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2004 Maserati MC12

630 bhp, 5,998 cc DOHC 65-degree V-12 engine, six-speed Cambriocorsa paddle-shift transmission, front and rear independent suspension with double wishbones, steel dampers, and coaxial coils and springs, and four-wheel Brembo cross-drilled and ventilated disc brakes. Wheelbase: 2,800 mm Less than 6,000 kilometres; Italian-delivery example Retains its original engine Recently serviced by Motor Service Srl One of just 50 constructed Utilizing the incredible Ferrari Enzo as a basis, Maserati and designer Frank Stephenson put their own unique twist on Ferrari’s most significant car to date. With Maserati on the rise, the time was right to produce a world-beating supercar, and the Enzo was the perfect platform. With only 50 examples produced, the MC12 proved to be hugely desirable from the moment it was announced. Not only did it make waves in the showroom and on the open road, but the race-spec MC12 Corsa saw considerable success in the GT and GT1 World Championship series. Delivered to its first owner in Verona in December 2004, this MC12 is a truly exceptional example. Having travelled just under 6,000 kilometres from new, it remains in excellent condition throughout. Prior to sale, the MC12 was sent to Motor Service Srl, the official Ferrari and Maserati dealership in Modena, Italy, and was serviced to ensure that it remains ready to return to the road. It is also worthwhile to note that an aftermarket rear view camera has been installed, providing much-needed assistance in parking and low-speed manoeuvres in close quarters. Much rarer than an Enzo and arguably more striking, the MC12 is an automobile that demands attention and respect wherever it goes. It is undoubtedly the most significant Maserati produced in the 21st century and an automobile that will only become more desirable over time. Seldom offered for sale, the opportunity to acquire an MC12 should not be ignored, and this particular example is ready for whatever its next owner chooses. Motore V-12 a 65°, doppio albero a camme in testa per bancata, 5998 cc, 630 Cv, cambio a 6 rapporti “Cambiocorsa” sequenziale con sistema di comando tramite palette al volante. Sospensioni indipendenti sulle quattro ruote con doppio quadrilatero, ammortizzatori in acciaio contrapposti con molle coassiali, freni a disco Brembo, intagliati autoventilanti. Passo: 2800 mm • Meno di 6000 chilometri percorsi; originariamente consegnata in Italia • Motore originale • Recentemente tagliandata presso la Motor Service Srl • Una delle sole 50 costruite Utilizzando l’incredibile Ferrari Enzo come base, Maserati e il designer Frank Stephenson hanno aggiunto un tocco unico alla più importante Ferrari mai prodotta fino a quel momento. Con Maserati in piena ripresa, era il momento giusto per mettere in produzione una supercar di livello mondiale con il marchio del tridente e la Enzo si è rivelata la piattaforma perfetta da cui partire. Con soli 50 esemplari prodotti, la MC12 è stata una delle auto più ambite sin da quando è stata annunciata. Non solo ha creato stupore nei saloni di vendita o ne crea quando vista su strada aperta, ma la versione da gara MC12 Corsa ha conquistato numerosi importanti successi nel Campionato del Mondo della serie GT e GT1. Consegnata al suo primo proprietario a Verona, nel Dicembre 2004, questa MC12 rimane un esemplare straordinario. Ha percorso poco meno di 6000 chilometri da nuova, ed è rimasta in eccellenti condizioni generali. Prima della vendita, la MC12 è stats mandata presso la Motor Service Srl, la concessionaria ufficiale Ferrari e Maserati di Modena, per essere tagliandata e preparata per garantirne la perfetta efficienza e per renderla pronta a tornare sulla strada. E’ importante sottolineare anche che, è stata aggiunta una telecamera posteriore aftermarket, per garantire la necessaria visibilità posteriore durante i parcheggi e le manovre negli spazi ristretti. Nettamente più rara di una Enzo, ed effettivamente più di impatto, la MC12 è una vettura che viene ammirata e rispettata ovunque vada. E’senza dubbio, la Maserati più significativa prodotta in questo 21° secolo, ed è un’automobile che, nel prossimo futuro, diventerà sempre più ricercata. Raramente offerta in vendita, l’opportunità di acquistare una MC12 non dovrebbe essere sottovalutata e, questa specifica vettura, è pronta per fare tutto quello che il suo nuovo proprietario potrà desiderare. Chassis no. ZAMDF44B000012100 Engine no. 000032

  • ITAItaly
  • 2016-11-25
Hammer price
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2003 Ferrari Enzo

660 bhp, 5,998 cc DOHC 65-degree V-12 engine with Bosch Motronic engine management and electronic fuel injection, six-speed electro-hydraulic computer-controlled sequential F1 transmission, limited-slip differential and traction control, front and rear pushrod-actuated double wishbones with horizontal external reservoir coil-spring damper units, and four-wheel ventilated carbon-ceramic disc brakes. Wheelbase: 104 in. The 295th Enzo of 400 produced Just two owners and 560 miles from new Formerly owned by renowned boxer Floyd Mayweather Surely one of the finest Enzos extant FERRARI’S 21ST CENTURY SUPERCAR At the Paris Motor Show in 2002, the pressure was on for Ferrari to unveil its latest supercar. The company was back on top after years of struggling both in motorsport and in sales, and it was clear that their next supercar, the successor to the Ferrari F50, would be a monumental milestone for the company. The importance of this new car was definitely not lost on Luca di Montezemolo, who introduced the car thusly to the automotive press in Paris: “The third millennium has begun with Ferrari enjoying a period of great competitiveness on the world’s racing circuits; in fact Formula 1 has never offered the company so authentic a laboratory for advanced research as it has in recent years. To bring together our racing success and the fundamental role of races, I decided that this car, which represents the best our technology is capable of, should be dedicated to the founder of the company, who always thought racing should lay the foundations for our road car designs. And so this model, which we are very proud of, will be known as the Enzo Ferrari.” Designed by Pininfarina, the Enzo was a drastic departure from the cars that came before. From nose to tail, form was a secondary consideration to function in order to allow for an unrivaled driving experience. Nevertheless, Pininfarina did a fantastic job in sculpting the company’s namesake with enduring presence to match its exceptional performance. Gone was the massive rear wing that defined both the F40 and the F50, replaced by just a small speed-activated spoiler at the rear and aided by improved aerodynamics throughout. The protruding nose was a styling cue taken from Ferrari’s contemporary Formula 1 racecars and sought to highlight the Enzo’s use of race-inspired technology. Inside, there were few creature comforts, aside from the requisite leather-trimmed carbon-fiber bucket seats and air-conditioning, in order to keep the car as lightweight and focused as possible. In keeping with its rich tradition of limited-production supercars, the Enzo would be produced in limited numbers as well. By the end of production, just 399 examples were built, with an additional car built especially for Pope John Paul II, leaving total production at 400. CHASSIS NUMBER 135440 This particular Enzo, bearing chassis number 135440, was produced in 2003 as the 295th example built. Finished in Rosso Corsa over a Nero leather interior, the car was built as a U.S. delivery example but was believed to have been sold new to Adel al Marzoqi of Abu Dhabi. The Enzo remained in Dubai where it was sparingly driven before being exported to the United States sometime thereafter. The Enzo was purchased early last year by Floyd Mayweather, widely considered to be one of the greatest boxers of all time and an automotive enthusiast with a penchant for supercars. While in his collection, the Enzo shared garage space with three Bugatti Veyrons and numerous Ferraris, among other European supercars. Mayweather drove the Enzo some 200 miles during his tenure, and today the odometer reads just 560 miles from new, making it one of the lowest-mileage Enzos known. In accordance with its limited road time, the Enzo remains in excellent condition throughout and presents in virtually as-new condition. Chassis 135440 was shipped to Ferrari of Beverly Hills in September of this year, where it received its 5,000 miles service; all the fluids were changed, along with the oil and air filters. Furthermore, the car is accompanied by service invoices from Ferrari of Beverly Hills, as well as the original seat covers, steering wheel cover, and car cover, with their respective bags, owner’s manuals, a complete tool kit, and a wheel knock-off tool. The seminal supercar of the early 21st century, the Enzo is without a doubt the most important vehicle produced by Ferrari under the leadership of Luca di Montezemolo. Seamlessly combining Formula 1-inspired technology with groundbreaking design, the Enzo brought Ferrari into the 21st century. This was the gold standard to which all other supercar manufacturers compared their machines. With two owners and just 560 miles from new, this Enzo is truly among the finest examples in existence. Chassis no. 135440 Engine no. 79706 Assembly no. 52427

  • USAUSA
  • 2015-12-10
Hammer price
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1953 Ferrari 250 Europa Coupe by Vignale

200 bhp, 2,963 cc SOHC 60-degree V-12 engine with triple Weber 36 DCZ/3 carburetors, four-speed manual transmission, independent front suspension with double wishbones and double leaf springs, live rear axle with semi-elliptical springs and Houdaille shocks, and four-wheel hydraulic drum brakes. Wheelbase: 102 in. Displayed at the 1954 World Motor Sports Show in New York An important one-off Vignale design on an early road-car chassis 2012 Villa d’Este and 2015 Cavallino Classic award winner Ferrari Classiche certified FERRARI AND VIGNALE In the marque’s early days, Enzo Ferrari was obsessed with finding the right “look” for his road cars in an effort to define his company from a visual standpoint. He courted a number of different coachbuilders who provided not only Ferrari with a number of different styles to choose from but also the customer. At the tail end of the era of the coachbuilt automobile, Ferraris could be swathed with bodies by a variety of European, primarily Italian, coachbuilders, allowing clients to commission their car to their own unique taste. Opening their doors just one year after the conclusion of the Second World War, Carrozzeria Vignale of Turin was founded by its namesake, Alfredo Vignale, and his brothers, Guglielmo and Giuseppe. Crafting bodies for other manufacturers such as Cisitalia, Fiat, and Lancia, Vignale quickly earned a reputation for quality craftsmanship and innovative designs. Their reputation was further reinforced when Vignale teamed up with Giovanni Michelotti, one of the most celebrated designers of the time. Together, they would create a number of bold and impactful designs for Ferrari, all of which were handcrafted. Each body would be unique, with its own signature flair and bravado. Outwardly, Vignale-bodied Ferraris are easily identifiable by their juxtaposition of sharp angles and rounded edges, with numerous louvers, air inlets, and other styling cues, including frequent use of two-tone paintwork. Some of these features were fitted simply for ornamentation, while others served a functional purpose. Regardless, Vignale’s designs differed greatly from those of their rival coachbuilders Pinin Farina, Ghia, and Touring, giving them a distinguished style all their own. From the first Ferrari to wear Vignale coachwork in 1950 to the end of their relationship in 1954, the company had bodied over 150 different automobiles bearing the Cavallino Rampante. Today, these vehicles have become some of the most sought after and desirable Ferraris ever built due to their unique character and charisma. Vignale and Michelotti dared to be different and etched their names into automotive history with their bold designs. CHASSIS NUMBER 0313 EU Ferrari built just 22 of the 250 Europa before the introduction of the second-series 250 Europa GT in January 1955. Of these 22 examples, 18 were bodied by Pinin Farina with just four by Vignale, making them the most desirable of the series. The example presented here, chassis number 0313 EU, is the second such Vignale-bodied example built. Furthermore, after this car, only five additional road-going Ferraris would be fitted with Vignale coachwork, making it one of the last of its kind. Chassis 0313 EU is an exemplary example of Vignale coachwork, exhibiting many of the characteristics for which both Vignale and Michelotti were known. The car’s headlights are inset into the front bumpers, which creates pronounced “eyebrows” above the headlights, and the front turn indicators are deeply recessed into the front wings. A chrome trim strip wraps around the bodywork from the front wheel arches toward the stern and around the trunk, emphasizing the length of the car. Furthermore, the vents just ahead of the doors and on the sail panels are accented with chrome. Shipped to Luigi Chinetti Motors in New York City in December 1953, this car would be on the world stage a month later when it was displayed by Chinetti at the World Motor Sports Show at Madison Square Garden in January of 1954. By this time, the Ferrari was repainted red, allegedly at Chinetti's request, prior to the show. Following the show, the Ferrari was purchased by Mike Garber of Framingham, Massachusetts, for a price of $17,500. He kept the car for four years before selling it through Gaston Andrey to George H. Parker of Rome, New York, for $4,900 plus an Aston Martin in trade. Thus, the car became Parker’s four-season daily driver and proved to be quite reliable over the following two years, leaving him stranded only once when a stretched timing chain needed to be replaced. In fact, Parker was married in March 1959, and he and his new bride immediately hit the road in his Vignale coupe, driving across the country to California for Mr. Parker’s new job. The first part of the trip went smoothly, but unfortunately by the end of the trip, the Ferrari was losing oil pressure and required a new gasket by the time they arrived in Los Angeles, where Mr. Parker replaced it himself. The Ferrari was retained by the Parkers until they sold it in 1960 to Leonard Renick, a Cadillac dealer in Fullerton, California. He was obviously a man with a penchant for GM products because the original Lampredi engine was replaced with a supercharged Chevrolet V-8, a common engine swap at the time as correct Ferrari parts proved difficult to source. Furthermore, the car’s distinctive bumpers were removed along with its rear chrome trim, and its nose was repaired after a minor incident. As of 1968, chassis 0313 EU was owned by Philip Stanton of Los Angeles, who sold the car to Ferrari of Los Gatos in 1976. It was purchased there later that year by Constantine Baksheef and Alec Sokoloff of Palo Alto. Sometime thereafter, the 250 Europa was taken off the road, but it would remain in California. It was discovered in 2003 by Tom Shaughnessy and sold six years later by him to Heinrich Kämpfer of Seengen, Switzerland, who immediately shipped the car to his homeland to be fully restored. RETURN TO THE LIMELIGHT No stranger to early Ferraris and with a well-regarded reputation for accurate, correct, and well-executed work, Kämpfer restored the car himself in Switzerland. Parts that had gone missing over the years, including various trim pieces, the bumpers, and the grille, were reproduced to exacting specifications. Kämpfer even sourced an ICI nitro-cellulose lacquer paint to refinish the car in Bruno Siena. Furthermore, Max Gimmel AG in Arbon, Switzerland, the very same company that produced the original leather for the car in 1953, was commissioned to reproduce the interior. Even the Wilton wool carpeting was shaved down from 9 millimeters to 5.5 millimeters in thickness to be as accurate as possible. During this time, the engine, number 0331 EU, was found to be largely complete, though the block was found to be beyond repair. As such, a new block was cast by Ferrari Classiche, and that engine was fitted to a gearbox of the correct type. By the end of the restoration in October 2011, it was estimated that Kämpfer spent 3,000 hours of work on the car with an additional 800 hours completed by outside specialists. Reflecting the restoration’s overall attention to detail, the Ferrari is accompanied by an incredible file, detailing not only the history and restoration of the car but also containing samples of the paint, leather, and carpet, as well as original screws, nuts, bolts, and clamps found on the car when it was disassembled prior to the restoration. The car’s first public outing was at the Concorso d’Eleganza Villa d’Este in 2012, where it was awarded the Trofeo Foglizzi for best interior design. The restoration of the car was further lauded in issue 194 of Cavallino magazine, where Alan Boe authored an 11-page color feature about this car, its history, and the restoration. Subsequently, the Vignale coupe was purchased by Tom Peck of Orange County, California, in 2013. During his tenure, the car was shown at the 60 Years of Ferrari celebration on Rodeo Drive in Beverly Hills in October 2014 and further profiled in the November 2014 issue of Automobile magazine. Following it showing at the 2015 Cavallino Classic, where it was awarded Platinum and the Ferrari Classiche Cup for most outstanding factory-certified Ferrari, chassis number 0313 EU was purchased by its current custodian. Today, it remains just as beautiful as it was the day it left Vignale’s facilities and is a highly compelling example from Ferrari’s coachbuilt era. While the designs of Pinin Farina ended up winning over Enzo’s heart, forever associating that coachbuilder with Ferrari going forward, it is the designs of Vignale that peak the curiosity of collectors, enthusiasts, and historians the most. The partnership between Ferrari and Vignale was seemingly short yet was highly influential and important to the marque’s history and design language, making those cars incredibly desirable today. Returning to the Empire State for the first time in nearly 60 years, chassis 0313 EU presents as well today as when it was first on display at Madison Square Garden in 1954. Chassis no. 0313 EU Engine no. 0331 EU Body no. 134 Gearbox no. 34 D

  • USAUSA
  • 2015-12-10
Hammer price
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1967 Ferrari 275 GTB/4 by Scaglietti

300 bhp, 3,286 cc DOHC Colombo V-12 engine with six Weber carburetors, five-speed manual transmission, four-wheel upper and lower wishbone coil-spring independent suspension, and four-wheel disc brakes. Wheelbase: 94.4 in. Matching numbers throughout; Ferrari Classiche certified Rare and stunning color combination of Blue Sera over Pelle Bleu Excellent restoration; ready for FCA and concours events A superb example of the legendary Ferrari “Four-Cam” Some would argue that the 275 GTB boasts the best design ever penned for a production Ferrari Berlinetta. As the car is perfectly proportioned, with a long hood line and a short yet spacious boot, just one look at it is enough to make enthusiasts go weak at the knees. But, if the 275 GTB was the best-looking Ferrari Berlinetta, then the 275 GTB/4 was definitely the best iteration to drive and enjoy. The model, introduced in 1966, added little to the already brilliant exterior design of the car—simply exterior-mounted and chromed rear trunk hinges and a slight bulge in the hood. However, it was that bulge that hinted at the updates underneath, namely the addition of a second overhead camshaft to each cylinder bank, making the 275 GTB/4 the first Ferrari road car to boast dual overhead camshafts. This provided the already potent V-12 engine with an additional 20 horsepower. With only 330 examples produced before Ferrari transitioned to the 365 GTB/4 Daytona, the “Four-Cam’s” rarity, looks, and spectacular driving characteristics make it one of the most celebrated grand touring Ferraris of all time, and a must-have for any collection. CHASSIS NUMBER 10051 This particular 275 GTB/4 was delivered new in July 1967 to the proprietor of Tecnotele S.p.A, a Milan-based company. The car was finished new in the unique but striking color combination of Blue Ferrari (20-A-185) over Pelle Bleu (VM 3015), colors seldom seen on Ferraris both then and today. The Four-Cam remained in Italy for the following six years, before it was imported to the U.S. by Bart J. McMullen, a Ferrari enthusiast and resident of Bloomfield Hills, Michigan. Chassis 10051 would then move to Greenfield, Indiana, with its second American owner, Jerry D. Leonard, with whom it shared garage space with another 275 GTB/4, chassis 10675. It was noted that during this time the car was driven regularly by Leonard during the warmer months of the year. The car subsequently changed ownership, and by August 1976, it was described as being “blue with blue leather, wire wheels, and super low mileage.” The car was purchased later that year by Jim Hunter, a Ferrari enthusiast and the co-owner of FAF Motorcars, which was, at that time, the official Ferrari dealership in Atlanta, Georgia. Hunter sold the car in 1982, but it would remain in the Atlanta area, as it was purchased by another local collector, Bruce Vineyard, who owned several Ferraris, including a Daytona Spider and a 512 BB/LM. Vineyard drove and enjoyed the car, always ensuring that it was properly maintained and serviced. After many happy years of driving and enjoying this GTB/4, Mr. Vineyard decided in the late 1990s that the car deserved a complete and no-expense-spared restoration. He commissioned Mike Gourley’s Continental Coachworks to manage the project, and they contracted the mechanical work to FAF (now known as Ferrari of Atlanta) and the cosmetic details to Charlie Kemp’s Ferrari South. The restoration took five years, and when it came time to select colors, Mr. Vineyard opted to go with Giallo Fly over a Nero interior. Chassis number 10051 remained in Mr. Vineyard’s stable for several more years, until he finally decided to part with the car after nearly 25 years of ownership. In the spring of 2008, chassis number 10051 was purchased by Larry Alderson, who subsequently showed the car at both the Concourso Italiano and the 2009 Dana Point Concours d’Elegance, where the car won Best in Class. In 2011, the car was refinished to its current and original Pelle Bleu interior, with a Blue Sera exterior, which is a stunning period-correct Ferrari hue that is very similar to 10051’s original Blue Ferrari finish. Following the completion of this cosmetic restoration, the car was shown once again at the Dana Point Concours d’Elegance in June 2011, where it won First in Class yet again and was also voted Best Closed Design. The car was purchased by its current owner in August 2011, and it has been regularly exercised while in his collection. Its restoration still presents extraordinarily well, and it would surely attract lots of attention at FCA and concours events, as it has in the past. It has recently been granted Ferrari Classiche certification and is accompanied by its red binder, which confirms that it is matching numbers throughout. In addition to the Classiche binder, it is important to note that the car retains its manuals and tools, as well as a proper jack. As captivating to drive as it is to behold, the 275 GTB/4 is truly one of the greatest grand touring berlinettas ever built. It stirs the soul not only with its stunning design but also with its fabulous V-12 engine. Chassis number 10051 is a remarkable example, as it retains all of its original mechanical components, as certified by Ferrari Classiche, boasts known ownership from new, and is finished in a unique color scheme seldom seen in today’s market. Indeed, when the current owner acquired the car, he did so specifically because he was absolutely stunned by the car’s beauty when he first saw it in person. Certainly RM’s own specialists have had the very same reaction, and when considering that the 275 GTB frequently ranks on industry polls as the most attractive Ferrari ever built, we can safely conclude that any enthusiast would consider 10051 as one of the most stunningly beautiful road cars in existence. Like all great works of art, much of its value is derived from its visceral impression, and given that criteria, this Four-Cam is unquestionably one of the most desirable motor cars in the world. Chassis no. 10051 Engine no. 10051 Body no. A0138 Gearbox no. 351

  • USAUSA
  • 2015-08-13
Hammer price
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1994 Ferrari F40 LM

