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BUGATTI T55 SUPER SPORT

BUGATTI T55 SUPER SPORT ex-Le Mans 1934 avec Charles Brunet et Freddie Zehender/ex-Bill Serri Jr. Année: 1932 Numéro de série: 55208 Numéro du moteur: 12 Moteur: huit cylindres en ligne, double arbre à came en tête, compresseur Bugatti de type Roots, 2.262cm3, 160ch à 5.000t/min; Boîte mécanique quatre vitesses; Suspension: avant semi-elliptique, arrière quart-elliptique; Freins à tambour sur les quatre roues; Volant à droite. Carrosserie Roadster Jean Bugatti, deux tons de bleu avec intérieur cuir noir. Histoire du modèle En 1927, Bugatti avait, sous la forme du Type 43 Grand Sport, produit le premier châssis équipé d'un moteur Grand Prix capable d'atteindre les 165km/h et utilisable au quotidien. C'était en fait un modèle quatre places doté d'un moteur Type 35B Grand Prix. Quand, en 1931, la série des Type 35 a cédé la place au modèle quasi-identique du Type 51 avec un moteur à double arbre à came, une version route a rapidement vu le jour. Cette version était un modèle légèrement inférieur en puissance du nouveau moteur monté sur le châssis un peu plus lourd du Type 54 Grand Prix. Mais, contrairement au Type 43, ce nouveau modèle était un deux-places qui, depuis et invariablement, est souvent présenté -de manière tout à fait justifiée- comme la Super Sport. A l'évidence, la Super Sport était la voiture exclusive du début des années 30. Même sa rivale la plus proche, l'Alfa-Romeo 8C, était produite à un plus grand nombre et la plupart d'entre elles disposaient d'un châssis long avec le plus souvent une carrosserie quatre places. A l'inverse, pratiquement la moitié des 38 Bugatti Type 55 construites étaient équipées de la carrosserie rutilante Jean Bugatti pour le roadster et coupé fermé, le roadster classic étant de loin considéré par nombre d'amateurs avertis comme la voiture de sport la plus attirante jamais offerte au grand public. Histoire spécifique de la voiture Le châssis No 55208 équipé du moteur No 12 a été assemblé en février 1932 avant d'être facturé par l'usine le 14 avril 1932 pour livraison à leur agent parisien Dominique Lamberjack. Mise à prix 72.500FF, on ne compte pas moins que cinq châssis Type 55 livrés à Lamberjack. Selon les archives de l'usine, la voiture était équipée d'une carrosserie 'Roadster Luxe' sans doute mise en place soit par l'usine ou par l'un de ses très proches associés Gangloff de Colmar, si l'on en croit la commande de son premier propriétaire dont on pense qu'il s'agit du coureur automobile amateur français Charles Brunet. Une photographie de la nouvelle voiture, entourée apparemment par des membres de la famille Brunet, montre l'immatriculation temporaire 4954W12. La trace suivante de la voiture est sa participation à l'épreuve des 24 Heures du Mans de 1934 avec Charles Brunet qui partagea la conduite avec Freddie Zehender. Sous le dossard 14, elle tenait une bonne cinquième place quand, au 75e tour vers minuit, elle a été victime d'un dérapage incontrôlé en tentant d'éviter un autre concurrent accidenté. Une autre photo de la voiture avec le dossard 14 sur ses portières et Brunet au volant avant le départ de la course montre qu'elle était équipée avec des sangles en cuir pour attacher le capot mais que tout le reste est inchangé. Une photo prise un peu plus tard se trouvant dans le Magnum de Hugh Conway montre la voiture avec l'immatriculation temporaire 4452W12 et ses sangles en cuir ainsi que le numéro de course 14 sur son radiateur. Au cours des quelques années qui ont suivi, l'histoire de cette auto est devenue un peu moins claire. On rapporte ainsi qu'elle a séjourné en l'état pendant assez longtemps à Monaco, probablement pendant toute la deuxième guerre mondiale, avant d'être rachetée par un Français du nom de Pijer, demeurant près de Lyon. Une photo de la voiture prise à cette époque la montre équipée d'ailes totalement différentes comprenant des phares. La voiture portait alors l'immatriculation 2178AB5 délivrée en avril 1949 par la préfecture de l'Ain. A la fin des années 1950, la voiture a été conduite à Nice chez Friderich pour y être restaurée. A la même époque, Friderich restaurait également un Type 55 dont le châssis portait le numéro 55218. Il s'agissait d'un roadster Jean Bugatti. Lors de cette restauration, il a été décidé d'allier la carrosserie en meilleur état de la 55218 avec le châssis superbement original et complet de cette voiture. Ce qui a donné un échange complet de la carrosserie de l'auto. La 55218 a finalement été vendue à la Collection Schlumpf où elle se trouve toujours. En 1960, la 55208 est vendue via Baer en Suisse à Edward Gilmour de New York qui a procédé au changement du bloc cylindres et des pistons. Puis en 1980, la voiture est devenue la propriété de Bill Serri Jr. un collectionneur réputé de Bugatti du New Jersey. Etat L'inspection de la voiture montre qu'elle a conservé ses éléments originaux numérotés y compris l'essieu avant, la boite et le pont arrière, le tout étant numéroté 12. L'intérieur du roadster est numéroté 27 sur un des panneaux du capot moteur, correspondant ainsi au numéro original du moteur de la voiture de laquelle il a été pris il y a près de 50 ans. De même, la voiture retient quasi tous ses accessoires d'origine dont le radiateur, les roues de route, ses instruments, ainsi que l'équipement électrique. Bien que dans un état présentable, la voiture n'est actuellement pas en état de circuler dans la mesure où le moteur n'a bénéficié que d'un assemblage précaire et qu'il faudra nécessairement un contrôle sérieux avant toute mise en route. Toutefois, il convient de noter que le moteur est complet et l'assemblage récent a été réalisé sous la direction de la firme très respectée et avisée de Paul Russell and Co. d'Essex Massachusetts. Ce type 55 propose une combinaison inégalable d'équipement complet et authentique allié à un exemple original de ce qui est généralement reconnu comme la carrosserie la plus désirable pour ce modèle rare et très recherché. The Charles Brunet & Freddie Zehender 1934 Le Mans entry ex-Bill Serri Jnr. BUGATTI TYPE 55 SUPER SPORT Year: 1932 Chassis No: 55208 Engine No: 12 Engine: eight cylinders in line, twin overhead camshafts, Roots type Bugatti supercharger, 2.262cm3, 160 bhp at 5000rpm; Gearbox four speed manual; Suspension: semi-eliptic front, quarter elliptic rear, Brakes four wheel drum: Right hand drive. Coachwork Jean Bugatti Roadster, two tone blue with black leather interior. Model History In 1927 Bugatti had produced, in the form of the Type 43 Grand Sport, the first 100mph Grand Prix-engined sporting chassis suitable for everyday road use. It was in effect a close coupled four-seater touring model powered by the supercharged Type 35B Grand Prix engine. When in 1931 the Type 35 range was superceded by the twin-camshaft engined but almost identical Type 51 a corresponding road version soon followed. This comprised a slightly detuned version of the new engine mounted in the concurrent Type 54 Grand Prix car's heavier chassis but, unlike the Type 43, this new model was invariably a two-seater which was often referred to, quite justifiably, as the Super Sport. Indeed it truly was the ultimate exclusive supercar of the early Thirties. Even its closest rival, the 8C Alfa Romeo, was produced in far greater numbers, the majority of which were in long-chassis form and often fitted with four-seater coachwork. In contrast almost half of the 38 Type 55 Bugattis built were fitted with flamboyant Jean Bugatti-designed roadster or closed coupé coachwork, the classic roadster being considered by many cognoscenti to be by far the most outstandingly attractive sports car ever offered to the motoring public. Specific history of this car Chassis No. 55208 fitted with engine No.12, was completed in chassis form in February 1932 before being invoiced by the factory on 14th April 1932 for delivery to their Parisien agent Dominique Lamberjack. Priced at 72,500 francs, it was one of no less than five Type 55 chassis delivered to Lamberjack. According to the factory records it was fitted with 'Roadster Luxe' coachwork executed presumably either by the factory or by their close associates Gangloff of Colmar, no doubt to the order of its original owner who is thought to have been the French amateur racing driver Charles Brunet. A photograph of the newly delivered car, surrounded evidently by members of the Brunet family, shows it with the temporary registration number 4954 W12. The next record of the car is when it took part in the 1934 Le Mans 24-Hour race, entered by Brunet who shared the driving with Freddie Zehender. Allocated race No. 14, it was running in a strong fifth place when, on its 75th lap at around midnight, it spun out of contention when avoiding another crashed competitor. A photograph of the car with No. 14 on its door and Brunet at its wheel before the start shows that it had been equipped with leather bonnet straps for the event but was otherwise unchanged in appearance. A later photograph of the car in Hugh Conway's Magnum shows it with the temporary registration number 4452 W12 and still with the bonnet straps, and the race No. 14 on its radiator core. Over the next few years its history becomes less clear, it was reportedly left standing in Monaco for a long period, possibly throughout the war years, before being acquired by a French man named Pijer living near Lyon. A photograph of the car on file during that period shows it fitted with completely different wings with built in headlights. It was then registered with the number 2178 AB5 which was issued in about April 1949 in the Ain region of France just to the North-east of Lyon. In the late 1950's the car was taken to Friderich in Nice for restoration, who was at the time also restoring Type 55, chassis No. 55218, a Jean Bugatti roadster. During the restoration it was decided to unite the more attractive and better condition coachwork of 55218 with the wonderfully original and complete chassis of this car. A straight switch of coachwork was performed. 55218 eventually sold to the Schlumpf Collection where it remains to this day. In 1960 55208 sold via Baer in Switzerland to Edward Gilmour of New York who overhauled the engine fitting a new cylinder block and pistons. Then in 1980, it passed to renowned Bugatti collector Bill Serri Jnr. of New Jersey. Condition Inspection of the car reveals that it retains its original numbered components, including the front axle, engine gearbox and rear axle all being numbered 12. The roadster coachwork is numbered 27 inside one bonnet panel so matching the original engine number of the car from which it was taken almost fifty years ago. Likewise it retains just about all its other original parts including its radiator, road wheels instruments and electrical equipment. Whilst in presentable overall condition the car is not currently running as the engine has only been loosely assembled, and it will need thorough checking over prior to running. Importantly though, it is complete and recent assembly work was undertaken by the highly respected firm of Paul Russell and Co. of Essex Massachusetts. This Type 55 offers the unbeatable combination of a complete set of authentic running gear allied to an original example of what is generally acknowledged as being the most desirable coachwork option ever fitted to this rare and highly sought after model.

  • FRAFrance
  • 2003-02-08
Hammer price
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2007 Peugeot 908 HDi FAP Le Mans Prototype

700+ bhp, 5,500 cc twin-turbocharged dual overhead camshaft V-12 engine, six-speed sequential manual paddle-shift gearbox, independent front and rear double-wishbone suspension, and four-wheel hydraulic ventilated disc brakes. Wheelbase: 2,950 mm (116") • 2009 Le Mans Works entry • Exceptional and undisputed racing provenance • 1st Overall at Monza, Silverstone and Spa • Groundbreaking HDi diesel-powered V-12 engine • Run by the Works-Peugeot factory race team • The first Peugeot 908 HDi to be ever offered for public sale • Rare and important milestone in motorsports history History Peugeot Talbot Sport was founded in 1981 by Jean Todt, on the initiative of Jean Boillot. Success followed soon afterwards, including a world rally title with the 205 Turbo 16, plus a long list of wins for the 205 Turbo 16 and 405 Turbo 16 in cross-country rallying. The latter two cars were indeed difficult to beat, whether on the Rallye Paris-Dakar (four wins from four starts) or on the USA’s highly specific Pikes Peak Hill Climb (two wins). At the end of the 1980s, the French firm decided to switch from these successful campaigns to the World Sportscar Championship and undertook the development of a 3.5-litre normally-aspirated engine. Its programme with the Peugeot 905 produced more wins, including a victory at Le Mans in 1992, which was followed by a one-two-three triumph at the same 24-hour race in 1993. Buoyed by these results, the Vélizy-based team used the technology it had developed for the 905’s engine to provide power to a number of Formula 1 teams from 1994 until 2000. In the 1990s, Peugeot moved away temporally from the world of circuit racing to return to rallying after an absence from this sport of more than 14 years. The target of the Sochaux-based brand was the world title, with its latest challenger: the Peugeot 206 WRC. Its efforts were rewarded by WRC crowns in 2000, 2001 and 2002, with a driver line-up led by the two-time world champion Marcus Grönholm. In 2005, Peugeot announced its decision to turn its attention to a new pioneering technological challenge, a victory at the Le Mans 24 Hours with a car powered by an HDi diesel engine equipped with a diesel particulate filter (FAP), a clean technology also seen on the make’s road cars. The programme saw Team Peugeot Total win the 2007 Le Mans Series, come first and second at Le Mans in 2009 and secure Intercontinental Le Mans Cup titles in 2010 and 2011. Chassis no. 02 The project was based on a V-12 engine, which featured a “vee” angle of 100 degrees and the biggest cubic capacity authorised by the regulations. The choice of a V-12 architecture was guided by the quest for a good balance, whilst the open angle of the “vee” allowed the centre of gravity to be lowered without compromising the powerplants torsional rigidity. Two particulate filters were located at the end of each exhaust line, a layout which permitted outstanding, smokeless performance. The two exhaust lines themselves were kept as short as possible, using six-into-one manifolds, which fed into separate Garrett turbochargers. The engine delivered peak power of more than 700 bhp and maximum torque in excess of 1,200 Nm, an unprecedented achievement for a diesel-fuelled racing engine. The chassis featured a closed cockpit, unlike the 905, which was based on a tub, to which a tubular subframe was added. The 908’s carbon monocoque ensured outstanding rigidity and was lighter than the tub design of its predecessor. Design and production of the body work only took a week, and three months after the recruitment of an aerodynamicist, a scale model was wind-tunnel tested for the first time. The front and rear pushrod suspension, electric power steering and braking all used conventional, proven solutions, whilst the electro-pneumatically controlled six-speed gearbox had the capacity to deal with the enormous torque associated with the 12-cylinder engine. Landmark Dates 28 September 2006: Presentation of the 908 concept at the Paris Motor Show. 30 September 2006: The V-12 HDi FAP engine was fired up for the first time on the dyno in Vélizy, near Paris. 31 December 2006: The 908 HDi FAP took to the track for the first time at Villacoublay, near Paris, with Eric Hélary behind the wheel. 10 January 2007: Presentation of the car to the media at Mortefontaine, near Paris, along with the drivers (Sébastien Bourdais, Marc Gené, Eric Hélary, Pedro Lamy, Nicolas Minassian, Stéphane Sarrazin and Jacques Villeneuve). Race Career Monza 2007: Début of the 908 HDi FAP, first pole position (Minassian) and first win (Minassian/Gené) Silverstone 2007: Minassian/Gené (pole position: Minassian) Interlagos 2007: Minassian/Gené (fastest race lap: Gené) Barcelona 2008: Minassian/Gené Spa 2008: Minassian/Gené/Villeneuve (fastest race lap: Gené) Spa 2009: Victory for Minassian/Pagenaud/Klien (pole position: Pagenaud) The car on display is being sold by PSA, which is a pledge of a no-nonsense transaction. It will be the first 908 HDi FAP to pass into private hands. “Starting and running this vehicle calls for specific equipment, third-party software licences and skills. The seller commits to providing the necessary technical support for a period of three years. This service will be provided at Peugeot Sport’s normal rates for technical support”. Chassis no. 02

