo – Fournier by Ayana and Piacenza by Craviolo. Cagno’s car, race number ’12’ was the first Itala starter, at 6.12am, followed by Fournier – ’29’ – at 6.29, and finally Piacenza – ’45’ – at 6.45. Away they rumbled on the first of the ten long 79.988km – 49.71-mile – laps.

Nazzaro’s FIAT took the lead on lap 2, while the unfortunate Piacenza retired his Itala with gearbox trouble. The big leading FIATS of Louis Wagner and Nazzaro then both retired. After five laps – 385kms, 248.55 miles – Christian Lautenschlager was leading for Mercedes, with the delayed Italas of Cagno 26th and Fournier 29th. While Lautenschlager’s ultimately winning Mercedes lapped in 38mins 42secs, Cagno’s best for Itala was a very quick 39:26 on his first lap, while Henri Fournier’s was timed at 39mins 55secs, and his seventh at 39:10 after lengthy early delay. After eight hours – and 769.880kms, 478.48 miles – of punishing Grand Prix road racing, Cagno’s Itala finished 11th and Fournier’s 20th.

These GP Italas were entered in the great race as having 4-cylinder engines with cylinders cast in two blocks of two cylinders each, bore 154.8mm x stroke 160mm, displacing 12,045cc. Wheelbase was listed as 2.92 metres, maximum track 1.40 metres. However, ‘Floretta’ today has a 3.05-metre – 118.3-inch – wheelbase. In fact a Bonhams analysis of 1908 Grand Prix paddock photography now suggests that while Cagno and Fournier drove matching short-wheelbase Italas at Dieppe, Piacenza’s works car was visibly longer. Although ‘Floretta’ has been described repeatedly over many decades as having been Cagno’s car, this evidence suggests she was more probably Piacenza’s. Further evidence supporting this assertion is that Piacenza’s is recorded as also having been the heaviest of the 1908 Grand Prix team cars, scaling 27cwt 3qr 15lbs against the winning Mercedes’ 22cwt 4lbs. This would be consistent with the perceived extra chassis length.

Laurence Pomeroy wrote in his seminal two-volume treatise ‘The Grand Prix Car’ (Temple Press, London, 1953) “The car constructed by the Itala company for this race can be considered typical of design practice at this time. It embraced a live rear axle, a feature which was perhaps something of an advance, but, on the other hand, retained side exhaust and overhead inlet valves and low tension ignition at a period when overhead valve engines with high tension ignition were by no means unknown.”

He emphasised that an Itala completed the first 48-mile lap only 57 secs behind the eventual winner, Lautenschlager’s Mercedes. He added that in 1940 at Brooklands the same model covered a flying quarter-mile at 85mph and a standing quarter mile in 20 secs. That car was not in the best of tune, and it is fair to assume that in original condition it could have achieved 95-100mph flat-out.

‘Pom’ went on to comment upon the car’s relatively majestic size, adding “…it is worth emphasizing that there was very little wasted space. It is indeed notable that the bonnet fits so closely around the engine that the overhead valve gear projects above the level of the radiator and had to be covered by a protuberant cowling”.

In describing this Itala’s massive 4-cylinder engine, ‘Pom’ wrote: The designer chose the maximum permitted bore and cautiously approached the problem of raising the piston speed above the 1500rpm which was the then existing standard. Given the opportunity of unlimited stroke, he decided to fix the figure at 160mm, which permitted a maximum engine speed of 1,800rpm with a piston speed of 1,700 feet per minute. At this speed the car was theoretically capable of 113mph so there was a reasonable balance between the factors of bhp, rpm and reliability.

“The cylinders were formed in pairs from iron castings, the water jacket extending about one-third of the way down the bore. The exhaust valves were situated in laterally located pockets at the near side of the engine, the inlet valves being mounted above them in detachable cages. The exhaust valves, therefore, were operated directly from a side-mounted camshaft and the inlet valves through push rods and rockers… The crankshaft ran in a similar type of bearing was approximately 55mm diameter, and innocent of counterbalancing…” he added, with a smile.

In conclusion, ‘Pom’ added: “The 1908 Grand Prix Itala was somewhat overweight and under-powered by comparison with the best designs of the time and for this reason had no great success in Grand Prix racing. It has, however, in later years proved to be an outstandingly reliable design, two cars participating in racing at Brooklands until1914, one in 1910 averaging 97.5mph for 19½ miles and lapping at 101.8mph. This car survived and continues in competition use today…”

After the Grand Prix at Dieppe, these Itala team cars were shipped to Savannah, Georgia, for the American Grand Prize road race. Cagno progressed from tenth place on the opening lap to fourth by lap 3. But he was then forced to retire, while Fournier finished eighth, and the unfortunate Piacenza crashed his entry.

But on home soil in the Coppa Florio race – at Bologna – Cagno’s Itala finished third at 66.4mph, despite breaking its spring hangers and then having its radiator burst on the final lap. Fournier was blinded by Cagno’s dust and left the road, while Piacenza again failed.

Within a year, in 1909, R. Wil-de-Gose, AMI Mech E (later general manager of The Crescent Cinema in Pontefract, Yorkshire), appeared at Brooklands in what became ‘Floretta’ now offered here. He immediately lapped the Outer Circuit at 93.22mph. Back there in 1910, Wil-de-Gose’s ‘Sixty Itala’ lapped at 100.36mph, and soon after at 101.80mph! It is significant that Lord Vernon, in the ex-Fry, ex-Tate 1908 Mercedes lapped at 101.59mph – almost matching the outright speed of the Italian-made Grand Prix car now offered here…but not quite.

It appears that the car was owned during this period by a Mr H.T.I. Young of Lambourn, Berkshire At least two alternative racing body shapes appeared on the car, one with pointed ‘draught-includer’ nose at Brooklands, and another with beetle-back tail at Saltburn Sands in Yorkshire, before – presumably late – in 1910 the car was rebodied by Vincent’s of Reading into four-seat form for high-performance road use. Its original artillery-style wooden-spoked wheels had been replaced by wire wheels as still used today, and even in Brooklands form the car was UK road registered ‘LD 2301’.

The car survived World War 1 and the 1920s in relative obscurity until on Sunday, May 17,1936 the infant Vintage Sports Car Club ran a speed trial at Aston Clinton, in which the Edwardian class was won by John Pole – then a serving Royal Air Force officer – driving the “12-litre 1908 Grand Prix Itala”.

In a highly entertaining ‘Cars I Have Owned’ article published in ‘Motor Sport’ magazine, December 1960, John Pole wrote: “In 1927 I stopped for lunch one day at the Scole Inn at Diss, on the Norwich-London road. After lunch I happened to wander round the back of the inn…and I saw a gigantic old touring car filling a shed, and covered with crates, bottles, chicken much, dead weeds – everything.

“The proprietor of the inn told me it was a 1908 racing Itala, given to him by a friend, driven up from London in 1920 and never used since.

“In 1936 an interest in old cars had started, and I remembered the Itala. I went to Scole one Sunday morning and sure enough the car was still there in the same old shed and looking dirtier and vaster than ever. I bought it for £25, and a week later I went with two friends and a 30cwt Morris truck with tools and equipment to bring the car away, under its own power if possible.

“It took us three days to make it drivable. A lot of wiring and water tubing had to be replaced and the old tyres cut off the rims. The low-tension ignition system was a mystery to me, as was the petrol feed which appeared to be maintained by pressure from the exhaust pipe.

“However, we got petrol to the carburettor, and I then thought we had better tow the car around for a few miles in gear to free everything up before trying to start the engine. We had a solid tow bar on the Morris, and this was hitched on and the Itala towed out on to the main London road in neutral.

“When we were in position, I put it in second gear and with the clutch out we started rolling. At about ten miles an hour I cautiously let the clutch in.

“There was a shuddering, convulsive earthquake beneath me as four ancient pistons started to sweep twelve litres of cobwebs and dead spiders out into the silencer. And then, without a trace of warning, the great engine burst into life with a shattering roar. The hand throttle had been left half open and the Itala surged forward against the solid tow bar before I had a chance to depress the clutch, which anyway nearly required two feet to it.

“It was too much for the poor 30cwt Morris. The kick in the pants from the Itala sprung the chassis and the bottom fell out of the cast aluminium gearbox. My own exultation was something I’ll never forget. We had not put the bonnet on, and clouds of dust and dirt swept over me as I kept the engine revving. The tow bar was unhitched and I drove the car back into the yard. The next morning a ceremonial farewell drive was arranged, and all the Scole Inn staff; chambermaids, waiters, the cook, everybody, climbed onto the car and I drove them up the main London-Norwich road about a mile and then back. There were about twenty people clinging on somehow and amidst the screams of the females we probably did about 70 or 80mph. Nothing and nobody was licensed or insured and nobody fell off and got killed”.

Having revived this imposing Grand Prix car, John Pole quite quickly sold it on to vintage motoring enthusiast Cecil ‘Sam’ Clutton. In 1937 the Itala’s co-owner Peter Robertson-Rodger drove it in a three-lap VSCC demonstration at the opening Crystal Palace race meeting, with ‘Bunty’ Scott-Moncrieff in the Itala’s passenger seat. The Littlestone Speed Trials on a building estate near New Romney, Kent, saw Clive Windsor-Richards driving, and later that year at Croydon’s Autodrome Driving School course Cecil ‘Sam’ Clutton handled the great car, placing third in class. ‘Sam’ won the three-lap ‘Pre-War Car’ handicap race at Crystal Palace in April, 1939, and on August 26 – barely a week before World War 2 erupted – he posted second-fastest time in class at Prescott hill-climb, 64.03sec to the winner Anthony Heal’s Fiat on 62.13.

Days later, the VSCC sent a six-page newsletter to its 300-odd members, which began “This Tedious War: The Club will be put to bed, with its bank balance, for the duration. Current subscriptions will continue to be current, until the next event after the outbreak of peace…”. The notice ended: “If any of us are (a) alive, and or (b) solvent at the end of it all, we must then decide how best to pick up the threads of civilization (i.e. motoring) again…”.

This great Itala was about to endure the second global war within its long lifetime. Competition motoring within Britain was still almost out of the question when the VSCC’s AGM was held at the Punch House, Piccadilly Circus, London on January 17,1947. Membership had risen to 660 and R. Wil-de-Gose of Itala Brooklands fame had donated the ‘1908 Grand Prix Itala Cup’ to be awarded annually in a race for Vintage cars.

On June 22,1947, the Club’s Madresfield Park rally in Worcestershire saw Dr Gerald Ewen sharing an award in the Clutton Itala and as Peter Hull recalled in his ‘History of the Vintage Sports Car Club’ (1964) “On the way back to London the Itala was passed for what was believed to be the very first time in its life; but as this was by Landon’s Alfa this was felt to be no serious disgrace…”.

Meanwhile, in early March that year a small VSCC party had braved the snow to take a selection of interesting cars up to Cambridge for examination by members of the University Automobile Club. ‘Bob’ Ewen brought the Itala while ‘Sam’ drove his Type 49 Bugatti. They found that the CUAC were negotiating to run a second circuit-race meeting on Gransden Lodge aerodrome. The VSCC members offered to help so the two clubs could run the event as a joint meeting. On July 13, 1947, after seemingly endless problems, the event went ahead, and the Edwardian race saw ‘Bob’ Ewen timed at 63.51mph for one of the three laps it survived, after which its radiator boiled dry and the footbrake caught fire…

As 1948 marked the 40th anniversary of the Itala’s racing debut at Dieppe, ‘Sam’ Clutton took the great car to Reims-Gueux, to witness that year’s Grand Prix de l’ACF. He recalled: “When we were within 40 miles of Reims the twisting of the chassis had sprung a leak somewhere near the top of the Itala’s petrol tank. No one imagined that (it) could reach Reims until late in the evening. Clutton was accompanied by fellow enthusiast/historian Kent Karslake who set off to man the pump pressurizing the punctured tank.

“His only relief could be when the engine was switched off and the car coasted in neutral down long gradients, otherwise he had to pump without cessation in order to maintain air pressure in the tank. To minimize his efforts a cruising speed of 85mph and upwards was maintained for those last 30 miles into Reims, and the Bugatti Black Bess and Vauxhall were soon caught and passed. As we came into the city itself Karslake continued pumping with one hand, whilst with the other he searched feverishly in the Guide Michelin for the whereabouts of the Lion d’Or, where we were to stay. With an expiring cough, the Itala rolled up to the front door of the hotel, its last drop of petrol exhausted – not to mention Karslake…”.

Charging back to catch the ferry in Dunkirk , ‘Sam’ misjudged a corner and careered “…down a railway track. The Itala soon crashed to rest, but it was found that the flywheel was jammed between a sleeper and some point-operating mechanism, so the efforts to move the car only resulted in a shower of sparks being generated by friction between the flywheel and the rail…

“At the same moment it was observed that an almost equally un-illuminated locomotive was rapidly bearing down upon the outfit.

“Clutton accordingly hastened to alight from the Itala and ran to make a speech to the engine driver, which had the effect of bringing the juggernaut to rest before the ultimate disaster occurred. After a great deal of pushing and shouting, and after the engine driver had with difficulty been restrained from executing his desire to push the Itala off the rail with his locomotive, a causeway was finally built up and the Itala was pushed to safety.”

With only three big-end bearings and bottom gear by this time stripped, Bob Ewen nursed the great car onto the cross-Channel ferry with only 15 minutes to spare before departure. On board it was found that during this epic drive both the spare wheels had fallen off the car, and one road wheel had a slow puncture. ‘Sam’ began to pump it up whereupon the tyre detonated violently, ending up completely flat and with a 12-inch split in both inner tube and outer casing. Eventually landed back in England, ‘Floretta’ finally limped under her own power into the Ewen garage at Richmond, successfully completing what had been a dramatic 40th birthday outing…

Dr Ewen’s patients could never be quite sure which car he might use on his rounds, and it was not unknown for a deafening rumble to herald his arrival outside a patient’s house in ‘Floretta’…

The great Itala continued to compete in race, sprint and hill-climb meetings throughout the remainder of the 1940s, and on through the 1950s-60s-70s-80s -90s into the 21st centruy… In 1949 a VSCC Bulletin described how “…when taking off, the Itala arches its back to such an extent that the doors invariably fly open, and as most of the driver’s seat departs with the door this could be very embarrassing if the doors were not invariably lashed together when racing”.

By 1950 Bob Ewen could win the Edwardian class at Prescott with a time of 57.16secs, while in the 1952 Pomeroy Trophy event – which became an annual highlight of VSCC competition, the Itala’s fuel consumption was checked at an amazing 16.7 miles per gallon. Dr Ewen also won in the Club’s Silverstone race meeting that May, while the Wil-de-Gose-donated Itala Trophy race had become a major feature of VSCC meetings.

Dr Ewen passed away prematurely in December 1953, and for decades thereafter ‘Sam’ Clutton shared the Itala with fellow enthusiast Jack Williamson, who expertly maintained ‘Floretta’s ageing mechanicals. In 1978, the great car’s 70th birthday coincided with 50 years of Mr Clutton’s ownership.

 

Amazingly unscathed Italian Grand Prix car from 1908. Ready to go, but maybe a display in a museum would be best

 

#31 – Duesenberg Model J 1930  Murphy Convertible #2310/J284 SOLD US$2.64 mil.

http://www.goodingco.com/car/1930-duesenberg-model-j-disappearing-top-convertible-coupe

 

1930 Duesenberg Model J Disappearing-Top Convertible Coupe
Coachwork by Murphy
CHASSIS NO. 2310
ENGINE NO. J-284
–
■The Quintessential Model J Duesenberg
■Handsome Disappearing-Top Coachwork
■Owned by Prominent Duesenberg Collectors
■Retains Original Chassis, Body and Engine
■Supercharged and Equipped with Dual-Carburetor Configuration
■Displayed at the 2007 Pebble Beach Concours d’Elegance
■Pictured in Beverly Rae Kimes’ Book: The Classic Car
■Perfect for ACD Meets, Concours and Classic Car Tours
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420 CID DOHC Inline 8-Cylinder Engine
Centrifugal Supercharger with Dual Updraft Carburetors
320 BHP at 4,750 RPM
3-Speed Manual Gearbox
4-Wheel Hydraulic Drum Brakes
Live-Axle Suspension with Semi-Elliptical Leaf Springs and Double-Acting Hydraulic-Lever Shock AbsorbersThis Car
Among car collectors, amateur enthusiasts and connoisseurs alike, there is a school of thought that the most beautiful American automobiles were produced between the late 1920s and the mid 1930s, and that the rare Murphy-bodied Model J Duesenbergs represent the pinnacle of this grand age of luxury transportation.

The spectacular Duesenberg presented here boasts a wonderful history, a distinguished list of caretakers and an undeniable presence. In every respect, J-284 is a quality automobile that any collector would be proud to own.

As is the case with all Model Js, the history of this car begins in Indiana, where a standard-length chassis was laid down and fitted with Fred Duesenberg’s mighty 420 cubic inch, straight-eight engine. The new chassis made the journey to California where the Walter M. Murphy Company of Pasadena tailored it in their signature body style, the Disappearing-Top Convertible Coupe.

Considered by many to be the most desirable body style of any series made available for the Model J, the handsome Disappearing-Top Convertible Coupe was beautifully suited to the magnificent Duesenberg. Not only were Murphy bodies of the highest quality, they were also elegant, sporting and extravagantly expensive.

According to various accounts, J-284 was originally delivered to the Duesenberg factory’s Los Angeles branch during 1930; however, after remaining unsold for some time, it was later transferred to the New York concessionaire.

This Duesenberg’s first recorded owner was prominent East Coast socialite J.W.Y. Martin. Established in equestrian circles, Mr. Martin owned many highly acclaimed racing horses and hosted the famed Maryland Hunt Cup steeplechase on the grounds of his beautiful Worthington Valley estate.

By Fall 1935, Mr. Martin’s Model J returned to the New York branch, and was then sold to nearby dealer, Jacod & Company. While little information exists regarding the car’s whereabouts during the next decade, unlike many Duesenbergs, J-284 was fortunate to survive the years surrounding WWII.

The next known owner, John Warwick of Reno, Nevada, had come across the car in the early 1950s and kept it for at least five years be- fore selling it to J.W. Isbell. After a brief period at Vann Motors in Reno, in June 1962 the Duesenberg captured William Craig’s attention.

Having relocated from California’s Bay Area to work for Harrah’s Automobile Collection, Mr. Craig continued cultivating his enthusiasm for Duesenberg automobiles, amassing a remarkable collection of Model Js over several decades. After acquiring J-284, he performed a sympathetic restoration and finished the original Murphy coachwork in a gleaming red livery.

In 1967, well-known California collector Bernard Miller purchased the Disappearing-Top Model J from Mr. Craig. A few years later, he sold the car to Leo Gephart who, in turn, sold it to Richard Slobodian of New Jersey.

During Mr. Slobodian’s ownership, the Murphy Roadster was entrusted to legendary classic car restorer Robert Gassaway. Mr. Gassaway treated the Duesenberg to a comprehensive restoration that included the installation of an SJ supercharger, sourced from J-401, a car owned by Mr. Slobodian at the time. According to articles written by R.J. Wilder and other historians, J-401 was one of four supercharged engines loaned to the Pratt and Whitney Aircraft Company in the early 1940s. To test durability and performance, Pratt and Whitney would use the supercharged Duesenberg engines to propel their own airplane- engine superchargers. Once again resplendent in red lacquer, the Model J was fully outfitted in the beau ideal of the time, complete with Bakelite running boards, sweep-hand instruments, chrome wire wheels, Pilot Ray driving lights and gleaming side exhausts.

After J-284 had been returned to its former splendor, it was featured in the September 1973 issue of The Classic Car, the official magazine of the CCCA.

By the early 1980s, Mr. Slobodian had sold the car to fellow New Jersey resident William Murray. When Mr. Murray decided to part with the Duesenberg, it passed to John Denlinger, who eventually consigned it to the Imperial Palace.

Shortly after, the Murphy Roadster joined General William Lyon’s famed Duesenberg collection in Southern California. Given the caliber and variety of Model Js General Lyon has owned, J-284’s inclusion is a tremendous testament to its quality, significance and authenticity. In fact, this magnificent car spent over 15 years with the Lyon Collection before being acquired by the current caretaker, a Southern California collector with a passion for great American classics.

Once in its caring new home, an effort was undertaken to prepare the Duesenberg for future concours displays and regular outings on the open road. In 2007, after being fastidiously prepared by Richie Fass of Stone Barn Automobile Restoration in Vienna, New Jersey, J-284 made its first appearance at the famed Pebble Beach Concours d’Elegance, taking part in a wonderful display of Duesenberg automobiles.

Since then, the Model J has been shown sparingly and treated to careful and consistent maintenance. The current owner firmly believes in driving his cars, and this Duesenberg is no exception. As it has been exercised regularly and mechanically sorted, the Murphy Roadster is reported to be a very strong driver that benefits from the addition of a centrifugal supercharger and distinctive dual-carburetor configuration.

A Gooding & Company specialist recently had the pleasure of driving J-284 and was awed by its seemingly limitless reserve of power, effective brakes and excellent road manners. When so many Duesenbergs are relegated to static display, it is a pleasure to come across an example that is used with enthusiasm, as was originally intended.

Over the past 50 years, this Murphy Roadster has been featured in a number of publications, most notably Beverly Rae Kimes’ The Classic Car, Antique Automobile and Automobile Quarterly. Throughout this period, it has been owned and admired by the most discerning Duesenberg enthusiasts, each contributing to the pedigree and provenance of this superb motorcar.

Perhaps of greatest importance, this highly desirable Disappearing-Top Murphy Roadster is a correct and genuine example that still retains its original chassis, engine and coachwork, a quality that few Model J Duesenbergs can claim.

The Murphy Roadster has long been the darling of the collector car hobby and few would question its status as the most iconic representative of the classic American automobile. Because their appeal has stood the test of time, these cars reside only in the most prominent collections and exceptional examples are rarely offered for public sale.

We are proud to present J-284, a superb Model J that possesses all the fabulous qualities that have made the Duesenberg name a legend among classic car enthusiasts. .

THE body style for Duesenbergs and in stunning condition

#32 – Shelby Cobra 289 1962 #CSX2026 Racer – Offered US$2.5 million

 

http://paulrussell.com/classic-cars-for-sale/AA-G_62_Cobra_CSX-2026/index-sp.php

Known History
The Hogeater. A piece of Shelby racing history is being offered for sale. This 1962 Cobra CSX 2026, nicknamed “The Hogeater”, was the first Cobra ever to win a race in the US and the First Championship winning Cobra. It won the SCCA-A Production National Championship in 1963 helping secure Shelby American’s First Manufacturer’s Championship.
 
The car was prepared as a team race car with initial body and chassis modifications including Koni shocks, a steering brace, a 37-gallon fuel tank with a quick release filler, a hood scoop, front and rear brake cooling scoops, dual brake master cylinders, alloy brake calipers, anti-sway bars, stiffer springs, a roll bar and quick jacking points front and rear. The dash is dominated by a placard indicating the positions of the floor-mounted fuel valve. It originally had a short racing windshield and the top of the left door was cut back to give the driver a little bit more arm clearance. The 289 V8 was fitted with 12:1 pistons, a roller cam, special headers and exhaust system, a Spalding Flamethrower ignition, a nine-quart oil pan, an oil cooler, and a Stewart-Warner auxiliary electric fuel pump. Four Weber 48IDM carburetors on a prototype intake manifold replaced the usual Holley 715 four-barrel.
 
After its first race it was modified with a full-width windscreen, bigger fender flares, front wheel spats, and 6.5 and 7.5 inch wide Halibrand magnesium wheels.
 
Most of this Cobra’s wins came at the hands of Privateer Bob Johnson from Columbus, Ohio. In recognition of its ability to beat the Corvettes, Johnson’s Cobra was nicknamed “The Hogeater” and he was dubbed “King Cobra”.
 
In 1964 CSX 2026 was sold to Minnesotan Jerry Hansen who finished 6th in the Central Division. It was then sold to another Minnesota racer Jim Whelan who ran it in mainly regional SCCA events. Whelan’s season ended after an accident in the summer of 1965. After being rebuilt CSX 2026 headed south for a few years before being discovered by a Michigan collector and restorer. It then passed to two more owners before being restored by Wisconsin Cobra expert Randy Bailey. Bailey restored CSX 2026 using advice from Bob Johnson and photographs of the car at Sebring and drawings by the artist Bill Millburn to authenticate its 1960s race configuration.
 
This historic Cobra has been invited to appear at the 2012 Monterrey Motorsports Reunion which will celebrate the Shelby Cobra marque.

One of the greatest racing Cobra’s, the first to win a race in the USA. Worth at least the US$2.5 million price tag

 

#33 – Panhard et Levassour Grand Prix 1908 – Offered

 

 

http://fiskens.com/pages/showroom/model.aspx?pid=1563

Panhard Levassor
1908 Grand Prix Panhard – Levassor, 12.5-Litre Double Chain drive
The ex- Maurice Farman, ACF Dieppe Grand Prix Works Entry

The 1908 French Grand Prix at Dieppe witnessed a coming together of the titans of motorsport, a showdown between the great manufactures of the time. 

Organised by the Automobile Club de France, the event was a 10-lap endurance race of almost 50 miles per lap, with average speeds of 80mph on roads of loose gravel. With packed grandstands lining the route it was an incredible spectacle to which a truly international entry flocked. Beyond the French entries there were Mercedes, Benz and Opel from Germany, Itala and Fiat from Italy, Austin from England and Thomas representing the USA.

Panhard-Levassor were true automobile pioneers, securing two previous victories on the Gordon Bennett Trophy and tree successive Circuit des Ardennes triumphs. They built 3 cars especially for the 1908 Grand Prix, boasting huge 4 cylinder, 12.5-Litre engines. There were coupled to a 4-speed gearbox linked to double chain drives, giving an extraordinary top speed of 100mph. Maurice Farman, a pioneer aviator, was the chosen pilot of car number 32.

At various times during the 1908 race Farman was amongst the front-running pack. It was both the Mercedes and Benz teams, however, that had made the more prudent tyre choice, and it their regular changing of wheels and rubber kept Panhard-Levassor off the podium.

Following disagreements between the manufacturers another Grand Prix was not staged until 1912, with a 3-Litre capacity restriction the agreed solution. As such the Grand Prix cars of 1908 were the last of the great, big-capacity, chain-driven racing cars, and the end of an unparalleled era.

Following Dieppe, a wealthy Argentinean instructed Labourdette to road equip the Grand prix car, which would be used for both road and race events in the South America nation. Laid up in 1930 and discovered in 1972 in extraordinarily original condition, it was then acquired by its current owner. Upon its return to Europe, Bentley specialist Dick Moss carried out the painstaking task of both preserving and restoring the car.

For 40 years the current owner has enthusiastically used this mighty machine in all manner of events, driving from his home in England to compete at circuits all over Europe, as far south as Bordeaux and Le Mans, before driving back again!

Possibly the most original and complete Grand Prix car from the pre-1912 era, and definitely the most important surviving French Grand Prix car of the period, this titan of the chain drive era is a testament to how powerful a force France was in those early pioneering days of motorsport.

A great Grand Prix car, and worth whatever it costs, maybe best for a museum as how many original 1908 Grand Prix cars are there ?

 

#34 – Packard 1108 1934  Dietrich Convertible Victoria #1108-15 NOT SOLD @ US$2.2 mil.

 

http://www.rmauctions.com/FeatureCars.cfm?SaleCode=AM12&CarID=r119&fc=0

1934 Packard Twelve Convertible Victoria by Dietrich, Inc.  

Estimate:
Available Upon Request
Chassis No. 1108-15
AUCTION RESULTS: Lot was Not Sold at a high bid of $2,200,000 
 
 
 
 
 
Eleventh Series. Model 1108, Style 4072. 160 bhp, 445.5 cu. in. modified L-head V-12 engine, three-speed selective synchromesh manual transmission, vacuum-assisted clutch, shaft drive with hypoid rear axle, front and rear leaf-spring suspension, and four-wheel, vacuum-assisted mechanical drum brakes. Wheelbase: 147″

• One of three known examples remaining today
• The ultimate classic Packard; capable of extended touring
• Best in Class winner, 2011 Concours d’Elegance of America
• Excellent provenance including noted collectors

Some of the greatest creations of the Classic Era arrived at the very trough of the Great Depression. Nonetheless, Packard was in excellent financial health and redoubled its efforts to dominate America’s fine-car market, meeting the competitive threat from Cadillac and Lincoln head-on with the all-new, 12-cylinder Twin Six and a range of spectacular custom bodies by LeBaron and Dietrich, Inc.

Packard’s new Twelve was, in many ways, the signature car of the classic era. However, it was in a sense never meant to be. In fact, the car’s history goes back to the Cord L-29 and the great Miller front-drive racing cars. Packard management became intrigued with the idea of front drive and commissioned the construction of a prototype. The decision was made to develop a 12-cylinder engine for this new car, as the shorter length of a V-12, compared with Packard’s inline eight, allowed more flexibility in packaging the new front-drive chassis.

Extensive testing revealed weaknesses in the front-drive chassis design, and the anticipated development costs soared. Meanwhile, Cadillac ignited the multi-cylinder race with their new 16- and 12-cylinder models, and Packard dealers acutely felt the pressure. The solution, born of necessity, was to install the new 12-cylinder engine in Packard’s proven Deluxe Eight chassis. The result was christened the Twin Six, in honor of Packard’s first V-12 design, which debuted more than 15 years earlier.

By 1933, the name was changed to the Packard Twelve to clearly convey the power behind the new car. It and the Eleventh Series were the last cars with flowing fenders and classic lines, before the advent of the more highly streamlined look. The front ensemble is truly beautiful, with a graceful vee-shaped radiator shell and matching headlights and fender lights. The dash itself is a work of art, looking more like a jeweler’s display than an instrument panel.

One of the most respected designers of the classic era, Ray Dietrich was also one of the most influential. After stints at Brewster and LeBaron, he formed Dietrich, Inc., where his smart and elegant designs attracted the attention of Packard management. Soon, Packard became one of Dietrich’s best customers. Lacking an in-house styling department, Packard incorporated Dietrich design cues into its later production cars. In fact, after 1933, all open Packards built carried Dietrich body tags. Nevertheless, Dietrich still built a few custom bodies for the senior Packards, and these special cars have come to epitomize the ultimate in Classic Era styling.

The Convertible Victoria is in many respects the most desirable of the Packard custom Dietrichs. Its blind quarters give it an unsurpassed elegance, and unlike the convertible coupe, the car provides far more versatility with luxurious accommodations for up to four. Although the style was offered from 1932 through 1934, the 1934 models have proven to be the most desirable today. They are unique in many respects, offering special “wind-split” trim, a redesigned dash intended to accommodate an optional built-in radio and several chassis enhancements. The body changes, however, make the 1934s so desirable.

The hood was extended back over the cowl to the base of the windshield in an unbroken line from the radiator to the main body, lending a much longer hood than that of the earlier cars. The vent doors were beautifully curved, as were the leading edges of the doors. The combination was, and remains, quite striking, and as a result the 1934 models command substantial premiums today. Although exact numbers are not known, it is believed that as few as three and as many as four or five Style 4072 Dietrich Convertible Victorias may have been built on the Packard Twelve Model 1008 chassis, priced at a commanding $6,080 new. Only three examples are known to exist today.

This handsome and well-known example benefits from the care of several notable collectors over the years. In 1948 it was purchased in Maryland by Robert Wellcome of Westchester, New York, who recalled that he had acquired the car from a local bookmaker, who had purchased the car from a local dentist.

The dentist had bought the car for his daughter but found it too big for her to handle. At that time, he was told that the car was originally sold in the Philadelphia, Pennsylvania area. Mr. Wellcome said what impressed him most was how the seller reached into the car and touched the starter button, and it fired on the first turn. Mr. Wellcome kept the car for nine years and reluctantly sold it to Packard collector Ted Fuller. Mr. Fuller kept the car for 16 years before selling it to Frank McGowan on August 29, 1973. During the early 2000s, Mr. McGowan remembered the car’s excellent condition. Finished in black with a black leather interior, the car was original for the most part, and he recalled that the body was exceptionally solid with no rust at all.

Before long, Mr. McGowan sold the car to John Wheatley, a longtime Packard enthusiast who was one of the first to recognize the desirability of the custom Dietrich cars. He restored the car during the late-1970s or early 1980s and later passed it on to noted Texas collector Jerry J. Moore in 1984.

The car remained in Mr. Moore’s vast collection until 1996, when it was acquired by noted collector Dr. Joseph Murphy. During this period, the Convertible Victoria was featured on Pages 55 and 56 of Packard by Dennis Adler, which was published in 1998 and again in 2004.

In 1998, the Packard joined the renowned Otis Chandler Collection in Oxnard, California, where it remained on display for four years before Dave Kane of Bernardsville, New Jersey acquired it in 2002. Mr. Kane recently confirmed that when he and Rich Fass of Stone Barn Restorations had examined the car in detail, the Dietrich body was indeed original to the car, and both its wooden framing and the body’s overall integrity were particularly impressive. Noted collectors Joseph Cassini III and Margie Cassini acquired the Convertible Victoria during the summer of 2004, and under them, a new navy blue convertible top was fitted by RM Auto Restoration. In 2006, the current owner acquired the car and fitted a set of chrome wheels and new wide whitewall tires and also commissioned the rewiring of the electrical system.

The excellent driving dynamics of the car were once again confirmed during a long-distance tour from Seattle, Washington to Pebble Beach—a journey which was anticipated to be 1,500 miles but grew to some 1,700 miles as a result of highway detours around forest fires sweeping parts of Oregon. On its return to the show field at the 2011 Concours d’Elegance of America at St. John’s, the Dietrich Convertible Victoria was awarded Best in Class, Classic Era Open 1934-1942.