720 bhp, 2,936 cc F120 B 90-degree V-8 engine with twin IHI turbochargers and Behr intercoolers, Weber-Marelli electronic fuel injection, five-speed manual transmission, front and rear independent pushrod suspension with rocker arms, and four-wheel disc brakes. Wheelbase: 96.45 in. Radically updated over the road going F40; lighter and much more powerful The 18th example of 19 produced One of just two with the pushrod/rocker arm suspension; the only example in private ownership Quite possibly the finest surviving example and perhaps the most original in existence Full service by Ferrari of Central Florida, including its timing belts in July 2013 The ultimate Ferrari F40; unrivaled track performance A RACE CAR FOR THE STREET GOES RACING Two hundred miles per hour was a mythical speed in the 1980s. Akin to the race to break the sound barrier 40 years earlier, and as hard as everyone tried, the 200-mph mark remained elusive. For the last 20 years, manufactures have been inching closer and closer to cracking 200 mph, but with ever step forward, the next step would prove exponentially more difficult. Many thought Porsche would be the first to crack the mark with their ground-breaking 959, but even they turned up three miles per hour short. Ferrari decided to make their own run at 200 mph. For their 40th anniversary, the factory went in the opposite direction of Stuttgart and built an incredibly lightweight and aerodynamic supercar that was fitted with an extremely powerful twin-turbocharged V-8. Sure enough, the plan worked, and the F40 was the first production car to break 200 mph, registering a top speed of 201.4 mph. The F40 proved that sometimes less is indeed more. While Ferrari never originally intended for the F40 to go racing, a number of individuals with the wherewithal to put the car on the track quickly realized the F40’s racing potential. Daniel Marin, of Charles Pozzi SA, successfully lobbied Ferrari to authorize Michelotto to produce a series of racing examples that adhered to IMSA rules, giving the world’s fastest production car a chance to earn its keep on the race track. This limited-production Ferrari, dubbed the F40 LM, for Le Mans, would be much more radical, exclusive, and exciting than the already intense F40 in every way. Michelotto took the opportunity to completely revamp the car by reinforcing the chassis and fitting more aggressive bodywork with more extreme front and rear wings, as well as uprated brakes and suspension, a competition-spec gearbox, wider wheels and tires, and an even more stripped-out interior, which featured a futuristic digital dashboard. In a further effort to save weight, the F40’s distinctive flip-up headlights were replaced with fixed lamps behind Lexan covers. In the end, the F40 LM weighed in at just 2,314 pounds. The engine, now designated F120 B, retained the same displacement as the road going car, but the output of the IHI turbochargers was upped to 2.6 bar and the compression ratio was increased to 8.0:1. Michelotto also fitted bigger Behr intercoolers, new camshafts, and a new Weber Marelli electronic fuel-injection system. Power was quoted as 720 horsepower at 7,500 rpm, but without the air restrictors required for competition, the engine could produce upwards of 760 brake horsepower! CHASSIS NUMBER 97904: THE FINAL F40 LE MANS According to Michelotto, chassis 97904 is the 18th example of 19 F40 LMs built. It is also one of only two examples updated with a pushrod and rocker arm suspension, which has greatly improved the car’s handling in conjunction with its refined aerodynamics. However, while this car was indeed ready to race at a moment’s notice, like other F40 LMs that came before it, chassis 97904 would never turn a wheel in anger on a race track when new, saving it from the rigors and possible damage associated with racing and leaving it as one of the finest and most original examples in existence. After the car was completed in July 1993, it was delivered new to Remo Ferri’s Maranello Motors Ltd. in Woodbridge, Ontario, Canada, which would later become Ferrari of Ontario. It was listed for sale by Maranello Motors in December 1994 and was later owned by John Bisanti, of Rhode Island. Bisanti showed the car a number of times in his ownership, including at the Cavallino Classic and the FCA National Meet in Atlanta, Georgia, in 1999, as well as once more at the Cavallino Classic in 2000. The car’s engine returned to Michelotto for a full service in July 2003 and chassis 97904 left Bisanti’s ownership that year, being purchased as part of The Pinnacle Portfolio shortly thereafter. Like all the other cars in the collection, it has been accordingly maintained and properly preserved. The car has been fully serviced by Ferrari of Central Florida in July 2013, where it received a timing belt service, along with having all fluids replaced, invoices for which accompany the sale. A recent compression test is also on file for inspection. Chassis 97904 is simultaneously a Ferrari of tremendous intrinsic collector value as well as the ultimate track machine that a driving enthusiast could search for. This example is unquestionably one of the finest of its breed, as it has not been subjected to the stresses of racing, and it is a perfect specimen of originality and collectibility. Simultaneously, though it has never been raced, it has nevertheless been serviced regularly, ensuring that it remains the very best and a virtually “brand-new” example, with which to go racing if desired. Equally important to note is that the only other F40 LM equipped with a pushrod suspension is currently owned by Ferrari themselves, making the opportunity to acquire chassis 97904 truly a once-in-a-lifetime opportunity that will surely never be repeated. Whether its destination is a race track or a polished garage floor, this is the F40 LM to be considered. Chassis no. 97904 Engine no. 019 Gearbox no. 020

  • USAUSA
  • 2015-08-13
Hammer price
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1973 Ferrari 365 GTB/4 Daytona Spider by Scaglietti

352 hp, 4,390 cc DOHC V-12 engine with six Weber 40 DCN17 carburetors, five-speed manual transaxle, independent front and rear suspension by coil springs and wishbones, and four-wheel hydraulic disc brakes. Wheelbase: 94.5 in. A genuine Daytona Spider; one of 121 built One of 14 originally finished in Argento Metallizzato Fresh, full restoration by Bobileff Motorcars and Chris Dugan Enterprises Just over 17,000 miles, which are believed to be original Platinum Award winner at the 2014 Cavallino Classic Ferrari Classiche certified; includes books and tools ALONG CAME A SPIDER Ferrari’s 365 GTB/4 Daytona was the last of its series of front-engined V-12 grand touring cars, and it was truly an incredible automobile. It was nicknamed “Daytona,” after Ferrari’s iconic 1-2-3 finish at the 1967 24 Hours of Daytona, and it carried the torch from the widely acclaimed 275 GTB/4 in spectacular fashion. The Daytona, graced with an all-new 4.4-liter V-12 engine, boasted incredible performance, as 60 mph could be reached from a standstill in just 5.4 seconds and it could achieve a top speed of 174 mph, making it the fastest production car in the world at the time of its unveiling in 1968. Its design, penned by Pininfarina and handcrafted by Scaglietti, was vastly different from its predecessor, yet it was also instantly recognizable as a Ferrari in a style all its own. For the individual looking to cruise across Europe at high speeds and cocooned in luxury, there was simply no better choice. To many enthusiasts, the only way that Ferrari could improve the Daytona was to produce a spider. Such a model was unveiled at the 1969 Frankfurt Motor Show, and it proved to be an instant success, as it retained all the character and performance of the coupe yet also added the trill of open-top motoring. The Daytona Spider was the perfect vehicle for sunny locales like Monaco, St. Tropez, or Los Angeles, and it was destined for greatness when it was released. While the Daytona itself is a rare car, with only 1,406 total examples produced from 1968 to 1973, the Spider is considerably rarer, with just 121 built, and these true Spiders are by far the most valuable and desirable variants in terms of road going Daytonas. As such, the Daytona Spider is considered to be the ultimate expression of a grand touring Ferrari to many tifosi, and it is a rare, noteworthy occasion when a genuine example finds its way to the open market. CHASSIS NUMBER 16793 Chassis number 16793 started life exactly as you see it today. It was the 84th of the 121 genuine Daytona Spiders built by the factory, and in addition to being finished in Argento Metallizzato (106-E-1) over a Nero (VM 8500) interior and matching Nero soft-top, it was fitted with air conditioning and Borrani wire wheels, as documented by Ferrari historian Marcel Massini. The car was destined for the United States and shipped new to Bill Harrah’s distributorship in Reno, Nevada, with a sticker price of $29,665. Boyd Lavon Jefferies, the founder of the brokerage firm Jefferies & Company and a resident of Laguna Beach, California, would be the first owner of 16793, purchasing it directly from Harrah’s Modern Classic Motors. The car then passed through Ferrari of Houston, where it was repainted in a silver grey metallic and was resold to Tom Taham, of Texas. By December 1980, it had been purchased by James Hayes, also of Houston, and resided with him until at least October 1982. By 1993, chassis number 16793 was located in Kentucky and sold from ownership in the Bluegrass State back to California, where it was purchased by a chief judge of the Ferrari Club of America and Cavallino Concours, who was clearly an individual with an eye for detail, which further asserts the factory-correctness of this Daytona Spider. This gentleman would go on to own the car for the next few years, before it was decided that the Spider would be fully restored, reusing all of the car’s original components. With its current custodian, the Spider was sent to Bobileff Motorcars in San Diego, who was tasked with the cosmetic portion of the car’s full restoration, including refinishing the example in its original shade of Argento Metallizatto and completely restoring the interior. The car was then sent to Chris Dugan Enterprises in Oceanside, California, who finalized the sort of the car and road-tested it following a rebuild of both the engine and gearbox, which were performed to ensure that it is ready to drive in every manner. Following the completion of the restoration, the car was shown at the 23rd annual Palm Beach Cavallino Classic in January 2014 and was awarded Platinum in its class. Shortly thereafter, the car was certified by Ferrari Classiche as being completely authentic, and the car’s certification binder is included in the sale. Additionally, it is important to note that this Daytona Spider is accompanied by its full and original complement of books and tools, as well as its original window sticker and factory warranty card. Receipts from the restoration and a compression and leak-down test are also included with the car’s file. With only a handful of test miles accumulated since the completion of its restoration, and only 17,000 believed actual miles in all, chassis number 16793 is in absolutely immaculate condition. The brilliant Argento Metallizzato paintwork shines bright, the Nero leather upholstery appears as new, and the engine bay shows nary a sign of use. This car has already garnered an award at Cavallino, and it is undoubtedly ready to garner more awards at further concours events. As the Daytona was the last traditional two-seat, front-engine Ferrari until the introduction of the 550 Maranello in 1996, it is considered by many to be the ultimate expression of a classic Ferrari gran turismo. Its brilliant looks are a true match to its breathtaking performance. Although the car is arguably the most at home shuttling a driver, passenger, and their luggage down the coast in style, its race bred roots are apparent the moment one presses the accelerator, and it can easily outrun modern-day automobiles. Chassis number 16793 is perhaps the finest Daytona Spider in existence, and it is presented just as it was when it was new. It goes without saying that this would be an astute acquisition for any Ferrari collector, as it is a timeless example of Italian motoring in the finest sense. Chassis no. 16793 Engine no. 16793

  • USAUSA
  • 2015-01-15
Hammer price
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1949 Delahaye Type 175 S Roadster

165 bhp, 4,455 cc naturally aspirated overhead valve inline six cylinder engine, four-speed electro-mechanically actuated Cotal Preselector gearbox, Dubonnet coil spring front suspension, De Dion rear axle with semi-elliptic springs, and four-wheel hydraulic finned alloy drum brakes. Wheelbase: 116" - Believed to have been the 1949 Paris and 1950 New York Show Car - One of only 51 of this chassis originally built - Now re-united with its original engine (see text) - Amelia Island and Pebble Beach award-winner The Delahaye Chassis Emile Delahaye, a brilliant industrial engineer in France, built his first motor car in 1895 which was subsequently placed on display at the Paris Auto Salon. Production was on a small scale, but the cars bearing his name were soon appearing at racing events and proved both reliable and competitive. In 1901 poor health resulted in the sale of the company, which also resulted in a move to a new factory in Paris. Continually expanding, Delahaye established itself as a builder of reliable and robust trucks, fine automobiles, industrial engines and special service vehicles. Following a relatively lackluster period from the late 1920s through the early 1930s, Delahaye saw a revival of its fortunes beginning around 1933 and continuing until the outbreak of war. Based on a new series of four- and six-cylinder cars, the new models were headed by a sporting machine designated the 135. It featured independent front suspension and a higher output engine than the normal six-cylinder car. One of these new models was sent to Montlhéry where it set a ream of new records, including seven new world records, and maintained an average speed of 110 mph. Racing successes followed as well, including the Alpine Cup and several Grands Prix events. For 1936, a new triple-carbureted engine produced 160 bhp, and it was this car that swept second through fifth places at that year’s French Grand Prix, losing first to a Bugatti. A Delahaye won the prestigious Monte Carlo Rally in both 1937 and 1939. The 135 was the basis of Delahaye racing cars that followed, which culminated with a victory at Le Mans in 1938. At the same time, Delahayes were winning top awards at concours d’elegance with striking Art Deco coachwork from Europe’s most renowned craftsmen at Figoni et Falaschi, Chapron, Saoutchik, Franay, de Letourner et Marchand and other notable firms. Prewar development continued with the design and introduction of a new V12 racing engine, followed by the Type 165, a street car based on a refined version of the racing car. Unfortunately, the clouds of war were gathering, and development of passenger cars came to a halt. After the war, Delahaye introduced a brand-new design, the 175, a four-and-a-half liter six-cylinder design based on a new block with a seven-bearing crank. Output ranged from 140 bhp to 185 bhp for the sport models. It was Delahaye’s first left-drive chassis and was planned to compete with the Lago Record. The chassis was also state-of-the-art, featuring a Dubonnet front suspension and a De Dion rear axle with drive-shafts passing through the side rails of the frames. The brakes were hydraulic, with twin master cylinders and finned alloy drums. The gearbox was an electromechanically actuated unit by Cotal. A longer wheelbase 180 model was offered, and although the more popular of the two Delahayes offered, it found few buyers in Europe that could afford such extravagance at this time. Production ceased in 1951 after just 150 units – a mere 51 were of the 175 S version. Saoutchik The renowned coachbuilding firm of Saoutchik was formed in 1906 in a Parisian suburb known as Neuilly-sur-Seine by Jacques Saoutchik, a Ukrainian-born cabinetmaker. The quality of his work was exceptional, and his coachwork was respected for its workmanship and the quality of its fittings and finishes. However, it is not for this quality of work that he is remembered today but rather for the art and style of his designs. Where permitted by the client, his lines were daring, embellished with as much trim as possible and creating an outrageous visual effect that emphasized the lines of the coachwork. His unique ideas were the product of his fertile mind. Never accused of copying others, it was soon his competition that sought to emulate him. Just as a lion’s natural habitat is the African Savannah, Saoutchik saw his hunting grounds as the concours d’elegance events of the time. Patronized by the wealthiest of Parisians, these events followed the annual social “season,” from the banks of the Seine in Paris to the south of France, the Bordeaux regions and back again. Although the postwar period saw a dramatic decline in the demand for such exuberant coachwork, it was in many ways the high point of his work; for proof of this one need look no further than s/n 815023. Constructed on the magnificent 175 S chassis, the car’s svelte coachwork managed to minimize its bulk, with the result that the car looked slim and elegant while providing grand touring comfort. The astonishing cost of such truly bespoke coachwork finally sounded the death knell for the art form. Although Jacques Saoutchik passed the torch to his son Pierre in 1952, the great firm finally closed its doors in 1955. Of the Delahayes constructed after the war, this majestic roadster was probably the most extravagant. Built for the re-emerging concours circuit, Saoutchik was responsible for its extreme body which borrowed styling cues from many earlier cars – Saoutchik’s and others. Using the French curves of the thirties combined with more modern baroque ornamentation, Saoutchik conveys a sense of drama and movement with this design. With four completely enclosed wheels, the car is best seen in profile where its beautiful lines can be clearly seen. On the contrary, the car’s façade is brighter and more elaborate. Provenance: s/n 815023 One of the socialites who frequented the French Riviera in the early postwar era was an English movie star named Diana Dors. She was considered one of the blond bombshells of the period (along with the American “three Ms” – Jayne Mansfield, Mamie Van Doren and Marilyn Monroe). Her looks were most similar to Marilyn Monroe’s, and she played similar parts. Her acting skills were well respected, although her looks seemed to relegate her to parts that played upon her other attributes – the quintessential comedic “dumb blonde.” Financially, she did extremely well, ordering this lovely Delahaye when she was just 17 years old, and at age 20, she became the youngest registered owner of a Rolls-Royce in the UK. According to critics, her best work came in 1956 when she played a murderess in Yield to the Night. She was a regular in horror films as well, including The Amazing Mr. Blunden, The Unholy Wife, and The Sorcerer’s Apprentice. Incidentally, a likeness of her appears on the cover of the Beatles' Sgt Pepper's Lonely Hearts Club Band album. According to Dors, before she died, she had managed to hide away more than £2 million in various banks. Eighteen months before her death, after her diagnosis with ovarian cancer, she gave her son Mark Dawson a sheet of paper, which she told him was a code that would reveal the whereabouts of the money. At the same time, she told her son that her widower, Alan Lake, had the key that would crack the code. Sadly, Lake committed suicide only five months after Dors died, leaving Mark Dawson a code that was now evidently unsolvable. Many doubted the story, and the code sheet certainly didn’t appear to be anything out of the ordinary. Her son persevered and hired an expert who recognized the encryption as a form of the Vigenere cipher, which would require a ten character decryption key. Ultimately, the encryption experts were able to work out the key “DMARYFLUCK,” which stood for Diana Mary Fluck, Diana’s real name. They were then able to use the decryption key to decode the entire message. While it was clearly linked to bank statements found in Lake’s papers, no money was ever found, and to this day her encrypted fortune remains the object of many amateur cryptographers. Presumably during Ms. Dors’ ownership, this remarkable Delahaye won top honors at the Grand Castle du Bois de Boulogne in Paris, the Monte Carlo Concours and Coup de l'Automobile in San Remo. By the seventies, the roadster had made its way to Colorado where its owner decided that maintenance issues resulting from the race-spec engine and Dubonnet suspension had become a problem. As a result, he decided to remove the components and fit a front-wheel drive engine and drivetrain from an Oldsmobile Toronado. For nearly thirty years, the original engine and car would remain separated. The vendor recognized the significance of the car’s original configuration and decided to commission Fran Roxas, a leading restorer, to undertake a comprehensive restoration beginning in the early 2000s. While the original suspension had been previously installed, a replacement motor was located and restored and reinstalled to perfection. The painstaking care taken during the restoration and the determination to get all the details exactly correct resulted in a process that consumed many years. Upon completion of the work in 2007, this seminal example of Saoutchik’s work was restored to its original glory. It seems fitting that the car’s first debut was at one of the world’s leading concours d’elegance events, and its return to glory was similarly prestigious – at the 2007 Pebble Beach Concours d’Elegance. Just a few months later, the car, and its magnificent restoration, were honored again, winning People’s Choice at the prestigious Amelia Island Concours d’ Elegance. In spite of the completion of the restoration, the owner never forgot the issue of the non-matching engine. With only 51 cars built, it seemed likely that the original engine would someday turn up – and sure enough, it did. Several months prior to its sale at this auction, the vendor followed a lead and successfully located the original engine and acquired it in order to reunite it with the car. While neither rebuilt nor reinstalled, the engine is fairly complete and does accompany the sale. Summary As is the case with most landmark examples of the coachbuilder’s art, much of this Delahaye's beauty is evident in the details, such as chrome accents that highlight the curves, the embedded turn signals or the small strips which flank the sides, adding grace, length and a sense of speed while cleverly hiding the door handles. The graceful façade was inspired by the Narvals produced just a year earlier. The astonishing interior is remarkably contemporary, incorporating a stylized eagle’s head on each door panel and bracketing an expansive dash panel that seems aircraft inspired with its rows of knobs and stunning transparent Lucite steering wheel. With the coachbuilt era long over in the United States, and very little of it remaining in the U.K., France, and Italy, s/n 815023 represents one of the very last examples of its kind – a true coachbuilt car, designed and built to satisfy one woman’s vision. It is a one-of-a-kind example in every respect and can easily lay claim to being the most outstanding, extravagant and beautiful postwar coachbuilt car in existence. Addendum Please note this car was purchased new in Paris by Sir John Gaul, a good friend of Prince Rainier, who garaged the car in a mews in Mayfair, London. This was one of two cars Mr. Gaul commissioned to his own specification after WWII by Saoutchik, the other being an extravagant Rolls-Royce. He evidently had a true obsession with Lockheed's Constellation, which informed much of his input on the Delahaye. After competing with the car at various concours events, Gaul sold the car to Miss Dors after about five years of ownership. For more information about this car's provenance, please speak with an RM representative. Please note that this vehicle is titled as a 1948. Chassis no. 815023

  • USAUSA
  • 2010-08-12
Hammer price
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1962 Ferrari 400 Superamerica LWB Coupé Aerodinamico by Pininfarina

340 bhp, 3,967 cc SOHC V-12 engine with three Weber 40 DCZ 6 carburettors, four-speed manual transmission with overdrive, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptical leaf springs and parallel trailing arms, and four-wheel hydraulic disc brakes. Wheelbase: 2,600 mm 1962 Earls Court and Chicago Motor Show car The first of only 18 second-series long-wheelbase examples Previously of the renowned Yoshiho Matsuda Collection Fully restored in 2008 by Berlinetta Motors in St. Ingbert, Germany Beautifully presented in its original colour combination of Grigio Argento over Nero Matching-numbers example; a grand touring Ferrari par excellence THE 400 SUPERAMERICA AERODINAMICO By the 1950s, Ferrari had established itself not only as a world-class manufacturer of sports racing cars but also as a manufacturer of the world’s best grand touring cars for the road. Enzo Ferrari had come to fully realise that, in order to continue the success of his racing program, he needed to be able to create, market, and sell equally exceptional road cars. Throughout the decade, the Ferrari GT car had evolved immensely into a top-shelf luxury touring car, namely the 342 America and the 410 Superamerica, which became the last word in sporting luxury. However, these cars were known as heavy and unforgiving to drive, and many believed that such a prestigious automobile should have more refined driving dynamics. To address these changes, Ferrari introduced the 400 Superamerica at the Turin Motor Show in 1959. The 400 SA incorporated a number of changes from its predecessor, chief amongst which was a new Colombo short-block V-12 engine. The new powerplant was bored from its 250 GT dimensions of 3.0-litres to almost 4.0, and it was fitted with the outside-plug arrangement that had proven to be so effective in the Testa Rossa sports racers. This new Superamerica also benefitted from Dunlop disc brakes at all four corners, which replaced the drum brakes on the 410 Superamerica, and an overdrive that increased the top end ratio by 28 percent. These changes markedly improved the car’s performance and road manners and brought its driving characteristics in line with the car’s outstanding level of luxury. The earliest 400 Superamericas were constructed on Ferrari’s shorter, 2,420-millimetre wheelbase and clothed in open coachwork by Pinin Farina. When chassis 2207 SA, dubbed the Superfast II, was introduced at Turin in November 1960, it featured coachwork that had never before been seen on a Superamerica, and it stunned the crowd. The car’s body featured a pointed open-mouth nose leading to a slippery roof and belt lines converging into a delicately swooped fastback tail that catered toward aerodynamics, helping the Superamerica cut through the air. Two years later, at the London Motor Show in September 1962, Ferrari introduced a second-series 400 Superamerica. This car retained the distinctive Aerodinamico coachwork of its predecessors, but it now rode on the 250 GTE’s 2,600-millimetre chassis, which eventually replaced the earlier and shorter-wheelbase chassis. Approximately 18 long-wheelbase Coupé Aerodinamicos were constructed when production came to a close in 1964, adding to a total of 35 Series II examples, which also included the earlier SWB Superamericas. CHASSIS NUMBER 3931 SA Chassis 3931 SA was built by Ferrari as the first Series II car with a longer wheelbase and was sent to the Pininfarina works on July 18, 1962. Pininfarina worked on the car for over two months, creating a truly beautiful body, and it was completed on September 29, 1962. This car was quickly taken to London where it was unveiled at the Earls Court Motor Show, with Ferrari also noting that it was then displayed at the Chicago Motor Show. Originally delivered in Grigio Argento with Nero interior, the same combination it is presented in today, 3931 SA was one of only 14 Series II LWB cars to feature the desirable covered headlamps. Once its debut at the Earls Court Motor Show was over, chassis 3931 SA was exported to Luigi Chinetti Motors in New York for $13,017, where it was then shown at the Chicago Motor Show. During the 1970s, the car was owned by Gary Wasserman who resided in San Francisco. In 1975, the car also appeared in Stan Grayson’s book Ferrari, The Man, The Machines. In the early 1980s, the car was completely restored by Terry York Motor Cars before being sold to Yoshijuki Hayashi in Tokyo, where it was registered on Japanese license plate 72 45. On January 9, 1995, chassis 3931 SA became part of the renowned Yoshiho Matsuda Collection, and it was displayed at the 1995 Matsuda Ferrari Museum of Art. In the early 2000s, the car was imported back to the USA where it was used sparingly before returning to Europe. Subsequently, the car was completely restored from 2003 to 2008 by Berlinetta Motors in St. Ingbert, Germany. The 400 Superamerica is often considered to be the grandest of Ferrari’s grand touring automobiles, as it is utterly uncompromising in every sense. The Superamerica offered its owners nothing but the finest in terms of automotive technology, with cutting-edge design, performance, and luxury. This particular Ferrari is one of the most important examples constructed, and it is truly capable of anything its next owner desires. Moteur V12, 3 967 cm3, 1 ACT par banc, 340 ch, trois carburateurs Weber 40 DCZ 6, transmission manuelle quatre rapports avec overdrive, suspension avant indépendante avec triangles inégaux et ressorts hélicoïdaux, essieu arrière rigide avec ressorts semi-elliptiques et bras tirés parallèles, freins hydrauliques à disques sur les quatre roues. Empattement 2 600 mm. • Voiture exposée aux Salons de Londres et de Chicago 1962 • Premier des 18 exemplaires de deuxième série châssis long • A fait partie de la célèbre collection Yoshiho Matsuda • Magnifiquement présentée dans sa combinaison de teintes d'origine, "Grigio Argento" et "Nero" • Numéros concordants ("matching numbers") ; "la" Ferrari de grand tourisme par excellence La 400 Superamerica Aerodinamico Au cours des années 1950, Ferrari a pris la place de constructeur non seulement de voitures de course de niveau international, mais aussi des meilleures automobiles de grand tourisme du monde. Enzo Ferrari avait fini par comprendre que, pour poursuivre avec succès son programme de compétition, il avait besoin de créer, promouvoir et vendre des voitures de route tout aussi exceptionnelles. Tout au long de la décennie, la référence en matière de Ferrari GT a évolué de façon très importante jusqu'à devenir une machine de route extrêmement luxueuse, à savoir la 342 America et la 410 Superamerica, le summum en matière de luxe sportif. Cependant, ces voitures avaient la réputation d'être lourdes et délicates à conduire, et de nombreux connaisseurs considéraient qu'un modèle aussi prestigieux se devait de présenter des qualités routières plus raffinées. Pour effacer ces défauts, Ferrari dévoilait en 1959, au Salon de Turin, la 400 Superamerica. Cette 400 SA adoptait un certain nombre de changements par rapport à sa devancière, à commencer par un nouveau moteur V12 Colombo. A partir de la cylindrée de 3 litres de la 250 GT, ce bloc se voyait réalésé pour passer à presque 4 litres, tout en étant équipé de bougies à l'extérieur du V selon une configuration qui avait donné de bons résultats sur les Testa Rossa de compétition. La nouvelle Superamerica bénéficiait aussi de nouveaux freins à disques sur les quatre roues, au lieu des tambours de la 410 Superamerica, et d'un overdrive qui modifiait de 28% le rapport final. Ces modifications permettaient d'améliorer les performances et le comportement routier de la voiture de façon très significative, en parfaite cohérence avec le niveau de luxe exceptionnel qu'elle présentait. Les premières 400 Superamerica étaient fabriquées sur le châssis Ferrari plus court, de 2 420 mm d'empattement, habillé d'une carrosserie cabriolet signée Pininfarina. Lorsque la voiture correspondant au châssis n° 2207 SA, dénommée Superfast II, a été présentée à Turin en novembre 1960, elle comportait une carrosserie qui n'avait encore jamais été vue sur une Superamerica et qui a immédiatement fasciné le public. Elle affichait à l'avant une calandre évoquant une bouche ouverte, qui menait à un toit effilé et à une ligne de ceinture caisse convergeant vers un arrière fastback délicatement galbé et profilé, favorisant la pénétration dans l'air de la Superamerica. Deux ans plus tard, au Salon de Londres de septembre 1962, Ferrari dévoilait la 400 Superamerica de deuxième série. Elle conservait la forme de carrosserie aérodynamique particulière de ses devancières, mais ici sur un châssis de 250 GTE de 2 600 mm d'empattement, à la place de la précédente plateforme, plus courte. Quelque 18 exemplaires de coupés Aerodinamico ont été produits avant que la production de s'arrête en 1964, portant le nombre total de Superamerica Série II à 35 exemplaires, dont font partie les précédentes versions châssis court. 400 Superamerica Châssis n° 3931 SA Le châssis n° 3931 SA a été fabriqué par Ferrari comme le premier de la Série II sur châssis long, et il a été envoyé chez Pininfarina le 18 juillet 1962. Le carrossier a travaillé sur la voiture pendant plus de deux mois, donnant le jour à une carrosserie de toute beauté qu'il terminait le 29 septembre 1962. Cette voiture était rapidement envoyée à Londres où elle était dévoilée au Salon de Londres, à Earls Court. Ferrari notait de l'exposer aussi au Salon de Chicago. Livrée à l'origine dans la teinte "Grigio Argento" avec sellerie "Nero", combinaison qui est encore la sienne aujourd'hui, 3931 SA fait partie des 14 exemplaires de Série II châssis long dotés des désirables phares sous cache profilé. Après son séjour au Salon de Londres, la voiture était exportée chez Luigi Chinetti Motors, à New York, pour la somme de 13 017 $, et de là elle était emmenée au Salon de Chicago pour y être exposée. Au cours des années 1970, cette Superamerica appartenait à Gary Wasserman, qui résidait à San Francisco et, en 1975, elle faisait une apparition dans l'ouvrage de Stan Grayson, Ferrari, The Man, The Machines. Au début des années 1980, la voiture était complètement restaurée par Terry York Motor Cars avant d'être vendue à Yoshijuki Hayashi, à Tokyo, où elle recevait l'immatriculation japonaise 72 45. Le 9 janvier 1995, châssis 3931 SA intégrait la collection réputée de Yoshiho Matsuda, et elle était exposée en 1995 au "Matsuda Ferrari Museum of Art". Au début des années 2000, elle repartait aux États-Unis où elle était utilisée avec parcimonie avant de revenir en Europe. La 400 Superamerica est souvent considérée comme la plus prestigieuse des Ferrari grand tourisme, car c'est une voiture conçue sans laisser de place au compromis. La Superamerica offrait à ses propriétaires le meilleur en matière de technologie automobile, avec un style, des performances et un luxe de très haut niveau. La présente Ferrari est un des exemplaires produits les plus importants, et elle est vraiment capable de répondre à tous les souhaits de son prochain propriétaire. Chassis no. 3931 SA Engine no. 3931