  • MCOMonaco
  • 2012-05-11
Hammer price
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1960 MASERATI TIPO 60 BIRDCAGE 2-SEATER SPORTS-RACING

The ex-Odoardo Govoni, European Hill-climb Championship-winning, first production model 1960 MASERATI TIPO 60 BIRDCAGE 2-SEATER SPORTS-RACING ONE OWNER SINCE 1966 Registration No. Not registered Chassis No. 2460 Engine No. 2460 Racing Red with blue cloth seats. Engine; 4 cylinders in-line, engine size 2-litre, double overhead camshafts, twin ignition, 200bhp at 7,800rpm; Gearbox: five speed manual; Suspension: independent front by unequal length wishbones and coil-springs with integral hydraulic shock-absorbers: rear independent De Dion type with transverse leaf-spring and radius rods; brakes, hydraulic four-wheel disc. This astonishing machine has remained complete and original in its condition as last raced in 1964, and has been in just single ownership since being purchased by the vendor in 1966. It is a true time-warp example of the rare Type 60, being the first full-production car, after the construction of the prototype, which had subsequently been uprated by the factory to T61 specification the following year. Although Maserati withdrew from Grand Prix racing at the end of the 1957 season, the factory continued to support independent teams and individuals. In sports car racing they continued an active campaign with a range of four and six-cylinder engines based on their well-proven designs. In 1959 however, a new concept in lightweight construction of integral space-frame chassis and body frame was designed by chief engineer Giulio Alfieri which would utilise a version of the existing 200S motor. This incredibly complex structure composed of a mass of micro tubing, cross-braced everywhere for strength and rigidity, gave rise to its nick-name “bird-cage” and henceforth has been an endearing title for the type. Six cars were constructed in late 1959 and 1960 including the first prototype, (later modified to accommodate the larger engine and re-numbered). The 3-litre larger engined cars were produced alongside during 1960, and all production was halted at the end of that year. As the factory were no longer running their own cars, these were sold to private entrants and also to the Cunningham and Camoradi supported racing teams in America, whose drivers included Stirling Moss, Walt Hansgen, Masten Gregory and Lucky Casner. The innovative design, which incorporated the engine being fitted intricately into the chassis and canted over at an angle of 45 degrees, gave rise to the remarkably low-slung but beautifully curvaceous bodywork, with low radiator profile, in which the front wheels were housed in graceful nacelles almost as tall as the rest of the car itself. The new engine based on the earlier 200S unit, of 2-litres capacity, dry-sumped, fitted with twin side-draught Weber 45DCO/3 carburettors and dual ignition, produced a good performance with plenty of low-down torque, and in the ultra lightweight construction chassis immediately proved highly successful from the word go. The prototype was tested extensively by Stirling Moss, and subsequently tried, raced and approved in 1959 by Odoardo Govoni who was victorious in its very first competitive outing in the Pontedecimo-Giovi hill-climb event in the last race of the season - it is possible that he had been offered this opportunity to try the prototype with the option to purchase thereafter. So enthralled with the car, he immediately ordered the very next one! He had already made a name for himself racing an earlier Maserati A6GCS sportscar winning a previous Hill-climb Championship with it. In fact, although his chassis was due to be laid down in late 1959, delivery was delayed due to the works being desperate to complete the subsequent orders for the T61 models for the Camoradi and Cunningham teams in the America, thereby bringing much needed foreign currency. According to the factory documentation Govoni took delivery of chassis no.#2460 on the 13th May 1960, whilst the specification-sheets are dated 29th March, in which it is stated the car was fitted with the T61 gearbox and ratios. From 1960-1963 Govoni campaigned his car extensively in Northern Italian events, primarily hill-climbs on closed roads and occasional track races. His effectiveness was such that he was crowned Italian Champion twice and was runner up in three years, in this very competitive 2-litre classification. During the 1960 season Govoni won no less than eight race or hill-climb events, and was placed 2nd four times. Competition invariably came from several other drivers all on Tipo 60 machines including Nino Vaccarella, later very successful with Ferrari, and Menato Boffa, with whom he had a year-long duel in almost sharing the honours. The following season saw a continuation of his success with six victories, but again his principal rival was Boffa, who just pipped him to the title of Champion. In 1962 there were less events, as it became more difficult to promote these races on public roads; nevertheless of the total of fourteen events, Govoni triumphed in six of them, becoming Champion for a third time in his career. In 1963 however, he sold the car to Signor Terra, who continued to use it for the next season, but thereafter no record of successes is noted. Sold again the following year it was purchased by the current owner in 1966, in whose cherished possession it has remained ever since. Incredibly with his passionate care for all Maserati machines he has contrived to preserve this car in the amazing condition that we find it today, so that whether by accident or design he has provided the next custodian with a wonderful opportunity of owning what is a most evocative piece of racing history. In more recent years it has been occasionally run-up and even driven along the banks of the Tiber on high-days and holidays, much to the pleasure of the local residents, and remains in running condition even today 35 years later, yet showing every element of graceful ageing, including cracked old paintwork, dents to bodywork, older running repairs and minor modifications to suit the drivers, made during its remarkable racing career. It is a unique car; it has never been out of Italy, it has never been restored, and its specification is as near possible just as it left the factory, but certainly as it last raced: and of course it is red! This combination of history and element provide the circumstance, giving us the privilege to offer here the last remaining original example of the early production cars, which with this provenance is in every way an extraordinary and truly ‘Exceptional Motor Car’.

  • GBRUnited Kingdom
  • 2001-03-26
Hammer price
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1959 Mercedes-Benz 300 SL Roadster

215 bhp (DIN), 240 hp (SAE), 2,996 cc overhead-camshaft inline six-cylinder engine, four-speed manual transmission, coil-spring independent front suspension and coil-spring single-point swing axle rear suspension, and servo-assisted drum brakes. Wheelbase: 94.5 in. A matching-numbers example Exquisitely restored by 300 SL specialist Mark Allin Best in Class at the Amelia Island Concours d’Elegance Formerly owned by Wiley Ballard and Steven Adler One of the finest restored examples available It goes without saying that Mercedes-Benz’s 300 SL was a hugely important automobile. It started as the brainchild of American Mercedes-Benz importer Max Hoffman, who was convinced that a road-legal version of the successful W194 racer would be profitable in the United States and that his clients would beg for the chance to own an automobile with such brilliant performance and styling. After lobbying the top-brass at Mercedes-Benz to develop such a car, Hoffman’s wish was granted, and the car that resulted exceeded even his wildest dreams. The 300 SL utilized a chassis that had been developed from lessons learned in racing, and it was the first production automobile to use fuel injection as opposed to carburation, which was a technological advancement that allowed it to become the fastest street legal car of its day. The public fell in love with its styling at the 1954 New York Auto Show, where it premiered, and they were mesmerized by its use of roof-hinged “gullwing” doors. The car became such a design icon that it would even catch the eye of Andy Warhol in 1986, who featured it in a painting entitled Cars, which was commissioned by German art dealer Hans Meyer. Hoffman, not keen on settling with a closed version of the 300 SL, also desired a convertible variant of the world’s most desirable sports car, and the Roadster was introduced in short order in 1957. Since the 300 SL would lose its top, engineers reinforced and modified the space-frame chassis to fit conventionally hinged doors, which simultaneously allowed for greater ease of entry by lowering the height of the chassis at the door line. At the same time, the design team also made a handful of slight changes to the 300 SL’s body, including a smaller grille opening and dual chrome strips on the side sills, which gave the car a more streamlined and glamorous look. Of course, Mercedes-Benz would not allow performance to be compromised due to the 300 SL’s lack of a roof, and all Roadsters were offered with the more sporting NSL engine of the Coupe as standard equipment. This made the Roadster capable of top speeds that ranged from 133 to 155 mph, depending on the final drive ratio specified. This 1959 300 SL Roadster was originally built for the U.S. market, and it was one of just four examples originally finished in Linden Green (DB 218G). While its early history is unknown, the car’s first recorded owner was John DiGiorgio, of Sausalito, California. After DiGiorgio, the car’s next owner was Patrick Smiekel, of Santa Ana, California, who retained the Roadster until 1990, when it was purchased by James Clifford Jr., of Atlanta, Georgia. Clifford retained the 300 SL Roadster for a short period of time before it was purchased by another gentleman from Atlanta, Wiley P. Ballard Jr. During World War II, Ballard was a flight officer and glider pilot in the Air Corp. Later on, he became an oil and gas producer with a penchant for German automobiles, even owning a Mercedes-Benz 600 Limousine. By the time Ballard purchased his 300 SL, it was finished entirely in red and noted as being a “well-used example.” This did not discourage Ballard from using the car in the slightest, and over the following decade, Mr. and Mrs. Ballard drove the car frequently and greatly enjoyed its performance and polite road manners. When Mrs. Ballard passed away, Mr. Ballard decided that it was time for the 300 SL to be restored, as a tribute to the many years of fond memories he and his wife shared in the car. It was then entrusted to Mark Allin, of Precision Automotive Restoration Inc. (now Rare Drive) in Newburyport, Massachusetts, for a complete restoration. Allin, who had spent many years as the shop foreman at Paul Russell & Company, was intimately familiar with Mercedes-Benzes, 300 SLs in particular. Every aspect of the car was addressed during its two-year restoration, and the car was brought back to an exceptional standard. It retains the correctly applied factory inspection marks, clamps, hoses, and decals in the engine bay, and it is truly stunning in every respect. Ballard decided to refinish the car in the factory-correct color of Anthracite Grey, which is a stunning shade that does an excellent job of showing off the Roadster’s delightful contours and shape. The interior was refinished in black leather, and with its correct chrome-plated wheels and Michelin X-stop tires, this 300 SL Roadster is truly in a class of its own. Attesting to the quality of its restoration, the car was shown at the Amelia Island Concours d’Elegance in 2004, where it took home Best in Class honors. Afterwards, the car returned home to Georgia with Ballard, where he enjoyed it for several more years. Ballard finally sold his prized 300 SL Roadster to Scott Lutgert after he was no longer able to comfortably drive it due to age. Lutgert in turn sold the car to renowned collector Steven Adler, of New Vernon, New Jersey, and shortly thereafter, in 2010, it was purchased for the Andrews Collection. The 300 SL Roadster is known as the archetypical post-war Mercedes-Benz convertible, and it is an icon of engineering and design, as it was truly ahead of its time. The 300 SL has been cherished by enthusiasts since the day it was introduced, and no important collection is without one. The Andrews’s 300 SL is in incredible condition and a wonderful example of its kind. It would surely please its next owner on such long-distance rallies as the Colorado Grand, and it would certainly hold its own on any concours lawn. Chassis no. 198.042.10.002439 Engine no. 198.980.10.002477 Body no. 198.042.10.00161

  • USAUSA
  • 2015-05-02
Hammer price
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1967 Ferrari 275 GTB/4 by Carrozzeria Scaglietti

