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1988 Porsche 959 Sport

515 bhp, 2,848 cc DOHC horizontally opposed six-cylinder engine with twin KKK turbochargers and Bosch-Motronic Electronic Fuel Injection, six-speed manual transaxle, four-wheel independent suspension with double wishbones and coil-over shocks, and front and rear ventilated disc brakes. Wheelbase: 2,270 mm Offered from an exceptional Swiss Porsche collection One of just 29 built Purchased new by Vasek Polak Jr. Just three owners from new Highly original; still retains its original paint Rocketing Porsche into the 21st century, the 959 showed the world just what was possible in terms of technology and performance from an automobile and what the public could expect from the automobile industry in the years to come. Adjustable suspension, an intelligent four-wheel-drive system, tyre pressure sensors, and super-lightweight hollow-spoke magnesium wheels made it nothing short of a game changer. Even with a price tag of $300,000, it is said that Porsche lost money on every single one as a result of the extraordinary costs of construction, research, and development. While the silhouette and interior might have resembled that of a 911 produced at the time, there was no doubt that this was an entirely different animal. With 450 brake horsepower on tap, the 959 could leap from 0–60 mph in less than four seconds, do the standing quarter-mile in just over 12, and reach a maximum speed approaching 200 mph. Just 284 production 959s were built. The more luxurious 959 Komfort model made up the vast majority of production, with only 29 959s built to Sport specifications. Of course, the difference between the models is instantly discernable from their nomenclature. The 959 Sport boasted a full, leather-wrapped road cage with four-point racing harnesses and cloth upholstery, instead of the leather upholstery seen in the 959 Komfort. Mechanically, it boasted a more conventional coil-over suspension and was stripped of the 959 Komfort’s air conditioning and stereo. This helped the 959 S come in at approximately 220 pounds lighter than the 959 Komfort. The 11th 959 S built, the car presented here has a fascinating story, and it can be argued that it is the finest example of its breed. It was purchased new by noted California Porsche dealer and racer Vasek Polak's son, Vasek Polak Jr. Polak picked the car up personally from Stuttgart and drove the car around Europe before returning to America. Of course, Porsche aficionados will know that 959s were never delivered new to the United States, as they were not compliant with United States Department of Transportation importation laws or emissions standards. However, Polak and one of his friends managed to find a way to import the car to the United States. Parting with the car some years later, Polak sold his 959 S to a noted collector who later sold the car in 2008 to its current custodian, a Porsche collector based in Switzerland. Since then, the 959 S has been the crown jewel of his collection. The car recently spent six months at the Porsche Museum in Stuttgart, where it was on display in a special exhibit of Porsche super cars, celebrating the launch of the 918 Spyder. Furthermore, the car has never been modified from its original format and even still retains its original paint. The pinnacle of Porsche performance and technology in the 1980s, the 959 S is nothing short of an automotive legend. With only 29 Sport models built, they remain by far and away the most desirable 959s and command a substantial premium over the ‘regular’ Komfort models. Chassis number 011 boasts a fascinating ownership history, having been delivered to one of the most influential figures in the Porsche world and its status as the first 959 to be registered in the United States. Presented in exceptionally original condition, this 959 S is a true collector-grade example, worthy of the best Porsche collections in the world. Moteur six-cylindres à plat, 2 848 cm³, 2 ACT par banc, 515 ch, deux turbocompresseurs KKK et injection électronique Bosch-Motronic, transmission manuelle six rapports, boîte-pont, suspension à quatre roues indépendantes à double triangulation et combinés ressorts-amortisseurs, freins à disque ventilés sur les quatre roues. Empattement : 2 270 mm • Issue d'une exceptionnelle collection Porsche en Suisse • Un des 29 exemplaires produits • Voiture achetée neuve par Vasek Polak Jr. • Trois propriétaires seulement En propulsant Porsche vers le 21e siècle, la 959 a simplement voulu prouver au monde entier ce qu’il était possible de rassembler sur une automobile en terme de technologie et de performances, donc ce que le public pouvait attendre de l’industrie automobile dans les années à venir. Une suspension réglable, une gestion "intelligente" de la transmission intégrale, des capteurs de pression des pneus, des jantes creuses ultra légères en magnésium, elle ne faisait rien moins que changer complètement les règles du jeu. Malgré son prix de 300 000 $, la rumeur affirme que Porsche perdait de l’argent sur chaque modèle compte tenu des coûts exorbitants nécessités par la recherche, le développement et la fabrication de cette voiture d'exception. Bien que sa silhouette et son intérieur aient pu rappeler les 911 contemporaines, il ne fait aucun doute qu’il s’agissait là d’une toute autre machine. Avec 450 ch disponibles à volonté, la 959 pouvait accélérer de 0 à 100 km/h en moins de 4 s, et sur 400 m en à peine plus de 12 s. Elle atteignait une vitesse de pointe de près de 200 mph (321 km/h). Seulement 284 exemplaires de la 959 ont été fabriqués. La 959 Komfort, plus luxueuse, a constitué l’essentiel de la production, puisque seuls 29 exemplaires ont été construits en spécifications Sport. On discerne immédiatement les différences entre les deux modèles en fonction de leur équipement. La 959 Sport propose un arceau de sécurité habillé de cuir avec harnais quatre points, et une sellerie en tissu au lieu du cuir que l’on trouve sur la 959 Komfort. Sur le plan mécanique, elle est équipée d’une suspension plus conventionnelle comportant des combinés ressorts-amortisseurs et se trouve dépourvue de la climatisation et de l’installation audio présentes sur la 959 Komfort. Ces modifications permettaient à la 959 Sport de peser environ 100 kg de moins que la 959 Komfort. La voiture présentée ici, la onzième 959 S construite, a une histoire fascinante, et l’on peut considérer qu’il s’agit du meilleur exemplaire de cette lignée. Elle a été achetée neuve par l’agent Porsche californien et ancien pilote Vasek Polak. Polak est d'ailleurs allé lui-même récupérer sa voiture à Stuttgart, puis l’a utilisée en Europe avant de la rapatrier aux Etats-Unis. Les aficionados de la marque savent bien que les 959 n'ont jamais été livrées neuves aux Etats-Unis, car elles ne répondaient pas aux normes de pollution et d’importation en vigueur. Avec l'un de ses amis, Polak a toutefois trouvé le moyen d’importer la voiture dans ce vaste pays. Se séparant de la voiture quelques années plus tard, Polak a vendu la 959 S à un collectionneur connu qui, a son tour, l'a cédée en 2008 à un collectionneur de Porsche basé en Suisse et qui la détient encore aujourd’hui. La 959 S a pris la place de joyau de sa collection. Elle a récemment passé six mois au Porsche Museum de Stuttgart où elle était présentée lors d’une exposition consacrée aux supercars de la marque, à l’occasion du lancement du Spyder 918. On notera que la voiture n’a jamais connu la moindre modification et se présente toujours avec sa peinture d’origine. Au pinacle de la performance et de la technologie Porsche dans les années 1980, la 959 Sport n'est rien moins qu’une légende automobile. Avec seulement 29 exemplaires produits, les modèles Sport sont indiscutablement les 959 les plus désirables et de ce fait leur valeur est nettement plus importante que celle des 959 Komfort, moins exclusives. Le châssis n° 011 possède une histoire assez fascinante, ayant été livré à l’un des personnages les plus influents de la "galaxie Porsche", et détenant le privilège d’avoir été la première 959 immatriculée aux États-Unis. Se présentant dans un état d’origine exceptionnel, cette 959 se montre digne de figurer dans les meilleures collections Porsche du monde. Chassis no. WP0ZZZ95ZJS905011

  • FRAFrance
  • 2017-02-08
Hammer price
Show price

1955 Ferrari 750 Monza Spider by Scaglietti

260 bhp, 2,999 cc DOHC inline four-cylinder engine with two Weber 45 DCO/A3 carburettors, five-speed manual transaxle, independent front suspension with transverse leaf springs, De Dion rear axle with parallel trailing arms and semi-elliptic leaf springs, four-wheel drum brakes, and a tubular steel frame. Wheelbase: 2,250 mm Finished 5th overall at the 1955 12 Hours of Sebring Multiple 1st place finishes; campaigned by both Phil Hill and Carroll Shelby Documented history by Marcel Massini Early example of the three-litre, four-cylinder customer sports/racing cars Recently restored to authentic Monza livery In early 1954, Ferrari began offering racing customers the 500 Mondial Spider, which was essentially a sports/racing version of their World Championship two-litre, four-cylinder grand prix car. During this period, Maranello was increasing experimentation with different displacements of Aurelio Lampredi’s four-cylinder engine design, trying 2-litre, 2.5-litre, and 2.9-litre variations. At the Grand Prix Supercortemaggiore at Monza on 27 June 1954, where a three-litre formula was imposed, Ferrari entered two racing spiders with the 2.9-litre engine, one with traditional open Pinin Farina coachwork (0444M) and the other wearing streamlined Scaglietti spider coachwork (0440M) in the style of a 166MM that the coachbuilder had re-bodied for Dino Ferrari (0050M). Finishing 1st and 2nd overall, these two cars proved the potential of a three-litre, four-cylinder motor, and Ferrari quickly engineered a true 2,999-cubic centimetre version of the engine, as the race-entered, F1-derived 735 actually only displaced 2,941 cubic centimetres. Starting with chassis number 0440M, the 2nd place finisher at Monza, 31 examples of the 750 Monza Scaglietti Spider were produced, and the model remains one of the most esteemed of Maranello’s 1950s sports racers. Chassis 0498M, approximately the eighth car built, was one of the earliest Monzas sold to the United States, and it was acquired new by Chinetti Motors in early 1955. The Scaglietti-built Spider, finished in white paint with a blue nose band, entered the fourth edition of the 12 Hours of Sebring on 13 March 1955, where it was driven by Piero Taruffi and well-known Ecurie Bleu scion Harry Schell to a 5th overall finish. This Monza was sold a short time later to George Tilp, of Short Hills, New Jersey, and then it began its association with one of the most important Ferrari drivers of all time, the legendary Phil Hill. At this point, Mr Hill was still primarily competing in European sports racers on the early SCCA circuit, and he was only a few short years away from his important triumphs at Le Mans and in Formula One. On 4 July 1955, Mr Hill took 1st place at Beverly, Massachusetts, and almost four weeks later, he placed 2nd at Seafair. Hill drove the car to another chequered flag on 11 September, at the Road America 500 at Elkhart Lake, and he roared to a 2nd place finish at Hagerstown, Maryland, on 9 October. This car’s relationship with Mr Hill concluded with another 2nd place finish at the Governor’s Trophy race during the Nassau Speed Week on 9 December. Sometime in the late summer of 1956, the Monza was acquired by Jack Hinkle, of Wichita, Kansas, and was driven by Paul O’Shea to two 3rd place finishes at Montgomery, Alabama, on 19 August and 19 September. Mr Hinkle himself then took 2nd place at Coffeyville on 7 October. In early 1957, 0498M, finished in light yellow, was purchased by A.D. Logan and entered in the third annual Frostbite Races in Fort Worth, Texas, where it was photographed and later depicted in Willem Oosthoek’s 2011 book, Sports Car Racing in the South. Logan soon installed engine number 0578M, a 3.5-litre, four-cylinder motor from one of the four 857 Sport examples that he had sourced from Luigi Chinetti. That stronger powerplant would prove to be quite competitive. Under his ownership, the car was campaigned at the first Gran Carrera Lafitte in Galveston Island, Texas, where it placed 1st overall in both the prelim and feature races, with Ray Jones behind the wheel. In one of its final outings under Logan’s ownership, 0498M was campaigned at the Mansfield Labor Day Sports car races in Mansfield, Louisiana, from 31 August to 1 September 1957, with one of Logan’s other cars, a 500 TRC. The 750 Monza was entered in Race 7, and a John S. Smith was listed as the driver. However, to sports car racing aficionados, it was easy to see who was actually in the driver’s seat. Carroll Shelby had raced with Logan and Jones previously, and he knew both men well. Since Jones and Shelby were much faster than Logan, Logan was perfectly happy to give up his seat if Shelby didn’t have a car to race in. As a result of Shelby becoming a professional driver, he was no longer able to compete in SCCA events; therefore, he took up the pseudonym of John S. Smith to get around this rule, which was often disregarded in the South. With Shelby at the helm, the Monza quickly tore away from the rest of the field at the outset of the race and came close to lapping the entire field. Having annihilated the competition, Shelby pulled into the pits with two laps remaining, allegedly with engine trouble, allowing Jones to win in Logan’s 500 TRC. At that time, this car was already offered for sale by Logan, and was it was purchased later that month by Edwin D. Martin, of Columbus, Georgia. His first outing in his new purchase was at the Recional Sports Car Races at Ford Pierce, Florida, from 28–29 September 28-29, where Martin placed 4th overall. Chassis 0498M remained competitive throughout 1957, finishing 1st overall at Galveston, taking place from 9–10 October, and with several top-five finishes following the remainder of 1958. The Monza continued to campaign the sports car tracks of the American South during the next few years, whilst it was in the ownership of Chuck Nervine, of Fairhope, Alabama, in 1960. The following year, Nervine installed a Chevy V-8. However, by that time, it was clear that the Monza was finally past its racing prime. So, in 1963, it was sold to a Tulane University student who soon married and moved to his wife’s hometown in Texas. The car, officially owned by Jim Hinson, sat outside a barn on his mother-in-law’s farm in Azie, Texas, for the next 30 years. The Ferrari was discovered as a barnyard find in 1994, by Rick Grape of nearby Fort Worth, and it was subsequently purchased and sold to collector Terrence Healy, of Brisbane, Australia, in November 1998. Mr Healy commenced a full restoration, which continued when the car was sold in 2004 to the consignor, who retained Geoff Smith, of Bellbrae, Victoria, to oversee the renewal of the car to the best mechanical and cosmetic presentation. Since the original body had suffered significant corrosion from three decades of exposure to the elements, the consignor decided to commission the fabrication of new coachwork in the Scaglietti spider style. Measurements were taken from the original coachwork, as it still retained its original shape. A correct three-litre, four-cylinder Lampredi motor, engine number 006 (from a 625 monoposto grand prix car), was acquired from Tom Wheatcroft, the rescuer and owner of British circuit Donington Park. Chassis 0498M, now finished in Rosso Corsa, is nicely presented and ready to return to the track. It claims very strong race provenance, having been piloted by the great Phil Hill and Carroll Shelby, and it is eligible to continue racing in to events like the Mille Miglia and the Le Mans Classic. This Ferrari is also accompanied by the remnants of its original Scaglietti coachwork, which displays fascinating and rare slanted front wing vents and rear wing brake cooling ducts. This 750 Monza is one of just 31 examples constructed, and one of far fewer with such notable racing history, and it should attract the fancy of any enthusiast of 1950s Ferraris and early SCCA competition. Without equivocation, it is a sensational example of one of Ferrari’s most important four-cylinder racing cars. Moteur quatre-cylindres en ligne, 2 999 cm3, 260 ch, deux ACT, deux carburateurs Weber 45 DCO/A3, boîte manuelle cinq rapports transaxle, roues avant indépendantes avec ressorts à lames transversaux, pont arrière De Dion avec bras tirés parallèles et ressorts semi-elliptiques, freins à tambours sur les quatre roues, structure tubulaire en acier. Empattement: 2 250 mm. Cinquième aux 12 Heures de Sebring 1955 Nombreuses victoires ; pilotée par Phil Hill et Carroll Shelby Exemplaire documenté par Marcel Massini Un des premiers exemplaires de cette quatre-cylindres 3 litres compétition/client Récemment restaurée dans son authentique configuration Monza Au début de l'année 1954, Ferrari a commencé à proposer aux pilotes faisant partie de ses clients le Spider 500 Mondial, qui était en fait une version sport de la monoplace quatre-cylindres 2 litres de Grand Prix. A cette époque, Maranello expérimentait le quatre-cylindres d'Aurelio Lampredi en différentes cylindrées, avec des variantes en 2 litres, 2,5 litres et 2,9 litres. Lors du Grand Prix Supercortemaggiore de Monza, le 27 juin 1954, le règlement imposait une formule 3 litres. Ferrari s'est donc engagée avec deux spiders de compétition dotés du moteur 2,9 litres, l'un avec une carrosserie ouverte traditionnelle de Pinin Farina (0444M), et l'autre avec un habillage de spider profilé signé Scaglietti, dans le style d'une 166 MM que le carrossier avait modifiée pour Dino Ferrari (0050M). Terminant première et deuxième au classement général, ces deux voitures ont alors montré tout le potentiel d'un moteur quatre-cylindres 3 litres. Si bien que Ferrari ne tardait guère à produire une vraie version 2 999 cm3 de ce quatre-cylindres car le moteur 735 dérivé de celui de Formule 1 ne présentait que 2 941 cm3. En commençant avec le châssis numéro 0440M, celui qui avait terminé deuxième à Monza, 31 exemplaires du Spider 750 Monza Scaglietti voyaient ensuite le jour, ce modèle étant aujourd'hui l'un des plus estimés parmi les machines de catégorie sport produites à Maranello dans les années 1950. Acheté neuf par Chinetti Motors au début de l'année 1955, le châssis 0498M, environ le huitième produit, correspondait à l'une des premières Monza vendue aux États-Unis. Ce spider produit par Scaglietti, peint en blanc avec une bande bleue de calandre, était engagé le 13 mars 1955 à la quatrième édition des 12 Heures de Sebring. Entre les mains de Piero Taruffi et Harry Schell, le pilote bien connu de l'Écurie Bleue, cette voiture terminait cinquième au classement général. Peu de temps après, cette Monza était vendue à George Tilp, de Short Hills (New Jersey), et entamait alors une association avec l'un des pilotes Ferrari les plus célèbres de tous les temps, le légendaire Phil Hill. A cette époque, Phil Hill participait encore sur des voitures européennes au championnat SCCA, quelques années avant ses succès fameux aux 24 Heures du Mans et en Formule 1. Ainsi, le 4 juillet 1955, il remportait la victoire à Beverly (Massachusetts) et, presque quatre semaines plus tard, il terminait deuxième à Seafair. Il signait à nouveau une victoire le 11 septembre aux 500 Miles de Road America, à Elkhart Lake, et décrochait une autre deuxième place à Hagerstown (Maryland), le 9 octobre. L'association de cette voiture avec Phil Hill s'achevait le 9 décembre avec une deuxième place au classement général de la course du Governor’s Trophy, au cours de la Nassau Speed Week. A la fin de l'été 1956, la Monza était achetée par Jack Hinkle, de Wichita (Kansas) et, confiée à Paul O’Shea, elle remportait deux troisièmes places à Montgomery (Alabama), le 19 août et le 19 septembre. M. Hinkle lui-même signait ensuite une deuxième place le 7 octobre à Coffeyville. Au début de l'année 1957, 0498M, alors de couleur jaune clair, passait entre les mains de A.D. Logan qui l'engageait aux troisièmes Frostbite Races annuelles, à Fort Worth (Texas). Là, elle était prise en photo et décrite par la suite dans le livre publié en 2011 par Willem Oosthoek, Sports Car Racing in the South. Logan installait sans tarder le moteur n°0578M, un quatre-cylindres 3,5 litres provenant d'une des quatre 857 Sport qu'il avait trouvées chez Luigi Chinetti. Ce moteur plus puissant allait se révéler très compétitif. Alors qu'elle appartenait encore à Logan, la voiture était engagée à la première Gran Carrera Lafitte, à Galveston Island, au Texas, où elle remportait la victoire lors des préliminaires et de la course, entre les mains de Ray Jones. Pour une de ses dernières sorties alors qu'elle était encore en possession de Logan, 0498M participait aux courses de voitures de sport de Mansfield Labor Day à Mansfield, en Louisiane, les 31 août et 1er septembre 1957, avec une autre des voitures de Logan, une 500 TRC. La 750 Monza était engagée dans la Course 7, le pilote inscrit étant un certain John S. Smith. Cependant, pour les passionnés de sport automobile, il était facile d'identifier celui qui était réellement au volant. Carroll Shelby avait déjà couru auparavant avec Logan et Jones, et il connaissait bien les deux hommes. Jones et Shelby étant beaucoup plus rapides que Logan, Logan n'a vu aucun inconvénient à céder son baquet à Shelby, qui ne disposait pas de voiture avec laquelle participer. Mais, Shelby étant pilote professionnel, il ne pouvait plus prendre part aux courses SCCA ; c'est la raison pour laquelle il s'est inscrit sous le pseudonyme John S. Smith, de façon à contourner cette règle, ce qui se produisait souvent dans le sud. Avec Shelby au volant, la Monza s'installait rapidement en tête, réussissant à prendre quasiment un tour d'avance sur ses rivaux alors que l'arrivée approchait. Ayant écrasé ses concurrents et alors qu'il restait deux tours à couvrir, Shelby rejoignait les stands soi-disant à cause d'un problème moteur, ce qui permettait à Jones de remporter la victoire au volant de la 500 TRC de Logan. A cette époque, cette voiture était déjà proposée à la vente par Logan, et c'est Edwin D. Martin, de Columbus, en Géorgie, qui en faisait l'acquisition le même mois. Les premières épreuves auxquelles il prenait part au volant de sa nouvelle voiture furent les Regional Sports Car Races, à Ford Pierce, en Floride, les 28 et 29 septembre, où il terminait quatrième au classement général. Le châssis 0498M restait compétitif tout au long de la saison 1957, remportant la victoire à Galveston, les 9 et 10 octobre, et terminant à de nombreuses reprises dans les cinq premiers jusqu'à la fin de 1958. La Monza continuait à courir sur les circuits du sud des États-Unis pendant encore quelques années. En 1960, elle appartenait à Chuck Nervine, de Fairhope, Alabama. L'année suivante, Nervine installait un V8 Chevrolet mais à cette époque, il apparaissait clairement que la Monza commençait à être vraiment dépassée. Si bien qu'en 1963 elle était vendue à un étudiant de l'université de Tulane qui, après s'être marié, déménageait dans la ville natale de son épouse, au Texas. Appartenant officiellement à Jim Hinson, la voiture restait alors entreposée à côté d'une grange de la propriété de sa belle-mère, à Azie, au Texas, pendant les 30 années suivantes. Découverte en 1994 comme « sortie de grange » par Rick Grape, de Fort Worth, cette Ferrari était finalement achetée en novembre 1998 par le collectionneur Terrence Healy, de Brisbane, en Australie. Il commençait une restauration complète, qui s'est poursuivie après la vente de la voiture en 2004 au propriétaire actuel. Celui-ci demandait alors à Geoff Smith, de Bellbrae (Victoria) de superviser la remise en état de la voiture pour la meilleure présentation mécanique et esthétique possible. La caisse ayant souffert d'une importante corrosion à la suite de 30 ans d'exposition aux éléments, le propriétaire décidait de commander la fabrication d'une nouvelle carrosserie dans le style spider Scaglietti. Les mesures de la carrosserie d'origine étaient prises, pour que la forme originale puisse être reprise. Un moteur quatre-cylindres Lampredi 3 litres correct, n°006 (provenant d'une monoplace 625 de Grand Prix) était acheté auprès de Tom Wheatcroft, sauveur du circuit anglais de Donington Park. Cette voiture, châssis 0498M, maintenant peinte en Rosso Corsa, offre une belle présentation et elle est prête à reprendre la piste. Elle affiche un brillant palmarès sportif, ayant été pilotée par le grand Phil Hill et par Carroll Shelby. Pour continuer à courir, elle est éligible à des courses historiques comme les Mille Miglia et Le Mans Classic. Elle est aussi accompagnée par les restes de sa carrosserie Scaglietti d'origine, qui montre d'étonnantes et rares prises d'air inclinées sur les ailes avant, et des conduits de refroidissement des freins arrière. Cette 750 Monza fait partie des 31 exemplaires produits, et c'est l'une des rares à offrir un palmarès en course de cette qualité. Elle devrait attirer l'attention de tout passionné de Ferrari des années 1950 et de compétition SCCA. Sans aucune équivoque, c'est un exemple extraordinaire de l'une des plus importantes Ferrari de course à moteur quatre-cylindres. Addendum Please note that this car is not currently registered in Australia as stated in the catalogue; it will be offered on a Bill of Sale. Contrary to the catalogue description, the engine fitted to this car is not an original and correct 750 Monza type and it cannot be confirmed that it comes from a Ferrari 625 monoposto Grand Prix car. Chassis no. 0498M