  • FRAFrance
  • 2016-02-03
Hammer price
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1997 McLaren F1

1997 McLaren F1

  • GBRUnited Kingdom
  • 2008-10-29
Hammer price
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1966 Ferrari 275 GTB Alloy by Scaglietti

Desirable long-nose 275 GTB with factory aluminium bodywork Delivered new to U.S. Senator Adlai Stevenson III Retains its original engine and transmission Ferrari Classiche certified Built with desirable alloy bodywork, chassis number 08111 was born as a long-nose 275 GTB with triple carburettors and CV joint transmission. It was originally finished in Rosso Chiaro (20-R-190) over a Nero (VM 8500) interior with full leather seats, just as it presents today. Completed by the factory in December of 1965, the car was sold new through Luigi Chinetti Motors in Greenwich, Connecticut, to Adlai Ewing Stevenson III. A graduate of Harvard College and later Harvard Law School, after serving in Korea and working in a law firm, Stevenson was elected to the Illinois House of Representatives and served there from 1965–1967, prior to serving as the State Treasurer from 1967–1970. He was finally elected to the United States Senate in 1970 and represented Illinois for 11 years as a member of the Democratic Party. His family was steeped in U.S. political history, as his grandfather served as Vice President of the United States under Grover Cleveland and his father was Governor of Illinois for four years, ran for President of the United States in 1952 and 1966, and served as U.S. Ambassador to the United Nations from 1961–1965. There is no doubt that a red 275 GTB would have turned lots of heads both in Illinois and Washington, D.C., and while it is not known when he sold the car, it had been sold to John A. Gross of Reseda, California, by at least 1973. Chassis number 08111 remained with him through 1976. By 1979, the 275 GTB had moved across the border to Vancouver, British Colombia, where it was owned by Dr Thomas M. Maxwell. Maxwell fully restored the car in 1984 and listed it for sale upon completion in late 1985. By 1986, the 275 GTB was sold to Mike Sheehan and subsequently traded to Swiss broker Charles Gnädinger, who brought the car with him when he emigrated to the South of France. Listed for sale again in France in 1997, the car was sold there to Jorge Raposo Magalhaes of Portugal. While in Portugal, the car’s interior was re-trimmed in tan, fitted with a new hood with a raised bulge similar to a 275 GTB/4, and fitted with a black air intake and grille. Subsequently sold to José Manuel Albuquerque of Cascais, the car remained in Europe with a handful of owners until being purchased in 2011 by its current custodian in Switzerland. Under his ownership, the car was shipped to Italy for a full restoration to original specifications. Bodywork was completed by Quality Cars in Padova, and the interior was re-trimmed in Nero by Luppi Tappezzeria, while the mechanics were handled by former mechanics of M.G. Crepaldi S.a.S. in Milan. Since the completion of the restoration in 2016, chassis number 08111 has been driven just 100 km from new and remains in excellent condition throughout. Confirmed as retaining all of its original major mechanical components by Ferrari Classiche during certification, this is truly an exceptional 275 GTB with a compelling ownership history. • Desiderabile 275 GTB “muso lungo” con carrozzeria originale in alluminio • Consegnata nuova al senatore americano Adlai Stevenson III • Ancora con il suo motore e la trasmissione originali • Certificata Ferrari Classiche Prodotta con carrozzeria in alluminio, oggi ambitissima, la vettura con numero di telaio 08111 è nata come 275 GTB “muso lungo”, triplo carburatore e trasmissione a giunto omocinetico. E' stata originariamente verniciata in Rosso Chiaro (20-R-190) su interno Nero (VM 8500) con i sedili interamente rivestiti in pelle, esattamente come si presenta ancora oggi. Completata in fabbrica nel dicembre del 1965, è stata venduta nuova attraverso la Luigi Chinetti Motors di Greenwich, Connecticut, ad Adlai Ewing Stevenson III. Dopo gli studi all’Harvard College e la laurea alla Harvard Law School, dopo aver prestato servizio militare in Corea e lavorato in uno studio legale, Stevenson è stato eletto nell'Illinois House of Representatives, dove ha prestato servizio dal 1965 al 1967, prima di essere nominato Tesoriere dello Stato per gli anni dal 1967 al 1970. Eletto nel Senato degli Stati Uniti nel 1970, come membro del Partito Democratico, ha rappresentato l'Illinois per 11 anni. La sua famiglia aveva una lunga tradizione nella storia politica statunitense, in quanto suo nonno era stato vicepresidente degli Stati Uniti sotto Grover Cleveland e suo padre era stato governatore dell'Illinois per quattro anni, prima di candidarsi come presidente degli Stati Uniti nel 1952 e nel 1966 e di essere Ambasciatore degli Stati Uniti alle Nazioni Unite dal 1961 al 1965. Non c'è dubbio che una 275 GTB rossa avrà fatto girare molte teste, sia in Illinois sia a Washington DC. Mentre non è noto quando esattamente il Senatore ha venduto l'auto, sappiamo che è stata ceduta, verso il 1973, a John A. Gross di Reseda, in California. Il telaio numero 08111 è poi rimasto con lui fino al 1976. Nel 1979, la 275 GTB aveva attraversato il confine e sii trovava a Vancouver, nella Colombia Britannica del Canada, di proprietà del dottor Thomas M. Maxwell. Maxwell ha poi completamente restaurato l'auto nel 1984 e l'ha inserzionata per venderla verso la fine del 1985. Per il 1986, la 275 GTB è stata venduta a Mike Sheehan, prima di essere ri-venduta al broker svizzero Charles Gnädinger, che l’ha portata con sé quando è emigrato nel sud della Francia. Inserzionata in Francia nel 1997, viene poi ceduta a Jorge Raposo Magalhaes del Portogallo. E’ proprio mentre la macchina si trova in Portogallo che gli interni vengono professionalmente rivestiti in colore marrone ed il cofano riceve una nuova presa d’aria, con una gobba piuttosto pronunciata, come sulla 275 GTB/4 e, la macchina viene equipaggiata con una presa d’aria di colore nero, lo stesso della mascherina. E’ durante questa proprietà che l'auto viene spedita in Italia per essere sottoposta ad un restauro totale, conforme alle specifiche originali. La carrozzeria è stata restaurata dalla Quality Cars di Padova, mentre, l'interno è stato tutto rifinito in Nero da Luppi Tappezzeria con la meccanica gestita da un ex meccanico della M.G. Crepaldi S.a.S. di Milano. Dalla fine dei lavori di restauro, nel 2016, il telaio numero 08111 è stato guidato per soli 100 km e rimane, ancor aoggi, in condizioni eccellenti in tutto. Con le verifiche effettuate da Ferrari Classiche durante la certificazione, si è potuto confermare che questa 275 GTB ha mantenuto tutti i suoi componenti meccanici originali. Una 275 GTB veramente eccezionale con un’ importante storia legata ai suoi proprietari precedenti. Chassis no. 08111 Engine no. 08111 Gearbox no. 510

  • ITAItaly
  • 2017-09-09
Hammer price
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2015 Ferrari LaFerrari

4,000 miles and single ownership from new Desirable Nero over Nero color scheme Recent full service by Ferrari of San Francisco Still under its factory warranty until July of 2018 Always lovingly enjoyed and maintained by its current custodian; ready for further road use Delivered to its first owner and only Californian owner through Ferrari San Diego in July of 2015, this LaFerrari was custom-ordered in the rare and desirable combination of Nero, with matching black wheels with Giallo calipers and Nero leather upholstery in an effort to create a subtle and stealthy look. It is also fitted with a variety of carbon fiber options, including wing mirror stalks, fog lamps, and front and rear splitters finished in carbon fiber. The car has also been outfitted with the telemetry kit with inner cameras, black sports exhaust, and large-size seats. With only one owner from new, it has been driven and enjoyed on the open road, where it is reported to have always provided both exciting and reliable motoring. It was displayed at The Quail: A Motorsport Gathering in 2016. The car retains all its original books, tools, luggage, battery charging kit, both spare keys, and service invoices. It is important to note that the car has always been serviced and maintained as necessary at proper intervals by Ferrari of San Francisco, ensuring that it has always provided its owner with trouble-free motoring and guaranteeing many more miles of trouble-free motoring ahead. Furthermore, the car still retains another year of its factory warranty, which expires in August of 2018 and can be refreshed thereafter. Ferrari’s most technologically advanced and highest performing road car to date, the LaFerrari is a vehicle that demands respect due to its mind-bending performance, but one that can be driven and enjoyed frequently. The LaFerrari was a completed break in Ferrari tradition in that the powerplant is not only extremely powerful, boasting a total output from both its 6.3-liter V-12 engine and electric motor for a combined output of 949 bhp, but it also reduces the carbon footprint noticeably. Contemporary magazine road tests indicate full acceleration to 62 mph in less than three seconds. The 124 mph mark arrives in less than seven seconds, and the 186 mph mark in 15 seconds! Keep accelerating, and the LaFerrari will accelerate to a top speed of over 217 mph. For the collector that wishes to sample the pinnacle of Ferrari performance on the open road, there can be no better LaFerrari. Chassis no. ZFF76ZFA9F0211998 Engine no. 285533

  • USAUSA
  • 2017-08-19
Hammer price
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1930 Bentley 6½-Litre Speed Six Sportsman’s Saloon by Corsica

One of the most beautiful, famous, and important Speed Sixes Immensely impressive, sinister original Corsica coachwork Formerly owned by Hugh Young, Barry Cooney, and Gordon Apker Very well known in vintage Bentley circles THE SPEED SIX: IN SEARCH OF POWER Created at the urging of foremost “Bentley Boy” and Bentley Motors chairman Woolf Barnato, the Speed Six was the racing derivative of the massive and potent 6½-Litre. It could be argued that, in its mechanical specifications, the Speed Six was very similar to and derivative of the 6½-Litre, but that is as fallacious as claiming that the 250 GTO is the same as a 250 GT Pininfarina coupe. The new model boasted from such a host of upgrades, including twin SU carburetors on a new square-section intake manifold. Its performance was above and beyond its sibling by incredible measure. In racing tune, 200 horsepower was possible, and period reports indicated a top speed of 120 mph, comparable to the mighty Duesenberg. Speed Sixes blasted all over Europe, so dominating Le Mans at 1929 that, at one point, they were so far ahead of the field that they were instructed to reduce to touring speed for the last few hours (and won anyway). After a dominating season they returned to Le Mans in 1930, repeating the same feat down to the “slow finish,” and marking Bentley’s fourth consecutive victory at the world’s greatest endurance race. As was true for other competition cars of the period, the Speed Six was not used strictly for racing. Chassis configured very similarly to the Le Mans cars were released to private owners and fitted with remarkable custom coachwork, few more remarkable than that offered here. GH 208: THE JOURNEYS OF A SINGULAR SPEED SIX This Speed Six, chassis number HM2861, was delivered to original owner J.W. Bealey of Little Minthurst Farm, Charlwood, Sussex, in September 1930, via Jack Barclay of London. As a very late Speed Six, it was constructed with all of the Le Mans-bred updates, including a stronger camshaft, 25-quart oil sump, and “C” type gearbox. Bentley Motors build records, copies of which are on file, detail the original specifications, including noting the original coachbuilder as Corsica Coachworks, also of London. Corsica’s spectacular body for the car ranks among the most memorable creations of a shop known for the audacious and impressive. Taking full advantage of the 152-inch chassis, they built a car that appears to be all engine, with a hoodline and cycle-style fenders extending almost half the length of the automobile, ending at a five-passenger Sportsman’s Saloon body with a low roofline, split windscreen, and truncated tail. Aside from Woolf Barnato’s famous streamlined coupe, no other “Speed Six” packed as much visual impact as the Bealey car. The late Hugh Young, a longstanding and highly respected member and officer of the Bentley Drivers Club, acquired the machine in Wool, Dorset, in 1958, by which time it had gained its current engine, LR2782, from another Speed Six. Mr. Young recalled that his wife “Ursula and I brought the Speed Six to Canada in the summer of 1959, in the hold of the Pinemore cargo ship in which we also traveled . . . . We then drove it – unrestored! – from Montreal to Winnipeg via the U.S. That was a real adventure!” After many years of driving enjoyment with the Speed Six, Mr. Young sold the car in 1976 to Barry Cooney, a well-known enthusiast from Oregon who has owned several vintage Bentleys and Rolls-Royces over the decades. In a recent conversation, Mr. Cooney noted that he took the newly acquired car to the well-known Bentley specialists Hoffman and Mountford and had them perform a full mechanical service before the car was shipped to the United States. Upon its arrival stateside, the new owner began using his Bentley exhaustively, including driving it on two occasions from his home in Portland to the Pebble Beach Concours, where it was displayed – fresh off the road – in 1981 and 1982. On at least one of those journeys, Mr. Cooney’s friend, the Rolls-Royce and Bentley historian, Diane Brandon, recalls a late-night drive through the mountains with the lights on, something that even the hardiest enthusiasts might not undertake today. On another occasion, the car was driven all the way to Victoria, British Columbia, for a Rolls-Royce Owners Club meet. In 1984, Mr. Cooney sold his well-traveled Bentley to the late, great collector, Gordon Apker, with whom it remained for the next two decades. During that time it was again returned to Pebble Beach, in 1985, memorably sharing the ramp with the famous “Blue Train” Bentley. It was then acquired for the collection of its current owner, in which it has been maintained since. Further restoration work was performed in the late 1990s, in which the car was refinished in its current livery, inside and out, and fitted with disc-style wheel covers, as it retains today. Among the rarefied ranks of Speed Six Bentleys, in which every one is special and unique, none packs the sheer emotional punch of the car enthusiasts known as, simply, “GH 208.” Its dark visage stops even the most jaded enthusiasts in its tracks, turns heads even among a Pebble Beach field, and simply and purely is considered one of the most beautiful closed W.O. Bentleys ever constructed. On other cars such statements would be cliché, but on the Corsica Sportsman’s Saloon, they are simply grand reality. Chassis no. HM2861 Engine no. LR2782

  • USAUSA
  • 2017-08-19
Hammer price
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1934 Packard Twelve Runabout Speedster