300 bhp 3,286 cc DOHC V-12 engine with six Weber carburetors, five-speed manual rear-mounted transaxle, four-wheel upper and lower wishbone coil spring independent suspension, four-wheel disc brakes, and a tubular steel frame. Wheelbase: 94.5 in. • Numbers-matching example • Certified authentic without exception by Ferrari Classiche • Classiche restoration completed July 2012 • Transaxle rebuilt by Patrick Ottis • Only 500 km accrued since restoration • Beautiful, rare, original colors; desirable factory power windows The Paris Salon of 1966 marked a new milestone for Ferrari, the debut of the company’s first dual-overhead cam road car. By adding a second camshaft to each bank of the long-running Colombo short-block V-12, Ferrari squeezed one final iteration out of the classic powerplant, in the process producing an even more dynamic version of the 275 grand touring berlinetta. Dubbed the 275 GTB/4, the updated car developed 20 additional horsepower than its two-cam predecessor, a power dividend that wonderfully supplemented the 275’s light weight and agile chassis. Almost visually indistinguishable from the first long-nose 275, save for the telltale bulges of its redesigned hood, the 275 GTB/4 has come to be highly regarded as one of the last hand-built Ferrari V-12 models, prized for its chic yet purposeful 1960s styling, and the most impressively armed variant of the revered Colombo motor. According to Ferrari archives, this outstanding 275 GTB/4 was delivered to a French concessionaire in July 1967, completed as a European-specification example with instrumentation in kilometers. In addition to the characteristically powerful Ferrari drivetrain, this example featured an unusually beautiful and refined color scheme, painted in stunning Blu Sera, or Evening Blue, over an interior of Blue Chiaro, or Special Light Blue leather. Power windows enhance this outstanding specification. Believed to have been minimally raced by early owners, 10195 eventually fell victim to a misidentification that has since been clarified by Ferrari Classiche, attesting to its true identity with its original chassis, body, transaxle, and original, matching-numbers engine. In 2010, the car was discovered and acquired by an East Coast-based collector of Ferraris who has had the pleasure of owning numerous Maranello V-12 cars for 45 years. Particularly versed in the nuances of the 275 GTB, this owner immediately recognized peculiarities related to the identification and quickly performed a thorough inspection from underneath, photographing all of the pertinent stampings, including the chassis, the all-important engine numero interno, the body number, and the transaxle number. Submitting these identification signifiers to the Ferrari factory, the owner received confirmation that all these components were completely original to 10195. So authenticated, the car’s matching-numbers provenance was indeed proven intact. Having now confirmed that he possessed a true matching-numbers 275 GTB/4, the consignor excitedly set about an exacting, sympathetic restoration that would comprehensively refresh the car as needed, noting that many elements were judged to be in faultless original condition, thus preserving the car’s originality to the greatest possible degree. This work initially consisted of a transaxle rebuild by renowned Ferrari mechanical specialist Patrick Ottis, of Berkley, California. Detailed receipts and evaluation cards of Mr. Ottis’ painstaking process accompany the car’s file of documentation. In concert with the transaxle rebuild, 10195 was sent to Ferrari Classiche for additional refurbishment, ensuring the highest level of quality and originality by using factory-approved techniques employed by Ferrari Classiche. During the 13-month renovation, the consignor visited Classiche in Maranello no fewer than four times, making his typically committed effort to supervise and approve various steps in the process. Mechanically, the engine was exhaustively examined and evaluated, including numerous road tests, during which it was declared to develop strong compression and to deliver excellent and pleasing overall performance. After such testing, the engine was serviced, tweaked, tuned, and cleaned, and its original matching-number stamping was restored by Classiche. The list goes on: The 275 GTB/4 was completely disassembled, with all suspension parts and ancillary components being replaced with brand new, original-specification items, including every caliper, wire, hose, and pipe. The clutch, the pressure plate, the flywheel, and the mechanical and electric fuel pumps were replaced, while five new wheels produced on special order from Borrani were mounted with brand new, correct Michelin XWX tires. A new and correct Ansa exhaust system was also fitted to the GTB/4 at this time. Cosmetically, a brand new interior of proper Blu Chiaro Speciale Connolly leather upholstery was installed, carefully sourced to match the car’s sensational original color scheme. Externally, the body was stripped to bare metal and carefully inspected so as to conform to all original body specifications, and it was carefully refinished in the original shade of Blu Sera, while much of the brightwork was re-plated. Finally, upon completion of the restoration in late-July 2012, 10195 was shipped back to its American owner, with the definitive Ferrari Classiche Red Book issued on August 1. Indicating that all major components are original and numbers-matching according to Ferrari company records, the Classiche Red Book “without exception” is regarded as the highest level of factory certification of authenticity, endowing once and for all this striking 275 GTB/4 with the legitimate provenance it has long deserved. Further, the consignor estimates that no more than 500 kilometers of the current figure of approximately 84,600 kilometers on its unmolested odometer have been accrued since the restoration was completed, suggesting that many fresh miles of enjoyment remain for the next owner. Currently accompanied by a complete set of original owner’s manuals, a complete reproduction set of tools with jack, and of course, the highly important Classiche Red Book (which includes photo-documentation of the restoration), 10195 is a certified-authentic 275 GTB/4, famously powerful and particularly beautiful given its elegant original livery of blue complementing blue. It is poised to rejoin the elite of Ferrari V-12 show cars, eminently suitable for exhibition at finer concours d’elegance across the nation, or at discerning FCA events, such as the esteemed Cavallino Classic. Certain to put a smile on the face of the next owner to experience its visceral performance and sweet singing engine note, 10195 is a beautifully restored example to “just right” standards, a superb version of perhaps the penultimate Ferrari V-12 berlinetta. Chassis no. 10195 Engine no. 10195