  • FRAFrance
  • 2014-02-05
Hammer price
Show price

THE EX-ECURIE FRANCORCHAMPS SPA 500 KILOMETER RACE WINNING 1964 FERRARI 250 LE MANS BERLINETTA

THE EX-ECURIE FRANCORCHAMPS SPA 500 KILOMETER RACE WINNING 1964 FERRARI 250 LE MANS BERLINETTA Chassis No. 6023 Engine No. 6023 Rosso Corsa with black leather interior Engine: 12 cylinders, 3286cc, 360bhp at 7,500rpm; Gearbox: five speed manual; Suspension: independent front and rear with coil springs and double wishbones all round; Brakes: Dunlop discs front and inboard rear. Right hand drive. The ultimate development of the famous line of '250' designated Ferrari Sports-Racing cars was embodied in the Le Mans Berlinetta, introduced at the Paris Motor Salon in October 1963. It was clear to Enzo Ferrari that for him to be able to maintain superiority over his rivals in the GT Classes of long-distance events and road-racing, a new model was required; that it should be homologated by the FIA; and with further success at Le Mans the principal goals. Breaking with tradition, the new 250 LM represented a significant step forward from the standards of the 250 GTO, and moved much closer to following the logical development of the 250P sports-racing models. For FIA acceptance, a minimum 100 production units would have to be manufactured, and indeed following the precedent set by having hoodwinked the FIA into accepting the GTO as a development of the SWB models, this was not going to work the second time around. Nevertheless it was introduced as a 250 variant in Gran Turismo guise; mid-engined, a first for a GT from Maranello, the prototype initially utilising a further development of the 3 litre engine. This was immediately enlarged to 3.3 litres for the production models, but still retained the '250' nomenclature rather than '275', further disguising Ferrari's intentions. The V-12 engine with dry-sump lubrication was still installed lengthwise behind the driver, with transmission via a 5-speed crash box into the multi-tubular chassis, in which the side-tubes carried water and oil to the forward-mounted radiators. The incredibly low and seductively styled bodywork was designed by Pininfarina, whilst the mechanical arrangement with suitable axle ratio and gearing allowed a maximum speed of up to 300km/h. The road-holding was superb, utilising a wheel-base identical to the GTO at 94ins, and with a track of 67ins; height was just amazing at only 43 inches! In early 1964, with the production gaining momentum, Ferrari applied for FIA homologation which was turned down. This infuriated Il Commendatore, who immediately suspended Ferrari works entries to international events, but this action by the FIA threatened to reduce the car's eligibility for classes for prototypes only, for which it was not intended. However this did not prevent other teams from achieving success, with a fine victory in the Reims 12-hours event of July 1964 for the Maranello Concessionnaires entry, driven by Graham Hill & Jo Bonnier; and capped by its greatest achievement the following year at Le Mans, where the cars took first and second places, with Masten Gregory driving a NART-entered car with Jochen Rindt and the Ecurie Francorchamps car behind. Their records showed two cars entered with one of them finishing second, having led, only to succumb to a puncture, robbing them of victory. This car 6023, driven by Langlois & Elde, was forced to retire with clutch trouble during the early hours of the morning. It was supplied new in August 1964, the 17th off the production line, and the second of three cars all supplied directly to Ecurie Francorchamps, the Belgian importer for Ferrari, and delivered originally in red racing livery. This team was one of the three principal entrants of Ferraris in sports-racing events and was the first to race the 'LM' models, of which ultimately only 32 examples were built. In September, 6023 was entered for its first event, the Paris 1000km at Montlhry, for their No. 1 driver Willy Mairesse with Jean Blaton (Beurlys), but possibly due to hasty preparation it did not finish. However fortunes were quickly restored with Mairesse gaining victory and fastest lap in the 300km Angola GP, and the other team 250 LM placed 2nd driven by Lucien Bianchi, thus rounding off a pleasing season. The car was repainted in Belgian national yellow to commence the 1965 season, where at Zolder, Willy Mairesse won a hard-fought race in the Coupe de Belgique. April saw testing sessions for the Le Mans race where Langlois was 13th fastest in 6023, while later in the month it was entered for Mairesse in the 1000km Inter Europa Cup at Monza, but failed to finish due to steering problems. National pride was at stake on the 16th of May at Spa-Francorchamps for the 500 kilometre race. Mairesse was at the wheel and fought a race-long battle against the Cobra coupes of Whitmore and Bondurant after seeing-off the other Ferrari competition from Mike Parkes in a 330P and finally taking the chequered-flag, winning from the British entry of another 250 LM driven by David Piper. This was a superb achievement by the Francorchamps team in their major home event, and a great victory for the marque type as well. Indeed in a recent article devoted to the 250 LM, David Piper is quoted for his impressions of the car: For me it's twice the car a GTO is and still very under-rated. It is more sophisticated, much quicker- and the gearbox and steering are fabulous. On really fast circuits such as Daytona, Sebring, Le Mans and Reims, it was very quick in a straight line and would out-perform many more-powerful cars.(Classic & Sportscar; June 1999). The busy season continued the very next week with the longer-distance 1000km race at the very demanding Nordschleife Nrburgring track, where although he qualified well in practice, Mairesse had to retire from 6th place with suspension damage after some 23 laps completed. But the car was back in action only another week later when Beurlys took first place in the Herbeumont hillclimb event. A short respite followed allowing time to prepare the car for Le Mans in mid-June, where it was entered for Langlois & Dernier (Elde), together with the second EF team entry of the car number 6313 for Dumay & Gosselin. 6023 was forced to retire with an inoperative clutch, whilst the second team-car actually led for many laps from early morning until midday, when a puncture surely robbed them of what would have been a great victory - having to settle for 2nd to the NART entered LM driven by Rindt & Gregory. A month later 6023 achieved a creditable 3rd place in the 12 Hour race at Reims, victory at least going to Ferrari, with P2's first and second, and Mairesse & Beurlys completing a hat-trick, beating off yet another challenge from the Ford-engined Cobras. Beurlys won two further hillclimb events at Andenne and Bomeree during July, completing a quite remarkably successful and hectic season. Life at the top is very short for racing cars, as continuous developments fuelled by strong competition make today's front-runners tomorrow's also-rans. However, the team continued to enter major events in 1966 at Monza and Spa 1000km and Le Mans, where regrettably, mechanical faults caused retirements in all those races. However some successes still came their way with 4th place in the Coupes de l'Avenir at Zolder, and 7th in the Paris 1000 km at Montlhry; but a retirement in the Kyalami 9 hrs race, where Jacky Ickx made a debut for the team. In all these racing miles it never had a major accident, and all bodywork panels are believed original. At the end of 1966 the car was displayed at the Brussels Motor Show, whereafter it was sold to a Mr. Luscombe-White of London, passing in turn to Mr. Patrick McNally in Lausanne, and then sold to another Swiss owner, then to David Piper, who at the same time owned the sister team-car 6313, at which point the engines were transposed, 6023 was repainted red, and re-sold to an American owner Dr. Hamilton Kelly via Tom Meade. Several other notable collectors/dealers handled it until purchased by Kimble McCloud, a keen enthusiast, who used it as a road car from 1976 until the mid 1980s, whereafter it was purchased by Richard Freshman, who raced it in an historic event at Elkhart Lake in 1987. Fortuitously Mr. Freshman was acquainted with the new American owner of 6313, and to mutual advantage they agreed to swap engines again, so that both Ecurie Francorchamps cars were back to their factory-spec origins. Two further ownership changes have seen the car in private collections in Europe with little usage since restoration in 1987. However the current vendor had commissioned a no-expense spared complete cosmetic and detail refurbishment, including retrimming the interior in black leather to his personal preference over the factory specification trim, and a supreme-quality repaint so that the car is now resplendent in Ferrari works livery and presented in immaculate condition. A recent mechanical check-over by a leading restorer in England enables us to proudly offer for sale this rare, superbly original and historic Ferrari of impeccable pedigree and provenance. This 250 LM is ready for a Concours lawn or the front row of a period racing grid.

  • USAUSA
  • 1999-08-29
Hammer price
Show price

1938 Talbot-Lago T23 Teardrop Coupe

Coachwork by Figoni et Falaschi 115bhp (rated), 3,996cc six-cylinder engine with hemispherical combustion chambers and twin Winfield carburetors, Wilson four-speed pre-selector transmission, transverse leaf spring independent front suspension, leaf spring and live axle rear suspension, and four-wheel drum brakes. Wheelbase: 2,950mm Talbot-Lago Bugatti, Delahaye, Delage, Hispano Suiza and Talbot-Lago – these marques comprise the greatest names in French automotive history and have become some of the most prized of all European classic collector cars. The Talbot-Lago offered here presents a truly rare opportunity to own one of most exotic and significant European sports cars ever produced. The story begins at the very dawn of the automobile, in 1893, when three of the early French automobile pioneers – Darracq, Serpollet, and Clement – banded together, ultimately forming Société Darracq et Cie in Suresnes, a suburb of Paris. By the turn of the century, Darracq automobiles were being sold in many countries, and before long, an English company (financed by Earl of Shrewsbury and Talbot) was formed to represent the firm in Great Britain, and S. A. Darracq (1905) Ltd. was created. Meanwhile, the Sunbeam Motor Company, Ltd. of Wolverhampton, England was embarking on a racing program. When engineer Louis Coatalen joined Sunbeam in 1909 the British firm became a dominating force in racing. By the end of the second decade it was becoming more important for automobile manufacturers to consolidate in order to reduce costs, streamline production, and share resources. Finally, in 1922, the English Darracq company acquired Sunbeam, and the resulting firm was renamed Sunbeam Talbot Darracq Motors Ltd., and it now controlled the French Darracq company – which had been renamed Automobiles Talbot S.A. Following the formation of STD, Sunbeam’s Louis Coatalen remained the director and immediately set about building a new Sunbeam racing design. By 1921 STD was competing with 3-litre straight eight-powered racing cars in that year’s Indianapolis 500. Two cars were entered as Sunbeams and one as a Talbot-Darracq, but all three were identical except for the radiator badges. Notably, one of the Sunbeams finished 5th. Even more success followed. Later in the French Grand Prix at Le Mans three Talbot-Darracqs, two Sunbeams and two Talbots would be entered –again all identical except badging. Never one to miss an opportunity, Coatalen embarked on a land speed record campaign that resulted in five world land speed records from 1925-27. One of the most memorable achievements occurred at the 1930 running of the 24 Hours of LeMans, where two Talbots placed third and forth behind the fabulously powerful Speed Six Bentleys – but finishing ahead of the competition from Mercedes-Benz and Alfa Romeo. Though some may have been surprised by this result, Georges Roesch - who was the mastermind behind Talbot’s engineering at the time - was not. Beginning in the mid- twenties, Roesch was determined to build one of the fastest, quietest and most dependable sports cars ever created. He focused on reducing noise, vibration and excess weight, while squeezing every ounce of performance out of a high revving and high compression engine that was often smaller than the competition. When 5,000 rpm was considered the ceiling for an engine of the twenties, Roesch developed an engine that reached 6,000 rpm and an unbelievable compression ratio of 8.5 to 1. In 1928, Talbot featured the first pressurized cooling system ever offered in an automobile, which was soon followed up by the 90 Series engine that achieved a compression ratio of 10 to 1. After various racing successes in 1930, Roesch developed the 105 Series with a 3-liter, six-cylinder engine that produced an amazing 140 horsepower at 4,500 rpm in race form. This was superior even to the Type 35 Bugatti, which was rated at just 135 horsepower. Even with the racing successes – and product improvements – produced by Roesch and Coatalen, Talbot was only marginally successful in the sales arena. By 1933, their French sales branch in Suresnes was ready to fold and the factory located there was in even worse shape. In fact, Sunbeam-Talbot-Darracq was on its last legs when a young Italian engineer named Major Anthony Lago stepped into the picture for the first time. Anthony Lago was one of many Italian trained engineers who sought out the French automobile industry because the work being done there was at the leading edge of automotive design and engineering at the time. The innovations pioneered by the French had led to domination of international Grand Prix racing, and it was this climate of development that in turn attracted bright young minds from other countries. Lago started his automobile career selling Isotta-Fraschinis in London after serving in the Italian Army – where he rose to the rank of major during World War I. The Isotta-Fraschini was the finest Italian car ever produced up to that time, and featured world-class craftsmanship, engineering and style. The attention to every detail that was evident in the Isotta made a lasting impression on Lago. Major Lago then went on to work in a series of automotive engineering apprenticeships throughout London, including a stint at Sunbeam. He later worked at Wilson, assisting in the final development of the pre-selector gearbox. Later, it was this experience that lead him to acquire the foreign distribution rights to the Wilson gearbox and subsequently use it in his own cars. (By 1931-32 such prestigious firms as Alvis, Crossley, Daimler, Invicta, Lanchester, MG, Standard, Armstrong-Siddeley, Isotta-Fraschini and Talbot were using Wilson gearboxes as an alternative to manual boxes.) By 1932, Anthony Lago’s fascination with racing led to his position on the Armstrong-Siddeley works team and competing in the 1932 Alpine Trials. Later that year, he joined the struggling Sunbeam-Talbot-Darracq firm, now on the brink of financial collapse in both England and France, rising to the position of assistant director. Lago was sent to the Suresnes factory in France to assist in a last gasp re-organization. Strange as it may seem, the British side of the company apparently had little involvement with its French sibling. When Lago moved to Suresnes, the company was set to liquidate the French factory. Lago argued against this and was made the new director-general and given the opportunity to try to save the company. The following year Rootes bought the English side of Sunbeam-Talbot-Darracq. Lago, who had acquired considerable financial support, assumed control of the French Talbot concern. After assuming control of the company, Lago hired an engineer named Walter Brecchia, and together they created the first Talbot-Lago based on a Talbot-Darracq three liter Type K78. Although these were pleasant enough cars, they were hardly exciting – certainly not what was needed to take checkered flags, nor were they suitable platforms for elegant custom coachwork. Brecchia’s next engine proved to be a brilliant design. Based on the seven main bearing six cylinder K78 block, displacement was increased to four liters, and a new cylinder head was fitted that dramatically improved both breathing and volumetric efficiency. It was a hemispherical head design, with valve gear actuated by a low set camshaft with crossed pushrods acting through both long and short rocker arms. This new six-cylinder engine was able to develop 140 hp at 4,200 rpm, breathing through twin Solex carburetors. A consummate salesman, Lago somehow persuaded French racing great René Dreyfus to manage his new Talbot-Lago race team. Dreyfus delivered in June of 1936 at the French Grand Prix at Montlhéry when Lago asked him to “stay ahead of the Bugattis for as long as you can.” All three Talbot-Lagos finished in the top ten, running toe-to-toe with the Bugattis before mechanical problems slowed them near the end. The next year – after a productive year of product improvement –Talbot-Lagos placed first, second, third and fifth at the 1937 French Grand Prix – and Lago’s dream of producing one of the world’s greatest sports cars was now a reality. The victories would continue, with a win at Tourist Trophy races at Donnington Park, and a first place in the 1938 Monte Carlo Rally. They were competitive around the world, including at such renowned venues as the Mille Miglia, where they acquitted themselves well against the best that Ferrari and Alfa Romeo could field. In International Grand Prix racing in the late 1930s the Talbot-Lago racing cars were unable to successfully compete against the omnipotent German Mercedes-Benz and Auto-Union teams. Nonetheless they developed uncanny reliability, and often did surprisingly well, proving the old racing adage “to finish first, first you must finish”. Anthony Lago never let racing distract him from his passion to build the finest French cars of all. That meant luxury cars, the best of which were clothed by the great design houses of Paris. His reliable new engine would provide the basis for a powerful new chassis, and the glory of Talbot-Lago’s racing record would provide the perfect image to attract wealthy and powerful new clients to his order book. Racing aside, it was the road cars that paid the bills – and in certain cases – built the marque’s reputation for incomparable style. The most prominent of these was the T23 “Baby” that, oddly enough, carried the most elaborate coachwork. A thoroughly modern design, it was built in several wheelbases, and fitted with either a three liter engine or the much healthier four liter engine. Clearly, the most sporting variant would be the short wheelbase chassis with the four liter engine, and that is exactly the chassis chosen by S/N 93064’s patron. With a wheelbase of 2.95 meters, it is identical in size to S/N 90034 – the example sold by RM in 2005. For road use, the four liter engine was available with a twin Zenith-Stromberg carburetor installation rather than the standard single carburetor setup. Today, S/N 930034 is fitted with a hemispherical combustion chamber cylinder head, normally fitted to the T150C SS models. Some historians believe it was so equipped from new, although no build records exist to confirm this. The T23 chassis offered exceptional roadholding, a result of the car’s independent front suspension with its advanced geometry, along with light weight and excellent brakes. Racing success certainly enhanced the appeal; it was this demand, combined with Lago’s collaboration with Joseph Figoni and Ovidio Falaschi and their Figoni et Falaschi coachbuilding firm that would lead to the creation of what many believe are the most beautiful cars ever built. Figoni et Falaschi: Masters of Elegance There is little doubt that the era of exuberant French coachwork precipitated a tidal change in automotive design. Gone were the largely functional forms of the twenties and early thirties, replaced by the fanciful curves and sensuous lines that ushered in the era of the automobile as art. Although others were versed in the style to one degree or another, it was the Parisian firm of Figoni et Falaschi that is widely regarded as the innovator of the new look. Christened Giuseppe Figoni in Piacenza, Italy in 1894, Joseph Figoni was born in Italy but moved to France as a young child with his parents. After graduating from vocational school in 1908, Figoni apprenticed to a local carriage builder where he developed his understanding of the principles of body construction and began to develop his appreciation for the lines, forms, and proportions of good design. Figoni served in the French armed forces during the war, leaving in 1921 to start his own body shop. He developed his coachbuilding skills accommodating the needs of his clientele, and repairs began to be supplanted by updates and modifications. By the mid twenties, he was building complete bodies. Figoni’s early work was quite conservative, probably a reflection of the wishes of his affluent clientele. Nonetheless, his early designs show a sophisticated sense of line and proportion. Far from extravagant, these early cars were like a well-tailored suit: impeccable craftsmanship combined with just enough flair in the cut to stand out from the ordinary. By the turn of the decade, Figoni had begun to earn commissions for racing cars, and it was these unlikely orders that began to shift his image and reputation in a more sporting direction. Alfa Romeos, Lancias, Bugattis, and other sporting marques began to figure more prominently in his shops. Even as his design talent flourished, Joseph Figoni’s methods remained primitive. For many years, he would build a framework outline of the body directly on the chassis, using strips of steel welded together. While not as sophisticated as an engineering drawing, his method had the decided advantage of allowing him to directly translate a concept into a three dimensional reality. Adjustments were easily made until he (and the client) was satisfied, at which point the steel framework would be used directly by the panel fabricators to clothe the chassis. By the mid thirties, as the shop grew and became more sophisticated, he began to make scale models of a new design in clay, turning the result over to draftsmen to create the drawings that would be used to build the body. The principle was the same – the form would be realized and refined in three dimensions before being translated into drawings – the reverse of the more normal practice of the time. In 1935, several events would take place that would prove pivotal both for Figoni and for French design. In May of 1935 Joseph Figoni took in a partner. Ovidio Falaschi, a successful Italian businessman, was to provide working capital and business expertise. By all accounts, the partnership was a success, with both men making substantial contributions. The second seminal event was that Figoni was introduced to the work of the famed French artist Geo Ham. Accounts vary as to the extent of the role that Ham played in the creation of the new design ethos, but earlier work by Ham makes it clear that his design ideas were at least a source of inspiration for Figoni. The third event was the development of the Delahaye 135 in 1935/6. The 135 introduced a new lower radiator and independent suspension, which not only improved the car’s handling dramatically, but also lowered the chassis. It was these innovations that created the canvas on which Figoni would design the 1936 Paris show car. It is difficult today to appreciate the magnitude of the innovation. Here was a rakishly low car that had no vertical lines; the body was all outrageous curves, with four skirted fenders hiding the wheels. It was outrageous, stunning, and utterly unlike anything ever seen. Priced at a lofty 150,000 francs, it was snapped up immediately by Aly Khan, an international playboy and the son of the Aga Khan III. While Ham may have influenced the design of that first Delahaye 135, most historians believe that the remarkable series of designs that would follow were the work of Joseph Figoni. It was during this period that Figoni began to turn his attention to the Talbot-Lago. In fact, in 1937 Lago and Figoni signed an agreement to work together exclusively, and for a time they did. It was a collaboration that would result in the greatest cars of the era. The 16 Teardrop Coupes: “Goutte d’Eau” Prominent among them was a series of coupes, the first one commissioned at the request of a French businessman, M. Jeancart, resulting in what many believe was Figoni’s most important and successful design -– the so-called Teardrop or “goutte d’eau” coupes. It is believed that just sixteen of these Figoni coupés were built with two slightly different body styles. The first car, in what is now known as the ‘Jeancart’ design series was a beautiful aerodynamic coupé with a long streamlined rear. Five of these cars were built, three on the short T150C-SS chassis, one on the Lago Speciale chassis – and this one, the only example built on the four liter T23 chassis. Table #1 to the right illustrates the ‘Jeancart’ series, and their current status. Since the Jeancart bodies are all slightly different, each one can be easily recognized based on a variety of subtle differences. 93064 does include many of the interesting details featured on some of these including not only the split windscreen but the large integrated sunroof, a distinctive layout of bonnet louvers accented with chrome trim, and the elegant chrome fairings enhancing the bodywork’s natural curvature. The other Teardrops were built in the ‘New York’ style, named after the car shown at the New York Auto Salon in 1937. Except for one car on a T23 chassis, these were all T150-C short chassis cars. Table #2 illustrates the ‘New York’ series, and their current status. Whether in the ‘Jeancart’ or ‘New York’ style, all these handbuilt cars show minor differences, probably accounted for by the first owner’s personal desires. Two cars in the ‘New York’ series had fully skirted front fenders, and headlamp treatment varied. Some with recessed headlamps were transformed to the bullet design early in their life. Others, like 93064, were built with freestanding lights, but updated early on with recessed lights. Perfectly proportioned, these Teardrop Coupes are arguably the pinnacle of the French streamlined design movement and it is all too easy to forget today that these works of art are now nearly seventy years old. Exquisite coachwork, fitted to a powerful chassis, and all of it designed for the enjoyment of true grand touring. Most of the Teardrops were designed to accommodate two people however a few cars, like 93064, could accommodate three. They were the most advanced French automotive creations of their time, combining race bred technical competence with a brand new design inspired by aerodynamic efficiency directly linked with advances in aviation. One of the great appeals of a Figoni et Falaschi design – then as much as now – was competition in the concours d’ elegance of the day. A largely European phenomenon, wealthy clients would commission both automobiles and dress for the purpose of competing, with honors awarded to the most elegant fashions, rewarding both coachbuilder and couturier. Figoni’s talent extended beyond coachwork, as he sought new colors, leathers, and fabrics that would enhance his designs and reward his clients. Chinetti was always a fan of the Teardrop coupes. So much so, that during an interview in Automobile Classique, Chinetti went as far as to rate the Talbot-Lago T150-C models on par with the 2.9 Alfa Romeos he had known so intimately. Notably, Chinetti was the only official sales agent for the Talbot-Lago Figoni Teardrop Coupes throughout all of Europe. At an astounding price of 165,000 French Francs, the owners of these cars demonstrated their financial capability as well as their taste, as the acquisition of a Teardrop represented one of the most expensive automotive purchases one could make in 1938. Although there were some good designs that followed the Teardrops, in many ways they represented the end of an era as well. With chassis costs on the rise, the coachbuilding world was in decline before the war. After the war, carmakers turned to monocoque designs and production bodies to improve efficiency and lower costs. Meanwhile, particularly in France, tax authorities put the final nail in the coffin by implementing oppressive taxes on luxury cars. As French carmakers struggled, levies on foreign chassis were raised even more, eliminating that avenue of survival for the coachbuilder’s trade. By 1950, Falaschi had left the firm, returning to Italy to open a hotel. Figoni carried on for several years more, but ultimately transformed the business – now run by his son, Claude – into a new car dealership and repair shop. Joseph Figoni died in 1978, at the age of 84. Today, his son Claude remains involved in the history of his family firm, assisting historians and collectors to keep the record straight – and the passion alive. Chassis 93064: One of a Kind In the flourishing artistic environment of prewar Paris, if you were a wealthy, youthful, fashionable Parisian resident at the end of the 1930s, you surely resided in one of the magnificent townhouses of the city center. Your residence was decorated with the most exquisite of custom designed furniture by Émile-Jacques Ruhlmann, one drank from custom made René Lalique glasses and the walls were adorned by works by the pre-eminent artists of the time including Pablo Picasso and Francis Picabia. Undoubtedly, such a modern thinking sportsman would have had the most fashionable French car of the period in front of his door, and there would have been nothing more appropriate than a Teardrop Coupe. The Teardrops were all unique, each reflecting the tastes and wishes of its patron. Chassis no. 93064 may well be the most unique of all. It is the only example built on the four liter T23 chassis. Its wheelbase, at 2.95m, is some 30 cm, or 11.8 inches greater than the T150C-SS cars, but identical to the single Lago Speciale example, chassis 90034, which was sold by RM in August of 2005. Although the T23 was hardly a long wheelbase chassis by the standards of coachbuilt automobiles, the effect of the added length on the Figoni tear drop coachwork is quite breathtaking. The execution of its design was so well done that the added length is not immediately obvious. The difference is mostly aft of the firewall, giving a longer body and tail. Additionally, it has a physical presence unlike many of its counterparts as its slightly wider track gives it a very balanced and sporting stance. The Jeancart style seems to fit the longer wheelbase with such ease and proportion that it opens the door to the question of whether it was always destined to be on a longer chassis. The added length in the body makes it appear even lower while giving a more pleasing shape to the window area as well. At the same time, the longer tail balances the long hood, a dramatic effect that is enhanced by the subtle notchback that is the identifying characteristic of the ‘Jeancart’ version of the Teardrop coupe. In the world of important French cars, provenance is second only to design, and 93064 stands as one of the best of the Teardrops, having a continuous history from new, and no history of fire, accident, or deterioration. Chassis no. 93064 was given Figoni production number 685, a number that can be found on the car in numerous places as many parts of the car were stamped with this number during construction. Unfortunately, the identity of the first owner has been lost in the mists of time. Records do indicate that it was ordered as it is today – finished in metallic blue with a red leather interior, on a “Baby 4L” chassis, and carrying Style 9221 Model Jeancart coachwork, built by Figoni et Falaschi as job #FF685. S/N 93064 was delivered on February 21, 1938 to a French resident, and registered with plate no. 199ADY75. Fortunately, the car’s exceptional beauty made it prominent on the concours circuits of the day, and we have photography from period magazines showing the car in the company of a striking woman (who may have been the original owner) at its first showing in June 1938 at the Concours d’Elegance de l’Auto. In these photographs, the car appears much as it does today, although with a few minor differences: slightly different bumpers, external headlights, and chrome wire wheels. The wartime history of the car is not recorded, although by the late 1940s, it was in southern California, probably brought back by a returning serviceman. It was at this time that Denver, CO native David Radinsky bought the lovely teardrop. Radinskly later sold the car to machinist Paul Major. For many years, Major was seen driving the car in the Denver area (it was now black with a brown interior). At this point, the headlights had been recessed into the fenders, and the taillights were now flush with the fenders. Sometime in the mid 1950s, the trafficators had ceased to work and Major added turn signals in the tops of the headlight housings, with a similar arrangement added to the taillights. Bumpers from a prewar Cadillac were also fitted. It was about this time that S/N 93064 was featured – and photographed - in an article in Rocky Mountain Autolife, written by Ronald C. Hill, a friend of Major’s. According to Hill, Major offered the car at auction at Arthur Rippey’s Veteran Car Museum in September 1966, although it appears it did not sell. It was offered again at the same place in November 1967, this time selling to to a buyer in Atlanta, GA, believed to have been a Mr. Millbank. In the early 1970s, Millbank shipped it to French coachbuilder Henri Chapron in Paris for restoration. According to noted French car author Richard Adatto, Jean-Paul Caron, his photographer, wrote that in 1972 he stopped by to visit Chapron at his shop. In between the Rolls Royces, De Tomaso Panteras and Ferraris, he spotted various pieces of a car that made his heart beat fast. “It was a Talbot-Lago, bodied by Figoni & Falaschi in 1938 and under restoration for its American owner, Mr. Millbank.” Once the restoration was completed, Mr. Chapron invited Mr. Caron back to the shop for a look at the results before the car was launched again in public in Paris in 1974. They took the car around the Bois de Boulogne and the Arc de Triomphe, “which was quite a feat considering the difficulty of a steering wheel with a one and a half turn lock to lock and a gear box with pre-selected gears. On a highway it must be a dream to drive, however, and can move at a steady 180 km/hr.” During the restoration, the car was returned to its original colors. At the same time, several small touches were added. The headlights were modified slightly, the rear turn signals were removed, and the bumpers were changed to appropriate original type single blade style. At some point in the late 1980s, S/N 93064 was purchased by a Japanese collector. It remained in Japan until brought back to the America by the vendor, a noted Washington collector. When the new owner first received the Talbot he immediately set out to get the Talbot in excellent running order and restored the engine and mechanicals. While a frame off restoration was not necessary he had the car cosmetically freshened both inside and out with new paint and interior. Today, the Talbot remains as it was for so many years, a picture perfect representation of a well cared for automobile. The current gentleman owner fell in love with car at first sight. An avid motoring enthusiast and collector of important cars, his intention was to maintain it in concours condition. His passion, however, was to drive it. He is among the lucky few who speak from experience when they report that the Talbot chassis, combined with the Teardrop’s lightweight coachwork, results in an exquisite driving experience. The steering is both quick and light, proving that properly designed chassis have no need of power steering. The engine has been adapted to Winfield carburetion for improved throttle response and a much broader power band. (The original manifold remains untouched, and could easily be returned to the original Zenith-Stromberg carburetion setup should a future owner prefer it). Even with the stock carburetors, the four liter Talbot engine was a delight, revving freely and producing its peak output at a dizzying (for the time) 4,200 rpm. In this configuration, with the hemispherical heads and high performance specifications, the Teardrop’s performance enhancements were clearly inspired by the T150C competition models. The Wilson preselector gearbox is another period delight. While it may seem mysterious to those who have not used it, those who have praise it with the fervor of the newly converted. Smoother than a conventional manual gearbox, it also offers positive coupling, quick shifting, and exceptional torque handling. Highly reliable, the Wilson box handled power transmission for generations of London busses. The author had the opportunity to speak with the vendor at length about his decision to offer S/N 93064 to a new owner. An experienced collector, his reluctance to sell came not from the undeniable beauty of the car, but rather from the delightful memories he has of the car as an entry in several of the increasingly popular driving events available to collectors today. Although he owns many show cars, he said he was never tempted to go that route with 93064 – though he acknowledges that the car’s next caretaker may intend to do just that. In fact, his intention is to pursue another acquisition to replace his cherished Teardrop – though he steadfastly refuses to hint at what it might be. Following the Talbot’s second running on the Colorado Grand the owner noted inconsistencies in the suspension and the Teardrop was sent to noted mechanic and restorer Mr. Jim Stranberg for examination. Wear was found in the front suspension, and consequently the decision was made to undertake a comprehensive rebuild of the steering and front suspension. While there, an extensive service was undertaken as well, and as expected the Talbot now runs and drives without fault. On a recent road test the Talbot proved to be in excellent operating order, starting easily from cold, and settling almost immediately into a comfortable idle. Moving off, the clutch action is silky smooth, and the car accelerated easily through the gears. There is no question that the 1938 Talbot-Lago T23 Teardrop Coupe is a master work of Art Deco design. Its proportions and sweeping stance are a wonderful representation of the pinnacle of prewar French creativity and imagination. Crafted at the very height of Art Deco design in 1938, it was, like all significant works of art, virtually unmatched in its beauty, without peer or parallel. Just two years later, the composition of the world would change dramatically; Paris would no longer be the destination of the intellectual or continental. It would prove to be the end of an inspiring era. At the height of its prewar grandeur, Paris and its impressive artisans and craftsmen would leave the world a handful of legacies of its place at the center of the creative world. One such example is this Talbot-Lago Teardrop Coupe and today, we are grateful for its celebrated representation of art and engineering, motion and emotion. The Opportunity Its appearance at Amelia Island marks the first time this Talbot has been offered to the public since 1967, Unique among the 16 Teardrop Coupes, chassis 93064 represents the pinnacle of automotive design. This very special T23 combines speed, luxury, and undeniable beauty. Its history is continuous and uncontested since 1938, its provenance is impeccable and its mechanical and cosmetic condition is excellent. It is both well known and well respected among the marque specialists. Without argument, this is one of the most stunning cars in the world. Chassis no. 93064 Engine no. 23294 Figoni no. 685 Estimate: Available Upon Request References Adatto, Richard. From Passion to Perfection, The Story of French Streamlined Styling 1930 – 1939. Editions SPE Barthélémy, 2003, Paris, France. Borgeson, Griffith. Figoni et Falaschi: The Coachbuilder as Sculptor. Automobile Quarterly, Vol. XX, Number 1, 1982, Kutztown, PA, USA. Spitz, Alain. Talbot – Des Talbot-Darracq Aux Talb Chassis no. 93064