Property from the Robert Lee Collection, The Last of Four Built and Formerly the Property of the Harrah Collection Model 1106. 160bhp, 445 cu. in. side valve V12 engine with Stromberg downdraft carburetion featuring automatic cold start, three-speed synchromesh transmission, shaft drive with hypoid rear axle and four-wheel adjustable vacuum assisted brakes. Wheelbase: 135" In the world of collector cars, there are many wonderful cars. There are but a handful, however, that earn universal acclaim. These very special cars are, inevitably, exceedingly rare. They are invariably built on the finest chassis. Most important of all, they are achingly beautiful, the pinnacle of achievement for their coachbuilder. The LeBaron Runabout Speedster is just such a car. The Packard Twelve Packard’s Twelve was, in many ways, the signature car of the classic era – it was the top of the line offering from America’s leading manufacturer of fine cars. It was the Brooks Brother’s suit of the time: a conservative car with finely tailored lines, elegant appointments, a refined chassis and a whisper-quiet twelve-cylinder engine. In a sense, Packard’s Twelve was never meant to be. In fact, the car’s history goes back to the Cord L-29 and the great Miller engined front drive race cars. Packard’s management was intrigued with the idea of front drive and commissioned the construction of a prototype. A decision was made to develop a twelve-cylinder engine for this new car, as the shorter length of a V12 – compared with Packard’s venerable inline eight – allowed more flexibility in packaging the front drive chassis. Extensive testing revealed weaknesses in the front drive chassis’s design and anticipated development costs soared. Meanwhile, Cadillac had ignited the multi-cylinder race with their exquisite new sixteen and twelve-cylinder models, and Packard’s dealerships were feeling the pressure. The solution, born of necessity, created one of the defining models of the classic era: install the new twelve-cylinder engine in Packard’s proven Deluxe Eight chassis. The result was christened the Twin Six, in honor of Packard’s first V12 introduced more than 15 years earlier. By 1933, the name had been changed to the Packard Twelve to more clearly convey the power behind the new car. It and the 11th series were the last cars with flowing fenders and classic lines, before the advent of the streamlined look. The front ensemble is truly beautiful, with a graceful v-shaped radiator and matching headlights and fender lights. The dash is a work of art, looking more like a jeweler’s display than an instrument panel. Few collectors today would argue that the 1934 Packard Twelve represents the ultimate expression of Packard’s leadership in the fine car market. LeBaron Inc. LeBaron Carrossiers Inc. was founded in 1920 by two of the most respected names from the era of the great coachbuilders: Thomas L. Hibbard and Raymond Dietrich. Both young men worked at Brewster, probably the leading coachbuilder of the day. Since the carriage era, America’s leading families had patronized Brewster. In fact each family had their own unique carriage colors; some had different color schemes for summer and winter bodies. According to Lamm and Holls, writing in A Century of Automotive Style, there were literally thousands of such combinations maintained on sample boards in Brewster’s paint shops – each a little different from the others. Brewster’s market position allowed the company to attract the brightest and most talented designers, and Hibbard and Dietrich were no exception. However, the pair were ambitious and decided they wanted to try their hand at their own designs. They took to whiling away their spare time planning their new venture. Unfortunately, Brewster got wind of the plan, and fired them both. Unexpectedly forced to set up shop, they settled on a location and a name. The location – 2 Columbus Circle, New York City – was more than they could afford, but they decided it was essential to their image. Coincidentally, it was also home to Fleetwood’s design offices. They chose the LeBaron name because it sounded French – and would lend a sophisticated air to their firm. Most interesting was that they chose to have only a design office, without coachbuilding facilities. Not only was this practical – they had no coachbuilding skills – but it allowed them to work independently from (and with) both chassis manufacturers and coachbuilding firms. The idea was not new, but it was certainly unusual. Work was slow in coming, and the two found themselves struggling for survival. Fortunately, a break from the New York Packard dealer gave them a commission – and such a prestigious commission piqued the interest of other dealers and manufacturers. Work began to flow, and soon the pair were approached by Ralph Roberts, who knew Dietrich before he had gone to Brewster. Roberts wanted to design cars, and when he applied for a job Hibbard and Dietrich liked him enough that they offered him a full one third partnership – but with the provision that he serve as the firm’s business manager. In 1922, LeBaron was offered space at the New York Auto Salon at the Commodore Hotel – an unprecedented achievement for a two-year-old design firm. As momentum began to build, contracts from manufacturers began to arrive, including Crane Simplex and Locomobile. Hibbard wanted very much to work in France, and in 1923, he left for Paris to look into establishing an office there for LeBaron Carrossiers. While in Paris he met another American designer, Howard “Dutch” Darrin. The two hit it off, and decided to start their own company, Hibbard & Darrin. Hibbard sold his shares in LeBaron to Roberts and Dietrich, and moved to Paris. Meanwhile, back at 2 Columbus Circle, LeBaron’s reputation was growing quickly, but the partners were not making a lot of money. Part of the problem was that overseeing the construction of bodies at many different facilities resulted in a great deal of travel time. Secondly, without the profits from coachbuilding, design work alone was proving less lucrative than the partners had hoped. As a result, in 1923, when Roberts and Dietrich were approached by Charles Seward and James Hinman, owners of the Bridgeport Body Company, they quickly made a deal to swap shares, and the new firm became known simply as LeBaron Inc. The idea was that LeBaron would give Bridgeport a design office, while Bridgeport gave the design team control over the body making process as well as a share in the profits. At this point, LeBaron hired Werner Gubitz and Roland Stickney as draftsmen, designers and illustrators. Dietrich continued as chief designer, while Roberts managed the business. Before long, another opportunity presented itself. Dietrich had formed a friendship with Edsel Ford that had lead to a very lucrative business for the firm designing bodies for Lincoln chassis. Edsel asked Murray Body president Allan Sheldon to invite Roberts and Dietrich to come to Detroit to join them. Initially, the two men declined the offer, not wishing to desert Seward and Hinman so soon after they had come to LeBaron’s rescue. Edsel Ford and Sheldon again invited the pair to visit Murray, no doubt planning to make another offer for LeBaron. Unfortunately, Roberts was ill, suffering from the flu, and could not make the trip. Before Dietrich returned, he telegraphed Roberts to say he had made a deal for himself, and was leaving LeBaron to join Murray. There they formed a new company, Dietrich Inc., jointly owned by Dietrich and Murray, and in return, Murray set up Dietrich with his own body building facilities. He sold his shares to Roberts, Seward, and Hinman. LeBaron, meanwhile, continued to prosper, even after the loss of its two founders. Ralph Roberts proved to have a good eye for design and excellent rapport with LeBaron’s clients. He and Stickney made a great team, with Stickney refining and implementing Roberts’ ideas. In 1927, LeBaron was acquired by Briggs, one of Detroit’s largest body building firms. Briggs’ clients included Chrysler, Ford, Overland and Hudson. LeBaron continued to operate within Briggs, whose strong Detroit connections soon lead to prestigious custom work for Lincoln, Cadillac, and Pierce Arrow. In effect, LeBaron became Briggs’ in-house design label, as Dietrich had become Murray’s. Shortly afterwards, Briggs hired designer John Tjaarda, and he and Roberts assumed joint responsibility for running LeBaron. Together with their in house design staff, the two were responsible for LeBaron’s designs for the next several years. LeBaron was ideally positioned to take advantage of the burgeoning demand for coachbuilt bodies that developed in the late 1920s. If fact, the firm survived the onset of the Great Depression (likely as a result of the support of Briggs), and produced some of its best work in the early to middle 1930s. Factory design work included the legendary Model J Duesenberg, for which LeBaron bodies were among the most prolific. In addition, LeBaron designs graced the top of the line CG and CL Imperials, as well as the remarkable Marmon Sixteen. By 1934, LeBaron was an established firm, with 15 years experience catering to America’s leading families. During that time, LeBaron bodies were known to be more stylish than most, although few were truly revolutionary. Among the exceptions were the Runabout Speedster and the Sport Phaeton designed for Packard’s 1934 Twelve chassis. There was, in fact either a precedent or an inspiration, depending on your point of view, for the runabout speedster. Known as the Macauley Speedster, it was a styling and design prototype that was developed by some combination of Packard’s in-house staff, Dietrich designers, and input from Edward MaCauley, son of Packard President Alvan MaCauley and newly appointed design chief. The car went through at least three makeovers, but the second version incorporated both the general shape and the pontoon fenders of the LeBaron Speedsters. The fact that the cars wear the LeBaron name must be indicative of the firm’s leading role in the design and development of the cars – although clearly with the heritage of the Macauley speedster in mind. Regardless of inspiration, these cars were quite simply, stunning. Imagine a world still dominated by Model T and Model A Fords – where nearly every car on the road was black and where construction quality was, at best, weak. Now, imagine that into this world glides a Runabout Speedster. With its streamlined pontoon fenders, long hood and elegantly tapered boattail, it must have looked like a vision from another planet. There is no modern comparison. Rolls-Royce builds hundreds of New Phantoms; Maybach likewise builds hundreds of its super-luxury sedans. They are certainly imposing and rare, but most have seen one, and many more could afford one. When 1106-12 was new there were only three others in the world – and there would never be any more. It cost more than a luxury home, and as much as any yacht. It is interesting to note that while the LeBaron Sport Phaeton was built on the long wheelbase 1108 chassis, the Runabout Speedsters were built on 1106 chassis, which combined a short (135 in. wheelbase) eight-cylinder chassis with the Twelve drivetrain. In addition, both front and rear axles, wheels, brakes and transmission were eight-cylinder components. Since the Speedster body itself was lightweight, using the shorter chassis and lighter eight-cylinder components, it resulted in a higher power to weight ratio than any other Packard Twelve. It was, in effect, a factory hot rod! Each of the four Runabout Speedsters differed slightly from the others. One had a rear mounted spare. Another had step plates rather than running boards, although some believe these were modifications carried out in the period by Bohman & Schwartz. There were variations in interior trim, and at least one had wheel covers. Priced at $7,746, FOB Detroit, they were the most expensive Packard money could buy. Known within Packard as style number 275, each LeBaron Runabout Speedster was also assigned a Job Number within LeBaron. 1106-12 was the last car built, assigned Job No. 176-4. Delivered new in Washington, D.C., little is known about 1106-12’s first owner, a man named Mr. E. Specth. When new, the car was finished in black, with black leather. The car remained with Specth until it was purchased by George Hormel, founder of the George Hormel Foods in Austin, Wisconsin – best known for its 1937 introduction of a spiced ham product called Spam. Even today, more than 120 million cans are sold annually. Hormel kept the car for many more years, until his death in 1946, when it is believed to have passed to his son, Jay Hormel. Jay kept the car until he died in 1954, when it passed to his son, George A. Hormel II. Known as “Geordie,” he was a fascinating character, who turned his back on the family business to seek his fortune in the music industry. A long-haired, bearded free-thinking hippie – then and now – he wrote many television theme songs, including "Lassie," "Ozzie & Harriet," "The Fugitive" and "The Untouchables". Later, he built a state of the art 24 track recording studio called “The Village” that still operates today, having recorded music for many artists, including Robbie Robertson, Janis Joplin, Sly Stone, the Pointer Sisters, Neil Young, and Steely Dan. Geordie was always a fan of mechanical things, from cars to airplanes, which may explain how he ended up with the family car collection. Finally, on January 16th, 1961, he made a deal with noted collector Jack Nethercutt of San Sylmar, California to sell him a package of five cars for $23,000. The cars included the Speedster Runabout, a 1934 Packard Dietrich Sport Sedan, a 1931 Packard 840 Kellner Town car, and a 1934 Packard Twelve Rumble Seat Coupe – along with 2,700 pounds of new Packard parts! Nonetheless, the Runabout Speedster was one of J.B.’s favorites, and as a result he kept the car for 15 years or so before finally selling it to Bill Harrah in the early to mid 1970s. After Harrah’s death, the collection became the property of the Holiday Inn Corporation, and a series of auctions were held to liquidate the collection. In September of 1985, General William Lyons of Trabuco Canyon, California bought the car for the amazing sum (for the time) of $710,000. Lyons commissioned restorer Richard Martin to conduct a comprehensive restoration of 1106-12 between 1990 and 1992, changing the car to the lovely shade of blue it wears today. Finally, in 1994, the vendor persuaded General Lyons to part with the car (as part of a deal to acquire one of the 1108 LeBaron Sport Phaetons) and 1106-12 had been in his collection ever since. While all the surviving Runabout Speedsters are well known, the provenance of 1106-12 is particularly good, comprising a who’s who of American classic car collecting in the latter half of the 20th Century. Nethercutt, Lyons, Harrah, and Lee – these men collected only the very best. Consummate car guys, none has ever been known to own a car with poor history, and consequently, their ownership of 1106-12 constitutes a ringing endorsement of the car’s provenance and quality. With only four cars built, the opportunity to acquire an original LeBaron Runabout Speedster will always be rare – and it is likely to be a great many years before another is offered. Of the other three, one has been in the same hands since 1947 despite numerous and persistent attempts to buy it. The second is in the hands of a well-known and highly respected New England collector who has rarely – if ever – sold a car from his permanent collection. The last is in the hands of the vendor of 1106-12, and he intends to keep it – and indeed, is selling now only because it represents a duplicate. Exquisite beauty, extreme rarity and flawless provenance – in the art world, those words could easily be attached to a $100 million painting. It has been said that coachbuilt cars are vastly undervalued when compared to objects of value in other fields – and nowhere does this seem truer than it does with LeBaron’s masterpiece, the Runabout Speedster. Many have called it the most beautiful Packard ever built. Some say it is the prettiest coachbuilt American car of all. Regardless, there is no denying that the Runabout Speedster was one of the greatest design achievements of its time – and perhaps, of all time. Addendum Please note that the Packard featured here is Lot # 167 in the sale and not # 174 as advertised in the catalog. Chassis no. 902052

  • USAUSA
  • 2006-01-20
Hammer price
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1953 Ferrari 250 Europa Coupé by Vignale

Shown at the 1954 World Motor Sports Show in New York A brilliant example of an early one-off coachbuilt Ferrari 2012 Villa d’Este and 2015 Cavallino Classic award winner Ferrari Classiche certified Within the hierarchy of 250 Europas, chassis 0313 EU is amongst the most significant. In order to fully understand its significance, one must understand the series. Ferrari built just 22 of the 250 Europa before the introduction of the second-series 250 Europa GT, 18 of which were bodied by Pinin Farina, leaving just four examples to be clothed by Vignale. This car is the second such Vignale example built. Furthermore, following 0313 EU’s production, only five more road-going Ferraris would be fitted with Vignale coachwork thereafter. It is an archetype of Vignale’s coachwork, featuring numerous characteristics that the coachbuilder was known for. Headlights inset into the front bumpers helped to create pronounced ‘eyebrows’, and the turn indicators are deeply recessed into the front wings. A chrome trim strip wraps around the bodywork from the front wheel arches toward the stern around the trunk, emphasizing the length of the car. Finally, the vents located just ahead of the doors and on the sail panels are accented with chrome. Shipped to what would quickly become Ferrari’s most important market, 0313 EU arrived in New York City at Luigi Chinetti Motors in December of 1953. One month later, it appeared at the World Motor Sports Show at Madison Square Garden. Sporting red paint, the car had been repainted just prior to the show, allegedly at Chinetti’s request. Afterwards, the Ferrari was purchased by Mike Garber of Framingham, Massachusetts. Purchasing the car at a price of $17,500, Garber kept the car for four years before selling it through Gaston Andrey to George H. Parker of Rome, New York. The Europa became Parker’s four-season daily driver, and proved to be quite a reliable car over the next two years, leaving him stranded on only one occasion when a stretched timing chain needed to be replaced. Parker was married in March of 1959, and he and his new bride immediately hit the road in the Ferrari, moving both the car and themselves to California for Mr Parker’s new job. The Europa remained in California with the Parkers until 1960, when it was sold to Leonard Renick, a Cadillac dealer in Fullerton. Interestingly, he replaced the Ferrari’s original Lampredi V-12 with a supercharged Chevrolet V-8, a common engine swap at the time, as Ferrari parts were difficult to source in North America. Furthermore, the car’s distinctive bumpers were removed along with its rear chrome trim, and its nose was repaired after a minor incident. As of 1968, chassis 0313 EU was owned by Philip Stanton of Los Angeles, who sold the car to Ferrari of Los Gatos in 1976. It was purchased later that year by Constantine Baksheef and Alec Sokoloff of Palo Alto. Sometime thereafter, the 250 Europa was taken off the road, but it would remain in California before being sold in 2009 to Heinrich Kämpfer of Seengen, Switzerland. With a reputation for accurate and well-executed Ferrari restorations, it is estimated that Kämpfer spent over 3,000 hours on the car in restoration and an additional 800 hours with outside specialists to painstakingly bring 0313 EU back to its former glory. Various missing trim pieces, including the bumpers and grille, were reproduced to exacting specifications. Kämpfer commissioned the same company that produced the leather in 1953 to re-trim the car, as well as new Wilton wool carpeting down to the proper thickness, and even sourced period-correct ICI nitro-cellulose lacquer to refinish the car in its original Bruno Siena. During this time, the engine, number 0331 EU, was found to be largely complete, though the block was beyond repair. As such, a new block was cast by Ferrari Classiche, and that engine was fitted to a gearbox of the correct type. Reflecting the restoration’s overall attention to detail, 0313 EU is accompanied by an incredible file, detailing both its history and restoration and includes samples of the paint, leather and carpet, as well as original screws, nuts, bolts and clamps found on the car when it was disassembled prior to the restoration. Finished in October of 2011, the car’s first public outing was at the Concorso d’Eleganza Villa d’Este in 2012, where it was awarded the Trofeo Foglizzi for best interior design, and would later earn an 11-page colour feature in issue 194 of Cavallino magazine and would also grace both digital and print pages for a handful of other publications. Perhaps its most interesting source of fame since its restoration is becoming the inspiration for one of the featured liveries for Ferrari’s 70th anniversary models, dubbed ‘The Grand Tourer’. Returning to North America in 2013, the Vignale coupé was shown at a variety of shows, including the 60 Years of Ferrari celebration in Beverly Hills in October of 2014 and at the 2015 Cavallino Classic, where it was awarded Platinum and the Ferrari Classiche Cup. Following its purchase by its current custodian in 2015, the car has been exceptionally well preserved in its as-restored condition. Benefitting from a recent service, it remains ready to drive, enjoy and show at concours events worldwide. • Presentata nel 1954 al World Motor Sports Show di New York • Bellissimo esempio di fuoriserie Ferrari dei primi anni • Vincitrice a Villa d'Este e del premio Cavallino Classic • Certificate Ferrari Classiche Tra le 250 Europa, quella con telaio 0313 UE, è tra le più interessanti. Per apprezzarla completamente, però, bisogna pensare alla serie di cui fa parte. Ferrari infatti ha costruito solo 22 250 Europa prima di passare alla seconda serie, la 250 Europa GT. Delle Europa, 18 erano carrozzate Pinin Farina, mentre solo 4 erano Vignale. Questa vettura è il secondo esemplare di Vignale. Va ricordato, inoltre, che dopo quest'auto solo altre cinque Ferrari sarebbero state realizzate da questa carrozzeria. Quest'auto è un concentrato di tutti gli stilemi tipici della carrozzeria torinese, come i fari incorporati nei paraurti anteriori con quelle pronunciate sopracciglia o gli indicatori di direzione incassati nel muso. C'è poi quella lingua cromata che avvolge la carrozzeria, dai passaruota anteriori alla coda, disegnando così tutta la lunghezza dell'auto. Infine, le branchie vicino alle portiere e dietro ai finestrini, anch'esse evidenziate dal cromo. Spedita in quello che ben presto sarebbe diventato il mercato più importante per la Ferrari, quest'auto arrivò all'importatore Luigi Chinetti Motors di New York nel dicembre del '53. Un mese dopo, fece la sua apparizione al World Motor Sports Show al Madison Square Garden. Verniciata in rosso, l'auto è stata ridipinta poco prima della presentazione, presumibilmente su richiesta dello stesso Chinetti. Successivamente è stata acquistata da Mike Garber di Framingham, Massachusetts, che la comprò per 17.500 dollari. Garber la tenne quattro anni, prima di venderla, tramite Gaston Andrey, a George H. Parker di Rome, New York. Questa 250, che nel frattempo diventa il mezzo guidato quotidianamente da Parker, si dimostra un'auto affidabile per i successivi due anni, fatta eccezione per l'allungamento di una catena della distribuzione. Nel marzo del '59 Parker si sposa e così, insieme alla sua signora, si trasferisce, a bordo di quest'auto, in California, dove c'era il nuovo lavoro ad attenderli. L'Europa rimane in California con i Parker fino al 1960, quando viene venduta a Leonard Renick, concessionario Cadillac di Fullerton. Interessante notare che Renick fa sostituire il motore originale Lampredi V-12 con quello di una Chevrolet V-8 sovralimentato. Una pratica comune, ai tempi, visto che i pezzi di ricambio Ferrari erano molto difficili da reperire in Nord America. Nel frattempo anche i paraurti originali vengono tolti e così pure la cromatura posteriore, mentre il muso viene riparato dopo un piccolo incidente. Dal 1968 l'auto diventa di proprietà di Philip Stanton di Los Angeles, che la vende alla Ferrari di Los Gatos nel '76. A fine anno viene acquistata da Costantino Baksheef e Alec Sokoloff di Palo Alto. E per qualche tempo la 250 Europa sparisce dalla circolazione, pur restando in California, almeno fino al 2009, quando viene comprata dallo svizzero di Seengen, Heinrich Kämpfer. Con la sua reputazione di Ferrari restaurate impeccabilmente, si pensa che Kämpfer abbia passato più di 3.000 ore a lavorare sull'auto e almeno 800 ore con altri specialisti per riportare la 0313 EU ai suoi antichi fasti. Vari pezzi mancanti, inclusi i paraurti e la griglia, sono stati meticolosamente riprodotti. Addirittura, Kämpfer commissiona la pelle per i sedili alla stessa azienda che l'aveva fornita nel '53. La nuova moquette di lana Wilton viene regolata al giusto spessore. Viene anche ritrovato una vernice ICI a base di nitrocellulosa di quel periodo, per riportarla alla sua tinta originale Bruno Siena. Il propulsore numero 0331 UE è stato trovato in gran parte completo, anche se il blocco motore era impossibile da riparare. Per questo motivo ne è stato fuso uno nuovo da Ferrari Classiche. A questo motore, poi, è stato montato un cambio del tipo corretto indicato. L'attenzione al restauro è rispecchiata dalla ricca documentazione che accompagna la vettura. Dentro, oltre alla cronistoria dei lavori, ci sono campioni di vernice, pelle, moquette, nonché viti, dadi, bulloni e morsetti originali trovati sull'auto prima che venisse smontata. Ultimata nel mese di ottobre del 2011, la prima riapparizione in pubblico è stata al Concorso d'Eleganza di Villa d'Este (2012) dove le è stato assegnato il Trofeo Foglizzi per il miglior disegno degli interni. Successivamente le è stato dedicato un servizio di 11 pagine nella rivista nº 194 del Cavallino. Pubblicazione questa, insieme ad altre, che è fornita con la macchina. È interessante notare che disegno e colori di quest'auto hanno ispirato una delle linee dedicate ai 70 anni della Ferrari soprannominata “The Grand Tourer”. Ritornata negli Stati Uniti nel 2013, la coupé di Vignale ha preso parte a una serie di manifestazioni tra cui la celebrazione dei 60 anni della casa di Maranello a Beverly Hills (ottobre 2014) e al Cavallino Classic del 2015, dove si è aggiudicata le coppe Platinum e Ferrari Classiche. A seguito dell'acquisto da parte del suo attuale proprietario nel 2015, l'auto si presenta com'era fresca di restauro. Recentemente tagliandata, la coupé è pronta per essere guidata e sfoggiata nei concorsi di tutto il mondo. Chassis no. 0313 EU Engine no. 0331 EU Gearbox no. 34 D Body no. 134

  • ITAItaly
  • 2017-09-09
Hammer price
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1960 Aston Martin DB4GT

302 bhp, 3,670 cc DOHC inline six-cylinder engine with triple dual-throat Weber 45 DCOE carburettors, four-speed manual transmission, independent front suspension with upper and lower control arms, coil springs, and an anti-roll bar; live rear axle with Watt’s linkage, trailing links, and coil springs; and four-wheel hydraulic disc brakes. Wheelbase: 2,360 mm The original “Gentleman’s racer” Conceived for competition with full comfort appointments One of only 75 factory-bodied examples built Original, matching-numbers engine Original alloy panels, without evidence of damage Maintained to a high standard Known ownership from new; extensive history file The stars aligned for David Brown and Aston Martin upon the introduction of the all-new DB4 model in late 1958. A competition-oriented variant, the DB4GT, was formally introduced in September 1959 at the London Motor Show, based on the race-winning prototype DP199/1. This was the year in which Aston Martin achieved outright victory at Le Mans (1st and 2nd overall, with Carroll Shelby and Roy Salvadori at the front, followed by Maurice Trintignant and Paul Frere), and took the World Sportscar Championship title, the smallest manufacturer ever to do so, before or since. The GT prototype won its first outing at Silverstone in May 1959, on Bank Holiday weekend, in the hands of Stirling Moss, and was one of the first cars away at Le Mans that June, in the same light green livery as the victorious Aston Martin DBR1s. The GT was developed for increased performance by making it shorter, lighter, and more powerful than the production DB4. In order to save weight, the bodywork was of thinner, 18-gauge aluminium alloy, the wheelbase was reduced by 13 centimetres (approximately five-inches), and the rear seats were removed on all but a small number of special-order cars. Altogether, weight was reduced by 91 kilograms (200 pounds). The engine was extensively modified, featuring higher 9:1 compression, a twin-plug, dual-ignition cylinder head, and breathing through triple dual-throat Weber 45 DCOE carburettors. Power output was outstanding at 302 brake horsepower at 6,000 rpm, a useful increase from the claimed 240 brake horsepower of the standard car, and qualifying the GT as the most powerful British car of its era. Maximum speeds during testing reached 153 mph with a 0–60 time of 6.1 seconds. It was also one of the first cars that could go from standstill to 100 mph and then brake to a dead stop in under 20 seconds—a tribute, in part, to its uprated Girling disc braking system, as used on Aston Martin’s competition sports racers of the era. Outwardly, the GT is distinguished by faired-in headlamps with Perspex covers, a popular feature that was later adopted for the DB4 Vantage, then onto the DB5 and DB6 models. The rear screen and quarter windows were also made of Perspex, while the bumper overriders were deleted, and the roll-down windows were frameless within the lightweight aluminium structured doors. Twin, competition-style, quick-release Monza fuel fillers were added atop each of the rear wings, leading to a high-capacity fuel tank mounted flat in the boot. GTs were fitted with spectacular lightweight Borrani wire wheels, usually 72 spokes with light alloy rims, and distinctive three-eared knock-offs completed this handsome package. The interior was trimmed to full Aston Martin road car specification, with fine Connolly leather covering the lightweight seats and fitted with deep pile Wilton carpet. The evocative dash binnacle on the GT cars benefited from the addition of an oil temperature gauge, in addition to a purposeful array of individual instruments. DB4GTs represented a strong challenge to the dominance of Ferrari in GT racing and enjoyed considerable success. Raced from 1959 by both the Works team as well as John Ogier’s Essex Racing Stable—and driven by the likes of Roy Salvadori, Stirling Moss, Jim Clark, and Innes Ireland—the GT earned its stripes every weekend on the racing circuit. In December 1959, at the Bahamas Speed Week, when another driver rolled the DBR2 intended for Mr Moss, the Works “borrowed” back a DB4GT just delivered to a Caribbean customer (DB4GT/0103/L), and Stirling handily won the next race—in an Aston plucked from the parking lot! As noted in a soon-to-be published book on the DB4GTs by Aston Martin historians Stephen Archer and Richard Candee, “Rivalry was intense as Aston broke Ferrari's winning streak. The short-wheelbase DB4GT was Aston’s response to the 250 GT 'Tour de France.' Ferrari retaliated late in 1960 with the potent 250 GT SWB, its nearest rival. Aston then countered with the extremely lightweight DB4GT Zagato in 1961. And so on, until Ferrari then launched its ne plus ultra GTO in February 1962.” Despite its tremendous desirability and value, the GT is still a popular entrant at major historic racing events such as the Goodwood Revival, Le Mans Classic, and Aston Martin Owners Club race meetings in the United Kingdom. And the DB4GT has proven “Grand for Touring” over 1,000 miles with performance and comfort, often winning or placing in many long-distance road rally events, and eminently eligible for the Tour Auto, the Colorado Grand, the Copperstate 1000, and many more. Produced between 1959 and 1963, Aston Martin built a mere 75 DB4GTs (plus another 19 of the Zagato-bodied derivations and one Bertone-bodied special). Of the 75 examples, 45 were supplied in right-hand drive and 30 were left-hand drive. Amongst the most beloved of all Astons, the DB4GT remains unmatched for its unique combination of performance and roadability. CHASSIS NUMBER DB4GT/0126/R Chassis 26 was sold to original owner Maurice Baring of the renowned eponymous banking family, a well-known enthusiast for fine automobiles who exemplified the concept of the post-war “gentleman racer.” Also noteworthy is that 0126/R is one of only three GTs known to have been fitted with rear seats. Soon after its acquisition, he entered his GT into a competition at Brands Hatch (March 1960) and won the race! This was the sole occasion that this car took to the track in its early life; that is one reason why it has survived largely in its original state. A string of other enthusiast owners ensued, including the celebrated photographer Julian Cottrell, who, after selling his Zagato-bodied GT (0190/L), raced the GT in club (AMOC) series events. The car had a stint in the United States with noted collectors Christopher Salyer and Larry Kroin before being repatriated with prominent UK keepers such as the passionate Aston collector, racer, and renowned rallyist Barry Weir. Its most recent private owner, for over 10 years, was a German who participated with 0126/R in the 2009 and 2010 Gaisbergrennen event (Salzburg Rally Club). Never restored from the ground-up, the car has been maintained to the highest standards by some of the best names in the Aston world. The accompanying history file includes invoices from 1989 (although it is known to have had a factory refurbishment in the 1982–1983 period) and includes an engine rebuild by Richard Stewart Williams to 4.2-litre, unleaded specification. Numerous other bills from RSW document further attentive upkeep such as the fitment of a larger, DBS sump to the engine and common suspension upgrades, including a heavy-duty anti-roll bar. The most interesting of the RSW adaptations are the DBR1-style lightweight woven bucket seats, which are supplied with the car, plus an unobtrusive (removable) roll hoop installed for Barry Weir. Other invoices indicate a rebuilt axle from Aston Martin Works Service as well as numerous specialist bills from its recent tenure. With all body panels believed original and no evidence of accident or damage repair, 0126/R was returned several years ago to its original colour of Snow Shadow Grey, which has most recently been retouched and freshened by Aston Martin Works in Newport Pagnell. The interior is attractive in black, both dignified and presentable with proper Connolly style hides to Vaumol grain and matching Wilton carpets. The chromed Borranis are of the original type (3511), ensuring the correct stance while also a welcome contrast to its understated livery. As follows is a recent drive report supplied by author/historian Stephen Archer, who has been given unlimited access to the car: “Having spent two years on the DB4GT book and driven about 15 GTs—including Zagatos—this car is remarkable. Its originality and faithfulness to the car that was built at Newport Pagnell is exceptional. It has not been over-restored, its original character remains totally intact, and it feels as an Aston should. Most notably, it is the nicest DB4GT I have driven. Mechanically it behaves impeccably and silently yet makes all the right noises. The gearbox is outstanding (as many are notchy), the back axle silent, and the controls are perfectly balanced. Brakes and performance match well and the car is comfortable cruising at high speeds all day long and yet is tuned so as not to spit in town traffic too. It is utterly charming and addictive.” Chassis 0126/R is supplied with an impressive complement of extras, featuring an original gold embossed leather-bound owner’s handbook, rare original tool roll (complete with later tools), proper jack and Thor hammer, as well as the period factory brochure introducing the DB4GT. In addition, the file contains MOTs going back to 1994 and includes its FIVA certificate. In summary, this DB4GT is a wonderful, unmolested example, straight and remarkably correct, never crashed or significantly modified, with a user experience described as second to none. Chassis 0126/R will be welcomed at the world’s top road rally events, or with a little effort become track worthy for historic racing. Overall, it exists as a living statement of the purity of concept David Brown realized from the promise implied with the original—and revolutionary—DB4 in its most potent form. Chassis no. DB4GT/0126/R Engine no. 370/0126/GT