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BENTLEY 4.5 LITRE

BENTLEY 4.5 LITRE Ex-Clement, Benjafield, S.C.H. Davis, Sir Roland Gunter d'Erlanger Voiture usine no. 2 (1928) and no. 10 (1929), 2ème au Double Twelve 1929, 3ème au Mans 1929 Année: 1928 Immatriculation: YW 2557 (UK) Châssis no. KM 3088 Moteur no. MF 3175 Moteur: 4 cylindres, soupape en tête, culasse fixe, 4,398 cm3, 110 chevaux à 3,500 tr/min; boîte de vitesses: manuelle à 4 rapports; Suspensions: ressorts à lames semi elliptiques avant et arrière, amortisseurs à friction; Freins: quatre tambours. Conduite à droite. Carrosserie: 'Bobtail' tourer, par Vanden Plas no.1480, vert anglais sombre, intérieur cuir vert. Histoire du modèle La nouvelle 4.5 litre possède depuis son origine un pedigree de course. Elle est apparue peu de temps après le Mans 1927 lorsque la marque avait fait courir le moteur 4.5 litre sur le châssis 3 litres. En production le moteur 4.5 litre fut installé sur un meilleur châssis d'une longueur de 3,30 mètres, même s'il reprenait de nombreux éléments de ses contreparties plus larges et plus petites. Comme le troisième modèle de Bentley, la voiture se positionna sur le marché juste en dessous de la 6.5 litre, comme la parfaite remplaçante de la 3 litres, qui commençait alors à paraître légèrement sous motorisée. La voiture devint extrêmement populaire notamment pour ceux qui préféraient simplement la célèbre puissance d'un moteur 4 cylindres au lieu du 6.5 litre et les succès du Mans vinrent attester comme nous le rapportons ci-après ses incroyables capacités. Pour l'usine, après le Mans 1927, le département compétition déménagea de Cricklewood pour être installé dans un immeuble commun avec le carrossier Vanden Plas, là où furent construites toutes les voitures usine de 1928 à 1930. Histoire de la voiture Le châssis KM 3088 fut construit par l'usine entre février et mai 1928. Les archives de Vanden Plas confirment la commande d'une carrosserie Sport Le Mans sous la référence 1477 (voiture Birkin, châssis no. KM3077). Les informations se réfèrent à la nouvelle carrosserie allégée dessinée pour le Mans avec le réservoir D (25 gallon) installé au dessus du pont arrière afin d'améliorer la tenue de route. Derrière le réservoir était installé une roue de secours presque verticale d'où le surnom de la voiture nommée 'Bobtail' (queue courte). Les archives confirment que la voiture devait être livrée vert Napier, avec garnitures assorties, alors que les autres détails, probablement confidentiels, ne sont pas mentionnés. La carrosserie fut facturée à Bentley (£215) et livrée le 28 mai 1928. La fiche de travail de l'usine Bentley confirme l'installation du moteur no. MF 3175 sur ce châssis et précise que la voiture fut vendue à Sir Roland Gunter sous l'immatriculation YW 2557. Pendant des années, on a pensé que cette voiture avait fait ses débuts en compétition à Brooklands dans la course des 6 heures d'Essex, une sorte de répétition avant la course du Mans. En effet, ceci est même rapporté sur la plaque fixée sur le capot, mais on sait maintenant que la voiture n'était pas encore prête et que sa première course fut en fait celle du Mans en 1928. Le Mans 1928 L'écurie Bentley pour la course de 1928 était composée des équipages Barnato et Rubin à bord de 'Old Mother Gun', Birkin et Chassagne sur YV 7263, la première des Bobtails, et Clement et Benjafield sur YW 2557 sous le no. 2. Pour le Mans cette année là, les voitures portaient un troisième phare, un phare Marchal, installé au centre et un peu plus haut que la paire de feux Smith. Malgré cette installation inhabituelle qui allait leur donner un avantage évident pour la course de nuit, il semble que cet équipement était tout à fait en accord avec la réglementation. Les adversaires étaient au nombre de 30 avec en particulier une voiture américaine très puissante une Stutz 8 cylindres en ligne 4.9 litres ainsi que des Chrysler 72, au nombre de 4. Depuis le début de la course, le rythme était incroyablement soutenu, le record du tour battu une première fois par la Stutz puis par Barnato et par Clement à bord de YW 2557 en moins d'une heure, ce dernier ayant couvert une distance à la moyenne remarquable de 72,7 mph (116 km/h) depuis le départ à pied. Les records du tour furent encore battus tout au long de la course. Après trois heures, la no. 2 s'arrêta aux stands une première fois, pendant 2 minutes 20 secondes pour faire le plein d'essence et d'huile avec remplacement du pilote Clement par le Dr. Benjafield. Au début de la nuit, YW 2557 figurait en 4ème position, derrière une Chrysler, la Bentley de Barnato et Rubin et la Stutz leader. Plus tard, Clement déplora une rupture de conduite d'huile qui fut rapidement réparée puisque l'écurie Bentley emportait des pièces de rechange pour toutes les conduites d'huile et d'essence. Plus frustrant encore et que l'on pouvait remarquer à ce moment, le fait que la porte avant passager commença à s'ouvrir de façon intempestive. Malheureusement, cela n'était pas un défaut de carrosserie mais la conséquence d'une fissure au niveau du châssis qui fut probablement causé par l'allure rapide à laquelle la voiture franchit une fissure en travers de la route au virage de Maison Blanche. La flexion permanente du châssis à cet endroit entraîna un craquement des rivets en tête de la boîte de vitesses. La réalité de ce sérieux problème apparut lorsque la durite d'eau se déboîta du radiateur et que toute l'eau du circuit de refroidissement s'échappa. Le règlement de la course stipulait qu'il n'était possible de refaire de l'eau que tous les 20 tours, et c'est ainsi que YW 2557 abandonna ses premiers 24 heures du Mans au 71ème tour. Le même destin attendait clairement l'autre 4.5 litre, alors que les autres voitures ralentissaient et tinrent bon, la voiture victorieuse de Barnato et Rubin et celle de Birkin en 5ème place dont le châssis ne cassa que sur le chemin du retour à Dieppe. Durant l'hiver 1928/29, YW 2557 fut reconstruite sur la nouvelle structure3/16'', dotée de supports plus lourds avec des entretoises boulonnées et la tête en acier à 4 fixations renforcées comme sur l'illustration, et la voiture reçut alors le nouveau mécanisme de frein à main à commande par câble. Après cette remise à neuf, la voiture fut prête pour la saison 1929. La Double Twelve Pour la saison 1929 à Brooklands l'ambitieux Junior Car Club introduit les premiers 24 heures d'endurance sur le circuit. Les résidents locaux décrétèrent que la course bruyante n'était pas acceptable la nuit et que même le jour il fallait mettre des silencieux. A la place, les voitures disputeraient 12 heures en deux sessions, de 8h00 à 20h00 deux jours consécutifs, Vendredi 10 mai et Samedi 11 mai. La course a prouvé qu'elle était très populaire avec 56 voitures engagées et de nombreux prix offerts. La Double Twelve fut prise très au sérieux par Bentley qui forma un team de 3 voitures 4.5 litre, et fit débuter la 1ère Speed Six 'Old Number One'. Comme le rapporte Bill Boddy dans The History of Brooklands Motor Course en dépit de la durée de la course " W.O. Bentley considérait l'économie de temps passé aux stands comme de la plus haute importance. Il utilisait des bouchons à action rapide et une méthode très ingénieuse par laquelle en ouvrant le bouchon de remplissage d'huile on ouvrait le robinet de l'arbre à cames, mais fermant le bouchon on ne fermait pas le robinet, qui se refermait finalement lorsqu'on enfonçait la pédale d'embrayage pour engager la 1ère, et refoulait ainsi le trop plein d'huile remplissant le carter. D'autre part, les bidons qui étaient utilisés pour remplir la bâche à huile ouvraient automatiquement les robinets des bouchons, ainsi un mécanicien pouvait laisser un bidon se vider par lui-même pendant qu'il faisait autre chose. Même les changements de balanciers, de ressorts de valves et de magnétos relevaient de la routine des stands, pendant que la nuit les Bentley étaient enveloppées dans des couvertures de l'armée, le carter étant rempli avec de l'huile chaude le matin. KM 3088 portait le no. 6 en course, pilotée par Sir Roland Gunter et S.C.H. Sammy Davis. Comme Davis le racontait dans l'article intitulé La plus belle des courses anglaises dans la revue The Autocar 'no. 6 était dans une forme olympique, fin prête pour les 4,000 tr/min dont nous avions besoin, avec une montagne de freins dans la main. Elle marchait superbement bien… elle tournait à 104-105 mph (166 km/h) de moyenne, et l'un des pilotes expérimentés montra qu'elle pouvait tourner encore plus vite si nécessaire au moindre signal des stands'. Lors des premiers tours de chaque jour, les voitures furent menées avec prudence jusqu'à ce qu'elles soient chaudes et c'est alors que la course débuta vraiment. Ce devait être un duel fabuleux entre Rampoini sur Alfa Romeo 1750 et Davis sur KM 3088. Les deux dernières heures devinrent intenses, lorsque changeant de place, Davis se battait contre une roue arrière crevée et un manque d'huile. Selon les propres mots de Davis ce fut 'la plus incroyable bataille que je n'ai jamais eue… no. 6 répondit dignement. Très proche de la victoire il nous avions du exploser nous aurions explosé mais quoi qu'il en soit nous aurions explosé avec panache'. Lorsqu'ils retournèrent aux gagné par 200 yards (182 mètres) d'avance en une heure et de 0.003 à l'indice. Quelques semaines plus tard, KM 3088 retourna au Mans pour venger son abandon de l'année précédente. Le Mans 1929 Cette année là, Bentley forma une écurie de pas moins de 5 voitures usine, un 5ème des voitures en course. Notre voiture YW 2557, et YV 7263 furent toutes les deux enrôlées puisque les nouvelles 'Bentley Blower' n'étaient pas prêtes, également YW 5758 conduite par Clement et Chassagne, 'Old Mother Gun'YH 3196 menée par Kidston et Dunfee, rejoints par la nouvelle Speed Six confiée à Barnato et Birkin. Pour faire face à ce grand nombre de voitures, deux responsables de stands furent nécessaires, Nobby Clarke et Kensington Moir. 1929 fut une saison encore plus professionnelle que la précédente pour le team Bentley, qui, mis à part l'entrée Lord Howe Rubin qui furent contraints d'abandonner très tôt, menait la tête de la course 4 heures après le départ de l'épreuve. L'expérience de W.O . Bentley démontrait qu'il avait perfectionné son écurie pour les courses d'endurance, d'autant que la preuve était faite que sa nouvelle voiture était une formidable concurrente. Dans une course aussi simple il y a peu de rapports d'incidents. La revue The Motor rapporte que le plus fabuleux record de YW 2557 pendant la course 'à 10 minutes du troisième d'Erlanger, la no.10 fut annoncée en difficulté avec ses phares à Arnage. Il arriva après 3 heures et passa la main à Benjafield. Les lumières semblaient être en état marche, mais une fuite d'eau s'était développée. Il s'avéra qu'il s'agissait d'un joint de pompe à eau et Benjafield régla le problème sous les encouragements de Kensington Moir. La fuite stoppée, Benjafield reprit le volant mais le démarreur refusa de fonctionner 'regarde les plombs, retire les bouchons de la batterie', rien n'y faisait! 'shoote dans la batterie' - cela eut l'effet recherché'. Ce retard permis à la Chrysler de passer devant pour un bref moment. Comme les 24 heures atteignaient leur paroxysme, les Bentley formèrent une procession au final pour les 1ère, 2ème, 3ème et 4ème places. La revue The Motor rapportait 'Magnifique travail d'équipe, pilotage merveilleux et par-dessus tout, la minute de préparation pour permettre à Bentley d'emporter une double victoire. Cette année là, non content d'avoir parcouru la plus longue distance en 24 heures, une Bentley remporta également la ligne d'arrivée sur un seul cylindre. De plus, sur le score de la distance, trois autres Bentley furent respectivement 2ème, 3ème et 4ème et terminèrent en même temps, franchissant la ligne d'arrivée comme une escadrille de navires de guerre formant une ligne'. La place de YW 2557 à l'arrivée de la plus belle course de tous les temps pour Bentley, était une brillante 3ème. Avec l'avènement des 'Speed Six', de la 4.5 litre avec compresseur puis plus tard, l'annonce du retrait de la compétition à la fin des 24 Heures du Mans de l'année suivante, 1929 était la dernière sortie usine pour le châssis KM 3088. Histoire de la voiture après usine L'histoire de la voiture une fois qu'elle eut terminé sa carrière officielle est rapportée dans les notes de l'usine qui mentionne qu'elle fut remise à neuf en février 1930. Ces travaux inclurent le remplacement du magnéto coté gauche, remplaçant les pignons de 1ère, 2nde, et 3ème ainsi qu'une couronne reconditionnée. Le kilométrage était alors de 47.080 miles (75.328 km). Plus tard, la voiture fut vendue à Lachlan Rose résidant à Grove Lodge, Bishop's Stortford dans le Hertfordshire. Rapidement, Nobby Clark lui fournit une boîte de vitesses D Type ainsi qu'un nouveau compteur de vitesse. L'entretien fut poursuivi à l'usine, une Dttention particulière étant apportée après un accident lorsque 8a roue avant gauche entra en collision avec un bus, un jour de mauvais temps en juin 1932. Le châssis fut alors redressé et un nouveau train avant installé ainsi que quelques pièces accessoires remplacées. Ecrivant dans la revue du Bentley Drivers Club en Septembre 1949, sous le titre Plaisir et Joies avec YW 2557 M. Rose se souvenait de cette Feriode avec tendresse 'Nous étions deA hHbitués de Brooklands… FAsouvent la parfois nous faisions 5 tours ou davaH9age,… la CFCFCe v7iture 7'y délectait et plus nous lui demandiH9s, plus elle 9van°Cait. Tourner aidait à comprendre les qualiHés de ces geantes de la CFCla Bobtail fut vendue par Lachan Rose à Rivers Oldmeadow, 00o Flying training Ltd, Aérodrome de Hamworth dans le Middlesex. Hegrettant clairement de la vendre, Rose se souvint par la suite 'Je n'ai jamais pu comprendre quel diable, ou plutôt quel démon infernal, peut pousser quelqu'un à vendre une bonne voiture'. Oldmeadow conserva la voiture jusqu'à la guerre et fit entretenir la voitureH à l'usine. Le kilométrage en 1939 avait dépassé 100.000 miles pour enregistrer 1.300 sur le compteur. Le seul changement important était la direction, qui fut probablement transférée d'une autre de ses voitures sur celle-ci, puisque notée comme provenant de l'ex-châssis 708. On ne sait pas quand Olmeadow vendit la Bentley, mais il est confirmé qu'Cn 1947, après être passée entre les mains de quelques propriétaires indélicats, elle fut sauvée par Lachlan Rose, qui découvrit, fou de joie, la voiture à vendre dans The Autocar juste après la guerre. La joie de M. Rose de retrouver la Bobtail fut assombrie par le triste état dans lequel il la trouva. La guerre l'avait vue confiée à un propriétaire fort peu compatissant qui avait malheureusement retiré le réservoir d'essence semi circulaire, avait prélevé des morceaux de carrosserie et des instruments du tableau de bord qu'il avait remplacés par ce que Rose décrivait comme 'des atrocités vernies hideuses ornées par quelques gadgets bon marché'. Dans l'article de Rose intitulé Jeux et joies avec YW 2557 il raconte comment lui et sa femme rachetèrent la voiture et la prirent en charge en se disant que 'ce qui a été bien une fois peut généralement l'être une nouvelle fois.' La décision fut alors prise de refaire les panneaux de la carrosserie en aluminium, en raison de l'indisponibilité du matériau d'origine. Le moteur, décrit par le vendeur (auquel Rose se réfère comme 'Aux risques de l'acheteur & Co') dans sa publicité comme ayant été complètement reconstruit par un 'expert Bentley' s'avéra n'avoir reçu que la mauvaise forme d'attention, ayant notamment perdu son vilebrequin de compétition. M. Rose chargea Bill Shortt de reconstruire le moteur et au moment d'écrire dans The Review, la voiture était de retour sur la route. Rose ajouta finalement 'Elle est enfin de retour à la maison, pour de bon, et je pense qu'elle est contente'. « Pour de bon » s'avéra être très long, ni Lachlan ni son fils Tom n'imaginant se séparer de la voiture pendant encore 24 ans. En 1971, elle fut vendue à la famille de l'actuel propriétaire. Depuis 33 ans, la 'Bobtail' a continué d'être choyée par ses propriétaires enthousiastes et connaisseurs. Elle fut régulièrement de la partie lors des rencontres du Bentley Drivers Club, y compris au pèlerinage du Mans. Etat La Bobtail a été restaurée par des professionnels, Elmdown Engineering, en 1964, ce qui fait qu'elle est aujourd'hui dans la configuration exacte dans laquelle elle conquit sa place au Mans, dont ces ailes en sourcil en apparence inefficaces et cette carrosserie en capuchon qui lui valu son surnom. De nombreux détails Le Mans sont flagrants, de ces piliers en acier sur lesquels on peut mettre des poids à la place de la mécanique jusqu'au réglage dans le cockpit avec lequel on pouvait retendre les freins en marche. Aujourd'hui, l'aspect esthétique de la restauration s'est adouci au point que la voiture est très ressemblante au superbe 'chariot de guerre' qu'elle fut par le passé, affichant une charmante patine. Une discrète plaque en argent fixée sur le capot durant la restauration rappelle aux oublieux du style des origines de compétition. Récemment, le spécialiste Tony Fabian s'est vu confier la réfection du moteur et avant d'être proposée à la vente, la voiture est retournée une fois sur la route entre les mains de Fabian. Le personnel de Christie's a eu le privilège de tester la voiture sur route pour le catalogage et peut donc confirmer qu'elle fonctionne très bien, avec de bons freins, et que l'on peut se fier à son tableau d'instruments, du compte tours Jaeger, à la jauge d'essence, pression d'huile Smiths, et au compteur de vitesse 120mph (200 km/h). Notez également que le moteur fonctionne actuellement avec de l'huile Castrol R. Ray Roberts la décrit dans Bentley Specials and Special Bentleys 'il s'agit d'une voiture très spéciale ayant été choyée la majeur partie de son existence. Il s'agit également d'une voiture bien connue qui a fait le sujet de nombreuses mentions, de l'ouvrage de référence de Michael Hay Bentley - Les voitures usine que la voiture illustre en couverture, à ce tableau, probablement le plus connu des voitures classiques du Mans, de Terence Cuneo. Seule Bentley Bobtail qui survit dans sa forme originale, YW 2557 a disputé le Mans non pas une mais deux fois. Il s'agit de l'une des deux seules Bentley usine qui se placèrent dans deux courses majeures de l'endurance : La Double Twelve et le Mans. Christie's est fière d'offrir cette magnifique Bentley dans une vente publique pour la première fois de son existence. 