Today, despite the age of the restoration, the car remains in wonderful overall condition, reflecting the excellent care it has received over the years. Reluctantly, the current owner is now selling the car to reduce the size and complexity of his private collection. In addition to its excellent color combination and the aforementioned navy blue convertible top, the Twelve is handsomely complemented by such desirable period features as dual side-mounted spare tires with covers and accessory mirrors, the aforementioned chrome wire wheels with whitewall tires and twin Pilot Ray driving lights.

In the world of American Classics, some cars stand out as being among the very best of the best; this is just such a car. Its lines are without fault, and its still-wonderful present condition permits it to be shown or driven. As one of three known examples, and especially with its Dietrich Convertible Victoria body and majestic long-wheelbase chassis, it may very well represent a once-in-a-lifetime opportunity for collectors of the finest, rarest and most inspired automotive masterpieces of the Classic Era.

Please note this vehicle is titled by its engine number. 

Possibly THE Packard Twelve, an astonishing car with a great history, simply one of the best looking 30’s American cars. Worth at least US$2.5 mil.

 

 

#35 – Bentley 6.5 Litre 1927 VDP Tourer #BX2421 NOT SOLD @ US$2.0 mil.+

 

 

 

 

http://www.goodingco.com/car/1927-bentley-65-litre-sports-tourer

1927 Bentley 6 1/2 Litre Sports Tourer
Coachwork by Vanden Plas
CHASSIS NO. BX2421
ENGINE NO. DH2201
Registration No. YE 9859
Body No. 1377
$2,000,000 – $2,500,000
■An Important Vintage Bentley with Original Coachwork
■Matching-Numbers Example
■Desirable Factory-Delivered Specifications
■The First 6 1/2-Litre Vanden Plas Sports Tourer
■Well-Documented History Since New
■Ideal International Event Entry
■Beautiful Presentation of a Very Significant Vintage Bentley
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6,597 CC SOHC Inline 6-Cylinder Engine
Twin SU Carburetors
200 BHP at 3,500 RPM
4-Speed Manual “B” Gearbox Upgraded to “C” Specifications
4-Wheel Servo-Assisted Mechanical Drum Brakes
Semi-Elliptical Leaf-Spring Suspension with Friction Shock AbsorbersThe Bentley 6 1/2 Litre
By 1925, W.O. Bentley had realized a need to be more competitive in the market. With the Rolls-Royce Phantom and other marques building large-displacement motorcars, Bentley was motivated to develop a six-cylinder model. Expanding on the success of its four-cylinder cars, Bentley produced an overhead camshaft, four-valves-per-cylinder, dual-ignition 6,597 cc six-cylinder variant. The torque produced from the new car was exceptional.

As intended, the vast majority of new six- cylinder chassis were fitted with heavy formal coachwork and it was a rarity to see sporting bodies mounted on the powerful 6 1/2 Litre Chassis. That formidable combination eventually went on to win Le Mans.

Heralded for its lightweight design, the Vanden Plas Sports Tourer was desirable coachwork affixed to the chassis of a sporting Bentley. Vanden Plas began building bodies for Bentley as early as 1923 and, by the time the doors closed in 1931, they had clothed every chassis type and nearly all the Factory Team cars. The Vanden Plas Sports Tourer was, however, a more regular sight on four-cylinder chassis.
This Car
When assembled at the W.O. Bentley works in late 1926, Chassis BX2421 received several desirable factory upgrades not seen on standard cars until the following year. These special features included the larger 26-gallon petrol tank and the more powerful push-on brakes. Further outfitting included bonnet locks, a side filler for the petrol tank and a rev-counter. Lastly, BX2421 received a lengthened steering column, a rare specification usually intended to accommodate more unusual coachwork. As noted at Vanden Plas on February 19, 1927, and according to Bentley Motors’ specification, BX2421 was slated to receive Vanden Plas coachwork.

The coachwork chosen for BX2421 was not that of an ordinary Vanden Plas Tourer. Most notably, BX2421 was ordered with aluminum paneling, helmeted fenders and dual rear spares, all distinct and attractive in their own right. The scuttle was lengthened and the rear cut short, giving the car the aesthetics of a longer bonnet with the four-seat body ending just over the rear axle. In addition, the brake lever was fitted inside the coachwork and the lampposts were modified and upgraded to fit stirrup-mounted Zeiss headlamps. A Vanden Plas photograph of the car finished in grey with black wheels shows the striking appearance of the big Bentley.

On the 5th of March 1927, order 1377 with Vanden Plas further called for the driver side of the body to be cut down to form an “arm rest.” Additionally, the double rear-spare carrier was altered and a large trunk was added at the rear. A locker was fitted to the driver side, the steps were reduced in width, a center-folding armrest was specified for the back seat and all doors were to have pockets. A flat petrol tank guard was fitted, and lastly, the car was delivered with down cushions, a full set of side curtains and a screen wiper.

BX2421 was unquestionably expensive and undoubtedly intended for long-distance touring and, by the time of its completion, the car was sold to its first owner, E. Bullivant of Mortimer House in London. BX2421 is also noteworthy as the first 6 1/2 Litre delivered with a Vanden Plas Sports Tourer body.

The car saw regular service with Bentley Motors throughout 1928, during which it received many mechanical updates, including coil ignition and an updated carburetor. 1928 also marked the changing of early 6 1/2 Litre dynamo configuration, moving the unit to the front of the crankshaft.

In 1929, Mr. Bullivant part-traded BX2421 to London Rolls-Royce and Bentley agent Jack Barclay for a new Speed Six Saloon. As a dedicated customer, Mr. Bullivant went on to purchase yet another new Bentley in 1931, an 8 Litre Saloon. An invoice from Jack Barclay to Richard Winsloe dated June 13, 1929, marks the sale of BX2421 and a transfer of guarantee. Having traded in his 4 1/2 Litre Tourer, the 6 1/2 Litre purchase required an additional £300.

Upon Mr. Winsloe’s purchase of the Bentley, a service was performed during which the mileage was noted to be 17,443. As expected, the car had been a long-distance tourer. Further maintenance continued and, in approximately one year, Mr. Winsloe had covered just 5,000 miles. In 1930, the car received the updated Bluemel spring steering wheel and, after some engine work, the mileage was set to zero. In 1931, BX2421 received a new front axle assembly at the factory.

After Rolls-Royce purchased Bentley Motors in 1931, maintenance records continued, but the work was often conducted by Birkin & Couper. In the case of BX2421, they were tasked with making the desirable upgrade of modifying the original “B” gearbox with the 3rd and top gear of a “C” Box.

In 1936, after seven years in Mr. Winslow’s ownership, the car was sold to C. Burrage- Moulton of Leverstock Green, near Hemel Hempstead in the UK. In 1949, BX2421 changed hands to Dr. M.H. Harding and later to A.J.L. Evans, G.S. Baigent and N.S. Gibbons in 1957, 1963 and 1964 respectively. In 1966, the car was sold to E.C. Lynch who brought it to the US. G. Hoff purchased the car in 1971, followed by C.F. Brown in 1979 and M. Triggs in 1981.

In 1983, BX2421 subsequently found its way into the hands of Irene Laidlaw. After decades of private ownership, the car was offered to the public in 1990 and made its way back into a private collection in England. In 1991, W.H. Wrather purchased the car from C. Pettit and the Stratford Motor Museum.

Throughout its post-war life, BX2421 saw the replacement of its wings with the more standard Vanden Plas long wings and the fitting of a standard rear-wheel carrier but, prior to its public sale two decades ago, the car appeared again with helmet-style wings and a trunk at the rear. BX2421 has also received the sensible upgrading of carburetion to run the Speed Six dual-SU configuration.

Upon close inspection, one will discover the great originality of the coachwork and, as with all Vanden Plas coachwork, the body number 1377 is stamped in numerous places on the wood framing. The gauges, lamps and other ancillary hardware are either original or correct. Against the firewall under the dash, one can find an exceptionally rare and original insulated pad, which still shows the changing of the dynamo in 1929. For a Bentley expert, BX2421 is exceptionally correct and the original details are a delight to see.

BX2421 remains a matching-numbers example carrying its original body and the first of just five 6 1/2 Litre models built with open Vanden Plas coachwork. This car stands as one of just a handful of surviving original-bodied, matching-numbered 6 1/2 Litres. BX2421 is without question one of the most exceptional Bentleys in the world.

BX2421 is accompanied by Bentley factory and Vanden Plas records, as well as other documentation from its more recent service history. Featured in numerous Bentley publications, BX2421 has remained an important example of the marque. Today, BX2421 is handsomely finished in black over green leather and, having seen regular maintenance over the last decade, is likely be a strong event entry where its immense torque and long legs are sure to impress. A worthy example for the finest collection, this is a Bentley not to be missed. .

Like the 4.5 Litre also offered by Gooding at Arizona, this is a matching numbers original bodied Bentley, but also it is a 6.5 Litre, a great car with an excellent story, I would suggest US$2.5 million or more.

 

 

#36 – Mercedes – Benz 380K Spezial Roadster 1934 – Offered @ EURO 2 million

http://www.anamera.com/en/detail/car/66420/index.html?no_cache=1&ret=63 This is the original 1934 Berlin Showcar from Mercedes-Benz . Only 7 Roadster with 380 Kompressor Engine were built , only 2 of them had the low Windscreen in V-Form . These Roadsters were later called SPEZALROADSTER . One of these 2 had straight doors – this is the one . The body is exactly the same as the 500 K Specialroadster ! The car comes with HERITAGE CERTIFICATION by MERCEDES-BENZ ! The first Spezial Roadster, maybe not as exciting as the later 500K & 540K versions but still…..

#37 – Porsche 935/76 1976  #930 570 0001 (R14) SOLD US$2.3 mil.

http://goodingco.com/car/1976-porsche-93576

1976 Porsche 935/76
CHASSIS NO. 930 570 0001 (R14)

■The First 935 Built and the First 930 Chassis
■Factory Prototype Used for Testing and Development Work
■First Overall at Watkins Glen and Third at Dijon
■Driven by Rolf Stommelen and Manfred Schurti
■An Integral Component of Porsche’s 1976 Group 5 Championship
■Only Four Private Owners Since Leaving Porsche
■Well-Preserved, Largely Unrestored Condition
■The Only Works 935/76 in Private Ownership
■A Significant Piece of Motor Racing History
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2,875 CC SOHC Flat 6-Cylinder Engine
Bosch Mechanical Fuel Injection
Single KKK Turbocharger
Estimated 590 BHP at 7,800 RPM
4-Speed Manual Gearbox
4-Wheel Drilled and Ventilated Disc Brakes
Independent MacPherson Strut Front Suspension with Coil-Over Shock Absorbers and Anti-Roll Bar
Independent Double Wishbone Rear Suspension with Semi-Trailing Arms, Coil-Over Shock Absorbers and Anti-Roll BarThis Car
The history of 935-001, and Porsche’s 935 program at large, has its origins in a major revision to the FIA’s Group 5 category.

While the general template for Group 5 had been in place since 1966, for the 1976 racing season the FIA changed the rule book to allow extensive modifications to production-based vehicles homologated in Groups 1 through 4. These “special production cars” were designed to contest the World Championship for Makes and followed the “silhouette” rules, which permitted major bodywork and chassis upgrades as long as the basic silhouette was unchanged when viewed from the front. The new regulations gave Porsche an ideal opportunity to further refine the turbocharged 911 and compete for the Manufacturer’s Championship with a highly developed works entry. The result was the 935.

The development of the Type 935 began in late 1975 with the car presented here, chassis 930 570 0001 – the first 935 built and the first Porsche to carry a 930-prefix chassis number. Internally designated R14, 935-001 was constructed in late 1975 and made its first test runs at the Paul Ricard Circuit in December.

The all-new 935 showed clear signs of its evolution from the Carrera Turbo 2.14 models of 1974. Like the 1974 Group 5 Porsche, the 935 featured radically styled fiberglass bodywork, coil-spring suspension, massive rear tires and a turbocharged flat-six engine. Whereas the Carrera Turbo 2.14 developed between 400 and 500 bhp depending on boost, the new 935 was conservatively rated at 590 bhp, with as much as 630 bhp available for short bursts.

During these early test sessions at Paul Ricard, each of the works drivers was given an opportunity to try out the new car. Jochen Mass, who had been signed to drive for the Porsche works team in 1976, drove the 935 at Paul Ricard and was quite impressed by its power. In an interview with Road & Track magazine, Mass recalled his experiences with Porsche’s latest machine:

“During early-season testing at Paul Ricard, I had the Turbo on the track at the same time that some Formula 1 cars were practicing. In the turns, the Formula 1 cars could pass the Turbo, but once I caught them in the straights, I could pass and pull away.”

Following the various testing and development trials, Porsche constructed 935-002 to serve as the primary Martini Racing Team works entry throughout the 1976 season. In its first two races (Mugello and Vallelunga), the works 935 was without competition. At Le Mans, a non-championship race for 1976, 935-002 won the Group 5 class and placed 4th overall. 935-001 certainly contributed to the factory effort, acting as the practice car for Stommelen and Schurti during the pre-training sessions.

Despite the early successes of 935-002, reliability issues developed, which allowed the BMW team to gain a foothold. Late in the season, with the competition from Munich closing in, 935-001 was prepared and brought into service in an all-out attempt to win the Group 5 Championship.

The debut race for 935-001 took place on July 10, 1976, at the Six Hours of Watkins Glen in New York. In a combined field of 33 SCCA Trans-Am and FIA Group 5 entries, Stommelen and Schurti were given the reins of 935-001, while Mass and Ickx were assigned to the other Martini works 935. After qualifying in 2nd position, 935-001 dominated the six-hour race, setting the fastest lap and taking the checkered flag ahead of Egon Evertz’ 934/5 and 935-002.

Following this triumphant success, 935-001 was sent to Dijon, France, where it took part in the final race of the 1976 championship season on September 4th. Once again driven by Stommelen and Schurti, the works 935 maintained a steady pace throughout the six- hour event, finishing in 3rd Place behind 935-002 and the Valliant-sponsored Kremer entry. Not only did this result clinch the 1976 Group 5 World Championship for Makes Cup for Porsche, it marked the first time that the championship had been won by a forced-induction car.

Beyond their success on the track, the Martini works 935s were featured in “A Tale of Three Turbos – Production vs. Group 4 vs. Group 5,” a comparison test that appeared in the January 1977 issue of Road & Track. While the original plan called for a direct, back-to-back test at Watkins Glen, both Martini & Rossi 935s were forced to return to Weissach in preparation for the final round at Dijon. Due to this circumstance, the 935 segment of the road test was conducted at Porsche’s test track.

Having moved on the updated 935/77, Porsche included 935-001 in a package of cars that was sold to Vasek Polak in Hermosa Beach, California. For approximately two decades, the 935 remained in Polak’s California garage, surrounded by other significant Porsche racing cars and a remarkable collection of spare parts. Notably, in the Spring of 1991, Porsche wrote a letter to Vasek Polak Racing Inc. detailing the unique history and race record of 935-001.

When the Polak collection was eventually sold in the late 1990s, Kevin Jeanette acquired 935-001 and the former works 935 once again joined an exceptional stable of racing Porsches. From there, the 935 was sold to John Kotts of Houston, Texas, a collector with a passion for important competition cars.

In July 2009, after a lengthy pursuit, Matthew Drendel was finally able to acquire 935-001. Due to its status as a factory team car and its unique place in Porsche history, the 935/76 has always been considered a centerpiece of the Drendel Family Collection, and its close relationship to R9 – the 1974 Martini & Rossi Carrera Turbo 2.14 – speaks to the earliest days of turbocharged racing cars.

Almost 40 years have passed since it last raced for the Martini factory team, yet 935-001 remains in remarkably original condition, never having been comprehensively restored. As a result, this important Porsche displays a lovely patina throughout and possesses an impressively authentic character.

Today, 935-001 retains several important distinctions that separate it from every 935 that followed. Not only is this the first 935 built and the first production Turbo chassis, this car is the only ex-works 935/76 in private ownership. That its sister car, 935-002, has been a part of the Porsche Museum Collection since the close of the 1976 racing season is a powerful testament to the enduring significance of the original Martini team cars.

Furthermore, its racing achievements at the height of international competition – a win and a podium finish – and well-documented provenance are beyond reproach. Since leaving the factory, 935-001 has had just four owners, each a respected and knowledgeable proponent of the Porsche marque.

The remarkable success of the original 935/76 works cars urged Porsche to build approximately 37 customer cars between 1977 and 1979. The 935s, in their various guises, remained competitive for nine seasons and achieved outright victories at Le Mans, Daytona and Sebring. Even today, the Porsche 935 holds a legendary status in the history of international motor sport.

935-001 is the car that started it all: the car that was used to develop the 935 series, the car that helped capture the 1976 Group 5 Championship, and the car that contributed to Porsche’s peerless reputation as a leader in technical innovation.

The appearance of 935-001 at auction represents a remarkable opportunity, one that is not to be missed.

The 935, it doesnt get any better than this, price was if anything  a little bit light.

#38 – Bentley 4.5 Litre VDP Dual Cowl Tourer 1929 #KL3584 SOLD US$2.145 mil.

http://www.goodingco.com/car/1929-bentley-4-12-litre-vdp

 

1929 Bentley 4 1/2 Litre Dual Cowl Sports Tourer
Coachwork by Vanden Plas
CHASSIS NO. KL3584
ENGINE NO. KL3584
Registration No. GC 3270
Body No. 1635
–
■Exceedingly Rare, Matching-Numbers, Original-Bodied Example
■Exceptional As-New Specifications
■Unique and Advanced Vanden Plas Design
■Known History from New
■Ideal International Event Entrant
■An Important and Desirable Vintage Bentley
EMAIL A SPECIALIST
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4,398 CC SOHC Inline 4-Cylinder Engine
Twin SU Carburetors
110 BHP
4-Speed Non-Synchromesh “C” Gearbox
4-Wheel Mechanical Drum Brakes
Semi-Elliptical Leaf Springs with Friction-Plate Shock AbsorbersThe Bentley 4 1/2 Litre
By 1926, Bentley saw a need for a new four-cylinder model. Although a Le Mans winner, the 3 Litre was wanting in international competition and the standard road cars suffered from increasingly heavy bodies. With the 6 1/2 Litre in production, Bentley sought to combine the light chassis of the 3 Litre with the added power of a larger motor. The result was essentially a chassis from a 3 Litre with a cut-down four-cylinder version of the 6-1/2-litre engine.

As one would expect, the new 4 1/2 was immediately put to use in competition. With a handful of 4 1/2 Litre Team Cars at their disposal, the Bentley Boys quickly amassed Le Mans and Grand Prix finishes and victories. Although the Speed Six was the true victor at Le Mans for Bentley, it was Birkin’s respect for the 4 1/2 Litre that led to the development of the Blower Bentley.

The 4 1/2 was W.O.’s racing workhorse, but the production 4 1/2 Litre was to be, in most cases, a luxury car fitted with saloon coachwork. For Bentley enthusiasts, the 4 1/2 Litre was a racing car. Campaigned privately throughout Europe, the 4 1/2 quickly gained a reputation for being the best-handling Vintage Bentley with an exceptional power-to-weight ratio. It was only fitting, albeit sad, that many 4 1/2 Litre models were stripped of their original coachwork and rebuilt as Vanden Plas Le Mans Tourers.
This Car
As Bentley’s preferred coachbuilder, Vanden Plas produced a standard Sports Tourer for the 4 1/2 Litre. The fabric-bodied tourer with long wings was a handsome, sporting automobile and, with its lightweight construction, the 4 1/2 proved a fast car. In addition to the standard coachwork, Vanden Plas built bodies to order, as is the case with KL3584. Commissioned September 16,1929, KL3584 was specified to order as a special four-seat Sports Tourer.

As with previous design 464, the body was to include a second cowling and screen, a body style used on a small number of Speed Six chassis. The result was proportional perfection – a 4 1/2 Litre with the aesthetics of a six-cylinder car, the genius of which lay in the details. The cowl was extended, leading to a raked windshield with quarter glass, and the front doors were fitted with roll-up windows, a rare and luxurious appointment in 1929. The body remained closed- coupled, enclosing the brake lever, with the coachwork ending directly over the rear axle. The second cowl and second windscreen provided comfort for the rear passengers and the back end was finished with a very tidy and purposeful trunk. Iconic Vanden Plas long wings accentuated the low length of the car. Originally finished in black with painted lamps, the “as-delivered” photo of the KL3584 portrays the powerfully elegant specifications.

Ordered through Kensington Moir and Straker Ltd., KL3584 was delivered new to Captain P.R. Astley of Portland Place, London, in late 1929. Capt. Astley kept the 4 1/2 for approximately two years. Throughout his ownership, the car saw regular maintenance with Bentley Motors, accruing nearly 20,000 miles. In 1931, Capt. Astley wed stage actress Madeleine Carroll and, in that same year, the 4 1/2 was sold.

The second owner was Mr. A.M. Jones of North Kensington, London, and the Bentley remained in the London area and continued to receive factory servicing. With approximately 25,000 miles on the odometer, the 4 1/2 was sold to J.B. Stennett of The Laurels, near Winchmore Hill in England. Mr. Stennett was known to have owned at least one other significant Vintage Bentley, a 1925 3 Litre Super Sports. The car remained in his care and the factory service records continue to note maintenance into 1938, without any major work or replacement of parts.

During WWII, the whereabouts of KL3584 remain unknown, although early post-war photographs show that the 4 1/2 fortunately survived in London undamaged. Acquired by avid Bentley enthusiast, BDC member and highly regarded and authoritative restorer of the marque H.J.K. “Tony” Townsend, KL3584 saw spirited use in his care.

Photographs from the 1950s attest to the total originality and completeness of the car during the post-war period. Seen with Mr. Townsend at the wheel, the 4 1/2 appears as-new with a few minor exceptions. A series of false chrome louvers were fixed to the radiator, an unusual attempt to give the car the appearance of an 8 Litre or 4 Litre model. Additionally, the headlamps were changed to the more desirable Lucas P100 type fitted to a Barker dipping system.

That ownership lasted for 13 years, at which point KL3584 passed to Per Thorvaldson in Norway. Six years later, Philip Wichard of Glen Cove, Long Island, visited Norway while travelling through Europe. At first sight, Mr. Wichard recognized the greatness of the car and negotiated a deal. In 1971, KL3584 was bound for America. With lasting restoration work dating from Mr. Townsend’s ownership, KL3584 needed little preparation before Mr. Wichard could show the car.

In its first major outing at the RROC National Meet in Newport Beach, California, KL3584 had the honor of being the first Bentley to win Best of Show at an RROC National Meet. With the growing scarcity of matching-numbers, original-bodied Vintage Bentleys, it was a much-deserved win for such a unique car.

Mr. Wichard retained the 4 1/2 Litre for 24 years, until his collection was sold in 1995 by Christies. As the highlight of the sale, KL3584 commanded a strong premium, selling for a figure comparable to many Blower Bentleys at the time. The fortunate buyer, Nicholas Springer of Maidenhead, Berkshire, England, kept the car for four years before selling it to German collector Mr. B. Fusting. In 1999, KL3584 also received its FIVA Passport and was displayed at the Concorso d’Eleganza Villa d’Este.

In 2003, the car was briefly sold to Mr. C. Grohe of Switzerland before returning to Germany in 2008 where it found a home with Uwe Kai on the Tegernsee outside Munich. In Mr. Kai’s ownership, the 4 1/2 received some needed attention and regular maintenance. Receipts from 2005 to 2010 account for over €40,000 worth of work that included the installation of an overdrive, a common and sensible upgrade for 4 1/2 Litres.

Seen here in a well-patinated and fitting dark green finish, KL3584 remains exceptionally original. The original frame and engine remain, as well as the original and desirable C-type gearbox. The 4 1/2 has a proper appearance, both under the bonnet and in the driver’s seat. An original Vanden Plas body tag is mounted just above the dash, as well as a plaque denoting its 1973 Best of Show. This particular 4 1/2 is an ideal international event entry as a driver’s automobile as well as a notable concours entrant.

The body of this remarkable Bentley remains in original form with its special front windscreen and roll-up front windows, a feature just two cars are known to have. The second cowl and collapsible rear screen make this a very adaptable and comfortable touring car. Striking in photographs, KL3584 is truly something to be seen in person. A proportionately handsome 4 1/2 in such sporting form is a rarity, especially considering the extremely limited survival rate of original cars.

With the scarcity of matching-numbers, original-bodied 4 1/2 Litres, KL3584 is unquestionably one of the best. In addition to its known ownership history, this 4 1/2 has been held in high regard throughout its 82 years. This is a rare opportunity, and not one to be missed. With the growing status of pedigreed Vintage Bentleys as collectible motorcars, KL3584 is a motorcar of great significance. .

How many original matching numbers Bentleys can be left ?, hut stuff, no wonder it went for a little over US$2 million.

 

 

#39 – http://www.hemmings.com/classifieds/dealer/rolls_royce/silver_ghost/1195415.html

Rolls Royce Silver Ghost Roi des Belges 1909 #60970 Offered

Body Style: Roi des Belges   Stock No.: 132045   Condition: Mint   Interior: Black Leather   Exterior: Cream

Location: Orange Village, Ohio, United States
Description:
Chassis #60970. The only short wheelbase sport chassis Silver Ghost in existence. Restored to original specification, including Roi des Belges coachwork. Interesting, documented history. Simply stunning.

This Silver Ghost, chassis number 60970, is the only short wheelbase sport chassis Silver Ghost in existence. It carries a duplicate of its original Barker Roi des Belges bodywork, has a known, fascinating history from new, and presents in breathtaking, concours-ready condition throughout. One of the most impressive, documented, and authentic early Ghosts in the world, this is a unique opportunity to own a significant automobile that can anchor even the most impressive collections and museums.

Having won events like Pebble Beach, Meadow Brook Hall, Amelia Island, and being a multiple Rolls-Royce Owner’s Club winner, 60970 is a stunning automobile in every regard. The cream coachwork contrasts brilliantly with the charcoal gray leather upholstery and black canvas top, and is virtually flawless inside and out. Compared to the Roi des Belges bodies built on the standard chassis, many feel that the shorter sport wheelbase results in a more balanced appearance and tidier proportions. Detailing is exceptional, with charcoal gray pinstripes and polished hardware throughout the chassis. Accessories include a python horn, running board mounted toolboxes and shoe cleaning mats, and a complete tool roll.

The interior is tastefully trimmed in charcoal gray leather with polished wood and nickel accents. The polished aluminum and oak dashboard sports an array of useful gauges, from oil pressure to an Elliott Brothers speedometer. As with the exterior, there are virtually no flaws, no marks, and no wear to any of the components.

Powered by its original 7.2-liter inline six cylinder engine making 48 horsepower, 60970 is a fantastic runner. Thanks to the sport chassis and original subframe-mounted 4-speed gearbox with overdrive, it is a spirited performer and can easily accelerate from barely more than a crawl to top speed in high gear. A 12-volt starting system has been added, as well as an air pressure type fuel system, making this a reliable, powerful, brass-era tourer that will be the star of any event.

Silver Ghosts of this caliber are seldom offered on the open market. Restored to extremely high standards, this car remains competitive at the highest levels, and is gladly welcomed at any show or driving event in the world. With uncompromising quality, sparkling performance, and a fascinating story to tell, this short wheelbase sport chassis Silver Ghost is unique among its peers.

For more information, a detailed ownership history, and more than 60 additional photographs, please visit www.VintageMotorCarsUSA.com.

 The only Short Wheelbase Rolls left, in impeccible condition and the meaning of desirable, has to be worth about US$2 million.

#40 – Mercedes 28 – 60 1915 Offered

http://blvdmc.com/item.php?pid=8 From the start Mercedes cars were elegantly designed for high performance and favored by royalty and financiers of the old and the new world. Many others switched allegiance when in 1914 Mercedes placed first, second and third in the French Grand Prix. After starting life as an open torpedo, this 28/60 was rebodied by the Mercedes factory as an open-front town car in 1917. As the current owner was restoring the car, it was decided to build an exact replica of the original torpedo coachwork. Early cars often had summer and winter bodies. The tools needed for this seasonal transformation are stowed under the bonnet.

 

 

#41 – Maserati 250F #2522/2526 (No Link)

http://www.barchetta.cc/english/all.maserati/Detail/2522.1.250F.htm

#2522 > later > 2522/2523 > 2522/2523/2526 > 2522/2526

Stirling Moss 1st 1956 Monaco GP etc.

 Vanessa Marcais asking ??

Approx. US$2.0 mil.

 

#42 –

http://fiskens.com/pages/showroom/model.aspx?pid=1559 Bentley 3 Litre   Bentley’s early forays into motor sport were a mixture of both factory entries and wealthy privateers, and both enjoyed success. The factory fielded cars at Indianapolis and the Isle of Man Tourist Trophy, whilst privateers like John Duff would take their own cars to race at Brooklands and, significantly, Le Mans. Though WO Bentley thought that the 24 hour race was madness he could not stop Duff entering in 1923, when he finished 4th. Returning in 1924, Duff not only bettered the result, but won! By 1925 WO realised the huge publicity benefits that could be harvested from success and decided that a factory entry was the best option for the company.  As such, the Bentley Factory Team Entry joined Duff in a two Bentley line-up to take on the predominantly French opposition. Chassis 1138, the 3-Litre Bentley you see on the stand today, was the first factory works Le Mans entry, piloted by Dudley Benjafield and Bertie Kensington-Moir. WO Bentley had learnt much from Duff’s previous Le Mans exploits, and he went about preparing 1138 in his usual fastidious manner. The chassis was fitted with a Vanden Plas four-seat body with a lower, more aerodynamic windscreen. A large, 25 gallon fuel tank was installed as well as stone guards to the radiator, head lights, sump and petrol tank. A leather strap held the bonnet in place whilst the standard road springs were tightly bound so as to stiffen the suspension. The engine was also up-rated to ‘Supersports’ specification, which included a higher compression ratio and twin S.U. ‘sloper’ carburettors. Duel fuel pipes, sheathed in rubber, as well as a duel wiring system similar to those used on aircraft were further measures to help defeat the rigours of such a tough race. 1925 was the first year of the classic Le Mans start, with rules stating that the first 20 laps had to be run with the hood up. This also governed when a car could first stop for fuel and water, and Bentley decided to combine lowering the roof and a petrol stop into one. The minimum amount of fuel for the 20 laps had been calculated, and both cars started well, setting a remarkable pace, with Kensington-Muir regularly achieving over 90 mph. However there had been a serious error in the calculations: no one had taken into account the extra fuel used when the hood was erect, and both cars failed to make the 20 laps. 1138 was then briefly used as a factory demonstrator, but led a relatively quiet life after its 1925 Le Mans race. In 2001 it was decided that a complete and absolutely accurate restoration would be made on the car. This was overseen by William Medcalf, who was as fastidious in his attention to detail as WO Bentley. During the restoration, it became apparent just how original this car was, and everything was done to preserve this. Usability was also considered, the engine being rebuilt with a Pheonix crank, new bearings and Arias pistons. With the restoration finished, 1138 went on to win the 2004 Bentley Drivers Club Concours at Hatfield House. 1138 represents a hugely important example not just of Bentley, but British motoring history. The first Bentley factory entry for Le Mans, it remains today a very well restored, original example of one of the most significant British racing cars of all time. Approx. US$2 million

 

#43 –  http://www.martinchisholm.com/cars/listings/l0072.shtml

1930 Ex-Works Alfa Romeo 6C 1750 Gran Sport

This lovely example finished in Rosso Amaranto with Nero trim, was part of Fred Stiles’ Alfa Romeo team that took part in the 1930 Tourist Trophy. The Alfa Romeos took 1st, 2nd and 3rd, with Nuvolari in 1st place followed by the legendary, two-time Mille Miglia winner, Giuseppe Campari in this car, GN57. Approx. US$2 million

#44 – http://www.rmauctions.com/CarDetails.cfm?SaleCode=MC12&CarID=r324&Currency=EUR

Talbot Lago T26 GS

200+ bhp, 4,482 cc OHV aluminium inline six-cylinder engine with dry-sump lubrication, triple Zenith carburettors, twin-ignition cylinder head, Wilson four-speed pre-selector gearbox, independent front suspension with wishbones and transverse leaf spring, live rear axle with semi-elliptic leaf springs, and Lockheed four-wheel hydraulic drum brakes. Wheelbase: 2,500 mm (98.4″)

• Only three owners from new; complete with stellar period and vintage-racing history
• Co-driven at the 1951 24 Hours of Le Mans by Juan-Manuel Fangio and Louis Rosier
• Single ownership since 1958; restored, maintained and raced ever since

When engineer Antonio Lago arrived at Talbot’s Suresnes, France plant in 1934 with orders to restore its operations to health, he immediately injected a renewed focus on performance and racing to generate sales. New 2.7- and 3.0-litre six-cylinder engines, followed by a 4.0-litre unit for the Speciale, were soon developed to carry the wide range of luxurious cars demanded by Talbot’s discerning clientele. Entries at Le Mans in 1937 were followed by a focus on Grand Prix competition, with the four-litre’s reliability and fuel economy often providing the winning edge over the far more powerful competition from Alfa Romeo, Auto Union, Maserati and Mercedes-Benz.

The GP cars and sports racers of Talbot-Lago were quite closely based upon the marque’s production-car designs and this philosophy continued after World War II. With the help of Walter Becchia and Carlo Marchetti, the Talbot-Lago ‘six’ was increased in displacement to 4.5 litres and fitted with a new hemispherical combustion-chamber head, with the valve train actuated by dual camshafts with pushrods, similar to the Riley design. The long crankshaft was capably supported by seven main bearings, and this engine proved highly reliable and successful in competition.

Despite a horsepower disadvantage to the competition, a race-tuned version of the 4.5-litre Talbot-Lago six-cylinder engine powered the company’s two entries at Le Mans in 1950. There, a T26 Grand Sport was driven by Louis Rosier and his son, Jean-Louis (car number 5), and a Talbot-Lago monoposto (car number 7) was piloted by Pierre Meyrat and Guy Mairesse. Whilst both were considered underdogs, their durability and reliability provided the winning edge during the gruelling event, and they ultimately triumphed, outlasting the favoured Ferrari entries and achieving a stunning 1-2 finish, marking perhaps the company’s greatest racing victory. Mirroring the durability of his Talbot-Lago, winning driver Louis Rosier drove all but two laps of the race, adjusted his valve train in the pits and even suffered a black eye when he struck a wayward owl at night!