  • USAUSA
  • 2006-03-11
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1965 Ferrari 275 GTB by Scaglietti

280 bhp, 3,286 cc SOHC V-12 engine with triple Weber 40 DCZ6 carburettors, five-speed manual transaxle, fully independent coil-spring suspension with upper and lower wishbones, Koni tubular shock absorbers, and four-wheel Dunlop disc brakes. Wheelbase: 94.5 in. Ferrari Classiche certified Retains its original engine and gearbox Presented in its original colours of Verde Pino over Beige A pair of new Ferraris broke cover at the 1964 Paris Salon: the 275 GTB and 275 GTS. Although both cars boasted identical welded steel tubular flame chassis with fully independent suspension, five-speed manual transaxles, and 3.3-litre Colombo V-12s, the similarities ended there. Both cars looked drastically different, with the GTB’s bodywork being crafted by Scaglietti, and the GTS coachwork built by Pininfarina. The engine in the 275 GTB was rated at 280 brake horsepower, while the 275 GTS’ engine had an output of 260 brake horsepower. While the 275 GTS was meant to be an open-top grand tourer, the 275 GTB was slightly sportier in nature. Although still an ideal grand tourer, customers could equip their cars with a handful of performance options, including three or six Weber carburettors or steel or aluminium bodywork. Campagnolo alloy wheels were standard, but Borrani wire wheels remained as a popular optional extra. Just one year after the initial debut of the 275 GTB, a second-series example was premiered with a slightly longer nose, a modification intended to help aid aerodynamic downforce at high speed. Despite the technical improvements, many enthusiasts prefer the first-series car’s proportions and purity of design, and early short-nose examples remain highly sought after by collectors, with only approximately 250 examples built. Originally delivered to the official Ferrari dealer Rugico of Madrid, Spain, in 1965, chassis number 07341 was born as a short-nose 275 GTB, finished in the lovely and seldom-seen colour combination of Verde Pino (106-G-30) over a Beige (VM 3218) Connolly leather interior. By 1966, the car had been sold to a resident of Switzerland and was registered on Swiss license plates 'GE 57243', according to Ferrari historian Marcel Massini. It returned back to the factory on 6 May 1966, where it was serviced and its odometer was recorded as showing 10,755 kilometres from new. While the majority of the car’s early history remains unknown, it was acquired by Joaquim Folch of Barcelona, Spain, in August of 1989. By this time, the 275 GTB had been refinished in red with a yellow stripe and was pictured in the book Collector’s Garage wearing this livery. The car remained in his ownership until at least 2006, when it was certified by Ferrari Classiche; shortly thereafter, the yellow stripe was removed and the car was repainted red throughout. After leaving Folch’s ownership, the car was sold to the United Kingdom, where it was returned to its original colour combination. The car is accompanied by a file that includes its certification binder from Ferrari Classiche, as well as a handful of service invoices from DK Engineering and Joe Macari. One of Ferrari’s most beloved designs, the 275 GTB was perhaps the quintessential high-performance, grand touring car of the 1960s. Today, a well-maintained 275 GTB remains a staple of any world-class Ferrari collection. This particular example, presented in its original colours, with its original drivetrain, and boasting Classiche certification to its name, would be a splendid addition to any collection. Moteur V12, 3 286 cm3, 280 ch, 1 ACT par banc, trois carburateurs Weber 40 DCZ6, transmission manuelle cinq rapports transaxle, suspension avant et arrière indépendante avec doubles triangles, ressorts hélicoïdaux et amortisseurs Koni, freins à disques Dunlop sur les quatre roues. Empattement 2 400 mm. • Certifiée Ferrari Classiche • Moteur et boîte de vitesses d'origine • Présentée dans ses teintes d'origine, Verde Pino et intérieur Beige Deux nouvelles Ferrari ont fait sensation au Salon de Paris 1964 : la 275 GTB et la 275 GTS. Même si les deux voitures présentaient le même châssis tubulaire en acier avec suspension complètement indépendante, la même boîte-pont cinq rapports et le V12 Colombo 3,3 litres, les similitudes s'arrêtaient là. Les deux modèles affichaient en effet une forme très différentes, la carrosserie de la GTB étant réalisée par Scaglietti, et celle de la GTS par Pininfarina. Le moteur de la 275 GTB développait 280 ch, alors que celui de la 275 GTS se contentait de 260. Alors que la destination de la 275 GTS était d'être une grande routière découvrable, la 275 GTB offrait une personnalité plus sportive. Bien que tout aussi idéale comme grande routière, elle était souvent équipée par ses acheteurs d'options sportives, comme trois ou six carburateurs Weber, ou une carrosserie acier ou aluminium. Les jantes Campagnolo en alliage étaient montées en série, mais les Borrani à rayons étaient une option appréciée. Un ans seulement après le lancement de la 275 GTB, une version de deuxième série était présentée avec un avant légèrement plus long, modification effectuée pour contribuer à diminuer le délestage à vitesse élevée. Malgré les améliorations techniques, de nombreux amateurs préféraient les proportions et la pureté des versions de premières série, si bien que les premiers exemplaires de 275 GTB "short-nose" restent très recherchés des amateurs, avec une production qui s'est limitée à 250 exemplaires environ. Livrée neuve en 1965 au distributeur Ferrari officiel Rugico de Madrid, la voiture portant le n° de châssis 07341 est une 275 GTB "short-nose", qui présentait la teinte rare et séduisante "Verde Pino" (106-G-30), avec une sellerie en cuir Connolly Beige (VM 3218). En 1966, la voiture avait été vendue à un résident en Suisse, qui l'immatriculait sous le numéro suisse GE 57243, selon l'historien Ferrari Marcel Massini. La voiture était envoyée à l'usine le 6 mai 1966 pour une révision, et son compteur kilométrique affichait à l'époque 10 755 km. Alors que l'histoire de la voiture reste en grande partie inconnue dans ses premières années, elle a été achetée en août 1989 par Joaquim Folch, de Barcelone. A cette époque, la 275 GTB avait été repeinte en rouge, avec une bande jaune, et elle apparaît en photo avec cette livrée dans l'ouvrage Collector’s Garage. Elle restait entre les mêmes mains au moins jusqu'en 2006, quand elle était certifiée par Ferrari Classiche ; peu après, la bande jaune était enlevée et la peinture rouge entièrement refaite. La voiture était ensuite vendue en Grande-Bretagne, où elle revenait à sa combinaison de teintes d'origine. Elle est aujourd'hui accompagnée d'un dossier qui inclut le classeur de certification de Ferrari Classiche, ainsi qu'une série de factures d'entretien de DK Engineering et Joe Macari. La 275 GTB est une des Ferrari les plus appréciées. Elle représente peut-être la quintessence de la voiture de grand tourisme à hautes performances des années 1960. Aujourd'hui, une 275 GTB en bon état constitue une pièce de base pour toute collection Ferrari importante. Le présent exemplaire, dans ses teintes d'origine, sa mécanique d'origine et sa certification Ferrari Classiche, constituera un ajout splendide à toute collection. Chassis no. 07341 Engine no. 07341 Gearbox no. 258

  • FRAFrance
  • 2017-02-08
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1967 Ferrari 275 GTB/4 by Scaglietti

300 bhp, 3,286 cc DOHC Colombo V-12 engine with six Weber carburettors, five-speed manual transmission, four-wheel upper and lower wishbone coil-spring independent suspension, and front and rear disc brakes. Wheelbase: 2,400 mm Matching-numbers example Offered from long-term ownership Ferrari Classiche certified Replacing the venerable 250 series of grand touring cars would be a daunting task for everyone at Ferrari in 1963. With the 250 GT/L being the swansong of the series, Ferrari needed to create a car that would replace the chassis that catapulted Ferrari into the garages of A-list automotive enthusiasts all over the world. More specifically, Ferrari wanted their new car to carry on the tradition of the Lusso, straddling the line between their more luxurious creations and their race cars, resulting in the fantastic 275 GTB. After introducing the long-nose body style, a change doctored in to the original design to reduce front end lift at high speeds, among other minor improvements, the racing seasons of 1964 and 1965 brought Ferrari’s most drastic improvement yet. Ferrari had yet another trick up their sleeve, in the form of a revised Tipo 226 engine, which resulted in the birth of the Ferrari 275 GTB/4. This was a landmark model for Ferrari for a variety of reasons. It was a Ferrari that was as usable as it was beautiful; a true jack of all trades. Whilst most were designated as street cars from Ferrari and not earmarked for factory-backed racing, the 275 GTB/4 could easily drive under its own power to a track event and handily win its class. After finishing the race and picking up the requisite trophy, the victorious car could transport its owner home under its own power, all well swaddling that owner in the finest Italian leather and interior fitments, such as wood trim and standard power windows. Aesthetically, the 275 GTB/4 shared much with its older sibling. Many automotive publications rated this as one of the top Ferrari designs of all time, and it’s easy to see why. With is sleek bodywork styled by Pininfarina and formed by Enzo’s favourite craftsmen at Scaglietti, the sight of the new design at the 1966 Paris Motor Show was truly something to behold. The long nose, low roofline, and small yet commodious boot made for a glorious silhouette that would become known as a truly great post-war automotive design. With a grand total of 330 examples produced by the end of 1968, this Ferrari was coveted by enthusiasts from its introduction and came to be recognised as one of the most desirable grand touring Ferraris ever built. The only change to the body of the GTB/4 was a full-length bulge down the bonnet in order to allow a significant performance enhancement to the “four-cam” engine, which included six downdraft Weber 40 DCN carburettors. To the untrained eye at speed on the autostrada, it looked no different from its predecessor, but anyone sitting behind the gorgeous Nardi steering wheel could tell the difference in performance almost immediately. Developed on race tracks all over Europe in Ferrari’s 330 P2 prototype racers just a year prior to the GTB/4’s introduction, this iteration of the Colombo V-12 was the first engine with dual overhead camshafts to be fitted to a production Ferrari. Dry-sump lubrication in the new engine was also another race-bred improvement that was developed in the 330 P2. As a result, performance was incredible: top speed was 166 mph and horsepower was a respectable 300. Additionally, Ferrari had installed a torque tube to connect the engine and transmission, giving the car improved handling as well as masking some of the noise the engine created, allowing for a more comfortable cabin atmosphere. Chassis 10643 was produced in 1967 and left the factory destined for its home market of Italy. It was originally finished in one of Ferrari’s rarer shades of red, Rosso Chiaro, over a Nero leather interior and was fitted with Campagnolo alloy 10-hole wheels. This 275 GTB/4 was then sold new to a Mr Vassallo, of Rome, Italy, and imported to the United States after his ownership. By 1972, the car on sale today was registered to Richard Caradori, of Langdon, Missouri, who enjoyed ownership of the car for 16 years. After being listed for sale by Ferrari, of Walnut Creek, California, in August of 1989, by the Ferrari Market Letter, 10643 made its second trans-Atlantic crossing to a new home in Germany, and it was purchased by its current owner in April 1998. Residing with a very important European collection, this 275 GTB/4 has always been very well pampered and is showing less than 34,000 kilometres on the odometer, which are believed to be original. The original Rosso Chiaro paint looks fantastic, and the interior shows few signs of wear. On 12 October, 2006, Ferrari’s Classiche department presented chassis 10643 with a certificate of authenticity, certifying the mechanical and cosmetic authenticity of this particular 275 GTB/4. The Classiche binder is complete with pictures that show that the chassis and engine numbers are indeed matching, and it is included in the sale. Not only does the Classiche certification work as a fantastic way of compiling provenance and assuring mechanical correctness for an individual motor car, but it also helps place the car amongst other Ferraris in terms of originality. The 275 GTB/4 is truly one of the great Enzo-era Ferraris. Combining breath-taking good looks from the designers at Pininfarina, a beautifully executed body crafted by Scaglietti, and being graced with one of the finest Colombo engines ever built, it has compiled some of the best work from the best companies united under the badge of the Prancing Horse. With under 34,000 kilometres on its odometer, this is an example of a car that needs nothing and is ready to impress on the concours lawn and perform in classic driving events. This is a great opportunity to acquire a genuine and unmolested Ferrari that comes from long-term ownership and has seen very few caretakers in its life. Please not that this lot is subject to VAT on the full purchase price (both on the hammer price and the commission). It is eligible for import into the UK at a reduced rate of 5% VAT plus customs charges. Addendum Please note that this vehicle is eligible for import into the UK at a reduced rate of 5% VAT. Chassis no. 10643 Engine no. 10643

  • GBRUnited Kingdom
  • 2013-09-08
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1965 Ferrari 275 GTB by Scaglietti

280 bhp, 3,286 cc SOHC V-12 engine with triple Weber 40DCZ6 carburetors, five-speed manual transaxle, fully independent coil-spring suspension with upper and lower wishbones, and four-wheel disc brakes. Wheelbase: 94.5 in. Beautiful presentation in gorgeous colors Ferrari Classiche certified THE 275 GTB By 1963, it had become increasingly apparent to Ferrari’s engineering team that the long-running and highly successful 250 GT series of road cars had reached the end of its development potential. Despite the fact that Ferrari was slowly drifting toward a more luxurious base-V-12 car, the company still wanted to maintain its fine tradition of dual-purpose sports/racing cars, which had cemented its considerable sporting reputation. Renowned British racer Michael Parkes, at the time a Maranello Works driver, participated in considerable testing and proved to develop a replacement model for the 250 GT platform, one that ultimately drew considerably upon the 250 GTO, with its long front hood and short rear deck. The resulting 275 GTB, or Gran Turismo Berlinetta, debuted to great acclaim at the 1964 Paris Motor Show, appearing in tandem with a companion open-top spider version. While the elegant 275 GTS spider was constructed by Pininfarina with a design brief stressing comfort and luxury, the berlinetta retained the more sporting characteristics of prior Ferrari sports/racers, and it was built by Scaglietti. Technically, the 275 featured the final development of the classic single-overhead-camshaft Colombo short-block design, which was now enlarged to displace 3,286 cubic centimeters. Optimal weight balance was achieved by mounting the gearbox directly to the rear axle, a rear transaxle design that would become a standard practice in many ensuing Ferrari road cars. The 275 is also notable as the first Ferrari for the street to feature an independent suspension on all four wheels, an innovation that eventually took hold across automobile manufacturing. A year after the 275 GTB’s debut, a second series was unveiled that featured a longer nose, a modification intended to aid aerodynamic downforce at high speeds. Despite the technical improvements, many enthusiasts prefer the first-series car’s proportions and purity of design, and early short-nose examples remain highly sought after by collectors, with only approximately 250 examples built. CHASSIS NUMBER 07053 The car offered here, chassis number 07053, was completed by the factory in April of 1965, finished in Bleu Scuro (18942 M) over Nero (VM 8500). Later that month, it was sold to Luigi Chinetti Motors, the official East Coast U.S. importer, as part of a package of three cars. Shortly thereafter, Chinetti Motors had sold the 275 GTB to its first lucky owner, Peter Knoll of New York City, who kept it in Europe for over a year, driving it on New York plates PK 64. It was serviced and maintained at the factory Assistenza Clienti in Modena that May, having been driven 2,201 miles. In early 1966, the car was re-registered on Florida plates 6D 13400, with service at the Assistenza Clienti continuing until later that spring, as the car eventually accumulated 15,438 miles in fast touring. It subsequently moved to the West Coast and was purchased by an individual residing in California. By 1970, the 275 GTB was owned by Bruce A. Jacobson, a Ferrari Club of America member who placed an ad in the June 1974 FCA Newsletter seeking information on his car’s history while beginning a restoration. Unfortunately, little work had been completed in that effort by the time of Jacobson’s untimely passing in 1976. The car passed to his widow, Sondra, who registered it on California plates as 66 GTB and sold it in January 1977 to retired U.S. pilot Jack Lierman. Mr. Lierman would retain the car until 2012. The Ferrari was subsequently given the restoration that Mr. Jacobson had begun, and it was finished in Azzurro over Nero, a combination that remains very attractive today. It is also equipped with the ANSA exhaust system bought for the car in the 1970s, as well as correct Borrani wire wheels. Under the hood remains clean, presentable, and well detailed, and the interior is in beautiful condition, with tight upholstery, clean gauge faces, a beautiful wood-rimmed steering wheel, and a general high level of fit, finish, and detail throughout. Underneath, the car shows some signs of driving enjoyment but little actual wear. The car was submitted for Ferrari Classiche certification, which has been awarded, with the “Red Book” expected to be received by the time of sale. It records 48,704 miles on the odometer at the time of cataloguing, a number which, given the relatively scant use of the car over the years, may well be original. A highly attractive and interestingly optioned 275 GTB, this Classiche-certified example would be a beautiful addition to any collection of the finest modern sporting cars. Addendum Please note that this car is Ferrari Classiche Certified with a correct replacement engine and gearbox. Chassis no. 07053 Engine no. 7053 Gearbox no. 188

  • USAUSA
  • 2016-01-28
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1963 Ferrari 250 GT/L 'Lusso' Berlinetta by Scaglietti

250 bhp, 2,953 cc DOHC V-12 engine, four-speed manual gearbox, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptic leaf springs and parallel trailing arms, and four-wheel hydraulic disc brakes. Wheelbase: 94.5 in. A lifelong “driver’s Ferrari” Single ownership for 46 years Meticulously maintained since new An exceptionally well-known Southern California example One of the finest Lussos in existence Matching-numbers engine THE LAST GREAT 250 GT The final iteration of Ferrari’s vaunted 250 GT was dubbed the 250 GT/L, with the “L” denoting Lusso (for luxury), and it was positioned as a pure luxury grand tourer, with distinctively elegant coachwork that was designed by Pininfarina and built by Scaglietti. The Lusso’s body, which was crafted from steel with an aluminum hood and doors, was a study in sports car perfection, and it remains one of the most celebrated automotive designs of all time. Gently curved fenders gave way to a sleek fastback Kamm tail, which was complemented by a generously glassed canopy and delicate, minimal brightwork. Mechanically, the GT/L rode on the 2,400-millimeter wheelbase chassis of its immediate predecessors, and it was powered by the same 2,953-cubic centimeter short-block V-12 that was designed by famed Ferrari engineer Gioacchino Colombo. This would be the last Ferrari V-12 road car to feature the 250-cubic-centimeter-sized cylinder, as displacement would increase to 275 cubic centimeters for the next development of road cars. Despite featuring essentially the same powerplant as its direct 250 GT forebears, the Lusso offered significant chassis upgrades, and more significantly, it included quite a bit of know-how gained from the SWB and GTO competition cars. These improvements principally consisted of the use of concentric springs around the telescopic shock absorbers and a Watts linkage to laterally stabilize the rear axle; both of these features were developed on the legendary race-winning GTO. The interior of the Lusso was as luxurious as the name implied, as it had leather-upholstered door panels and bucket seats and a completely unique dashboard arrangement that had never been offered on any other Ferrari. The console featured a large-dial tachometer and speedometer located in the central position and angled towards the driver, and five smaller gauges could be found in the traditional instrument panel location. The 250 GT/L concluded production in late 1964 and was built in a modest quantity of just 350 examples. It is the ultimate, luxurious version of the seminal 250 GT, and it has grown to become one of the most prized vintage Ferraris ever constructed. The Lusso represents a zenith for the platform, and it now routinely enjoys the focus of the world’s most discriminating Ferrari judges and collectors. LUSSO NUMBER 5179: A DRIVER’S FERRARI According to Ferrari historian Marcel Massini, chassis number 5179 was originally delivered to legendary Los Angeles dealership Otto Zipper Motors in 1964. It was driven for two years by its original owner, Peter Jennings, who then traded it back to Zipper for a new 275 GTB. While the Lusso was parked on Zipper’s showroom floor, it caught the passing eye of Larry Bloomer, who lived nearby. Mr. Bloomer spent nearly six months driving to the dealership on a daily basis and admiring the car, but he never “bit” on the purchase of it. When it suddenly disappeared one day, he stopped in and was told that the car was being detailed, as someone was coming in the next day to have a look at it. The next day, Mr. Bloomer arrived at Zipper Motors first thing in the morning and purchased the long-admired Lusso. To say that Mr. Bloomer got enjoyment out of his purchase would be an incredible understatement. He spent the next 46 years behind the wheel, serving two times as a president of the Ferrari Owners Club, taking tours all over the western United States, hill climbing in Virginia City, carrying the family on ski trips to Mammoth Mountain, and completing the Pebble Beach Tour d’Elegance in 2011. He did all of this after several years of using the Lusso as, simply, his commuter car, to get to and from work. The Lusso was extremely well cared for and survived its 46 years on the road well. Three years ago, in an effort to make the car present even more beautifully, Precision Auto Body, a well-regarded Los Angeles facility, stripped the body to bare metal and refinished it in its present metallic maroon while in Mr. Bloomer’s care. They also refinished the Borrani wire wheels and installed new Michelin tires. The interior was maintained as necessary over the years. While the center console and carpets were replaced many years ago, the door panels, dashboard leather, seats, and rear package shelf all remain original. The engine underwent a major rebuild about 3,000 miles ago, and it is now nicely broken-in. While the clutch and other normal wear items were replaced as required over the years, the transmission and differential have never been rebuilt, because they never required it. Remarkably, the chassis still wears its original “pebble” undercoat applied by the factory, and remains in good condition. The car is supplied with original belly pans and the original parts that have been replaced over the years, as well as with a 2003 Hemmings Vintage Ferrari calendar and Checkered Flag 200 Finish Line magazine, which feature the Lusso. This Lusso is being offered today by only its third owners from new, and it remains in wonderful, well-sorted mechanical order. It is being accompanied by not only its original Bill of Sale but also a large file of documentation that relates to its engine rebuild and paint. An RM specialist recently road-tested the car and reports, “There is something to be said about a car that has never been apart and lovingly cared for by one owner most of its life. No matter how thoroughly a car is restored, it never drives like an original car. Everything about it reminds me of that favorite baseball glove that is worked in just right and has the perfect amount of play. Don’t get me wrong, this car cosmetically looks like it could go to a show field and, indeed, has placed successfully in many, but it has those subtle, original touches that make it just right and give it the perfect element of class. It is not a trailer queen that looks the part then as soon as you step on the pedal it feels as though it is going to fall apart. This car feels like you could easily jump in and drive it 5,000 miles without a problem. This example definitely has it together; there are no squeaks or rattles, the handling is tight and the steering precise. It is an extremely well-balanced car, and the V-12 especially comes to life after 3,500 rpm. The brakes feel robust, and the transmission is fluid through all the gears. In my opinion, it has the perfect balance between cosmetic appeal and mechanical capability.” This prized Lusso is a genuine “driver’s Ferrari” that has been owned and treasured since new by men who appreciated it for its originality, its authenticity, its beauty, and its speed. Chassis no. 5179 GT Engine no. 5179 GT