  • GBRUnited Kingdom
  • 2016-09-07
Hammer price
Show price

1957 Ferrari 500 TRC Spider by Scaglietti

190 bhp, 1,985 cc inline DOHC four-cylinder engine, two Weber 40 DCO/A3 carburettors, four-speed manual transmission, independent front suspension, live rear axle, hydraulic four-wheel drum brakes. Wheelbase: 2,250 mm (88.6") - One of the most beautiful Ferrari sports racing cars ever built - One of the finest examples in existence with known ownership and successful racing history - Five Targa Florio entries and Winner of the Monte Pellegrino Hillclimb - Last four-cylinder Ferrari sports racer, rarer than 250 TR and 250 GTO In the 500 TRC, Ferrari developed what was to be one of the company’s most aesthetically beautiful, brilliantly engineered and efficient sports racing cars. Following engineer Aurelio Lampredi’s departure from Ferrari in 1955, a new engineering team was formed for 1956, including Vittorio Jano, Alberto Massimino, Luigi Bellentani and the young Andrea Fraschetti. These highly skilled men soon came up with a new two-litre sports racing car: the 500 TR. This was the first Ferrari designated with the now legendary name “Testa Rossa.” The four-cylinder-engined type 500 TR was introduced in 1956 and was the successor to the 500 Mondial. Seventeen examples were built and became favourite sports racers for privateers the world over. 500 TRC Half a year later the factory produced a new car, because the sports commission of the FIA issued new regulations. For the 1957 season the new Appendix C for modified sports cars took effect. The 500 TR was outlawed by the new rules, many of which concerned the bodywork. The windscreen now had to be symmetrical over the axis of the car, and width had to measure 100 cm with a height of at least 15 centimetres. A soft-top was required, and the gas tank capacity was to be 120 litres. A passenger door was mandated as well. Engineers, mechanics and designers began a race against the clock. By the end of 1956, Ferrari announced the 500 TRC, a new model which adhered to all of the new FIA regulations. The new model was assigned chassis Type 518 C and engine Type 131 C. Motor, gearbox and transmission were identical to the 500 TR. One of the primary differences between the TRC and the first Mondial, in addition to reduced weight, was the rear axle: a coil sprung rigid axle instead of the deDion variety. The two-litre engine reached its peak of performance in the TRC with 190 bhp. More importantly, the chassis structure of the 500 TRC had been reinforced to increase rigidity. The front-end tubular frame members were further apart, which made it possible to mount the engine lower, thus lowering the centre of gravity of the whole car. This also allowed Pinin Farina to design an entirely new body that was lower by 10 centimetres, which was to be built by Scaglietti and is rightly regarded as one of the most beautiful and seductive Ferrari racing spiders ever built. The Ferrari factory sold the TRC to private customers all over the world as a winning weapon in the sports car races. Several TRCs originally had two-tone paint, and not many were coloured the typical Ferrari racing red. The small group of 19 cars was produced within one year. Less than twelve months after its introduction, however, the 500 TRC was replaced by the 12-cylinder 250 Testa Rossa, which despite being more powerful was produced in greater numbers. As the last four-cylinder sports racing car, the 500 TRC truly marked the end of an era at Ferrari. Chassis no. 0670 MDTR The car on offer today is the 6th of these 19 total cars (17 500 TRCs and two 625 TRCs). Since it was built, it has been owned by a known succession of enthusiasts, the first two of which actively raced the car in period before the third owner and his family owned and maintained the car from 1966 to 1997 – more than three decades. Chassis no. 0670 MDTR was sold new by the factory on 4 April, 1957 to first owner Bernardo Cammarata, a wealthy businessman and gentleman driver from Palermo, Sicily. Over the next decade, this gorgeous Ferrari was raced in Sicily up until 1966. No fewer than five times was 0670 MDTR entered in the legendary Targa Florio, which alongside the Mille Miglia and Carrera Panamericana is certainly the most important open-road endurance racing event in history. In fact, seven years after its production, this 500 TRC still won the famous Monte Pellegrino hillclimb in Palermo, a race which the car had entered four times and performed in outstandingly every time. Some of the car’s greatest successes came with Mario Tropia of Sicily behind the wheel. Tropia, who went by the name “Caterpillar,” raced the car on loan from Cammarata and won two hillclimbs with the car in 1964 and in fact never placed lower than third overall. Original owner Cammarata then sold the car to its second owner, the 36-year old Francesco Tagliavia, another Sicilian who continued to race it for the next three years, participating in several hillclimbs and adding to the car’s winning streak at Monte Pellegrino, where he won his class in 1965. All told, of the 16 period races on record, 0670 MDTR finished all but two races and did not start one other. It won two hillclimbs outright and finished within the top three positions (overall and in class) a total of 11 times. All this, without ever being involved in a known accident in some of the most dangerous road races in history (its only two DNFs were due to the fact that Tagliavia was over the time limit and only completed 8 instead of 10 laps). Italy’s pioneer Ferrari collector Giulio Dubbini, owner of the Diemme Caffé production company in Padua, realised the enormous potential of the 500 TRC and became the next owner in 1966. Dubbini campaigned 0670 MDTR over the next twenty years in historic events. The Ferrari remained in the ownership of the Dubbini family until the late 1990s – a remarkable period of over three decades. Historic racer Corrado Cupellini of Bergamo then took it over and for the next five years entered it in the Shell Ferrari Maserati Challenge race series in Europe. The 500 TRC subsequently saw more than ten different racetracks in Belgium, Italy, England, Germany and France. In 2003 it was sold to Nick Colonna, who had Ferrari 0670 MDTR comprehensively restored and prepared for historic racing by Bert Skidmore’s The Intrepid Motorcar Company, Inc. of Sparks, Nevada at an approximate cost of over $470,000. It has also been shown on two occasions at the Palm Beach Cavallino Classic. The car’s file includes FIA papers, Factory Assembly Sheets (Foglio di Montaggio), a letter written by the Ferrari factory in 1966, an original “Certificato di Proprietà” from the ACI (Automobile Club Italia), various period photos and restoration documentation. The 500 TRC, with its clean and elegant lines, is regarded as one of the most beautiful sports racing Ferraris ever built. Chassis 0670 MDTR is a matching-numbers car and totally authentic. Its entire history is known and has been very carefully researched and documented by marque experts. Moreover, it is eligible for almost every historic event in the world, be it an open road, closed racecourse or manicured show field. Some Ferraris may have achieved greater notoriety, but to the connoisseurs, none of the front-engined cars are more important and prestigious than the highly sophisticated four-cylinder 500 TRCs. Perfect aesthetics coupled with tremendous driving pleasure. ITALIANTEXT 190 cv, motore quattro cilindri in linea di 1.985 cc con due alberi a camme in testa, due carburatori Weber 40 DCO/A3, cambio manuale a quattro marce, sospensione anteriore a ruote indipendenti, assale posteriore rigido, freni a tamburo a comando idraulico. Passo: 2.250 mm (88.6") - Una delle più belle vetture sport Ferrari mai costruite - Uno dei migliori esemplari esistenti con proprietari conosciuti e una carriera agonistica di successo - Cinque partecipazioni alla Targa Florio e vittoria alla corsa in salita del Monte Pellegrino - Ultima vettura sport Ferrari a quattro cilindri costruita, più rara delle 250 TR e delle 250 GTO Con la 500 TRC, la Ferrari sviluppò quella che sarebbe stata una delle più belle vetture sport da loro costruite sia sotto l'aspetto estetico sia sotto l'aspetto progettuale e di efficienza. Nel 1955 l'ingegner Aurelio Lampredi lasciò la Ferrari e nel 1956 fu costituito un nuovo gruppo di progettisti con Vittorio Jano, Alberto Massimino, Luigi Bellentani e il giovane Andrea Fraschetti. Questi uomini di grandi capacità realizzarono in breve tempo una nuova vettura da corsa di 2 litri di cilindrata: la 500 TR, che fu la prima Ferrari a portare la leggendaria denominazione “Testa Rossa”. Mossa da un motore quattro cilindri, la 500 TR fu presentata nel 1956, sostituendo la 500 Mondial. Ne furono costruiti 17 esemplari e divenne la vettura sport favorita dai piloti privati di tutto il mondo. La 500 TRC Sei mesi dopo la casa costruì una nuova vettura poiché la commissione sportiva della FIA aveva introdotto nuove norme e per la stagione 1957 entrò in vigore la nuova Appendice C per le vetture sport modificate. Le nuove regole, molte delle quali riguardavano la carrozzeria, bandirono la 500 TR. Il parabrezza ora doveva essere in simmetria con gli assali anteriore e posteriore e la sua larghezza doveva essere di almeno 100 cm e con un altezza di almeno 15 cm. La vettura doveva essere dotata di capote, la capacità del serbatoio della benzina doveva essere di 120 litri e era anche obbligatorio lo sportello per il lato passeggero. Ingegneri, meccanici e disegnatori intrapresero una lotta contro il tempo. Alla fine del 1956, la Ferrari annunciò la 500 TRC, un nuovo modello che rispondeva a tutte le nuove regole FIA. Al nuovo modello fu assegnato il telaio tipo 518 C e il motore tipo 131 C. Motore, cambio e trasmissione erano identici a quelli della 500 TR. Una delle più rilevanti differenze fra la TRC e la prima Mondial, oltre alla riduzione del peso, fu l'assale posteriore: un assale rigido con ammortizzatori e molle al posto del ponte DeDion. Il motore 2 litri raggiunse l'apice del suo sviluppo con una potenza di 190 cv. Di maggiore importanza, la struttura del telaio della 500 TRC era stato rinforzato per aumentare la rigidità. I longheroni anteriori del telaio tubolare erano stati distanziati in modo da poter installare il motore più in basso e abbassare così il centro di gravità di tutta la vettura. Questo permise anche a Pinin Farina di disegnare una carrozzeria, che sarebbe stata costruita da Scaglietti, completamente nuova e più bassa di 10 cm; la 500 TRC è giustamente ritenuta una delle più belle e seducenti Ferrari sport aperte mai costruite. La Ferrari vendette le TRC ai clienti privati di tutto il mondo come l'arma vincente nelle corse per vetture sport. Diverse TRC ebbero in origine una verniciatura in due toni e non molte esibivano il tipico rosso corsa Ferrari. Tutte le 19 vetture furono prodotte nell'arco di un anno e meno di 12 mesi dopo la 500 TRC fu sostituita dalla 250 Testa Rossa con motore 12 cilindri, della quale, nonostante fosse più potente, furono costruiti molti più esemplari. Essendo l'ultima vettura sport con motore a quattro cilindri, la 500 TRC ha certamente segnato la fine di un'epoca in Ferrari. Il telaio 0670 MDTR La vettura offerta è la sesta della 19 costruite (17 500 TRC e due 625 TRC). Fin da quando è stata costruita, è stata di proprietà di una nota serie di appassionati, i primi due dei quali la sfruttarono intensamente in corsa all'epoca, prima che il terzo proprietario, e la sua famiglia, avessero cura di lei dal 1966 al 1997, per più di 30 anni. Il 4 aprile 1957 la Ferrari vendette la 0670 MDTR a Bernardo Cammarata, un ricco uomo d'affari e gentleman driver di Palermo. Per tutto il decennio successivo, fino al 1966, questa spettacolare Ferrari fu guidata in corsa in Sicilia. La 0670 MDTR ha partecipato a cinque edizioni della leggendaria Targa Florio, che con la Mille Miglia e la Carrera Panamericana è certamente la più importante corsa su strada di tutti i tempi. Di fatto, sette anni dopo essere stata prodotta, questa 500 TRC vinse ancora la famosa corsa in salita del Monte Pellegrino, a Palermo, una corsa che alla quale la vettura partecipò quattro volte, sempre con eccellenti prestazioni. Alcuni dei suoi maggiori successi furono ottenuti con il siciliano Mario Tropia al volante. Questi, che correva con lo pseudonimo “Caterpillar”, riceveva la vettura in prestito da Cammarata e vinse con essa due corse in salita nel 1964 e di fatto non ottenne mai un piazzamento inferiore al terzo posto. Cammarata vendette poi la vettura al secondo proprietario, il trentaseienne Francesco Tagliavia, un altro siciliano che continuò ad usare la vettura in corsa per altri tre anni, partecipando a numerose corse in salita e arricchendo il palmares di vittorie della vettura con quella al Monte Pellegrino, dove nel 1965 vinse la classe. Complessivamente nelle 16 corse a cui fu iscritta all'epoca, la 0670 MDTR arrivò al traguardo in tutte tranne due e in una non prese il via. Fu la vincitrice assoluta in due corse in salita e finì sul podio (assoluto e di classe) 11 volte in totale. Tutto ciò senza essere mai coinvolta in incidenti di cui si abbia notizia, nonostante abbia partecipato ad alcune delle più pericolose corse su strada della storia (i suoi due soli mancati arrivi furono causati dal fatto che Tagliavia andò fuori tempo massimo, completando 8 giri invece di 10). Il pioniere in Italia dei collezionisti di Ferrari, Giulio Dubbini, proprietario della torrefazione Diemme Caffé di Padova, capì l'enorme potenziale della 500 TRC e nel 1966 ne divenne il proprietario, per poi utilizzarla in manifestazioni storiche nei successivi 20 anni. La 0670 MDTR rimase nella proprietà della famiglia Dubbini fino alla fine degli anni Novanta, quindi per oltre 30 anni. L'acquistò poi il pilota di corse storiche Corrado Cupellini, di Bergamo, che nei cinque anni successivi la iscrisse alle corse europee dello Shell Ferrari Maserati Challenge. Di conseguenza, la 500 TRC vide più di 10 diversi circuiti in Belgio, Italia, Inghilterra, Germania e Francia. Nel 2003 fu venduta a Nick Colonna, che la fece restaurare completamente e preparare per le corse storiche dalla The Intrepid Motorcar Company Inc. di Bert Skidmore, a Sparks, nel Nevada, con un costo approssimativo di oltre 470.000 dollari. La 0670 MDTR fu anche esposta in due occasioni al concorso Cavallino Classic di Palm Beach. La documentazione a corredo della vettura comprende i documenti FIA, il Foglio di Montaggio della casa, una lettera scritta dalla Ferrari nel 1966, il Certificato di Proprietà in originale, varie foto dell'epoca e la documentazione relativa al restauro. La 500 TRC, grazie alla sue linee pure ed eleganti, è considerata una delle più belle vetture sport Ferrari mai costruite. La 0670 MDTR è completamente originale e ha la stessa numerazione per telaio e motore. Tutta la sua storia è conosciuta ed è stata oggetto di ricerche molto accurate e documentate da esperti della marca. Inoltre, è utilizzabile in quasi tutte le manifestazioni storiche del mondo in pista e su strada, o in concorsi. Forse alcune Ferrari hanno conquistato una maggiore notorietà, ma per i conoscitori nessuna delle vetture a motore anteriore è più importante e prestigiosa della sofisticatissima quattro cilindri 500 TRC. Una estetica perfetta unita ad uno straordinario piacere di guida. Addendum Contrary to the catalog description, this car does not have Ferrari Classiche Certification, but rather a Heritage Certificate from the factory. Please note that this car is also eligible for import into the UK at 5% VAT. Chassis no. 0670 MDTR