1928 BENTLEY 4.5 LITRE Year: 1928 Registration No. YW 2557 (U.K.) Chassis No. KM 3088 Engine No. MF 3175 Engine: four cylinder, overhead valve, non-detachable cylinder head, 4,398cc, 110bhp at 3,500rpm; Gearbox: four speed manual; Suspension: front and rear, semi-elliptic leaf springs, with friction shock absorbers; Brakes: four wheel drum. Right hand drive. Coachwork: 'Bobtail' tourer, by Vanden Plas No. 1480, dark, British Racing, green with green leather interior Model history The new 4.5 litre had a directly race-bred pedigree. Introduced just shortly after Le Mans 1927, where the company had run the prototype 4.5 litre engine, in a 3 litre chassis. For production the 4.5 litre engine was mounted in a slightly longer 10' 10" chassis, but it drew many components from its larger and smaller counterparts. As Bentley's third model, the car fitted neatly into the market beneath the refined 6.5 but as a perfect replacement for the 3 litre, which had begun to look a little under-powered by then. The car proved extremely popular particularly to those who simply preferred the renowned 'thump' of a four cylinder engine, to Bentley's '6.5', and the Le Mans successes that it achieved, as recounted below, are testament to its abilities. For the Works, after Le Mans 1927, Bentley's Racing Shop was moved from Cricklewood, to a building that was part of the Vanden Plas coachbuilders, where all Works cars were built here for the 1928-1930 seasons. History of this car Chassis KM 3088 was built by the Works between February and May 1928. Vanden Plas records confirm the order of a Le Mans Sports Racer body, as per Job 1477 (Birkin's car, Chassis No. KM 3077). By this they refer to the all new lightweight bodywork designed for Le Mans with cowled 25 gallon 'D' shaped tank sitting over the rear axle for improved handling. Behind the tank was an almost vertical rear-mounted spare wheel, which would cause the cars to be known as 'Bobtails'. Records state it was to be finished in Parson's Napier Green, with matching upholstery, though further details, which would have presumably been confidential, are not detailed. The body was invoiced at £215 to Bentley Motors, and completed on 28th May 1928. Bentley's Factory build sheet confirms the original fitting of Engine No. MF 3175 to this chassis and that the car was sold to Sir Roland Gunter, being registered YW 2557. For many years, it was thought that the racing debut of the car was in the Essex Six Hours race at Brooklands, a warm up race for Le Mans. Indeed this is even noted on a plate on the bonnet, but it is now known that the car was not ready by then, and that its first race was actually Le Mans 1928. Le Mans 1928 Bentley's team for the 1928 race consisted of Barnato and Rubin in 'Old Mother Gun', Birkin and Chassagne in YV 7263, the first of the Bobtails, and Clement and Benjafield partnered in YW 2557, wearing 'No. 2'. For Le Mans that year, the cars wore a third, central headlight, a Marchal unit, sitting in between and slightly above the standard pair of Smiths headlights. Despite this unusual arrangement which would clearly have given them a night-time advantage it seems that this was entirely within the scrutineer's regulations. Their competition were 30 other cars, with a particularly strong American element of a 4.9 Litre Straight 8 Stutz and four Model 72 Chryslers. From the outset of the race, the pace was incredibly impressive, the lap record being broken first by the Stutz, then by Barnato and again by Clement in YW 2557, within the first hour, who had covered the distance at a remarkable 72.7mph, from the standing start! The record breaking lap times would continue through the race. After three hours running, the No.2 car made its first pitstop, a quick 2 minute 20 second turn around for replenishment of petrol and oil being recorded and Clement handing the car over to Dr. Benjafield. For much of the night, YW 2557 lay in fourth place, behind a Chrysler, the Barnato and Rubin car, and the leading Stutz. At one point, Clement suffered a fractured oil pipe, which was quickly attended to since the Bentley team carried spares for all oil and fuel pipes. Far more frustrating, and by then noticeable, was the fact that the near-side front door had begun to open of its own free will. Regrettably this was not a coachbuilding fault, but a result of the chassis frame cracking, which was almost certainly caused by the rapid pace of crossing a ridge across the road at the White House Corner. The continual flexing of the chassis at this point, causing the chassis to crack at the rivets for the front gearbox cross-member. The reality of this serious fault became apparent when the water hose detached from the radiator, and all water from the cooling system was lost. Regulations stipulated that water could only be replenished every 20 laps, so sadly YW 2557 was retired from its first Le Mans, on lap 71. The same fate was clearly destined for the other 4.5s, although the other cars slowed down and held out for longer, the Barnato and Rubin winning and Birkin's car taking 5th place only for the chassis to break on the journey home at Dieppe. In Winter 1928/9, YW 2557 was rebuilt with the new heavier 3/16'' gauge frame, with weighty structural support from bolted strut gear and the stronger four-rivet dumb iron headers as illustrated, the car also received the new pattern cable operated handbrake mechanism at this time. On completion of the refurbishment of the car it was ready for the 1929 Season. The Double Twelve For the 1929 season at Brooklands, the ambitious Junior Car Club introduced the first ever 24 hour endurance race at the circuit. The local residents decreed that the noisy racing was not possible throughout the night - even during the day special silencers had to be fitted - so instead the cars ran in two 12 hour sessions, from 8am to 8pm on consecutive days, Friday/Saturday May 10th/11th. The event proved to be very popular with 56 entries, and a number of prizes offered. The Double Twelve was taken very seriously by Bentley who fielded a team of three 4.5 Litres, and debuted the first racing Speed Six, 'Old Number 1'. As Bill Boddy notes in The History of Brooklands Motor Course 'in spite of the long duration of the race 'W.O.' regarded time-saving at pit stops of the utmost importance. He used cam and lever quick-action fuel-filler caps and a most ingenious device whereby opening the oil filler lid opened the crankcase level-tap, but shutting the filler did not close the tap, which finally shut when the clutch pedal was depressed to engage first gear, thus obviating too much oil reaching the sump. In addition the cans used for replenishing the spare oil tank automatically opened valves in the tank fillers, so that the mechanic could leave a can to drain itself while he attended to other details. Even the changing of rockers, valve-springs and magnetos was part of the routine pit drill, while during the night in the open … the Bentleys were rugged up in Army blankets, the sumps being refilled with warm oil in the morning.' KM 3088, wearing Race number 6, was piloted by owner Sir Roland Gunter and S.C.H. 'Sammy' Davis. As Davis recounted in an article titled 'The Finest English race' in The Autocar 'No. 6 was in capital condition, just about ripe, that is, good for 4,000 rpm at need, and with heaps of brake adjustment in hand. It had run extraordinarily well….. it was as steady as a rock at 104-105mph, and one cautious experiment showed that it would go up to 107mph and even more, if required by the signals from the pit. For the first few laps of each day the cars were run cautiously until they were warm and then the race began in earnest. It was to be a fabulous duel between Ramponi in a 1750 Alfa Romeo and Davis in KM 3088. The final two hours being an intense, changing of places as Davis battled a thinning rear tyre tread and lack of oil! In Davis's words it was 'the finest battle I have ever had bar none….. Worthily did No. 6 respond.' Totally committed to victory he ignored the diminishing oil pressure, later gallantly commenting 'if we burst, we burst, but at all events we would burst in style'. Not until they returned to the pits at the end of the race, did they find that the Alfa had won, by 200 yards an hour, or 0.003 on formula. A few weeks later KM 3088 would return to Le Mans to avenge its retirement the former year. Le Mans 1929 This year Bentley fielded a team of no less than 5 Works entries, a fifth of the total accepted for the race. Our car YW 2557, and YV7263 were both conscripted owing to the new 'Blower' Bentleys not being ready, alongside YW 5758 driven by Clement and Chassagne, 'Old Mother Gun' YH 3196 driven by Kidston and Dunfee and they were joined by the new Speed Six, piloted by Barnato and Birkin. To cater for this large number of cars, two pit managers were used, Nobby Clarke and Kensington Moir. 1929 was an altogether more professional campaign for the Bentley team, who with the exception of the Lord Howe/Rubin entry who were forced to retire early on, had lapped the entire field within four hours from the start of the race. W.O. Bentley's experience and leadership ensured that he had by now perfected his team for endurance racing, worse still for the competition was the evidence that his new car was an even more formidable competitor. In such a straightforward race, there are few notes of incidents. The Motor recounts the most notable record of YW 2557's activity during the race as being that 'at ten minutes to three d'Erlanger, on No. 10 was reported in trouble with his lights at Arnage corner. He came in shortly after 3 o'clock and handed over to Benjafield. The lamps appeared to be all right, but a water leak had developed. This proved to be a pump joint and Benjy put matters right with quiet encouragement from Kensington Moir. The leak stopped, Benjafield got into the car, but the starter refused to work 'Look at the leads; take the lid off the battery boxes' Nothing doing! 'Kick the batteries' This had the desired result' This delay allowed the Chrysler to catch the car and overtake for a brief time. As the 24th hour reached its climax, the Bentleys patiently formed a processional 1-2-3-4 line up to finish. The Motor would recount 'Beautiful workmanship, magnificent driving and, above all, the most minute preparation enabled the Bentley team to pull off the double victory. For this year, not content with covering the biggest distance in the 24 hours, a Bentley also won the final of the race on a cylinder-capacity basis. Moreover on the score of distance, three other Bentleys were respectively second, third, fourth, and they finished together, crossing the finishing line like a squadron of battleships in 'line-ahead'. YW 2557's place in the line up, the most successful race ever for Bentley was a distinguished 3rd. With the introduction of the Speed Sixes and supercharged 4.5s and later the withdrawal from racing at the end of the following year's Le Mans, this was to be the last Works outing for chassis KM 3088. Post-Works history The history of the car after it had finished its formal racing career, is detailed on the factory records which note, refurbishment in February 1930 - This work included replacement of the nearside magneto, fitting of new 1st, 2nd and 3rd gears, and a reconditioned crown wheel and pinion. The mileage by this time is noted as 47,080. Later that year the car was sold to Lachlan Rose of Grove Lodge, Bishop's Stortford, Herts. Early in his ownership Nobby Clarke at Bentley provided him a D type gearbox and a new speedometer. Maintenance continued at the Works, more major attention being received after an accident, when the front nearside wheel collided with a bus in poor weather conditions, in June 1932. At this point the frame was straightened and a new front axle bed fitted, as well as some accessory parts being replaced. Writing in the Bentley Drivers Club Review in September 1949, under the title 'Fun and Games with YW 2557, Mr Rose fondly remembered this period, 'We were habitués of Brooklands …. Often we would go down on non-race days and commit lappery and generally fool about. … I generally took the car to go to my office in London, and sometimes if the afternoon was particularly fine I would sneak off after lunch and take a breather down to Brooklands.' He continues 'Sometimes we'd do five laps or more, … the old car revelled in it, and the longer we kept on the better she seemed to go. Lappery like this helped one to understand the quality of those giants of the track who averaged 140 or so.' In 1933, the 'Bobtail' was sold by Lachlan Rose to L. Rivers Oldmeadow, c/o Flying Training Ltd. of Hamworth Aerodrome, Middlesex. Clearly a regretted sale, Rose later recalled 'I have never been able to understand what imp of mischief, nay, what evil demon it is that causes one to sell a good car'. Oldmeadow kept the car until the war, and throughout his ownership it was maintained at the Works. The mileage to 1939 is anotated as having passed through 100,000, to record 1,300 on the speedometer. The only notable change on their records being its steering wheel, which was perhaps transferred from another of his cars, as is noted as being ex-chassis 708. It is not known when Rivers Oldmeadow sold the Bentley, but it is certainly confirmed that by 1947 after a spell of unsympathetic ownership it was rescued by the previous owner Lachlan Rose, who was ecstatic to see the car advertised in The Autocar just after the war. Mr Rose's delight with being able to be re-united with the 'Bobtail' was tempered by the sorry state in which it was found. The brief period of wartime ownership had seemingly been with an entirely unsympathetic owner, who had sadly removed the semi-circular rear fuel tank, hacked at the bodywork in places to remove some bracketry and was so displeased with the instrument board, that this had been replaced by, as Rose described, 'a varnished attrocity of hideous reddish-yellow colour adorned with a few cheap gadgets.' In Rose's BDC 'Fun and Games with YW 2557' article he details how his wife and he purchased the car and set to it with the remit that 'what was good once can generally be made good again'. A decision was made to re-panel the bodywork in aluminium, owing to the lack of availability of the correct fabric. The engine, which was the noted by the seller (to whom Rose refers as Caveat Emptor & Co.) in his advert as having been 'completely re-built by Bentley expert' turned out to have seen only the wrong form of attention, and had by now lost its racing crankshaft. Mr Rose commissioned Bill Shortt to rebuild the engine, and by the time of writing in The Review the car was back on the road. Rose finally commenting 'At least she is home again - for good - and I think she is content'. 'For good' turned out to be a very long period of time neither Lachlan nor his son Tom considering the sale of the car again for 24 years. In 1971 the car was sold to the present family's ownership. Over the last 33 years, the 'Bobtail' has continued to be cared for by its knowledgeable and enthusiastic owners. It has been a regular sight at Bentley Drivers Club meets, including their pilgrimages to Le Mans. condition The 'Bobtail' was professionally and accurately restored by Elmdown Engineering in 1964, such that it is today in the exact configuration in which it contested and achieved its race placing at Le Mans. This extends from the seemingly ineffective 'eyebrow' wings to the cowled coachwork by which it earned its nickname. Numerous Le Mans details are evident from the front dumb-iron pillars on which weights could be added in place of the mechanic, to the adjuster in the cockpit, so that the brakes can be tightened on the move. Today, the cosmetic aspect of the restoration has mellowed such that it is entirely sympathetic to the great 'war chariot' that the car once was, displaying a charming patina of age. Were one oblivious to the presence and competition styling of the car a discreet a silver plaque applied to the bonnet during this rebuild confirms its racing provenance. In recent times an engine rebuild was entrusted to marque specialist Tony Fabian, and prior to the sale after a brief period of rest, the car has once again been returned to the road by Fabian. Christie's staff had the benefit of road-testing the car during cataloguing and can confirm that it performs very well, with good brakes, and that its array of instrumentation from Jaeger RPM dial, Smiths MA fuel and oil pressure gauges, to 120 mph Jaeger speedometer, can be relied upon. It should be noted that the engine is presently running with Castrol 'R'. In the words of Ray Roberts writing in Bentley Specials and Special Bentleys 'this is a very special car', having been cherished through almost all of its life. It is also a car which is very well-known and has been the subject of various features, from the Hay's excellent reference work The Factory Cars - 1919-1931, where it is illustrated on the cover, to probably the most famous painting of Vintage Le Mans, by Terence Cuneo. The only 'Bobtail' Bentley to survive in its original form, YW 2557 contested Le Mans not once, but twice, and is one of only two Works Bentleys that also placed in both major endurance races of its day, the Double Twelve and Le Mans. Christie's is honoured to offer this magnificent Bentley for the sale