  • USAUSA
  • 2014-08-15
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1952 Ferrari 342 America Cabriolet by Vignale

The first of six examples produced; among the rarest road-going Ferraris The only 342 America bodied by Vignale Exceptional open coachwork with special design features Equipped with its original numbers-matching engine Rarely seen in public since the 1970s Among the earliest “ultra-Ferraris” to wear the now-famous America nameplate, the 342 America was intended as an especially luxurious and powerful custom road car for the factory’s best clients. Built with an extended 2,650-mm wheelbase to accommodate the enlarged 200-hp Lampredi V-12, it saw a total production run of only six examples, for such clients as King Leopold of Belgium and Enzo Ferrari himself. It is unusual among road-going Ferraris in that each car was delivered with an even chassis number, carrying the suffix “AL” for “America Lungo,” and all had left-hand drive. Records indicate that 0232 AL was the very first 342 America built, and the first of three completed with cabriolet coachwork, in this case by Vignale, with the unique feature of slotted taillights recessed into the fenders. It was test-driven by the factory on 27 October 1952, and delivered to its first owner on 14 January 1953. Odofranco “Otto” Wild of Muri, Switzerland, was an early good customer of Ferrari, as well as an avid purchaser of other unusual coachbuilt European cars in this period. It is interesting to note that the car’s radiator bears a tag from a Zurich supplier, indicating that it may have been installed during this original ownership. The car was subsequently exported to the United States in the late 1950s or early 1960s, and acquired by T. Dan Smith of Los Angeles. In 1971, Smith sold the 342 America to longtime enthusiast Norman Snart of Hayward, California, for which it was registered in California as ‘NMB 316.’ By this time the car had been refinished in metallic silver and its bumpers had been removed. While Mr. Snart would own the car for the next two decades, it was very infrequently shown or displayed. One of the rarest exceptions was the FCA Pacific Region Ferrari Concours d’Elegance at Quail Lodge in 1992. He finally parted with the Ferrari in 2004, selling the car to Paul Forbes. The car was purchased later in 2007 by its current owners, and was restored in California in the current color scheme of metallic green and white, with a complementary white and green leather interior. At this time the dashboard was engine-turned and a front bumper with overriders fitted. Registering only 210 miles since its restoration, it has continued to remain largely hidden away, aside from infrequent exhibitions at various West Coast shows and museums. It has been featured in Marcel Massini’s book, Ferrari by Vignale, as well as in Cavallino no. 117 (p. 10), as part of recollections by Mr. Snart. Accompanying it are a correct spare wheel and tire, as well as a rear-view mirror. The opportunity to acquire a 342 America is necessarily extraordinarily rare, as only six examples were produced; to buy one with open coachwork is virtually impossible. Thus, the opportunity here is as rare as the car itself, and may be the only time for a dedicated tifosi to acquire a 342 America in his lifetime. Addendum Please note that engine is not currently running and will require further service work prior to operation. Chassis no. 0232 AL Engine no. 0232 AL Gearbox no. 3L

  • USAUSA
  • 2017-08-19
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1936 Lancia Astura Cabriolet Series III "Tipo Bocca" by Pinin Farina

82 bhp, 2,972 cc narrow-angle V-8 engine with Zenith 30 DVI twin-choke carburetor, four-speed manual transmission, front suspension with self-lubricating sliding pillars, live rear axle with semi-elliptical leaf springs, and four-wheel servo-assisted drum brakes. Wheelbase: 122 in. Pinin Farina’s 1936 Milano Motor Show car; winner of the R.A.C.I. President’s Cup Displayed at the inaugural Concorso d’Eleganza, San Remo, May 1937 Believed to be the first of three or fewer PF cabriolets built on the short-wheelbase Corto chassis Unique coachwork designed by Mario Revelli di Beaumont for Pinin Farina Immaculate concours restoration TORRE ASTURA The Astura is the pinnacle of pre-war Lancias, placing it at the summit of pre-war Italian automotive engineering and design. Its combination of luxury and engineering refinement made it an ideal platform for coachbuilders, particularly in its more sporting Corto, or short-wheelbase version. Introduced in November 1931 as a replacement for Lancia’s flagship Dilambda, the new model represented a generational shift. Where the older model featured a 3,960-cubic centimeter engine moving 2,010 kilograms, the new car would retain the same length but would be lighter and more efficient – its new, reduced displacement engine nonetheless giving it a better power-to-weight ratio than the earlier car. Reflecting a new Italian nationalism, Lancia broke their precedent of assigning their cars the letters of the Greek alphabet and instead named the new model Astura, after an ancient island castle south of Rome. Although Lancia had pioneered monocoque construction in their 1922 Lambda, the Astura was destined for carrozzerie and was given a cross-braced box-section platform to allow wider design latitude. The model was initially offered in a single 125-inch wheelbase as the Tipo 230, but for the 3rd Series, two versions were offered. Nine hundred and eight were built as Lungo, with a wheelbase of 131 inches as the Tipo 233L, while 328 were constructed to Corto specification on a wheelbase of 122 inches as Tipo 233C. Notwithstanding its more conventional construction, like its predecessors the chassis had excellent torsional stiffness, which contributed to its feeling of solidity and refinement. The front suspension retained Lancia’s sliding-pillar independent suspension, while the live rear axle was controlled by friction dampers that could be adjusted to suit with dashboard-mounted controls. A Bijur central lubrication system was provided. The 3rd Series also received a Dewandre brake servo and a 78-liter fuel tank. An option for late cars was a hydraulic braking system, built by Marelli under license from Lockheed. As with the Dilambda that preceded it, the Astura was given a narrow-angle V-8 engine. Initially at 19-degrees with a displacement of 2,604 cubic centimeters and producing 73 brake horsepower at 4,000 rpm, by the introduction of the 3rd Series in 1933, it had grown to 2,972 cubic centimeters at an angle of 17-degrees 30-minutes, in which form it produced 82 brake horsepower at 4,000 rpm. The narrow-angle architecture made for a compact unit – narrower than a conventional V-8 and shorter than an inline – with a single cylinder head. The head itself was unusual in having a cast iron lower section and an aluminum upper section. In between is the camshaft driven by a triplex chain with tensioner. The engine also featured an Autokleen oil filter, a unit that rotated a cleaning cylinder every time the engine was started. Although the engine was inherently quite smooth, it was set into the chassis on four rubber isolators. Fitted with a factory berlina body, the 3rd Series Astura weighed 1,500 kilograms, while the bare coachbuilders’ platform came in at 960 kilograms. To ensure that the car delivered the performance its well-heeled buyers expected, Lancia recommended that coachbuilders limit bodywork weight to no more than 460 kilograms. Although not primarily a competition car, the 3rd Series Asturas did achieve some success in that realm. In 1934, a Castagna-bodied Astura was driven to 10th place in the Mille Miglia by Mario Nardilli and Carlo Pintacuda. Later that year the same pair won the Giro d’Italia, a six-day, 3,534-mile circuit around Italy, finishing the grueling event in 65 hours, 57 minutes, and 6 seconds at an average of 53.58 mph – a testament to the reliability and roadhandling of the model. Further reinforcing the car’s capability, another Astura driven by Giuseppe Farina and E. Oneto finished third. CHASSIS NUMBER 33-5313: LA BELLA MACHINA The present car, Tipo 233C chassis number 33-5313, is one of 328 Corto versions produced on the short-wheelbase 122-inch platform. Fitted with engine number 91-1171, it was delivered as a bare chassis to Pinin Farina in the summer of 1936 and clothed in a body designed by Mario Revelli di Beaumont, who took full advantage of the narrow-angle V-8 to create a rakish yet restrained cabriolet design, dubbed the Tipo Bocca. It was commissioned a Lancia dealer in Biella who ultimately ordered a total of six Bocca cabriolets in both corto and lungo chassis. The aerodynamic profile features a sloping, rounded grille, whose horizontal bars are interrupted by a dramatic “waterfall” of chrome strakes running from the slim, elegant bumper to the base of a vee’d windshield. The peaked front fenders are separated from the body by rounded fairings that feature individually integrated headlights and driving lights, while the rear fender spats also contribute to the clean, smooth lines. The open car’s streamlined horizontal emphasis is reinforced by a chrome strake running the entire length of the body as well as horizontal engine compartment vents, features that are accentuated when the halves of the split windshield are folded flat. Gently curving body sides feature an early use of curved side windows. Highlighting the car’s restrained elegance was its subtle, pale grey paint with blue upholstery and power-actuated convertible top, the latter a great novelty for 1936. The newly completed cabriolet was displayed on the Pinin Farina stand at the 1936 Salone del l’Automobile, Milano, where it received the President’s Cup from the Registro Ancetre Club Italia. Following the show, chassis number 33-5313 was acquired by Ghiara & C., Lancia’s main agent in Genoa. Ghiara sold the car to Cav. Piero Sanguineti, a local industrialist, for about 75,000 Lire (the equivalent of about $4,200 at the time). In May 1937, Sanguineti showed the car in the inaugural Concorso d’Eleganza per Automobili, San Remo, where it received a class award. The car was subsequently purchased by Emil Uebel, Lancia’s German distributor, who apparently kept it in his main facility in Berlin-Charlottenburg. Wartime records no longer exist, offering no explanation of whether Uebel sold the car or retained it for himself, or how and where the car survived the conflict. But survive, it certainly did, and in early 1947 it was acquired by American collector Barney Pollard, as part of a package deal with two steam locomotives. Pollard shipped number 33-5313 to the United States and kept the car until 1980, when it was sold to Armand Giglio, former President of the American Lancia Club. Giglio held the car a further two decades, selling it in 2004 to an owner in Connecticut. Other than an older repaint, the car was in largely original condition, but with some deterioration of the body’s wood framing. The new owner undertook restoration of the wood framing, as well as some body preparation work. In this state the car was sold in late 2011 to Orin Smith, who commissioned Vantage Motorworks of Miami to complete the restoration to international concours standards. The finished car easily achieved Best in Class at the Classic Sports Sunday at Mar-a-Lago, and People’s Choice here at Amelia Island, both in 2013. The Lancia subsequently journeyed back to Italy, where it was judged Most Sympathetic Restoration at the 2014 Concorso d’Eleganza Villa d’Este, in the company of a thrilled Mr. and Mrs. Smith. More recently the car was exhibited at the Petersen Automotive Museum in Los Angeles, as part of their “Rolling Sculpture” exhibit of advanced streamlined design. Notably, a sister car to this lovely Astura, in long-wheelbase form was awarded Best of Show at the 2016 Pebble Beach Concours d’Elegance, cementing its importance to design and elegance for the era. This Lancia Astura ‘Corto’ cabriolet perfectly epitomizes Pinin Farina’s design of the pre-war period – restrained elegance with simple but precise details. As such, it represents an opportunity to acquire one of the most important and beautiful examples of Italian engineering and coachbuilding – a show car par excellence, now as then. Addendum Please note that the Elegance at Hershey has kindly extended an invitation for this car to attend their event on June 9-11, 2017. Please refer to an RM Sotheby's representative for additional information. Chassis no. 33-5313 Engine no. 91-1171

  • USAUSA
  • 2017-03-11
Hammer price
Show price

1985 Ferrari 288 GTO

400 bhp, 2,855 cc DOHC mid-mounted V-8 engine with twin IHI turbochargers, Behr intercoolers, and Weber-Marelli electronic fuel injection, five-speed manual transmission, four-wheel independent suspension, and four-wheel ventilated disc brakes. Wheelbase: 2,450 mm Spiritual successor to the 250 GTO One of only 272 examples; matching numbers throughout Delivered with power windows and air conditioning Compliant with U.S.A. EPA legislation Recent major service by Ferrari specialists THE GTO REINVENTED The Ferrari 250 GTO, considered by many to be the finest sports racer Ferrari had ever produced, is the stuff of legend. The car was aided by an incredible racing record and sensational driving dynamics, but it earned its reputation the hard way, through victories in the toughest races the world had to offer. For Ferrari to even consider reviving the legendary moniker, any new GTO would have to match or surpass the 250 GTO’s record in motorsport. The new GTO, commonly referred to as the 288 GTO, was born from the FIA Group B race and rally homologation regulations that had been introduced for 1984, meaning that, like many of the greatest racing cars in the past, it was built for the public largely so that racing versions could take to the track. Rules required a minimum of 200 road going examples to be built, but so great was the response from Ferrari’s most loyal and well-heeled customers that around 272 examples were built. Despite the fact that Group B was ultimately cancelled and Ferrari’s fully developed and homologated car had no series to compete in, it was clear from the outset that this was a very special car and that the 288 GTO was certainly not going to disappoint the brand’s fans or customers, even without a place to race. The car was styled by Pininfarina's Leonardo Fioravanti, the creator of the stunning 365 GTB/4 “Daytona”, and he later recalled Enzo Ferrari’s original design brief: “There was no specific instruction, just to produce a car based on the 308 GTB that could be used for racing”. Although clearly following design cues from the 308, the 288 GTO was much more aggressive-looking, and in a fitting tribute to the 250 GTO, the rear wings had three cooling slots behind the wheels. Perhaps surprisingly, the road going 288 GTO was no spartan racer inside, as it boasted leather-upholstered Kevlar-framed bucket seats, optional air conditioning, electric windows, an AM/FM radio-cassette player, and a dashboard filled with a 10,000-rpm tachometer, a turbo boost gauge, oil temperature and pressure gauges, and a water temperature gauge. The fact that the 288 GTO could reach a huge top speed of 189 mph was simply another reason for its almost guaranteed success, as it made the 288 GTO the fastest road car ever produced at the time of its unveiling,. CHASSIS NUMBER 52475 According to the research of noted Ferrari historian Marcel Massini, the factory issued the certificate of origin for this 288 GTO, chassis number 52475, on 30 January 1985, and it was first registered on 6 February by Crepaldi Autos, of Milan. This early European-specification example has spent the majority of its early life in Italy. It wears body number 6 and is one of the earliest 288 GTOs manufactured during the limited production run. Additionally, it was delivered new with desirable power windows and air conditioning. As one would expect of perhaps the most special Ferrari produced for many years, and one under keen and enthusiastic ownership, this outstanding 288 GTO was a regular participant in many Ferrari gatherings. These included the Ferrari Parade of Crepaldi at Monza in September 1986 and an appearance in Autoluce’s 1987 calendar. In 1987, under the ownership of Mr Fausto Pieroni, of Modena, 52475 took part in the 25th Anniversary GTO celebration at Mas du Clos in France, and it again took part in the Crepaldi parade in Monza. That same year, having travelled just 6,000 kilometres, 52475 attended the 40 Years of Ferrari gathering at Imola. Throughout its early life in Italy, this stunning GTO was regularly maintained by Motor Service S.r.l., and 10 years later, it attended Ferrari’s 50th anniversary meeting in Modena. After passing through several new owners, 52475 was purchased by a Southern California-based collector of rare and modern road cars that were specifically engineered for racing. Upon arrival in the United States, the car was modified to meet U.S.A. EPA legislation. Later, this owner was able to fulfil his passion and build a collection that included such vehicles as Lamborghinis, a Porsche 959, an F50, and two F40s (including the F40 GT raced by the Monte Shell team). Adding a 288 GTO to his stable was perhaps the icing on the cake. As a Ferrari race team owner, it comes as no surprise that this owner had his own personal staff of mechanics, who have serviced this 288 GTO throughout his long-term ownership. Indeed, 52475 was garaged throughout his ownership and only saw the light of day to participate in regular charity events, where it was always transported to rather than arriving under its own power. By this owner’s estimate, 52475 covered only around 300 miles during his ownership of more than a decade. This GTO, now showing just 31,000 miles on its odometer, has recently benefitted from a major service by a renowned Ferrari specialist in the UK, with the work including upgrading the cam belts and installing new tyres, . This incredible limited-production Ferrari is also offered with its original books and tools. The 288 GTO was the first in a series of limited-edition Ferrari supercars, which eventually culminated into the recent LaFerrari. Whilst many supercars lose their appeal over time, the analogue 288 GTO stands almost alone in having its reputation enhanced, and its appeal is now greater than ever. 400 cv, 2.855 cc doppio albero a camme in testa, motore V-8 con due turbine IHI, intercooler Behr, iniezione elettronica Weber-Marelli, cambio manuale a 5 rapporti, sospensioni indipendenti e 4 freni a disco ventilati. Passo: 2.450 mm • La succeditrice spirituale della 250 GTO • Solo 272 esemplari prodotti; completamente matching numbers • Dotata di alzacristalli elettrici ed aria condizionata • Conforme alla normativa U.S.A. EPA • Recentemente revisionata da specialisti del Marchio Ferrari LA GTO RINATA La 250 GTO è considerata da molti come la Ferrari da corsa meglio riuscita e gode di una fama leggendaria. Caratterizzata da un'incredibile presenza nelle gare di inizio anni 60 ed essendo dotata di una sensazionale dinamica di guida, si è giustamente guadagnata la sua reputazione con vittorie nelle gare più difficili e massacranti del mondo. Affinché la Ferrari facesse un nuovo modello degno della sigla GTO, avrebbe dovuto fare una macchina capace di eguagliare o superare il record della 250 GTO nelle competizioni. La nuova GTO, comunemente indicata come 288 GTO, nacque dai regolamenti FIA del 1984 per le omologazioni del Gruppo B per auto da rally e da pista. Ciò indicava che come per le grandi macchine da corsa del passato era costruita in serie per il pubblico in modo che le versioni preparate da gara potessero essere ammesse alle competizioni internazionali. I regolamenti imponevano come minimo una produzione di 200 esemplari, ma questa macchina riscosse un tale successo fra i clienti più affezionati e facoltosi della Ferrari che alla fine vennero costruiti ben 272 esemplari. Sebbene il Gruppo B fu poi soppresso e la macchina sviluppata ed omologata dalla Ferrari non avrebbe avuto alcuna categoria in cui competere, la 288 GTO rimaneva un'auto straordinaria che non avrebbe mai deluso nessun ammiratore o cliente della Ferrari, anche se non sarebbe mai scesa in pista. Lo stile della macchina fu realizzato da Leonardo Fioravanti della Pininfarina, lo stesso disegnatore dell'incredibile 365 GTB/4 Daytona. Egli ricordò così le direttive originali di Enzo Ferrari su come avrebbe dovuto essere la macchina: "non c'erano istruzioni specifiche, si trattava solo di costruire un'auto basata sulla 308 GTB che potesse essere usata per le gare". Sebbene si fossero seguiti gli stilemi della 308, la 288 GTO era caratterizzata da un aspetto più aggressivo. Come omaggio alla 250 GTO furono messe 3 alette di sfogo del calore motore dietro le ruote posteriori. Può sorprendere che la 288 non aveva un interno spartano tipico delle auto da corsa purosangue, ma era aveva sedili a guscio, in pelle, con intelaiatura in kevlar ed erano offerti optional anche aria condizionata, alzacristalli elettrici e radio AM/FM con mangiacassette. Il cruscotto era completo di un tachimetro con fondoscala a 10.000 giri, indicatori di temperatura e pressione di acqua ed olio. Al momento della sua presentazione, la 288 GTO era l'auto di serie più veloce in assoluto, capace di raggiungere la ragguardevole velocità massima di 304 km/h. Ciò ne garantì il successo commerciale immediato. IL NUMERO DI TELAIO 52475 Secondo le ricerche svolte dal noto storico Ferrari Marcel Massini, la Fabbrica ha rilasciato per questa 288 GTO telaio numero 53475 un certificato di originalità in data 30 Gennaio 1985 e fu immatricolata per la prima volta il 6 febbraio dello stesso anno dalla Crepaldi Auto di Milano. Questo esemplare consegnato con specifiche europee ha passato la maggior parte della sua vita in Italia. Il numero di identificazione è il 6 e questo la posiziona fra le prime 288 GTO prodotte. La macchina è stata consegnata da nuova già fornita con aria condizionata e alzacristalli elettrici. Essendo una delle Ferrari più importanti e speciali prodotte negli ultimi anni , questa 288 GTO è stata posseduta per anni da un vero appassionato che la iscrisse regolarmente ai raduni ed eventi Ferrari. Fra questi eventi la macchina ha partecipato alla parata Ferrari della Crepaldi a Monza nel settembre 1986 e vanta una presenza nel calendario Autoluce del 1987. Sempre nello stesso anno il telaio numero 52475 partecipò insieme al Proprietario, il Sig. Fausto Pieroni di Modena, al 25esimo anniversario della GTO presso Mas du Clos in Francia e ancora una volta alla parata Ferrari di Crepaldi. Sempre nell '87, dopo una percorrenza di soli 6.000 km, la 52475 partecipò al grande raduno ad Imola per i 40 anni della Ferrari. Nel corso della sua permanenza in Italia, questa meravigliosa GTO fu regolarmente manutentata dalla Motor Service S.r.l. e partecipò 10 anni più tardi al raduno dei 50 anni della Ferrari a Modena. Dopo essere stata venduta e passata per più proprietari, la 52475 fu acquistata da un collezionista americano della California del Sud specializzato in auto rare e moderne, tutte strettamente derivate dal mondo delle corse. Una volta giunta negli Stati Uniti, la macchina fu modificata per essere conforme alle normative dell' EPA americana. Questo proprietario realizzò il suo sogno di mettere insieme una collezione di auto di prestigio comprendente delle Lamborghini, una Porsche 959, una F50 e due F40 (inclusa la versione GT portata in gara dal team Monte Shell). L'aggiunta della 288 GTO alla suo garage costituì forse la ciliegina sulla torta. Essendo il proprietario di un team corse Ferrari non deve sorprendere se la macchina sia stata mantenuta da uno staff privato di meccanici, che hanno provveduto a tenere in ottima forma questa GTO nel corso della sua permanenza a lungo termine nelle mani dello stesso proprietario. Nonostante ciò, il telaio numero 52475 fu tenuto fermo in garage per la maggior parte del tempo e fu usata solo per partecipare regolarmente ad eventi di beneficienza, dove è sempre stata trasportata e non è mai stata usata su strada. Stando alle stime del proprietario, questo esemplare ha percorso solo 300 miglia nei 10 anni in cui l'ha posseduta. Questa GTO segna solo 31.000 miglia sull'odometro ed è stata recentemente sottoposta ad una completa revisione da un noto specialista Ferrari nel Regno Unito, il quale ha installato nuove cinghie di distribuzione e montato gomme nuove. Questa magnifica Ferrari in produzione limitata è fornita anche dei suoi libretti originali e kit degli attrezzi. La 288 GTO è stata la prima delle serie speciali limitate Ferrari, culminate con la recente LaFerrari. Sebbene molte supercar perdano il loro appeal nel tempo, l'analogica 288 GTO è un caso a sé stante, in quanto ha incrementato negli anni la propria bellezza e il proprio valore, giunto ad un picco massimo negli anni recenti. Chassis no. ZFFPA16B000052475 Engine no. 90 Body no. 6 Gearbox no. 85