1950 Talbot-Lago T26 Grand Sport Chassis 110057

Originally built as a cycle-winged sports racing car, T26 Grand Sport Chassis 110057, the example offered here, was originally intended for the 1950 24 Hours of Le Mans, but it was not completed in time for the event and was subsequently purchased by 1950 Le Mans champion Louis Rosier, who entered it into the 1951 24 Hours of Le Mans. Race-numbered 6 and co-driven by Rosier and 1950 Formula One World Champion Juan-Manuel Fangio, the car retired from the race after 92 laps due to an oil-tank failure, where extremely hot motor oil spilled onto Fangio and caused him great pain.

Next, 110057 was rebodied under Rosier in 1952 by Italy’s Carrozzeria Motto to carry closed-wheel sportscar bodywork in compliance with new Le Mans regulations. Whilst Mr. Rosier had by then switched his racing focus to the Grand Prix with his single-seater, he continued to campaign his ‘motto barquette’ nonetheless. Following the 1952 Monaco Grand Prix, where the car, numbered 64 and with Louis Rosier and Maurice Trintignant driving, retired after 37 laps. At the 1952 Grand Prix de Reims, 110057 was numbered 42 and driven by Eugène Chaboud, who qualified 5th but did not finish.

In 1953, 110057 was sold to Georges Grignard and entered into the 1953 Coupé du Salon at Montlhéry, where it was numbered 4 and qualified 2nd but failed to finish, with Mr Grignard driving solo. That December, at the 12 Hours de Casablanca, 110057 was co-driven by Georges Grignard and “pay-to-drive” co-driver Lino Fayen, who unfortunately ignored repeated signals to stop for fuel, including a crewmember waving a massive fuel funnel at him in the middle of the track!

Following the 1951, 1952 and 1953 race seasons, 110057 was entered into the 1954 24 Hours of Le Mans and was to be driven by Georges Grignard and Guy Mairesse but was involved in a tragic accident on 25 April 1954 at the Coupe de Paris at Montlhéry. There, Mairesse was killed in practice when he struck a wall whilst attempting to avoid another car that had stopped on the racing line. It was subsequently locked away in the garage of Grignard, where it remained virtually untouched, still sitting on its transporter. In 1958, the present owner purchased 110057 and restored it, racing it for a number of seasons prior to returning the car to its original cycle-wing body style, in order to be eligible for participation in both historic GP and sportscar races. The car was UK-registered WXE68 and retains this number today.

As extensively documented within Pierre Abeillon’s definitive two-volume Talbot-Lago de Course, published in 1992, the current owner of 110057 visited the Talbot factory in 1958 in search of spare parts for his father’s T26 Record (chassis 101051), and whilst there, he enquired as to the availability of a single-seat T26C Grand Prix car. Even though they had been out of use for some time and none were believed available, Tony Lago suggested a visit to Georges Grignard in nearby Puteaux, France, who owned such a car, chassis 110057. Behind a dusty window of a nearby shed, this T26 Grand Sport was sighted. However, Mr Grignard’s asking price was quite high, and he clearly did not wish to sell.

Although the front of its “envelope” bodywork was damaged from the 1954 crash at Montlhéry, the car remained mechanically sound. A deal was struck to purchase the car, and in order to avoid the possible complications involved with trying to export the car to the UK, onsite repairs were completed by the new owner, with the help of his father and one of Grignard’s men, to allow the car to be driven for its shipment to England. In fact, just one front wheel and the radiator needed replacement.

Once in the UK and fully repaired, 110057 returned to the track by 1961 with the repaired Motto bodywork still in place, but after two seasons, the car was no longer competitive and was better suited for historic events.

The car returned for the 1968 season, but having decided that the closed-wheel body style was not optimal, the owner commissioned Robert Peel to re-skin the original open-wheel, cycle-winged coachwork of 110057 as closely as possible, a task made easier by virtue of the fact that the Motto “envelope” body was simply attached to the car’s chassis by outriggers. Still in bare aluminium, 110057 was unveiled for the opening of the Totnes Motor Museum in Devon, UK. In 1988, exact period-correct mudguard mountings were fitted to 110057 and after experiencing some engine issues in 1989, much of the car was dismantled, presenting an excellent opportunity to perfect the car and reconfigure the front of it exactly as original.

Offered from the collection of the current long-term caretaker of the past 54 years, who is a true purist and highly active gentleman racer, 110057 has been a virtual fixture in historic-racing circles for practically every season since 1961. Carefully maintained and perfected throughout the intervening decades, 110057 has been a consistent class winner in historic racing for many years through to 2011, including a Grand Prix class win that year at Spa-Francorchamps, and participation at the Goodwood Revival Meeting in the Juan-Manuel Fangio tribute race. In fact, this highly competitive car has never been beaten by another Talbot-Lago, including all-out Grand Prix-specification single-seaters.

It is wonderfully presented at auction with just three owners from new and complete racing history, having been driven competitively by the current owner and its early roster, including Georges Grignard, Guy Mairesse, 1950 Le Mans champion Louis Rosier, Maurice Trintignant and El Maestro, five-time Formula One World Champion Juan-Mauel Fangio, at such legendary circuits as Le Mans, Montlhéry, Monaco and more. Currently fitted with the engine from 110055, the Pierre Levegh car, accompanied at auction by its matching numbers engine, the T26 Grand Sport, is sold with many spares, which are documented on a list, and photographs for reference. A true “dual-purpose” car capable of competing either as a sports racer with its mudguards and lights or as a vintage GP car without them, 110057 offers its next caretaker a true myriad of possibilities.

 

Approx. US$1.5 mil

 

 

#45 – http://www.rmauctions.com/CarDetails.cfm?SaleCode=MC12&CarID=r303&Currency=EUR

 

Alfa 33/2

 

270 bhp, 1,995 cc fuel-injected DOHC V-8 with dual ignition, six-speed gearbox, independent front and rear suspension by double wishbones, rear-wheel-drive, and four-wheel disc brakes. Wheelbase: 2,250 mm (88.58”)

• One of the best documented Tipo 33/2 Dayontas of the period
• Ex-Nino Vaccarella, Teodoro Zeccoli, winner of 500 Km of Imola
• Stunning eight-cylinder power; gorgeous design
• Exceptional event car; FIA, HTP and FIVA documentation

Post-War Alfa Romeo Sport Car Racing

At the end of 1951, after winning the first two World Driving Championships with its Tipo 158/159 racers, Alfa Romeo retired from international Grand Prix competition. The company’s next major competitive effort was to be the famed Disco Volante (the ‘Flying Saucer’) sport car. An entirely new design, it appeared in 1952–1953, in both open and closed form. An intriguing 2-litre V-8 prototype engine design, built shortly afterward and intended for a sporting GT car, was shelved.

In the early 1960s, when Alfa Romeo and its competition arm, Autodelta, were scoring many victories in touring and GT races, especially with the Giulia coupé derivatives and the TZ1 and TZ2, Alfa Romeo decided to re-enter international sport car racing. The stillborn 2-litre V-8 engine, which had been set aside ten years earlier, became the heart of Alfa’s return to sport cars. This effort would encompass eleven racing seasons and result in Alfa Romeo winning the World Championship in 1977.

The first of the new cars appeared in 1967, with a rather exotic H-shape chassis made of magnesium and aluminium. It was powered by a 2-litre V-8. This car was entered in a number of events, the first being a Belgian hill climb at Fleron, where Teodoro Zeccoli finished 1st overall. Zeccoli of course had a long history with the marque, having been an Abarth Works driver, a well-respected Le Mans and hill climb veteran and an Alfa Romeo test driver who was actively involved in the Tipo 33 project development. The name ‘Fleron’ became associated with this model, and that name persisted with the Tipo 33 Alfa Romeo sport cars. Alfa Romeo won four victories in 1967: three were in hill climbs and one was at the Vallelunga circuit later in the year.

For 1968, Autodelta’s brilliant chief engineer, Carlo Chiti, was preparing an “all-new” car for a serious international effort. Although it retained the original H-shape chassis, everything else was re-designed. Testing began in late-1967, and four cars, equipped with beautiful new coupé bodies, were ready for the February 24 Hours at Daytona race. They finished 5th, 6th and 7th overall, with an impressive 1st, 2nd and 3rd in the 2-litre class. These short-tail cars soon became known as the T33/2 ‘Daytona’. The later long-tail Le Mans racers similarly became known as the ‘Le Mans’ models. The new bodies had much better aerodynamic qualities, and the 1995 cc V-8 benefited from significant development work, producing 270 bhp at 9600 rpm. The 6-speed gearbox had been refined. The long-tail version was reaching just under 300 km/h at Le Mans. Factory and private entry T33/2s took part in 23 racing events in 1968, and won eight victories at various venues.

Chassis 75033.029

According to Alfa Romeo authority, Ed McDonough, chassis number 75033.029 is one of the few Alfa Romeo racing cars of the period, for which there is strong evidence of its identity. As McDonough writes, “…both Alfa Romeo and Autodelta kept very poor records of their competition cars and no comprehensive (official factory) written record exists which identifies which Tipo 33 chassis raced at which event. No one knows exactly how many T33/2 chassis were built, although there were believed to be about twenty. The chassis numbering system has always defied understanding”.

For the car on offer, however, there are two principal sources of provenance: the first is Teodoro Zeccoli, who did most of the early testing, kept his own diary and worked closely with Chiti. Race entry forms exist which match the chassis number on this car as it appeared at the races. There is also testimony from the original owners, as well as from the late Marcello Gambi, an ex-Autodelta mechanic who kept his own records and went on to restore many cars. McDonough believes the history of 75033.029 is “reasonably complete”, and notes “…that can only be said of about five or six of the 1968 cars”. As such, this particular racing car is in a very rarefied class of Alfa Romeos.

Documents show the first and most important race for 75033.029 was a 500 km non-championship event at Imola in September, 1968. Three Works entries appeared: Ignazio Giunti/Nanni Galli in chassis 017, Mario Casoni and Spartaco Dini in chassis 018 and Nino Vaccarella and Teodoro Zeccoli in 029. This race was considered a shakedown event for the team, prior to competing at Le Mans two weeks later. (The race was delayed several months that year.) Galli and Giunti starred in practice and the early laps, but it was 029, in the hands of the legendary Nino Vaccarella and the veteran, Teodoro Zeccoli, which worked its way steadily into the lead.

That race was Autodelta’s best showing since Daytona, and it proved to be the team’s first 1-2-3 victory, with the T33/2’s outperforming the field of Porsche 910s by a wide margin. In July, Vaccarella and Lucien Bianchi won the Circuit of Mugello race in what was thought to be 029, although irrefutable evidence for this claim has not yet been established. Nino Vaccarella reportedly told Ed McDonough and Peter Collins that “after Mugello, it was nice to win again in the same car at Imola”, which would argue strongly for the Imola winner being the Mugello 029 car.

Late in 1968, Autodelta, developing a new 3-litre car for 1969, sold some of the 1968 racers to privateers, whilst retaining a few to use until the new model was complete. 75033.029 was sold to an Italian, Antonio Zadra, who planned to compete in a number of events with his friend, Giuseppe Dalla Torre. The first of these was the 1969 Monza 1000 Kilometres, where the Scuderia Trentina 029 scored an impressive 10th overall and won the 2-litre prototype class. Zadra had Mario Casoni as his co-driver at the Targa Florio, where the car ran well but eventually retired. On 13 July, Zadra finished 8th at the Trento Bondone hill climb in Italy, and a week later, Zadra/Dalla Torre had Works support at the Circuit of Mugello. McDonough noted that 029 appeared there with a more open body fitted. Then came the Austrian 1000 Kilometres at Osterreichring, where Autodelta brought the new 3-litre cars. Zadra/Dalla Torre competed in 029 along with other private Alfa entries. 029 turned out to be the only Alfa to finish, this time in 17th place.

Zadra was 12th at the Karlskoga races in Sweden in August, and he shared 029 with Carlo Facetti at the Imola 500 Kilometres in September, but they retired. In 1970, Hubert Ascher bought the car and it appeared at Dijon, after which Klaus Reisch drove it at Neubiberg and again at Magny Cours in 1971. 029 was in the USA in the 1980s, and it returned to Europe, where Paul and Matt Grist found and restored it, then successfully competed in a number of historic events, including the French Tour Auto.

The owner states, “This is my personal Tipo 33/2 Daytona, the most original and best documented racing Alfa of that period. It’s well-sorted and blindingly fast for an 8 cylinder 2-litre. I have been invited (to compete) in about every event in this part of the world. It is versatile, exciting to drive and very reliable”.

Indeed, Classic & Sports Car seem to agree wholeheartedly with this assessment of the car in a recent road test, entitling their article “Once you’re in the groove, it has a lightness of touch not unlike that of a Grand Prix racer”. Mick Walsh went on to say, “With wide ‘pepperpot’ wheels packing its arches, gaping vents dominating its profile and aero wing-flicks indicating serious speed, the Daytona is the best-looking of the line that ran from the ‘66 Periscopica to the ‘77 twin-turbo flat-12 SC wedge”.

Complete with both Dutch and UK road registration, as well as all the requisite FIA, HTP and FIVA documents, it is certainly quite unique and ready for any number of historic racing events. Indeed, the opportunity to acquire a T33/2 Daytona is a very rare one. This particular car’s offering, however, marks what is surely a unique opportunity, by virtue of 029’s stellar racing record and known history. From the corkscrew at Laguna Seca to the open roads of France, there is surely no more exciting way to exercise one’s right foot than with a high-revving, 2-litre Alfa Romeo V-8.

________________
75033.029 Racing Record
1968 500 km Imola – 1st OA – Nino Vacarella / Teodoro Zecolli
1969 1000 km di Monza – 10th OA – Antonio Zadra / Giuseppe Dalla Torre
1969 Targa Florio – DNF – Antonio Zadra / Mario Casoni
1969 Mugello GP – DNF – Antonio Zadra / Giuseppe Dalla Torre
1969 1000 km Zeltweg – DNF – Antonio Zadra / Giuseppe Dalla Torre
1969 GP Swerige – 12th OA – Antonio Zadra
1969 500 km Imola – DNF (Engine) – Antonio Zadra / Carlo Facetti
1969 Preis von Salzburg – DNA – Antonio Zadra (did not run)
1969 Sports Neubiberg – 7th OA – Klaus Reisch
1970 Dijon – 14th OA – Hubert Ascher
1970 Mugello GP – DNF – Klaus Reisch
1970 1000 km Zeltweg – DNF – Klaus Reisch
1970 Sports Neubiberg – 5th OA – Klaus Reisch
1970 Magny Cours International – 3rd OA – Klaus Reisch

 

SOLD Approx. US$1.3 mil.

 

#46 –http://www.conceptcarz.com/vehicle/chassisNum.aspx?carid=6319&idNumID=15330

Ferrari 166I   Almost immediately after establishing the company sharing his last name, Enzo Ferrari and his team would produce a winning design. Giacchino Colombo would work hard to produce a versatile V12 engine that would lead to the 125. The 125, however, would be just the beginning. The 125 would evolve into the 166 S racing car and this chassis would go on to earn a number of important victories for Scuderia Inter. Realizing he had a successful car to produce and sell, Ferrari would determine to build the 166 Inter. Named after the Scuderia Inter team that successfully campaigned the 166 S. The 166 would come from its engine size, which had been increased to 1.66-liters from the 1.5-liter engine that had been used in the 125. Developed from the 166 S race car, the 166 Inter would become Ferrari’s first true grand tourer. It would be a sports car built for the street and would feature custom-built coach bodies. Although the 166 Inter would not be introduced until the Paris Motor Show in October of 1949, the first edition of the 166 Inter would first be produced in 1948. And one of those early 166 Inters would be presented at RM Auctions’ event in Monaco in 2012. Chassis 012I, according to official records, is a truly special example in Ferrari’s extensive history. Only the ninth Ferrari built according to the sequence in chassis construction. In addition, it would be just the sixth 166 Inter ever to be produced. But the example presented for auction would differ a fair bit from what it originally looked like leaving the Ferrari factory when it was completed in May of 1948. When chassis 012I was finished by the coachbuilder Ansaloni the chassis would be finished with cycle-wings and would become one of the first to become known as ‘Spyder Corsas’. When, the car was finished it would just miss out on an opportunity to take part in the 1948 Mille Miglia. Had the car taken part in the race it would have joined its sister-car in the event. Incidentally, the sister-car to 012I would be driven by the famous Tazio Nuvolari. Still, 012I would see some racing action. Its first taste of motor racing would come at the hands of Ferdinando Righetti at the Bari Grand Prix. Later on, the car would take part in the Pescara Grand Prix. Driven by Count Bruno Sterzi, the car would go on to earn its first podium result finishing 2nd overall. Some time later, 012I would take part in the Coppa d’Oro delle Dolomiti with Count Bruno Sterzi back at the wheel. The car would finish the event in 9th place overall. This would be a very impressive result for the car. Victories would come later on in the car’s first season. Giovanni Bracco would take the Ferrari and would compete in a few hill climbs. This would result in a victory at the Rocco di Papa Hill Climb. The victory would earn Bracco the Gallenga Cup. Bracco, known as impatient young man, seemed to have found his car. The man from Cossila, Italy would end up purchasing 012I in early of 1949. Known for his famous motto, ‘Either it goes or I crash it’, Bracco would use his talent to road racing and would use 012I to enter no fewer than 13 races throughout the 1949 season. Bracco would campaign the temperamental Spyder Corsa along with co-driver Umberto Maglioli. Bracco would be most active taking part in hill climbs throughout Italy. As a result of his numerous participation and success in them, Bracco would become the 1949 Italian Hill Climb Champion. After the 1949 season, Bracco would sell the 166 to the well-known Count Emanuele Marzotto for a price around one million lire. This would make 012I one of the first cars as part of the Scuderia Marzotto racing stable. While with the Marzottos, the car would be given Vicenza plates with the identification ‘VI 18132’. The Marzotto brothers were well-known for changing the bodies of the cars with great regularity and 012I would be no exception. The brothers would hire the services of Carrozzeria Fontana to take the car, as it existed at that moment, and would be transformed into what was termed ‘Spyder da Corsa Ferrari projecto Mille Miglia 1949’, meaning it would be transformed into a Barchetta. Fontana would transform the car into a Barchetta, or, ‘little boat’. While bearing similarity to the well-known Touring version, Fontana’s example of the design would feature some appealing departures that would neatly demonstrate both the athletic and the elegant properties. It would include a longer rear end, a peaked full width windscreen and would give the car a much more aggressive look than the design of many of the 166 Inters designed throughout the later 1940s and early 1950s. Soon after completion, Giannino Marzotto would enter ‘Chiodo’ (as given by Bracco meaning ‘nail’) in the 1950 Targa Florio. Marzotto’s race would go well until there was a terrible accident involving Fabrizio Serena. A good friend of Marzotto, the accident would lead Marzotto and his co-driver Marco Crosara to abandon the race in an effort to help their friend. This tragic event would lead into 012I’s most demonstrative performance. Numbered ‘722’ 012I would be entered as a Type 195S Barchetta Fontana in the 1950 Mille Miglia. Presumably having an upgraded 2.3-liter engine, 012I would finish the event in 9th place overall and would actually go on to beat every single one of the factory entered Ferraris in the race. This, as it would be noted, would absolutely frustrate and upset Enzo Ferrari. Many suggest this event, and this car’s performance would spark the beginning of the love/hate relationship Ferrari had with the Marzotto brothers. The remainder of the 1950 season would see that car achieve a couple more hill climb victories. Still, the Marzotto brothers would grow weary of the car’s new design and would only want it to evolve again. Therefore, it would be sent back to Fontana at the end of the 1950 season for more coachwork. When it reemerged in early 1951, the car would feature the same basic coach-built body but it would now feature a fastback hardtop. The required ‘Berlinetta’ fixed windscreen would also be added to the car along with some other features like outside door handles, windscreen wipers and a silver livery. Still, the car would be campaigned in races long after its apparent life-span had come and gone. The car would show the same determined attitude its owners had when it managed a 3rd place overall finish in the Giro di Calabria in August of 1951. The car would continue to impress with a 2nd place overall finish at the German Grenzlandring when it was driven by Franco Comotti. Then, in late September, the 166 Inter would be driven by none other than Ferrari’s first Formula One race winner Jose Froilan Gonzalez. Gonzalez would drive the car in the Grand Prix di Modena and would place 6th overall. 012I would remain with Scuderia Marzotto until it ceased in 1953. At that time, the car would be sold, like the other chassis and the large amounts of spare parts. 012I would end up as the property of other brothers, the Mancini brother of Rome. Although well past its prime for motor racing, 012I would still be entered in races. Its last known event would be the Targa Florio in 1955 where it would be entered and driven by Francesco Matrullo. It is noted the car, at the time of the event, had an obvious shorter wheelbase. From that last entry in the Targa Florio in 1955, 012I would live quietly until 1970 when it would resurface in a garage in the south of Rome. While the Fontana body remained intact, the car featured its auxiliary hard top removed and still with its shortened chassis. Ferrari aficionado Corrado Cupellini would make the find and would document its sad and dreary state when it was found. Still, Cupellini would acquire the car and would set about doing some restoration work just to get the car running again. After finding a 166 engine from Marzotto’s Formula 2 Ferrari, Cupellini would continue with some restoration work and would finally get it up to running condition whereupon it would be sold in 1972 to Jacques Thuysbaert. Interestingly, a noted Ferrariste by the name of Jess G. Pourret, around 1975, would come looking at the car. He would be blinded expecting something else and would totally ignore and fail to realize the fact he had just seen only the ninth Ferrari chassis ever to leave the factory. During that same year, the car would be sold to Giuseppe Medici of Reggio Emelia. This sale would prove providential as Medici would immediate embark upon having the car restored. It would be entrusted to Autofficina Piero Mazzetti in 1976. For years 012I had taken part in the actual Mille Miglia races. When the car emerged from restoration in early 1977 it would be entirely roadworthy and finished in time to enter what was the first Mille Miglia Storica in June of 1977. Wearing number ’84’, the car would take part in what has since become one of the most highly profiled historic road races throughout the world. In 1978, after a brief time with Willy Felber, the car would be sold to Jean Zanchi of Lausanne, Switzerland. Zanchi would let the car’s racing heritage continue by taking part in a number of historic races, the first of which would be the Coupe de Lage d’Or at Montlhery. The car would also take part in the VII AvD-Oldtimer-Grand Prix at the Nurburgring in Germany. The final race for the car would be the Grand Prix of Lausanne. By that point in time most of the original sheetmetal bodywork had become worn and loosened. Therefore, it was necessary for the car to undergo a proper full restoration. By the mid-1990s, 012I was still in the midst of being restored when it was discovered in a small garage outside of Turin, Italy by a Californian man. He would purchase the car almost on the spot and would set about completing the restoration efforts with the main focus being to save as much of the original body as possible. He had the goal of restoring the car to its former 1950 glory. After a slow and frustrating period when Castagno had been commissioned to restore the car, the car would be shipped to California and work would begin restoring the car back to its original dimensions from the 1950 season. Patrick Ottis would be in charge of taking the ex-Scuderia Marzotto 166 F2 engine, that was still in the car. His task was to rebuild it until it was practically a fresh new engine. When he finished, the engine would be tested on a dyno and would produce more than 190 bhp. This would be an incredible amount of power for an engine of its size and in a car of its size. The chassis and body would be delivered to Curtis Patience of Portland, Oregon. Patience had been part of Brian Hoyt’s Perfect Reflections and certainly had the talent and experience for such a project. The entire process of the restoration would be documented in a 2011 issue of The Prancing Horse. Finally, the car would be sent in its near final form to Phil Reilly & Co. of San Rafael, California. Ivan Zaremba would have the pleasure and the responsibility in doing the final sorting and testing of the completed chassis. This had the potential of being a real nerve-racking and testing experience in its own right but practically everyone would agree the final product would be inestimable in its quality and historic appeal. With the final stages of the restoration only being completed in January of 2012, the RM Auctions event in Monaco in May would be 012I’s first official outing since having completed its glorious restoration. Finished in Italian racing red with the famed ‘722’ it wore in the 1950 Mille Miglia, this iconic and remarkably special 166 Inter would retain its 190 bhp, 2.0-liter engine and Fontana body. And with numerous victories on the track and in hill climbs, this striking 166 Inter Spyder Corsa, despite its compact size, has a rather influential place in Ferrari’s early sports car racing history. Being just the sixth Spyder Corsa ever and having been driven by the likes of Giovanni Bracco, Umberto Maglioli, Vittorio Marzotto and Jose Froilan Gonzalez, 012I’s place in automotive and motor racing history only becomes more impressive. This fact would be well represented when the car was sold at auction for US$1.3 mil.

 

#47 – http://www.dragoneclassic.com/auctions/vehicle-description/05-12/1931-duesenberg.htm

http://www.dragoneclassic.com/auctions/vehicle-description/05-12/1931-duesenberg.htm

1931 Duesenberg J-495 Murphy Custom Beverly

When we speak of Duesenberg, we are indeed referring to the very best.  The phrase, “It’s a real Duesey” comes from the famed marque itself.  Simply put, the Duesenberg was the very best that America had to offer in the world of unsurpassed quality and luxury.  In the present day, the name Duesenberg still commands respect on the finest concours show fields of the world.  There may be other cars of comparable size and elegance, but the Duesenberg stands alone as a perfect combination of power, precision, and speed.  Every Duesenberg ever built has a pedigree that marks it as a great automobile and while many automobiles have come and gone, the mighty Duesenberg stands alone as “the very best” in the annals of automotive history. 

Fred and Augy Duesenberg got their start building race cars in 1913 with one of their first entries driven by the famed Eddie Rickenbacker in the 1914 Indianapolis 500.  Eddie finished 10th, but that did not detour the brothers efforts and with several years and proper refinement the brothers went on to win the famous Indy race in 1924, 1925, and 1927.  Racing endeavors didn’t stop Duesenberg from building some of the most reliable and well engineered vehicles of the day as production of the Model A and the Model X paralleled the company’s racing efforts.  In 1926, the Duesenberg Company was purchased by the flamboyant Errett Loban Cord, who had a vision of building the world’s finest luxury car.  After considerable development and fanfare, Duesenberg introduced the Model J at the New York Car Show in 1928.  Never before had the world seen an automobile of such beauty and quality.  The Duesenberg chassis alone sold for an astounding $8,500 during the Great Depression!  Simply put, the Model J had set a new level in automobile standards.  The impact of the Duesenberg Model J on America was stunning as it was an automobile that carried an allure of class that very few could experience.  The Duesenberg name even managed to carry this mystique into the early years of the Great Depression as it continued to remain a beacon of high-society.    

All of the coachbuilders of the day eagerly awaited orders on the fine Duesenberg chassis.  The new Model J was well-suited for the custom body builders mainly because it had the length, power, and engineering needed to carry a heavy and imposing body.  The Duesenberg Model J was never meant to be a car for the common man.  Indeed, most advertising from Duesenberg pictured finely dressed members of high society in elegant settings with the simple, but elegant text that said it all, “He drives a Duesenberg” was all that was needed to convey the message that this was a car that was the very best.  The Duesenberg Model J was a car aimed squarely at wealthy individuals who sacrificed nothing in their quest for the finer things in life.  Selection of the Duesenberg chassis was only the beginning in the creation of these fine automobiles for the body still had to be designed and built.  Once the chassis was selected, a number of coachbuilders could be hired to custom build the body to the customer’s exact needs.  These were companies that could create beautiful town cars, roadsters, phaetons, or coupes built to the owner’s exact specifications with the utmost attention in high quality standards.

There were two entities, a designer and a coachbuilder that played an intricate role in creating what has been called the most beautiful Duesenberg ever built; a 1931 Murphy bodied Beverly Berline built on Duesenberg chassis #J-495.  The designer in this case was the great Gordon Buehrig, a talented artist that created some of the most stunning automotive designs in history.  Buehrig’s design work had already appeared on great marques like Stutz and Packard when he became chief body designer for Duesenberg at the age of 25.  Buehrig is responsible for the design of the Auburn 851 Speedster and the Cord 810.  Buehrig’s talents were not limited to ultra expensive cars as his later career found him at the Ford Motor Company where he designed the 1951 Victoria Coupe and the 1956 Continental Mark II.  Ever the innovative designer, Buehrig is also credited with the removable T-top in 1951.  Buehrig’s designs for the Duesenberg chassis are looked upon as the highlight of his years and are clearly evident in his stunning creations.

Once Buehrig’s design was solidified, the Walter M. Murphy Body Company began work on J-495.  The Murphy Company was no stranger to Duesenberg as they were recognized as a reliable coachbuilder that built their bodies to the exact high standards that Duesenberg’s customers demanded.  Indeed, the Murphy Company would go on to build bodies for 125 of the Duesenberg Model Js ever built representing about 25% of the Model J’s production.  Murhpy’s beautiful creations had already graced some of the most prestigious cars in the world with the likes of Bentley, Crane-Simplex, Hispano-Suiza, Lincoln, Minerva, Peerless, Rolls-Royce, Isotta-Frachini, and Bugatti all carrying Murphy bodies.  With such illustrious names to its credit, the Murphy Company was a natural selection as a coachbuilder for the Model J chassis and was one of three selected to showcase the new car for the 1928 New York Auto Salon.  Murphy’s design for a roadster with a disappearing top of the J chassis was a big hit at the show and solidified the company as a premier body builder for the Duesenberg J chassis.   Of course, the Murphy Company would not call their creations simple names like roadsters or phaetons, but instead chose names like Beverly, Berline, and Sport Sedan for their works of art.  These names were certainly better suited to the upscale image that Duesenberg was known for.  With a beautiful body designed by Buehrig and the Murphy Company handling the construction, work commenced on Duesenberg chassis #J-495 in May of 1931 with its engine assembly taking place in October of the same year.  The body is built from aircraft-inspired aluminum of the highest quality standards and a high-speed rear axle ensured quiet and smooth operation at any speed.  Indeed this Duesenberg carries the same type rear axle that was used on the famous Mormon Meteor.

Offered to the discriminating collector of fine automobiles is this historic automobile, as fine a Duesenberg as was ever built.  J-495 carries the Murphy bodied Beverly Berline body riding on an impressive 153.5-inch wheelbase.  Murphy’s fine craftsmanship is clearly evident throughout this Beverly Berline’s outstanding fit and finish.  Buehrig’s talented work is also displayed in the stunning body lines of his classic and timeless design.  Its long and sweeping fenders combined with its low roof line have been described by many Duesenberg enthusiasts as the best looking, and most desirable close bodied Duesenberg every built.  Absolutely nothing was over looked in the creation of this most elegant automobile and while Buehrig’s design set it apart from any other car on the road, its true beauty was found within as J-495 carries an interior that is fit for royalty.  Sitting behind the wheel of this magnificent Duesenberg is like sitting in the cockpit of the Douglas DC3 aircraft of the day.  A low slung driver’s seat offers a commanding view through the three-piece front windshield and over the long hood that has to be personally experienced to fully appreciate.  Most impressive is the seating accommodations for the rear passengers.  Despite its immense wheelbase, rear seating accommodates just two in the absolute finest luxury ever built in a motorcar.  Rear instrumentation features a full dashboard with radio, altimeter, speedometer, and chronometer.  A pull-out writing desk is also part of J-495’s interior décor and privacy is achieved through a roll up window that is controlled from the rear compartment.  Rear seating is patterned in arm chair fashion trimmed with fine leather making for comfortable seating.  The interior of this fine automobile leaves nothing to chance in its quest for automotive excellence.    

Ownership of J-495 reads like a who’s who of American society.  It was purchased new by William Hibbard of Chicago, IL, and was then sold to William E. Schmidt, also of Chicago.  J-495 then passed through several owners through the years until being purchased by Ralph Engelstadt of the Imperial Palace Collection where it was restored by Fennel restorations.  From there it entered the Blackhawk Collection and was then sold to Dean Kruse.  It next found itself owned by the famous Robert McGowan of the McGowan Brothers, who were an American folk music band from Branford, Connecticut.  The McGowan Brothers regularly toured New England during the 1960s and 1970s playing to packed houses with their humorous brand of folk music.  Duesenberg J-495 was recently acquired from Robert McGowan and is now available.  J-495’s history reads like a walk through time as in its succession of owners it sold for the bargain price of just $10,000 in 1964 and was then sold for $19,000 in 1967.  Needless to say, Duesenberg prices have risen dramatically since then.  The chance to own this incredible piece of American history is perhaps as rare as the car itself.  Indeed, a Beverly Berline bodied Duesenberg has not been available to the general public since the mid 1990s.

This Duesenberg is a restored-to-factory authentic car that still retains its matching engine, body, and chassis.  Its perfection is clearly evident in the fact that it was awarded the Most Elegant Car award at the prestigious Pebble Beach Concours.  J-495 has also recently received some cosmetic upgrades including a new top, new trunk covering, and a complete refresh of interior trimming.  Duesenberg J-495 was an astounding car when it was built and it is even more so today.  There are very few cars from the classic era that can claim to carry their original body with no modifications made, but this astounding Duesenberg does just that.  The Duesenberg was the ultimate in American cars and this is the Duesenberg that proves it.  With its classic flowing lines, immense wheelbase, and dedication to authenticity, this is a collector automobile that has no equal and will surely be the centerpiece of any collection.  Its elegant lines and fine engineering speak of an era in automotive styling that is long gone and its fine detail and superb restoration are indeed a tribute to the vision of Errett Loban Cord and the Duesenberg Empire.

Approx. US$1.2 mil.