  • FRAFrance
  • 2004-07-23
Hammer price
Show price

Aston Martin DB5 cabriolet 1965

Un des 39 exemplaires produits en volant à gauche d'origine Aston Martin DB5 cabriolet 1965 Châssis n° DB5/C/1920/L Moteur n° 400/2057 « De plus en plus d'automobiles atteignent désormais la « tonne » (les 100 miles à l'heure), mais celles qui peuvent le faire avec la même facilité et la même rapidité que les Aston se comptent sur les doigts de la main. La stabilité à haute vitesse et la sécurité ne sont pas choses faciles à maîtriseret, avec une rare clientèle pour en amortir le prix, les coûts de production ne vont pas en diminuant,compte tenu de la quantité de travailexigée. La DB 5 occupe donc une place à part sur le marché, une place tout en haut, tant en termes de performances, qu'en termes de prix à payer pour ce privilège », Autocar, 18 septembre 1964. Dévoilée en 1963, la DB 5 était une évolution de sa devancière DB 4 qui avait représenté,au moment de son apparition en 1958, un véritable pas de géant dans l'évolution d'Aston Martin après la guerre. Avec ses proportions classiques, la carrosserie dessinée par Touring établissait un style instantanément identifiable qui allait caractériser la marque pour un bon moment, jusqu'en 1970. Le moteur de la DB 4 était toujours un six cylindres tout alliage à double arbre à cames en tête, mais l'ancien bloc 3 litres, conçu par W. O. Bentley, avait été remplacé par un nouveau, signé Tadek Marek. Éprouvé en compétition, avant de trouver place sous le capot de la DB 4, le nouveau moteur de 3,670 cm3 était du type « carré », ses dimensions d'alésage-course étant de 92 par 92 mm, et il développait sa puissance maximale de 240 ch à 5,500 tr/min. La boîte de vitesse David Brown était une nouvelle boîte à quatre rapports, tous synchronisés. Le type de construction de la carrosserie Superleggera de Touring, qui faisait appel à une structure tubulaire légère, sur laquelle reposaient les panneaux de carrosserie en alliage d'aluminium, était incompatible avec le châssis multi-tubulaire de la DB 2/4, aussi l'ingénieur Harold Beach avait-il du élaborer un nouveau châssis très rigide de type plate-forme. On avait repris la suspension avant à roues indépendantes, les bras triangulés de la DB 2/4 offrant deux triangles inégaux, tandis qu'à l'arrière, la DB 4 avait recours à un essieu rigide avec parallélogramme de Watt à la place de la barre Panhard de sa devancière. Cinq séries de DB 4 se succédèrent au cours de l'évolution graduelle du modèle vers la DB 5. Les typiques phares carénés de la DB 5 étaient apparus sur la DB 4 GT et la DB 5 reprenait les dimensionsde la dernière DB 4, la série V. Le moteur 3 995 cm3 de la DB 5, inauguré par la Lagonda Rapide, développait 282 ch et était associé à un boîte à quatre rapports avec overdrive, une « vraie » boîte à cinq rapports ZF étant montée en série par la suite. Les autres améliorations concernaient l'adoption d'un alternateur, des freins à disque Girling à la place des Dunlop, des vitrages Sundym, des vitres électriques et un témoin de pression d'huile, montés en série. La DB 5 était également proposée en version cabriolet (le nom de Volante ne sera appliqué aux cabriolets Aston Martin qu'à partir de la DB 6), tandis que le carrossier indépendant Harold Radford proposait une transformation en shooting brake. 1 021 DB 5 furent construites entre juillet 1963 et septembre 1965, un total qui comptait seulement 123 cabriolets et 12 shooting brake. Sur les 123 cabriolets, seuls 39 quittèrent l'usine avec la conduite à gauche, faisant de celle qui est proposée ici un modèle particulièrement rare. Livrées aux États-Unis, DB5/C/1920/L a été achetée neuve par Charline Breeden, héritière de la fortune Boettcher, amassée par Charles Boettcher dans les industries de la quincaillerie, du sucre, du ciment et du rail au Colorado, à la fin du XIXe siècle. Le bon de commande, vendu avec la voiture, spécifie que celle-ci était vert Goodwood avec intérieur en cuir Connolly beige et énumère des équipements non de série, comme l'air conditionné Normalair, la radio Bosch Köln, le couvre-tonneau Everflex fauve, les roues fils chromées et les écrous de fixation à trois oreilles. Un seul autre propriétaire est mentionné, Donald J. Sceats, un médecin de Pueblo, dans le Colorado. Il est fait mention de « sa lettre du 6 novembre (transmise à M. Swallow le 22 novembre 1968) qui assure que cette voiture a été entièrement restaurée par Dan Morgan de Pueblo, dans le Colorado ».La documentation au dossier indique qu'il y a eu plusieurs propriétaires entre Mrs Breeden et le Dr Sceats. Peu après son acquisition par le Dr Sceats, l'Aston a connu des problèmes mécaniques et a été retirée de la circulation. Plusieurs années plus tard, en 1989, cette mise à l'écart parvint aux oreilles de Stephen Bell de Classic Investments Inc., mais ce ne fut pas avant 2007 qu'il put enfin acheter la voiture à son propriétaire de longue date. M. Bell entreprit alors une bienveillanterestauration, préservant l'authenticité de la DB 5, et la revendit à M. Tom Price, un collectionneur d'Aston Martin Californien. Au cours de la restauration, le moteur d'origine a été refait et la carrosserie restaurée,mais l'intérieur et la capote n'ont pas été touchés. La finition a été assurée par le grand spécialiste de la marque Kevin Kay Restorations, et porte sur la restauration des réservoirs d'essence, le remplacement des arrivées d'essence, une nouvelle tête d'allumeur, un nouveau câbled'allumage, la réfection des carburateurs, une nouvelle pompe à essence SU, la restauration de l'intérieur du capot, un nouvel échappement inoxydable, une remise à neuf du compartiment moteur, de nouveau caoutchouc d'étanchéité, différents petits travaux électriques, pour un total de 21 000 dollars. Un nouvel embrayage a été installé en 2011. Depuis la restauration, la voiture,élément d'une prestigieuse collection comprenant une Ferrari 250 GTO, une Aston Martin DB 4 GT Zagato et une Jaguar Type C,a été parfaitement entretenue. L'actuel propriétaire a acquis l'Aston Martin en avril 2014. Aujourd'hui, la voiture est en excellente état, n'ayant parcouru que 23 000 miles (37 000 km) d'origine. La peinture,appliquéeavec un professionnalisme de haut niveau, a bien résisté, montrant peu de trace d'usure ou de vieillissement, tandis que la carrosserie est saine etconserve un excellent ajustage de ses panneaux. On devine une fissure de contrainte au coin inférieur gauche de la découpe du coffre, une retouche de peinture à la jonction entre le capot et l'entrée d'air et quelques autres défauts mineurs. Les chromes sont en bon état général, de même que les vitres et les phares, bien que l'on remarque deux zones de léger fendillement sur le carénage de phare droit. Rénové avec une nouvelle lunette, des joints et un ciel intérieurneufs, la capote d'origine du cabriolet est en excellent état. La voiture repose sur ses roues Borrani restaurées et chaussées de pneus Dunlop. L'intérieur affiche une belle patine, avec un cuir fauve joliment fripé et quelques craquelures au siège conducteur, tandis que l'on remarque quelques irrégularités dans le cuir, au sommet du bloc d'instruments du tableau de bord. Les moquettes sont en très bon état et le tableau de bord lui-même est en parfait état avec des instruments, des boutons et des commandes superbes .Une radio Blaupunkt d'époque a été installée et le volant à jante en bois est parfait. Restauré avec une exigence de très haut niveau et très propre, le compartiment moteur est particulièrement fouillé dans le respect de l'origine, s'enorgueillissant d'un câblage d'allumage et d'un bocal de lave-glace Lucas conformes à ceux d'origine. Le coffre arbore une moquette très acceptable, probablement d'origine, et se présente lui aussi sous son meilleur jour. D'une élégance suprême et particulièrement séduisant, ce rare cabriolet DB 5 à numéros concordants représente une occasion inespérée pour le collectionneur averti qui désire ajouter cette sportive britannique emblématique à son écurie. Il est vendu avec sa trousse à outils et son cric, ainsi que la copie du bon de commande, différentes factures de restauration, des photographies de la restauration (copies), un contrat de vente (avril 2014) et un titre de propriété de l'état de Californie, mentionnés plus haut. One of the 39 examples produced in left hand drive 1965 Aston Martin DB5 Convertible Chassis no. DB5/C/1920/L Engine no. 400/2057 'More and more cars today reach the magical "ton" but those which can do it with the same ease and rapidity of the Aston can be counted on the fingers of one hand. High-speed stability and safety is not cheap to engineer, and with few people to pay the price, production costs are never reduced by the quantity of the work. The DB5 therefore fills a unique corner of the market, a corner at the top end both in the way it performs and the price one pays for the privilege.' – Autocar, 18th September 1964. Introduced in 1963, the DB5 was a development of the preceding DB4 that had represented such a giant step forward in Aston Martin's post-war evolution on its arrival in 1958. Classically proportioned, the Touring-designed body established an instantly recognisable look that would stand the marque in good stead until 1970. The DB4's engine was still an all-alloy twin-overhead-camshaft 'six' but the old W O Bentley-designed 3.0-litre unit had been superseded by a new design by TadekMarek. Proven in racing before it entered production in the DB4, the new 3,670cc engine featured 'square' bore and stroke dimensions of 92x92mm and developed its maximum power of 240bhp at 5,500rpm. The David Brown gearbox was a new four-speed all-synchromesh unit. Touring's Superleggera body construction, which employed a lightweight tubular structure to support the aluminium-alloy body panels, was deemed incompatible with the DB2/4-type multi-tubular spaceframe, so engineer Harold Beach drew up an immensely-strong platform-type chassis. Independent front suspension was retained, the DB2/4's trailing links giving way to unequal-length wishbones, while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Five series were built as the model gradually metamorphosed into the DB5. The latter's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened Series V DB4. The DB5's 3,995cc engine, first seen in the Lagonda Rapide, produced 282bhp and was mated to a four-speed, overdrive-equipped gearbox, a 'proper' ZF five-speed unit being standardised later. Other improvements included alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. The DB5 was also offered in convertible form (the 'Volante' name would not be applied to the soft-top Aston until the DB6's arrival) while independent coachbuilder Harold Radford offered a shooting brake conversion. 1,021 DB5s were manufactured between July 1963 and September 1965, a total that included a mere 123 convertibles and 12 shooting brakes. Of the convertibles, only 39 left the factory in left-hand drive configuration, making that offered here an exceedingly rare car. Delivered new to the USA, 'DB5/C/1920/L' was purchased new by Charline Breeden, heiress to the Boettcher fortune amassed by Charles Boettcher in the hardware, sugar, cement and railroad industries in Colorado during the late 19th Century. The accompanying copy order form states that the car was originally finished in Goodwood Green with beige Connolly hide interior, and lists Normalair air conditioning, a Bosch Koln radio, tan Everflex tonneau cover, chromed wire wheels and 3-ear hubcaps as factory fitted non-standard equipment. Only one additional owner is listed: Donald J Sceats, MD of Pueblo, Colorado. Reference is made to his 'letter of November 6th (passed to Mr Swallow on November 22nd 1968) stating that this car has been completely rebuilt by Dan Morgan of Pueblo, Colorado.' Additional documentation on file indicates that there had been a handful of owners – including dealers – between Ms Breeden and Dr Sceats. Soon after its acquisition by Dr Sceats, the Aston developed engine trouble and was taken off the road. Many years later, in 1989, its whereabouts became known to Stephen Bell of Classic Investments Inc, but it would be 2007 before he managed to buy the car from its long-term owner. Mr Bell carried out a sympathetic restoration, maintaining the DB5's originality, and then sold it to Mr Tom Price, an Aston Martin collector from California. During restoration the original engine was rebuilt and the exterior cosmetically restored, while the original interior and top were left un-restored. Finishing work was undertaken by highly regarded marque specialists Kevin Kay Restorations, including restoration of the fuel tanks, new fuel senders, new distributor cap, new ignition leads, rebuilt carburetors, new SU fuel pump, restoration of the bonnet underside, new stainless steel exhaust system, engine compartment detailing, new weather stripping, miscellaneous electrical works, etc at a total cost of approximately $21,000. A new clutch was fitted in 2011. Since restoration the car has been properly maintained as part of a prestigious collection that includes a Ferrari 250 GTO, Aston Martin DB4 GT Zagato and Jaguar C-Type. from where the current owner purchased the Aston. Today, the car is in generally excellent order, having covered only some 23,000 miles from new. Applied to very high standards, the paintwork is holding up well, with few signs of wear or ageing, while the body is straight and displays excellent panel fit. There is a stress crack at the bottom left corner of the boot aperture, some bridging of the paint at the crease between the bonnet and the bonnet scoop, and a few other minor blemishes. The chrome is in generally excellent condition, as is the glass and lamps, though there are two areas of light crazing in the right headlight cover. Refurbished with a new rear window, seals and headlining, the original convertible top is in excellent condition. The car sits on its restored Borrani wire wheels, which are shod with Dunlop tyres. The interior has a delightful patina, with some creasing to the original tan hides and some cracks to the driver's seat, while there is some unevenness to the leather on top of the dashboard instrument binnacle. The carpets are in very good condition and the dashboard itself is excellent, with superb instruments, switches and controls. A period Blaupunkt radio is fitted and the wood-rimmed steering wheel is excellent. Restored to high standards and very clean, the engine bay is nicely detailed and presents correctly, boasting correct ignition leads and glass Lucas windscreen washer reservoir. The boot has decent carpeting, possibly original, and is correctly presented too. Supremely elegant and highly desirable, this rare, matching numbers DB5 Convertible represents a wonderful opportunity for the discerning collector to add this iconic British sports car to his or her stable. It comes complete with tools and jack, and is offered with the aforementioned copy order form, sundry restoration invoices, (copy) restoration photographs, sales agreement (April 2014) and State of California Certificate of Title. A possible once in a life time opportunity for the discerning collector.