  • CANCanada
  • 2015-05-23
Hammer price
Show price

1932 Alfa Romeo Tipo B P3 Monoposto

265hp 2,992cc dual overhead camshaft inline eight-cylinder engine, twin Roots superchargers; live axle front suspension with semi-elliptical leaf springs, live axle rear suspension, twin torque tube drive to bevel gears with semi-elliptical leaf springs and four-wheel mechanical drum brakes. Wheelbase: 2,650mm Vittorio Jano joined Alfa Romeo in 1923 from FIAT where he had worked on the Type 405 Grand Prix engine. His first charge from Nicola Romeo was to design a competitive grand prix car. Designated the P2, it had an eight-cylinder engine of 1,987cc, dual overhead camshafts and a small Roots supercharger running at 1.33 times crankshaft speed. The small blower gave, according to Lawrence Pomeroy’s The Grand Prix Car, 0.7 atmospheres boost, and the engine produced 156hp at 5500 rpm. In its first racing appearance Giuseppe Campari’s P2 outran Europe’s best including Bugatti, Fiat, Delage, Miller and Sunbeam at the 503 mile 1924 European GP at Lyon and conclusively established Alfa Romeo’s sporting reputation. The P2 was a consistent grand prix winner through 1929. Its 1925 World Championship is the reason why every subsequent Alfa’s badge is surrounded by the laurel wreath of victory. When the bar was raised for the 1931 season, Jano created two very different automobiles. One, the Tipo A, was powered by a pair of 6C 1750 engines mounted side-by-side and driving the rear wheels through a pair of transmissions, driveshafts and differentials into a single solid rear axle. The Tipo A was powerful, but its complication brought unreliability and its career was short. The other was an eight-cylinder based on the bore and stroke of his six-cylinder 1750. Intended for both sports and grand prix competition, Jano used two pairs of fourcylinder aluminum blocks with steel cylinder liners and detachable aluminum double overhead camshaft cylinder heads. The camshafts were driven by a helical gear train between the pair of blocks to minimize inertial loadings and torsional cam timing variations. With the 6C 1750’s 65x88mm bore and stroke the eight displaced 2,336cc. It breathed through a single Roots supercharger and dual throat Memini carburetor and produced 178hp at 5,400rpm. Designated 8C 2300, it earned the nickname it bears to this day, “Monza”, when 1924 Lyon winner, the stocky baritone Campari, teamed with the diminutive and mercurial Figlio del Diavolo, Tazio Nuvolari, to win the 10 hour 1931 Italian GP at the Autodromo Nazionale Monza. While the 8C 2300 was eminently successful in the 1931 season, a new 750kg formula for 1932 convinced Alfa Romeo a new car was necessary. THE ALFA ROMEO TIPO B “P3” Putting the complicated Tipo A behind him, Jano returned to proven principles for the 1932 Tipo B, designing his first purposebuilt grand prix car around the demonstrated effectiveness of the Monza but with attention to detail and execution that made it Alfa’s greatest single seat grand prix car. The Tipo B retained the Monza’s layout but cast the cylinders and heads integrally in the fixed head, testa fissa, configuration that had proven successful with the 6C racers. The centrally located camshaft drive gear train used straight cut gears for more precise timing. Also driven from the center of the crankshaft were two small Roots superchargers, each with its own Weber carburetor and supplying four cylinders. Jano recognized that smaller superchargers put less stress on the engine, had less rotational inertia and were more thermally efficient. Crankcase and sump were cast in magnesium, one of Jano’s objectives being to reduce the engine’s weight. Initially displacing 2,654cc, it produced 180hp at 5600rpm with 0.75 atmospheres boost. The Tipo B’s chassis was equally based on proven principles but conceived and executed with attention to road-holding and lightness. The chassis layout was conventional, with solid axles front and rear sprung by semi-elliptic leaf springs, however, great attention was paid to keeping all masses low and unsprung weight to a minimum. Nowhere was this more apparent than in the rear axle drive system. Drawing on the Tipo A’s split drive arrangement, Jano placed the differential at the back of the Tipo B’s transmission with two short driveshafts running at angles to simple bevel gears just inside each rear wheel driving stub axles. The axle tube itself was very light and the centrally located driver could sit low, between the two driveshafts. Ferrari’s factory-entered Tipo Bs dominated grand prix racing in 1932. At the time Alfa consistently referred to these monopostos as Tipo B, but never objected to the public’s and journalists’ use of “P3”, a designation that could only remind competitors of the Alfa P2’s grand prix domination. It was the best kind of advertising hyperbole – that backed up with performance – and it is as the P3 that the Alfa Romeo Tipo B is best known through its long and successful history. ALFA ROMEO TIPO B “P3” GRAND PRIX HISTORY 1932 The P3 quite literally obliterated its competition in the 1932 season, winning seemingly at will and frequently backed up by Monzas in GP configuration. Its first appearance came at the Italian GP at Monza on June 5. While in earlier years grands prix had been 10 hour races, along with other revised regulations the three Championship races, the Italian, French and German GPs, were held over a length of “only” five hours, a sprint race by the standards of the day. New and daunting cars were built for the 1932 formula by the major constructors. Maserati unleashed a 4,904cc twin-engined monster, the V5, powered by a pair of eightcylinder 26M engines which it entrusted to the great Luigi Fagioli. Bugatti countered with two supercharged 4,972cc Type 54s driven by Louis Chiron and Achille Varzi. The Alfa Romeos were entered by Scuderia Ferrari, the private team supported by wealthy Italian sportsmen and managed by Enzo Ferrari that had been established in 1929 to campaign Alfa Romeos in grand prix and sports car competition. Two P3s were built by Alfa Romeo at Portello and prepared by Scuderia Ferrari for the Italian GP at Monza where they were driven by Tazio Nuvolari and Giuseppe Campari, backed up by four Monzas for Borzacchini, Caracciola, Ghersi and Siena. An epic battle ensued, one of the most stirring in an era of great races. First Nuvolari in the P3 and Chiron in the Bugatti swapped the lead. Shortly, however, they were surpassed by Fagioli in the twin-engined Maserati. After Chiron’s retirement Nuvolari and Fagioli engaged in a see-saw battle, the lightweight 2.9 liter P3 against the monster Maserati, until the day was carried by the incomparable Nuvolari in Jano’s lithe monoposto Alfa, repeating the P2’s accomplishment of achieving victory in its first competitive appearance. Three Alfa Romeo P3s driven by Nuvolari, Caracciola and Borzacchini appeared at the French GP, the oldest and most prestigious race of the season, this year held at Rheims. They were opposed only by Bugatti which presented two Type 54’s for Varzi and Divo and a 2.3 liter Type 51 for Chiron. Ten privately-entered Alfas and Bugattis filled out the sixteen car field. At the end of the day the P3s swept the board with Nuvolari first, followed by Borzacchini and Caracciola. The third race of the 1932 Championship series, the German GP at the daunting Nürburgring likewise saw the P3s sweep the podium with Caracciola taking his home GP under team orders, leading Nuvolari and Borzacchini. The P3 captured a succession of other victories; during the whole 1932 season it was defeated only once when Nuvolari’s magneto was swamped in a rain-drenched Czechoslovakian GP at Brno on September 4 and repeated pit stops dropped the Flying Mantuan and his P3 to third at the finish. 1933 Only six P3s were built by Alfa Romeo for the 1932 season and after the devastation they wreaked on the competition, Alfa, now in financial difficulty and nationalized as part of the Istituto Ricostruzione Industriale, officially withdrew from racing. The P3s were stored in Portello and Scuderia Ferrari competed with 8C Monzas increased in displacement to 2,632cc. They, however, were not competitive with the dedicated grand prix machines from Bugatti and Maserati and Enzo Ferrari finally pried the P3s out of the factory’s hands. Their first appearance was at the Coppa Acerbo on August 13. Luigi Fagioli in the P3 faced off against Nuvolari, now driving his own three liter Maserati, and once again the P3 was victorious. Fagioli also snatched victory in the Italian GP at Monza on September 10th but in the Monza GP Campari in the Alfa P3 was killed in an accident on the first lap of the second heat. The P3s took further victories, including Chiron’s wins in Czechoslovakia and Spain and Motor Sport’s unofficial tally of manufacturers’ points at the season’s end saw Alfa Romeo the decisive leader. 1934 Following the 1933 season Alfa Romeo announced it would build a limited series of enhanced P3s with 2,905cc displacement making 255bhp at 5,400rpm. Initially slated for delivery to clients, Enzo Ferrari succeeded in convincing Alfa Romeo to restrict availability of the 1934 P3s only to Italian clients, effectively locking up the new P3s for Scuderia Ferrari. In addition to more power the 1934 P3s also had improved chassis with hydraulic brakes, hydraulic shock absorbers at the rear along with friction dampers and a wider cockpit to meet regulations, but at the cost of an increase in weight although still well under the 750kg maximum allowed by the GP rules. Eventually some nine of these 1934 Alfa Romeo P3s were built while the earlier P3s were updated to meet the 1934 regulations. Ferrari entered five 2.9 liter P3s for the Monaco GP driven by Varzi, Chiron, Guy Moll, Lehoux and Count Trossi, Scuderia Ferrari’s President. Ranged against them were three of the new Type 59 Bugattis for Dreyfus, Wimille and Nuvolari and a selection of Maseratis. Intruding on the scene, but not an official entrant, was Caracciola who took demonstration laps in the newest Mercedes-Benz GP car, a hint of things to come in the increasingly nationalistic grand prix competition. Count Trossi, whose position as the President of Scuderia Ferrari was not an honorary one, set the fastest practice time which gave him the pole position in the first grand prix in which the starting grid was set by time rather than by a drawing. Rene Dreyfus took the lead in his Type 59 Bugatti at the start but was quickly passed by Louis Chiron who drove with verve, building his lead lap after lap. He was eventually pursued by Phillipe Étancelin driving his year-old Maserati 8CM until a mid-race accident sidelined the charging Maserati. Nuvolari, also in a Bugatti Type 59, and Piero Taruffi in one of the Scuderia Ferrari Alfa P3s tussled mid-race until they encountered mechanical problems. Through it all the young Guy Moll, in his first race for Scuderia Ferrari, drove consistently and eventually rose through the pack to lie second behind the great Chiron. Guy Moll was nearly two months shy of his 24th birthday when he took his first start as a member of Scuderia Ferrari. An Algerian, like fellow Scuderia Ferrari driver Marcel Lehoux, he had first risen to prominence two years before, driving Lehoux’s Bugatti to 3rd place in the Czechoslovakian Grand Prix. Moll acquired a 2.6 liter Alfa Romeo Monza in 1933 and showed a blend of consistency and quickness, which marked him as an up-and-coming driver. He was one of the private entrants who sent a deposit to Alfa Romeo for a customer P3 but unlike most of the disappointed privateers, when Alfa decided to restrict the P3s to Scuderia Ferrari Moll, along with his countryman and patron Lehoux were added to the team. Showing fine balance between speed and reliability, Moll pursued the veteran Chiron, who had built his lead to nearly two minutes, almost a full lap, through the streets of Monaco. Then, on the penultimate lap of the 100 circuit race, Chiron miscalculated at the station hairpin and entangled his P3 in the sandbag barrier. It took him nearly three minutes to extricate the Alfa while Moll swept by and took the victory by just over a minute. Dreyfus’s Bugatti interrupted a P3 train, finishing 3rd ahead of Lehoux, both a lap in arrears to Moll and Chiron. The P3 swept the podium spots a total of four times in 1934 at Tripoli (Varzi, Moll, Chiron), Penya Rhin (Varzi, Chiron, Lehoux), the French GP (Chiron, Varzi and Count Trossi (with relief from Guy Moll)) and the GP de la Marne at Rheims (Chiron, Moll and Varzi/Marinoni). At Bordino the P3s were 1-2 (Varzi, Chiron) with Tadini 3rd in a 2.6 liter Monza. One of the more remarkable P3 wins came when Achille Varzi won the Targa Florio. Guy Moll continued to run fast and carefully planned races, taking an important victory on the German teams’ home turf at the Avus-Rennen on the day before his 24th birthday in a special streamlined 3.2 liter Alfa Romeo P3. In the Coppa Ciano on July 22 Varzi and Moll battled throughout the 241 km event. The veteran Varzi eventually took the victory, but Moll’s talent and race-craft were now thoroughly evident. At the Coppa Acerbo held on the 16 mile Pescara circuit on August 15 the German teams appeared in force with three of the eight-cylinder supercharged W25’s putting 350hp in the hands of Caracciola, Fagioli and champion motorcycle rider Ernst Jacob Henne and two 16- cylinder 295hp Auto Union Type A’s in the hands of Hans Stuck and Wilhelm Sebastian up against the 255hp Alfas. Their performance decisively showed where the rest of the season was headed, particularly the Mercedes team which were both fast and quick. The race started on a wet track exploited by Caracciola who set a blistering pace. Stuck, Varzi and Fagioli (Auto Union, Alfa P3 and Mercedes respectively) battled for second until Caracciola was caught by a rain shower and crashed. Fagioli now led but had to pit for tires. The new leader? Guy Moll. A fuel stop dropped Moll to third behind Varzi (who had taken over Pietro Ghersi’s Alfa P3) and Fagioli which became second when Varzi pitted for new tires. Running hard with only two laps of the 20-lap contest remaining, Moll came up to lap Henne in the Mercedes W25 on the Montesilvano straight. The Alfa twitched, some say blown off its course by the sirocco wind off the Adriatic Sea, spun off course, bounced through a ditch, hit a bridge and finally was arrested nearly a quarter mile away by the wall of a barn. Guy Moll, only twenty-four and the rising star of Scuderia Ferrari, died shortly thereafter A brilliant career was cut short, but not before accomplishing a feat – winning his first grand prix with a factory team – that few others have achieved. In Guy Moll’s case it came, further, at the age of only 23, in an era when experienced drivers enjoyed a distinct advantage. Guy Moll’s 1934 Monaco Grand Prix victory was an accomplishment that remained unmatched for well over a half-century – winning his first grand prix at the age of 23 years, 314 days. ALFA ROMEO TIPO B (P3) S/N 5006 The few surviving records from Scuderia Ferrari in the thirties do not identify which cars were driven in the many races that the Scuderia contested, (frequently more than one on a given weekend). The team was in business both to satisfy its patrons’ desire to compete and to appear as often as possible in its quest for starting and prize money. Ferrari used at least seven P3s in the 1934 season, with races and hillclimbs coming on successive weekends throughout Europe and North Africa. What is settled, however, is that the car offered here, chassis 5006, stamped with the Scuderia Ferrari identification SF33, was one of the first P3s built in 1932. It would have been actively employed by Scuderia Ferrari throughout the 1932-1934 seasons, and has been consistently described since just after World War II as the “1934 Monaco Winner”, a conclusion supported by period photos of Guy Moll at Monaco driving a P3 with features that are shared by 5006/SF33 With the advent of the fully independent suspension Alfa Romeo 8C-35 in 1935, 5006/SF33 was sold to Raphael Bethenod de Las Casas who raced under the pseudonym Georges Raph. He employed 5006/SF33 for the balance of the thirties throughout Europe, retiring it as the clouds of World War II darkened the skies of the continent. Following the war it was acquired by Anthony Powys-Lybbe in England who raced it with some success, winning the Wakefield Trophy at Curragh outside Dublin in both 1949 and 1953 and taking the Frank O’Boyle Trophy at Dundrod in Ulster in 1950. John Vesey acquired it sometime later, contesting VSCC events in 1955, then it was purchased by W.H. “Bill” Summers, one of the preeminent early British collections who, with Peter Waller, raced it into the sixties It is believed that it was during Summers’ ownership that 5006/SF33’s engine failed during a race weekend in Rouen in France. At some point thereafter, another original P3 engine was fitted, this one the rear engine from the Bimotore, a twin engine experimental grand prix car that – while brutally fast – was too heavy and too hard on tires to find success on the racetrack. (The Bimotore had been dismantled, although it has since been restored by the Donnington collection, in whose care it remains today.) The next owner of 5006/SF33 was Neil Corner, whose collection of avidly raced and demonstrated historic GP machines is legendary. The originality, continuous history and exemplary condition of 5006/SF33 appealed to Corner, not to mention the performance of its engine and chassis, and he regularly used it in historic race events as well as lending it for display in the famed Donington Collection. After nearly two decades in Corner’s collection 5006/SF33 was sold to a Japanese collector in the early 1980s where it remained, carefully displayed and maintained without regard to cost, until 2000. It is no trailer queen, but rather a potent, historic example of the finest grand prix car of the early thirties, an age which most commentators – both today and more importantly in contemporary accounts – describe as “The Golden Age” of grand prix competition. Serving Scuderia Ferrari through three years of intense competition, it was driven by the finest drivers of the preeminent team in a legendary period. Its history is solid and its acceptance as Guy Moll’s 1934 Monaco Grand Prix winner through a continuous ownership history from Georges Raph through Neil Corner carries great weight. An authority no less particular than Denis Jenkinson in his 1987 Directory of Historic Racing Cars gave 5006/SF33 his highest accolade, describing it as “Genuine.” Powered by one of the most glorious high performance engines ever built, with a lightweight, balanced and competent chassis and elemental lightweight coachwork, Alfa Romeo Tipo B P3 5006/SF33 is the ultimate in thirties racing cars. It is eligible for the most enjoyable and important historic events where its participation will be welcomed by the most discriminating organizers Chassis no. 5006

  • USAUSA
  • 2005-08-19
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1967 FERRARI 275 GTS/4 NART SPYDER

1967 FERRARI 275 GTS/4 NART SPYDER COACHWORK DESIGNED BY PININFARINA, CONSTRUCTED BY SCAGLIETTI Chassis No. 10691 Engine No. 10691 Blue Sera Metalicata with black leather interior Engine: 60 degrees aluminum V12, dual overhead camshafts, six Weber 40 DCN9 dual throat downdraft carburettors, 3,286cc, 300bhp at 8,000rpm, 240 lb-ft at 6,000rpm; Gearbox: 5-speed transaxle; Suspension: Front and rear, independent by unequal control arms with coil springs and tubular shocks; Brakes: disc, 315mm front, 298mm rear. Left hand drive. Ferrari's 3.3 litre 275 GTBs shared a direct lineage from the great Ferrari sports-racers, not only mechanically with their fine Colombo-origin V12 engines, but also with Pininfarina's visual integration of elements of GTO, Tour de France and 375. They departed significantly from the past, however, with Ferrari's first fully independent road car suspension and rear-mounted transaxle. Lightweight, lithe and quick, the 275 GTB has become accepted as the ultimate expression of front-engined Ferrari grand touring. Introduced in 1964 with a two cam engine, in 1966 the 275 GTB posted another milestone for Ferrari when the 275 GTB/4 became the first road Ferrari with dual overhead camshafts on each bank of the V12. Its racing heritage was underlined by the standard 6-Weber carb setup and the change to dry sump engine lubrication, the engine of a car designed to be driven long, hard and fast. In addition to the 275 GTB, Ferrari also offered the 275 GTS Cabriolet. However, the GTS was not a spyder in the traditional Ferrari sense of a light and nimble open performance car. A comfortable and well appointed boulevardier, the GTS left a gap in the Ferrari 275 lineup that begged for a spyder, analogous to the niche which had been filled by the 250 GT California Spyder. Luigi Chinetti proposed exactly such a model to be built in a limited series by modifying 275 GTB/4 Berlinettas during their construction at Scaglietti. The factory approved the idea, on condition that it be solely Chinetti's project. The result was the famous 275 GTS/4 NART Spyder, named for Chinetti's North American Racing Team. Appropriately, the first car delivered, 09437, was hastily entered in the 1967 Sebring 12 Hours driven by Denise McCluggage and Pinky Rollo where it finished second in its class (17th overall), on the same lap as the class winner, a race-prepared Shelby GT 350. In the NART's contemporary road test at Sebring, Road & Track was glowing in its comments, particularly praising the four cam engine, suspension, and the stiff and rattle-free body (even after over 1000 miles on the notoriously rough Sebring race track), calling it the most satisfying sports car in the world. And it was quick: 0-60 in 6.7 seconds; quarter mile in 14.7 seconds at 99 mph; top speed 155 mph. By comparison, Road & Track recently tested the high tech paddle shift F355F1. It was only 1.4 seconds faster in the quarter, and experience shows that much of the difference is in today's superior and wider tires. Time and circumstances overtook Chinetti's plans, however, and only ten NART Spyders were built. The paucity of NART Spyders combined with their ample power, superb handling, driveability and a shape that integrated style, aggressiveness and the allure of wind-in-the-hair motoring make it one of the world's most coveted automobiles. The example on offer today is one of those ten rare NART Spyders. Chassis No. 10691 was originally delivered by Chinetti in Blue Sera Metalicata in early 1968 to Mr. Donald Rose in New York, who traded in his 330 GTC against the NART Spyder. The NART was owned until the mid 1980s by Mr. Rose, when it eventually migrated west (after a brief period as part of the Obrist Collection in Switzerland) into the hands of well-known enthusiast and proprietor of Beverly Hills Motoring Accesories, Andy Cohen. In a recent conversation, Mr. Cohen recalled the NART Spyder as being a very original and low mileage car. Mr. John Moores then purchased the NART in 1992 from its lady owner and although it was in excellent overall condition, it was decided that a thorough restoration to bring the NART Spyder back to its original glory was necessary. It was restored in its original Blue Sera Metalicata under the supervision of Junior's House of Color. The leather interior is by recognized master, Tony Nancy. Following restoration, it appeared at the 1994 Ferrari Nationals at Monterey along with four other NART Spyders and was judged the best of the group, and won Best Car of the 1960s. The NART Spyder also won First Place at the Santa Barbara Concours and the Newport Beach Concours. The car runs and drives superbly, and is offered with its complete tools and manuals. It is fitted with the correct period radio and Borrani wire wheels, the only options offered on the NART Spyder. This Ferrari 275 GTS/4 NART Spyder is among the most important open Ferraris. It is rare. It has a modern chassis. It has great numbers: twelve cylinders, six Webers and four cams. It is quick. And it is sublimely aggressive and beautiful. This is a unique opportunity to acquire a coveted example of Maranello's finest. The purchaser will not only gain the personal satisfaction of owning one of the ten genuine NART Spyders, but can be assured that the purchase will benefit an excellent cause. Christie's is delighted to be offering this exceptional motor car on behalf of the Scripps Research Institute. WITHOUT RESERVE

  • USAUSA
  • 1998-08-16
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1930 Duesenberg Model J Dual-Cowl Phaeton by Murphy

265 bhp, 420 cu. in. DOHC inline eight-cylinder engine, three-speed Warner Hi-Flex 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. 54 years of single-family ownership One of only three original Murphy Dual-Cowl Phaetons Original chassis, body, firewall, and engine Formerly owned by renowned Duesenberg historian Raymond Wolff Wonderful patina, purity, and presentation THE MURPHY DUAL-COWL PHAETON Franklin Q. Hershey was a brilliant young stylist who would later relocate to Detroit, where he was responsible for adding the “Silver Streaks” to Pontiacs, and led the creation of the 1955 Ford Thunderbird. More than any other designer, Hershey was responsible for creating California coachbuilder Walter J. Murphy’s “look” for Duesenbergs in the early 1930s, distinguished by elegantly curved cowlings with windows that disappeared into “cuts” in the doors, giving convertibles the appearance of a fleet roadster or touring car, and minimal ornamentation. Hershey’s Duesenberg dual-cowl phaeton design incorporated a Murphy signature, a vee’d rear windshield mounted on a two-piece tonneau, hinged in the middle. Adjusting one side of the windshield allowed the tonneau on that side to be lifted so that one passenger could get out without disturbing the other—solving a common problem of the dual-cowl design. A bonus was that the so-called “butterfly” windshield, combined with Hershey’s gorgeous detailing, gave the Murphy dual-cowl phaeton a lightness of line that few other Model Js could equal. Three original Murphy dual-cowl phaetons were produced for the Model J, all on short-wheelbase chassis, along with a fourth long-wheelbase car that was restored with a second cowl in the late 1950s. Of the three short-wheelbase dual-cowl phaetons, it is the car offered here, J-347, which has the best and purest ownership history, known back to the first caretaker. It has never been damaged, nor had any of its original major components replaced. Most importantly, it has remained with the same conscientious owners for nearly 55 years. J-347: SAVAGE HEART According to the records of the late ACD Club Duesenberg Historian Raymond J. Wolff, Model J chassis number 2366 and engine number J-347 was bodied by Murphy as a dual-cowl phaeton and delivered to John F. Howard. Typical of the interesting men who owned Duesenbergs, Mr. Howard was famous as “the Mayonnaise King,” having made millions from a line of salad dressings produced to his wife’s recipes in Haverhill, Massachusetts. He subsequently relocated to Mexico, where he secured a divorce from the same wife, and it was there that the Model J was sent from its birthplace in Southern California. It would be the first of two Duesenbergs that the Mayonnaise King purchased, the second being a Willoughby-bodied Model SJ limousine which, alas, no longer exists. Each of the three Murphy dual-cowl phaetons differed in its detailing. Howard’s car featured windows in the front doors, which, when raised, served as “wind wings” for high-speed driving. When lowered, the windows hide completely from sight, under metal shutters, as on the famous Murphy convertible coupes. In February 1945, J-347 passed to its next known owner, Antonio Llegoreta Gonzalez, via a Mexico City dealership. A succession of short-term Mexican owners followed over the next several years, ending in 1950 with its acquisition by the ALTA film studio. In this ownership, the car was reportedly featured in the film Corazon Salvaje (“Savage Heart”). The car’s next Mexican owner elected to put it into storage, in his own unusual way—in the parking lot of the airport in Mexico City, surrounded by a short brick wall, roughly the height of the car. Crude though this arrangement may have been, it did preserve the car from theft, and the car was still walled up in the parking lot when discovered in 1962 by Raymond Wolff, the Duesenberg historian, during one of his business trips in Mexico. As is documented by copies of letters on file, Wolff shortly arranged to purchase the car and bring it back to the United States, via Monterey, as an excellent, complete original automobile with 43,832 miles. Not long thereafter, Wolff sold the Duesenberg to the father of the current owner, and it has remained in their family now for a remarkable 54 years. The car still wears its original restoration by John Griffin, which the family displayed at Hershey in October of 1963. The dark purple finish and red leather interior are both well-preserved but have a rich patina, which is appealing rather than detracting, as are the low-slung lines of the convertible top. The interior retains a wooden steering wheel from a Mercedes-Benz of the 1930s, a feature the car has had for decades, and which has become something of a signature. Over the years, the Duesenberg has made several appearances at concours d’elegance and at the ACD Club National Reunion in Auburn, Indiana. It also spent time on display in the ACD Automobile Museum as part of their Gallery of Classics. Not merely a display piece, it was also driven on the Duesenberg Tour to Kerrville, Texas, in 2010, without a single problem. It has been detailed for the sale and would be an ideal basis for further freshening and a renewed show career, or for enthusiastic driving in ACD Club events, CCCA CARavans, and the Duesenberg Tour. A wonderfully pure and well-preserved example of a stunning open design, rarer than its contemporaries from Derham, LeBaron, and LaGrande, “the Mexican Duesenberg” awaits a happy new home where it will be enjoyed as it has by the current owners for over half a century. From the “Mayonnaise King” to Mexico City, it has led a fascinating existence, one that is bound to continue for decades to come. It is a magnificent beauty with a savage heart. Chassis no. 2366 Engine no. J-347

  • USAUSA
  • 2016-10-06
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1963 Ferrari 250 GT/L Berlinetta Lusso by Scaglietti