  • CANCanada
  • 2011-05-21
Hammer price
Show price

1962 Ferrari 400 Superamerica Cabriolet Pininfarina SWB

Factory indicated 340 bhp, 3,967 cc single overhead camshaft V12 engine with triple dual-throat Weber 40DCZ6 carburettors, four-speed manual gearbox, independent front suspension with double wishbones and coil springs, rear suspension with live rear axle, semi-elliptic leaf springs, telescopic shock absorbers, and four-wheel disc brakes. Wheelbase: 2,420 mm (95.3") The high performance luxury gran turismo was a new automotive idiom in the prosperous years following World War II. Moving into the 1960s, these fast, luxurious cars continued to be the car of choice for the rich and famous. Most combined powerful engines with a highly competent chassis, were clothed in unique or limited production coachwork from inspired designers, and were equipped to the highest standards and trimmed in the finest materials. Production of luxury Ferrari GTs began in 1953 with the introduction of the 342 America, which was based on the 340 America and featured an extended chassis to provide additional interior space. Then came the 375 America (built until May 1954), of which only 12 examples were built for Ferrari’s wealthiest clientele, selling for prices which sent chills up the spines of even Rolls-Royce owners. It could achieve a top speed of 150 mph while accelerating from zero to sixty in less than seven seconds – very impressive indeed for its day! Carrozzeria Pinin Farina of Turin was tasked with designing and building the bodywork which shared an outward similarity to 250 Europa, but their interiors, wings, bumpers and detailing were all unique. The following year, Enzo Ferrari displayed the polished chassis #0423 SA at the Paris Salon. The completed version of the 410 Superamerica, also crafted by Pinin Farina, was on view at Brussels in January 1956. The 410 SA was given a larger engine and bigger brakes. Coil spring suspensions were used in the front. As was Ferrari practice, many variations of this model were built by several coachbuilders, including Boano, Ghia and Scaglietti. In 1959, Ferrari ceased production of the Lampredi engine. Instead, an enlarged version of the Colombo-designed “short block” V12 engine would provide the power for the next iteration of Ferrari Luxury GTs, beginning with the 400 Superamerica, the outstanding successor to the 410SA. The 400 Superamerica was introduced at Brussels in 1960 when chassis 1611 SA, a two place cabriolet, was first exhibited. It is considered one of Pininfarina’s great designs – an artful expression of Ferrari performance with stylistic elegance, minimizing the car’s apparent size while conveying its aggressive potential. Befitting their stature as the “top-of-the-range” and also the most powerful road going Ferraris of the time, the 400 SAs were superbly finished with the finest materials and, often with distinction, to the owner’s specification. Once again, their dizzying price tags ensured that the client base would be restricted to princes, potentates, captains of industry and the stars of Hollywood and Rome’s Cinecitta. The first series 400 SAs were built on a 2,420 mm short wheelbase (SWB) chassis, after which a second series was produced with an extended wheelbase of 2,600 mm (LWB). More common to both series are the Coupe Aerodynamica versions, while a smaller number of cabriolets were produced. With their elegant lines and notably more aggressive stance, the SWB cabriolets are considered the most desirable of all the 400 SAs. The extraordinary example offered here, s/n 3309 SA, is the last created of only six SWB 400 SA cabriolets bodied by Pininfarina (as the company was now known). As such, it was built as Ferrari’s star car for the Geneva Salon and New York Auto Show of 1962 and included many special features. For example, it is the only one of the six which displays the covered headlights so coveted on California Spyders. Extra brightwork is also abundant, including an attractive wide stainless steel panel along the sills, a chrome trim line across the side of the car, and chromed wheel arch and bonnet scoop accents completing the show detailing. There is further brightwork noticeable in the door openings and under the bonnet. 3309 SA is also equipped with its optional factory hardtop. An extravagant yet handsome design, it ensures the car remains as attractive in coupe form as it is with its top down. (Plus, the permanently installed soft top is neatly folded behind the seats.) 3309 SA was sold to Phoenix, Arizona Ferrari dealer J.A. Stallings off the show stand in New York by Luigi Chinetti Motors. Wasting no time before enjoying its sparkling performance, Mr. Stallings used the car for hillclimbs before taking it to the Bonneville Speed Trials in 1962, where he was officially recorded reaching speeds over 145 mph, as featured in the November 1962 issue of Road & Track documenting the event. (An album with numerous photographic prints from Bonneville, along with copies of the original timing sheets, is included with the sale.) In 1964, 3309 SA was acquired by well known GT racer Bob Grossman (a colour photocopy of a print of him with the car, believed to be from Virginia International Raceway, is included in the file), after which he traded it back to Chinetti in 1967. It was subsequently sold to well known Ferrariste Norman Silver of High Point, North Carolina. Mr. Silver kept the car until 1973, whereupon it was sold with the assistance of Tom Meade to Charles Robert of Nogent-sur-Marne and Paris, France. Following his acquisition, and with further assistance from Mr. Meade, Mr. Robert had the car restored by Carrozzeria Fantuzzi in Modena. It was repainted a more stately maroon and fitted with a tan interior, altering the original colour scheme of Rosso Metallizzato Speciale (metallic red) with Avorio (ivory) upholstery. Mr. Robert owned the car for the next 30 years, during which he showed the car occasionally at Ferrari club events and at a special Ferrari exhibit at Retromobile 2000, in Paris. In 2005, the Ferrari returned to the U.S., whereupon its current keeper embarked on a meticulously researched, no-expense-spared total concours restoration by marque specialists. Patrick Ottis of Berkeley, California managed the project and restored all the mechanicals, including digging deeply into his trove of NOS parts for this favoured client. The striking and flawless body, black paint and trim were lovingly attended to by Brian Hoyt of Perfect Reflections. Finally, the luscious red leather interior was done by Ken Nemanic. Each of these restorers is an award-winning artisan of his respective craft. In its first show outing at the XVIII Cavallino Classic in 2009, 3309 SA was awarded Platinum Status by Ferrari Club of America judges and featured in the April/May 2009 issue of Cavallino magazine. Later, in August, 2009 – after further preparation by the restoration team – the Ferrari was shown at the Pebble Beach Concours d’Elegance, where it earned a respectable Third in Class and was awarded 98 points. (Four half-points were deducted for minor issues, three of which have subsequently been addressed. The fourth – for exhibiting “too shiny paint” – has been left as shown!) The car was then again featured in Cavallino, October/November 2009. Fresh, correct and superb, 3309 SA includes its full complement of books, complete tool roll, jack and restoration documents including dyno testing results. Although it is presented both cosmetically and mechanically in ‘as new’ condition, its road miles have been limited mostly to the 50-mile Pebble Beach Road Tour, where it performed flawlessly. More powerful and much more exclusive than the vaunted 250 GT California Spyder SWB, this 400 Superamerica Cabriolet Pininfarina SWB represents the ‘connoisseur’s choice’ for a top-shelf open Ferrari. With its remarkable show car origins, notable racing exploits, bulletproof ownership history, extraordinary restoration and stunning presence, it has to be considered a worthy value in today’s market in addition to its unmatched desirability. FRENCHTEXT Moteur V12 à arbre à cames en tête, 340 ch côtés par l’usine, 3,967 ccm avec trois carburateurs Weber 40DCZ6 double corps, boîte manuelle à quatre rapports, suspension avant indépendante avec quadrilatères et ressorts hélicoïdaux, suspension arrière avec pont rigide, ressorts à lames, amortisseurs télescopiques et freins à disques aux quatre roues. Empattement: 2,420 mm (95.3") La Grand Tourisme luxueuse de haute performance était un nouveau concept dans les années prospères qui suivirent la deuxième guerre mondiale. Pendant les années soixante ces autos continuèrent à être le choix préféré de l’élite de la clientèle. La plupart combinaient des moteurs puissant avec un châssis très compétent, étaient habillées de carrosseries uniques ou de production limitée par des stylistes inspirés, étaient équipées des options les plus avancées et leurs intérieurs faits avec les meilleurs garnitures. La production de Ferrari GT vraiment luxueuses débuta en 1953 avec l’introduction de la 342 America, basée sur la 340 America mais avec un châssis plus long pour donner plus d’espace intérieur. Puis vint la 375 America (construite jusqu’en Mai 1954), dont seuls 12 exemplaires furent construits pour la clientèle la plus affluente de Ferrari, se vendant à des prix qui donnaient froid dans le dos, même a des propriétaires de Rolls-Royce. Elle atteignait une vitesse maxi de 241km/h (150 mph) et accélérait de zéro à 100 en un peu moins de sept secondes –réellement impressionnant pour son époque! La Carrozzeria Pinin Farina de Turin fut chargée du dessin et de la fabrication de la carrosserie qui ressemblait à la 250 Europa, mais leurs intérieurs, ailes, pare chocs et détails étaient tous différents. L’année suivante Enzo Ferrari montra le châssis nu poli #0423 SA au Salon de Paris. La version terminée de la 410 Superamerica, aussi créée par Pinin Farina, fut présentée à Bruxelles en Janvier 1956. La 410 SA reçut un moteur de plus grande cylindrée et des freins plus conséquents. Des suspensions à ressorts hélicoïdaux furent montées à l’avant. Nombre de variations de ce modèle furent construites par divers carrossiers, dont Boano, Ghia et Scaglietti, pratique courante chez Ferrari. En 1959, Ferrari arrêta la production du moteur Lampredi. Il fut remplacé par une version à plus haute cylindrée du V 12 dessiné par Colombo, moins encombrant, et destiné à motoriser la prochaine génération des Ferrari GT Luxueuses, commençant avec la 400 Superamerica, remplaçante hors normes de la 410SA. La 400 Superamerica fut introduite à Bruxelles en 1960, le châssis 1611 SA un cabriolet deux places y étant présenté. Elle est considérée comme l’une des grandes oeuvres de Pininfarina – une expression très artistique de la performance Ferrari avec un style élégant effaçant aussi la taille apparente de l’auto tout en exprimant son impressionnant potentiel. En égard à leur rang de haut de gamme et aussi en tant que Ferrari routières les plus puissantes de l’époque, les 400 SA étaient superbement finies avec les plus beaux matériaux et aux spécifications du propriétaire, souvent avec très bon gout. Une fois encore leur prix à donner le tournis les réservait aux princes, potentats, capitaines d’industrie et aux stars d’Hollywood ou de Cinecitta à Rome. Les 400 SA première série furent réalisées sur un châssis court de 2,420 mm, après quoi une deuxième série fut produite avec un châssis allongé à 2600 mm. Les versions Coupe Aerodynamica furent communes aux deux séries, alors qu’un plus petit nombre de cabriolets fut produit. Avec leurs lignes élégantes et un aspect nettement plus agressif, les cabriolets châssis courts sont considérés les plus désirables de tous les 400SA. L’extraordinaire exemplaire offert ici, le châssis 3309 SA, est le dernier de seulement six SWB 400 SA cabriolets carrossés par Pininfarina (alors le nom de l’entreprise, nouvellement en un seul mot). Elle fut donc construite en tant que voiture star pour les stands Ferrari des salons de Genève et New York en 1962 et comprenait de nombreuses options spéciales. Elle est, par exemple, la seule des six ayant les phares carénés si désirables sur les Spyders California. Du chrome supplémentaire abonde, y compris un large bandeau fort seyant le long du bas de caisse, une ligne chrome le long de la carrosserie, le tout complété par des chromes de passages de roues et sur la prise d’air capot moteur. On note aussi du chrome dans les ouvertures de portes et sur le capot. 3309 SA est également équipée de son hardtop, optionnel d’origine. Un dessin extravagant mais beau, il permet à l’auto d’être aussi jolie avec son hardtop en place ou découverte. (De plus la capote permanente est bien pliée derrière les sièges.) 3309 SA fut vendue neuve sur le stand du salon de New York par Luigi Chinetti Motors à l’agent Ferrari J.A. Stallings de Phoenix en Arizona. Profitant tout de suite de ses performances impressionnantes, Mr. Stallings la pilota dans des courses de côte avant de l’amener à Bonneville pour les fameux « Speed Trials » test de vitesse de pointe sur lac salé in 1962, il y fut officiellement chronométré au-delà de 233km/h (145 mph), comme mentionné dans le numéro de Novembre 1962 de Road & Track documentant l’évènement. (Un album avec de nombreuses photos de Bonneville, avec des copies des fiches de chronométrage est inclus dans la vente.) En 1964, 3309 SA fut achetée par le bien connu pilote de GT Bob Grossman (le dossier comprend une photocopie couleur d’une photo de lui avec l’auto, sans doute au Virginia International Raceway), après quoi il l’échangea avec Chinetti qui la retrouva donc en 1967. Elle fut après cela vendue au respecté Ferrariste Norman Silver de High Point, en Caroline du Nord. Mr. Silver la garda jusqu’en 1973, date à laquelle elle fut vendue par l’intermédiaire de Tom Meade vers la France à Charles Robert de Nogent-sur-Marne et Paris. Suite à son acquisition et toujours avec l’aide de Mr. Meade, Mr. Robert fit restaurer l’auto par Carrozzeria Fantuzzi à Modène. Elle fut repeinte dans une teinte plus digne, rouge foncé et reçut un intérieur beige, divergeant ainsi des couleurs originales Rosso Metallizzato Speciale (rouge metallisé) avec sellerie Avorio (ivoire). Mr. Robert garda l’auto trois décennies, durant lesquelles li la montra occasionnellement lors des journées du club Ferrari et au sein d’une présentation spéciale Ferrari lors de Retromobile 2000 à Paris. En 2005 la Ferrari retourna aux Etats-Unis son propriétaire actuel commença une restauration concours avec recherche historique méticuleuse, par des spécialistes de la marque, sans aucun souci du cout. Patrick Ottis de Berkeley en Californie chapeauta le projet et restaura tous les éléments mécaniques, ce qui l’obligea pour ce client favori à mettre à profit son véritable magot de pièces détachées d’origine introuvables. La carrosserie éblouissante et immaculée, la penture noire et les garnitures furent la réalisation de Brian Hoyt de Perfect Reflections qui y mit tout son coeur. L’intérieur en cuir rouge très sensuel fut réalisé par Ken Nemanic. Chacun de ces restaurateurs a remporté des prix dans son artisanat respectif. A sa premiére sortie lors du Cavallino Classic XVIII en 2009, 3309 SA reçut le statut Platine des juges du Ferrari Club of America et fut l’objet d’un long article dans le numéro d’Avril/Mai 2009 de Cavallino magazine. Plus tard en Aout, 2009 – après une série de travaux supplémentaires par l’équipe de restauration – la Ferrari fut exposée au Concours d’Elégance de Pebble Beach y gagnant une respectable troisième place de sa catégorie et se vit attribuer 98 points. (Quatre demi points furent déduits pour des questions de détail, trois ont déjà été réglées. La quatrième – pour avoir présenté une «peinture trop brillante» – a été laissée dans l’état!) L’auto fut le sujet d’un deuxième article complémentaire dans Cavallino, Octobre/Novembre 2009. Fraichement restaurée, correcte et superbe, 3309 SA a tous ses manuels, son rouleau d’outils au complet, son cric et le dossier de restauration comprenant les résultats du passage au banc moteur. Elle est présentée en état visuel et mécanique “comme neuf” et n’a quasiment roulé que lors des 80km (50 miles) de rallye touristique du «Pebble Beach Road Tour», s’y comportant à la perfection. Plus puissante et bien plus exclusive que la vénérée 250 GT Spyder California châssis court, cette 400 Superamerica Cabriolet Pininfarina châssis court constitue le choix du fin connaisseur pour ce qui est des Ferrari découvrables du plus haut niveau. Avec ses origines remarquables de voiture de salon, ses exploits dûment notés en course, son historique de succession de propriétaires limpide, son extraordinaire restauration et sa présence a couper le souffle, elle doit être considérée, au-delà de son côté on ne peut plus désirable, une valeur sure et méritoire dans le marché d’aujourd’hui. Chassis no. 400 SA 3309

  • MCOMonaco
  • 2010-05-01
Hammer price
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1995 Ferrari F50

520 bhp, 4,698 cc V-12 engine with Bosch Motronic 2.7 engine management, six-speed manual transmission, four-wheel independent suspension with coil springs and unequal-length wishbones, and four-wheel hydraulic disc brakes. Wheelbase: 101.6 in. The 62nd of 349 F50s produced; one of only 55 U.S.-production examples One of four examples finished in Nero; one of just two U.S.-production examples in Nero Just under 2,090 miles from new Undoubtedly one of the most desirable F50s in existence Built to celebrate 50 years of success in motorsport, the Ferrari F50 aimed to offer customers an experience as close to a Formula 1 car as possible, but while retaining the familiarity of a road-legal platform. Following four years of production and development, the F50 was finally unveiled at the 63rd annual Geneva Motor Show in 1995. Luca di Montezemolo, Piero Lardi Ferrari, Sergio Pininfarina, and Niki Lauda were all on hand at the unveiling, illustrating the monumental importance of this new model to the history of Ferrari. Carbon fiber was utilized throughout, particularly in the body tub and shell, helping to keep the F50 as featherlight as the chassis itself, which was made entirely of Cytec aerospace carbon fiber and tipped the scales at just 225 pounds. The six-speed longitudinal gearbox, complete with a limited-slip differential, was fitted behind the engine, between which the oil tank was mounted for the dry-sump engine lubrication system. This layout was reminiscent of the one used in Ferrari’s contemporary Formula 1 cars. Ferrari’s weight-saving measures and no-nonsense approach to the car’s design were also evident throughout the interior. Wind-up windows instead of electrically operated windows were utilized and even the throttle, brake, and clutch pedals (all fully adjustable) were drilled to further maximize weight reduction. At its heart was a 4.7-liter naturally aspirated V-12 engine with five valves per cylinder and twin overhead camshafts per bank, derived directly from the engine used in the 1990 Formula 1 season. As fitted to the F50, it was capable of producing 520 horsepower at 8,000 rpm but was capable of reaching an eardrum-shattering 10,000 rpm. The six-speed longitudinal gearbox, complete with a limited-slip differential, was fitted behind the engine, between which the oil tank was mounted for the dry-sump engine lubrication system. To help rein in the power, massive drilled and ventilated disc brakes were fitted with Brembo-supplied four-piston brake calipers. This fanatical attention to detail in adding performance and reducing weight paid massive dividends in terms of performance. Capable of rocketing to 60 mph from a standstill in just 3.6 seconds, the F50 could accelerate onwards toward a top speed of 202 mph if the driver was brave enough to keep accelerating. Even more incredible was the car’s time for a standing mile – just 30.3 seconds. The F50 might have looked drastically different from Ferrari’s F1 cars of the time, but it undoubtedly had the heart and soul of a racer. Production would be limited to just 349 examples worldwide, far less than the over 1,300 F40s produced. Of course, while the 288 GTO and F40 before it were only finished in the traditional Ferrari shade of Rosso Corsa, this would change for the F50. The vast majority of F50s produced were indeed finished in red, but a handful received more unique paintwork. Some were finished in yellow and silver, while only four were finished in black. Of the four black F50s produced, there were only two examples that went to the United States. One such example was unfortunately crashed about three years ago, leaving the example presented here, chassis number 104092, the only pristine and unmolested black, U.S.-specification F50 in existence. Fitted with a contrasting black and red leather and Alcantara interior, the F50 truly has a menacing look and presents just as beautifully as when it came out of the factory. Throughout its whole life, it has remained in the hands of careful collectors, individuals who recognized the car’s significance and inherent value. As a result, it has been carefully cossetted and maintained accordingly from new and remains in splendid condition throughout. Importantly, it retains a number of its original accessories, including the following: its original hardtop still wrapped in its roof box, three pieces of unopened factory luggage, its original and unused canvas top, two sets of keys, tool kit, car cover, and wheel nut tool. Furthermore, in December of 2016 the car received a service by a Ferrari specialist, which included changing all the fluids and replacing the car’s fuel bladder. Thus, it remains ready for road use should its next custodian so desire. Without a doubt the most special F50 that RM Sotheby’s has ever offered, it is highly unlikely that such a remarkable example will become available in the near future. With only four examples ever finished in black, a Nero F50 ranks amongst the rarest of modern Ferraris ever produced. It would stand tall in any of the finest Ferrari collections on the planet as an exceptional example of one of Ferrari’s most incredible road-going automobiles. Chassis no. ZFFTG46A6S0104092 Serial no. 062/349

  • USAUSA
  • 2017-01-20
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1950 Ferrari 166 MM Barchetta in the style of Touring

170 bhp, 2,562 cc single overhead-camshaft V-12 engine with three Weber 36 DCF carburetors, five-speed manual gearbox, independent front suspension with transverse leaf springs, rigid rear axle with semi-elliptic leaf springs, four-wheel drum brakes, and tubular steel frame. Wheelbase: 88.6 in. (2,250 mm) One of three 1950 Touring Barchettas originally built with one door The 15th of 25 examples built Finished 2nd overall at the 1950 Mille Miglia Documented history by Marcel Massini Numerous in-period 1st place finishes Driven by Ascari, Chinetti, and Gonzales Overwhelming provenance as an early factory racing 166 MM Very few sports racers from the early days of Ferrari maintain a more historically significant perch than the vaunted 166 MM, which, in many respects, can be considered the car that started it all. Though the 166 model was not Ferrari’s first, but rather a bored-out development of the 125 S motor engineered by former Vittorio Jano apprentice Giacchino Colombo, the 166 became Ferrari’s first mainstay competition winner, dominating the 1949 season and directly leading to the progression of increasingly potent Ferrari sports racers that followed, from the 212 to the 375 Plus and beyond. The earliest Ferrari 125 S examples wore coachwork that was almost monoposto in style, being slightly revised with cycle-wing fenders for the initial 166 Spider Corsas. On September 14, 1948, Ferrari used the Torino Motor Show to debut the 166 MM, a more becoming version of the 166 with new barchetta coachwork by Touring of Milan. The show car, chassis number 0002M, marked a milestone for Ferrari in a number of ways. In addition to being the first of a long line of Ferrari barchettas and similarly styled spiders, the car was the initial example of Maranello’s now highly scrutinized chassis number sequence, including being the first even-numbered Ferrari race car. Chassis 0002M was also the first of many Ferraris to feature the MM suffix, which honored the 166’s victory at the 1948 Mille Miglia. A 166 MM driven by Clemente Biondetti and Ettore Salani fittingly went on to win the 1949 Mille as well. Chassis number 0038M is the fifteenth of twenty-five 166 MM Touring Barchettas built, and one of just three such 1950 factory racing barchettas fitted with only one door, as the “passenger” side featured sealed bodywork and an extra fuel tank. Manufactured in early 1950, chassis 0038M was equipped with a long bonnet and was soon upgraded to 195 S engine specifications. Driven by the legendary Alberto Ascari, the car finished 1st overall at the Grand Prix of Luxemburg on March 18, 1950. On April 23, the car’s strong competition record was further sealed with a 2nd place finish at the Mille Miglia, with Dorino Serafini and Salani at the wheel. The duo then took the checkered flag at the Coppa della Toscana on June 4, 1950. On June 24, 1950, chassis 0038M was entered at the 24 Hours of Le Mans. Though the car did not finish the race, the occasion was notable for the presence of two of history’s great drivers, future Ferrari impresario Luigi Chinetti and Le Mans regular Pierre Louis-Dreyfus. On July 16, Franco Cornacchia drove this Barchetta to 2nd overall at the IV Coppa d’Oro delle Dolomiti, while the team of Serafini and Salani again took a win at the Giro delle Calabrie on August 6. Shortly thereafter, 0038M received some body modifications, which principally consisted of repositioning the air intake scoop and leather straps on the hood. These adjustments, surely intended to aid engine breathing, contributed to victory at the Daily Express Trophy at Silverstone on August 26, while driven by Ascari, and Giovanni Bracco’s 1st place finishes at the Bologna-Raticosa Hillclimb of September 17, the Vermicino-Rocca di Papa Hillclimb on October 22, and the Catania-Etna Hillclimb on October 29. Louis Klemantaski tells an evocative story of meeting Ascari during the return trip from Silverstone. We had a drink or two on the boat, and Ascari said, ‘How do I get to London? I don’t know the road at all.’ I offered to tell him how to go. ‘Will you come with me?’ he said. After we got the barchetta through customs and all that, Ascari said, ‘Oh, you drive on the wrong side of the road here, would you like to drive to London?’ ‘Indeed yes,’ I replied, and we set off, with Serafini following. I found the Ferrari a delightful car. Pretty soon I was going along at 90 miles per hour or so—there was not much traffic in those days and you could do that sort of thing since there were no speed limits—when out of the corner of my eye, I could see Ascari getting rather agitated. Well, I’m not doing anything dangerous I thought to myself. Finally, I looked at him inquiringly, and he pointed down at the gear lever and held up five fingers. I had never got it into fifth! Five speed gearboxes were not a normal thing then. So at last I put it into fifth and he was soon drowsing away. We were great friends ever after. In early 1951, in preparation for the season, further work was undertaken on 0038M’s front end, with the bonnet being shortened and an extra radiator-cooling grille added above the main grille. In this configuration, the 166 MM was entered in the XVIII Mille Miglia on April 28, 1951, driven again by Serafini and Salani, but unfortunately, the car did not finish after running off course during a particularly hard turn. Chassis 0038M then took an interesting twist of fate, as it was essentially rebuilt as a 212 Coupe with new coachwork by Vignale and a new 212 motor. Finished in a handsome livery of dark red with a grey roof, the Vignale Coupe was delivered to the famous Argentine racer José “Froilán” González, the onetime Ferrari team driver who had presided over the company’s first-ever Sports Car Championship win at the British Grand Prix at Silverstone in 1951. Legend has it that Enzo Ferrari owed González money for his services, and the re-bodied 0038M was a gift made in lieu of payment. It is believed that González only retained ownership of the car at his Buenos Aires home for a short period before selling it to Raul Guillermo Decker, also a resident of Buenos Aires. From this point forward, the car became a somewhat regular participant in Argentina’s budding racing scene, placing 4th overall twice at the Autodromo de la Ciudad de Buenos Aires, driven by Nestor Pernigotti, during the 1962 season. Trading hands to Ernesto Dillon, of Argentina, during the early 1970s, the car was acquired by Eduardo Salzman, of Buenos Aires, in 1978, and in 1980, it was sold by Hector Mendizabal to an American owner. By 1983, chassis 0038M had returned to Italy, owned by Ugo Isgro, of Padova. Still wearing the Vignale coachwork, the aging car was restored by the renowned Dino Cognolato’s Carrozzeria Nova Rinascente, in Padua. Mr. Isgro took the refurbished 166 MM to numerous enthusiast events over the ensuing years, including the Mille Miglia in 1985 and 1986, and the 80 Anni di Sport con la Ferrari in Modena on September 27, 1985. Offered in 1987, this Barchetta was acquired by well-known Ferrari trader Michael Sheehan, of Costa Mesa, California, before being sold to Japanese collector Yogi Oyama in October 1987. Recognizing the somewhat inauthentic presentation of an original 166 MM with such significant competition provenance, Mr. Oyama commissioned a re-body of the car back to its original Touring-style barchetta coachwork. Still possessing considerable provenance of its own, the Vignale Coupe body was retained and is offered alongside the car today. Mr. Oyaa went on to enjoy 0038M in its original configuration, campaigning in the Mille Miglia in 1996, 1997, and 1999, and the 5th La Festa Mille Miglia in Japan in 2002. The car was also the subject of a cover feature in the November 1997 issue of the Italian magazine Ruoteclassiche. In 2003, chassis 0038M was purchased by the consignor, another Japan-based enthusiast, and has since participated in the Mille Miglia three more times; it was also displayed at the DIVA exhibit at Brixia in Brescia in May 2010. At the 2010 Mille Miglia, this Barchetta claimed the distinction of being the highest-finishing Ferrari in the field, a strong indication of its continued mechanical preparation. Accompanied by the interim Vignale body, 0038M is an authentically presented example of one of the rarest and most important early Ferrari sports racers. It claims legitimate racing provenance, including 2nd place at the 1950 Mille Miglia, and has been driven by, and associated with, some of the greatest names in racing lore, including Alberto Ascari, Luigi Chinetti, and Froilán González. It is rare for an early racing barchetta of this magnitude to appear on the open market, and Maranello collectors and casual tifosi alike will surely take note of the unique opportunity afforded by this scintillating Ferrari classic. Please note that an import duty of 2.5% of the purchase price is payable on this car if the buyer is a resident of the United States. Addendum Please note that an import duty of 2.5% of the purchase price is payable on this car if the buyer is a resident of the United States. Chassis no. 0038M Engine no. 0038M

  • USAUSA
  • 2013-08-16
Hammer price
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1936 Mercedes-Benz 540 K Spezial Coupe by Sindelfingen

115/180 hp, 5,401 cc supercharged overhead valve inline eight-cylinder engine, four-speed manual transmission, four-wheel hydraulic drum brakes, independent coil spring front and rear suspension. Wheelbase: 129.5" - 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. Chassis no. 130944 Engine no. 130944 Body no. 200355

  • USAUSA
  • 2011-08-19
Hammer price
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1997 Porsche 911 GT1 Evolution