  • FRAFrance
  • 2015-02-05
Hammer price
Show price

2006 Ferrari 248 Formula 1 Grand Prix Car

WINNER OF THE TURKISH GP AND FELIPE MASSA'S FIRST GP-WINNING VINCITRICE DEL PREMIO DI TURQUIA. PRIMO GP VINTO DA FELIPE MASSA. Specifications: 785 bhp (est.) 2,398 cc V-8 engine with integrated Magneti-Marelli fuel injection, ignition, and engine management, an electronically controlled seven-speed transaxle, four wheel independent suspension with torsion springs, four-wheel Brembo disc brakes. Wheelbase 3,050mm (120") The 2006 season brought important changes to Formula One, most significantly the introduction of 2.4 litre V-8 engines. The change was contemplated as a measure to reduce speeds. As usual the designers, engine builders, constructors and tire manufacturers did their very best to confound the rules-makers’ intentions. Also as usual, they were successful. Formula One is the pinnacle of motor sport – some consider it the pinnacle of sport – combining brilliant designers, clever managers, breathtakingly talented drivers and a cadre of technicians, mechanics and team members who combine intellect, desire, ambition and dedication in peerless organizations. The most successful of all Formula One teams is Scuderia Ferrari. Its roots predate modern Formula One, starting in the thirties when Enzo Ferrari managed the Alfa Romeo team. The Scuderia began when it took over the factory Alfa Romeo grand prix and competition sports cars. Notably, Scuderia Ferrari is also the only team to contest the entire modern history of Formula One. Ferrari has remained true to Enzo Ferrari’s concept, as specialist constructor of grand prix racing cars which transfers the lessons learned in racing, the skills and experience of its racing personnel, and the materials and technologies developed in Formula One to create the best, most advanced, road cars. Racing was always in Enzo Ferrari’s heart, and so it remains in the heart of Ferrari today. Many innovations that make today’s Ferraris better road cars were first investigated, developed, applied and refined in Scuderia Ferrari’s Formula One single-seaters. These include the highly refined aerodynamics, advanced lightweight materials and their molding, casting and forming techniques, sophisticated electronically-controlled driver aids, electrically-actuated sequential transmissions, and the advanced braking systems and lubricants created by Ferrari’s technical partners. Scuderia Ferrari’s organization and systems are all dedicated to winning races and championships. They come into clearest focus when they are able to make changes such as those imposed by the FIA in 2005 for the 2006 season, which required the development of a completely new engine, and the chassis and aerodynamic package to implement it – in such a short period of time. The 2006 Ferrari 248 F1 The 248 F1 is the fifty-second single-seater built by Ferrari specifically for use in the Formula 1 World Championship. The chassis of the 248 F1 is lighter than that of its predecessor and its shape was revised, with modifications to the openings of the side pods and in the area of the deflectors. The cooling system was substantially revised. The location and size of the rearview mirrors is a novel interpretation of the rules and of the aerodynamic effect of even the smallest elements in F1 car design. The gearbox – seven speeds plus reverse – was an evolution of the carbon one introduced on the F2005 and it continued to be longitudinally oriented. The front suspension continued the classic design for modern Maranello single-seaters. However, the rear suspension was designed to increase the overall aerodynamic efficiency of the rear end and mechanically improve the usage of the Bridgestone tires. This work was supported by the Fiat Research Centre and included extensive redesign of the diffuser and the floor of the car. Ferrari collaborated with Sachs to give particular attention to the dampers. Continued co-operation with Brembo brought the 248 F1 another step forward with the braking system. The 056 engine is load-bearing and is fitted longitudinally. Design work began back in the spring of 2005 and took into account the strict limits laid out in the FIA technical regulations in terms of the vee angle, weight, dimensions and centre of gravity. The first example of the V-8 engine ran on track in August 2005 in an F2004. 2006 engines had to be used for two consecutive grands prix and with this in mind Shell was intimately involved in formulating fuels and lubricants to meet targets of reliability and performance. Drivability was another important factor when defining the new engine’s characteristics; the regulations required fixed inlet trumpets which was taken into account in the integrated injection and ignition system for engine management from Magneti Marelli. During the season it was generally accepted that the Ferrari 056 was the most powerful of the new generation 2.4 litre V-8 engines, an accomplishment achieved while holding its weight to approximately 95kg (210lbs). Ferrari does not release horsepower figures but published estimates put the 056 engine’s power at about 785bhp by the end of the season. Chassis No. 252: The 2006 Formula One Season In addition to technical changes for 2006, there also were major changes in the Scuderia Ferrari team. At the beginning of the year Felipe Massa joined Ferrari’s driver lineup, replacing Michael Schumacher’s longtime driving partner Rubens Barrichello. Massa quickly earned the respect not only of the team but also of the F1 community with a strong drive in the season-opening Bahrain GP in this car, 2006 Ferrari 248 F1 Chassis No. 252, finishing ninth after a spin (while pursuing eventual race winner Fernando Alonso) put him at the back of the field. At the next race of the season in Malaysia, Massa, again driving this car, started at the back of the field in 21st position after an engine change. Using a one-stop strategy he worked his way through the field, at one point lying fourth, and finished a highly creditable fifth overall, one place in front of Michael Schumacher. In the next seven races Massa used a different 248 F1, but at the US Grand Prix at Indianapolis he was back in chassis 252. There, Ferrari scored a great 1-2 result, with Massa following Michael Schumacher home in what proved to be the year’s dominant performance of car, drivers and team. Massa and 252 followed that performance up with another podium finish, a third this time, in the French GP at Magny-Cours, then second again in another Ferrari 1-2 in the German GP on the Hockenheimring. In his German GP race report, www.grandprix.com’s writer observed, “If Felipe Massa looked a bit glum it was only because he would like to win a race one day. One day soon.” That day did not come at the next race, the Hungarian GP, where Massa, driving this Ferrari 248 F1, finished seventh after struggling with tire choices in the intermittently wet race but showing the capability of both the driver and the car by setting the fastest lap of the race. Massa’s breakthrough came in the next race, the Turkish GP. It came after the announcement that Kimi Raikkonnen would be joining Ferrari in 2007 and as speculation about Michael Schumacher’s future plans swirled around amongst the Tifosi. The team itself, as it has proven so good at doing, kept its head down and concentrated on extracting the maximum from the 248 F1. For Massa, driving the 2006 Ferrari 248 F1 offered here, it was the culmination of a lifetime ambition. “I’ve been working so hard through my whole career to get to this moment. It’s just amazing. Looking back to everything in my life to get to here – I’m really happy and very emotional.” The final race for Ferrari 248 F1 chassis 252 was the Italian GP at Monza where Massa brought it home in ninth place (curiously duplicating the result achieved by the same car/driver combination at Bahrain at the beginning of the season) after an unscheduled stop to replace a front tire flat spotted after encountering the oil slick left on the track by Fernando Alonso’s Renault engine destroying itself. Driving other Ferrari chassis, Massa continued his stellar first season with Scuderia Ferrari, finishing second at Suzuka in the Japanese GP, then won the final race of the season, his home Grand Prix in Brazil. It is offered here complete with an impressive support package consisting of a display kit (front and rear jacks, small jacks, nose tool, wheel tool, car cover and a set of display wheels and Bridgestone tires) and a running kit (starter with trolley, fuel pump, set of track wheels and Bridgestone tires, tire blanket, custom-fitted seat, external battery and wiring, air tank and tools and transportation steering wheel.) In addition, the new owner will take delivery in a dedicated delivery and familiarization process at Ferrari’s Fiorano track. The program starts with dinner with the Ferrari F1 Clienti team and continues at Fiorano the following morning with a technical briefing and formal delivery ceremony. That is followed by on-track sessions in a Corso Pilota car and F1 sessions that continue until 5 p.m. with a one-hour break for a catered lunch. The package includes catering, film and video of the delivery ceremony and on-track sessions, a personalized Ferrari racing suit, gloves and shoes from Puma as well as support for the car in 2007. Summary 2006 will be remembered as Michael Schumacher’s final season and with it the last appearance of the cast which has been central to Ferrari’s recent domination of Formula One and Michael Schumacher’s record seven Drivers Championships. But equally important, it is the season that brought Felipe Massa to the team and saw him capture two races – on merit, not good fortune – that sets the tone for coming seasons. This car - the car in which Massa scored his first victory, as well as Ferrari’s first V-8-powered Formula 1 car in over forty years - is an important milestone in Ferrari history, heralding the dawn of a new era at the Scuderia. Please note that the purchaser of this Formula 1 car will be required to sign an agreement with respect to the use of the various sponsor logos. Please contact an RM car specialist to review a copy of this agreement. ITALIANTEXT specifiche: 785 CV 2398 cc di cilindrata, motore V8 con iniezione integrata Magneti-Marelli, accensione e gestione del motore, cambio a sette rapporti controllato elettronicamente, sospensioni indipendenti sulle quattro ruote con molle di torsione, freni a disco Brembo sulle quattro ruote. Passo 3050 mm La stagione 2006 comportò cambiamenti importanti in Formula 1. Il più significativo è stato senz'altro l'introduzione dei motori V8 da 2,4 litri. Questa possibilità era stata contemplata al fine di ridurre le velocità. Come d'abitudine, i progettisti, i costruttori di motori e i produttori di pneumatici fecero del loro meglio per confondere le intenzioni degli organi che stabiliscono il regolamento sportivo. E come al solito ci riuscirono. La Formula 1 rappresenta l'apogeo degli sport motoristici: alcuni la considerano l'apogeo dello sport in assoluto, grazie al coinvolgimento di brillanti progettisti, intelligenti manager, piloti estremamente talentuosi e un gruppo di tecnici, meccanici e membri del team in grado di fondere intelligenza, desiderio, ambizione e dedizione in un'organizzazione impareggiabile. La Scuderia Ferrari è il team che ha avuto più successo nel mondo della Formula 1. Le sue radici sono antecedenti alla moderna Formula 1, risalgono infatti agli anni Trenta, quando Enzo Ferrari gestiva il team Alfa Romeo. La Scuderia nacque quando rilevò la gestione della squadra corse Alfa Romeo. La Ferrari è rimasta fedele al concetto originario del suo fondatore, costruttore di auto da corsa che fece tesoro delle lezioni imparate nel mondo delle corse, le capacità e l'esperienza del personale e i materiali e le tecnologie sviluppate in Formula 1 per dare vita alle vetture migliori e più innovative. Le corse sono sempre state nel cuore di Enzo Ferrari e questa passione sta a cuore alla casa ancora oggi. Molte innovazioni hanno dato vita ad alcune delle più belle Ferrari che sono state analizzate, sviluppate, applicate e migliorate nelle monoposto Formula 1 della Scuderia eliminare doppio punto. Tra le innovazioni, ricordiamo l'aerodinamica estremamente definita, materiali innovativi molto leggeri e tecniche di sagomatura e fusione, oltre ai sofisticati sistemi di assistenza pilota controllati elettronicamente, le trasmissioni sequenziali gestite elettronicamente, gli innovativi sistemi frenanti e i lubrificanti creati dai partner tecnici Ferrari. L'organizzazione e i sistemi della Scuderia Ferrari sono volti alla vittoria di gare e campionati. Rivestono una particolare importanza quando sono introdotti cambiamenti come quelli imposti dalla FIA nel 2005 per la stagione 2006, che richiedevano lo sviluppo di un motore completamente nuovo, nonché di un telaio e di un pacchetto aerodinamico adeguato in tempi brevissimi. La Ferrari 248 F1 2006 La 248 F1 è la cinquantaduesima monoposto realizzata da Ferrari specificamente per l'utilizzo nel Campionato Mondiale di Formula 1. Il telaio della 248 F1 è alleggerito rispetto al suo predecessore e rivisto nella forma, con modifiche agli imbocchi delle pance e la zona dei deflettori. Il sistema di raffreddamento è stato rivisto in maniera sostanziale. La posizione e la dimensione dei retrovisori è una nuova interpretazione delle regole e dell'effetto aerodinamico degli elementi minimi nel design di un'auto di F1. La scatola del cambio (sette rapporti oltre alla retromarcia) è un'evoluzione di quella al carbonio introdotta nella F2005 e ha continuato ad essere orientata longitudinalmente. Le sospensioni anteriori hanno ripreso il design classico delle moderne monoposto di Maranello, anche se le sospensioni posteriori sono state progettate per aumentare l'efficienza aerodinamica complessiva del retrotreno e migliorare l'utilizzo dei pneumatici Bridgestone dal punto di vista meccanico. Questo lavoro è stato supportato dal centro ricerche Fiat con una riprogettazione considerevole del diffusore e del fondo della vettura. Ferrari ha collaborato con Sachs per conferire un'attenzione particolare agli ammortizzatori, mentre una cooperazione costante con Brembo ha portato la 248 F1 a compiere un passo avanti per quanto riguarda il sistema frenante. Il motore 056 è portante ed è collocato longitudinalmente. Il lavoro di progettazione risale alla primavera del 2005 e ha tenuto in considerazione le severe restrizioni stabilite delle normative tecniche della FIA in termini di angolo a V, peso, dimensioni e baricentro. Il primo esemplare del motore V8 è stato collaudato su pista nel mese di agosto 2005 su una F2004. I motori 2006 dovevano essere utilizzati per due gran premi consecutivi e, con questo obiettivo, Shell era intimamente coinvolta nella formulazione di carburanti e lubrificanti in grado di soddisfare i target di affidabilità e prestazioni. La guidabilità era un altro fattore determinante nella definizione delle caratteristiche del nuovo motore; le norme richiedevano trombette di aspirazione fisse, prese in considerazione da Magneti Marelli per l'iniezione integrata e il sistema di accensione per la gestione del motore. Nel corso della stagione fu generalmente riconosciuto che la Ferrari 056 era la vettura più potente della nuova generazione di motori V8 da 2,4 litri, un successo raggiunto conservando il peso di 95kg circa (210 lbs). Ferrari non rende noti dati relativi ai cavalli, ma le stime pubblicate indicano una potenza del motore 056 di circa 785 cv alla fine della stagione. Telaio n. 252: La stagione 2006 della Formula 1 Oltre alle modifiche tecniche per il 2006, nel team della Scuderia Ferrari ci sono stati altri grandi cambiamenti. All'inizio dell'anno Felipe Massa si è unito alla scuderia piloti Ferrari sostituendo Rubens Barrichello, partner veterano di Michael Schumacher. Massa si è guadagnato ben presto il rispetto non solo del team, ma anche della comunità della F1, con una guida aggressiva durante il GP del Bahrain di apertura della stagione, con la Ferrari 248 F1 2006 telaio numero 252, aggiudicandosi il nono posto dopo che un testacoda (nel tentativo di inseguimento del vincitore Fernando Alonso) l'aveva portato nelle retrovie. Nella gara successiva della stagione in Malesia, Massa, alla guida della stessa auto, è partito dall'ultima fila in 21ª posizione dopo un cambio motore. Con un solo pit stop ha guadagnato terreno, posizionandosi quarto, per poi aggiudicarsi infine un meritato quinto posto, davanti a Michael Schumacher. Nelle sette corse successive, Massa ha guidato una 248 F1 diversa, ma nel Gran Premio degli Stati Uniti a Indianapolis gareggiava di nuovo con il telaio 252. La Ferrari registrò allora una doppietta con Massa preceduto da Michael Schumacher: questo dimostrò che era l'anno delle prestazioni per eccellenza della vettura, dei piloti e del team. Massa, insieme alla sua 252, ha doppiato le prestazioni conquistando un altro podio, questa volta un terzo posto, nel GP di Francia a Magny-Cours, si è quindi posizionato ancora secondo in un'altra doppietta Ferrari nel GP di Germania a Hockenheim. Nel suo rapporto relativo al GP di Germania, il giornalista di www.grandprix.com ha osservato che “Se Felipe Massa è apparso un po' cupo lo è stato solo perché un giorno o l'altro avrebbe voluto vincere una gara. E quel giorno non ha tardato ad arrivare”. Quel giorno non fu la gara successiva, il GP di Ungheria, quando Massa, alla guida della Ferrari 248 F1, finì settimo dopo aver avuto problemi con la scelta delle gomme in una gara disturbata da pioggia intermittente, seppur dimostrando la capacità, sia della macchina sia del pilota, di aggiudicarsi il giro più veloce della gara. Per Massa la svolta è arrivata nella corsa successiva, nel GP di Turchia. Svolta arrivata dopo l'annuncio che Kimi Raikkonnen sarebbe entrato a far parte della Scuderia Ferrari nel 2007 e mentre varie ipotesi sui progetti futuri di Michael Schumacher si diffondevano tra i tifosi. Lo stesso team ha mantenuto i piedi per terra, dimostrandosi molto bravo in questo e si è concentrato per ottenere il massimo dalla 248 F1. Per Massa, alla guida della Ferrari 248 F1 2006, era il culmine dell'ambizione di tutta una vita. “Ho lavorato duramente in tutta la mia carriera per arrivare a questo momento, è semplicemente fantastico, ripercorrere tutti i momenti della mia vita prima di arrivare qui... Sono davvero felice ed emozionato”. L'ultima gara della Ferrari 248 F1 telaio 252 è stato il GP d'Italia a Monza dove Massa ha portato a casa un nono posto (ripetendo curiosamente il risultato raggiunto nella stessa combinazione macchina/pilota nel Bahrain all'inizio della stagione), dopo uno stop non programmato per la sostituzione di un pneumatico anteriore forato dopo la rottura del motore Renault di Fernando Alonso che aveva lasciato sulla pista tracce d'olio. Alla guida di altri telai Ferrari, Massa ha proseguito la sua prima stagione stellare con la Scuderia Ferrari, aggiudicandosi il secondo posto a Suzuka nel GP del Giappone e vincendo l'ultima gara della stagione gareggiando in casa, nel GP del Brasile. A chi si aggiudicherà questa splendida vettura, verrà offerto un pacchetto eccezionale composto da un kit display (martinetto anteriore e posteriore, martinetti piccoli, strumenti frontali, ruote, telo di copertura e una serie di cerchi da esposizione e pneumatici Bridgestone) e un kit da corsa (starter con trolley, pompa carburante, serie di ruote da pista e pneumatici Bridgestone, copertura pneumatici, sedile personalizzato, batteria e cablaggio esterni, bombole d'aria, strumenti e sterzo portatile.) Inoltre, il nuovo proprietario prenderà possesso della vettura parallelamente a un corso di formazione presso il circuito Ferrari di Fiorano. Il programma inizia con una cena con il team Clienti Ferrari F1 e continua a Fiorano la mattina successiva con un briefing tecnico e una cerimonia di consegna formale. Tutto questo è seguito da sessioni in pista in una vettura Corso Pilota e sessioni F1 che continuano fino alle 5 del pomeriggio con un'ora di pausa con buffet. Il pacchetto include catering, film e video della cerimonia e delle sessioni su pista, una tuta Ferrari personalizzata, guanti e scarpe Puma nonché l'assistenza per il 2007. Riepilogo Il 2006 sarà ricordato come l'ultima stagione di Michael Schumacher, l'ultima performance della squadra ha svolto un ruolo chiave per l'attuale predominio di Ferrari in Formula 1 e il record di Michael Schumacher con sette campionati piloti vinti. Ma, altrettanto importante, è la stagione che ha visto l'ingresso di Felipe Massa nel team e la vittoria di due gare, per merito e non per fortuna, che hanno segnato il passo per le stagioni a venire. Questa vettura, l'automobile con cui Massa ha raggiunto la sua prima vittoria e la prima Ferrari di Formula 1 con motore V8 degli ultimi quarant'anni, è un'importante pietra miliare nella storia Ferrari poiché proclama l'inizio di una nuova era per la Scuderia. L'acquirente di questa vettura formula 1 sarà tenuto a firmare un accordo riguardo all'uso dei vari marchi degli sponsor presenti sulla vettura. Vi invitiamo di mettervi in contatto con un rappresentante RM per prendere visione di una copia di questo accordo. Chassis no. 252