250 bhp, 2,953 cc SOHC V-12 engine with three Weber 36 DCS carburetors, four-speed manual transmission, 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: 94.5 in. The 29th of 350 examples produced Original matching-numbers drivetrain Complete restoration by Motion Products in 2013 FCA and Cavallino Classic Platinum award winner Includes a full set of books and tools Featured cover car for Cavallino magazine Ferrari Classiche certified BERLINETTA LUSSO Few sports cars in automotive history are as universally revered as the Ferrari 250 GT/L, which was introduced to the public at the 1962 Paris Motor Show. Clothed with one of the most gorgeous body designs ever conceived, and benefiting from 10 years of mechanical refinement of the same chassis design, the Lusso was immediately adored by the motoring press and has since grown to be widely regarded as one of the finest GT cars in history. By the time of the Lusso’s debut, the 250 GT chassis had been in production for almost a decade, and it had considerably evolved from lessons learned in competition. Many developments undertaken in the racing Testa Rossas and 250 GT berlinettas had found their way to the concurrent Pininfarina cabriolets and coupes. Internally classified as chassis type 539 U, the 250 GT/L featured four-wheel disc brakes, coil springs over shock absorbers, and an improved rear suspension borrowed from the legendary 250 GTO. The Lusso’s 3-liter Colombo short-block V-12 was essentially the last in the road-going 250 series, featuring competition proven outside-plug ignition and single porting, and tuned to develop 250 horsepower in standard form (though with six Weber carburetors, the motor could be coaxed to go much further). Scaglietti put the finishing touches on this magnificent platform by crafting one of most celebrated body designs of all time, courtesy of Pininfarina. The front end is reminiscent of Ferrari’s 1950s sports-racing cars, with a gaping egg-crate fascia and bulbous fenders leading to a more decidedly 1960s tail design that is distinguished by a fastback glass piece and a Kamm tail. Perhaps the most successful overall grand touring design from Maranello’s vintage period, the 250 GT/L was produced in a modest quantity of 350 examples, many of which were owned by luminaries like Steve McQueen. The Lusso has today evolved into one of the most collectable and celebrated of the vintage Ferrari road cars, offering both modern driving quality and timelessly beautiful appearance. CHASSIS NUMBER 4415 This breathtaking 250 GT/L claims a number of unique distinctions, including documented ownership history, an early multi-decade period of care, and certification by Ferrari Classiche. Also the beneficiary of a recent restoration by the esteemed Motion Products in Wisconsin that totaled nearly $680,000 and resulted in numerous accolades from the FCA, this beautiful car is undoubtedly the finest Lusso offered by RM Sotheby’s in many years. According to the research of marque historian Marcel Massini, chassis 4415 completed assembly on 27 April 1963 and was delivered new to Luigi Chinetti Motors in Greenwich, Connecticut, the following June. The car was reportedly sold to an unknown owner who returned it to the dealer a short time later. In 1964, the Ferrari was then purchased by its second owner, William Moore, and he went on to retain possession for 30 years, ensuring consistent care through the car’s early decades. In 1990, Mr. Moore had the 250 GT restored and painted red, and by the mid-1990s its odometer was showing only 24,100 miles. By 2001, chassis 4415 was purchased by marque collector Leslie Hepp of Dix Hills, New York. Mr. Hepp also owned a 365 GTB/4 Daytona and a 275 GTB Alloy, and he soon registered the GT/L with New York license plates "LUSSO!" In 2003, a complete restoration was entrusted to Lindley Restorations of Sanatoga, Pennsylvania, during which the exterior was refinished in black. In this pristine state, the car was presented in October 2005 at the Inaugural New York Concours d’Elegance staged in Central Park, where it earned a first-in-class award. In August 2008, Mr. Hepp offered the Lusso for sale during Pebble Beach car week, and the beautiful Ferrari was then purchased by Herb Chambers, an owner of several dealerships based in Massachusetts and Rhode Island. Mr. Chambers kept the GT/L for about three years before it was purchased by the consignor. A stickler for precise details and presentation, the new owner immediately realized that he would only be happy with a full restoration, even though the car’s cosmetic weaknesses consisted merely of minor paint blemishes and a mildly patinated upholstery. In 2012, the Lusso was entrusted to Motion Products in Neenah, Wisconsin, the respected restoration house founded by the late Ferrari expert Wayne Obry. Mechanically, every major component was properly rebuilt, including the engine, transmission, and differential. The brakes, suspension, and steering box were also refurbished, a new wiring harness was installed, the instruments were properly reconditioned, and the exterior was media-blasted to bare metal and repainted in grigio ferro (iron gray). The interior was fitted with new Bordeaux leather upholstery and light grey carpeting, and all the brightwork was re-chromed. New 6½-inch wide Borrani wire wheels with knock-off hubs completed the restoration, which totaled nearly $680,000. Following completion of the exacting refurbishment in 2013, the Lusso debuted at the XXIII Cavallino Classic in January 2014 where it received a Platinum award. A day later, the car won an Excellence-in-Class award at the Mar-a-Lago Concours d’Elegance. Later that year, the 250 GT was celebrated with a cover feature in the October/November 2014 issue of Cavallino magazine, and the car returned to the Cavallino Classic in January 2015, this time winning a Gold Award. The Lusso was also exhibited at the Pinehurst Concours d’Elegance in May 2015, and at Concorso Italiano the following August, where it was awarded Best V-12 Ferrari. At the FCA’s 2015 International Meet in Monterey just after the Pebble Beach Concours, the Lusso earned the coveted Platinum award. Accompanied by a correct toolkit and manuals, this arresting 250 GT Lusso continues to display the immaculate benefits of 30 years of single ownership and the recent rotisserie restoration by Motion Products. With ideal cosmetic and mechanical condition that is eminently worthy of its distinguished concours pedigree, this early GT/L beckons Maranello purists to indulge in one of the finest possible examples of the legendary model. To further bolster its provenance, 4415 has been authenticated by Ferrari Classiche as a matching-numbers example that retains all of its major original drivetrain elements, making for a particularly pure example. Nothing short of sensational, this breathtaking GT/L should attract the attention of Ferrari enthusiasts worldwide, offering an ideal candidate for major concours presentation or driving events. The Lusso would constitute an important addition to any collection as arguably one of the finest examples ever to cross the block. Chassis no. 4415 Engine no. 4415 Gearbox no. 29

  • USAUSA
  • 2016-08-19
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2005 Maserati MC12

630 bhp, 5,998 cc DOHC 65-degree V-12 engine, six-speed Cambriocorsa paddle-shift transmission, front and rear suspension with double wishbones, steel dampers, and coaxial coils and springs, and four-wheel Brembo cross-drilled and ventilated disc brakes. Wheelbase: 110.2 in. The Italian supercar…perfected! Maserati FIA GT racing pedigree and design...for the road! The 31st of only 50 examples built; unquestionably one of the finest in existence Two owners and less than 770 kilometers from new One of the most stylish designs of the modern era Can one improve upon the Ferrari Enzo? This was the question Maserati faced when they decided to produce their own supercar. As Maserati was again coming into its own in the early 2000s, the company looked to make waves in the industry with an incredible, world-beating machine. Like Ferrari, Maserati was owned by Fiat S.p.A., so it only made sense for them to utilize the platform of the incredible 2002 Enzo, the gold standard of supercars, to their advantage. But the question was, how could they improve upon a car that was already so spectacular in all regards? Beginning with Enzo underpinnings, Frank Stephenson swathed the MC12 in its own unique bodywork. The design shared little of that of the Enzo and offered the car a look and character that were dramatically all its own. Furthermore, the MC12 featured a removable hardtop, allowing its driver to get that much closer to the sound and fury of the car’s incredible engine, which sat just inches behind their fortunate ears. Thanks to its newer proportions and especially large rear spoiler, the MC12 also created more downforce than an Enzo. It was only natural that it would be geared towards racing. Unlike the Enzo, Maserati campaigned the MC12 in the FIA’s GT and GT1 World Championship series and saw considerable success. The MC12 helped Vitaphone racing secure five consecutive Team Championships and a sixth for the first season of GT1 in 2010. Additionally, Maserati won the Manufacturer’s Cup in 2005 and 2007 and six Drivers’ Championships, four in the FIA GT Championship from 2006 to 2009, one for the 2006 Italian GT Championship, and another within the newly formed FIA GT1 class in 2010. NUMBER 31 OF 50 As was the case at Ferrari with the Enzo, Maserati essentially hand-selected the MC12’s original owners, limiting them to the most loyal supporters of the factory. Among those was the late Benny Caiola, a well-known New York-based enthusiast and collector of Italian supercars, to whom the MC12 offered here was originally delivered, which he in turn had federalized for use as a street car in the U.S. The MC12 created a clamor among Maserati enthusiasts to own what was, unequivocally, the greatest road going automobile that the company had ever built, as well as Maserati’s first mid-engined street-legal car. The company had intended for the car to make an impact, and it did so, in true Ferrari fashion, by strictly limiting the number that would be built to only 25 cars. Each vehicle was hand-finished, with exacting attention to detail, and finished in a brilliant two-tone blue and white color scheme. However, apparently the urging of customers proved too much for Maserati to resist. Looking to not only please their demanding customers but also to celebrate the car’s racing success, Maserati eventually produced a second run of 25 cars, for a total of a still very limited 50 examples. Mr. Caiola was well known for driving his cars on the track and in various events with skill and vigor, including his Ferrari FXX in the company’s Corse Clienti program. He could no doubt handle the car’s 6.0-liter V-12 and 630 horsepower with ease, hence why Maserati selected him for the MC12. However, this MC12 saw little road use and was instead often shown at various concours events, even taking Best in Class honors at the Manhasset Concours d’Elegance in 2007. It was always subject to the best of care while in Mr. Caiola’s ownership, including proper and routine service, ensuring that it would remain “like-new” throughout. Caiola intended his prized example, the 31st of 50, to be preserved exactly as it had come from the factory for future generations to appreciate and enjoy. Following Mr. Caiola’s unfortunate and untimely passing, the current and only second owner acquired the MC12 through Autosport Designs, of Huntington Station, New York, in 2011. He has continued the process of preservation and regular service that had been started by his predecessor. From the time of purchase, the MC12 has traveled under 40 kilometers, all from transit and the occasional short drive to ensure that everything remains in proper running condition. Most recently, Maserati of Central Florida completed an engine-out service in 2013, which involved replacing the clutch, and the MC12 has accumulated just over 10 kilometers since; as a result, it remains ready to drive at a moment’s notice. The MC12 is accompanied by a complete set of books, its proper car cover, and service records from its current ownership. The MC12, undoubtedly the most desirable and most exciting car Maserati has produced to date, not only gave Maserati a firm foothold in the supercar arena, but it also reintroduced the Trident to international racing with exceptional results. As a result, it is also one of the most significant modern Italian supercars. Furthermore, as superb examples of the Ferrari Enzo, of which 400 were produced, have rocketed past the $3-million mark, one should consider that the MC12 is substantially rarer still. The model, with only 50 examples built, is statistically faster around a race track, and very importantly, it offers open-top motoring. This car’s offering, with 767 original kilometers on its odometer, marks an almost unbelievably attractive opportunity, not only for the driving enthusiast but also for the collector in search of rarity and value. Add to all that the distinguished provenance and documented care and service that came from Benny Caiola’s ownership, and the astute motorist is left with a desirable supercar, one with a portfolio that is nothing short of perfect. Addendum Please note that due to California emissions this vehicle will need to be purchased by a dealer or out-of-state resident. Chassis no. ZAMDF44B000016975 Serial no. 31/50 Engine no. 000066 Assembly No. 017560

  • USAUSA
  • 2015-08-13
Hammer price
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1960 Aston Martin DB4GT

302 bhp, 3,670 cc DOHC twin-plug alloy inline six-cylinder engine with triple Weber carburetors, four-speed synchromesh alloy-cased manual transmission with overdrive, four-wheel coil-spring suspension, and four-wheel disc brakes. Wheelbase: 95 in. The ultimate “race and road” car; Aston Martin’s “250 GT TdF” An original U.S.-delivery, left-hand-drive example Purchased new by Chicago sportsman Edward Gaylord Known U.S. history from new THE ASTON MARTIN DB4GT The 1959 year was a happy one in Newport Pagnell. Aston Martin achieved outright victory at Le Mans, scoring 1st and 2nd overall, with drivers Carroll Shelby and Roy Salvadori at the front, followed by Maurice Trintignant and Paul Frere in second. Aston Martin also took the World Sportscar Championship title, and they were the smallest manufacturer to ever do so, before or since. One of the first cars away at the 24-hour race that year was also an Aston Martin that was painted the same light green as the victorious DBR1s. It was a prototype for a competition-oriented version of the company’s newly introduced grand tourer, the DB4. In September 1959, the production version of that car, dubbed the DB4GT, debuted at the London Motor Show. It had been developed from the production DB4 for increased performance, and it was shorter, lighter, and more powerful. The bodywork was of incredibly thin 18-gauge aluminum alloy, the wheelbase was reduced by approximately five inches, and the rear seats were deleted on all but three special-ordered cars, all in order to reduce its weight by some 200 pounds. The engine was extensively modified, with a higher 9:1 compression, a twin-plug dual-ignition cylinder head, and triple dual-throat Weber 45 DCOE carburetors, and it could produce an outstanding 302 brake horsepower at 6,000 rpm. This was a useful increase from the claimed 240 brake horsepower of the standard DB4, and it qualified the DB4GT as the most powerful British automobile of its era. Maximum speeds during testing reached 153 mph, with a 0–60 time of 6.1 seconds. This 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, which was a tribute, in part, to its uprated Girling braking system, which was used on Aston Martin’s competition sports racers of the era. Outwardly, the DB4GT was distinguished by faired-in headlamps with Perspex covers, which was a popular feature that was soon adopted for the DB4 Vantage and later the DB5 and DB6 models. The backlight and rear quarter windows were also of Perspex on many examples, but the bumper overriders were deleted and the roll-down windows were frameless within the 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 trunk. Special lightweight Borrani wire wheels, usually with 42 spokes, light alloy rims, and distinctive three-eared knock-offs, completed this potent package. The interior was trimmed to full Aston Martin road car specification and featured fine Connolly leather upholstery and deep pile Wilton carpet. The evocative dash binnacle on the GT cars benefited from the addition of an oil temperature gauge in addition to the standard array. DB4GTs represented a strong challenge to the dominance of Ferrari in GT racing, and they enjoyed considerable victories. Starting in 1959, the GT was raced by the Works team and John Ogiar’s Essex Racing Stable and was driven by the likes of Roy Salvadori, Stirling Moss, Jim Clark, and Innes Ireland, earning its stripes every weekend on the racing circuit. In December 1959, at the Bahamas Speed Week, when another driver rolled the DBR2 intended for Moss, the Works “borrowed” back a DB4GT just delivered to a Caribbean customer, and Stirling handily won the next race in an Aston was plucked from the parking lot! Indeed, the GT was a dual-purpose car, equally at ease on the track as it was on a Grand Tour. As noted by Aston Martin historian Nick Candee, “Rivalry was intense, as Aston broke Ferrari’s winning streak. The short-wheelbase DB4GT was Aston’s response to the Ferrari 250 GT ‘Tour de France.’ Ferrari retaliated late in 1960 with the great 250 GT SWB. Aston then countered with the extremely lightweight DB4GT Zagato in 1961. Ferrari then launched its ne plus ultra GTO in February 1962.” The Cobra-Ferrari wars may be more famous, but the Aston-Ferrari wars were no less fierce. Between 1959 and 1963, Aston Martin built a mere 75 DB4GTs, and of those, 45 were supplied in right-hand drive and 30 were in left-hand drive. The model remains among the most beloved of all Astons, and it is unmatched for its unique combination of performance and roadability. It is, as Nick Candee described, Aston’s 250 GT TdF, with all the power and all the thrills but at a quarter of the modern-day price. CHASSIS NUMBER DB4/GT/0119/L As is recorded on its Aston Martin Dorset build sheet, chassis number DB4/GT/0119/L was delivered on March 15, 1960, to J.S. Inskip, the Aston Martin distributor and dealer in New York City, and a year-long guarantee was also issued the same day. The car was originally finished in Carmine over a black Connolly leather interior, and it featured a Smiths speedometer, a Motorola radio, and Avon Turbospeed tires. The original owner was a man well known to the sporting circles of the time. Edward Gaylord and his brother, Jim, were the heirs of the inventor of the bobby pin, whose design had been patented and no one ever built a better “mousetrap.” The baby boom made the Gaylord family fabulously wealthy, and the Gaylord brothers, when not running the family business, spent their time indulging their favorite passion: automobiles. Edward Gaylord owned the famous Franay-bodied Rolls-Royce Phantom III that eventually made its way into the Nethercutt and Harrah collections, as well as several important Ferraris and, of course, this DB4GT. The Gaylords even built their own grand tourer, the short-lived Gaylord Gladiator, in 1956. Mr. Gaylord eventually sold his DB4GT to Ted Holmes, of Mattoon, Illinois, who drove the car to Sebring at least once. Sometime later, Mr. Gaylord repurchased the car, which involved a partial trade with a 1958 Edsel Station Wagon! He sold the Aston to L. Kunetka, whose address was on the tony Lake Shore Drive in Chicago. From Kunetka, it was passed to a James Greener and then to Greener’s niece, Jody Perry. Many of this car’s early years were spent with enthusiasts in the Chicagoland area. Ms. Perry sold her Aston Martin to well-known Aston enthusiast Gene Sorbo, of Massachusetts, from whom it was acquired in 1989 by another collector, the late Dennis Machul. Mr. Machul was an Aston Martin Owners Club member and was known for his vintage racing activities all over the East Coast. Under his ownership, the car was restored to its present appearance, reportedly with only 40,000 miles on the odometer at the time. Since 2001, the car has remained in prominent collections in the western United States. The car remains today much as it was when delivered, with the exception of a change in color to the present rich metallic Royal Blue and its tan leather upholstery. A replacement block was installed in earlier ownership, as the original engine had given up while the DB4GT was being used as its manufacturer intended. Chrome wires shod in blackwall tires, dual fog lamps mounted below the nose, and the DB4GT’s usual lack of bumpers give the car a wonderfully sporting and purposeful appearance, as if it is just begging to take to the track for more happy miles. The DB4GT is one of the most desirable Aston Martin models. It provides an unmatched and thrilling road going experience for the true enthusiast and has been best described as the automobile that James Bond would have driven on weekend track days. This original U.S.-delivery, left-hand-drive car, which has known history since new that begins with one of the Midwest’s best-known connoisseurs, is a wonderful example. Chassis no. DB4/GT/0119/L Engine no. 370/0275/GT

  • USAUSA
  • 2014-08-15
Hammer price
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1971 Lamborghini Miura SV

385 bhp, 3,929 cc transverse mid-mounted alloy DOHC V-12 engine, Weber twin-choke carburetors, five-speed manual gearbox, independent front and rear suspension with A-arms, coil springs with tubular shocks, and anti-roll bars, and four-wheel hydraulic disc brakes. Wheelbase: 98.42 in A genuine Miura SV that has been beautifully restored Best in Class winner at The Quail in 2009 Recent servicing and mechanical overhaul An exceptional example of “the original supercar” The first “supercar” from Lamborghini, and perhaps the first supercar the world had ever seen, was the P400 Miura, and when it was first unveiled at the 1966 Geneva Salon, its impact was nothing short of extraordinary. Simply stated, the Miura looked like nothing else on the road, and it marked a paradigm shift in the design of high-performance cars. Its sensuous lines were undoubtedly indebted to the placement of its engine, which was mounted transversely, just behind the passenger compartment. The Miura’s performance matched its looks, and the car would go on to be the poster child for a petrol-fueled generation. As such, Miuras could often be found in the garages of many of the most fashionable celebrities of the day, including Miles Davis, Rod Stewart, and Frank Sinatra. Marcello Gandini penned the gorgeous design at the age of 27, and it beautifully encapsulated the youthful spirit of the age. The car was beautifully styled throughout, with intricate details that would always bring a smile to the driver’s face when interacting with the car, such as the shape of the doors, which were supposedly modeled off of the horns of a raging bull. To many, it boasted the perfect automotive silhouette, as it was just as muscular as it was sensual. The final iteration of the Miura, the SV, featured numerous changes over the already spectacular P400S that came before it. The SV featured improved handling, thanks to a slightly revised suspension, which helped to remove the “front-end lightness” so characteristic of the earlier cars; in turn, the rear bodywork was made slightly wider. Perhaps the most notable changes were to the engine, which featured lager carburetors and slightly different cam-timing, as they made the SV much more user-friendly at lower rpms. With its engine producing 385 brake horsepower, the SV boasted incredible performance. A sprint to 60 mph from a standstill took just 5.8 seconds, and its top speed was quoted at 180 mph. This particular Miura SV was built on September 22, 1971, during the first year of SV production, which saw a total production of 70 models. A few weeks later, on October 8, it was delivered new, wearing Giallo Miura and a black interior, to German Lamborghini importer H. Hahn. Following its delivery to H. Hahn, it is believed that the car travelled directly to Japan, where it remained for over 30 years and was later featured in a 2004 issue of Japanese magazine Supercars for a track test. Following the publication of the article, chassis number 4942 found its way to a new owner, who commissioned a full restoration. Partially through the restoration process, after the engine and transmission had been removed and the paint stripped from the body, the car was painted orange, but unfortunately, the paint was improperly cured and the finished was ruined as a result. At that point, the restoration was halted, and in 2007, the car was sold “as is” to a Rancho Santa Fe collector, who decided to continue with the restoration. The interior was found to be mostly intact, with black leather seats with blue inserts and a black vinyl dash. The paint was stripped once more, and the original color, a deep yellow that shines almost orange, was found in the door jams; thus, the car was repainted in that color. The subsequent full rebuild that followed took more than a year to complete, and it was documented with over 400 photos. The chassis was found to be rust free, and the engine was confirmed, according to information provided in Joe Sackey’s book, The Lamborghini Miura Bible, as the original unit that was delivered with the car, which had been rebuilt from the ground up, along with the ZF five-speed transmission, the limited-slip differential, the Girling ventilated disc brakes, and the suspension. The electric system was replaced with new components, and the interior was upgraded to full leather, not just on the seats, which was an option when the car was new. Additionally, the car sits on its original Campagnolo magnesium wheels, which are wrapped in Avon tires. This Miura has resided with its current owner in Toronto since 2010, and it benefits from a recently completed full rebuild of the engine, carburetors, and transmission by Lamborghini specialists. At the same time, the exhaust was properly cleaned and ceramic coated, the main radiator pipe was replaced and the radiator was recored, and the gas tank was removed, fully cleaned, and restored. At this time, a heavy-duty battery was installed, with a battery cut-off switch, and a second switch was installed to cut off the fuel pump, so the carburetors can be completely drained of fuel before storage. Also, all the wiring components were inspected and rectified. Following the completion of the rebuild, the car has been driven nearly 1,000 kilometers, and the owner reports that it runs beautifully. The full-leather interior is in wonderful condition, and upon opening the glove box, a small sheet of paper can be found within, which lists the date and mileage of the car’s every outing with its current owner. In addition to all of the receipts from its engine rebuild, which total to $137,000, the car is documented by a complete photo album, which documents its previous restoration, and its original owner’s manual. The Miura boasts one of the most iconic automotive silhouettes the world has ever seen, and it is a landmark automobile for what it brought to the entire industry: fantastic performance, brilliant looks, and an incredible sense of style. Had Marcello Gandini never put his pen to paper to design the Miura while at Bertone, there’s no telling where automotive design would be today, as so many cars that followed lend facets of their design to this Raging Bull. This Miura SV still remains in incredible condition following its full restoration, and it is a beautiful representation of the final iteration of the Miura. It would be ideal for the individual looking to finally own the car that once was, or still is, on a poster on his bedroom wall. Addendum This title is in transit. Chassis no. 4942

  • USAUSA
  • 2014-08-15
Hammer price
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1960 Maserati Tipo 61 'Birdcage'

250 bhp, 2,890 cc dual overhead-camshaft inline four-cylinder engine with twin Weber 48 DCO/A3 carburetors, five-speed manual transaxle, independent front suspension with coil springs, de Dion rear axle with transverse leaf springs, four-wheel hydraulic disc brakes, and a tubular trellis frame. Wheelbase: 86.6 in. (2,200 mm) The most celebrated competition record of any Birdcage Maserati Campaigned by the factory-supported Camoradi team Winner of the 1960 Nürburgring 1000 km (Moss/Gurney) A 1960 24 Hours of Le Mans entrant A 2006 restoration by Reilly & Company Proven vintage racing podium contender; eligible for all FIA events Continuous history, with known ownership from new By the late 1950s, the bulk of Maserati’s impressive racing history lay behind it, as the manufacturer struggled to reconcile the expense of competition development with profitability. Yet, despite withdrawing from factory-sponsored motorsports in 1957, one last hurrah remained on the horizon for the Modena automaker, a fitting exclamation point to its stellar competition pedigree. Beset by the cost of engineering a brand-new engine, or building expensive V-12-based cars in any number, Maserati continued developing the sturdy two-liter inline four-cylinder unit from the 200S sports racer. This motor was not prohibitively costly to manufacture, and it would allow them to create a new sports car for privateers. Maserati engineer Giulio Alfieri designed an innovative new chassis, employing a lattice frame of small-diameter tubing, which ensured rigidity with minimal weight (an astonishingly nominal 66 pounds). Though designated initially as the Type 60, the novel chassis was nicknamed the “Birdcage,” for the obvious resemblance, and the evocative moniker has resonated ever since. Alfieri mounted voluptuous factory bodywork over the cutting-edge space frame, and, with the engine canted at a 45-degree angle to lower height, it revolutionized the exterior appearance of sports racers of the period, proving to be highly influential in the years to come and iconic today, as it is among the last to feature the traditional front-engined configuration. The prototype Type 60, chassis number 2451, debuted with factory sponsorship at the Coupe Delamare Debauteville on July 12, 1959, with none other than Stirling Moss at the wheel. In its very first contest, the Birdcage took 1st place overall, setting the stage for a remarkable run. Maserati soon began experimenting with a version of the engine that had a larger displacement, resulting in the three-liter Tipo 61 cars, which began delivery to customers in November 1959. At least one Tipo 60 example was eventually upgraded to Tipo 61 specification, and, as with many such race cars, the two models have essentially come to be regarded almost interchangeably, with 22 total examples collectively produced between 1959 and early 1961. Chassis 2461 was the 11th Birdcage example produced, and it is believed to be the first Type 61 equipped with the larger 14-inch front brake discs. Of particular significance underpinning the model’s competition record is its original ownership by one of the central figures in the Birdcage legend, Lloyd “Lucky” Casner. As a dashing pilot and car dealer based in Miami, Mr. Casner became an early proponent of the Birdcage, buying the used factory prototype (chassis number 2451) for his new racing squad, the Casner Motor Racing Division (abbreviated with Italian flair as the Camoradi team). Entered at the Nassau Speed Week in early December 1959, and driven by Carroll Shelby, 2451 retired early, but Gaston Andrey’s strong performance in s/n 2455 sufficiently impressed Casner to order three more cars, chassis numbers 2458, 2461, and 2464. Of these three examples, 2461 proved to be the most effective, spearheading Casner’s win at the first of the two major Sports Car Championship races, which would establish the Birdcage’s credentials for a generation of competitors. Delivered on March 20, 1960, chassis 2461 was to debut for the Camoradi team at the 12 Hours of Sebring, but, unfortunately, driver Jim Rathmann blew the engine during practice before the race. Fortuitously, the motor was replaced in time for the Nürburgring 1000 km on May 22, 1960. Driven by Stirling Moss and Dan Gurney, two of motorsports’ true legends, 2461 led one of the most dramatic comebacks in racing history after a broken oil pipe prompted a five-minute pit stop during lap 20. Having relinquished the lead, the Birdcage reentered the race in 4th place, with Gurney facing thick mist and drizzle. At one stage, the visibility was so poor that spectators had difficulty seeing across the track. In a dazzling and epic performance, which included overcoming cracked goggles that were smashed by a flying stone, Gurney heroically regained 30 seconds per lap and took the lead by the time he next pitted, firmly establishing him into the top rank of sports car racers. Moss was then able to maintain 1st place after resuming driving duties, propelling 2461 to its initial major victory, and one of two that would indelibly connect Lucky Casner to the success of the Birdcage Maserati. The triumph was celebrated with the feature appearance of 2461 on the cover of the May 27, 1960, issue of Autosport magazine. Next, 2461 was one of three Birdcages entered at the 1960 24 Hours of Le Mans, and one of at least two that featured a longer, modified tail, intended to improve aerodynamics at speed. All three cars were forced to retire early with mechanical issues. Chassis 2461 experienced one more race of note with the Camoradi team, placing 2nd overall at the Swedish Grand Prix on August 7, 1960, driven by Joakim Bonnier. Soon afterwards, the car was sold from the Camoradi stable to an American privateer. Interestingly enough, Lucky Casner went on to win the Nürburgring 1000 km again in 1961, this time piloting chassis 2472 (the final Birdcage, which had, by then, been rebodied by Drogo) with Masten Gregory. This second Nürburgring victory cemented the Birdcage’s status as a Sports Car Championship contender of note. Sadly, Casner, for all his glory under the badge of the Trident, died tragically in a crash while driving a Maserati Tipo 151 during the 1965 Le Mans test weekend. In September 1960, chassis 2461, along with 2464, was purchased from Camoradi by Alan Connell, of Fort Worth, Texas, who was the 1959 champion of the SCCA’s Modified Sports Car Class. Mr. Connell entered 2461 in no fewer than five different races over the next four months, placing 1st overall at the USAC Consolation Race at Riverside (part of the Times Grand Prix) on October 16 and 5th overall at the SCCA event at Daytona on November 13. Following the end of the 1960 season, to remain competitive, Mr. Connell’s mechanic, John Miller, installed a Ferrari 250 TR V-12 engine (sourced from Ferrari chassis number 0724TR). This measure was not an altogether unusual step for a Birdcage at the time, as several owners were installing V-8s of various types. Strong results followed, with a 1st overall finish at Mansfield, Louisiana, on September 4, 1961, and another checkered flag at the Muskogee, Oklahoma, Grand Prix on October 29. Sometime in 1962, Mr. Connell sold 2461 to a fellow Texan, Richard McGuire, who continued to race the car through 1965, after which it was exhibited for a period of time at the Texas Speed Museum. By the early 1970s, the Birdcage has been acquired by the Honorable Patrick Lindsay, of the United Kingdom. Mr. Lindsay treated the car to a much-needed restoration after the vigorous campaigns of Mr. Connell, installing a replacement Tipo 61engine rebuilt from a block by Steve Hart with an original cylinder head and ancillaries, including the water pump and oil pump, as well as period-correct Weber carburetors that are stamped sequentially with very low numbers. A renowned aviator who piloted his own Spitfire fighter plane, Mr. Lindsay frequently raced the Birdcage in various British events, until an accident at Silverstone in 1972 sidelined the car with damage to the chassis and front bodywork. A new chassis by Frank Coltman was commissioned, which started the endeavor to salvage as much of the original componentry as possible, including the front and rear de Dion suspension, the supporting frame uprights (exhibiting the welded 2461 chassis tag), the cowl, the steering box, the brakes, the prop shaft housing, and the transaxle components. Unassembled, the project was assumed by well-known American collector Dieter Holtersbosch, who properly finished the rebuild, including the bodywork, and restored the original short tail design from its Nürburgring triumph. The Birdcage is accompanied by its FIA Historic Vehicle Identification Form from 1989, attesting without equivocation to the correct specification of all major elements, including the chassis, suspension, engine, and body configuration. In 1986, chassis 2461 was purchased by Hartmut Ibing, of Germany. Joining a high-level collection, this perfectionist owner re-restored the car to a high standard. In this faithful presentation, the car was loaned for display at the Nürburgring’s Rennsport Museum for a period, and occasionally, it was raced at historic events. For the 1995 competition season, the car was driven by Peter Hannen, at the conclusion of which he was crowned the winner of the Historic European Championship in Spain. In 1999, the Birdcage was sold to Phillippe Marcq, of Belgium, who continued to campaign the car over the next few years in events such as the Shell Ferrari-Maserati Historic Challenge at Le Mans, the Ferrari Days at Spa, and the Goodwood Revival and Festival of Speed. In 2005, this historically significant Birdcage was acquired by the consignor, who soon retained respected restorers of vintage sports cars Phil Reilly and Ivan Zaremba, of Reilly & Company in Corte Madera, California, to recondition 2461 from the ground up. All frame and chassis parts were comprehensively inspected and renovated as necessary. The engine was disassembled and rebuilt with new rods, pistons, valves, and valve train. The de Dion rear suspension was re-aligned, and the transaxle, brakes, and suspension were properly rebuilt to contemporary high standards of race preparation. The bodywork was evaluated and massaged as needed, with an exceptional bare-metal repaint and graphics, duplicating its Nürburgring-winning livery. In August 2006, the freshly restored 2461 debuted at the Monterey Historic races, receiving the Rolex Award for Presentation and Performance. The following July, the car was presented at the Vanderbilt Concours d’Elegance in Newport, Rhode Island, where it contributed to an official celebration of the accomplishments of Dan Gurney and Sir Stirling Moss. Winning First in Class and the Founder’s Award, the Birdcage was autographed by its two most legendary drivers, adding a special degree of provenance and authenticity to its impressive racing history. Chassis 2461 has run consecutively each year since at the Monterey Historics, with one exception, when it was invited for display there on the occasion of their Dan Gurney tribute, where the crowd was treated to exhibition laps with IndyCar sensation Dario Franchitti behind the wheel. In 2012, chassis 2461 once again received the Rolex Award for Excellence at the Monterey Motorsports Reunion, also finishing 2nd overall against a full field of stiff competition. Featured on the cover of several notable automotive magazines, including Vintage Motorsport and Vintage Racecar, as well as appearing in Automobile Quarterly, 2461 is celebrated as one of the most important Birdcages in existence, with the most distinguished competition record of all. An original Tipo 61 engine block (damaged) accompanies the sale, as well as an option to acquire an impressively detailed, large-scale model of the innovative birdcage frame of 2461. (Please see an RM specialist for details.) Still exhibiting the many qualities of the painstaking Reilly & Company restoration, 2461 would make a fantastic entrant for ongoing vintage competition, as it is a well-known veteran of such prestigious circuits as Laguna Seca and Goodwood. Indeed, the car has been track-tested as recently as April 2013. As an immaculate specimen of one of the most significant Birdcages ever constructed, 2461 is equally important as a historical piece, worthy of display at the finest international concours or museum exhibits. It remains, without exaggeration, a true benchmark of 1960s sports racers and an essential exemplar of the Maserati legend. Addendum Please note that this vehicle is a race car and will, therefore, be offered on a Bill of Sale. Chassis no. 2461