#48 – http://www.rmauctions.com/FeatureCars.cfm?SaleCode=SJ12&CarID=r105&fc=0

1930 Duesenberg Model SJ Convertible Victoria by the Rollston Company [CLICK HERE FOR MORE PHOTOS]

Chassis No. 2293

Engine No. J272

Body No. 516-4435

Estimate:

$850,000-$1,200,000 US

AUCTION DATE:

To be auctioned on Saturday, July 28, 2012

320 bhp, 420 cu. in. DOHC inline eight-cylinder engine with four valves per cylinder and centrifugal supercharger, three-speed manual transmission, solid front axle and live rear axles with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 142.5″ • Owned by noted band leader Paul Whiteman of “Rhapsody in Blue” fame • Recently detailed, mechanically inspected on a limited basis, and serviced If ever a car was designed and engineered to be larger than life itself, the Duesenberg Model J was it. Its cutting-edge, competition-derived engine specifications alone made it equal, if not superior to, the most exotic European marques of its era and even among American luxury cars. It really had no close rivals in terms of sheer power and performance. It is difficult today to imagine the excitement with which the Model J was received in 1929. Here was a chassis with a dual overhead cam, four-valve engine that—at 265 horsepower in naturally-aspirated form—beat its nearest competitor by more than 100 horsepower! Coming from a company whose racing successes were already the stuff of legends, it was the perfect marketing move at the time. The timing of the introduction could not have been better: with the economic successes of the 1920s, America’s wealthiest business, entertainment, and social elite were ready to indulge themselves. The all-new Model J soon gave them the perfect opportunity. The announcement of the Model J shook the Automobile industry and the occasion even momentarily halted trading on the floor of the New York Stock Exchange. The first chance most of the public had to see the new car was when the chassis displayed at the 1929 New York Auto Show. Hundreds came to see this new wonder, and they were not disappointed, for on the floor there were several magnificent examples on display. It’s tall, elegantly-shaped radiator shell and long tapered hood, along with a choice of two lengthy wheelbases, made the mighty Model J the ideal platform for some of the most stunning and luxurious custom coachwork produced during the classic era. With a price of some $8,500 for the bare chassis alone and $9,500 in supercharged form, the Model J occupied the pinnacle of the price range for American luxury cars, including the Springfield-built Rolls-Royce Phantom II. Add the requisite custom coachwork and fittings, and these conveyances easily approached, and in at least one instance surpassed $20,000, at a time when the least-costly Ford Model A was delivered for about $450 and a good single-family home was still available for less than $10,000. Befitting their regal nature, Model Js received custom-coachbuilt bodies and the example offered here is no exception. It carries one of the rarest and most attractive bodies ever produced—the quarter-window Victoria—from the highly regarded Rollston Company. The Rollston Company was founded in 1921, but it was in 1927 when Rudy Creteur moved to Rollston from Locke as chief designer. Creteur was responsible for most of Rollston’s designs from that point on, including this wonderful example. As one of just 218 Rollston bodies built between 1927 and 1931, this specific design incorporates many of Creteur’s design hallmarks. In all, Rollston bodied 57 Model Js, with 16 of those being convertible Victorias. The low windshield and compact top lines give the car a sleek, low-slung look. This style in particular combines the good visibility of the convertible sedan with the sportier yet still-elegant open two-door body. The story of chassis 2293 begins when it was purchased new by famous band leader Paul Whiteman, best known for his arrangement of “Rhapsody in Blue” in May 1930, who had a LeBaron Sport Phaeton body installed. Sometime in 1932, the car was bought by G. Tucker Smith, of Virginia, from the Duesenberg factory branch in New York City, with the phaeton body still installed. Mr. Smith did not like the open coachwork on the car, and in 1935, he purchased the striking Rollston Quarter-Window Convertible Victoria and had it installed on the car. The body was likely built from 1930–31 and was likely installed on another vehicle before being shown in Duesenberg’s inventory later on. He also purchased a supercharger, although it is not known by whom the body and supercharger were installed, nor if the body was purchased directly from Duesenberg Inc. At some point later in the car’s life, the supercharger was replaced with a highly accurate reproduction unit. In the period, the Rollston body had skirted fenders and a more flowing trunk, both of which were modified at some point in its life. Mr. Smith kept the car until 1938, when he traded it to Jones Motorcar Company, a Cadillac agency in Richmond, Virginia. Jones in turn sold the car to Mr. A. D. Price Jr., who was a local undertaker. In 1941, the car went to Mr. Bruce Woodson, of Virginia, who changed the color to green before selling it on to Mr. Mike Hodich in 1945. By 1955, the car was owned by Dr. J. F. Martin in Pennsylvania, who kept the car for 21 years before selling it to Judge John North, of Easton, Maryland, in 1976. The next owner was Leo Gephardt in 1977. Gephardt sold the car to Dr. Don Vesley in 1978; the next owner was John Farrell of Seattle, Washington, in the early-1980s. Farrell kept the car for 15 years, conducting a thorough concours-quality restoration before selling it to noted Packard collector David Kane, of Bernardsville, New Jersey, and in 2001, it came into the current ownership. Under the current owner, J272 was recently detailed and returned to running and driving order. Among the items addressed, the wheels were removed from the car and the brakes and wheel cylinders were inspected, the fuel tank was removed and cleaned out, the carburetor was rebuilt, and a new battery was installed. In addition, the car was serviced, with fluids flushed and the oil changed. Now offered for the first time in over a decade, J272 marks a significant opportunity for collectors. Simply put, supercharged Duesenbergs are the Holy Grail for collectors of American classics, and J272 represents an outstanding opportunity to acquire an example with strong provenance and beautiful and distinctive Victoria coachwork by the Rollston Company.   Approx. US$1 mil.

#49 http://www.fineautomobiles.nl/for_sale/Other/Hispano_Suiza_H6B/hispano.html

1922 Hispano-Suiza H6B

 

Chassisnumber: 301224
Engine number:4393

Dual cowl open tourer.
Coachwork by Henri Labourdette.
Probable the most original and best preserved Labourdette Skiff Body.

Fabulous restoration. Pebble Beach award winner.

Approx. US$750,000

 

 

#50  http://www.rmauctions.com/CarDetails.cfm?SaleCode=AM12&CarID=r231&Currency=USD

1911 Hispano-Suiza “King Alfonso XIII” Double Berline by Carrosserie Alin & Liautard  

 

 

Estimate:

$750,000-$1,000,000 US

Chassis No. 718

AUCTION RESULTS: Lot was Not Sold at a high bid of $575,000 

 

 

 

 

 

64 bhp, 3,620 cc inline four-cylinder engine, four-speed manual transmission, semi-elliptic leaf springs front and rear, rear mechanical drum brakes.

 

• One of only four built

• An extremely original and authentic example

• Fascinating history

 

Almost from the outset, individual owners of the Hispano-Suiza entered their cars into the various road races taking place around the world. Engineer Mark Birkigt formally entered the factory into these forays and consistently improved the performance of his team cars until they achieved an impressive string of racing successes, which translated into sales. Buyers clamored for a production version and Birkigt complied, introducing the 45-Cr “race” version, so named because it was officially rated at 45 horsepower. The new engine was the Type 15T, but to the public the model was officially marketed as the Type Alfonso XIII.

 

Young Alfonso XIII, King of Spain, took a great liking to the Hispano-Suiza marque early on; a pioneering and enthusiastic motorist, he bought the first of many Hispano-Suizas that he would own in 1905 and would ultimately have over 30 examples in his fleet, which led to the naming of the model after the marque’s biggest patron. The Birkigt-designed massive cast-iron Type 15T four-cylinder engine placed in the chassis produced a respectable 64 horsepower from a little over 3.6 liters of displacement, which was very respectable for the time period. With a top speed of 80 miles per hour, the Alfonso is also recognized as one of the first true sports cars and rivals even the hallowed Mercer that was built in the Americas. Consistent performance in those days was no accident, and the Alfonso achieved such feats due to the quality of machine parts, with even rough castings that were finer than what most other manufacturers were producing at the time.

 

With the introduction of the Alfonso XIII, the Hispano-Suiza had truly made its mark in the automotive world and began to find appeal far away from its home turf. In Great Britain, there was no advertising for the marque in The Autocar, but there were several pages dedicated to following the travels of an Alfonso within the Welsh borders; the car simply sold itself. Large early automobiles fall into a precious class; many were scrapped during war drives or lost to the ravages of time, and those that did survive were either forgotten, salted away or built from components which originated from various cars. Fortunately for historians and collectors, the example offered here has a relatively straightforward story. This example, chassis 718, is a very rare Colonial chassis. Only four examples were ever built, and it features larger diameter wheels and a lengthened chassis.

 

In the mid-1980s Patricio Chadwick and Emilio Polo were in Seville, Spain. They met an antique dealer and asked him if he knew of any Hispano-Suiza cars that might be in the area, and he pointed them in the direction of his client, the Marquis de Sanlucar de Barrameda. After a few phone calls, they arrived at Sanlucar Andalucia, an area famous for a very dry white wine called Fino. After tasting several, the Marquis agreed to sell his grandfather’s Alfonso XIII. The next day Chadwick and Polo arrived with a truck to collect the car, and the winery manager helped them load their prize; what they believed they had purchased was a complete rolling chassis with the remains of a touring body. The pair were surprised when the winery manager asked if they intended to take the other body! Chassis 718 was one of those special examples of an elite chassis that was ordered with seasonal bodies. Among the huge wine casks was this amazing Double Berline body by Carrosserie Alin & Liautard. According to the manager the body had not been moved in 40 years, which resulted in its exceptional state of preservation; to call this motor car a time-warp example is a massive understatement.

 

In the intervening years the chassis and suspension were sympathetically restored and rebuilt as necessary, but the craftsmen were careful to make the finish of the chassis match the wonderful patina of the body. The same treatment was likewise given to the engine and transmission, which has resulted in a consistent appearance. There is no shortage of charming details to behold on this car. Among them are the original Bleriot two-bulb headlamps, possibly an early hi-beam/low-beam setup, with Ducellier cowl lamps, a large roof rack and a fold-out windshield. The original interior is amazingly preserved for being almost a century old, while the fabric is so intricately woven that it could be compared more to the celebrated Flemish tapestries than automobile upholstery. Where the headliner has come away from the ceiling can be observed a series of small thin squares of wood, which would have given texture to the ceiling with the headliner attached. The dash is very nicely finished as well and still contains all of its original instruments.

 

The styling and curves of this gorgeous baroque winter body is amazing, with two separate compound curves making up the roof sections, which almost resemble ceiling vaults. The wood-framed windows are of such proportion that they appear to have come out of a home. When a car is restored to concours specifications, the high standards demanded today require complete recreation of otherwise serviceable parts. What is lost are fine details and markings that give an automobile character and authenticity. Among the myriad items found on chassis 718 are the markings on the trunk hardware and leaf springs, the original dash chassis plate and the plate that reads Radiadores Vintro Barcelona on the upper radiator tank. There are other pieces like the intricate brass locks on the original Hispano-Suiza center caps complemented by the nicely aged black wire spoke wheels.

 

Chassis 718 is a perfect example of sympathetic preservation. Any early example of the Hispano-Suiza marque is something special that should garner extra attention, but as a special long-wheelbase example of the revered Alfonso XIII, it is likely that there are no other direct comparisons to be had. Like the casks of wine which surrounded it for so much of its life, this 1913 Hispano-Suiza “Alfonso XIII” Double Berline has gotten better with age. It is, truly, one of the greatest antiques in existence. 

Addendum

 

Please note this car is actually model year 1911. Please note the title for this vehicle is in transit.

Approx. $750,000+

 

 

 

#1 – US$35 million – Ferrari 250 GTO #3505GT

Stirling Moss, UK 1962 LM 1962 Ireland/ Gregory Ret., Goodwood TT 1962 Ireland 1st > Gunther Philipp, Austria 1963 Club Raced  > Scuderia Patria, Italy 1964 > Dan Margulies, UK 1965 > Richard Crosthwaite 1965 > Melville – Smith ~ Alain de Cadenet > Edward & John Harrison 1973 > Harry Leventis 1997 > Yoshiho Matsuda 2000 paid $8.0 mil. > Eric Hereema, UK 2004 > Craig McCaw USA 2012 for US$35 mil.

#2 – US$32 million – Ferrari 250GTO #5095

Scuderia SSS 1963 TDF 1963 Abate/ Bianchi 2nd > Automobile Club de l’Ouest, France 1964 Club Raced TDF 1964 Tavano/ Martin Ret. > Pierre Bardinon 1967 > Chairman Lee, Korea 1996 > Sold for US$ 30 Mil. > Bill Ainscough, UK 2007 > 08 – Jon Hunt, UK > Carlos Hank Mexico 2012 for US$32 mil.

Ferrari 250GTO/64 #5575

Ecurie Francorchamps, Belguim 1964 Spa 500KM Bianchi Ret., Ring 1000KM 1964 Bianchi/ van Ophem 4th, LM 1964 Bianchi/ Buerlys 5th, Reims 12 Hours 1964 Bianchi/ Dumay 9th > Annie Soisbault de Monatgiu, France 1964 TDF 1964 Soisbault/ Roure 9th, Paris 1000KM Dubois/ Gosselin 13th > John Calley, USA 1965 > Chris Cord 1965 > Daniel Ward 1966 > Carle Conway 1976 > Robert Donner > via. SMC 1996 > Carlos Hank, Mexico 1996 > 1998 asking $5.5 mil ?? > Never Sold > for sale 2009 ?? > Rob Walton 2012 for 20 – 30 mil.

#4 – US$25  million – Ferrari 250 GTO #4675GT

Annunziata 1963 Club Raced > Guido Fosati 1964 TDF 1964 Fossati/ Francolinmi Acc. > Rebody to GTO64 spec. > Scuderia Elmo d’Argento 1964 Targa 1964 Guichet/ Facetti Ret., Spa 500KM 1964 Guichet 2nd > Odonne Sigala 1964 Coppa Intereuropa 1964 Sigala 5th, Paris 1000KM 1964 Sigala/ Lualdi 12th > Vincenzo Nember Club 1965 Raced Monza 1000KM 1965 Nember/ Bonomi 11th > Luigi Taramazzo 1965 Monza 1000KM 1966 Taramazzo/ Pianta Ret. > Nabokoff 1966 > Zazzarra, USA > Jim Hall > David Piper, UK 1973 > Harley Cluxton, USA 1973 > Walter Medlin 1975 > Harley Cluxton 1995 > Yoshiho Matsuda, Japan 1996 > RM (Private Treaty) 2010 asking $19 mil. > Chris Evans UK 2011 > Michael Hammer USA 2012 for US$25 mil.

#5 – US$25 million – Ferrari 250 Testa Rossa #0728 TR

Scuderia Ferrari Sebring 12 Hours 1958 Hawthorn/ von Trips NRF, Ring 1000KM 1958 Seidel/ Munaron 5th,  Targa 1958 von Trips/ Hawthorn 3rd, LM 1958 Gendebien/ Hill 1st > Pedro Rodriguez, Mexico 1958 Sebring 12 Hours 1959 Rodriguez/ O’Shea Ret. > George Reed, USA > Owen Coon > Chevvy V8 fitted > Richard Merritt > Pierre Bardinon, France 1982 > Unknown, USA 2012

6th equal – $15 million US

Porsche 917K #023

917L-69 > 917K-70 > Porsche Salzburg Team Brands Hatch 1000KM 1970 Hulme/ Elford 2nd, Monza 1000KM 1970 Elford/ Ahrens DNF, Spa 1000KM 1970 Elford/ Ahrens 3rd > 4.9 litre engine fitted > LM 1970 Elford/ Hermann 1st > MARTINI Daytona 24 Hour 1971 Elford/van Lennop DNF > Vasek Polak 72 > Matsuda Japan 1982 > SMC 99 > Julio Palmaz, USA 2000 > Carlos Monteverde 2012 for UKP 10 mil. (approx. US$15 mil.)

Jaguar C – Type #XKC051

Works lightweight 1953 Le Mans Rolt/Hamilton 1st, 1953 TT, Rolt/Hamilton DNF > l954 Ecurie Ecosse British Empire Trophy Rolt 3rd in heat, Sanderson 5th in handicap final & 2nd on road, Daily Express international sports car race Peter Walker 3rd, 1955 British Empire Trophy Sanderson, 6th in class & 16th on handicap, Ulster Trophy, Dundrod, 1st > Geoffrey Allison > Miles Brubacher (California) and used as road car in 1957 > chassis restored >1968 sold to Briggs Cunningham and displayed at Costa Mesa museum, California > Adrian Hamilton UK > rebuilt with aid of David Cottingham & rebodied by RS Panels in 14swg > Unknown, Europe 2012

8th – US$8.4 mil. – Ferrari 250 GT California Spider #3245GT

1962 – Unknown, USA > ?? > Wayburn > Joe Bortz 1970’s > Lynda Bodin > 2012 ?? paid US$8.4 mil.

9th – US$6.5 mil. – Ferrari 625 TRC #0680

John von Neumann, USA 1957 Club Raced > Otto Zipper 1960’s > Stan Sugarman > Chevvy V8 fitted > Red Ferris > Bill Sherwood > Danno Raffetto > Ed Niles > Sledge > Isabel Haskell > Sid Colberg 1976 > Taylor > V12 engine fitted > Michael Callaham 1981 > SOLD RM Auctions (Monaco) 2012 for EURO 5.08 mil. (US$6.5 mil.)

#10 – US$6 mil. – Ferrari 250 California SWB Spider

“LWB” 59 – Roger Vadim & Brigitte Bardot, St. Tropez, F > 92/jan – Gerard Captun, Vessy, CH > 93/dec – Bernie Chase, USA – $305k > 94/mar – $450k – SMC  restored ($380.000) > 97/late – Jean Claude Bajol, F – $485k > Artcurial 2012 sold EURO 4.5 mil. (US$6 million) 

AND MORE TO COME

Auto Union D – Type Grand Prix 1938 #19 being sold by Hall & Hall (US$6 – 10 mil)

Bentley 4.5 Litre Blower 1929 #UU5871 offered at Bonhams Goodwood on the 29th of June ($5 – 10 mil)

Ferrari 330P4 #0858 being sold by Talacrest, asking US$20 mil.

Porsche 911T Prototype from 1964 (Seller trying to sell here http://cgi.ebay.com/ebaymotors/Porsche-911-911-T-/170854599744?pt=US_Cars_Trucks&hash=item27c7ba4c40 for US$16 million !!!!!!!)

 

105380 – 500K (ROADSTER) 1935

 

The Berlin Motor Show Car’

– Offered from the Lyon Family Collection

– 1935 Berlin Motor Show Car

– Rare coachwork on desirable supercharged eight-cylinder Mercedes

– Recent inspection by experts from Mercedes-Benz Classic Germany

 

At the beginning of the Thirties it became apparent that Mercedes-Benz needed a new model at the top of its product offering. The company took that step at the 1933 Berlin Auto Show with the W 22 model, the 380. Its eight-cylinder engine capitalized on Mercedes-Benz’s successful experience with the S series with a driver-controlled supercharger for short bursts of power for acceleration. It shared its visual lineage with the S also, with a massive vee radiator set back at or behind the front axle centerline and huge Bosch headlights. Four-wheel independent suspension and hydraulic brakes gave unprecedented ride, handling and braking, not only on rough roads but also on the quickly expanding network of improved roads, highways and Autobahns then being constructed throughout Germany.

 

Reflecting the changing social and political dynamics of the times, Mercedes-Benz designed its newest luxury chassis primarily as an owner-driven automobile. Some, with long wheelbase limousine and enclosed sedan (Innenlenker) bodies, would be chauffeur-driven, but that was now the exception, not the norm. A number of refinements were incorporated in the design and developed through the Thirties on later models, to make owner-driver use easier, simpler and smoother. Manuals were explicit and extensive. Owners’ mechanical knowledge was assumed, but it was not expected to be extensive. Women drivers were not uncommon, and Mercedes-Benz recognized its prestige models were going to driven by owners with a wide range of skills.

 

Mercedes-Benz’s pride in the 380 was apparent at its introduction. The centerpiece of the display was a meticulously finished show chassis revealing its robust construction and intricacy to full effect. Aluminum surfaces, and there were many of them, were fastidiously engine turned. Every surface and detail was highly polished, painted and detailed to perfection. It was a jewel.

As impressive as it was, however, the 380’s output was at best marginal for the task of powering the ample, luxuriously appointed multi-passenger Tourenwagens and Innenlenkers favored by many of Mercedes-Benz’s wealthy clientele and built to the high, and massive, standards of the Sindelfingen coachworks. Mercedes-Benz quickly recognized its error in judgment and began development of its successor in January 1933, even before the 380 was introduced.

 

The Mercedes-Benz 500 K

 

This was the Mercedes-Benz 500 K (W 29, 100/160 hp) destined to be one of the greatest performance automobiles of the Thirties. It was introduced in March 1934 at the Berlin Auto Show, just 13 months after the debut of the 380. Both were built in parallel in 1934, but by the end of the year the 500 K stood alone at the top of Mercedes-Benz’s catalog.

 

The 500 K had a generously-braced chassis frame boxed within the axle centerlines with fully independent suspension with coil springs using dual A-arms at the front and swing axles at the rear, both fitted with hydraulic lever shock absorbers. Concentric coil springs were added to the rear suspension to pick up higher loads, and later in the 500 K series, horizontal camber compensator springs added another level of control to the swing axles.

 

The engine was enlarged from that of the 380 with increased bore and stroke. It had inline overhead valves operated by pushrods and rocker arms from a camshaft mounted above the crankshaft on the left side of the cylinder block. The Rootes-style positive displacement supercharger mounted at the front of the engine was activated by the driver when the accelerator pedal was pressed fully to the floor, engaging a multi-disc clutch pack on the engine and forcing air through the carburetor into the cylinders. The unit cylinder block and crankcase were cast in steel with a cast iron cylinder head and an 8-10 liter capacity aluminum oil sump. Output was 100 hp in normal operation and 160 hp at 3,400 rpm with the supercharger engaged.

 

Later 500 K engines adopted a marvelous rotary-type “Jumo” fuel pump built by aircraft engine manufacturer Junkers, an intricate mechanical gem that ensured adequate fuel flow when the blower cut in and fuel requirements soared.

 

For the 500 K, Mercedes-Benz retained the four-speed gearbox with direct (1:1) third-speed and a pre-selector type overdrive fourth (Schnellgang, loosely translated as “speed gear”) with a 0.6:1 ratio engaged without using the clutch. The top three speeds were synchronized. The standard rear axle ratio of 5.11:1 of the 380 was raised to 4.9:1 or greater for the 500 K.

 

Even in standard form the 500 K was lavishly equipped with two spare wheels and tires, safety glass, electric windshield wipers, hydraulic brakes with vacuum booster and 370-mm diameter drums, central lubrication, 12-volt electrical system and a centrally mounted fog light.

 

500 K production continued for three years, through 1936. 342 examples were built. Of them just 29 were bodied with Roadster and Special Roadster coachwork. Creating a sporting shape on the 500 K’s 129½-inch wheelbase with a hood line high enough to clear the 500 K’s long stroke straight engine topped by its valve gear is a daunting task. Only the most accomplished and sensitive designers have succeeded with similar challenges, and their creations, whether on Mercedes-Benz, Duesenberg, Alfa Romeo or Rolls-Royce chassis, are masterpieces of the artful combination of engineering and design in the integration of disparate masses.

 

Offered in two successive versions, the first series Spezial Roadster is a true roadster, without rollup windows, with a fully disappearing top and a short tapered tail topped by twin spares set off by stalk-mounted taillights. The Spezial Roadsters’ remarkable coachwork begins with the long hood needed to accommodate the length of the straight-eight engine. Further extending the front of the 500 K, the wheels’ centerline is well forward of the radiator and classic Mercedes-Benz grille, giving an expanse of sweeping fender that introduces and accentuates the hood’s length and severity. The cowl is topped by a steeply swept vee windscreen usually accented by one or two small spotlights. The top of the doors is sculptured in a pleasing curve that emulates the fender’s sweep, the “low door” that accents the 500 K Spezial Roadster’s sporting presence and appeal. The door sweep is accented by a bright molding along its edge which continues from the doors down the sweeping tail. The fender margin is accented by a complementary bright accent that continues over the rear wheel arch and down the fender edge to the tail’s margin. It creates a harmonious design that blends the car’s mass into an integrated whole that belies its size when seen without familiar objects to give scale.

 

Chassis no. 105380

 

The car offered here was completed February 6, 1935 at Sindelfingen with the beautiful and highly desirable Roadster coachwork and immediately shipped to Berlin where it was the centerpiece of the Mercedes-Benz display from February 14 through 24 at the Berlin Motor Show. At the time, it was finished in an intriguing early form of metallic green. It is pictured on page 182 of Jan Melin’s authoritative book Mercedes-Benz 8, The Supercharged 8-Cylinder Cars of the 1930s and has been identified by Mr. Melin as this chassis. Following the Motor Show it remained in Berlin until March 22 when it was shipped to the Mercedes-Benz agency in Aachen, Germany. The Kommission paper identifies it as sold a month later, on April 25, 1935, to Hans Friedrich Prym of Stolberg. Prym’s family company had developed the press fastener, i.e. “snap,” for clothing and apparel in 1903, establishing a leading position in that field that continues to the present day.

 

Its interim history is unknown at this time, but when it turned up in the collection of pioneer collector Russell Strauch in the 1970s, it was still in excellent original condition. By the time of Strauch’s death in 1976 it had been acquired by Don Dickson, and it remained in his collection until sold in 1988 to Richie Clyne for the Imperial Palace Collection which commissioned a cosmetic restoration in 1991 from Mike Fennell Enterprises in Saugus, California. Richie Clyne recalls the Roadster well as it was the IP’s signature car for many years, featured in the collection’s publicity and posters, and remembers that, “It ran like a top. All we did was a cosmetic restoration of a wonderful, original, low miles car.” Specifically, Richie Clyne recalls that no accessories were added to the Roadster during its cosmetic freshening. It is beautifully presented, from the radiator stone-guard to the lovely mother of pearl instrument panel and white steering wheel.

 

It has been for many years one of the core elements of the Lyon Family Collection, where it represented the very finest of the W 29 500 K series in both performance and, particularly, in the deftly shaped, balanced and superbly constructed coachwork of Sindelfingen in the rare and beautiful Roadster style.

Finished in rich red highlighted by chrome wire wheels, whitewall tires, dual rear spares, a pair of windshield post-mounted spotlights, chrome outside exhaust headpipes and chrome body accent moldings, its dramatically raked vee windshield accents the sweeping fenders with integrated running boards. Both front and rear fenders are slightly skirted, reinforcing the effect of their sweep but also presenting a glimpse of the rugged and purposeful chassis frame and suspension – and even a chance to highlight the chrome exhaust collector pipe under the right front fender.

 

The interior is upholstered in supple tan leather with a matching tan single layer cloth top. The top ingeniously folds nearly flush with the rear deck under a matching top boot cover, an important distinguishing feature from the bulky double layer tops of the corresponding cabriolet coachwork.

 

Inspection

 

In preparation for the car’s offering in Monterey this August, it was personally inspected in California by two seasoned experts from Mercedes-Benz Classic Germany. In their expert opinion, they concluded that the car has a correct 500 K replacement motor of the same series. The frame number could not be immediately located, but this is of little consequence as a large-scale dismantling of the front end would have to be conducted and would disrupt the integrity of the complete restoration. The transmission, in particular, is of another series but is nevertheless a correct 500 K transmission. The correct, original body number was also located. Nevertheless, it has clearly benefited from a full restoration and continues to present extremely well.

 

One Mercedes-Benz expert described the 500 K Roadster by saying, “these cars have never been ‘un-valuable’…new generations swoon at the sight of them” – as has every generation since 1933. Mercedes-Benz 500 K Roadsters, particularly the harmoniously designed and executed 1st series offered here, give their owners special satisfaction from their combination of style and performance.

 

Magnificently designed, fastidiously constructed and assiduously maintained by a succession of owners, most recently by the Lyon family in their wonderful collection with fulltime professional maintenance and constant attention to any need, 500 K Roadster 105380’s effect, whether on the road or in a concours, is arresting. It presents a rare opportunity for other collectors to experience its allure and satisfaction. (Courtesy of RM)

 

1935 – Berlin Motor Show

1935 – Hans Fridriech Prym

1940’s – 1970’s – Unknown

1970’s – Russell Strauch USA

1976 – Don Dickson

1988 – Richie Clyne

1990’s – Lyon Family Collection

2011 – SOLD RM @ US$3.767 mil.

2012 – SEIZED IN GERMANY WHILE OWNED BY MEIJER

 

105382 – 500K Spezial Roadster 1935

 

(Information courtesy of http://www.jblasi.com/Mercedes1.pdf)

 

1935 – Manfred von Brauchitsch

1936 – Second owner

C2010 – Offered by Thiesen, asking EURO 3.0 mil. (seems cheap)

 

105390 – 500K Spezial Roadster 1934

 

1934 – Commission #18108

1990 – Offered and sold at Sothebys Monaco @ US$2.0 million

 

113632 – 500K Spezial Roadster 1935

 

1935 – Commission #22122

1935 – Loke UK

 

123700 – 500K Spezial Roadster 1935

 

1935 – Commission #213813

1936 – Quartermaine UK

1938 – Farquharsan

1930’s – George Finn

1950 – Arthur Lane

1950’s – Arthur Dawson

1956 – 1988 – Stored

1988 – Disinterred

1988 – Christies auction SOLD @ US$1.6 mil.

1988 – Thulin Group

1991 – Ishikawa Japan

1990’s – Chip Connor Hong Kong

 

123702 – 500K Roadster 1935

 

1935 – Commission #209460

1936 – Gore UK

 

123762 – – 500K Roadster 1935

 

1935 – Commission #212672

1936 – Conan – Doyle UK

 

123772 – 500K Spezial Roadster 1935

 

Because of the high build quality and durability of the components used in the construction of the 500K and 540K models, these Mercedes are among the most collectable of prewar cars. This car was commissioned by the head of Krupp Industries, Gustav Krupp von Bohlen und Halbach. Only five 540K Short Wheelbase Roadsters were built and only three are known to survive. (www.conceptcars)

 

1935 Mercedes Benz 500K Special Roadster Coachwork by Sindelfingen. Chassis no.123772 is the tenth Special Roadster built and is recordedas being delivered to the famed Krupp family. Completely restored in the late 1980s, this car will be seen by the public for the first time in over a decade. CHASSIS: S/N: 123772

 

2001 – Offered at RM DID NOT SELL @ 2.3 Mil. ??

 

123775 – 500K Spezial Roadster 1935

 

2010 – USA

 

123778 – 500K Spezial Roadster 1935

 

1935 – Zu Salm Salm

1999 – Barrett – Jackson Auction

 

130888 – 500K Spezial Roadster 1936

 

Known as chassis number 130888, Campos’s 500K was conceived in 1936. Interestingly during that era, the engine shared the same numbers with the chassis. According to data compiled by Campos and that from Jans Melin, Mercedes-Benz historian in his book Mercedes-Benz – The Supercharged 8-Cylinder Cars of the 1930s, this is one of 354 W29 500K chassis ever built at the Unterturkheim plant in Stuggart, Germany. Campos’ record shows that this particular model was first purchased by the Mayor of Barcelona on July 7 1936 and remained in Spain until 1980 with registration plate B-66572. The car was then sold to a collector in Australia in 1982 until Campos acquired it in 1997.

 

A perfectionist and leading motoring connoisseur in South East Asia, Campos embarked on a two-year comprehensive restoration process by renown Mercedes-Benz restorer Rolf Wagner of Reifen-Wagner in Landshut, Germany. Wagner stripped the car down to its chassis before sand blasting and treating this valuable vintage metal with coat of anti-rust. According to Campos, the 61-year-old chassis was still in great shape before the process which re-inforced the manufacturer’s claims of use of enduring materials during that era. Body components of the car were fabricated by Wagner according to factory specifications and bolted on to an exact fit.

 

The original engine, supercharger, carburettors and gearbox were removed and put through a complete overhaul process. Brand new engine components like the pistons, camshaft, valves and bearings were fitted by precision engineers at the workshop to bring the beast out of the 8-cylinder 4,984cc engine.

 

The braking system too was fitted with new original specification items. A new copper petrol tank, rear axle and suspension components adorned the spotless undercarriage of the car.

 

Bringing the car back to Malaysia meant incorporating a brand new radiator assembly onto the car too. However, the most interesting part of the restoration was the interior of the car where the restorer had the original Mother-of-Pearl instrument panel sourced and fitted onto the dashboard to complement the car’s luxurious beige upholstery.

 

Before all new mechanical parts were fitted, Campos’ 500K was given a full bare metal treatment prior to being painted in bright red.

 

After this complete and fully documented restoration process (which was around RM1 million), Campos was invited by the organisers of Pebble Beach Concours D’Elegance in North America to display his 500K at the 2005 show. The car has since bagged numerous Best in Show awards at major concours meets in Malaysia and Singapore. The car was also on show in Singapore in 2005 for the Mercedes & Me campaign, much to the delight of Jutta Benz, daughter of Karl Benz, who graced the event. He valued this masterpiece at US$5 million in 2005 and Campos is willing to part with it if someone makes him an offer which is hard to resist. (Information courtesy of http://www.cbt.com.my/2012/02/08/campos-benz/)

 

1936 – Mayor of Barcelona Spain

1980 – Australia

1993 – Campos Malaysia

 

130895 – 500K Spezial Roadster 1935

 

1935 – ??

2012 – Mercedes Benz Museum

 

130898 – 500K Autobahn Kurrier 1935

 

1935 – Mohammed Reza Shah Iran

1939 – Mohammed Reza Pahlavi

1960’s – Fuad Majzub

 

(Information courtesy of http://www.paulrussell.com/articles/ExpressDelivery.pdf)

 

130944 – Spezial Coupe – Offered from the Lyon Family Collection

– Single-family ownership for two decades

– The 1936 Paris Salon car

– Complete with copy of original build sheet; delivered new to Jean-Claude Solvay of Belgium

– Inspected in person by experts from Mercedes-Benz Classic Germany

– Matching-numbers

– One of a limited few 540 Ks with coupe coachwork

 

The abundant power, stiff, rugged frame and supple fully-independent suspension made Mercedes-Benz’s supercharged 540 K suitable for a vast array of coachwork. Sindelfingen was more than capable of building anything and doing so in the finest materials and to the highest standards of fit, finish, function and luxury in the world.