600+ bhp, 3,164 cc air- and water-cooled horizontally opposed six-cylinder engine with two KKK turbochargers and Bosch electronic fuel injection, five-speed manual transmission, front and rear independent suspension, and four-wheel ventilated disc brakes. Wheelbase: 2,500 mm Extensive competition history, including the Daytona 24 Hours Three-time Canadian GT Championship winner Recent comprehensive restoration in the United Kingdom The only road-legal 911 GT1 race car Two private owners from new When international sports car racing experienced a resurgence in the 1990s, Porsche decided to jump back into the fray. Realizing its 911 GT2 Evos could not compete effectively in the BPR Global GT1 Championship, Porsche built a new mid-engined car on a composite and steel-tube chassis. The result was the 911 GT1, essentially a racing prototype that could be detuned, fitted with various comforts, and driven on the street. Although it met the FIA?s homologation rules, it infuriated its competitors, who had started with road machines that were extensively modified for racing. They were now faced with a ground-up purpose-built sports racing car. The new Porsche prototype incorporated much of the Type 993?s front end, but with double-wishbone racing suspension. The rear of the car was all new, with double wishbones and push-rod shocks. The floorpan and bulkheads were of honeycomb aluminium and composite construction. Placed amidships under a sleek and very attractive carbon-fibre body was a flat-6 racing engine with water-cooled cylinders and heads, and its intake system was pressurized by a pair of large KKK turbochargers of the type used on the GT2. This quite sophisticated powerplant developed well over 600 horsepower. The goal was to match the McLaren F1 GTR?s weight of less than 1,000 kilograms, but Porsche?s engineers concluded that a bit more weight would offer an unexpected advantage. By scaling 1,050 kilograms, the GT1 would be allowed a larger air intake and could thus generate considerably more horsepower. Having the engine behind the driver?s compartment rather than in the tail allowed Porsche?s engineers to maximize ground effects with a rear diffuser and once again usurped the FIA?s original intentions, as the GT1 had its engine amidships as opposed to in the rear as with all other 911-based racing cars. According to Porsche?s Jürgen Barth, the factory produced six racing chassis, which were numbered 001?006, and 22 chassis that could be driven on the street. Eight additional customer racing chassis were delivered (numbered 396001?396023), and then for 1998, one more Straßenversion (Street Version) was completed, along with four additional racing cars. Thus, a total of just 41 GT1s were produced (18 racing cars and 23 streetcars), making the GT1 amongst the very rarest of all Porsche racing cars. Indeed, it is even rarer than its nemesis, the McLaren F1, of which some 107 examples of all varieties were produced. A pair of factory entries captured both 1st and 2nd in class at the 1996 Le Mans 24 Hours and scored three wins in the 1996 BPR GT Series. Porsche upped the ante the following season with the 911 GT1-97 Evolution. The 1996 chassis and body received numerous modifications, but along with engine restrictions imposed by the FIA, Porsche now faced stronger competition. The GT1-97 Evos led at Le Mans before dropping out in the final hours; customer cars finished 5th and 8th. From 1996 to 2003, factory-entered and privateer 911 GT1s won an impressive 47 of 144 races entered. One of those privateer efforts was that of Bytzek Motorsports of Toronto, Ontario, Canada. Harry and Klaus Bytzek acquired three GT1-96 chassis and raced them extensively under Litens Industries sponsorship. According to Barth, this GT1 chassis was sold as a bare tub through Porsche Motorsports North America to Bytzek Motorsports in 1997, replacing one of the 1996 chassis that was damaged at Mosport. The team was able to install the drivetrain and suspension components from its damaged car and purchased additional components through PCNA, including an Evo upgrade package. It is thus the only 1997 Evo sold new by the factory, all others being upgrades of 1996 chassis. GT1 993-117 enjoyed an extensive competition history, with the Bytzek team scoring consistent high finishes, especially at its hometown track, Mosport, now known as Canadian Tire Motorsport Park, near Bowmanville, Ontario. The team handily captured the Canadian GT Championships in 1999, 2000, and 2001. At the 2001 Rolex 24 Hours of Daytona, the Bytzek team entered three GT1s (one a practice car). Chassis 117, driven by Klaus Bytzek, Scott Maxwell, David Empringham, and Richard Spenard, qualified 12th but dropped to 41st at the finish after having to replace the transaxle late in the gruelling contest. Its sister GT1 entry managed an impressive 8th place finish. Chassis 117 is believed to be the most successful of all Porsche 911 GT1 racing cars, with 13 wins in 31 starts. The car was fully restored in 2014?2015 by Lanzante Motorsports in the United Kingdom at a cost in excess of £300,000 and has been run for less than two hours since. It appeared at the 2015 Goodwood Festival of Speed in company with Porsche?s Le Mans-winning Type 919 Hybrid. Fittingly, it was a GT1 that scored Porsche?s 16th outright Le Mans victory prior to the 919 winning in 2015, which introduced the world to the incredibly complex hybrid powerplant that is now required to be at the forefront of modern LMP1 sports racing. As such, the GT1 marks the end of an era as well as the last of Porsche?s Le Mans-winning race cars that can realistically be run by a privateer. Never before offered for public sale, this exciting 911 GT1 Evolution is described as the only road-legal GT1 race car and is currently registered as such in the United Kingdom. It is supplied with a comprehensive file of restoration invoices and photographs as well as factory documents, including shop manuals. An extensive store of spare parts is available at additional arrangement. It is eligible for historic racing events such as the GT90s Series, the Daytona Classic, and the Goodwood Festival of Speed, as well as the race car class of any prestigious Concours d?Elegance. 911 GT1 - RACE RESULTSDATEEVENTRESULT29 August 1999Mosport CASCAR1st05 September 1999Mosport CRDA1st19 September 1999Mosport BEMC1st03 October 1999Mosport CASC23rd30 April 2000Mosport BARC1st14 May 2000Mosport BEMC1st21 May 2000Mosport Trans-Am6th04 June 2000Shannonville CRDA1st25 June 2000Shannonville Trillium Trophy1st09 July 2000Shannonville Canaska CupDNS13 August 2000Mosport BARC GP 27 August 2000MosportDNS03 September 2000Mosport CRDA1st17 September 2000Mosport BEMC2nd01 October 2000Mosport CASC19th04 February 200124 Hours of Daytona41st29 April 2001Mosport BARC GP4th13 May 2001Mosport BEMC2nd20 May 2001Mosport Trans-Am1st03 June 2001Shannonville CRDA2nd24 June 2001Mosport CASCAR4th08 July 2001Shannonville Canaska Cup2nd22 July 2001Shannonville Trillium Trophy3rd12 August 2001Mosport BARC2nd19 August 2001Mosport ALMS13th02 September 2001Mosport CRDA1st16 September 2001Mosport BEMC1st30 September 2001Mosport CASC1st12 May 2002Mosport BEMC1st19 May 2002Mosport Trans-AmDNS16 June 2002Mosport CASCARDNS01 May 2003Mosport Chassis no. GT1 993-117 Engine no. M86/60-109 Gearbox no. G96/80/117

  • MCOMonaco
  • 2016-05-14
Hammer price
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1961 Ferrari 400 Superamerica SWB Coupe Aerodinamico by Pininfarina

340 bhp, 3,967 cc single overhead-camshaft V-12 engine with triple Solex carburetors, four-speed manual gearbox, coil-spring independent front suspension with live rear axle, four-wheel telescopic Koni shock absorbers, and four-wheel disc brakes. Wheelbase: 95 in. Platinum Awards at Cavallino Classic and FCA meets; 99 points at Pebble Beach One of only 17 SWB Pininfarina 400SA Coupe Aerodinamicos ever built Formerly of the Greg Garrison and Skeets Dunn collections Complete with books, tools, luggage, build sheet copies, and extensive documentation Ferrari Classiche Red Book certified Very likely the finest restored example in existence CREATING THE SUPERAMERICA The high-performance luxury gran turismo was a new automotive idiom in the prosperous years following World War II. The genre had its roots with great pre-war touring cars like Rolls-Royce’s Phantom II Continental and Mercedes-Benz’s supercharged 500 K and 540 K sports coupes. Post-war luxury gran turismos included the Bentley Continental R-Type and, later, the Mercedes-Benz 300 SCs. Moving into the 1960s, these fast, luxurious cars continued to be the car of choice for the rich and famous. Most combined powerful engines with a highly competent chassis and were clothed in unique or limited-production coachwork from inspired designers, equipped to the highest standards, and trimmed in the finest materials. Ferrari had offered such cars to its very best clients for years. Crafted in tiny quantities, they were superbly fitted and offered sparkling performance. One of the best known of these was the Superamerica and Superfast series—superb cars with price tags that exceeded even Rolls-Royce. The Aurelio Lampredi-designed V-12 engine, which was originally developed for the four-liter GP cars, supplied power for the first-series examples. The 410 Superamerica appeared at the Brussels Motor Show in January 1956 with a 4,962-cubic centimeter “long block” engine that delivered 340 horsepower. Pininfarina’s coachwork was masterful, minimizing the car’s apparent size and conveying the car’s performance potential. The second-series 400 Superamerica was introduced at the Brussels Motor Show in 1960, when chassis number 1611SA, a two-place cabriolet, was first exhibited. Later, at the Turin Show in November, the Superfast II debuted, providing the inspiration for the Coupe Aerodinamico. Introduced in 1962 as the Superfast III, the new car would be built between September 1962 and January 1964. A total of 17 examples were built. Unlike the earlier 410 Superamericas, these cars were fitted with the latest version of Ferrari’s legendary Colombo-designed V-12. The lovely design, penned by Pininfarina, featured a tapered nose and tail, creating an elegant, streamlined look. It was this design that earned the model its name: Superamerica Coupe Aerodinamico. It is considered to be one of Pininfarina’s great designs—an artful expression of Ferrari performance with stylistic elegance. Once again, their dizzying price tags ensured that the client base would be restricted to heads of state and captains of industry. These cars represented the pinnacle of Ferrari production to be sure: fantastic 1960s styling, extremely low production numbers, and world-class performance. One must also consider that, given the era, these cars were even rarer than other concurrent Ferrari models, the 250 GTO, the 275 GTB later on, and the 250 GT SWB included. CHASSIS NUMBER 2841 SA: A WONDERFUL RARITY Chassis 2841 SA was one of these seventeen 400 SA Aerodinamico SWB Coupes produced. It was completed in September 1961 and finished in Grigio Fumo, or Smoke Grey, with the interior finished in Pelle Rosso, or red Connolly, leather. In November of 1961, the car was delivered to its first owner, Count Fritz Herbert Somsky, of Geneva, Switzerland. It remained with him for some time, but by the 1970s, the car had been imported into the United States, where it was owned by Barry Le Fave, of Santa Ana, California, who sold it to W.B. LeFace. Fellow California resident Walter Harris then purchased the car; it was advertised by him in 1980, stating that the car was “all original, numbers matching, had a highly tuned engine, and had rebuilt brakes and rear end.” Presumably, as a result of that advertisement, Harris sold the car to the late Greg Garrison, a renowned Ferrari collector and the producer of the Dean Martin Show in Hollywood. In May of 1999, after almost 20 years of ownership, 2841 SA was sold by Garrison to C.A. “Skeets” Dunn of Rancho Santa Fé, California. In May 2001, the car was shown at the Palos Verdes Concours d’Elegance by Mr. Dunn, and it placed First in Class and won the Meguiar’s Award for best paint. Despite its obviously lovely condition, Dunn eventually elected to undertake a complete restoration of the car, beginning in August 2003. The mechanicals were performed by specialist Bill Pound, with the body and paint done by Symbolic Restoration in Sorrento Valley, California. The car went through an exhaustive and comprehensive Ferrari restoration, where it was disassembled down to every nut and bolt. The body was stripped to bare metal, and every panel and piece of chrome was carefully fitted before re-painting or re-plating. Finally, the body was meticulously refinished in Blu Sera, while the interior was carefully re-trimmed in natural saddle leather. The entire restoration, costing in excess of $400,000, is documented by an accompanying file of restoration receipts and several dozen photographs. Most importantly, the car is also accompanied by copies of its original Ferrari build sheets. Upon completion of the restoration in mid-2006, Skeets Dunn elected to show 2841 SA at the 2006 Pebble Beach Concours d’Elegance, where it scored 99 points in the class for Ferrari GT cars, a remarkable result for a first-time showing, particularly when one considers that the judges included none other than Paul Russell, David Seilstad, and Parker Hall. Later, in January 2007, the car was shown once again at the XVI Palm Beach Cavallino Classic Concours d’Elegance at The Breakers in Palm Beach, Florida, where it won a coveted Platinum Award. It has since been shown many times, accumulating a string of Platinum and First in Class awards. As a testament to the preservation of this extraordinary car, 2841 SA was awarded a Platinum Award, scoring 99.5 points at the 2013 Ferrari Club of America Concours in Pasadena. The car was shown at the 2014 Pebble Beach Concours, where it won Third in Class. Prior to its showing at Pebble Beach, the car was fully prepared and brought back to as-new condition by Brian Hoyt at Perfect Reflections. It was also shown at the 2015 Hillsborough Concours, where it won First in Class and the Best Post-war Closed Car award. Today, the car looks amazing. The quality of the paint is pristine. All the body panels fit precisely and effortlessly. The chrome does not have any signs of wear and tear. The undercarriage is spotless, and it shows the care and the lengthy work that made this car one of the best Superamericas ever restored. No corners were cut on the restoration, which can be admired by looking at the undercarriage. The interior still remains in excellent condition, and it gives the car the extra touch of originality and elegance that makes it so amazing all the way around. However, one can only appreciate the full extent of this restoration’s execution when one closes the door and turns the ignition key. The even sound of the engine, the effortless clutch, the responsive throttle, and the precise gearing make the driving experience beyond divine. Adding to the car’s extraordinary presentation, it comes complete with books, tools, a jack, and an extensive history file, including the coveted Ferrari Classiche certification book, as well as the aforementioned restoration records and copies of the factory build sheets. With just 17 built, it is certainly true that any 400 SA Superamerica SWB Coupe Aerodinamico is extremely rare. This example is all the more unique for its well-known ownership history and its high-point, professional restoration, making it arguably one of the best available examples of the 400 Superamerica and, very likely, the finest restored example on the planet. Furthermore, when one considers its supreme rarity, particularly in relation to its brethren in the Ferrari stable, be it a 275 GTB, 250 GT SWB, or perhaps even a GTO, it becomes readily apparent that the opportunity to acquire such a car will not come again soon, and perhaps never again. It is a motor car of supreme scarcity, exclusivity, power, and elegance, the likes of which the motoring community may never see again. Chassis no. 2841 SA Engine no. 2841 SA

  • USAUSA
  • 2017-01-20
Hammer price
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1955 Porsche 550 Spyder by Wendler

110 bhp, 1,488 cc DOHC air-cooled horizontally opposed four-cylinder engine with dual Weber downdraft carburettors, four-speed manual transmission, independent front and rear suspension, and four-wheel drum brakes. Wheelbase: 2,100 mm The 1955 Frankfurt Motor Show car One of just 75 factory-built ‘customer’ 550 Spyders Period US racing history with Mike Marshall, including 1956 Sebring 12 Hours Freshly serviced by renowned Porsche specialist Prill Porsche Classics Highly eligible for vintage tours and rallies, including the Mille Miglia, Tour Auto, Le Mans Classic, Goodwood Revival, Monterey Historics, and Monaco Historic Grand Prix! ‘Design is not simply art, it is elegance of function’ – Ferdinand Porsche THE GIANT KILLER The 550 Spyder put Porsche firmly on the map as a serious competitor on the world’s racing tracks; indeed, the diminutive mid-engined roadster generated the nickname ‘Giant Killer’ for its ability to defeat much more powerful rivals. Introduced at the 1953 Paris Auto Show, the 550 and its second iteration, the 550A, remained in production through February of 1959, and a total of 130 chassis were constructed before the 718 RSK Spyders appeared. A large proportion of 550 production was destined for the United States. Built on a frame of seamless mild steel tubing, the 550 utilised a front suspension of double trailing arms and transverse-leaf torsion bars. After the first few examples, the rear suspension was redesigned from leading control arms to trailing arms with swing axles and tubular transverse torsion bars. Porsche’s engineers had planned an all-new engine to power the Spyder at the gruelling Carrera Panamericana, but early testing determined that Dr Ernst Fuhrmann’s Type 547 advanced 1.5-litre air-cooled four-cylinder Boxer engine was not quite ready. Thus, the first few chassis were fitted with conventional pushrod Porsche engines. Soon, however, reliability was ensured and the new ‘Four-Cam’ would be installed in all the 550s, 550As, RSKs, 356 Carreras, and 904s that were to follow. This marvellous but complex engine, called the ‘Drawer motor’ because its engineering drawings were quickly hidden in Fuhrmann’s desk whenever Dr Porsche walked into his office, was an all-alloy unit displacing 1,498 cubic centimetres. Its camshafts were driven off the Hirth-patent built-up roller-bearing crankshaft by a series of shafts and crown wheels. Cam timing took dozens of man-hours to properly establish, but once all the clearances were correctly set, the high-revving motor was very reliable. It featured dry-sump lubrication and two spark plugs per cylinder. With compression of 9.5:1 and breathing through a pair of Weber downdraft carburettors, this engine produced a strong 110 brake horsepower. In a chassis that weighed barely 590 kilograms, 550s were capable of top speeds approaching 210 km/h (140 mph), dependent on gearing. Because these little roadsters were ostensibly required to be street driven, they were fitted with a token canvas tonneau that met the letter of the rulebook but were otherwise better left folded away in the garage. CHASSIS NUMBER 550-0068 This beautiful 550 Spyder left the factory at Zuffenhausen on 19 September 1955, to be eventually delivered to an American customer, but first, there would be an intermediate stop: Porsche’s stand at the 1955 Frankfurt Motor Show. There, it shared the company’s display with a 356 Speedster, a coupé, and a cabriolet. Chassis number 550-0068 was shown in semi-racing form; that is, there was a small racing windscreen to protect the driver and an alloy half tonneau covering the passenger side of the cockpit. Suggesting, perhaps, that this was a dual-purpose sports car, it was also fitted with moon hubcaps, which were standard fitment to cars delivered in street trim. Adding to the sporting impression that Porsche wanted to convey, the rear fenders were topped with painted ‘darts’, or flashes. Today 0068 has been restored to its original silver paint with light blue darts, a very attractive combination. The factory build sheet specifies that 0068 was to be shipped to ‘1 kunde/customer USA’ following the Frankfurt show. That customer was a gentleman named Mike Marshall, a Porsche/Volkswagen dealer and amateur racer of Miami, Florida. Mr Marshall wasted no time in putting his new 550 to the task for which it was intended. Just two months after the car starred on Porsche’s display at Frankfurt, Marshall gave the new Spyder a victory in its first outing, an SCCA race at Waterboro, South Carolina. Next up was December Speed Week at Nassau in the Bahamas, where Marshall finished 6th in the preliminaries, dropped out of both the Governor’s Cup and All-Porsche contests, but came back to score a respectable 4th place in the Under-Two-Litre Production race. In February 1956, Marshall won a pair of SCCA Regional races at Punta Gorda, Florida; a 1st and 2nd at Waterboro; and then, sharing the wheel with Porsche’s racing chief and occasional driver Huschke von Hanstein, managed a creditable 14th overall and 3rd in class at the Sebring 12 Hours. Von Hanstein was quite familiar with 0068; he had posed with it at the Frankfurt Motor Show. Through the remainder of 1956 and early 1957, Marshall ran numerous other amateur races including Elkhart Lake, Wisconsin; Montgomery, Alabama; Chester, Carolina; Gainesville, Florida; the 1956 Nassau Speed Week; and then a race weekend at the very difficult 2.4-mile circuit at New Smyrna Beach, Florida. Unfortunately, in a preliminary event, Marshall had an off, side-lining the Spyder for the weekend. Fifteen months later, 0068 was sold to Joe Sheppard, a very talented amateur who’d picked up the nickname ‘The Tampa Hotshoe’ and who drove the car at Chester and Gainesville. The car’s racing history then lists Sheppard’s friend Duncan Forlong, who borrowed the car for two races at Dunnellon Park, Florida. It is believed that 0068 then remained in Florida. When recently quizzed about the car, Joe Sheppard could not recall exactly when it was sold; it was a deal put together by his father. The new owner is believed to have been Bob Ross, who made a regular appearance at the Sebring track with racing friends in his new Spyder. In the mid- to late-1980s, the Porsche was bought by Lynn Larson, who almost immediately sold it on to his friend Phil Bagley, who then sold the car to its new owner who shipped it to Italy. The car was inspected on 12 November 1989, by a Mr Parigi, prior to issuance of FIVA license number 0120620 by the Automotoclub Storico Italiano. That registration process was not completed until 21 April 1997. Italian registration number BG-B67015 was assigned 28 August 1997 in the name of Pierluigi Bartoli of Riva di Solto, who had acquired the car in July of 1993, per the Estratto Chronologico, copies of which are included in the car’s history file. In 1999, the current owner, an Italian businessman and enthusiast, purchased this historic racer. Today, 550-0068 is offered having been maintained regardless of cost and ready to be used in any of the many events for which it is eligible, including the Mille Miglia, Tour Auto, Le Mans Classic, Goodwood Revival, Monterey Classics, and Monaco Historic Grand Prix, amongst others. Simply put, no comprehensive collection of vintage Porsches is complete without a 550 Spyder, and this example would surely be one of the most enjoyable. Moteur quatre cylindres opposés à plat refroidi par air à 2 ACT par banc, deux carburateurs Weber inversés, boîte manuelle à quatre rapports, suspensions avant et arrière indépendantes et quatre freins à tambour. Empattement : 2 100 mm • La voiture du Salon de Francfort 1955 • Une des soixante-quinze 550 Spyder « compétition client » • Historique en compétition aux Etats-Unis avec Mike Marshall dont les 12 Heures de Sebring • Récemment révisée par le réputé spécialiste Porsche Prill Porsche Classics • Parfaitement éligible dans les grandes épreuves historiques classiques dont les Mille Miglia, Tour Auto, Le Mans Classic, Goodwood Revival, Monterey Historics, et le Grand Prix Historique de Monaco « La conception n’est pas seulement un art, mais la recherche de l’élégance dans la fonction » - Ferdinand Porsche LA TUEUSE DE GÉANTS La 550 Spyder installa définitivement Porsche parmi les plus sérieux compétiteurs sur les circuits mondiaux et les petits roadsters à moteur central reçurent bientôt le surnom de « tueuse de géants » pour leur capacité à vaincre des rivales beaucoup plus puissantes. Introduite au Salon de Paris 1953, la 550 et sa deuxième version, la 550 A, restèrent en production jusqu’en 1959 pour un total de 130 châssis construits avant l’arrivée des 718 Spyder RSK. Une grande partie de la production de la 550 fut exportée aux États-Unis. Construite sur un châssis en échelle fait de tubes d’acier doux étiré (sans soudure), la 550 utilisait une suspension avant à doubles bras tirés et barres de torsion transversales à lames d’acier. Après quelques exemplaires, la suspension arrière fut redessinée, les bras de guidage poussés étant remplacés par des bras tirés contrôlant les demi-essieux oscillants suspendus par des barres de torsion transversales. Les ingénieurs de Porsche avaient prévu un tout nouveau moteur pour propulser la Spyder engagée dans la terrible Carrera Panamericana, mais les premiers essais montrèrent que le très moderne quatre-cylindres boxer refroidi par air Type 547 de 1,5 litre du Dr Ernst Führmann n’était pas tout à fait au point. C’est pourquoi les premiers châssis reçurent des moteurs Porsche à culbuteurs conventionnels. Mais très vite, la fiabilité fut obtenue et le nouveau « 4 arbres » équipait les 550, 550 A, RSK, 356 Carrera, et 904 qui allaient se succéder. Ce magnifique mais complexe moteur – surnommé « le moteur du tiroir » car ses plans étaient vite dissimulés dans le tiroir de Führmann quand le Dr Porsche entrait dans son bureau – était un bloc en alliage léger de 1 498 cm3 de cylindrée. Ses arbres à cames étaient commandés depuis le vilebrequin Hirth démontable et sur rouleaux par une série d’arbres et de pignons. Le réglage parfait de la distribution demandait des heures de main d’œuvre, mais dès que tous les jeux étaient correctement réglés, ce moteur qui pouvait tourner très vite était très fiable. Son graissage était à carter sec et chaque cylindre comportait deux bougies. Avec un rapport volumétrique de 9,5 :1 et alimenté par deux carburateurs double corps Weber inversés, ce moteur délivrait 110 chevaux. Avec un châssis pesant à peine 590 kg, les 550 étaient capables de frôler 210 km/h selon leur rapport final. Du fait que ces petits roadsters devaient être utilisés normalement sur la route, ils furent équipés d’un petit couvre-tonneau symbolique pour respecter la lettre du règlement, mais cette toile restait généralement au garage. LE CHÂSSIS N° 550-0068 Cette superbe 550 Spyder quitta l’usine de Zuffenhausen le 19 septembre 1955 pour être livrée à un client américain, mais elle fit escale auparavant sur le stand Porsche du Salon de Francfort 1955, stand qu’elle partagea avec des 356 Speedster, coupé et cabriolet. Le châssis 550-0068 y fut exposé dans une version semi compétition c’est-à-dire avec un petit pare-brise course pour protéger le pilote et un demi couvre-tonneau en aluminium au-dessus de la place passager. Sans doute pour suggérer qu’il s’agissait d’une voiture de sport polyvalente, elle était dotée de grands enjoliveurs de roue standard sur les voitures en finition « route ». Pour accentuer l’impression de voiture de sport que Porsche voulait créer, les ailes arrière étaient surmontées de « flammes » ou de flèches peintes. Actuellement, 0068 a été restaurée dans sa couleur argent d’origine avec des traits bleu pâle formant une combinaison très séduisante. La fiche de fabrication de l’usine précise que 0068 devait être expédiée à « 1 client américain » après le Salon de Francfort. Ce client était un gentleman nommé Mike Marshall, distributeur Porsche/Volkswagen et pilote amateur de Miami (Floride). M. Marshall n’attendit pas longtemps pour confier à la 550 les tâches pour lesquelles elle avait été construite. Deux mois seulement après la présentation sur le stand Porsche à Francfort, Marshal donna à la nouvelle Spyder une victoire dès sa première sortie sur circuit, une course du SCCA à Waterboro en Caroline du Sud. La suivante eut lieu à la December Speed Week à Nassau aux Bahamas où Marshall finit sixième lors des épreuves préliminaires, abandonna dans les épreuves Governor’s Cup et All-Porsche, mais revint pour signer une respectable quatrième place en catégorie « moins de 2 litres » dans la course pour voitures de production. En février 1956, Marshall remporta deux courses régionales du SCCA à Punta Gorda (Floride), une première et une deuxième places à Waterboro, puis, associé à Huschke von Hanstein, directeur des courses chez Porsche et pilote occasionnel, il signa une excellente 14e place au général et une 3e de catégorie aux 12 Heures de Sebring. Von Hanstein connaissait très bien 0068 avec laquelle il avait été beaucoup photographié au Salon de Francfort. Au cours du restant de l’année 1956 et au début de 1957, Marshall disputa de nombreuses courses d’amateurs dont Elkhart Lake (Wisconsin), Montgomery (Albama), Chester (Caroline), Gainesville (Floride), la Nassau Speed Week 1956 et un week-end de courses sur le très difficile circuit de 3, 8 km de New Smyrna Beach (Floride). Malheureusement, lors d’une épreuve éliminatoire, Marshall sortit et la Spyder ne courut pas ce week-end-là. Quinze mois plus tard, 0068 fut vendue à Joe Sheppard, un talentueux amateur qui avait été surnommé « The Tampa Hotshoe » (la semelle de plomb de Tampa) et qui pilota la voiture à Chester et à Gainesville. L’historique en course de 0068 cite un ami de Sheppard, Duncan Forlong, qui emprunta la voiture pour deux courses à Dunnellon Park en Floride. On pense que 0068 resta ensuite en Floride. Récemment interrogé à propos de la voiture, Joe Sheppard ne put se rappeler précisément la date de la vente qui fut en fait conclue par son père. Le nouveau propriétaire a dû être Bob Ross qui apparut régulièrement à Sebring avec des amis pilotes engagés sur sa nouvelle Spyder. Dans la seconde moitié des années 1980, la Porsche fut achetée par Lynn Larson qui le revendit très vite à son ami Phil Bagley, lequel la céda à un nouveau propriétaire qui l’expédia en Italie. La voiture fut examinée le 12 novembre 1989 par un certain M. Parigi avant qu’elle ne reçoive sa licence FIVA n° 0120620 émise par l’Automotoclub Storico Italiano. Le processus d’immatriculation dura jusqu’au 21 avril 1997 . Le numéro italien BG-B64015 fut attribué le 28 août 1997 au nom de Pierluigi Bartoli de Riva di Solto qui avait acheté la voiture en juillet 1993 selon l’Estratto Chronologico dont des copies sont présentes dans le dossier historique de la voiture. Le propriétaire actuel, un industriel italien passionné, acheta cette Porsche de course en 1999. Actuellement, 550-0068, offerte après avoir été entretenue sans considération de coût, est prête à disputer les nombreuses épreuves historiques pour lesquelles elle est éligible dont les Mille Miglia, Tour Auto, Le Mans Classic, Goodwood Revival, Monterey Historics, et le Grand Prix Historique de Monaco, entre autres. Pour résumer, aucune collection de Porsche historiques digne de ce nom ne peut être complète sans une 550 Spyder et celle-ci est à coup sûr une des plus désirables. Addendum Please note that this car has been accepted by the FIA and will its receive competition papers in the coming weeks. Chassis no. 550-0068