  • USAUSA
  • 2013-08-16
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1962 Ferrari 400 Superamerica Coupe by Pinin Farina

340 hp, 3,967 cc SOHC V-12 engine, three Weber 46 mm DCF carburetors, four-speed manual transmission, independent front suspension with double wishbones and coil springs, rear live axle with semi-elliptic leaf springs and trailing arms, four-wheel hydraulic disc brakes. Wheelbase: 94.5" - Stunning matching-numbers example – one of only 36 400 Superamerica coupes built by Pinin Farina - Covered headlights and short wheelbase - Judge’s Choice winner at 1968 Ferrari Club of America meeting - Concours showings at Pebble Beach and Louis Vuitton - Documented by Ferrari expert Marcel Massini Any discussion of the Ferrari 400 Superamerica must necessarily start with the 410 Superamerica which preceded it. Thirty-seven were built between 1956 and 1959. As Enzo Ferrari hit his stride with the 340, 342 and 375 America sports racers, the echoes of WWII austerity were fading in Europe, and it occurred to him that his wealthiest clients were ready for a superfast road-going GT. The Superamericas were a move towards series cars for the wealthy and discriminating. The 410 Superamerica took the big four-liter Lampredi V-12 and increased displacement to 4.9 liters, cloaking it in a series of elegant coupe and drophead coupe bodies, built by the finest Italian coachbuilders. Top speed was in the region of 165 mph, and each car featured detail differences from the others. The model was truly a bespoke offering: individually tailored, blisteringly fast yet sophisticated enough to transport a royal. 400 Superamerica – A Car for Ferrari’s Best Clients By 1959, the Lampredi V-12 was aging and Ferrari decided to rationalize the Superamerica by introducing a new model, with a four-liter version of the Colombo V-12 that powered the 250 Series. Five inches shorter and much lighter than the Lampredi unit, the Colombo V-12 traced its origins back to the original 1½-liter engine of 1947, so its provenance was sound, and the design had been significantly refined along the way. The new 400 featured disc brakes for the first time on a Ferrari street car and was built in two wheelbase lengths. The 400 Superamerica was available with a myriad of detail body and trim variations for discriminating clients. Enzo himself drove one, as did the Aga Khan and Gianni Agnelli, minor European royalty and major Hollywood stars. Performance figures included 0-100 in 18 seconds and a top speed of 160 mph. These numbers are still impressive, even in the age of variable valve timing and sophisticated direct fuel injection. Car and Driver tested the prototype 400 in April 1963, when a new Superamerica cost $17,800 (a Cadillac Eldorado Biarritz was $6,608). The writer declared it “the best example extant of the true GT car, in the traditional, non-Detroit, non-FIA manner, a closed two-seater, slightly hysterical, and designed expressly for long-distance, high-speed travel.” The magazine concluded, “owning one is, or should be, the goal of every automotive enthusiast anywhere.” Chassis 3559 SA The car on offer today, s/n 3559 SA, has a highly detailed history that is very well known to marque specialists. It is perhaps the most desirable configuration, with covered headlights and short wheelbase, and was delivered new in Blu Sera Italver, with Blu Connolly interior, to Luigi Chinetti Motors in Greenwich, Connecticut in 1962. The first owner was C.O. Marshall who lived in Toledo, Ohio, and he showed it at the 5th Annual Ferrari Club of America in Greenwich in March 1968, winning the Judge’s Choice Award. Marshall installed a new exhaust system in 1968, then offered s/n 3559 SA for sale with overhauled engine and showing 16,000 miles. In 1972 Michael Kerr of Carrollton, Texas bought the coupe, with maintenance to be managed by FAF Motorcars of Tucker, Georgia. At this time, s/n 3559 SA had a sunroof installed, but this addition was later reversed. Kerr owned the car until 1989, at which point it was passed through two respected dealers and was acquired by Arnold and Werner Meier of Meilen, Switzerland, on the Lake of Zurich. The Meiers would keep s/n 3559 for a full decade, remedy various items on the car for factory correctness and use it in the manner for which it was intended, driving it and maintaining it properly. In 1993 s/n 3559 SA was completely restored by Edi Wyss Engineering in Zurich, Switzerland and repainted in its correct Blu Sera, though the white leather interior was retained. The sunroof was removed and the roof restored. Arnold Meier then proceeded to drive and enjoy the car. In August 1994 s/n 3559 SA was shown at the 32nd Annual Ferrari Club of America meeting at the Hyatt Hotel in Monterey, California. This was followed with an appearance at the Pebble Beach Concours d’Elegance in class M3, for Ferrari Grand Touring Coupes up to 1968. Meier next appeared at the 8th Annual Concours Automobiles Classics & Louis Vuitton at Parc de Bagatelle in Paris in May 1997 and was rewarded with a win in Class VIII (pictured on page 70 in issue #70 of Automobiles Classiques). Encouraged by his success, he drove to the 50th anniversary meeting of Ferrari in Modena and Rome (pictured in 1997 Ferrari Yearbook). In 2002 s/n 3559 SA was shown at the Grand Prix of Montreux. In April 2003, 3559 SA was acquired by a prominent American Ferrari collector, who kept the car in Switzerland before it was shipped to the US. The current owner acquired the car later in the year and showed it at XIV Cavallino Classic at The Breakers in Florida in 2005. Since that time, the car has been very well maintained. It has been driven and inspected by an RM Specialist, who was most impressed with his findings: “Simply amazing! This is certainly a beautiful driving Ferrari. It is fully sorted with no stone left unturned. No rattles, squeaks were to be heard and everything operated as new. The car was a real pleasure to drive and is sure to impress the most discerning Ferrari enthusiast.” Indeed, Superamericas and other high-performance, bespoke Ferraris are blue-chip motor cars. The wide-ranging travels of former owner Arnold Meier and a recent enthusiastic report by RM’s specialists confirm how well sorted this car is. It sits at the very top of a very short list of ultra-desirable Ferraris, the availability of which is extremely limited. This is certainly one of the finest 400 Superamericas we have ever had the pleasure of offering. Chassis no. 3559 SA Engine no. 3559 SA

  • USAUSA
  • 2011-08-19
Hammer price
Show price

1955 Jaguar D-Type

Est. 275 bhp, 3,800 cc dual overhead camshaft in-line six-cylinder racing engine with wide-angle cylinder head, three dual-choke Weber carburetors, independent front suspension with unequal length wishbones, torsion bars, telescopic dampers, anti-roll bar, rear suspension via live axle, trailing links, torsion bars, telescopic dampers, and four-wheel hydraulic disc brakes. Wheelbase: 90.6" - Offered from the collection of Jerry and Kathy Nell - A racing icon and one of the most desirable Jaguars in existence - Complete with original engine - Well documented and successful racing history Despite the overwhelming success of the Jaguar C-Type at Le Mans in 1953 – where C-Types finished first, second and fourth – Jaguar designed and developed a new car to maintain its supremacy on the track. The car was purpose-built with a specific goal from the outset: to continue to win Le Mans for Jaguar. Appropriately called the D-Type, it quickly became famous as one of the most successful Le Mans racing cars of all time, considered by many to be the ultimate sports racer of the 1950s. As related by marque expert Terry Larson in the March 2008 edition of Sports Car Market, while Jaguar designer Malcolm Sayer was directed to maintain a stylistic resemblance to the XK 120 with the C-Type, he was allowed to make full use of his background in aerodynamics and aviation on its successor. As a result, the D-Type was “often referred to as an ‘aircraft on wheels’ with an all-enveloping body, a hump behind the driver’s head and a tail fin for high-speed stability.” The D-Type’s cutting-edge design was based on a central monocoque-type body structure, with a front sub-frame supporting the engine, front suspension and steering system, while the rear sub-frame mounted the rear axle and suspension. The engine was initially a 3,444 cc six-cylinder variant of the basic DOHC XK design with dry-sump oiling, producing 275 bhp. The dry-sump oil system greatly benefited the D-Type’s handling by allowing the engine to be placed low within the front sub-frame, which also allowed for a much-reduced frontal area to enhance high-speed air penetration, in addition to providing more reliable engine lubrication. The gearbox was a four-speed, fully synchronized design. The front suspension featured independent torsion bars and unequal length wishbones, while a live axle setup, trailing links and a torsion bar brought up the rear. Disc brakes were fitted both front and rear. Finally, the engine and chassis were covered in a lightweight, aerodynamic body shell. The resulting D-Type was first entered into the 1954 Le Mans 24-hour race with a four-car “works” team, including the prototype. Despite problems with fuel system contamination, the D-Type driven by Duncan Hamilton and Tony Rolt fought back heroically, finishing just one lap down behind the winning Ferrari. The D-Type returned for 1955, with the “long nose” variant powered by a large-valve engine, which placed first overall with legends Mike Hawthorn and Ivor Bueb sharing driving duties. In 1956, just one of the three works entries finished, placing 6th overall. However, the private Ecurie Ecosse team prevailed to take first place overall, with Ron Flockhart and Ninian Sanderson at the wheel. Jaguar may have retired from “works” racing after the close of the 1956 racing season, but the D-Type, in the hands of privateers, achieved the D-Type’s crowning glory in 1957, taking five of the top six places, including first and second overall achieved by Ecurie Ecosse. Despite this illustrious record, the D-Type was rendered obsolete by rule changes limiting engine displacement to 3.0-liters for 1958. Chassis no. XKD 558 When new, the D-Type offered here, chassis XKD 558, was finished in cream and originally supplied to Oxford Motors in Vancouver, British Columbia and used for occasional sprint demonstrations at Abbotsford Airport. It spent some time in the Plimley Motors showroom before being sold in October 1957 to James Rattenbury, who actively raced the car in numerous events. He won his first known outing on the 20th of that month at Abbottsford. He returned to Abbotsford in March the following year, winning the race outright. For the remainder of the year, he competed in seven additional races, winning one and finishing on the podium three more times. At Ellensbury Airport in September, the car had been modified with a longer 95-inch wheelbase, deDion rear axle, Thornton differential and Hillborn fuel injection. 1959 was equally successful for him. He entered eight races, winning twice and finishing on the podium twice as well. In fact, he was also running in first place at Deer Park in September before a crown and pinion broke. For 1960, Shelton first appeared with a new Roots-type blower, finishing in 2nd place overall on the tenth of April. In fact, he would finish second in all three additional races he entered until May. He didn’t finish at Shelton in June, however, after a spin in the rain on the main straight. In April 1961, the D-Type was sold to Starr Calvert of Seattle, Washington, who drove XKD 558 in 21 events, achieving many wins and podiums in the process. Most notably, he and XKD 558 won the Bardahl Trophy at Pacific Raceway during this period. The car suffered a crash at West Delta Park, after which it was rebuilt, reappearing in 1964 with a 7-liter Ford V8 engine, a Borg-Warner transmission and wide Chevrolet-type racing wheels. In this configuration, the D-Type achieved some additional successes until it was sidelined by an accident in September of 1964 at Westwood, British Columbia. It should be noted that early newspaper reports from Starr Calvert’s Westwood race crash in 1964 indicated that XKD 558 had been virtually destroyed. Grim reports were published in two books, including Philip Porter’s Jaguar Sports Racing Cars, which was first published in 1995 and revised in 1998. Porter wrote, “September 1964, Westwood British Columbia, crashed, lopping trees 20 ft. above the ground (according to a local newspaper report), seriously damaging car on landing and suffering a carburetor fire; remains said to be spread on hillside many years later.” However, after additional research, Mr. Porter has corrected the original description: “It seems the phrase (describing the accident)…may be a little exaggerated. When writing ‘Jaguar Sports Racing Cars’, I acknowledged the late Andrew Whyte as a source of much valuable information, but it seems that this greatly respected Jaguar historian may have used a little license on this occasion.” In a letter dated July 28th, 1999, former Lynx employee Chris Keith-Lucas reported: “The condition (of the car) did not square with the rather lurid press reports about it flying through tree tops, and so on. It was consistent with the condition related to Paul Skilleter by the late Roger Woodley, who saw the car after the accident, and said that the body was very battered, with the door torn off, and a lot of general damage.” In addition, it should be noted that well-used racing cars in the early 1960s often got hit, rolled over or endured collisions. By the middle of the decade, a good and complete driving D-Type that was only a few years old would often sit unsold on a used car lot with an asking price of $5,000 to $6,000. Consequently, if these racing cars were damaged in an accident, it was common to refer to them as “destroyed,” “damaged beyond repair” or other doom-and-gloom descriptors, simply because the modest cost of damage repair would have been higher than the actual value of the car at the time. Some years later after the 1964 crash, Keith-Lucas had worked on the car. He said that although the car was badly damaged indeed during the Westwood mishap, it nonetheless retained its original monocoque, sub-frame, gearbox (the original Moss box could not possibly have been mated to the 7-liter Ford V8), suspension, brakes, steering and even much of its original sheet metal. Only the lower portion of the monocoque was re-skinned. A new long-nose bonnet was installed; the original short- nose panels were retained at Lynx and were later reinstalled on XKD 558. The engine had become separated from the car, however, and as a result, a correct 3.8-liter engine was rebuilt by Terry Larson of Arizona and fitted during the car’s rebuilding process. As confirmed by the current owner, the original engine of XKD 558 was found, by Mr. Walter Hill, being used in a boat in Florida. Hill bought the engine and restored and mounted it on the stand that it sits on to this day. Mr. Hill eventually sold XKD 558’s original engine to the current owner in 2005, complete with carburetors, cylinder head and other components for $75,000. During the car’s restoration, the car was sold to Philippe Renault of France, who kept the car until 1987 before selling it to Rick Cole in California. Cole then sold the car to noted collector and enthusiast Harley Cluxton in 1988. Cluxton sold it one year later to Chris Mann of the UK. Mann returned the car to Lynx to have its original short-nose bonnet restored and refitted. In April 1994, Mann sold XKD 558 via Terry Larson of Arizona to Eduardo Baptista of Mexico, who kept and vintage-raced the car for several years until the late 1990s. Next, it passed through RM Classic Cars Inc., which in turn sold XKD 558 to the current owner in 1998. The ownership chain of XKD 558 is sound and unbroken. Careful corrections to its early racing career and its post-crash state in 1964 have been made possible by the careful research and fastidious recordkeeping of its very knowledgeable and discerning owner, Kathy Nell, who has owned the car with her late husband Jerry for the past decade. Serious Jaguar collectors in every respect, the Nells are one of a limited few to have owned a C-Type, D-Type and XK-SS – the holy grail of desirable Jaguar collector cars. XKD 558 is also accompanied by its originally installed racing engine and original chassis plate. This is without exaggeration one of the most enduring, exciting and rare legends in the history of motorsports. Chassis no. XKD558

  • USAUSA
  • 2010-08-12
Hammer price
Show price

1965 Aston Martin DB5 Coupe

One of the Four James Bond Cars Built, Two Private Owners From New and in Time Warp Original Condition 282hp, 3,995cc at 6,000rpm, dual overhead camshafts, five-speed manual gearbox, four-wheel independent suspension and four-wheel disc brakes. Wheelbase: 98" “The Most Famous Car in the World.” Such is the title of the book (by Dave Worrall, Solo Publishing, 1993) that chronicles the electrifying Aston Martin DB5 which roared into the popular consciousness with the release of the James Bond epic Goldfinger in 1964. No other car has so completely captured the imagination of generations of filmgoers. The Silver Birch DB5, and the purposefulness with which it was deployed, represented the perfect embodiment of the virtues of the character first launched in the Ian Fleming novels in 1953: stunning elegance, international intrigue, and the command of visceral power. In 1963 Aston Martin was one of the world’s smallest and most obscure of automakers, producing only a couple hundred cars a year, with each example built by hand. Aston’s exclusive client base included some of the most discerning connoisseurs of grand touring automobiles, many of whom were attracted to the marque by its long history of sports car racing success. Rare when new, and with a price roughly double that of the exciting new E-Type Jaguar and commensurate with a Bentley, Aston Martin was hardly a household name. But that was about to change. Soon its new DB5 model came to rival Sean Connery as the star of the hugely successful James Bond film franchise, becoming an object of intense fascination to men of all ages. Rewind to 1958 when the DB5 series predecessor, the DB4, was unveiled at the Paris Salon, and where it caused a sensation. A totally new car, its introduction was a significant achievement for a small British manufacturer. The specification included a completely new steel platform chassis with disc brakes all around, and a freshly developed alloy twin-cam straight six cylinder engine, all clothed in fastback aluminum bodywork designed by Touring of Milan around their patented superleggera (super light) construction process. Overall, the new Aston was state-of-the-art for its time, a masterpiece of robust British engineering in combination with exquisite Italian styling. In its fifth year of continuous development, the DB4 had become slightly longer and taller, evolving into an exciting long distance tourer. Aston Martin then upped the ante in 1963, with the introduction of the now legendary DB5 model. Upgrades involved a larger, 4.0 liter engine and triple SU carburetors as standard equipment, resulting in a nearly 20 percent increase in horsepower (factory rated at 282bhp). The new car boasted many refinements such as twin fuel fillers, electric windows and a more highly tuned exhaust system. Plus, after the first 50 units, the ZF five-speed gearbox became standard, providing the much-needed longer legs for motorway driving. For Fleming’s novel Goldfinger, the new Bond car - as chosen from the MI6 motor pool - was the Aston Martin DB MkIII, then the current Aston model, and the foremost evolution of the DB2/4. In the book, the ‘optional extras’ included reinforced steel bumpers and a pistol concealed in a tray beneath the driver’s seat. This is what inspired the film’s producers (Henry Saltzman and Cubby Broccoli a/k/a Eon Productions) to seek a new DB5, which had just been displayed to great acclaim at the Earl’s Court Motor Show in London. Asked for the donation of such a car, Aston owner David Brown at first had turned them down, responding that he would be happy to sell them one for the standard price of £4500. Incensed, the producers briefly considered the alternatives of upgrading the ‘Blower Bentley’ that appeared in From Russia With Love, a Jensen, and even a Chevrolet. But in the end their minds were set on the DB5 so they made yet another appeal to the Works, this time bringing along their well-known set designer Ken Adam and special effects guru John Stears to explain their full intentions: to make a star out of the car. Eventually a compromise was struck, with the Works supplying a car ‘on loan’ to the film team. The chosen one was a somewhat shopworn example, chassis no. DP216, that started life as a fifth-series DB4 prior to becoming the pre-production DB5 test mule. Originally liveried in red, this car was featured in contemporary advertising and factory brochures heralding the launch of the DB5 (even then sporting the now-notorious UK registration BMT 216A). John Stears, whose FX credits include flying cars from Chitty Chitty Bang Bang to Star Wars went to work, re-engineering the DB5 to accommodate the plethora of hidden gadgetry for which the ‘Bond DB5’ has become celebrated. Revolving number plates, Browning machine guns, smoke screen, oil slick and nail spreaders, plus the infamous Martin-Baker fighter jet ejector seat are but some of the special features provided to the superspy by Q-Division. Notably, Stears received two Oscars for Special Effects, one for his involvement in Thunderball and the second for his expertise on the epic original Stars Wars film. The result created a worldwide sensation, for the 007 character, for the film franchise and for Aston Martin – the impact of which continues into the 21st century. Ingrained deeply into the minds of countless 14-year-old boys, the Bond DB5 image was commemorated on innumerable posters and in successive iterations of Corgi toy versions – their most successful model across several generations. Many of those boys grew up dreaming about owning the real thing… There are four Aston Martin DB5s which can legitimately lay claim as James Bond cars from the period. The original, DP216, is known as the ‘Effects Car.’ This car was last known to be a part of a private collection in Florida, from where it was stolen out of a locked aircraft hanger in 1997. It is reported that an insurance settlement in excess of $4,000,000 was reached following the car’s disappearance. Many believe that it will never be seen again. The second car, DB5/1486/R, was delivered to the producers in standard form and used in the films strictly as a fast driver (unburdened as it was, by the extra weight) and known as the ‘Road Car.’ 1486/R was later fitted with a set of gadgets installed by Aston Martin (which differed slightly from the engineering of the Effects Car), to take advantage of the global publicity juggernaut for the DB5. (Ironically, when the Effects Car was returned to Aston Martin after its workout in Goldfinger and Thunderball, the gadgets were removed by the factory so the car could be returned to ‘civilian’ road use!) For the worldwide debut of Thunderball, two more Bond DB5s were produced to order for Eon Productions (via their Swiss-based holding company, Danjaq S.A.) and ‘accessorized’ by the factory for promotional use. These were equipped with gadgetry to the exact same specification as Aston had developed for their own promo car, 1486/R. Known as the ‘Press Cars,’ DB5/2008/R and DB5/2017/R were dispatched to America, one to the East coast and one to the West. With Thunderball onscreen in every town in 1966, the Press Cars were kept very busy with national and local appearances and a cross-country tour. Sears Roebuck took one of the cars on tour, housed in its own customized transporter, the rear panel proclaiming, ‘YOU’RE TRAILING AN ACTUAL JAMES BOND 007 ASTON MARTIN AUTOMOBILE – SEE IT AT SEARS!’ Mike Ashley, factory sales representative for Aston Martin, was given the job of accompanying the promo tour. “After delivering one of the first DB6s to Paul McCartney, I duly sailed to New York on the Queen Elizabeth. We appeared in most US magazines and attended the New York Auto Show as well as the Chicago Auto Show where we were joined by girls from the Playboy Mansion. A visit to Miami was next. While we were on a pallet being taken off by a forklift, we turned on the engine for the crowd and triggered the smoke screen. The press thought the car and plane were on fire – and some great photos resulted! The highlight was the races at Laguna Seca where the DB5 was the pace car. I acquiesced to a mightier driver, namely Jackie Stewart, but had to remind him to beware of the left hand bends because we had the tyre cutter sticking out of the rear wheel. I got a great 8mm movie of him driving while I was in the back seat.” By 1969, the Bond franchise had moved on to a new star actor and a new Aston, George Lazenby and the DBS, respectively. Their promotional utility past, Danjaq S.A. decided to sell the Press Cars, and both were quickly scooped up by Sir Anthony Bamford of Ashburne, Derbyshire for a reported £1500! Not more than three months later, Sir Anthony was offered a deal he could not refuse – to trade 2017/R for a Ferrari 250GTO! 2008/R was then road registered for the first time in the UK and used by Sir Anthony at his Midlands estate. In 1970 he put the car up for sale, at which point it was acquired by American collector B.H. Atchley, owner of the Smoky Mountain Car Museum in Pigeon Forge, Tennessee. There it found its next and only long-term owner – until its occasion for sale at RM Auctions’ 2006 Arizona Biltmore Auction. This car has resided on display, set within a wire mesh cage, as the primary attraction of the museum for the past 35 years. As such it has a well-documented ownership history with only three distinguished owners in total. 2008/R is also likely the most pristine original of the remaining three examples, having been untouched for the past three and a half decades. An Aston Martin DB5 is a rare and desirable car in its own right. There were only 786 DB5 coupes built for an exacting and exclusive audience of performance GT aficionados. It was the natural choice for James Bond’s car, both elegant and powerful. The offer of 2008/R presents a unique opportunity, not only to acquire one of the iconic models of its era, but one which is indelibly stamped upon our popular culture, and with a fascination that continues to this day. We believe the last time one of the cars was available via public sale was in 1986. Along with the car comes a thick history file with correspondence from Sir Anthony Bamford, supporting documentation from the factory, original logbook and owner’s handbook. The astute buyer of 2008/R will obtain an important piece of history – indeed ‘The Most Famous Car in the World.’ – Don Rose Editor Emeritus; The Vantage Point Quarterly Journal of the Aston Martin Owners Club, North America (with thanks to Dave Worrall and Mike Ashley) The James Bond Aston Martin From 35 Years Ago to Today When it first arrived at the Smoky Mountain Car Museum, the James Bond Aston Martin was immediately put at the very front of the museum where it became the featured display piece. B.H. Atchley did something wonderful in putting the car on display – he ensured that the Aston would remain just as he bought it in entirely original condition. There is no question as to the Aston’s authenticity as it retains nearly every feature it displayed as a promotional car almost 40 years ago. Over the course of the next 35 years the Aston would move only sparingly. It was placed on jackstands and protected by a four-foot tall iron fence bolted to the ground with chicken wire woven through the spacing. It was virtually impossible to even touch the car let alone move it out of the museum. It remained displayed this way until just months prior to the auction when the car was removed from the museum and sent to RM Restorations to prepare and evaluate the car for the January auction. Notably, the Aston was started and if not driven at least left to idle annually ensuring its proper mechanical operating condition. Upon its arrival at RM, a thorough mechanical service was executed on behalf of the Atchley family. It was immediately determined that the Aston had survived the test of time brilliantly as it required only light mechanical freshening to make the car roadworthy. True to form, the engine runs great, the gearbox is as tight and smooth as one expects on a well-preserved original car and the overall driving experience is nothing short of perfection. Driving the James Bond Aston Martin is exhilarating, like nothing else. It is ethereal in every respect; It can be likened to the experience of meeting your boyhood fantasy 20 years later and realizing she is even more beautiful now, than she was then. Cosmetically, the Aston remains in almost 100 percent original condition. The Silver Birch paint has faded and shows some areas of more significant wear, specifically the driver’s side front fender and hood where the paint has started to bubble, and while there are minor chips and scratches throughout the higher stress areas of the car, it appears there is no evidence of damage or collision anywhere on the car. Perhaps the most impressive feature of the car’s overall preservation is the operating condition of the 007 features specified so long ago by the resourceful and ingenious “Q”. Going to work on the car straight away, Don McLellan, Managing Director of RM Restorations, immediately determined that the James Bond Aston Martin DB5 would return to its former glory with little trouble. Accordingly, the revolving license plates were repaired to normal operation, as was the retractable bulletproof screen. The two front fender-hidden Browning machine guns, which are powered by a propane and oxygen mixture, were also restored and now work perfectly (to the delight of all of those who have witnessed them in action). The extending bumper over-riders, which are hydraulically operated, also operate as intended, as does the nail ejection unit. The smoke screen and oil slick sprayer, both of which appear to have worked previously, can be easily returned to full operation; however, in the interest of safety it has been decided not to restore the functionality of these features. Lastly, the passenger ejector, which was replaced with a non-standard blue leather seat, will remain inoperable and in as-found condition. The interior of the Aston, with the exception of the passenger ejector seat is entirely original and displays a lovely patina. The driver’s seat, console and door panels are all original and show some wear but apparently have never been redyed or required serious repair. The headliner is in excellent condition displaying no evidence of leakage around the removable roof section and is in need of no repair whatsoever. The interior “007 optional extras” are mostly operational including the center console weapon panel switchboard and radar tracking display screen with illumination. The mobile phone hidden in the driver’s side armrest, while ironically clever in its creation, is the original prop piece to the car and predates the contemporary version with a bit more panache and style. Lastly, the weapons tray, which is present, is missing the gun and hand grenade though the gun case is still present. The James Bond Aston Martin DB5 offered here qualifies for a number of singular titles and all are correct. It is amazing to see something so beautifully preserved and untouched as it speaks volumes of its former owners and their fastidious care of the car. The management of RM Auctions would like to thank Don Rose, Dave Worrall and Mike Ashley for their assistance, knowledge and considerable insight in making the sale of this very special car one of unquestionable authenticity. RM Auctions is delighted and proud to have been selected to offer this car on behalf of the Smoky Mountain Car Museum and the Atchley Family. True to form, the opportunity to purchase what has clearly become the “World’s Most Famous Car” requires little explanation of its importance at auction. It goes without saying but one can only imagine the opportunities a car of such historical magnitude and importance represents for its next owner. Without question, this represents the opportunity to turn a boyhood fantasy for millions into a tangible reality for one that can be enjoyed exactly as it was meant to be. Chassis no. DB52008R