 

Yet despite Sindelfingen’s designers’ demonstrated ability to create exceptionally beautiful closed cars, the vast majority of Mercedes-Benz 540 Ks were fitted with open bodies in one of the several styles of Cabriolets. Most of those were four-seat Cabriolet Bs with blind rear quarters. Surprisingly, only a precious few 540 Ks – just 42 in four years’ production – received closed coachwork.

 

Only about seven of those were coupes, making them exceptionally rare examples of Sindelfingen’s creativity and style. One of the foremost examples is this 1935 Mercedes-Benz 540 K, the car Mercedes-Benz chose for its 1935 display at the important Paris Salon to show the quality and beauty of its premier product.

 

Sindelfingen

 

Daimler-Benz concentrated automobile coachwork production at Sindelfingen, a massive facility that had developed a combination of medium volume production methods for high quality coachwork and a select group of designers and craftsmen who conceived, created and built low volume, nearly custom, bodies for the finest chassis in the Mercedes-Benz line and crafted a few highly specialized bodies for the most demanding clients.

 

Sindelfingen had been constructed during the First World War to build aircraft. The Treaty of Versailles ending the war prohibited aircraft construction in Germany on the industrial scale for which Sindelfingen had been constructed and equipped, so Hanns Klemm, the factory’s manager, eventually reorganized the factory to build automobile, truck and bus bodies. Sindelfingen continued to employ classic coachwork construction techniques with wood frameworks and sheet metal panels throughout its history, but Mercedes-Benz also added high capacity steel presses of 750- and even 1,000-tons to stamp out large, complex panels, particularly fenders.

 

Sindelfingen’s aircraft-building history manifested itself in a facility-wide devotion to quality that remained central to its operation throughout the Thirties. Specialized tools, fixtures and machines were designed and built in its own shops. Processes were meticulously planned and documented. A strict quality-control system inspected every body, whether it was for a modest 170 H or an elegant “Großer Mercedes” 770 Pullman-Limousine.

 

Klemm was succeeded by Josef Bildstein, who later took over Daimler-Benz’s Mannheim factory and turned over management of Sindelfingen to Wilhelm Haspel under whose leadership the factory became a major success for Daimler-Benz. It was a complicated undertaking in which every aspect of coachbuilding was integrated, from selecting and drying the beech and ash used for framing through stamping and forming metal panels to final assembly and painting. And Sindelfingen did every kind of bodywork, from one-off and low-production bodies for the 500 K, 540 K and Großer Mercedes to volume production of Mannheim’s 170H and V, truck cabs, specialized truck bodies, buses and even contract work in volume for BMW and Wanderer. Haspel’s success at coordinating this diverse facility was evident in his later promotion to Daimler-Benz managing director in 1942.

 

In September 1932 Hermann Ahrens joined Mercedes-Benz from Horch to head the Sonderwagen (special vehicles) section, designing and building limited production coachwork for the top Mercedes-Benz models. Ahrens would design and oversee construction of all limited-production Mercedes-Benz coachwork for nearly 40 years, including the great sports roadsters and coupes on the eight-cylinder supercharged chassis. It is his artistry that created the magnificent sweeping partially-skirted fenders, integrated running boards and deftly-shaped passenger compartments and doors that so effectively complemented the imposing long hoods and exterior exhaust pipes of the supercharged 500 K and 540 K.

 

Mercedes-Benz produced almost all the coachwork for even the most expensive and luxurious of its automobiles. According to the research of Jan Melin, just 89 of the 928 380, 500 K and 540 K chassis built were supplied to outside coachbuilders. That is just 9.6%, a tiny portion of the total production and largely unprecedented among luxury automobile manufacturers in the Thirties.

 

The combination of superb engineering, high quality materials, meticulous quality control and inspired design of the supercharged eight-cylinder Mercedes-Benzes with the limited-production coachwork of Sindelfingen brought into existence some of the finest and most respected automobiles of all time.

 

Enthusiast magazines of the time were unremitting in their praise. One described the 500 K with these words: “[T]his is a master car for the very few. The sheer insolence of its great power affords an experience on its own. The design and construction throughout are typically thorough and well-executed.” Of the 540 K another said: “As a piece of engineering, it stands unsurpassed. It is amongst the most luxurious, as well as the fastest, touring cars in the world.”

 

S/n 130944

 

With so few of the 540 Ks bodied as coupes, the selection of this car to represent Mercedes-Benz at the important Paris Auto Salon in October 1936 was unusual. Yet, upon consideration, it is completely appropriate and even sensible. Indeed, according to the Mercedes-Benz archives’ delivery papers and internal documents, the car is referred to as a “Spezial Coupe.”

 

Paris was then the center of art, design, literature, style and society in Europe. The aerodynamic revolution in automobile design was then at its inception and was practiced eloquently by French coachbuilders, whose combination of Machine Design principles, Art Deco embellishment and aerodynamic refinement was the center of attention. The 1936 Paris Auto Show brought some of the most imaginative designs, like Marcel Letourneur’s Aerosport coupe on the Delage D8 120 chassis and Jean Bugatti’s Type 57 Atalante, to the public’s eye. This Mercedes-Benz 540 K Coupe was more than competitive with the French salon’s best.

 

Prior Mercedes-Benz coupes had included one for the Mercedes-Benz “Silver Arrows” team driver Rudi Caracciola, an eminently practical automobile for a driver who needed to criss-cross Europe in all weather conditions to race the W 25 model GP car. In 1934 Wilhelm Haspel had suggested the Autobahn-Kurier, a fastback five-window design with teardrop fenders of which two were built on each of the 500 K and 540 K chassis. Hermann Ahrens’ Sonderwagen facility completed the first Autobahn-Kurier in only ten weeks in order to make its auto show debut, an example of the shop’s ability to create a completely new and dramatically different design on an abbreviated schedule.

The Paris show coupe is another example of the creativity and masterful execution of which Sindelfingen was capable. Its sweeping front fenders merge into small running boards, then curve upwards into teardrop-flared rear fenders. The rear wheels are skirted, with a chrome emblem repeating the look of the front wheel’s centerlock hub. A tasteful chrome beltline molding accents the break of the hood side and extends back across the door to end near the top of the rear fender where its termination parallels the curve of the fender top. The roofline is rounded at the rear but merges nicely with the tapering rear deck, which contains a stacked pair of spare wheels and tires set nearly flush with the deck surface.

 

An attractive styling feature is the swage line which accents the sides of the fenders. It parallels the fender tops from the front valence the full length of the car, curving up and around the rear wheel skirts then down across the full width of the rear valence. The effect draws attention, visually reducing the fenders’ tall profiles.

 

Bosch headlights in chrome nacelles nestle between the fenders and the gently raked vee radiator. A single small fog light is directly in front of the radiator, and a pair of long chrome horn trumpets also sit between the fenders above a split chrome bumper which is repeated at the rear.

 

The interior is invitingly upholstered in tan leather with a plain white instrument panel in the highly finished wood dashboard. The steering wheel is leather covered. A transverse rear seat accommodates one passenger, in addition to the two in the front, or makes room for luggage.

 

After being displayed in Paris, the 540 K Coupe was first returned to Sindelfingen and then in December delivered to Jean-Claude Solvay of the Belgian chemical company dynasty in Belgium. Subsequently it became part of the collection of American Connie Bouchard in the 1960s, who undertook its restoration before selling it to John Mozart. It then was acquired by the Imperial Palace Collection from whom the Lyon family acquired it in the late 1990s. Since then, it has remained in the Lyon Collection, always treated to professional maintenance and climate-controlled storage.

 

Inspection

 

In preparation for the car’s offering in Monterey this August, this car was inspected in person by two veteran experts from Mercedes-Benz Classic Germany. Their findings were very positive. In their expert opinion, they concluded that although the car had been restored, it retained a great deal of originality in its components. The engine is matching numbers (130944) and retains its original number plate. In fact, they believe the body has never been off the car and the rear axle itself never removed – testament to the car’s originality. The transmission is original to the car, and it was determined that the steering is of the correct series. Minor modern improvements were made, including modern telescopic shocks, but the workmanship was professional and well done in their estimation. Again, the overall impression imparted on these Mercedes experts was very favorable.

 

Its deep red livery dramatically accents the sweeping lines of Hermann Ahrens’ dramatic coupe coachwork. One of only about seven coupes built on the Mercedes-Benz 540 K chassis, its effect today is, if anything, even more dramatic than it was at the Paris Salon of 1936.

 

It is the perfect complement to Ahrens’ high door, long tail Spezial Roadster, a vivid example of Mercedes-Benz’s mastery of power, speed, handling, comfort and design at the height of the golden age of classic automobiles. (Information courtesy of RM Auctions)

 

1936 – Paris Show

1936 – Jean – Claude Solvay Belguim

1960’s – Connie Bouchard USA

?? – John Mozart

?? – Imperial Palace

1990’s – Lyon Collection

2011 – RM Auctions SOLD @ US$3.08 mil.

 

130947 – 500K Roadster 1935

 

1935 – Commission #224156

1936 – Divani UK       

 

154061 – 540K Roadster 1936

 

1936 – Commission #233716

1937 – Janssen UK

 

154071 – 540K Roadster 1936

 

 

1936 – Commision #256876

1937 – Sultan of Johore

 

154075 – 540K Spezial Roadster 1936

 

1937 – King of Afghanistan

1960’s – Silver Springs Museum

 

154079 – 540K Roadster 1936

 

1936 – Commission #225276

1937 – Ellison UK

 

154080 – 540K Spezial Roadster by Mayfair 1936

 

Mercedes-Benz has been called the “engineer’s car company”, and although beauty was never forgotten, the soul of the machines were always much more than skin deep.

 

No other automobile company has so consistently lead the industry, literally from the very beginning. Credited with the first production automobile, no company has been in production longer. Steadily improving products meant that by the first decade of the twentieth century, chain driven Mercedes race cars were a dominant force around the world. On the street, the massive 90bhp cars had no equal for sheer power, speed, and elegance.

 

By 1922, a 6-liter engine with the Porsche designed supercharger was married to a shortened wheelbase. The result was considered the fastest touring car of its day, producing an outstanding – for the day – 160 horsepower with supercharger engaged. The S series followed, soon developed into the SS and SSK models. More than any other, it was this series of supercharged six-cylinder cars that established Mercedes-Benz’s reputation internationally. In its fully developed form, the supercharged 7.1 liter engine of the SSK could reach a staggering 300bhp, powering lightweight streamlined coachwork to an unheard of 147mph. The overwhelming performance of the SSK model resulted in many victories for Mercedes-Benz. Perhaps the most important of these were Rudolf Caracciola’s wins at the 1931 Mille Miglia and German Grand Prix.

 

By the late twenties, the S, SS, and ultimately the SSK chassis were proving to be the engineering masterpieces of the time. Few today remember that it was Dr. Ferdinand Porsche who developed the dominant characteristic of the engines – their superchargers. Responsible for all engineering for Daimler from 1924 until 1929, he laid the foundation upon which the eight cylinder cars would be built.

 

Following the merger between Daimler and Benz in 1926, and some resulting consolidation over the next two or three years, a brilliant young engineer named Hans Nibel joined the company. He was named joint Chief Engineer, along with Dr. Porsche, before being named Technical Director of Daimler-Benz AG in 1929 after Dr. Porsche’s resignation.

 

It was under Nibel’s direction that the eight-cylinder cars were designed. Although it is difficult today to guess the motivation at the time, it seems fair to suggest that the SS had been successful not only on the track but in the coachbuilder’s galleries. The factory coachworks at Sindelfingen had already earned a reputation for top quality workmanship – perhaps the best in Europe. Luxurious, well trimmed, and smartly designed, they were well suited to a top caliber chassis.

 

Clearly, there was more money to be made in catering to the carriage trade, and that probably triggered the desire for a more refined chassis – albeit one that would preserve Mercedes-Benz’s reputation for engineering excellence.

The first result, introduced in 1933, was the 380, a supercharged overhead valve inline eight-cylinder engine. Power output was modest, at 90bhp naturally aspirated or 120bhp with blower engaged, but its refinement and smoothness made the potential clear. With its attractive Sindelfingen coachwork, 157 chassis were built. Performance, while acceptable, was not outstanding, particularly with the heavier coachwork resulting from customer demand for even more luxurious bodies.

 

Recognizing the need for more power, in 1934 Mercedes-Benz introduced the 500K (“K” for Kompressor, German for supercharger). With power increased to 100bhp or 160bhp with the supercharger engaged, the cars were finally among the fastest grand touring cars of the time. Even though the 380 had been supercharged, the K designation and new external exhaust left no doubt about the car’s very special chassis.

 

342 cars had been built before the introduction of the 5.4-liter 540K in 1936. Although similar in many respects to the 500K, the new model offered even more power: 115bhp naturally aspirated, or an impressive 180bhp with the blower engaged. A 12″ increase in wheelbase to 128″ improved ride quality, and gave the master coachbuilders at Sindelfingen more room to create even longer and more elegant lines.

 

According to Jan Melin in his book Supercharged Mercedes-Benz 8, just 419 of the 540K chassis were built before production ended in 1940. A total of eleven standard body styles were created by Sindelfingen for the 540K, each one a masterpiece of the coachbuilder’s art. Less than ten carried custom coachwork by a U.K. coachbuilder, including one very special car built by the

 

Mayfair Carriage Co. was a small but highly respected specialist firm whose work tended towards small volume production for companies like Alvis and Lagonda. Their designs managed to combine an air of lightness with elegance and a little flash – not unlike the lovely 540K Special Roadster offered here.

 

Their small premises precluded larger volumes, and as the thirties progressed, the company’s volumes declined, and as the war commenced, they had essentially given up coachbuilding – although they would accept commissions for a pair of HRGs just after the war.

 

S/N 154080

The lovely 540K Special Roadster offered here is considered by many to be the seminal work of the Mayfair Carriage Co. It is at once sleek and pretty, sporting and elegant. With its folding windshield and extensive use of louvers, it is undeniably sporting – while the flowing lines and skirted rear fenders lend an air of elegance to the design. The coachwork is much lighter than the more traditional closed bodies traditionally fitted to these chassis, yielding sparkling performance – particularly when the blower is engaged.

 

Mercedes-Benz chassis records indicate that this car was shipped on October 7th, 1936 to the factory store in Paris France – an unusual destination for a RHD chassis, particularly one that would later receive an English body. It is an anomaly that may never be explained, but adds to the exotic aura that surrounds the car.

 

It interesting to note also that Michael Frostick, in his book “The Mighty Mercedes”, lists the car among the other UK chassis – but does not provide any further details (as he does for most of the other cars). Historians have speculated that the car’s origins in Paris may account for this, as it may have been ordered by a British expatriate living in Paris, then later shipped to London for the body to be constructed. According to another source, the original commission was for an Indian Majarajah, which would also explain the RHD chassis. In either case, Frositck would not have had access to the details available for more conventional orders.

 

Brought to North America by a returning Canadian serviceman, the car’s early history is not known, although by the late 1950s it was still in Canada, in the hands of an enthusiast. During his ownership, the car was one of two damaged in a garage fire that miraculously spared the car irreparable harm, but made a complete restoration necessary. In the early 1960s the car was purchased by publisher Richard C. Mertz, a Detroit area collector, who imported it to America and began the restoration process.

 

Panel work was undertaken by Alcraft, a Detroit area prototype shop. The balance of the work was handled by the owner and his son, along with Harry Flynn, Harry Kennedy, and John Graham. Bud Cohn of California supplied many of the small parts. In 1984, during the restoration process, Richard Mertz passed away, leaving the car to his son, Stephen Mertz, of Royal Oak, MI.

 

By 1995 the car was almost complete, but by now some of the work was almost 25 years old, and Stephen elected to offer the car for sale, eventually selling it to casino owner and car collector Ralph Englestad of Las Vegas, Nevada. Englestad, with the assistance of well-known enthusiast Richie Clyne, commissioned a second restoration to upgrade the car to concours condition, changing the car from black over silver to red. Shortly after Englestad’s death in 2002, the Mayfair 540K joined a well known California collection, where it has been displayed in the company of other stellar examples of the marque.

 

Perhaps the most telling aspect of the quality of the restoration is in the detailing of the interior, instruments, and upholstery. It is difficult to find fault with the fit of any piece, and every switch, lever, and button works silently, smoothly, and perfectly. Although the restoration is now several years old, it is a testimonial to its quality that it remains in excellent condition today.

 

In the world of collector cars, one seldom finds the opportunity to acquire an automobile as important as a prewar supercharged Mercedes-Benz. It is all the more remarkable that it is a one-off coachbuilt car, and it is undeniably wonderful that it represents one of the most sporting examples of a fabled coachbuilder. (Information courtesy of RM Auctions)

 

1936 – Delivered to Paris France

1937 – Maharajah ??

1950’s – Canada

1950’s – Caught fire

1960’s – Richard Mertz USA

1970’s – Restored

1995 – Ralph Englestad

2002 – Lyon Family Collection

2007 – RM SOLD @ US$2.53 Mil.

2007 – ??

 

154085 – 540K Roadster 1936

 

1936 – Commission #237936

1937 – Gavin UK

 

154086 – 540K Spezial Roadster 1936

 

The Mercedes-Benz 540K was the master of the road and everything on it.

 

Mercedes-Benz commanded a place as the premier supplier of fine motor cars to the political, artistic, and commercial aristocracy. While the company’s emphasis was on luxury and quality, the 540K combined the ultimate expression of those qualities with nearly unparalleled performance. It brought all the skills, experience, talent, and management ability that had made the combined Mercedes-Benz enterprise the premier car builder in Germany. Enjoying the enthusiastic support of the German government, Mercedes-Benz was encouraged to build cars that were the equal of any in the world and were as impressive and imposing in appearance as they were in performance.

 

The Mercedes-Benz 540K was the culmination of the company’s motor vehicle development before World War II.

 

The Evolution of the 540K

 

Mercedes-Benz has been called the ‘engineer’s car company’, and although beauty was never forgotten, the souls of the machines were always much more than skin deep. No other car manufacturer has so consistently led the field, literally from the very beginning of the industry. Credited with the first production motor car, the company has been in production longer than any other. Steadily improving products meant that by the first decade of the 20th century, chain driven Mercedes racing cars were a dominant force around the world. On the street, the massive 90-hp cars had no equal for sheer power, speed, and elegance.

 

By 1922, a 6-litre engine with the Porsche-designed supercharger was married to a shortened wheelbase. The result was considered the fastest touring car of its day, producing an outstanding – for the day – 160 hp with supercharger engaged. The S series followed, soon developed into the SS and SSK models.

 

More than any other, it was this series of supercharged six-cylinder cars that established Mercedes-Benz’s reputation internationally. In its fully developed form, the supercharged 7.1-litre engine of the SSK could reach a staggering 300 hp, powering lightweight streamlined coachwork to an unheard of 147 mph. The overwhelming performance of the SSK model resulted in many victories for Mercedes-Benz. Perhaps the most important of these were Rudolf Carraciola’s wins at the 1931 Mille Miglia and German Grand Prix.

 

By the late twenties, the S, SS, and ultimately the SSK chassis were proving to be the engineering masterpieces of the time. Few today remember that it was Dr Ferdinand Porsche who developed the dominant characteristic of the engines – their superchargers. Responsible for all engineering for Daimler from 1924 until 1929, he laid the foundation upon which the eight-cylinder cars would be built.

 

Following the merger between Daimler and Benz in 1926, and some resulting consolidation over the next two or three years, a brilliant young engineer named Hans Nibel joined the company. He was named joint Chief Engineer, along with Dr Porsche, before being named Technical Director of Daimler-Benz AG in 1929 after Dr Porsche’s resignation.

 

It was under Nibel’s direction that the eight-cylinder cars were designed. Although it is difficult today to guess at the motivation at the time, it seems fair to suggest that the SS had been successful not only on the track but in the coachbuilder’s galleries. The factory coachworks at Sindelfingen had already earned a reputation for top-quality workmanship – perhaps the best in Europe. Luxurious, well-trimmed, and smartly designed, they were well suited to a top calibre chassis.

 

Clearly, there was more money to be made in catering to the carriage trade, and that probably triggered the desire for a more refined chassis – albeit one that would preserve Mercedes-Benz’s reputation for engineering excellence.

 

The first result, introduced in 1933, was the 380, a supercharged overhead valve inline eight-cylinder engine. Power output was modest, at 90 bhp naturally aspirated or 120 bhp with blower engaged, but its refinement and smoothness made the potential clear. 157 chassis were built with the attractive Sindelfingen coachwork. Performance, while acceptable, was not outstanding, particularly with the heavier coachwork resulting from customer demand for even more luxurious bodies.

 

Recognizing the need for more power, in 1934 Mercedes-Benz introduced the 500K (‘K’ for ‘Kompressor’– German for ‘supercharger’). With power increased to 100 bhp or 160 bhp with the supercharger engaged, the cars were finally among the fastest grand touring cars of the time. Even though the 380 had been supercharged, the K designation and new external exhaust left no doubt about the car’s very special chassis.

 

342 cars had been built before the introduction of the 5.4-litre 540K in 1936. Although similar in many respects to the 500K, the new model offered even more power: 115 bhp naturally aspirated, or an impressive 180 bhp with the blower engaged. A 12 inch increase in wheelbase to 128 inches improved ride quality and gave the master coachbuilders at Sindelfingen more room to create even longer and more elegant lines.

 

According to Jan Melin in his book Supercharged Mercedes-Benz 8, just 419 540K chassis were built before production ended in 1940. A total of 11 catalogued body styles were created for the 540K and carried out by Sindelfingen, each one a masterpiece of the coachbuilder’s art.

 

Based on a strong and rigid chassis these pioneering cars introduced coil spring four-wheel independent suspension using parallel wishbones at the front and swing axles at the rear. They featured synchromesh on the top three gears of their four-speed gearboxes, 12 volt electrical systems, central lubrication, and vacuum-assisted hydraulic brakes. These exceptional high-speed cars owed little to the S, SS, and SSK machines of the twenties except one glorious attribute: each was fitted with Mercedes-Benz’s driver-controlled supercharger that boosted engine output by about 60 per cent in short full power bursts.

 

The Special Roadsters

 

The ultimate Mercedes-Benz 540K was the Special Roadster. Exceptional at the time, the 540K Special Roadster has subsequently firmly established itself at the pinnacle of classic cars. It was priced at 28,000 Reichsmarks (about $12,000 at the prevailing exchange rate; the New York importer, Mitropa Motors, asked $14,000 landed in the US – about 40 per cent more than the most expensive catalogue bodied Cadillac V-16). The 540K Special Roadster is an awe-inspiring blend of size, performance, and style, possessed of a commanding presence that is palpable in any surroundings.

 

Constructed on a nearly 130 inch wheelbase chassis and stretching fully 171/2 feet overall, the Special Roadster effectively accommodates only two passengers. Yet the Sindelfingen designers have succeeded in blending its elements so skilfully that its proportions are harmonious. One of the Special Roadster’s defining characteristics is the gently sloping Mercedes-Benz radiator that is tucked back behind the front wheels’ centre-line between sweeping front wings. The wings then dominate the long hood before gently and voluptuously curving up to create the rear wings, which in turn flow delicately into the tail. Subtle bright accents complement and outline the form of the body elements, punctuated by functional and styling details that draw the eye and mitigate the effect of the 540K Special Roadster’s size. Two massive exhaust pipes emerge from the bonnet’s right side and disappear into the wing, like the scaled coils of a legendary serpent lurking below the bonnet’s surface prepared to devour lesser cars. These were cars built to impress, but to do so with impeccable taste.

 

The Special Roadster’s imposing presence is almost matched by its impressive performance. The stiff frame and fully independent suspension supports its 2ton mass effortlessly, soaking up irregularities in byways and at its best showing the 540K’s relaxed 85mph cruising speed on the highway. Mercedes-Benz fitted a camber compensator spring to the 540K to offset the swing axle independent rear suspension’s tendency to sudden camber changes, and the resulting driving experience is balanced and satisfying. This is no sports car, but for two people to cover vast distances on good highways it is nearly unmatched.

 

It is the sudden burst of power when the supercharger is engaged by fully depressing the throttle pedal that tests both the driver and the 540K chassis. The sudden shriek of the blower’s 7 psi boost pressure unmasks the dragon within the 540K’s engine compartment, adding 65 hp at 3400 rpm. Mercedes-Benz chose to pressurize the carburettor on its supercharged cars, so the howl of gears, the blower itself, and the scream of air being squeezed is unmuffled, creating a siren’s roar that clears the 540K’s path with alacrity. Even fitted with a standard intake silencer, at full song a 540K will never be likened to a wraith or phantom but to the wailing of banshees.

 

Without a doubt, of the 406 examples built during the 540K’s production life from 1936 to 1939 the most dominant were the Special Roadsters – designed and executed to the highest standards in Mercedes-Benz’s own Karosserie in Sindelfingen. Only 26 540K Special Roadsters were built.

 

Chassis No. 154086

 

The exceptional example offered here was delivered through Mercedes-Benz UK in 1937 to Sir John Chubb, of the lock family. One of the most striking variations on the Special Roadster theme, it is the high-door, long-tail version with exposed spare wheels and tyres built into the rear deck. With its top secured below the carefully fitted metal top boot cover, the profile is long and sweeping, an elegant, dynamic, and imposing presentation that instantly set its owner/driver apart from all others on the road. Sir John, however, must have been more than a little annoyed when the gathering clouds of war made owning a fabulous but also ostentatious Mercedes-Benz less than popular in Great Britain. Fortunately it appears that he put his 540K Special Roadster away for the duration of hostilities, thus preserving this magnificent car.

 

It was acquired in the early fifties by Edward Gaylord and was refurbished for him by Mercedes-Benz. In 1956 it was acquired by the noted American designer and pioneer collector of great cars Brook Stevens, and was displayed in his museum in Wisconsin for some 30 years. At some point, the car was converted from its original UK right-hand drive specification to left drive configuration. The quality of the workmanship suggests that the conversion may have been carried out by the factory, perhaps by Gaylord or Stevens.

 

It was next acquired by the late Noel Thompson, a highly respected New England collector. Thompson commissioned a stunning nut and bolt professional restoration, which was completed in the mid-1980s; the car was subsequently given an Antique Automobile Club of America National First Place award in 1987.

 

In the late 1980s, Noel Thompson succumbed to the pressure exerted by another well-known New England collector, Speedway owner Bob Bahre, who displayed the car at Pebble Beach in 1988, where it earned a well-deserved first in class award.

 

By 1990, the car was in the hands of Jerry Sauls, a well-known east coast collector and dealer. During his ownership, he showed the car at a Classic Car Club of America Grand National meet, where it was awarded its National Senior National First Place badge (no.1270). 154086 became part of the Ecclestone Collection in 1995, with duties paid in the United Kingdom. The original UK registration, DYX 911, has been recovered through the collection’s efforts. (Information courtesy of RM Auctions)

 

1936 – Commission #237938

1937 – John Chubb UK

1953 – Edward Gaylord

1956 – Brooks Stevens USA

1980’s – Noel Thompson

1988 – Bob Bahre

1990 – Jerry Sauls

1995 – Bernie Ecclestone UK

2007 – RM Auctions London SOLD @ US$8.23 mil.

 

154140 – 540K Spezial Roadster 1936

 

Offered from the Collection of Sam & Emily Mann

– 540 K Spezial Roadster in its most desirable form with LHD, covered spare, long tail and high doors

– Award-winning restoration by marque specialists

– Recent inspection by experts from Mercedes-Benz Classic Germany

 

The Mercedes-Benz 540 K was one of the most prestigious and – in the eyes of many – the most beautiful automobile of the interwar years. Its combination of power, light weight and sheer beauty made it the master of the road, and it was a testimonial to the astonishing capabilities of the German automotive engineers of the day. It was also breathtakingly expensive, guaranteeing exclusivity amongst its owners; just 419 chassis were built, and of those, only 25 carried the superlative long tail Spezial Roadster coachwork that may well have been the high point of the coachbuilder’s art at Mercedes-Benz’s own “Sonderwagenbau” in Sindelfingen.

 

Mercedes-Benz always commanded a place as the premier supplier of fine motor cars to the political, artistic and commercial elite of the day. The 540 K was no exception, representing a highlight of German motor vehicle development before World War II. The broad array of models in all market segments helped Mercedes-Benz survive the worst days of the Great Depression, with production growing from only 6,000 cars in 1932 to over 15,000 in 1935.

 

Yet, while Mercedes-Benz maintained its factories and employment with small and medium-sized cars, it catered to the market’s most demanding clientele with a limited offering of the finest motor cars ever built. Based on a strong and rigid chassis, these pioneering automobiles introduced coil spring four-wheel independent suspension using parallel wishbones at the front and swing axles at the rear. These massive and high speed automobiles were designed from a clean sheet of paper, sharing little with the marque’s predecessors, except for one visceral attribute: each was fitted with Mercedes-Benz’s driver-controlled supercharger that boosted engine output by about 60% in short, full power bursts.

 

The series began with the Mercedes-Benz 380, introduced at the Berlin Motor Show in 1933 and produced only for two years, 1933-34, before being phased out in favor of the much more powerful 500 K in 1934. The 500 K, in turn, was succeeded during 1936 by one of the ultimate motor cars of the thirties, the Mercedes-Benz 540 K. Offering more power than its predecessor, the 540 K was capable of all-day, high speed touring while carrying elaborate and extremely comfortable coachwork. Such capabilities were not inexpensive, and as a result, the 380, 500 K and 540 K accounted for an average of less than one percent of production.

 

The ultimate Mercedes-Benz 540 K was the Spezial Roadster. Exceptional at the time, the 540 K Spezial Roadster has subsequently firmly established itself at the pinnacle of classic cars. Priced at 28,000 Reichsmark (about US$12,000 in Germany at the prevailing exchange rate). The New York importer asked $14,000 landed in the US – about 40% more than the most expensive catalog-bodied Cadillac V-16.

 

Remarkably, the Spezial Roadster effectively accommodates only two passengers. Yet, the Sindelfingen designers have succeeded in designing a car that looks much smaller and lighter than it is. The gently sloping, and instantly recognizable, Mercedes-Benz radiator is tucked back at the front wheels’ centerline behind sweeping front fenders. The fenders then dominate the long hood before gently curving up to create the rear fenders, which in turn flow delicately down, wrapping into the tail. Subtle bright accents complement and outline the form of the body elements, punctuated by functional and styling details that draw the eye and mitigate the effect of the 540 K Spezial Roadster’s size. Two massive exhaust pipes emerge from the hood’s right side and disappear into the fender, suggesting the power that lurks inside.

 

Of the 25 540 K Spezial Roadsters, only a limited few were created in the long tail style with a cover over the single spare tire recessed into the rear deck, one of which is the car offered here.

 

Chassis no. 154140

 

This spectacular Spezial Roadster was ordered new by the factory branch in Buenos Aires for S. Mastro & Cia Aguirre of Buenos Aires, Argentina, owners of a prestigious clothing store, on January 5th, 1937. This fact is confirmed by a copy of the original build sheet. Prior to its delivery to Argentina on June 29th, however, the car was first sent to Zurich and then Vienna by rail. According to Mercedes-Benz Classic Germany, it is likely that these cars were on display in Switzerland and Austria’s Mercedes-Benz agencies or perhaps even the cities’ respective car shows. Regardless of its intended purpose, this was the finest in Mercedes engineering and coachwork and worthy of being transported for display around Europe.

 

According to noted expert Rolf Wagner, a subsequent owner in Argentina was Jose M. Ahumada. The car remained in Argentina for many years, into the 1960s, until it was discovered by Bob Morgan of New York and exported to the United States, where it was owned by well known collectors and dealers, including Rolls-Royce collector Millard Newman, M.H. “Tiny” Gould and Dr. Don Vesley.

 

During his ownership, Vesley began a restoration before selling the car to Kerry Manolas of Australia in 1980. The car remained in Australia for several years until it went to Germany and was acquired by Axel Schuette, who commissioned the start of a proper, complete restoration and engaged marque specialist Rolf Wagner to conduct a rebuild of the car’s original motor, 154140.

 

Sam and Emily Mann

 

Sam and Emily Mann had always wanted a 540 K Spezial Roadster. As owners of some of the finest coachbuilt American and European prewar cars and, at last count, four-time Best of Show-winners at both the prestigious Pebble Beach Concours d’Elegance and Amelia Island Concours d’Elegance, it was only fitting that a supercharged, eight-cylinder Mercedes-Benz be added to their collection.

 

As such, Mr. and Mrs. Mann sent noted American restorer Paul Russell over to Germany to inspect this car. His positive report, which confirmed the car’s originality, convinced them to buy the car.

 

Following acquisition in 1998, a collaborative effort in the United States completed the car’s restoration. This work was done by two of the finest restoration shops in the United States – Stone Barn Restorations in New Jersey and Mann’s own in-house team, which was responsible for all his Best of Show awards to that point. Stone Barn ensured the running and driving chassis was completed to a show-quality standard, while the Mann team painted the body, assembled the chrome trim, completed the luxurious interior and finished final assembly.

 

The result was nothing short of spectacular. It has been maintained ever since in the Mann’s private, climate-controlled collection and serviced by his on-site team while being driven sparingly. The car presents beautifully, from the flowing fenders to the lovely interior and stunning dashboard. Just last year, the car was honored with the Best of Show award and “Best Mercedes” at the Amelia Island Concours d’Elegance – a testament to the quality of restoration and preservation, which was first honored by First in Class and “Best Mercedes” at Pebble Beach in 2004, following completion. Most recently, it was featured at the gala opening of Mercedes-Benz’s newest, 330,000-square foot corporate dealership in Manhattan, where it was photographed with celebrities and Mercedes executives alike.