  • FRAFrance
  • 2016-02-03
Hammer price
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1929 Duesenberg Model J Disappearing Top Torpedo Convertible Coupe by Murphy

265 bhp, 420 cu. in. DOHC inline eight-cylinder engine, three-speed manual transmission, beam-type front and live rear axles with semi-elliptical leaf springs, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 142.5 in. Delivered new to California sportsman and early enthusiast David Gray One of six original examples built; features a one-off tail design and numerous unique features Original body, firewall, and chassis; ACD Club certified Category One (D-119) One of the all-time ultimate designs on the Duesenberg chassis The most well-known design of Pasadena, California, coachbuilder Walter M. Murphy on Duesenberg Model J chassis is the Disappearing Top Convertible Coupe, of which about 25 were made, all featuring a distinctive convertible top that hid neatly within the rear smooth deck when lowered. Yet, there is a rarer of beasts, the Disappearing Top Torpedo Convertible Coupe, which is considered by many to be the utter pinnacle of Murphy’s work on Duesenberg chassis. It combined the standard convertible coupe’s lines with the flowing tapered rear deck of a “boattail” speedster, often finished in bare aluminum that extended forward through the beltline and down the center of the car’s cowl, giving an extra touch of sparkle in the California sun. Few Duesenbergs so beautifully combined the marque’s performance ethos with the glamour of a status symbol. Accordingly, the Disappearing Top Torpedo Convertible Coupe has become one of the most remembered and revered of all the company’s creations and is among the most hotly desired by enthusiasts worldwide. CHASSIS NUMBER 2199 Typical of the Duesenberg’s custom-built nature, each of the six original examples of the Disappearing Top Torpedo Convertible Coupe differed in their detailing. Body number 876, used on the car offered here, was one of two early examples that featured a prototype early disappearing top design, in which the top is covered with a flexible leather tonneau, secured by pushbuttons around its edges; it is the only one of the pair without the chrome “rub strips” on the rear fenders, as indicated by the late Duesenberg historian, Don Howell. Most distinguishing of all is the design of the car’s tail, which, rather than forming a clean point, as on other examples, flares out again at the bottom, extends out to the sides, and then curves to meet the rear fenders, serving to more elegantly hide the rear axle and apron. Importantly, this car was also originally built with a rumble seat, as is shown in a surviving Murphy factory photograph. Tailored to fit the tapered tail, the rumble seat seats exactly one adult, for what must have been an extraordinarily exciting ride! According to the records of the late Duesenberg historian Ray Wolff, chassis 2199 was originally equipped with engine number J-178 and body number 876. It was sold new to David Gray of Santa Barbara, California, whose father, John, had made the wise decision in 1903 to invest $10,500 in the fledgling automobile company of Henry Ford. Few better investments have ever been made; in 1919, David Gray sold the family stock back to Mr. Ford for $26 million and lived quite happily for the remainder of his life. Not only a Duesenberg owner, Mr. Gray was also an early antique automobile enthusiast on the West Coast, focusing on early Packards. His Duesenberg was sold on in 1933 to William McDuffie of Los Angeles. Later in the 1930s, like so many Duesenbergs, it was modernized with the addition of skirted JN-style fenders and the smaller 17-inch wheels. In this form, it was apparently noticed by Hollywood, as it made an appearance on the silver screen in a memorable scene of the film She Had to Eat, accompanied by Rochelle Hudson, Jack Haley, and Franklin Pangborn. The car continued to enjoy the care of a handful of Southern California caretakers through the late 1940s, including the Beverly Hills attorney and longtime Motor Trend columnist Robert J. Gottlieb. In 1951, it was purchased by William Coverdale, an early and longtime Auburn Cord Duesenberg Club member from Waynesville, Ohio. A member of an old railroad family, Mr. Coverdale was an extremely avid Duesenberg enthusiast who regularly hosted the faithful at his farm, where this was notably his favorite. By the time of his acquisition, it was missing the original engine, which had been used by the Los Angeles dealer Bob Roberts as a source of parts. Coverdale was able to acquire another original Duesenberg engine, J-414, which he installed in the car. It remains under the hood to this day. With the “boattail” returned to presentable running order, Mr. Coverdale often enjoyed driving it. It appeared at an early ACD Club meeting in Avon, Pennsylvania, in the mid-1950s, and would occasionally reappear at Auburn over the years. It remained a prized possession of its owner until 1985, when he was finally convinced to part with it after 34 years. Soon the car was part of the famous Rick Carroll Collection in Jensen Beach, Florida. Subsequently, it was acquired by its present owners, in whose collection it has now remained for over two decades. The car was restored in the early 1990s by Mike Fennel, with new fenders made to the original design and the popular updates of side exhaust and a chromed radiator shell. Refinished in a brilliant burgundy, the body retains the polished bare aluminum finish of its beltline, cowl molding, and rear deck, as when new, with an interior in tan leather accentuated by elaborate inlaid wood marquetry of the inner door panels. The engine bay and underside remain very clean and presentable, and the paint is in overall good condition, while only light wear and wrinkling show to the leather interior. It was presented to the Auburn Cord Duesenberg Club in this restored form and was certified Category One. Today, it shows 17,069 miles at the time of cataloguing. Through the years, the restored car has been featured on the cover of the Auburn Cord Duesenberg Club Newsletter (Number 7, 2002, misidentified as J-476) and in most of the well-known Duesenberg tomes, including Josh B. Malks’s Illustrated Duesenberg Buyer’s Guide (p. 49), J.L. Elbert’s Duesenberg: The Mightiest American Motor Car (p. 49, plate 39), and Fred Roe’s Duesenberg: The Pursuit of Perfection (p. 236, center, misidentified as J-476). Chassis number 2199 is one of four Disappearing Top Convertible Coupes that retain their original coachwork. It is the first of the four to have been made available for public sale in recent years, the others remaining closely held in private collections or, in one case, in the Auburn Cord Duesenberg Automobile Museum. With its unique details and fascinating history, it ranks among that elite class of automobiles considered so beautiful and so desirable that, once sold, it may never become available again. Addendum Please note that the clutch of this car has developed an issue since arriving onsite and will require further mechanical attention. Chassis no. 2199 Engine no. J-414 Body no. 876 Firewall no. 2199

  • USAUSA
  • 2016-01-28
Hammer price
Show price

1934 Mercedes-Benz 500 K/540 K (factory upgrade) Spezial Roadster

Sold without reserve to benefit the Cancer and Alzheimer's Charities of Sweden 1934 Mercedes-Benz 500 K/540 K (factory upgrade) Spezial Roadster Chassis no. 105136 Engine no. 105136 Cancerfonden Sweden Stefan Bergh, Secretary-General of the Swedish Cancer Society - "This generous donation will help us get closer to achieving our vision of conquering cancer. The proceeds from the sale of this rare vehicle will benefit all those affected by cancer by contributing to the funding of important scientific research." "The Swedish Cancer Society annually funds approximately 450 research projects", Mr. Bergh continued. "To do this, we are entirely dependent on the generosity of private donors. We are very grateful for their support, as their gifts enable much of the ground-breaking work being done by Swedish scientists every day." Alzheimerfonden Sweden Liselotte Jansson, Secretary-General of The Swedish Alzheimer Foundation - "We are utterly grateful for this generous donation which will help us reach our goal of finding a cure for Alzheimer's disease, which is the most common form of dementia and so far a deadly disease that nobody survives. Dementia is today classified as a common disease and the number of people suffering from it is expected to double every 20 years. Intensified research in this area is therefore crucial in order to find a cure. The Swedish Alzheimer foundation is a small but rapidly growing foundation, and the largest contributor to Alzheimer's research in Sweden. The donation will enable us to support new innovative research and coming one step closer to our vision of a world free from dementia." The Mercedes-Benz 500 K The sensation of the 1934 Berlin Auto Show, Mercedes-Benz's legendary 500K supercar was the creation of the gifted engineer and former racing driver Dr Hans Nibel. Designs upon which he had worked ranged from the 1909 200hp Blitzen Benz to the 1934 Mercedes-Benz W25, the first of the legendary 'Silver Arrow' racing cars, created after Dr Nibel had taken sole charge of engineering at the amalgamated Mercedes-Benz empire after the departure of Prof Dr Ferdinand Porsche at the end of 1928. What set Nibel's supercharged Mercedes apart from the big blown Mercedes of the previous decade was the model's advanced chassis design, which combined swing axles at the rear with a new and very effective form of independent front suspension with superimposed triangular wishbones and coil springs. Sadly, Hans Nibel died in November 1934 at the tragically early age of 54 and the development of the subsequent supercharged Mercedes models devolved upon Max Sailer. Nibel had created the 500 K to give more power and performance than his 380 of 1932. With its mighty 5-litre engine, the 500K was one of the very few cars of the 1930s capable of achieving 100 mph on the open road. Like the 'S' series of the 1920s, the 'K' models employed a form of supercharging that was peculiarly Mercedes, with the supercharger being used as a top-end booster. Pushing the gas pedal to the floor engaged the train of gears that drove the Roots-type blower, unleashing 25 per cent more power and a banshee shriek. It was an impressive and unnerving performance used as a short-term expedient for brief bursts of overtaking or hillclimbing. Contemporary road testers spoke with awe of the ride of the all-independent Mercedes - "even a severe deflection is not felt and on normal road surfaces the riding is mostly level and steady" - and the car could be cornered "very fast indeed". 'Without the supercharger this is a quiet, docile carriage, the acceleration from low speeds being then quite mild. It will amble around town and along by-ways with scarcely a hint of its latent performance. Bring in the supercharger and it becomes another machine, with fierce acceleration,' declared H. S. Linfield, Road Test editor of The Autocar, after driving a 500K, which he summarised as "a master car for the very few; the sheer insolence of its great power affords an experience on its own". It was apparent that few drivers of the 1930s were capable of handling such potency so the marque's English importer, Mercedes-Benz GB, retained racing driver Count Geoffredo Zehender as technical adviser and demonstration driver. The manufacturing record of the 500 K reveals its exclusive nature: no more than 105 were produced in 1934, 190 in 1935 and 59 in 1936. In recent times the rarity, style and performance of these big supercharged Mercedes have made them – upon the few occasions they have come onto the open market - some of the most sought-after of all classic cars. They were the zenith of car manufacturing of their era, by the acknowledged finest-quality manufacturer of the day. Although the 500 K/540 K chassis attracted the attention of many of the better quality bespoke coachbuilders of the day, Mercedes-Benz's own Sindelfingen coachwork left little room for improvement and it can safely be argued that their own top of the range sports tourer, boldly and appropriately named the Spezial Roadster eclipsed all of its peers. As with all of the finest automobiles of the 1930s and earlier, coachwork tended to be a collaboration between manufacturer and individual customer and even though Mercedes offered a specific coachwork designation there does seem to have been an element of personal tailoring involved. This car represents just one such example. 105136 The tale of this car's discovery begins in the most humblest of origins. In the early 1970s, two car 'sleuths', the now well-known Alf Johansson (whose legendary finds include the Horn Brothers' Spezial Roadster and the lesser known Birger J. Nilssen, decided upon a foray into Czechoslovakia to see if they could find historic cars. Nilssen had recently gained a 'scrap metal' license and while he had yet to get into his stride one thing he had obtained was a fuel cap for a Mercedes-Benz 500 K. On their first journey, when transiting through Poland, they stopped off at a garage in Poznan, and as was their routine enquired whether the garagist knew of any old cars locally. The man said that a colleague actually had something along those lines, but he wasn't too sure of the details. The garagist further explained that the right person wasn't around at the moment, perhaps they might visit him on their return... So they continued on their journey, stopping off to see various known collectors and cars all the while gaining a greater appetite for old vehicles Re-tracing their steps on the way home, they returned to Poznan and to the address that the garage owner had given them. They met a kind family, who were very hospitable and gave them some tea and cake, before escorting them to their sheds where the old car lay. Nilssen l ater recounted that what they would find turned an incredibly cold winter's day red hot, for there in the tin buildings was this 500 K Spezial Roadster carefully dismantled and awaiting restoration. From Johansson and Nilssen's quick assessment the car was incredibly complete, albeit missing its fuel cap, which in an ironic and amusing coincidence was precisely what Birger had. An agreeable deal was quickly struck between the willing sellers and the sleuths and with Johansson's connections they were able to export the car officially through the right channels back to their native Scandinavian origins. Shortly after, it passed to the former owner. While they knew in the most basic terms what they had acquired, it took further research from the acknowledged authority on the 8-cylinder 'Kompressor ' cars Jan Melin, also of Scandinavian origin, being from Sweden, to discover the exact history of '105136' now offered here. Jan Melin spent years researching the pre-war eight-cylinder supercharged Mercedes-Benz cars, culminating in the publication of an exhaustive and factual series of books on the topic. Taken from an unusually studious perspective, his interest was and has continued to be in documenting this era of production by the world's first and finest car manufacturer, rather than recording information for personal commercial gain. Because of the nature of his work, he was trusted and allowed almost 'carte blanche' access to the Mercedes-Benz archives. Ever keen to document these cars definitively, he used his initiative to trace people who had worked at Mercedes in the 1930s, none more important than Hermann Ahrens, who had been the chief of design at the factory's Sindelfingen coachbuilding arm. All of this information helped greatly in documenting the history of '105136' Melin could prove key parts of its history and build from factory information, and was able to confirm definitively that the car was one of the earliest 500 Ks to have been built and that it had originally been commissioned for Dr. Alfons Sack of Berlin. A prominent and gifted lawyer, in the early 1930s Sack would gain his own place in history when he represented the perpetrators accused of the Reichstag fire, in 1934 This superb car, '105136' was the sixth production 500 K to have been built and is so early in the production sequence that its build sheet denotes the order to have been changed from a 380 to the latest 500 K model. It was a car that was so distinctive in its design that it instantly resonated with Ahrens, who produced photos of the car as new that he had personally retained. From these and the Sindelfingen notes on its construction and colouring, it was and is possible to appreciate that the car as built was something quite out of the ordinary and that, while the coachbuilder's order states the iconic terminology of 'Spezial Roadster' it was almost certainly – in fact - a one-off variation of this theme. Details which were specific to the Spezial Roadster ordered by Sack were its chrome 'flashes' along the sides of the front and rear wings, an extended grille piece which curved forward as it reached its base and filled-in the front valance between the chassis dumb irons (a feature commonly referred to - for obvious reasons - as a 'waterfall' grille), and chrome covers for the rear-mounted spare wheels which accented the body. If this was not sufficient statement, the colour choices heightened its design, these being listed as 'Speedgray' for the body with dark and light-green accents. Viewing photos of the car as delivered suggests that the colour differentiation may have been for the rear wheel spats and side versus top of the car. Without doubt, as new it would have been stunning. Later Melin was able to add to its history when he found a photo of a corresponding car's tail I n a newspaper while traveling in America. Immediately he realised that he was looking at the rear view of '105136' and was therefore able to confirm it to have been Berlin registered "IA 1555" in period. Very neatly these were the exact same plates that had been discovered by Nilssen with the car in Poznan and they remain with the car today in unrestored and untouched order confirming their authenticity and that of the Mercedes itself. As found by Nilssen, the car was said by its owners to have suffered a minor accident at its rear and then to have been laid up. The location of this find and its relative close proximity to Landsberg where Sack is known to have had a country house, suggests that it may well have been in his care when this had occurred Sack himself is not believed to have survived the war. As the restoration began this minor accident damage was self evident and more than likely accounted for the loss of the fuel cap, which may have snapped off the fuel tank during the incident. However, this and some light damage to the right rear wing amounted to the car's most significant scars Through correspondence with Melin, any questions that were raised were answered or explained logically and succinctly. As found the car had a 540 K engine and later vented bonnet sides as opposed to the early louvred style which was shown in the Sindelfingen photos. Melin found correspondence between Sack and Mercedes in 1936 showing that the car had returned to the factory to be upgraded to the latest larger 540 K engine and accordingly, no doubt, it had received 540 K bonnet sides at this time. Interestingly enough, although the 540 engine is different from that of the 500 K in terms of size and location of its water pump, this replacement power unit was stamped with the existing number of the engine it replaced and the unit retains factory engine plaque '105136' The documentary information that Jan Melin was able to supply - including copies of factory and coachbuilder records, as well as photos of the car's original discovery - accompany the car today. It should be noted that all information supplied by Melin was confidential and intended only for the then owner. Overall the combination of knowledgeable enthusiasts and fastidious research actually made for a straightforward restoration, although naturally it took considerable time to return the car to its original glory. Throughout the process it was documented with many photographs, and specific details such as small pieces of wood or fabrics that were replaced were matched and then retained with the car, such that it is still possible to see the colour of the original leather and hood cover from these surviving remnants. On close inspection today, it is evident that the restoration was conducted to a exactingly sympathetic level of originality a nd where the finish of the upper surfaces of the metal is very fine, underneath and in unexposed areas it is easy to see its authenticity. Amazingly, it even still possesses such details as its original Sindelfingen body plaque, carefully restored and replated, and the waterfall grille that accompanies the car is the very one which was discovered upon it in Poznan. The work was finally finished in the early 1990s. After its completion the car was run in the early days, until it was placed on display in a private museum facility where it has remained until recent months After more than 40 years of his ownership, his exhaustive research and the thoughtfully carried out rebuild, its private owner generously has considered what benefit this Mercedes-Benz Spezial Roadster may represent to others, and he has – in consequence - donated it to the Swedish Cancer and Alzheimer's Charities to provide funding for their medical research... Arguably the most special and coveted of all Mercedes-Benz production, Spezial Roadsters rarely appear at auction. In the case of this particular car there has never before been the public opportunity to purchase it. It offers the purchaser many possibilities, the option to present an unseen car at the host of high-profile Concours d'Elegance across the globe where it will no doubt garner keen interest, perhaps a return to its original livery and presentation may appeal, or even simply to enjoy it privately for its sheer and individual beauty as it has been in previous hands. In any event, its presentation here for sale by auction represents a gesture with very few precedents in the collector's car world, certainly at this elevated value level. It is the former owner's fervent wish that this sale may further Swedish and world insights into finding cures for two of the most prevalent and pernicious health threats of our time. Bonhams is honoured to have been entrusted with this unique sale.

  • DEUGermany
  • 2014-07-12
Hammer price
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