  • USAUSA
  • 2006-01-20
Hammer price
Show price

1966 Ferrari 275 GTB/6C by Scaglietti

305 bhp, 3,286 cc V-12 engine with six Weber dual-choke carburetors, five-speed manual transaxle, four-wheel independent suspension with upper and lower wishbones, coil springs, and tubular shocks; and four-wheel disc brakes. Wheelbase: 94.5 in. Factory long-nose, torque-tube, six-carburetor example Longtime original ownership by FCA stalwart John Egan Believed to have 21,000 original miles and four private owners from new Matching-numbers original engine Original jack, tools, and books; comprehensive history file THE 275 GT BERLINETTA The 275 GTB was formally introduced as the replacement for the aging 250 series of Ferraris in September 1964 at the Paris Auto Show, alongside its drop-top sibling, the 275 GTS. The 275 GTB was developed under the watchful eye of Enzo Ferrari and was inarguably more purposeful than the gorgeous 250 GT/L Berlinetta Lusso it replaced. “Il Commendatore” undoubtedly wanted to ensure that his next Grand Touring Berlinetta was more captivating in every way than his last. With its iconic design by Pininfarina and coachwork by Scaglietti, the new GTB incorporated a number of improvements over its predecessors, making it by far the best Ferrari grand tourer yet. At its heart was a 3.3-liter Colombo V-12 with a lower overall height than the earlier 3.0-liter V-12, in an effort to give it a lower center of gravity. The 275 GTB also boasted four-wheel independent suspension and a rear-mounted five-speed transaxle gearbox, resulting in near-perfect 50/50 weight distribution front to rear. The greatly improved power and handling was nothing short of incredible for its time, with a sprint from 0–60 mph in just over six seconds, leading the car to a top speed of 160 mph—impressive figures even by today’s standards—while the advanced driving dynamics delighted the senses. Customers could upgrade the standard specification when ordering their 275 GTB, as was common with specialist manufacturers such as Ferrari. The performance option was the replacement of the car’s standard triple Weber carburetors with six Weber carburetors. A few very dedicated customers ordered theirs with the substitution of the standard steel coachwork with a competition-developed lightweight aluminum body. Like other Ferrari production cars, the 275 GTB was adapted and updated over the course of its production run in an effort to improve the overall drivability and reliability. The two most important changes to the 275 GTB during its lifespan were the introduction of the “long-nose” bodywork and the installation of a torque tube. First, the 275 GTB’s front was lengthened in an effort to eliminate the high-speed lift characteristics of the initial style. In early 1966, a torque tube was added to further improve the stability and durability of the drivetrain. When the 275 GTB/4 was introduced, all 275 GTBs leaving the factory were fitted with both the long-nose and torque-tube updates, validating the successful execution of these important upgrades for drivability. CHASSIS NUMBER 08431 The example offered here, chassis number 08431, is one of those late-production long-nose, torque-tube examples, and even more rare and desirable in having been built with six alloy carburetors by the factory, the most powerful available road-going engine configuration. Originally finished, as today, in Giallo Fly over Nero, it was completed by the factory in April 1966 and delivered thereafter through Luigi Chinetti Motors of Greenwich, Connecticut. Original owner John Egan at the time lived in New York, but in a lifetime of dedicated Ferrari enthusiasm would later relocate with this car to Michigan and North Carolina, holding on to the 275 GTB/6C all the while. It was mentioned in Prancing Horse number 15 (p. 12) and shown at several Ferrari Club of America meets, including at the annual meet at the Grosse Pointe Yacht Club near Detroit. In 1973 it won Best of Show at Grosse Pointe, displayed by Mrs. Jo Egan. Period photographs show it equipped with rather distinctive Cibie driving lights, mounted below the bumper. Mr. Egan finally sold his beloved Ferrari in 1977 to John Levy of Arlington, Virginia, who passed it the following year to well-known Ron Spangler, of Prancing Horse Farm in Bel Air, Maryland. The car was exhibited at both the Prancing Horse Farm Meeting of 1980 and in 1981 at Al Turner’s Spring Party in Calverton, Maryland, before its sale in 1982 to Marc Tauber of Morristown, New Jersey. When Mr. Tauber offered it for sale later that year, he described it as “as close as you will ever come” to owning a new 275 GTB, as the car had 9,600 miles and remained in original condition, and “virtually brand new in every respect.” Jim Wickstead of Cedar Knolls, New Jersey, answered that ad, buying the car in December 1982. He would retain ownership of it for 15 years before passing it to the current owner, who oversaw restoration of all mechanical and structural systems, including rebuilding the engine and upgrading the suspension and brakes, to improve performance and safety, and “to drive it as it was originally intended . . . fast!” The owner notes that he believes much of the Giallo Fly finish is still factory paint, with the exception only of touch-ups above the radiator opening and the top of the front clip, performed by noted New Jersey restorer Steve Babinsky after a previous owner’s telescope fell on the nose. In fact, much of Mr. Tauber’s claims of originality still hold true on this car, which is remarkably preserved and now records 21,000 miles, a figure believed original; it is powered by its original engine. The interior is still in splendid condition, and the original tools, jack, and books are still accompanying the car, along with a comprehensive history file. In addition, the consignor is supplying the original alloy wheels fitted to the car during Mr. Egan’s original ownership, with the original CN36 tires mounted. Any 275 GTB/6C is a rare prancing horse, indeed, but few survivors have such excellent originality and clean, “no stories” ownership history. Indeed, chassis number 08431 retains the same well-preserved charm, finishes, and equipment that it wore when delivered to John Egan, and that were familiar to all who knew its winning ways along Lake St. Clair half a century ago. Long-loved, it awaits a new caretaker who will drive, enjoy, and preserve it, as its condition and quality deserves. Addendum Please note that the title is in transit. Chassis no. 08431 Engine no. 08431

  • USAUSA
  • 2017-01-20
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1962 Ferrari 250 GT SWB Berlinetta

Specifications: 240 bhp 2953 cc single overhead camshaft V-12 engine; three Weber 36/40 DCL6 carburetors; four-speed manual gearbox; solid rear axle with semi elliptical leaf springs; independent front suspension with parallel A-arms and coil springs; four-wheel disc brakes. Wheelbase: 2,400mm (94.5") Once Enzo Ferrari realized that the marque’s wealthy racing followers would purchase all the Grand Touring road cars that he could produce, this became the preferred method of financing his beloved racing team. In the past, sales of used racing cars and commercial sponsorships had generated funds, but neither consistently nor in sufficient quantity. In the first seven years – the 1947 to 1954 period – only about 200 road cars left the factory, while sales for the first series-produced GTs, the Boano and Ellena 250 GT models totaled some 150 units in their two and a half years of manufacture. After that, production expanded rapidly. The mechanical specifications of the GT Ferraris in this glorious era were always based on the company’s current racing cars, a fact which was not lost on sporting motorists who coveted these thoroughbreds – even at the US$10,000 plus port-of-entry price into Ferrari’s most important export market. This concept also made GT Ferraris an excellent customer racing car because of their dual-purpose personality. Seeing a niche market opportunity, the factory built some 94 long wheelbase berlinettas – “The Tour de France” model was based on the Boano/Ellena chassis but with lightweight alloy bodies and slightly improved engine output. “Gentlemen drivers” loved them and virtually dominated European GT racing in the famed TdFs from 1957 to 1959; however, the TdF was only a precursor to the mighty Ferrari that was to follow – the ultimate and even more competitive dual purpose machine – the 250 GT Short Wheelbase Berlinetta. Introduced in 1959, the 250 GT Berlinetta was designed with three objectives: first, to be more aerodynamically efficient; second, to be as compact as possible; and third, to provide appropriate accommodations and luggage space for a true gran turismo automobile. In the process, Pininfarina and Scaglietti created one of the most beautiful automobiles of all time, a succinct, straightforward and purposeful blending of form following function that is pleasing from all aspects. Seven cars, known today as “Interim Berlinettas”, were built on the 2600mm long wheelbase chassis before construction was shifted to the 2400mm short wheelbase chassis, a change deemed desirable to improve the cars’ responsiveness in cornering. Still called the 250 GT Berlinetta by Ferrari, its wheelbase has subsequently been firmly attached to the factory’s model designation to distinguish it from numerous other 250 GT models and the 2600mm chassis “Interim Berlinettas.” As the 250 GT SWB Berlinetta, it has established a reputation and following, second only to its successor, the illustrious 250 GTO. Pininfarina’s body design as executed by Scaglietti on the 2400mm short wheelbase chassis excels in all aspects. It is unmistakably Ferrari, executed in a very restrained way. Its purity of shape is not compromised by unnecessary trim or faux scoops. The driver’s visibility from the ample greenhouse is also excellent while the corners of the car are tightly wrapped around the wheels and its gently rounded masses speak unambiguously of potency and power. The 250 GT SWB Berlinetta was immediately successful in racing and remained so until its place at the head of the GT pack was gradually assumed by the GTO. The list of competition successes is so long as to be pointless to recount in detail but included GT category wins at Le Mans in 1960 and 1961, Tour de France wins in 1960, 1961 and 1962 and of course Stirling Moss’s pair of Goodwood Tourist Trophy wins in 1960 and 1961. The 250 GT SWB Berlinetta is the last true dual purpose grand turismo built in quantity by Ferrari – or anyone else for that matter – and is in all respects a fitting milestone to mark the end of a legendary age. Chassis No. 3401 GT The 135th of 165 250 GT SWB Berlinettas built, s/n 3401 GT was sold new on April 21st, 1962 to an Italian gentleman, Sig. Molgara, and registered on Milan plates bearing the number “MI 651485”. One of just 36 examples completed in 1962, its original colors were green with a black “lusso” interior. Molgara kept the Ferrari for eight years before selling it to Hans Wiemuller of Munich, Germany. Two years later, in 1972, he sold the car to its next long term owner, another German named Georg Amtmann. Amtmann had the car fully restored, and changed the color to Rosso Corsa. He enjoyed the car for the next 13 years before s/n 3401 GT went to its fourth owner, Swiss collector Erich Traber via dealer Albrecht Guggisberg’s Oldtimer Garage in 1985. The restoration was updated in 1987 by Sportgarage Graber in Wichtrach, Switzerland. Later in 1987, s/n 3401 GT was purchased by Italian car enthusiast Eugenio Amoruso. He used it in a variety of events for the next two years. In November of 1992, s/n 3401 GT was purchased by dealer Edgar Herbert Engel of Haltern, Germany, who sold it a few months later to Dirk Rainer Ebeling of Wiesbaden. Ebeling had the car completely restored again, and kept it for about three years before selling it to Franco Meiners in August of 1996. In 1997, Meiners decided to use the car in vintage racing. He had the original engine (No. 3401) removed from the car and set aside while a race-prepared engine from a 250 GTE was installed; it is believed that the external fuel filler was added at this point. The car was inspected and homologated by GIPI Cars in Opera-Milan, Italy, following which FIA Homologation Certificate #1538 was issued for the car. For three years Mieners and his partner Bernard Duc raced s/n 3401 GT at various historic events, eventually deciding to offer the car for sale through dealer Axel Schuette. The original engine was reinstalled, and the car was offered on and off by Schuette until July of 2002, when it joined the renowned collection of Bruce McCaw of Seattle, Washington, U.S.A. In August of 2005, Seattle-based developer Ken McBride acquired s/n 3401 GT in a trade deal with Bruce McCaw shortly before selling it to the vendor. Today, after several owners and at least three restorations, s/n 3401 GT is in wonderful condition. The car is believed to be in very good operating condition as well. All its major components – including body, chassis, engine, gearbox and rear axle, remain original to the car. The Ferrari 250 GT SWB is eligible for every important motoring event on the planet, will never be denied entry into any Ferrari club event and will outperform nearly everything in its class with ease at the hands of a skilled driver. Sensational looks coupled with unsurpassed driving dynamics and well-proven investment potential makes s/n 3401 GT one of those rare opportunities to acquire a car that is a pleasure to invest in – as well as an investment in pleasure. ITALIANTEXT specifiche: 240 CV, 2953 cc con albero a camme singolo in testa, motore 12 cilindri a V; tre carburatori Weber 36/40 DCL6 ; cambio manuale a quattro rapporti; asse posteriore con molle a balestra semi ellittiche; sospensioni anteriori indipendenti con bracci ad A paralleli e molle elicoidali; freni a disco sulle quattro ruote. Passo: 2400 mm (94.5") Una volta che Enzo Ferrari si rese conto che i appassionati delle competizioni automobilistiche e del marchio avrebbero acquistato tutte le vetture gran turismo che fosse stato in grado di produrre, questo diventò il metodo preferito per finanziare il suo amato team da competizione. In passato, le vendite di auto da competizione usate e le sponsorizzazioni private avevano generato fondi, ma questi non erano né costanti né sufficienti. Nei primi sette anni, nel periodo dal 1947 al 1954, solo circa 200 vetture da strada abbandonarono fabbrica, mentre le vendite delle prime GT di serie, i modelli Boano ed Ellena 250 GT, raggiunsero le 150 unità nei 2 anni e mezzo di produzione. In seguito, la produzione crebbe rapidamente. Le specifiche meccaniche delle Ferrari GT durante quest’era di gloria si basavano sempre sulle auto da competizione del momento prodotte dall’azienda. Una strategia efficace per gli automobilisti sportivi che bramavano questi purosangue. Questa filosofia rese inoltre le Ferrari GT eccellenti auto da competizione per il pubblico, grazie alla loro doppia personalità. Una volta individuata l’opportunità di un mercato di nicchia, l’azienda costruì 94 berlinette a passo lungo. Il modello “Tour de France” si basava sul telaio delle Boano/Ellena, ma le scocche erano realizzate in lega leggera e la resa del motore era leggermente superiore. Era un’auto particolarmente amata dai “gentlemen drivers” e riuscì a dominare le corse GT europee come il Tour de France dal 1957 al 1959. Tuttavia, la Tour de France fu solo un precursore della potente Ferrari che le sarebbe succeduta, la regina delle auto con doppia personalità, ancora più competitiva: la 250 GT Berlinetta a passo corto. Lanciata nel 1959, la 250 GT Berlinetta era stata progettata con tre obiettivi: innanzi tutto, essere più efficiente dal punto di vista aerodinamico, in secondo luogo essere estremamente compatta e infine fornire lo spazio adeguato per passeggeri e bagagli così da essere una vera automobile gran turismo. In fase di progettazione, ingegnere Pininfarina e Scaglietti crearono una delle automobili più belle di tutti i tempi, un mix concentrato e chiaro di forme funzionali ed esteticamente piacevoli sotto tutti i punti di vista. Sette auto, conosciute oggi come Berlinette Interim, furono costruite sul telaio con passo da 2600 mm prima di passare al passo corto da 2400 mm, un cambiamento ritenuto opportuno per migliorare la reattività della vettura in curva. Chiamata ancora 250 GT Berlinetta dalla Ferrari, il suo passo caratteristico restò successivamente strettamente associato alla designazione del modello di fabbrica per distinguere questa auto da altri modelli 250 GT e dalle Berlinette con passo da 2600 mm. Come la 250 GT Berlinetta a passo corto, Ferrari riuscì a farsi una reputazione e a conquistare un seguito di ammiratori, secondo solo al modello che la seguì: l’illustre 250 GTO. Il design della carrozzeria di Pininfarina, realizzata da Scaglietti sul telaio con passo corto da 2400 mm, eccelle sotto tutti i punti di vista. È indubbiamente una Ferrari, realizzata in modo molto contenuto. La purezza della forma non è compromessa da dettagli superflui. Anche la visibilità del guidatore attraverso l’ampia cabina è ottima, mentre gli angoli della vettura avvolgono le ruote e le morbide forme arrotondate esprimono potenza e forza senza alcuna ambiguità. La 250 GT Berlinetta a passo corto ottenne immediati successi in pista e continuò a vincere finché il suo posto alla vetta delle GT fu conquistato dalla GTO. L’elenco dei successi conquistati da questa auto è lungo e non avrebbe senso citarli tutti. Basta ricordare le vittorie nella categoria GT a Le Mans nel 1960 e nel 1961, la vittoria al Tour de France nel 1960, 1961 e 1962 e naturalmente la doppietta di Stirling Moss nel trofeo Goodwood Tourist Trophy nel 1960 e nel 1961. La 250 GT Berlinetta a passo corto è l’ultima vera gran turismo a doppio uso costruita in quantità significative da Ferrari. È, da ogni punto di vista, una pietra miliare che segna la fine di un’epoca leggendaria. Telaio n. 3401 GT La 135ª delle 165 250 GT SWB Berlinetta costruite, la numero di telaio 3401 GT, fu venduta nuova il 21 aprile 1962 ad un acquirente italiano, il Sig. Molgara, e immatricolata a Milano con il numero di targa “MI 651485”. Uno dei soli 36 esemplari costruiti nel 1962, i suoi colori originali erano il verde per la carrozzeria e la pelle nera Connoly per gli interni. Molgara tenne questa Ferrari per otto anni prima di venderla a Hans Wiemuller, residente a Monaco, in Germania. Due anni dopo, nel 1972, l’auto fu nuovamente venduta al successivo proprietario, il tedesco Georg Amtmann, che ne rimase in possesso per un lungo periodo. Amtmann fece completamente restaurare la vettura e cambiò il colore della vettura in Rosso Corsa. La tenne con sé per 13 anni prima di cederla al quarto proprietario, il collezionista svizzero Erich Traber che la acquistò tramite il concessionario Oldtimer Garage di Albrecht Guggisberg nel 1985. Il restauro fu eseguito nel 1987 dallo Sportgarage Graber a Wichtrach, in Svizzera. Più avanti nel 1987, la 3401 GT fu acquistata da un collezionista di auto italiano, Eugenio Amoruso, che la usò in occasione di diversi eventi per i due anni successivi. Nel novembre 1992, la 3401 GT fu acquistata dal commerciante Edgar Herbert Engel di Haltern, Germania, che la rivendette due mesi più tardi a Dirk Rainer Ebeling di Wiesbaden. Ebeling fece completamente restaurare la vettura e la tenne per circa tre anni prima di venderla a Franco Meiners, nell’agosto del 1996. Nel 1997, Meiners decise di usarla in gare d’auto d’epoca. Fece rimuovere il motore originale (n. 3401) e lo fece sostituire con un motore adatto alle corse preso da una 250 GTE. Si pensa inoltre che il bocchettone del serbatoio esterno sia stato aggiunto in questo momento. L’auto fu ispezionata e omologata da GIPI Cars a Opera (Milano). In seguito fu emesso il certificato di omologazione FIA n. 1538. Per tre anni Mieners e il suo partner Bernard Duc corsero con la 3401 GT in occasione di vari eventi storici, finché decisero di metterla in vendita con intermediazione di Axel Schuette. A quel punto fu nuovamente installato il motore originale e l’auto fu messa in vendita saltuariamente da Schuette fino a luglio 2002, quando entrò a far parte della collezione di Bruce McCaw di Seattle, Washington, USA. Nell’agosto 2005 lo l'imprenditore di Seattle Ken McBride acquistò la vettura a seguito di una trattativa con Bruce McCaw, poco prima di venderla all’attuale venditore. Oggi la vettura è in condizioni perfette. Tutti i componenti principali, compresa la carrozzeria, il motore, il cambio e l'assale posteriore, sono quelli originali. La Ferrari 250 GT a passo corto può partecipare a tutti gli eventi motoristici più importanti del mondo, non le sarà mai negato l’accesso ad un evento del club Ferrari ed è in grado di garantire prestazioni superiori a qualsiasi altra vettura della sua classe, se nelle mani di un buon pilota. L’aspetto straordinario unito ad una dinamica di guida senza pari e la garanzia di un investimento sicuro fanno della 3401 GT una rara opportunità per acquistare un’auto che, oltre ad essere un buon investimento, è anche un investimento nel piacere unico di possedere un Ferrari 250 GT a passo corto. Addendum Please note that due to late arrival of this lot it was not possible to complete several minor repairs required for Ferrari certification, including replacement of several small chassis tubes which were found to be of incorrect specification. Given the unusual workload in Ferrari Classiche at the moment, it is estimated that completion of this work may require up to three weeks following the close of the auction. ITALIANTEXT Nota: per cause dovute al ritardo nell’arrivo di questa vettura, non è stato possibile completare alcuni piccoli interventi, richiesti da Ferrari Classiche, compresa la sostituzione di alcuni tubi del telaio, che non sono risultati corretti alle specifiche della casa. Questi lavori da eseguire alla Ferrari Classiche, che stima in tre settimane di lavoro, dopo la fine dell’asta. Chassis no. 3401 GT

  • ITAItaly
  • 2007-05-20
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