 

Recent Inspection

 

In preparation for this car’s offering at Monterey, two veteran experts from Mercedes-Benz Classic Germany in Stuttgart personally visited the car at the Mann Collection. Following this inspection, they were able to conclude that in their expert opinion, the car’s engine is original to the chassis, as both are correctly stamped 154140, as is visible in the adjoining photographs. The transmission number indicates that it is not original to this car but is of the correct type.

 

Summary

 

Few of the Spezial Roadsters were built in this most desirable configuration: the high door, long tail, covered rear spare cars with factory left-hand drive. It is believed only three are known to exist, and its absolute rarity must be considered in league with the Bugatti T57SC Atlantic – an extraordinarily desirable motor car in its own right. Such cars rarely, if ever, come to market, much less publicly. As such, 154140’s offering at auction is sure to garner tremendous interest from the world’s most discerning Mercedes-Benz collectors, who recognize this as an automobile of unparalleled elegance and uniqueness.

 

Its meticulous restoration will give its new owner the complete experience of driving a 1937 Mercedes-Benz 540 K with the most desirable and attractive coachwork ever created for this chassis – perhaps for any chassis in history. Its condition is impeccable, its style grand, its presence magnificent and its provenance pristine. Quite simply, this is automotive artwork at its finest. (Information courtesy of RM Auctions)

 

1937 – S. Mastro & Cia Aguirre Argentina

?? – Jose Ahumada

1960’s – Bob Morgan USA

?? – Millard Newman

?? – Tiny Gould

?? – Don Vesley

1980 – Kerry Manolas Australia

1990’s – Axel Schuette Germany

1998 – Stan & Emily Mann USA

2011 – RM Auctions SOLD @ US$9.68 mil.

2011 – ??

 

154151 – 540K Spezial Roadster 1937

 

Engine No. 15451 1937 Berlin Motor Show Car One of only six 540K Special Roadsters built! The odometer shows only 11,000 miles – total mileage over the last 64 years! This magnificent vehicle was owned by Jack Warner of Warner Brothers Picture industry. Warner was a fascinating man mogul and powerhouse whose name is synonymous with “Hollywood”. One can gaze at the lines on this car and only begin to imagine the conversations that occurred in this Special Roadster between Warner and his friends, Humphrey Bogart, Marlene Dietrich, Katherine Hepburn, Errol Flynn, Bette Davis, Kirk Douglas, Edward G. Robinson, Ronald Regan and William Randolph Hearst. If only this car could talk what tales is could tell. This Special Roadster is remarkable in that it has had only three owners from new. It has been superbly restored by Paul Russell and Company of Essex, Massachusetts to the most demanding Concours d’Elegance standards. 

(More info. Here http://www.paulrussell.com/portfolio-retrospective/D-mercedes-benz/37_540K/)

 

1937 – Jack Warner USA

1949 – Sam Scherr

1964 – Dr. Bitgood

1995 – ??

2002 – RM Auctions SOLD @ US$3.5 mil.

2002 – ??

 

 

169334 – 540K Spezial Roadster 1937 “Blue Goose”

 

In 1936, Mercedes-Benz launched the 540K special, designated 540Ks. Based on the shorter 2,980 mm (117 in) wheelbase chassis, its body was carefully crafted. Its price tag of 28,000 Reichsmarks, some RM6,000 above the price of standard models, meant only 32 were ever built.

 

In 1937, Reichsmarschall Hermann Göring ordered a 540Ks, in his favourite colour of blue with his family crest on both doors. It included armour plated sides and bulletproof glass. Nicknamed the Blue Goose, Goering was often photographed in the car.

 

On May 4, 1945, the US Army, C Company, 326th Engineers, 101st Airborne Division ‘Screaming Eagles’ entered Berchtesgaden, and on finding the car took possession. Major General Maxwell Taylor used the car as his command vehicle in West Germany until it was commissioned by the US Treasury. Shipped to Washington, D.C., it successfully toured the United States in a victory bond tour In 1956 the car was auctioned off by the US Army at the Aberdeen Proving Grounds in Maryland, sold to Jacques Tunick of Greenwich, Connecticut, with a high bid of $2167.

 

In 1958, he sold it to the private collection of veterinarian Dr George Bitgood, Jr, who had it repainted into black and the chrome re plated. Kept private, Bitgood only displayed it once at the 1973 county fair in Durham, Connecticut. After Dr Bitgood’s death, Blue Goose was shown by his family at the 101st Airborne Reunion at Fort Campbell, Kentucky in June, 2002. She was then sold to Carnlough International Limited of Guernsey, on the agreement that she be restored to her “as found” at Berchtesgaden condition

 

1937 – Hermann Goering

1945 – Major General Maxwell Taylor

1956 – Jacques Tunick USA

1958 – Dr. George Bitgood

2002 – Carnlough International, UK

 

169371 – 540K Spezial Roadster 1937

 

1970’s – UK   

 

169384 – 540K Spezial Roadster 1937

 

1938 – Den Haag Netherlands

1940’s – 1970’s Bitgood USA
2004 – Axel Schuette Germany

 

189383 – 540K Roadster

 

193? – Commission #269537

 

189424 – 540K Spezial Roadster

 

?? USA ??

 

408336 – 540K Autobahn – Kurrier 1938

 

1938 – Commission #288557

1938 – Professor Ignacio Barraquer Spain

2007 – John McCaw

2008 – Arturo Keller

(More information here: http://www.paulrussell.com/portfolio-retrospective/D-mercedes-benz/38_A-K/ & http://www.paulrussell.com/articles/ExpressDelivery.pdf)

 

408370 – 540K Spezial Roadster

 

Russia

Kienle 2000’s

 

408383 –  From the Lyon Family Collection

– Very desirable five-speed transmission

– Recent inspection by veteran experts from Mercedes-Benz Classic Germany

– Delivered new to Horn brothers in Berlin

– Matching-numbers, example of Mercedes-Benz’s most desirable eight-cylinder model

– Elegant and stunning one-off “Spezial” coachwork

 

Mercedes-Benz’s success with the 500 K, aided by the continuing defaults of its sporting luxury competitors as the Great Depression worked its way through society, politics, royalty and finance, encouraged the introduction in 1936 of the 540 K. Regarded by many, and respected by all, as the high point of the Classic Era’s great chassis, engine and coachwork combinations, the Mercedes-Benz 540 K reflected the restless pursuit of perfection by Mercedes-Benz engineers, technicians and craftsmen and by the coachbuilders of Sindelfingen.

 

While the concept changed little, the execution became steadily more refined. By the time this magnificent Spezial Roadster was built in 1939, there were few remaining competitors to Mercedes-Benz for the mantle of premier luxury-performance automobile manufacturer.

 

Its Grand Prix cars were consistently challenged only by Auto Union, while Rolls-Royce, Delage, Talbot-Lago, Delahaye, Bugatti and Cadillac all offered cars perfectly suitable for cruising the French grandes routes and the boulevards of the Riviera and Santa Monica. Bugatti and Alfa Romeo both offered comparable automobiles in concept, technical intrigue and daring design. But ultimately, none matched the quality and distinctive design, let alone the impressive performance, of the Mercedes-Benz 540 K with its supercharger engaged while its privileged passengers were cosseted in rich, luxurious surroundings.

 

Each 540 K commanded the best of Mercedes-Benz’s resources, and each was individually constructed to the finest German standards, using only the most enduring materials and the finest craftsmen drawn from Daimler-Benz’s thousands of employees. Remarkably, at a time when most luxury automobiles were supplied as rolling chassis to coachbuilders of their new owners’ choice, Mercedes-Benz created almost all the body designs for its premier models in-house and built them in the extensive facilities at the Sindelfingen Werk. Under the guidance of Wilhelm Haspel (who would go on to be Chairman of the Daimler-Benz management board from 1942-1952) and designer Hermann Ahrens, Sindelfingen became both a highly efficient facility for production bodywork and the source of some of the most elegant, sporting and finely crafted limited production coachwork ever created.

 

Spezial Roadster

 

The ultimate Mercedes-Benz 540 K was the Spezial Roadster. Exceptional at the time, the 540 K Spezial Roadster has subsequently firmly established itself at the pinnacle of classic cars. Priced at 28,000 Reichsmarks, about $12,000 in Germany at the prevailing exchange rate, the New York importer Mitropa Motors asked $14,000 landed in the US – about 40 % more than the most expensive catalog-bodied Cadillac V-16. The 540 K Spezial Roadster is an awe-inspiring blend of size, performance and style, possessed of a commanding presence that is palpable in any surrounding.

 

Constructed on a nearly 130-inch wheelbase chassis and stretching fully 17½ feet overall, the Spezial Roadster effectively accommodates only two passengers. Yet, Hermann Ahrens and the Sindelfingen designers succeeded in so skillfully blending its elements that its proportions are harmonious. One of the Spezial Roadster’s defining characteristics is the gently sloping Mercedes-Benz radiator that is tucked back behind the front wheels’ centerline between sweeping front fenders. Subtle bright accents complement and outline the form of the body elements, punctuated by functional and stylish details that draw the eye and mitigate the effect of the car’s size. Two massive exhaust pipes emerge from the hood’s right side and disappear into the fender.

 

The Spezial Roadster’s imposing presence is matched by its impressive performance. The stiff frame and fully independent suspension support its two-ton mass effortlessly, soaking up irregularities in byways and at its best showing the 540 K’s relaxed 85 mph cruising speed on the Autobahn. Mercedes-Benz fitted a camber compensator spring to the 540 K to offset the swing axle independent rear suspension’s tendency to sudden camber changes, and the resulting driving experience is balanced and satisfying. This is no sports car, but for two people to cover vast distances of good highways in comfort, it is nearly unmatched.

 

Of the 419 examples built during the 540 K’s production life from 1936-1939, the most dominant were the Spezial Roadsters designed and executed to the highest standards in Mercedes-Benz’s own karosserie in Sindelfingen. Only 25 540 K Spezial Roadsters were built.

 

Chassis no. 408383

 

This example, chassis number 408383, has both unusual attributes and a fascinating history. It was completed in early August 1939. As a late 540 K it had the five-speed transmission with overdrive fifth speed which Mercedes-Benz introduced in 1939. Its first owners were the Horn brothers, proprietors of an exclusive boutique in Berlin. As World War II escalated it went into hibernation, having covered minimal mileage.

 

Its design is unique among even the highly specialized and individual 540 K Spezial Roadsters. It is believed that Rolf Horn, one of the brothers, had a major influence on its conception and design, a role entirely consistent with Sindelfingen Sonderwagen’s function as custom coachworks to the elite and privileged.

 

The Horn brothers’ 1939 Mercedes-Benz 540 K Spezial Roadster retains the traditional chassis layout with the raked vee-shaped radiator set back between the front fenders, long hood and cut-down doors. Beyond that, however, it presents a much different visage. The front and rear fenders are a near teardrop shape and fully skirted. The sweeping running boards characteristic of earlier spezial roadsters have been eliminated in favor of small frame covers.

The low doors have rollup windows and rise abruptly past the rear hinged doors to a hard boot cover over the folded top, giving the rear deck a smooth, aerodynamic surface and taper. The windshield is one piece but sharply raked in line with the cowl with large wind wings on each side. It opens from the bottom for ventilation and has blue-tinted glass sun-visors. A slim chrome beltline accent traces the hood break then sweeps downward, paralleling the door tops before tapering to a fine termination at the rear fenders.

 

Liveried in black with black leather upholstery and top, the chassis is unadorned by chrome and essentially hidden below the body and fenders. Even the 540 K’s outside exhaust head-pipes subtly drop into the right front teardrop fender almost out of sight and only emerge as two small tailpipes under the rear bumper. Black hub and rim wire wheels with bright spokes and Mercedes-Benz’s signature wheel balancing weights accent wide whitewall tires.

Accessories are few: just a combination spotlight and rear-view mirror for the driver, a Telefunken radio with German city bands marked on its dial with its antenna subtly placed behind the driver’s door and a pair of trafficator turn indicators on the cowl.

 

The profile of this 1939 540 K foreshadows Hermann Ahrens’ design for the postwar Mercedes-Benz 300, a rare transition piece connecting classic Thirties Mercedes-Benz Sindelfingen design and generations of Mercedes-Benzes to come.

 

The car’s immediate postwar history is not known with certainly, but in 1967 it was discovered in the Soviet Union by Alf Johansson. Mr. Johansson’s acquisition of the car is detailed in the book European Classic Cars: The Survivors Series by Henry Rasmussen. The book details his two-year quest to see the car in the suburbs of Moscow, as it had reportedly been stored at a Soviet general’s summer house. Although the general had since passed away, Alf made contact with his son, from whom the car was eventually acquired after two months’ persistence. Equally challenging was the car’s exportation to Sweden from Soviet-era Russia, even though Alf now owned the car. He persisted with help from various contacts and even his colleagues at Moscow Radio. Ultimately, in a daring show of bravado, he simply drove it over the border as a tourist and onto Finland, thereby preserving a very valuable piece of Mercedes-Benz history.

 

A few years later it was restored and then sold to Thomas W. Barrett III in 1977. Today it is offered from the Lyon Family Collection, wherein it has been treated to regular maintenance by professionals.

 

Inspection

 

In preparation for its offering at auction in Monterey, 408383 was inspected personally in California by two veteran experts from Mercedes-Benz Classic Germany. Their impressions were very positive, as they concluded in their expert opinion that this car is a matching-numbers example. Finished in its correct original color of black, the engine is original to the chassis and retains the original number plate. The transmission is of the correct series, as is the steering box, and all correct stampings were found throughout, including on the bodywork. The body number was found on numerous parts, further corroborating the car’s originality. All in all, the car is composed of very original components, the way it left the factory.

 

1939 Mercedes-Benz 540 K Spezial Roadster s/n 408383 is a superbly maintained example of the most rare and desirable of all Mercedes-Benz 540 K Spezial Roadsters. Its design, with teardrop fenders, no running boards, hidden spares and gracefully tapered rear deck, is a choice transition between classic Mercedes-Benz 540 K design by Hermann Ahrens and the Sindelfingen coachworks and the more modern, elegant and streamlined concepts of the Fifties. It has the rare five-speed overdrive transmission. It abounds in exceptional details and is beautifully presented in its all-black livery that highlights the body’s unique configuration.

 

“Unique” is an overworked and sometimes inappropriately applied adjective, but it is very appropriate when applied to this singular, beautiful Mercedes-Benz 540 K Spezial Roadster.

 

1939 – Horn Brothers Germany

1940’s – 1967 – Unknown

1967 – Discovered in Russia

1967 – Alf Johansson Sweden

1977 – Thomas Barrett III USA

?? – Lyon Collection

2011 – RM SOLD @ US$4.62 mil.

 

With three auctions over the next three days, what to buy ?

 

1953 Ferrari 375 MM Spider

by Pinin Farina 

 

Chassis No.

0362 AM / 0374 AM

 

Estimate:

€3.300.000-€4.100.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

340 hp, 4,522 cc SOHC V-12 engine, three Weber 40 mm 1F/4C carburettors, four-speed manual transmission, independent front suspension by double wishbone and coil springs, rear live axle with semi-elliptic leaf springs and trailing arms, four-wheel hydraulic drum brakes. Wheelbase: 2,640 mm (104″)

 

• The second of only 15 Ferrari 375 MM spiders bodied by Pinin Farina

• Winner of two national championships in Argentina in 1954-55

• 18 podium finishes, including 11 wins, between 1954-57

• Discovered in Uruguay in 1983; restored in Italy 1984-86

• Two Mille Miglia Storicas and four Monterey Historics, four Colorado Grands

• Ex-Count Vittorio Zanon, Yoshiho Matsuda, John McCaw

 

The World Sports Car Championship was in its infancy in 1954, yet the characters, races and cars involved have become the stuff of automotive legend and racing fantasy. The world’s most famous drivers were bravely risking life and limb and travelling round the world to secure victory at the great racetracks and road courses, from Sebring and Le Mans to the Mille Miglia in Northern Italy and the Carrera Panamericana in Mexico. It was in these early, formative years that the great European sports car manufacturers competed head to head, not only with professional works drivers (many with Formula 1 experience) but also with countless privateers and self-financed gentlemen drivers who were pitted against the factory entries on the starting grids, and held their own.

 

The ‘54 season comprised six endurance races, contested by the likes of Jaguar’s C- and D-Types, Maserati’s A6GCS, Porsche’s 550 Spyder, Cunningham’s C-4R and Aston Martin’s DB3S. The Scuderia Ferrari won three of the six races that season, beginning with the 1000 Km of Buenos Aires on 24 January. The starting grid of this race read like a who’s-who of sports car racing: “Fon” de Portago in a Ferrari 250 MM, Maurice Trintignant, Louis Rosier, Roy Salvadori and the Americans Masten Gregory, Phil Hill and Carroll Shelby in an Allard, each of whom were early in their careers and had yet to make a start in Formula 1. Joining those sports car heavyweights were about 15 local Argentinean privateers, including the polo player Carlos Menditeguy and, in the case of the Ferrari offered here, José Maria Ibáñez, a 33-year-old with experience in racing Ferraris who enjoyed considerable success in 1953 with a Ferrari 225S Vignale Spyder as well as an Allard in a Buenos Aires event, setting fastest lap. Ibáñez started the year first in a Ferrari single-seater at Rio de Janeiro before he returned to Buenos Aires for the first race of the World Sports Car Championship, which took place at the two-year-old Autódromo 17 de Octubre in conjunction with a stretch of nearby highway.

 

The car he entered was a brand-new Ferrari 375 MM powered by Aurelio Lampredi’s Formula race-proven and very powerful 4.5-litre V-12 engine, which had been purchased new by Enrique Diaz Saenz Valiente, a fellow racing driver and competitive Argentinean sport shooter who won a silver medal at the Olympic Games in 1948. With top speed approaching a blinding 180 miles per hour, 0-100 mph in 11.5 seconds and a shiver-inducing exhaust note, this car demanded the highest driving skills. This 375 MM had been completed in December the previous year after Pinin Farina built the svelte sports racing body. Finished in the Argentinean colours of pale blue with a yellow stripe, the car was shipped to South America with 10 other Ferraris and 10 Maseratis with the identity of chassis number 0374 AM—a switch made by the factory from its originally designated 0362 AM to satisfy a client willing to pay for the car immediately. Such identity changes were not uncommon by the Ferrari factory for a variety of reasons, including tax savings. In fact, of the fifteen 375 MMs built, a remarkable four cars received different chassis numbers.

 

By the time the raced started, Ibáñez diced successfully with Nino Farina and Umberto Maglioli, in the winning factory 375 MM, and held his own against the Porsches, Maseratis and other Ferraris in the race. Unfortunately, on lap 11 of the race, his co-driver Ignacio Janices flipped 0374 AM at speed at the Avenida de la Paz roundabout, escaping injury. Despite this unsuccessful outing, it should be noted that Ibáñez returned to the same venue the following year, winning the race outright in a Ferrari 375 Plus.

 

Following the damage to 0374 AM, the Ferrari was repaired and repainted red with a black hood and white nose. Ibáñez entered two more races before Diaz Saenz Valiente got behind the wheel and, in testament to his tremendous skill, won seven races in the rest of 1954 and the Argentine Sports Car Championship. Diaz Saenz Valiente won the Argentine 500 Miles at Rafaela on 23 May, the Buenos Aires Autodrome Handicap on 27 June, the Gran Premio Inverno on 4 July, the 1st Gran Premio Independencia on 11 July and the 4th Gran Premio Bodas de Plate on 5 September—an extraordinary achievement for a Ferrari chassis that was less than one year old!

 

Diaz Saenz Valiente’s greatest victory, however, was in the Turismo Carretera road race, organised by the Tres Arroyos Club on 11 September. It was a rigorous 368-kilometre loop of paved and dirt roads, six hours south of Buenos Aires, that had to be covered twice. Juan Manuel Fangio excelled at this kind of stock car racing, and the club decided to admit a sports car class.

 

Diaz Saenz Valiente drove his race car the 1,168-kilometre round trip to the 736-kilometre race and won at an average speed of over 210 km/h. His time of three hours, 28 minutes and 24 seconds was 25 minutes ahead of the closest Turismo Carretera entry and his speed on the straights exceeded 275 km/h—this, in a sports racing car with a low-cut windscreen, minimal driver protection and a rip-snorting V-12 under the hood.

 

In an interview in El Grafico, he described how he had persuaded a friend to fly his plane in front of the Ferrari to frighten away birds, but the idea hadn’t worked, because his car was faster.

 

“During the first lap, I was passing the first control point at 245 km/h, and I found it difficult to see the instruments, because the car vibrated—and because I had my head in the wind. The birds proved quite a problem because at the high speed I was driving, I did not give them time to fly away, and I crashed into them. There were feathers all over, and the Ferrari finished the race with its bodywork full of dents”.

 

Saenz Valiente would drive s/n 0374 AM once more at the Buenos Aires Spring Races, which he won, then ordered a 375 Plus and sold s/n 0374 AM to Castro Cranwell. Cranwell resold the car to Cesar Rivero and Raul Najurieta, who would do most of the driving. Najurieta’s first race was against none other than Diaz Saenz Valiente in Buenos Aires and he finished second.

 

Najurieta and Rivero teamed up at the Buenos Aires 1000 Km on 23 January 1955 and finished second to Diaz Saenz Valiente again. Najurieta hit his stride, trading first and second places with Diaz Saenz Valiente through the rest of the season, finally winning the Argentinean championship, the second straight championship for s/n 0374 AM.

 

Najurieta could not repeat his success in 1956 and 1957, with one exception. He won the 500 Miles of Argentina at Rafaela in June 1956, with a plaster cast on his broken right leg. The car’s race history ended with a 1957 crash, and it was modified with an American V-8 for street use.

 

Discovered in Montevideo in 1983, s/n 0374 AM was shipped to Italy and bought by Count Vittorio Zanon di Valgiurata, then-president of the Italian A.S.I, who commissioned its restoration between 1984 and 1986. Zanon purchased a correct 375 MM engine, number 0376, from noted Ferrari historian Richard Merritt in Bethesda, Maryland and entered the car in the 1987 Mille Miglia Storica. He then sold the car to Giorgio Perfetti of Switzerland, who entered the 1988 Mille Miglia.

 

In August 1989, 0374 AM came to the U.S. before being acquired by noted collector Yoshiyuki Hayashi in Tokyo, and then Yoshiho Matsuda. Subsequent owner and Ferrari collector Chris Cox raced and showed the car between 1998 and 1999 at such venues as the Monterey Historic Races and the famed Cavallino Classic in Florida before its acquisition by yet another well-respected Ferrari collector, John McCaw. McCaw enjoyed the car on multiple driving events, having it overhauled and maintained mechanically by Ferrari specialists DK Engineering and John Pearson. Having since been refinished in red and black, the car was finally acquired by its present owner in 2006, a recognised Ferrari authority and enthusiast. Since that time, the car has proven to be an extraordinary event car, participating and successfully completing four Colorado Grand events. RM specialists can confirm the extraordinary performance and pavement-pounding acceleration of this race-bred 375 MM, as it wound its way through the sinuous Rockies. Its exhaust note is simply intoxicating, and the power from its 340-horsepower big block, triple four-barrel carburetted and magnetoed, racing Lampredi 12-cylinder engine is nothing short of spine-snapping.

 

For the dedicated vintage racer and rally event participant, the offering of 0374 AM is an opportunity not to be missed. It has been featured in numerous publications, from Classic & Sports Car to Cavallino, and is well documented with period images and an extensive history file. It is, of course, at its core a stunning example of Ferrari’s most potent model in 1953: an all-conquering sports racing car piloted in period by Argentina’s most successful gentlemen drivers with back-to-back Argentinean championships. The new owner now has the privilege of writing the next chapter of its glorious history, from the corkscrew at Laguna Seca to the starting grid in Brescia.

 

 

 

1948 Ferrari 166 Inter Spyder Corsa

by Carrozzeria Fontana  [CLICK HERE FOR MORE PHOTOS] 

 

Chassis No.

012I

 

Estimate:

€1.100.000-€1.800.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

Est. 190 bhp, 2-litre overhead-camshaft V-12 engine, four-speed manual gearbox, independent front suspension via A-arms, transverse leaf spring and hydraulic shocks, rigid rear axle with semi-elliptic leaf springs and hydraulic shocks, four-wheel hydraulic drum brakes. Wheelbase: 2,420 mm (95.3?)

 

• The ninth Ferrari built, the sixth of the iconic 166 Spyder Corsas

• Elegant 1950 Barchetta body by Carrozzeria Fontana

• Extraordinary provenance, including winner of the 1949 Italian Hill Climb Championship; twice run in the Mille Miglia and three documented entries in the Targa Florio

• Numerous race wins with top drivers, including Giovanni Bracco, Umberto Maglioli, Giannino and Vittorio Marzotto and Froilan Gonzales

• Superb, fresh, no-expense-spared restoration by respected specialists, utilising original chassis and 1950 Fontana body

 

 

The Story of ‘Chiodo’

 

012I is one of the most charismatic Ferraris we’ve had the pleasure of representing. This very early example was the ninth Ferrari built, according to the chassis sequence, and the sixth of the extremely competitive 166 (two-litre) Spyder Corsas. It was a potent weapon, regularly discharged in capable hands and its racing record is illustrious, certainly equal to or exceeding all 166 SCs. 012I’s career was punctuated with numerous upgrades to its drivetrain and coachwork to remain competitive.

 

012I began its ‘life’ as a 166 Inter with cycle-winged bodywork by Ansaloni, one of the factory race cars to become known as ‘Spyder Corsas’. Completed in May, 1948, it just missed entry into the 1948 Mille Miglia, alongside its sister car, 010I, driven by Tazio Nuvolari. Under the Scuderia Ferrari flag, 012I was first deployed as a Grand Prix racer in the Bari GP, piloted by Ferdinando Righetti. Next came the Jun Mantua, (Giampiero Bianchetti), then on to the Pescara GP, where Count Bruno Sterzi garnered the car’s first podium trophy, finishing an impressive second overall. More success was to come at the Coppa d’Oro delle Dolomiti, with Sterzi finishing ninth overall with co-pilot Enzo Monari. This event was the occasion of 021I’s first engine transplant (believed to be 022I, now in the first Barchetta, 0002M). Thereafter, in the car’s inaugural season, factory driver Giovanni Bracco brought further victories to Ferrari in hill climbs, starting with the Coppa d’Oro Dolomiti and the Rocco di Papa Hill Climb, where Bracco achieved an astonishing first place overall, winning the Gallenga Cup.

 

It was thus that Giovanni Bracco, an impatient young man from Cossila, Italy became the first ex-factory owner of 012I in early 1949. Bracco was an extrovert who loved food, women and the high life. After the death of his father, Bracco discovered a talent for road racing and did so with a passion. His motto was, famously, “Either it goes or I crash it”.

 

Bracco and 012I competed in at least 13 different races in 1949, though not without some sweat and frustration. The Ferrari motor from 1948 required, as it was once said, acrobatic feats to operate. In those days, racing fuel was a blend of gasoline and alcohol. Once started, one had to lick a finger and touch the exhaust manifold to verify that all 12 cylinders were firing correctly. After bringing the motor up to temperature, it was necessary to change the spark plugs–not an easy task. As a result, 012I became known as “Il Chiodo di Bracco”, or just “Chiodo” (literally meaning “nail”). With at least 13 recorded entries, Chiodo was remarkably active in Bracco’s hands in 1949, sometimes co-piloted by Ferrari Grand Prix driver, Umberto Maglioli.

 

Bracco and Maglioli’s first race together was in the Giro di Sicilia, followed by entry into the Mille Miglia (24 April, 1949), with Bracco finishing sixth overall in the Grand Prix di San Remo in between.

 

Though he raced in Grand Prix and endurance road races, such as the Mille Miglia, with Chiodo, it was his mastery of the hill climb that earned him the title, “Il Re di Montagna”, King of the Hill, for 1949. Bracco took first place overall at Como-Lieto Colle and again at the Corsa al Brinzio, both in May of that year. No fewer than five further hill climbs were contended with Bracco in Chiodo that year, every one a podium finish, including yet another first place at Pontedecimo-Giovi. For this remarkable effort, Bracco officially became the 1949 Italian Hill Climb Champion.

 

A footnote here opens a particularly interesting chapter in motorsport history, with Ferrari’s contribution to another racing dynasty. At the conclusion of the 1949 season, Count Vittorio Emanuele Marzotto acquired Chiodo from Bracco for a reputed one million lire, the first Ferrari of a long line that were to become part of Scuderia Marzotto, established by the five dashing and adventurous sons of textile mogul Gaetano Marzotto. The car was re-registered by its second owners, the Marzottos, with Vicenza plates ‘VI 18132.’

 

Being courtesans by trade, the Marzotto brothers were famous for ‘re-clothing’ the cars in their stable, as routinely as some of us might change our jacket. Deciding that Chiodo was too “Nuvolari” in appearance, the Marzottos commissioned a re-body that was termed “Spyder da Corsa Ferrari projecto Mille Miglia 1949”, or as we now know it, a Barchetta. Entrusted to Carrozzeria Fontana, this initial collaboration emulates the popular design of the Touring-bodied Ferrari, the legendary 166 MM ‘Barchetta’ (little boat). It is this variation from original that has survived, remarkably intact, through the present day.

 

Fontana’s homage to the Touring Barchetta was fresh and attractive, with Chiodo’s new wrapper an arguably more graceful execution than the well-known Touring version. Aside from its longer, more seductive rear profile, notable dissimilarities include lack of a boot aperture, a full width, peaked windscreen and a distinctive aggressive stance.

 

Wasting no time after completion, Giannino Marzotto entered Chiodo in the 1950 Targa Florio (2 April 1950), with co-pilot Marco Crosara. (Ultimately, they abandoned the race to save the life of their friend and competitor, Fabrizio Serena.)

 

Soon, however, it was time for the Mille Miglia, this time entered by Vittorio with the car’s designer Paolo Fontana as his co-pilot.

 

Displaying the now-iconic race number ‘722’, the official entry indicated Chiodo as a ‘Type 195S Barchetta Fontana’ (indicating what is presumed to be another engine upgrade, to 2.3 litres). The result was a stunning ninth overall finish, representing an estimable Sixth in Class, and beating the Ferrari team entries–to the enduring consternation of “Il Commendatore” himself.

 

This event may mark the beginning of the love/hate relationship that Enzo Ferrari had with the Marzotto brothers–young men who dared to alter his designs but refused to lose when competing head-to-head with factory entries.

 

Subsequent to its magnificent performance in the Mille Miglia that year, hill climb champion Bracco was enlisted at least once again, this time to drive the car at the Parma-Poggio de Berceto hill climb, where he again achieved first place overall. This appearance was followed by a hill climb entry by Vittorio Marzotto, where he also finished first overall at the Treponti-Castelnuovo event, sponsored by the Automobile Club di Padova.

 

At the end of 1950, the coachwork was modified, yet again, by Fontana for the 1951 season, with the addition of a fastback hardtop, along with the requisite ‘Berlinetta’ fixed windscreen, outside door handles and windscreen wipers, and now liveried in an apparent shade of silver.

 

By June, 1951, Chiodo was becoming obsolete in racing terms. However, never satisfied to give in to practical realities, the Marzottos pressed on and registered a form for the Italian tax authorities, specifying an increase from 23 to 29 taxable bhp. It is believed that Chiodo ran in August 1951 at the Giro di Calabria, driven by the Mancini brothers (#805), with 2,080 cc, finishing third overall, proving beyond any doubt that it was still competitive after all.

 

In the next recorded event for Chiodo, Scuderia Marzotto entered the German Grenzlandring with driver Franco Comotti, who placed second overall in September, 1951. This was followed later that month with an entry to the Gran Prix di Modena, where none other than Ferrari Grand Prix champion Froilan Gonzalez (the “Pampas Bull”) placed Chiodo sixth overall for the Marzottos.

 

The 1952 season for Chiodo began at the Gran Premio di Siracusa, again with Comotti at the wheel, who placed sixth overall–very respectable for a car now into its fourth year of competition. Comotti, yet again, was chosen to pilot the car at the Grand Prix of France at Montlhéry (DNF).

 

Remaining with Suderia Marzotto until the team’s liquidation in 1953, Chiodo was sold to Ferrari test driver Martino Severi, in a package with nine Ferraris, their transport truck and “a mountain of parts”. This lot was thereafter dispersed with some of the cars sold to the Mancini brothers of Rome, where Chiodo was likely utilised within the network of famed elder gentlemen drivers known as “The Roman Racers”, including Serina, Taraschi, Matrullo and Raffaeli.

 

As a final act of fate, it is said that Giannino Marzotto was approached for financial support by a broke and anxious Enzo Ferrari, circa 1953. Giannino agreed to invest, and Ferrari received its new lease on life to the great relief and benefit of automobile enthusiasts. The Marzottos’ contribution to the Ferrari legacy cannot be overstated.

 

The last recorded competition entry for Chiodo was as a Targa Florio entrant in 1955, in the hands of aging Roman racer Francesco Matrullo, in his last known race. A thrilling coda for Matrullo one imagines, but finally, Chiodo was, officially, no longer competitive. Interestingly, and documented by an event photograph, Chiodo now had a shortened wheelbase, reduced by some 150 mm. One can only speculate the reasons why, but as a warrior with an eight-season racing career, including noteworthy success as a hill climb champion, a shorter wheelbase might have provided some handling advantage on twisty ascents.

 

Fast forward to 1970. Chiodo resurfaces in a dark garage in south Rome, now with the auxiliary hard top removed but with the Fontana body remaining on the shortened original chassis. A single photograph of the car, looking forlorn and war weary, by Ferrari aficionado Corrado Cupellini, documents this. Cuppelini agreed to acquire the car, along with a 166 engine from the 1950 Marzotto Formula 2 Ferrari, 116MS, and proceeds with a light overhaul to get it into running condition. He then sold Chiodo to Jacques Thuysbaert in 1972. (Engine 116MS remains with Chiodo to this day. A more potent two-litre Ferrari powerplant was never produced; this is the 166 engine in its ‘ne plus ultra’ form.)

 

Around 1975, noted Ferrariste, author and historian Jess G. Pourret inspected the car for California Ferrari collectors Ed Niles and William A. Schnabacher. Mistaking Chiodo for the non-existent “09C”, they were expecting an F2 chassis from Scuderia Marzotto. Not realising they were standing before the ninth Ferrari to leave the factory, they send it back to Willy Felber’s Haute Performance SA in Morges, Switzerland, whereupon it was sold to Giuseppe Medeci of Reggio Emelia. Medeci embarked on its first restoration, which was entrusted to Autofficina Piero Mazzetti in 1976.

 

And so, Chiodo emerged roadworthy and was completed in time for entry into the first Mille Miglia Storica event, held 17-19 June 1977. The car, wearing race number 84, was piloted by the owners, Medici & Medici, helping to establish the Storica, which continues to this day as perhaps the most high profile of all the world’s historic revival road races.

 

Sometime later in 1977, Chiodo was sold back to Willy Felber, after which ownership was transferred to Jean Zanchi of Lausanne, Switzerland in 1978.

 

In 1979, Zanchi campaigned Chiodo in historic events, such as the Coupe de Lage d’Or at Montlhéry, Paris and the VII AVD-Oldtimer-Grand Prix at the Nürburgring in Germany, driven by Pierre De Siebenthal.

 

Zanchi raced Chiodo one last time in the Grand Prix of Lausanne, after which he decided it was time to restore the car properly, intending to replace the tired 40 year old metal that was then held together by rivets and plaster. Thankfully, he didn’t get very far…

 

In the late ‘90s, the current owner travelled from California to the small garage of Beppe Castagno, outside Turin, to inspect this enigmatic car and found what he was looking for. He purchased it mid-restoration, with the objective of saving the original body, chassis and the F2 engine and to restore Chiodo to its former glory from its penultimate 1950 season.

 

Castagno was initially commissioned to re-restore the car, but years later, with little progress made, the owner made the decision to collect the car and bring it to California, where he could more ably manage the process, entrusting Chiodo with top experts in the rarified field of early Ferrari restoration.

 

So, by the mid-2000s, the car was safely in California, with a game plan now formulated to use its remarkably intact 1950 Fontana body on the original chassis, extending them to their original proportions.

 

The engine, still the ex-Scurderia Marzotto 166 F2 unit, was rebuilt by master Ferrari technician Patrick Ottis of Berkeley, California. The fresh engine was dyno tested at 190+ bhp at 6000 rpm, impressive by any standards for a 2-litre, and outstanding power in a light car.

 

The chassis and body were ultimately sent to ‘preservationist-restorer’ Curtis Patience in Portland, Oregon. A veteran of Brian Hoyt’s Perfect Reflections, Curtice is also a world-class metalworker. As well as locating and confirming Chiodo’s original chassis number (012I), he found another original 166 Spyder Corsa chassis from which to confirm dimensions and engineering, along with original blueprints, which also served to ratify the chassis as an original Syper Corsa. Curtis’s ‘carchaeologist’ account of his own odyssey restoring the car is documented in the second quarter of the 2011 issue of the The Prancing Horse (#179), just as the project was reaching its wonderful finale.

 

Ultimately, Chiodo was sent to Ivan Zaremba and the inestimable team at Phil Reilly & Co. of San Rafael, California for final sorting, fettling and testing. This is one of the most critical stages in any ambitious restoration, but “Fortunately”, as Ivan says, “I’ve done this before”. This final phase was completed in January, 2012.

 

So, Bracco’s wondrous ‘nail’ has survived, a testament to its intrepid competition career and the enthusiastic, meticulous research and commitment to authenticity and excellence on ample display by its current owner, who has admirably resurrected a piece of living history. The car now speaks for itself, the product of the best minds and technicians in the Ferrari world today. Unveiled here for the first time since its completion, this important Ferrari is ready to be shown and/or enjoyed on the road. As a (twice) past competitor in the original Mille Miglia, it has virtually guaranteed entry acceptance into the MM Storica and indeed, for most any other historic event on the planet. And with 190 bhp on tap, Chiodo is once again prepared to dominate the field.

 

 

1957 Ferrari 625 TRC Spider   

Chassis No.

0680 MDTR

 

Estimate:

€3.000.000-€3.700.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

320 bhp, 2,953 cc Tipo 128 SOHC per cylinder bank V-12 engine, six Weber 40 DCN twin-choke carburettors, alloy four-speed manual gearbox, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, nine-inch differential, live rear axle with parallel trailing arms and coil springs, and four-wheel hydraulic finned aluminium drum brakes with steel liners. Wheelbase: 2,250 mm (88.6″)

 

• One of only two stunning, factory-built 625 TRCs ever built; fully documented provenance

• Bought new by famed racing driver and pioneering American Ferrari importer, John von Neumann

• Successful period and vintage-racing history, including such luminaries as Richie Ginther

• Single ownership in California for over 30 years; expertly restored and race-ready

• Accompanied by original, very rare, matching numbers Type 625 2.5-litre Ferrari racing engine

 

To call Ferrari’s TRC for 1957 “one of the prettiest Ferraris built”, as preeminent Ferrari historian Richard F. Merritt put it, is surely an understatement. It is a design without fault—a timeless, downright breath-taking execution of Italian motoring passion, married to one of the greatest sports racing chassis of all time, and in this particular car, complemented by an aggressively unmistakable, shiver-inducing exhaust note that the trained Ferrarista’s ear will immediately peg as that of a proper “Testa Rossa”.

 

Ferrari Importer Extraordinaire

 

John von Neumann’s life story was the stuff of adolescent fantasy. Born to an Austrian family, he arrived in the U.S. as a student in 1939, joining the military during wartime and promptly beginning his sports car racing career, associating with the future ‘who’s who’ of Southern California’s car culture and co-founding the California Sports Car Club. While he ramped up his dealership activities on the West Coast with his wife Eleanor, importing the most famous (and, decades later, priceless!) European sports cars from Porsches to Ferraris, he continued his successful international racing career. On the dealership side, a young Richie Ginther helped him manage Ferrari Representatives of California, and indeed, his influence on Ferrari history cannot be underestimated.

 

0680 MDTR

 

The Ferrari on offer stands in a class all its own. Offered from single ownership for the past 30-plus years, its presentation at auction may very well be a once-in-a-lifetime opportunity. It is one of only two 2.5-litre 625 TRCs ever built by Ferrari, each specifically ordered by the larger-than-life West Coast Ferrari distributor Johnny von Neumann.

 

According to Bill Rudd, crew chief Harold Broughton and others, the 625 TRC was von Neumann’s favourite Ferrari, partly because of its superior handling—this from a man who owned a pontoon-fendered Testa Rossa, nearly 10 four-cylinder Ferraris in all, Porsche 550 Spyders and every other imaginable world-class sports car. In fact, the December 1957 edition of Road & Track asserted, “both von Neumann and Ginther say that [the 625 TRC] is the best handling and easiest of all Ferraris to drive in a race”.

 

Chassis 0680 MDTR is highly documented with complete history from new. It is the ninth of only 19 TRCs of all kinds built by Ferrari in total for 1957, including the Type 500 cars. Completed on 26 June 1957, it was finished in Dark Grey Metallic with a Maroon Stripe and purchased the following month, along with its sister car 0672 MDTR, by von Neumann.

 

Although 0680 MDTR raced mainly in California, its first two outings were in Europe, after von Neumann personally collected it from the Ferrari factory. He first took it to Salzburg, Austria in August, 1957, where he competed in the famed Gaisberg hill climb (“Grosser Bergpreis von Östererreich”), winning his class in only the car’s first outing. The incredibly fast and agile Ferrari performed equally well in Switzerland, finishing second in the Grosser Bergpreis der Schweiz in Tiefencastel-Lenzerheide in central Switzerland. Extraordinary period images attest to this car’s successful early outings, as it powered up the mountain, leaving Maseratis, Porsches and other Ferraris in its wake.

 

Having conquered its Alpine competition, 0680 MDTR was transported to California, where Appendix C rules did not yet apply. The car was modified during September/October 1957 with a single wraparound windscreen and metal tonneau cover. Its first race in the U.S. was at the very first race held at the famed Laguna Seca race track, which had been built for 1957 after the Pebble Beach road races were deemed too dangerous. Again, von Neumann skilfully piloted this car to a podium finish, 2nd, once again.

 

It raced nine more times during the remainder of 1957 and 1958 at Pebble Beach, Pomona, Hawaii and Santa Barbara, with von Neumann scoring two victories and three podiums during this prolific period. Other notable race outings include Laguna Seca on 15 June 1958, with future Ferrari Formula 1 driver Richie Ginther winning with 0680 MDTR. Josie von Neumann, the daughter of John and Eleanor and an accomplished racer in her own right, drove 0680 MDTR at the Vaca Valley SCCA National race in October, 1958, finishing 5th overall and 1st in class. Surely the arrival of the grey-liveried, von Neumann-entered 625 TRC at any start/finish line on the West Coast must have utterly disappointed the competition.

 

The 625 TRC was raced by John von Neumann at Pomona on 1 February 1959. On 26 April, Richie Ginther, the reigning 1958 Pacific Coast Sports Car champion, drove the Ferrari to a fifth-place finish at Avandaro, Mexico. Unfortunately, and despite all the success on both road and track, von Neumann’s marriage came to an end and the Ferrari dealership was sold. As such, 0680 MDTR was sold without an engine to successful owner-driver Stan Sugarman in Phoenix, Arizona, who had just sold his Maserati Birdcage.

 

A Chevrolet V-8 and a Borg-Warner four-speed gearbox were installed while in Sugarman’s ownership in 1960. 0680 MDTR was often driven in qualifying races by Jim Connor and handed over to car owner Sugarman for main events. The duo frequently placed on the podium in the races they entered. In fact, the car’s provenance is well documented throughout the 1960s as its owners successfully campaigned the car in and around the West Coast.

 

Single Ownership for Three Decades

 

Between 1969 and 1978, the car passed through a known succession of owners until Phil Sledge sold it to Bob Taylor. In 1981, 0680 MDTR was acquired from Mr. Taylor by the current owner, who commissioned its restoration, which was performed during 1982 and 1983 by David McCarthy at Phil Reilly in Corte Madera, California, where a Ferrari V-12 engine to Testa Rossa specification was fitted, and the car was painted red and fitted with a full-width windscreen.

 

Following its restoration, 0680 MDTR was shown at Pebble Beach in 1985, where none other than Jackie Stewart introduced the car to the hundreds of onlookers as “a car that has quite a record behind it. Many west coast races. Von Neumann himself drove it”. The roar of the V-12 engine was greeted by applause on the 18th green at Pebble Beach, from where the car resumed its competition career the same year at the prestigious Monterey Historic Automobile Races. (Extraordinary period video captures this event and is available for review by interested parties upon request or on RM’s website.) In fact, the dedicated owner has returned to Laguna Seca for this event annually ever since, except for 2002 and 2010. Notably, 0680 MDTR finished most often ahead of the pontoon-fendered Testa Rossas in attendance.

 

In all, the current owner raced 0680 MDTR on 113 occasions during a post-restoration vintage-racing career even more prolific than the car’s extensive period racing history.

 

What’s more, the car competed in the Ferrari Maserati Historic Challenge and was entered in a number of classic touring events. In 1999, at the 25th annual edition of the Monterey Historic Races, the 625 TRC won the Chopard Award for Presentation and Performance. In 2005, the Ferrari returned to the show field with another appearance at the Pebble Beach Concours d’Elegance.

 

Most recently, the Ferrari V-12 engine was completely rebuilt and fitted with new cylinder heads by world renowned noted Ferrari expert Patrick Ottis prior to the 2011 Monterey Historic Races. The brakes were also serviced with a rebuild of the brake hydraulic system and new carbon-fibre brake-shoe linings.

 

The car is powerful yet flexible and non-temperamental, harkening back to the long-lost era when high-performance cars were driven to the track, raced all-out and then driven back home afterward. It is most enjoyable and exhilarating in both environments today. With known history from new, 0680 MDTR has enjoyed coverage in several publications, including the 1957 Ferrari Yearbook and several editions of Cavallino, as well as such books as American Sports Car Racing in the 1950s and Antoine Prunet’s Ferrari: Sports Racing and Prototype Competition Cars.

 

Professionally maintained, both cosmetically and mechanically, 0680 MDTR is in excellent condition. As the owner stated,

 

Every year I buttoned the car up for the winter, drained the fluids, covered it snugly and completely such that its shape did not even show. Then months later when spring came around, and I’d pull all the covers off and see the car gleaming there in its sleek curves, even after 30 years of owning it, driving it, touching it, and looking at it, I would be astounded all over again at how beautiful it was. Then I would open the door, slip into the corduroy seat, turn on the ignition and fuel pump, give the 6 Webers a few pumps of the gas pedal, and push the starter button. Blam! It jumps to life, with that gorgeous smooth ripping sound of the V12 that is never ear-splitting, while at the same instant you not only hear it, but you also feel it, as it resonates and vibrates in your chest and body as well as your ears.

 

Perhaps most attractively, 0680 MDTR is offered at auction with its original, matching numbers 2.5-litre Ferrari Type 625 LM racing engine, which since its separation from its original chassis over 50 years ago, led an interesting life of its own, passing through Luigi Chinetti and on to Pete Lovely, who installed it in a Cooper Formula One racing car. Now, decades later, the remarkable original engine, which is exceptionally rare and desirable in its own right, has been reunited with its chassis to complement the prodigious power of the V-12 currently in the car.

 

As such, the possibilities for this Ferrari are virtually limitless. The new owner may choose to thoroughly enjoy the V-12 engine car as is or utilize its original four-cylinder motor and with relatively little effort, refinish the car in its original grey livery with dual hood bulges, thereby returning it to its von Neumann-era appearance and surely delighting the judges and fellow drivers at future Pebble Beach, Le Mans Classic or Mille Miglia retrospectives and concours events.

 

With an incredibly rich and highly documented provenance to match, potential interested parties should see an RM representative to view the extensive history file, containing restoration receipts, historical images, vintage magazine articles and even period video.

 

 

 

 

 

1968 Alfa Romeo T33/2 ‘Daytona’   

Chassis No.

75033.029

 

Estimate:

€900.000-€1.100.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

270 bhp, 1,995 cc fuel-injected DOHC V-8 with dual ignition, six-speed gearbox, independent front and rear suspension by double wishbones, rear-wheel-drive, and four-wheel disc brakes. Wheelbase: 2,250 mm (88.58”)

 

• One of the best documented Tipo 33/2 Dayontas of the period

• Ex-Nino Vaccarella, Teodoro Zeccoli, winner of 500 Km of Imola

• Stunning eight-cylinder power; gorgeous design

• Exceptional event car; FIA, HTP and FIVA documentation

 

Post-War Alfa Romeo Sport Car Racing

 

At the end of 1951, after winning the first two World Driving Championships with its Tipo 158/159 racers, Alfa Romeo retired from international Grand Prix competition. The company’s next major competitive effort was to be the famed Disco Volante (the ‘Flying Saucer’) sport car. An entirely new design, it appeared in 1952–1953, in both open and closed form. An intriguing 2-litre V-8 prototype engine design, built shortly afterward and intended for a sporting GT car, was shelved.

 

In the early 1960s, when Alfa Romeo and its competition arm, Autodelta, were scoring many victories in touring and GT races, especially with the Giulia coupé derivatives and the TZ1 and TZ2, Alfa Romeo decided to re-enter international sport car racing. The stillborn 2-litre V-8 engine, which had been set aside ten years earlier, became the heart of Alfa’s return to sport cars. This effort would encompass eleven racing seasons and result in Alfa Romeo winning the World Championship in 1977.

 

The first of the new cars appeared in 1967, with a rather exotic H-shape chassis made of magnesium and aluminium. It was powered by a 2-litre V-8. This car was entered in a number of events, the first being a Belgian hill climb at Fleron, where Teodoro Zeccoli finished 1st overall. Zeccoli of course had a long history with the marque, having been an Abarth Works driver, a well-respected Le Mans and hill climb veteran and an Alfa Romeo test driver who was actively involved in the Tipo 33 project development. The name ‘Fleron’ became associated with this model, and that name persisted with the Tipo 33 Alfa Romeo sport cars. Alfa Romeo won four victories in 1967: three were in hill climbs and one was at the Vallelunga circuit later in the year.

 

For 1968, Autodelta’s brilliant chief engineer, Carlo Chiti, was preparing an “all-new” car for a serious international effort. Although it retained the original H-shape chassis, everything else was re-designed. Testing began in late-1967, and four cars, equipped with beautiful new coupé bodies, were ready for the February 24 Hours at Daytona race. They finished 5th, 6th and 7th overall, with an impressive 1st, 2nd and 3rd in the 2-litre class. These short-tail cars soon became known as the T33/2 ‘Daytona’. The later long-tail Le Mans racers similarly became known as the ‘Le Mans’ models. The new bodies had much better aerodynamic qualities, and the 1995 cc V-8 benefited from significant development work, producing 270 bhp at 9600 rpm. The 6-speed gearbox had been refined. The long-tail version was reaching just under 300 km/h at Le Mans. Factory and private entry T33/2s took part in 23 racing events in 1968, and won eight victories at various venues.

 

Chassis 75033.029

 

According to Alfa Romeo authority, Ed McDonough, chassis number 75033.029 is one of the few Alfa Romeo racing cars of the period, for which there is strong evidence of its identity. As McDonough writes, “…both Alfa Romeo and Autodelta kept very poor records of their competition cars and no comprehensive (official factory) written record exists which identifies which Tipo 33 chassis raced at which event. No one knows exactly how many T33/2 chassis were built, although there were believed to be about twenty. The chassis numbering system has always defied understanding”.

 

For the car on offer, however, there are two principal sources of provenance: the first is Teodoro Zeccoli, who did most of the early testing, kept his own diary and worked closely with Chiti. Race entry forms exist which match the chassis number on this car as it appeared at the races. There is also testimony from the original owners, as well as from the late Marcello Gambi, an ex-Autodelta mechanic who kept his own records and went on to restore many cars. McDonough believes the history of 75033.029 is “reasonably complete”, and notes “…that can only be said of about five or six of the 1968 cars”. As such, this particular racing car is in a very rarefied class of Alfa Romeos.

 

Documents show the first and most important race for 75033.029 was a 500 km non-championship event at Imola in September, 1968. Three Works entries appeared: Ignazio Giunti/Nanni Galli in chassis 017, Mario Casoni and Spartaco Dini in chassis 018 and Nino Vaccarella and Teodoro Zeccoli in 029. This race was considered a shakedown event for the team, prior to competing at Le Mans two weeks later. (The race was delayed several months that year.) Galli and Giunti starred in practice and the early laps, but it was 029, in the hands of the legendary Nino Vaccarella and the veteran, Teodoro Zeccoli, which worked its way steadily into the lead.

 

That race was Autodelta’s best showing since Daytona, and it proved to be the team’s first 1-2-3 victory, with the T33/2’s outperforming the field of Porsche 910s by a wide margin. In July, Vaccarella and Lucien Bianchi won the Circuit of Mugello race in what was thought to be 029, although irrefutable evidence for this claim has not yet been established. Nino Vaccarella reportedly told Ed McDonough and Peter Collins that “after Mugello, it was nice to win again in the same car at Imola”, which would argue strongly for the Imola winner being the Mugello 029 car.

 

Late in 1968, Autodelta, developing a new 3-litre car for 1969, sold some of the 1968 racers to privateers, whilst retaining a few to use until the new model was complete. 75033.029 was sold to an Italian, Antonio Zadra, who planned to compete in a number of events with his friend, Giuseppe Dalla Torre. The first of these was the 1969 Monza 1000 Kilometres, where the Scuderia Trentina 029 scored an impressive 10th overall and won the 2-litre prototype class. Zadra had Mario Casoni as his co-driver at the Targa Florio, where the car ran well but eventually retired. On 13 July, Zadra finished 8th at the Trento Bondone hill climb in Italy, and a week later, Zadra/Dalla Torre had Works support at the Circuit of Mugello. McDonough noted that 029 appeared there with a more open body fitted. Then came the Austrian 1000 Kilometres at Osterreichring, where Autodelta brought the new 3-litre cars. Zadra/Dalla Torre competed in 029 along with other private Alfa entries. 029 turned out to be the only Alfa to finish, this time in 17th place.

 

Zadra was 12th at the Karlskoga races in Sweden in August, and he shared 029 with Carlo Facetti at the Imola 500 Kilometres in September, but they retired. In 1970, Hubert Ascher bought the car and it appeared at Dijon, after which Klaus Reisch drove it at Neubiberg and again at Magny Cours in 1971. 029 was in the USA in the 1980s, and it returned to Europe, where Paul and Matt Grist found and restored it, then successfully competed in a number of historic events, including the French Tour Auto.

 

The owner states, “This is my personal Tipo 33/2 Daytona, the most original and best documented racing Alfa of that period. It’s well-sorted and blindingly fast for an 8 cylinder 2-litre. I have been invited (to compete) in about every event in this part of the world. It is versatile, exciting to drive and very reliable”.

 

Indeed, Classic & Sports Car seem to agree wholeheartedly with this assessment of the car in a recent road test, entitling their article “Once you’re in the groove, it has a lightness of touch not unlike that of a Grand Prix racer”. Mick Walsh went on to say, “With wide ‘pepperpot’ wheels packing its arches, gaping vents dominating its profile and aero wing-flicks indicating serious speed, the Daytona is the best-looking of the line that ran from the ‘66 Periscopica to the ‘77 twin-turbo flat-12 SC wedge”.

 

 

Complete with both Dutch and UK road registration, as well as all the requisite FIA, HTP and FIVA documents, it is certainly quite unique and ready for any number of historic racing events. Indeed, the opportunity to acquire a T33/2 Daytona is a very rare one. This particular car’s offering, however, marks what is surely a unique opportunity, by virtue of 029’s stellar racing record and known history. From the corkscrew at Laguna Seca to the open roads of France, there is surely no more exciting way to exercise one’s right foot than with a high-revving, 2-litre Alfa Romeo V-8.

 

________________

75033.029 Racing Record

1968 500 km Imola – 1st OA – Nino Vacarella / Teodoro Zecolli

1969 1000 km di Monza – 10th OA – Antonio Zadra / Giuseppe Dalla Torre

1969 Targa Florio – DNF – Antonio Zadra / Mario Casoni

1969 Mugello GP – DNF – Antonio Zadra / Giuseppe Dalla Torre

1969 1000 km Zeltweg – DNF – Antonio Zadra / Giuseppe Dalla Torre

1969 GP Swerige – 12th OA – Antonio Zadra

1969 500 km Imola – DNF (Engine) – Antonio Zadra / Carlo Facetti

1969 Preis von Salzburg – DNA – Antonio Zadra (did not run)

1969 Sports Neubiberg – 7th OA – Klaus Reisch

1970 Dijon – 14th OA – Hubert Ascher

1970 Mugello GP – DNF – Klaus Reisch

1970 1000 km Zeltweg – DNF – Klaus Reisch

1970 Sports Neubiberg – 5th OA – Klaus Reisch

1970 Magny Cours International – 3rd OA – Klaus Reisch

 

 

1950 Talbot-Lago T26 Grand Sport 

 

Chassis No.

110057

 

Estimate:

€1.150.000-€1.500.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

200+ bhp, 4,482 cc OHV aluminium inline six-cylinder engine with dry-sump lubrication, triple Zenith carburettors, twin-ignition cylinder head, Wilson four-speed pre-selector gearbox, independent front suspension with wishbones and transverse leaf spring, live rear axle with semi-elliptic leaf springs, and Lockheed four-wheel hydraulic drum brakes. Wheelbase: 2,500 mm (98.4″)

 

• Only three owners from new; complete with stellar period and vintage-racing history

• Co-driven at the 1951 24 Hours of Le Mans by Juan-Manuel Fangio and Louis Rosier

• Single ownership since 1958; restored, maintained and raced ever since

 

When engineer Antonio Lago arrived at Talbot’s Suresnes, France plant in 1934 with orders to restore its operations to health, he immediately injected a renewed focus on performance and racing to generate sales. New 2.7- and 3.0-litre six-cylinder engines, followed by a 4.0-litre unit for the Speciale, were soon developed to carry the wide range of luxurious cars demanded by Talbot’s discerning clientele. Entries at Le Mans in 1937 were followed by a focus on Grand Prix competition, with the four-litre’s reliability and fuel economy often providing the winning edge over the far more powerful competition from Alfa Romeo, Auto Union, Maserati and Mercedes-Benz.

 

The GP cars and sports racers of Talbot-Lago were quite closely based upon the marque’s production-car designs and this philosophy continued after World War II. With the help of Walter Becchia and Carlo Marchetti, the Talbot-Lago ‘six’ was increased in displacement to 4.5 litres and fitted with a new hemispherical combustion-chamber head, with the valve train actuated by dual camshafts with pushrods, similar to the Riley design. The long crankshaft was capably supported by seven main bearings, and this engine proved highly reliable and successful in competition.

 

Despite a horsepower disadvantage to the competition, a race-tuned version of the 4.5-litre Talbot-Lago six-cylinder engine powered the company’s two entries at Le Mans in 1950. There, a T26 Grand Sport was driven by Louis Rosier and his son, Jean-Louis (car number 5), and a Talbot-Lago monoposto (car number 7) was piloted by Pierre Meyrat and Guy Mairesse. Whilst both were considered underdogs, their durability and reliability provided the winning edge during the gruelling event, and they ultimately triumphed, outlasting the favoured Ferrari entries and achieving a stunning 1-2 finish, marking perhaps the company’s greatest racing victory. Mirroring the durability of his Talbot-Lago, winning driver Louis Rosier drove all but two laps of the race, adjusted his valve train in the pits and even suffered a black eye when he struck a wayward owl at night!

 

1950 Talbot-Lago T26 Grand Sport Chassis 110057

 

Originally built as a cycle-winged sports racing car, T26 Grand Sport Chassis 110057, the example offered here, was originally intended for the 1950 24 Hours of Le Mans, but it was not completed in time for the event and was subsequently purchased by 1950 Le Mans champion Louis Rosier, who entered it into the 1951 24 Hours of Le Mans. Race-numbered 6 and co-driven by Rosier and 1950 Formula One World Champion Juan-Manuel Fangio, the car retired from the race after 92 laps due to an oil-tank failure, where extremely hot motor oil spilled onto Fangio and caused him great pain.

 

Next, 110057 was rebodied under Rosier in 1952 by Italy’s Carrozzeria Motto to carry closed-wheel sportscar bodywork in compliance with new Le Mans regulations. Whilst Mr. Rosier had by then switched his racing focus to the Grand Prix with his single-seater, he continued to campaign his ‘motto barquette’ nonetheless. Following the 1952 Monaco Grand Prix, where the car, numbered 64 and with Louis Rosier and Maurice Trintignant driving, retired after 37 laps. At the 1952 Grand Prix de Reims, 110057 was numbered 42 and driven by Eugène Chaboud, who qualified 5th but did not finish.

 

In 1953, 110057 was sold to Georges Grignard and entered into the 1953 Coupé du Salon at Montlhéry, where it was numbered 4 and qualified 2nd but failed to finish, with Mr Grignard driving solo. That December, at the 12 Hours de Casablanca, 110057 was co-driven by Georges Grignard and “pay-to-drive” co-driver Lino Fayen, who unfortunately ignored repeated signals to stop for fuel, including a crewmember waving a massive fuel funnel at him in the middle of the track!

 

Following the 1951, 1952 and 1953 race seasons, 110057 was entered into the 1954 24 Hours of Le Mans and was to be driven by Georges Grignard and Guy Mairesse but was involved in a tragic accident on 25 April 1954 at the Coupe de Paris at Montlhéry. There, Mairesse was killed in practice when he struck a wall whilst attempting to avoid another car that had stopped on the racing line. It was subsequently locked away in the garage of Grignard, where it remained virtually untouched, still sitting on its transporter. In 1958, the present owner purchased 110057 and restored it, racing it for a number of seasons prior to returning the car to its original cycle-wing body style, in order to be eligible for participation in both historic GP and sportscar races. The car was UK-registered WXE68 and retains this number today.

 

As extensively documented within Pierre Abeillon’s definitive two-volume Talbot-Lago de Course, published in 1992, the current owner of 110057 visited the Talbot factory in 1958 in search of spare parts for his father’s T26 Record (chassis 101051), and whilst there, he enquired as to the availability of a single-seat T26C Grand Prix car. Even though they had been out of use for some time and none were believed available, Tony Lago suggested a visit to Georges Grignard in nearby Puteaux, France, who owned such a car, chassis 110057. Behind a dusty window of a nearby shed, this T26 Grand Sport was sighted. However, Mr Grignard’s asking price was quite high, and he clearly did not wish to sell.

 

Although the front of its “envelope” bodywork was damaged from the 1954 crash at Montlhéry, the car remained mechanically sound. A deal was struck to purchase the car, and in order to avoid the possible complications involved with trying to export the car to the UK, onsite repairs were completed by the new owner, with the help of his father and one of Grignard’s men, to allow the car to be driven for its shipment to England. In fact, just one front wheel and the radiator needed replacement.

 

Once in the UK and fully repaired, 110057 returned to the track by 1961 with the repaired Motto bodywork still in place, but after two seasons, the car was no longer competitive and was better suited for historic events.

 

The car returned for the 1968 season, but having decided that the closed-wheel body style was not optimal, the owner commissioned Robert Peel to re-skin the original open-wheel, cycle-winged coachwork of 110057 as closely as possible, a task made easier by virtue of the fact that the Motto “envelope” body was simply attached to the car’s chassis by outriggers. Still in bare aluminium, 110057 was unveiled for the opening of the Totnes Motor Museum in Devon, UK. In 1988, exact period-correct mudguard mountings were fitted to 110057 and after experiencing some engine issues in 1989, much of the car was dismantled, presenting an excellent opportunity to perfect the car and reconfigure the front of it exactly as original.

 

Offered from the collection of the current long-term caretaker of the past 54 years, who is a true purist and highly active gentleman racer, 110057 has been a virtual fixture in historic-racing circles for practically every season since 1961. Carefully maintained and perfected throughout the intervening decades, 110057 has been a consistent class winner in historic racing for many years through to 2011, including a Grand Prix class win that year at Spa-Francorchamps, and participation at the Goodwood Revival Meeting in the Juan-Manuel Fangio tribute race. In fact, this highly competitive car has never been beaten by another Talbot-Lago, including all-out Grand Prix-specification single-seaters.

 

It is wonderfully presented at auction with just three owners from new and complete racing history, having been driven competitively by the current owner and its early roster, including Georges Grignard, Guy Mairesse, 1950 Le Mans champion Louis Rosier, Maurice Trintignant and El Maestro, five-time Formula One World Champion Juan-Mauel Fangio, at such legendary circuits as Le Mans, Montlhéry, Monaco and more. Currently fitted with the engine from 110055, the Pierre Levegh car, accompanied at auction by its matching numbers engine, the T26 Grand Sport, is sold with many spares, which are documented on a list, and photographs for reference. A true “dual-purpose” car capable of competing either as a sports racer with its mudguards and lights or as a vintage GP car without them, 110057 offers its next caretaker a true myriad of possibilities.

 

 

1966 Ferrari 206 S Dino Spyder

by Carrozzeria Sports Cars   

 

Chassis No.

006

 

Estimate:

€2.200.000-€2.800.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

218 bhp, 1,987 cc DOHC V-6 engine, five-speed manual gearbox, independent double-wishbone, front and rear suspension with coil springs, and four-wheel disc brakes. Wheelbase: 2,280 mm (89.8″)

 

• One of only 18 examples produced

• Ex-Maranello Concessionaires racing team

• Ferrari Classiche certified

• Raced by Richard Attwood and David Piper

• Fully documented racing provenance

• Just four owners from new; same ownership since 1970

• Stunning Pierre Drogo-designed body work

 

In February 1966, Ferrari débuted a new sports-racing car formulated for the FIA’s 2-litre Group 4 class, with hopes of winning over the numerous privateer teams that campaigned in Porsches. Dubbed the Dino 206 S, the car was powered by the development of the 65 degree V-6 engine that had been conceived by Dino Ferrari, prior to his death in June 1956.

 

Originally co-engineered by legendary Alfa Romeo designer Vittorio Jano, then working as a consultant for Ferrari, the Dino V-6 motor was badged with a hand scripted autograph based on the younger Ferrari’s signature. Though it was introduced as a Formula 2 powerplant, an enlarged version of the engine was subsequently used in the Formula 1 cars, carrying works driver Mike Hawthorn to a Driver’s World Championship in 1958. Whilst Ferrari’s Formula 1 cars of the early-1960s increasingly adopted 120 degree V-6 engines designed by Technical Director Carlo Chiti, the Jano-engineered 65 degree Dino engine was, nonetheless, consistently enlarged and developed in various experimental sports prototypes, including the 246 SP, the 206 SP, the 196 SP and the 166 P.

 

Introduced for the 1966 racing season, the Dino 206 S appeared to be a scaled down version of the revered 330P, even wearing similarly ravishing coachwork care of Piero Drogo’s Carrozzeria Sports Cars in Modena. The visual appeal of Drogo’s aerodynamic body shell, which featured a combination of stressed alloy panels and fibreglass over a welded tubular semi-monocoque, was beautifully complemented by the Dino V-6’s fierce performance. By the end of the 1966 race season, the 206 S had proved its mettle, earning a 2nd place finish at the Targo Florio, 2nd and 3rd at the Nürburgring and a 6th place finish at Spa. Although the 206 S was originally slated for a homologation of 50 examples, labour problems prematurely interrupted production after only 18 cars had been assembled, and the model, therefore, remains a rare and important milestone in the arc of the Dino race car’s development, as well as a cornerstone of the Ferrari road cars that followed.

 

Excluding the Factory Works prototype, this beautifully restored 206 S is just the third example produced. This car was initially purchased on 23 April 1966, by Colonel Ronnie J. Hoare of Maranello Concessionaires Racing Team of Egham, Surrey, England, an authorised Ferrari dealer and racing concern originally founded by champion driver Mike Hawthorn. Finished in Ferrari Racing Red with the recognisable Maranello Concesionairs blue stripe, 006 made its competition début at the RAC Tourist Trophy in Oulton Park, England. Renowned British driver Michael Parkes was behind the wheel, with number 42. Unfortunately, the car had to retire early with final drive issues, but it still placed 21st OA.

 

The following June, 006 started 12th on the grid at the 1,000 Kilometres of Nürburgring, piloted by two of the most famous British drivers, Richard Attwood and David Piper. By lap 28, the car had advanced to 5th in class and 8th place overall before retiring early due to mechanical issues. These teething problems led to further refinement of 006, resulting in its best performance yet at the British Grand Prix at Brands Hatch, where Mr Parkes drove the car to 6th place overall and 1st in class.

 

In August 1967, Maranello Concessionaires sold this Dino 206 S to Gustaf Dieden, through Tore Bjurstrom, the official Ferrari concessionaire of Sweden. The correspondence between Colonel Hoare and Thomas Bjurstrom is very well documented, with letters on file from the Maranello Concessionaire archive. Hoare noted, “I am delighted to hear that you have decided to buy my Ferrari Dino 206/s 006”. After briefly campaigning the Ferrari on the Knutstorp circuit, Dieden competed in a total of six local races, five in Sweden and one in Denmark. After an off-road excursion at Knutstorp, the car was returned to the factory to be repaired, as the left front corner had been damaged.

 

Mr Dieden subsequently advertised the car in Road and Track, with the advert reading, “This fabulous sports racing car was built in Autumn 1966 but modified to works specification at Maranello works during the winter, 1967. Only raced five times by a novice, and it is in beautiful condition throughout. This car is absolutely race ready”. The car was bought by Hans Wangstre of Malmo, Sweden, who brought in driver Evert Christofferson as a co-owner. Under the name Team Bam-Bam, Mr Wangstre and Christofferson campaigned chassis 006 in numerous international venues over the following year, such as the Hockenheimring in Germany and the ADAC 1,000 Kilometres of Nürburgring. Highlights of this period include a 15th place finish at the Good Friday Meeting at Oulton Park on 12 April 1968 and a 22nd place finish at the Targa Florio on 5 May.

 

In 1969, chassis 006’s legendary Dino V-6 finally succumbed to the rigors of racing, a common problem that was due to the imbalance of the crank shaft. As an identical replacement block was deemed to be too expensive for a car that was increasingly dated from a competition standpoint, an experimental Volvo B20 engine was installed, and the car’s racing career effectively ended.

 

Together with the components of the original engine, the car was sold to the current owner in 1970, who had fallen in love with a Maranello Concessionaires Ferrari 206 S that he saw at Le Mans as a young man.

 

There are many photos on file of when the current owner acquired the car, and he stated, “Everybody thought I was mad to spend this much money on an old car”. The car then went into storage, during which time he searched high and low to acquire a correct-type replacement engine for the car. In 1974, he contacted the factory and to his delight, found out that one engine was left over in the Maranello works. However, at the time, the asking price was two and a half times the price of the newly introduced Ferrari 246 Dino GTS. After years of additional research, he decided, in 1988, to restore the car back to its former glory. After a couple years of consultancy with the Ferrari factory and Motor Service Modena, the vendor eventually managed to obtain a set of drawings for the specialised 206 S block. The plan was to cast a new series of four blocks, as he had, by this time, also acquired Ferrari Dino 206 S 016, which also had a cracked block. The blocks were cast at the factory foundry and machined to the correct specifications before the unit intended for chassis 006 was installed in the car.

 

A complete restoration of 006 continued for a number of years, including testing of the new engine, stripping of the original body down to bare metal and refinishing the car. It has remained in the owner’s collection ever since, rarely seen in public. After so many years of continuous ownership and research, he has become one of the world’s leading experts on the Dino 206 S model, and it is precisely this knowledge base that has ensured that every detail on 006 is correct and accurate.

 

For the past two years, the car has been mechanically restored by Tim Samways, the world renowned specialist in sports and racing cars, who has also prepared many other sports prototypes, including the Ferrari P3. The engine has been totally rebuilt, along with the gearbox, the chassis was restored and the bodywork has been perfected and polished. Most recently, the car has been returned to its original livery, as it was campaigned by Maranello Concessionaires at the 1966 1,000 km of Nürburgring, wearing the famous number 14.

 

Aside from this fabulous restoration, 006 benefits from a thorough file of documentation, including a full correspondence record from Colonel Hoare through the last forty years, as well as a Ferrari Classiche certification. The most remarkable thing, of course, is that the car has been in single ownership since 1970, with only four owners from new.

 

Chassis 006 has been refitted with a freshly cast engine block, of which the specification is absolutely correct, as per Ferrari Classiche. The car’s original block stamped “006” is included with the sale of the car. Exceedingly rare and beautifully restored, this unique Dino 206 S is a highly desirable testament to the beauty and power of Ferrari’s race cars and Piero Drogo’s breathtakingly sculpted coachwork. 006 will doubtlessly attract the interest of dedicated Ferrari collectors and marque experts seeking to supplement their collections with an unusual piece of the Maranello racing legend. This particular car has to be one of the only examples in existence that has not been heavily crashed. Coming from single ownership over the last 40 years, it is a fine example for any collector and could be used in competition work.

 

1937 Mercedes-Benz 540K Sport Cabriolet “A”

 

Estimate: €1,000,000 – €1,500,000

Registration Number: German

Chassis Number: 154146

 

One of the curious aspects of the great supercharged Mercedes of the 1920s and 1930s is that, though of course they were available in chassis-only form for the great coachbuilders to unleash their imagination bounded only by the limits of the client’s chequebook, very few indeed ever looked better than the factory’s own in-house efforts. This is particularly true of the great 500k and 540k roadsters and cabriolets of the late 1930s, which managed to be graceful and truly imposing at the same time, and it is one of the most handsome of this series which we are pleased to be offering today.

 

Only some eighty-three Cabriolet ‘A’ cars were built, and it has always been readily accepted in the market that, with their superb proportions and neat hoodline when raised, they figure in the pecking order of Mercedes coachwork only just below the showstopping Roadsters and Special Roadsters, with the notable difference that roadsters are now between five and ten million dollars! Of course in an era when the word ‘bespoke’ meant exactly that, the good men at Sindelfingen would expect to have to accommodate the customers’ special wishes, for instance for individual fender versions, rear-end designs or interior appointments.

 

According to the built sheet from Daimler Benz, chassis 154146 was delivered to Sindelfingen Karosserie on 16th November 1936 by the works in chassis form and is one of only ten cars built in this body style, Series 826200, with longer front and rear wings and a boot mounted spare wheel as found on Special Roadsters.

 

Ordered by Miss Martha Jordans of Paris, the car was delivered on the 12th February 1937 to her German home on Albertusstrasse in Mönchengladbach via Daimler Benz Düsseldorf according to the commission sheet. We are told that Miss Jordans, who was apparently also was a friend of Mr. Alfred Krupp, the German steel magnate, and on the inside of the hood frame there is indeed a plaque with his name. Miss Jordans later emigrated via Paris to the USA and so she exported her beloved Sport cabriolet with her.

 

154146 is a well known car as it features in the books by Jan Melin, the Swedish authority on Mercedes Benz Supercharged Cars, including in photographs. Volume 2 on page 220 shows the car in 1965 with Jan Melin`s wife in New Jersey, and then again in 2002. There are additional pictures available of 154146 taken by Jan Melin in 1958 and 1968 in the USA and one later and undated, showing him and another person with the car.

 

In 1989 the 540K was featured in the US magazine ‘Car Collector’ while in the ownership of noted American Mercedes-Benz expert Tom Kreid, who had purchased the car in 1981. In 1996 154146 returned to Germany, having been exported by David Clark of San Diego and purchased by a Dr. Stoffel of Straubing in Germany, who in turn sold it in 1997 to the current owner.

 

While in his ownership the vendor has undertaken a comprehensive programme of improvement work on the car, including the refurbishment of its original engine by noted pre-war engine specialists Wagner of Landshut, refinishing of the paintwork in silver grey, reupholstering the interior in dark blue leather, fitting a new hood and hood cover and the restoration of all interior woodwork. The car is still complete with its original Telefunken radio and fitted luggage and is supplied with a reprint of the owner’s manual, parts list and wireless manual.

 

The Mercedes-Benz 540K is the ultimate example of pre-war German engineering and as such is an extremely valuable and collectible motor car. This extremely rare sport cabriolet is a particularly desirable variant because of its rare and beautiful coachwork, lovely condition and unusually complete history and provenance. Ready to use or to show, this 540K will be the centrepiece of any significant collection of rare and collectible motor cars.

 

228Ex-Luigi Scarfiotti, Scuderia Ferrari

1930 Alfa Romeo 6C 1750 Gran Sport Spider

Chassis no. 8513033

Engine no. 8513033

In motor racing legend, few names rank higher than that of Enzo Ferrari, the former racing driver and mechanic who, after establishing himself as sole dealer for the Alfa Romeo marque in the Emilia-Romagna and Marche regions of Italy, at the end of 1929 joined with three wealthy motor racing enthusiasts, plus Alfa Romeo and Pirelli, to establish a racing stable “to buy, race and perhaps someday build, high-performance cars”. The first race in which the Scuderia Ferrari competed was the 1930 Mille Miglia, the fourth running of the classic endurance event, for which a team of three Alfa Romeos was entered, driven by Ferrari’s partners Alfredo Caniato and Mario Tadini and the political activist and amateur racing driver Luigi Scarfiotti, at the wheel of the car offered here, 6C1750 GS chassis 8513033.

 

Scarfiotti, a Deputy in the Italian parliament, had, it seems, wanted a car that was distinctive, elegant and sporty, and could be used not only for racing but also driven in local political parades.

 

His choice fell on the new supercharged twin-cam GS (Gran Sport) version of the 1750cc version of the Fourth Series of the 6C Alfa Romeo designed by the gifted Vittorio Jano, which had been launched at the 1929 Rome Automobile Show. It was the latest iteration of Jano’s 6C series first seen in prototype (and much tamer) single-cam form at the 1925 Salone di Milano.

 

For 1930 the 6C1750 was available in three versions, according to Alfa Romeo production figures quoted in Angela Cherrett’s authoritative book Alfa Romeo Tipo 6C; the naturally-aspirated 3rd series Turismo with a single overhead camshaft, the 2nd and 3rd series twin-cam Super Sport available with or without a supercharger and the 4th series supercharged Gran Sport. Both supercharged models had Alfa-built twin-lobe Roots-type blowers, the main difference between the Super Sport and the Gran Sport being the supercharger installation: the Super Sport had a smaller, geared-up supercharger, while that on the Gran Sport was driven at engine speed, which eliminated the high-pitched supercharger whine emitted by the SS. Power output of the GS was quoted as 102hp at 5000rpm, and the car was built on the short 1.745m/ 9ft wheelbase, with the engine set back some 15 inches in the frame and a distinctive sloping radiator.

 

Alfa Romeo production figures quoted by Angela Cherrett give a total of between 206 and 213 cars for the combined production of the 4th and 5th Series 6C1500 and 6C1750 Gran Sport, for both the SS and the GS were produced in the smaller capacity for specific racing classes.

 

Supplied by Enzo Ferrari’s agency, Luigi Scarfiotti’s car – first registered on 1 April 1930 with the local Macerata provincial index “MC 2012” – still carries the “Concessionaria Emilia Romagna-Marche – Cav. Enzo Ferrari – Scuderia Ferrari” plaque on its dashboard. Its declared value at registration was the significant sum of Lire 70,000 – approximately $4200 at the then rate of exchange – and its two-seater body was built by Zagato.

 

Recalled Scarfiotti 40 years later: “I confirm that the body is by Zagato; as Scuderia Ferrari, we asked him for a lightweight body for the Mille Miglia.”

 

And, indeed, the image of the Madonna of Loreto on the badge on this car’s steering wheel might well be a subtle reference to Ugo Zagato’s old nickname of “el gagà de Loret” (“the dandy from Loreto”) from the days when, as a young man, he lived near the Piazzale Loreto in Milan and dressed in the latest of fashions.

 

Ugo Zagato, who had learned his trade in the old-established “Varesina” coachworks of Cesare Belli in Milan, had set up on his own account after the Great war, using the skills that he had acquired while building fighter aircraft for the Italian Air Force to create automobile bodies that were as light as they were beautiful. Among his appreciative customers was the newly-elected leader of Italy, Benito Mussolini, who expressed his “highest compliments” for the “magnificent motor with the very best coachwork” on a telegram to Ugo Zagato.

 

His attention to detail was legendary; his bodies were costly, and when a wealthy Milanese family took Zagato to court on the grounds that their son had been “mad” to order a “shockingly expensive” Zagato-bodied 8C2300 Alfa, the judge rejected their claim on the grounds that “the search for beauty is a most normal thing in a man”.

 

Zagato’s painstaking approach was highly appreciated by the top drivers of the day, and his circle of friends included Giuseppe Campari, Baconin Borzacchini, Giulio Ramponi… and Enzo Ferrari.

 

The majority of Zagato’s output in the 1920s and ’30s was built on Alfa Romeo chassis, and Enzo Ferrari recalled in after years “the first ultralight structures that [Ugo Zagato] realized with speed at the last moment in the old coachworks at 10 Viale Brianza in Milan in 1927, and think of how much motoring history was made in those Zagato spiders, first on the RL, then on the 1500 and 1750. It was a glorious series, the fruit of an avant-garde mechanism and a brilliant improvisation that lasted for years and brought so many victories.”

 

Ferrari’s connection with Alfa Romeo went back to the 1920 Targa Florio, in which he had competed at the wheel of a 6.2-liter 40/60 Alfa and finished second; he was a works driver until setting up his agency in Modena in 1929 and racing quasi works cars under the Scuderia Ferrari name. He had also acted as go-between in the negotiations that lured the brilliant engineer Vittorio Jano away from Fiat to join Alfa Romeo in 1923. And when Jano created the six-cylinder Alfa Romeo 6C1500, Enzo Ferrari drove an early 6C1500 S to victory in the 360km Circuit of Modena – the new car’s racing debut – at an average of 107.6km/h. So his links with the Alfa Romeo company went far deeper than the normal agent-manufacturer relationship.

 

Scarfiotti’s car was an apt choice for a man in his position, for Italy’s leader and the head of his party, Benito Mussolini, was the proud owner of a Zagato-bodied 6C1750SS.

 

Less than two weeks after he had taken delivery of his new car, Scarfiotti drove it in the Mille Miglia (1000 Mile) road race as one of the Scuderia Ferrari team; his co-driver and mechanic was the Scuderia Ferrari’s Guglielmo Carraroli, who had been Enzo Ferrari’s riding mechanic as far back as 1920, when the duo raced a mighty 1914 7.2-liter Isotta Fraschini in local events.

 

Sadly, though 6C1750 Alfas swept the board in the Mille Miglia, with Nuvolari finishing first and averaging over 60mph, and the 1500cc version won its class, none of the Scuderia Ferrari cars finished, Scarfiotti being eliminated by a broken leaf spring. Years later, Luigi Scarfiotti recalled his “friendly battles with Cavalieri Ferrari, because he was not pleased with the result!”

 

Scarfiotti continued to campaign his Alfa during 1930, coming second overall and winning his class at the Colle di Paterno in July, and competing in the Circuito di Senigallia the following month (he failed to finish). The Alfa finished fifth overall in the Coppa Gran Sasso, came fourth in the 12-mile Teramo-Civitella del Tronto hillclimb and was fourth overall in the Coppa Pierazzi.

 

With those events under his belt, in 1931 Scarfiotti was ready to make another attempt at the Mille Miglia with this car, again running as part of the Scuderia Ferrari team; his co-driver/mechanic was Piero Bucci. This time, there was no mistake, and the Alfa finished sixth overall, in the excellent time of 17 hr 27 min 36 sec, coming in 1 hr 17 minutes behind the winning SSK Mercedes driven by Rudi Caracciola. A further measure of the excellent performance of Scarfiotti’s 6C1750 GS was that it finished three places and 21 minutes ahead of the highly favored new 8C2300 driven by Tazio Nuvolari.

 

We are informed that a scrutineer’s lead seal that comes with the car had “finally fallen off fairly recently” – apparently from the steering column – and has the numbers “1931” and “117” stamped on both sides, indicating that it was applied during the 1931 Mille Miglia, in which Scarfiotti’s Alfa ran as No 117.

 

That sixth place was a convincing enough result for Scarfiotti to be invited to co-drive one of the Scuderia Ferrari’s cycle-winged Alfa Romeo 6C1750 racing cars in the 1932 Mille Miglia, partnered by Guido d’Ippolito: they finished third overall.

 

That same year, Scarfiotti sold his 6C1750 GS back to Alfa Romeo, possibly in part-payment for the spectacular new Alfa Romeo 8C2300 “Corto” Zagato-bodied streamlined coupé that was first registered by him on 6 February, but was mysteriously re-registered “as new” two months later to the Scuderia Ferrari with two-seat spider bodywork. ” 8513033 was registered to the Alfa Romeo Company Milan on May 18th that year with registration number MI 38883. Subsequently

in 1935 it encountered either a mechanical issue or the bodywork may have been damaged and the car was unregistered and taken off the road following this incident.

It seems certain, however, that at this stage its competition career was over, and its subsequent history is unclear until it was discovered “in 1960 in Modena by an Italian gentleman who rescued it”.

 

We are informed that its rescuer, Giuseppe Bruni, took the car to a restoration shop in Florence for recommissioning. In 1973 he wrote to Luigi Scarfiotti at his home in the seaside town of Porto Recanati in the Marche region.

 

“I remember the car very well, because it gave me a lot of satisfaction, both in races and private life,” replied Scarfiotti, whose interest in motor sport had died with his son, the highly respected racing driver Ludovico, who, like his father, had driven with success in the Mille Miglia, but been killed in practice for a mountain championship climb in Germany in the summer of 1968.

 

The car remained in the Bruni family for many years and it is believed that additional restoration was completed by Autofficina Faralli, near Pisa, Italy, between 1999 and most probably receiving a largely new body in the original style at this moment. The car then came to Switzerland to a museum near Geneva and Chris Gardner who drove it, had it on his website for sale in 2005.

 

Detailed examination of the car has been carried out by a renowned marque expert who declares that “85130333” retains its original engine, gearbox, rear axle, front axle, steering box and chassis. These parts were found to be number correct and matching, with identical numbers stamped on mating faces to show that they had always been together.

 

The car came to the United States in 2005 and became part of a private collection in Texas before being purchased by the current European owner in 2008. In 2011the chassis frame and the engine were analysed by 2 different institutes one being the RWTH in Aachen, Germany and both clearly concluded that the materials, the steel and aluminium are from the time the car was built by Alfa Romeo. The samples were even compared to those taken from a 1930s Mercedes S chassis and were found to be practically identical, there can therefore be no doubt about the originality of these parts.

 

We are told that when the engine was overhauled, five pistons out of the six were marked with the logo “SF” (Scuderia Ferrari), claimed to be the earliest documented example of Ferrari’s signature on a race car.

 

An old Ferrari hand has stated that all the spare parts changed by the mechanics of the Scuderia Ferrari were initially marked with a little “SF” logo and from mid 1932 a little rampant horse.

The same source avers that the “SF” logo on a small brass cylinder with a plug found inside the rear baggage trunk was fitted during the Mille Miglia to mark the fact that the Scuderia’s mechanics had checked the car.

 

The supercharger is said to have undergone a “recent rebuild”, while an interesting detail is that the Memini Type DOA twin-throat carburetor has a cast-in auxiliary fuel chamber of truncated triangular section hidden behind the normal float chamber; this is believed to have been a modification made on competition cars to eliminate a “flat spot” that occurred during circuit racing, possibly due to fuel surge on banked tracks like Brooklands and Monza.

 

This remarkable “matching numbers” car is a unique link with the birth of the Scuderia Ferrari: it is, quite simply, a car from the very first team to race under the banner of the prancing horse.

 

 

Estimate:€850,000 – 950,000

£680,000 – 760,000

US$ 1.1 million – 1.2 million

 

 

1958 Rolls-Royce Silver Cloud I “Honeymoon Express” Two-Seater Drophead Coupé

by Freestone & Webb   

 

Chassis No.

SGE270

 

Estimate:

Available Upon Request

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

178 bhp, 4,887cc F-head six-cylinder engine, two SU carburettors, four-speed Hydra-Matic automatic transmission, independent front suspension with coil springs and wishbones, semi-elliptic rear springs with electrically controlled shock absorbers, power-assisted steering, and power-assisted hydraulic front and hydro-mechanical rear drum brakes. Wheelbase: 3,124 mm (123″)

 

• One of the rarest and most important post-war, coach built Rolls-Royces in existence

• Sensational original “finned” Freestone & Webb two-seater coachwork with disappearing top

• Christened the “Honeymoon Express” by design journalists at the Earl’s Court Show

• An unrepeatable opportunity; one of only two such Rolls-Royces built

• Only 42,070 original miles after three decades of single ownership

 

Aside from its breathtaking presentation, the Rolls-Royce we have the pleasure of offering here is exceptionally rare, as one of only one percent of all Silver Clouds to carry truly bespoke coachwork. The body was produced by the highly respected firm of Freestone & Webb and is one of just three with this radically-designed drophead coupé style, two produced for the Cloud I and a third on a Bentley S1 chassis. The firm was a design leader throughout its existence and is especially revered for its creations from the 1920s and 1930s, winning a Gold Medal in the Private Coachbuilders competition an astounding nine years in a row. Their workmanship on this particular chassis, SGE270, is second to none.

 

The first owner of SGE270 was Arnold Moreton of Manchester, England. A high-ranking Freemason; in 1976, Moreton was installed as Supreme Ruler, Intendent Ruler of the Lancashire Province Western Division and later became Deputy Grand Supreme Ruler, a position he held until his death in 1982. The rolling chassis was delivered to Freestone & Webb in London on 11 March 1958, and Moreton took delivery of the completed car on 16 June. Compared to the more typical four-seater drophead coupés, the Freestone & Webb “Honeymoon Express” truly represented out-of-the-box design. Whilst most mid-1950s Rolls-Royces had graceful, gently rounded side panels, the body sides of this car featured concave coves that stretched from stem to stern, with rear wings that feature aggressive vertical tail fins. Designed for only two passengers, the bucket front seats had a pair of fold-down armrests with adjustable seat backs. This limited seating capacity, which along with the ample boot, lent itself to the “Honeymoon Express” moniker, a name that stuck after design journalists first saw this style début at the Freestone & Webb stand at the Earl’s Court Show.

 

Finished in two-tone Lugano blue with Silver Chalice coves, chassis SGE270 possesses every convenience. Each door features a round pull-out ashtray. Another smoker’s tray slides out from under the original radio. A pair of cocktail cabinets flanks the rear storage area and each contains a cocktail shaker and four crystal whiskey tumblers. A tilt-up vanity mirror is fitted to the left-side cubby box door, and a pair of gallery posts front the driver’s side open cubby box, perhaps to prevent contents from slipping out on brisk acceleration. Power-assisted steering, along with power windows, was also rare for the time and fitted car radios were not common. This car retains its original Radiomobile “His Master’s Voice” medium- and long-wave radio with power antenna. The spacious luggage compartment is fitted with scarlet wool carpet and leather binding, and an extensive hand tool tray is tucked below the floor. All original road tools and the jack and inspection torch remain in place. Moreton also ordered a unique pair of gauges: an outside temperature thermometer and an altimeter. A tachometer is paired with the speedometer, which was rarely specified for the Silver Cloud.

 

The scarlet red Connolly leather interior and matching red carpets are fitted with British Wilton wool broadloom. Burled Circassian walnut veneers define the fascia, trim and window sills. Luxury aside, the most fascinating feature on this car is the hydraulic top. Metal flaps on either side “pop” open, along with the rear cover, and allow for the top to effortlessly rise. When lowered, the navy blue canvas power top disappears below the belt line, completely hidden under the electrically operated metal cover. With the top down, rear vision for the driver is completely unobstructed, unlike many European convertibles whose tops retreat to a rather bulky position under the canvas cover.

 

One must consider this Rolls-Royce then, in the context of its contemporaries. From the fins and coves of the bodywork to the extraordinary interior and upholstery, such design was not only daring in its day but unlike anything the average British motorist would have ever seen before.

 

Extensive records and original Rolls-Royce, Freestone & Webb and H. R. Owen chassis cards confirm this car’s provenance, as well as the presence from new of every single option. This unique car, like its siblings, is featured in archival publications, including Lawrence Dalton’s Rolls-Royce: The Elegance Continues, Graham Robson’s The Rolls-Royce and Bentley: Coachbuilt Models 1945–1985, Volume 2 and Rolls-Royce Owners’ Club, Inc., publication, The Flying Lady, issue 1964/5.

 

Bespoke motorcars like this one are valued like fine art, antiques and other rare commodities and will always be treasured. One of only two Rolls-Royce Silver Clouds produced with this exceptional drophead coupé body design, chassis SGE270 still carries its original engine, stamped SE385, with only 42,070 miles and even its original British registration plate, AM2375. This example has been in single ownership since it was brought to the United States when its first owner died in 1982. It has been meticulously maintained and offers many more years of enjoyment and appreciation for its next owner. Its place in Rolls-Royce history is assured, and its significance to enthusiasts is impossible to overstate, as this may very well be a once in a lifetime opportunity to acquire the Honeymoon Express.

 

 

1969 Alfa Romeo Tipo 33/3 Sports Racer 

 

Chassis No.

105 800 23

 

Estimate:

€725.000-€825.000

AUCTION DATE:

To be auctioned on

Saturday, May 12, 2012

440 bhp, 2,998 cc DOHC V-8 four-valve engine, Lucas indirect fuel-injection, five-speed manual gearbox, independent front and rear suspension with double wishbones, coil springs and anti-roll bars, and four-wheel hydraulic disc brakes. Wheelbase: 2,240 mm (88.2″)

 

• Built and raced by Autodelta

• Sold directly from Carlo Chiti’s Autodelta, as last raced, to its first owner in 1973

• A virtual ‘time warp’ with recent, full mechanical and sympathetic body restoration

• Only test mileage since restoration in 2006

 

Once Autodelta was designated the competition arm of Alfa Romeo, work began on the successful TZ and TZ2. By 1966, Orazio Satta and Giuseppi Busso were working on the prototype known as 105.33 and when a two-litre, four-cam, 90-degree V-8 was installed, the Tipo 33 program was on the road. The T33 ‘Periscopa’ (for its overhead intake to the Lucas fuel-injection) weighed only 1,278 pounds and its top speed approached 185 mph.

 

The T33’s first competition outing was at the Belgian hill climb at Fleron in early 1967, the only event it could get to before Sebring, to which Chiti had committed a team. It won in the hands of Teodoro Zeccoli, and then Andrea de Adamich, who figures significantly in this particular T33’s story and broke the GT lap record at Zolder. At Sebring, de Adamich and Zeccoli qualified, and de Adamich led the first two laps, but the Porsches and Ferrari Dinos got past and both Alfas retired.

 

Four cars were entered for the Targa Florio with de Adamich and Jean Rolland in one car. The rough roads broke the front suspension on all four cars, although de Adamich led the two-litre class for some time. A similar fate overtook the team at the Nürburgring on 1 June, though de Adamich and Nino Galli finished 5th, after taking over the Bissinello/Zeccoli car when the front suspension broke on their own car. The team won several hill climbs but withdrew from Le Mans in June and the BOAC 500 at Brands Hatch in July. Then French rally driver Jean Rolland crashed at Montlhéry and was killed. Success came at Vallelunga in October, however, when de Adamich and Ignazio Giunti achieved a 1 – 2 finish.

 

Introduction of the T33/2

 

As pretty as the T33 was, it just didn’t hold up, and the stakes were getting higher. The 1968 Daytona 24 Hours was a qualified success with three T33/2s finishing 5th, 6th and 7th. Three cars were entered for the BOAC 500 at Brands Hatch as well.

 

Autodelta entered four T33/2s for the ‘68 Targa Florio, and whilst Vic Elford won in his Porsche 907, Galli/Giunti were 2nd and won the two-litre class, whilst the other T33s finished 3rd, 5th and 6th, a much better showing. The Nürburgring 1,000 Kilometres saw a 2.5-litre T33 entered, along with four two-litre cars. Nino Vaccarella and Herbert Schultze finished 5th and won the two-litre class, whilst other T33s were 7th, 10th, 13th and 29th. This time, problems were electrical. Finally, the team won at Mugello, with Galli/Varella/Bianchi 1st and Jo Siffert 2nd. The T33s now seemed to be showing real promise and finally managed a 1-2-3 at Imola, with Giunti/Galli taking the win. The pair would be 4th at Le Mans, with other T33s finishing 5th and 6th.

 

One might think 1969 would build on this improvement, but it was not to be. Daytona and Sebring were marked by breakdowns and crashes, and then Lucien Bianchi was killed during testing at Le Mans. Scooter Patrick was winning races in the U.S., and hill climb results were good, but Alberti/Pinto only scored a 5th in the Targa Florio, though the race did mark the return of Andrea de Adamich, who DNF’d. Still, Carlos Pace won the Rio 3 Hours in Brazil, whilst Nino Vaccarella managed a 2nd in Sicily in the T33 coupé, Giunti a 2nd at Imola in heavy rain and Weber a 1st at Hockenheim in dense fog.

 

By 1970, it was clear just how challenging this series would be, but the schedule was expanded to cover any races of merit. The new cars were also given star names, as one of Chiti’s fancies, but the DNFs continued. Still, Piers Courage and de Adamich won the Buenos Aires 200 in Argentina and then were 8th at Sebring, behind Gregory/Hezemans, who were 3rd. Galli/Rolf Stommelen were 7th at Monza, with Courage and de Adamich 13th.

 

The T33/3 followed, with notable results including 3rd at the Argentine 1,000 Km at Buenos Aires with Stommelen/Galli followed by Pescaraolo/de Adamich in 4th, with these pairings repeated their positions at Sebring. Bob Wollek won at Albi, and then de Adamich/Pescarolo won the Brands Hatch 1,000 Km. At Imola, de Adamich/Pescarolo were 3rd, ahead of Stommelen/Galli in 4th and Hezemans and Vaccarella in 5th. De Adamich/Pescarolo were 3rd at Spa and then 2nd in the Targa Florio, behind Vacarella/Hezemans. At the Nürburgring 1,000 Km, Adamich/Pescarolo 4th and Vaccarella/Hezemans 5th, whilst the latter team was 2nd in Austria, with Stommelen/Galli 3rd. De Adamich/Ronnie Peterson won the Watkins Glen 6 Hours, and de Adamich managed 7th in the Can-Am race by himself the next day, after his mechanics were too tired to install the new four-litre motor.

 

T33/3 Chassis No. 105 800 23

 

It is well-known to Alfa Romeo enthusiasts and confirmed by the authors of the definitive Alfa Romeo Tipo 33 text, Peter Collins and Ed McDonough, that the marque’s chassis records are notoriously difficult to track. In fact, many records were kept only in Carlo Chiti’s head, and he died in 1994. However, the car offered here, Tipo 33/3 chassis no. 23, was purchased from Carlo Chitti’s Autodelta directly by its first owner on the 10th November 1973, as confirmed by a copy of the original sales invoice from Autodelta S.p.a. to Milan’s Weiss-Siam company for 5,000,000 lire. Weiss–Siam was the company responsible for importing Koni shock absorbers for Italy, hence the connection to Autodelta and Carlo Chiti, as Koni was the supplier of shock absorbers to Autodelta.

 

The car remained in the collection of the first private owner for 30 years, until 2003 when it was sold to its second Italian owner. The car was totally original when purchased in 2003, marking a true “time warp” example of an Alfa Romeo 33. Photographs of the car at this juncture provided confirmation that the car remained in the state in which it was sold by Autodelta back in 1973, having virtually not turned a wheel since then. Given the remarkable originality of Chassis 023, the second owner elected to leave it untouched and placed it within his collection.

 

In 2004, Chassis 023 was sold to the current owner who imported the car to the UK, where it has formed part of an important private collection. In 2006, it was entrusted to Pearsons Engineering Ltd. for examination and the restoration of the car was started with originality as a priority, as the car had remained untouched since it left Autodelta in 1973. Garry Pearson carefully dismantled the car to remove the engine and gearbox, the front and rear suspension was stripped and the fuel cells were removed. All the suspension parts and wheels were crack-tested and x-rayed and then cleaned and readied for re-assembly. The engine block, cylinder heads, and assorted components were sent for ultrasonic cleaning and then the crankcase and connecting rods were Magnafluxed and then checked for any cracks. Both the engine and gearbox were then rebuilt. All the instruments were cleaned and serviced and the car was reassembled using as many original parts as possible, keeping the originality of the car. Detailed restoration invoices are available for inspection within the car’s history file, totalling almost £100,000 for the mechanical restoration.

 

Carlo Chiti and Autodelta never kept exacting records of the races; however, on close inspection, it is interesting to find the name ‘de Adamich’ on the rear of the original seat of Chassis 023 and the electrical cut-out switch positioning, which makes it likely that this was in fact the car used by de Adamich and Piers Courage throughout the 1970-racing season.

 

Sympathetically restored, Chassis 023 remains a true ‘time warp’ example, with the body being left as original as possible. It is very rare to find a car in this condition, being so original yet mechanically restored by one of the UK’s best race-preparers. Since the restoration of the car in 2006, it has not yet been raced and it was only used a few times for shakedown runs and test miles only. Chassis 023 is simply breathtaking throughout – it is an extraordinary historical document and a racing car of supreme technical prowess and unmatched driving pleasure.