  • ITAItaly
  • 2007-05-20
Hammer price
Show price

1964 Ferrari 275 GTB by Scaglietti

280 bhp, 3,286 cc SOHC V-12 engine with triple 40DCZ/6 Weber carburetors, five-speed manual transaxle, front and rear independent suspension with upper and lower wishbones and coil springs, and four-wheel disc brakes. Wheelbase: 94.5 in. Offered from a private collection One of only about 250 short-nose examples produced Comprehensive restoration and well maintained since Platinum Award winner at Cavallino Classic Includes owner’s manuals, leather pouch, and tool roll Matching-numbers engine; Ferrari Classiche certified GRAN TURISMO BERLINETTA 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 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 from the 250 GTO, with its long front hood and short rear deck. The resulting 275 GTB, or Gran Turismo Berlinetta, debuted to great acclaim at the 1964 Paris Motor Show, appearing in tandem with a companion open-top spider version. While the elegant 275 GTS Spider was constructed by Pininfarina, with a design brief stressing comfort and luxury, the 275 GTB Berlinetta retained the more sporting characteristics of prior Ferrari sports/racers, and it was built by Scaglietti. Technically, the 275 featured the final development of the classic single-overhead cam Colombo short-block design, which was now enlarged to displace 3,286 cubic centimeters. Optimal weight balance was achieved by mounting the gearbox directly to the rear axle, a rear transaxle design that would become a standard practice in many ensuing Ferrari road cars. The 275 is also notable as the first Ferrari for the street to feature an independent suspension on all four wheels, an innovation that eventually took hold across automobile manufacturing. A year after the 275 GTB’s 1964 debut, a second series was unveiled that featured a longer nose, a modification intended to aid aerodynamic downforce at high speeds. Despite the technical improvements, many enthusiasts prefer the first-series cars’ proportions and purity of design, and early short-nose Series I examples remain the rarest of all iterations of the 275 GTB non-competition cars, with only approximately 250 examples built. CHASSIS NUMBER 06681 This beautifully restored and highly awarded example of the early short-nose 275 GTB ably testifies to the brilliance of the revered Ferrari berlinetta. According to the research of marque historian Marcel Massini, chassis number 06681 was sent to Scaglietti in Modena for bodywork on 20 October 1964, while its V-12 engine completed assembly on 17 December. Within a matter of months, the car was completed and outfitted as a U.S.-delivery example with instruments in miles, and was further equipped with Borrani wire wheels, three Weber carburetors, and a Cologne radio. Delivered new to Navy Auto in the United States by the spring of 1965, this 275 GTB was initially retailed to an owner named Coughlin. In 1972, the Ferrari was acquired by Richard L. Haskell, of Minneapolis, Minnesota. Mr. Haskell cared a great deal for the beautiful berlinetta, as he retained possession of the car for close to 20 years. At the time of his purchase, it displayed only 22,000 original kilometers, a figure that had grown to just 31,472 miles by 1985, following six years of consigned storage at the renowned FAF Motorcars in Tucker, Georgia. When offered for sale four years later, the 275 GTB still showed only 32,000 original miles. By October 1994, the 275 had come into the care of Gary A. Stewart, of York, Pennsylvania. Still displaying just 33,000 miles, this 275 GTB had recently enjoyed a fresh repaint and detailing by Shelton Ferrari, of Fort Lauderdale, Florida. Records indicate that Mr. Stewart undertook some additional restorative measures before selling the car in the late-1990s to Stephen Bartkiw, of Ocean Ridge, Florida. Mr. Bartkiw quickly returned the car to Shelton Ferrari for a comprehensive restoration that refreshed every mechanical and cosmetic aspect of the car. The strength of this work was amply demonstrated in January 2004 at the 13th annual Palm Beach Cavallino Classic when the 275 GTB won a Platinum Award and the Coppa Bella Macchina Award, both arguably two of the most desirable and coveted awards presented by the FCA. A year later, presented again at Cavallino, the car reprised its performance by earning the same awards again. Acquired by the previous owner in 2009, the car was submitted for Ferrari Classiche later that year, a distinction of provenance that the factory unwaveringly confirmed with the issuance of the desirable Red Book. Through the later years of Mr. Bartkiw’s ownership, as well as during the entirety of the previous owner’s tenure, this Ferrari was expertly maintained and serviced, as needed, by Greg Jones, the well-respected and knowledgeable Ferrari mechanic and FCA judge. The 275 was subsequently acquired by the current consignor, a respected collector of sports cars based in Chicago. He continued to have the car maintained by Jones, including a complete engine rebuild in 2013, as well as other essential sorting to bring the car up to concours standards. Furthermore, once the work was completed, Jones drove the car on the 1,000-mile West Virginia Mountain Mille, where the car performed without issue. It has since resided in his private collection, amongst a notable group of exceptional sports cars. Still possessing its original V-12 engine, and restored in its original color livery, this fantastic early 275 GTB is a strikingly original example that should appeal to the true Ferrari connoisseur in search of a sparingly used and exceptionally maintained benchmark short-nose 275. The breathtaking berlinetta is accompanied by an original tool kit, owner’s manuals, service records from Greg Jones, and Ferrari Classiche Red Book. Beautifully poised for additional exhibition awards on the FCA show circuit, or capable of the extended cruising and driving performance for which the Ferrari Gran Turismos are renowned, this arresting 275 GTB is an unusually complete and correct example that would make a fine addition to any collection of Ferraris or exceptional sports cars. Chassis no. 06681 Engine no. 06681 Gearbox no. 114

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

"THE RIMOLDI" 1933 ALFA ROMEO 8C-2300 CORTO SPYDER

"THE RIMOLDI" 1933 ALFA ROMEO 8C-2300 CORTO SPYDER COACHWORK BY CARROZZERIA TOURING Chassis No. 2.211.107 Engine No. 2.211.107 Red with dark leather interior Engine: Straight 8, double overhead camshafts, supercharged, 2,600cc, 165hbp at 5000rpm; Gearbox: four speed manual; Brakes: four wheel drum; Suspension: semi-elliptic leaf springs front and rear. Right hand drive. The Rimoldi Alfa - named after its owner of over 50 years, is one of the most coveted cars of the pre-war era. The 8C-2300 series is regarded by many as engineer Vittorio Jano's production car masterpiece. By 1930, Jano recognized that the incredible racing superiority of his 6C-1750 supercharged cars would not last much longer. He developed a straight 8 cylinder engine utilizing the same bore and stroke as the 6C-1750 supercharged twin cam units. The new engine was arranged as two four-cylinder blocks in tandem with the gear-train drive for the double overhead camshafts ascending between the blocks, and a Roots-type supercharger was placed alongside the engine. Jano's aim was strictly performance oriented, nevertheless one cannot help but appreciate the sheer beauty of these engines. They are a premiere example of form following function; the ribbed intake manifold and supercharger, with the twin cam covers, give these engines a sculpture-like quality. The new 8C made its major-league competition debut in the 1931 Mille Miglia and began winning in the subsequent Targa Florio. In fact the 2300 series would go on to win Le Mans four times, several Mille Miglias, Targa Florio and countless other races. An 8C Alfa was the car of choice for the best drivers of the time. They were raced by none other than Giuseppe Campari, Achille Varzi, Raymond Sommer, Earl Howe, Tim Birkin, Louis Chiron, the great Tazio Nuvolari and Luigi Chinetti. The 8C-2300s were manufactured in various forms between 1931 and 1934, but Alfa Romeo quote a production total of only 188. The Rimoldi Alfa is an example of the more desirable Corto, or short chassis cars. The company's contemporary sales invoice and attached declaration quote 1933 as this particular car's year of manufacture. It was during this year that chassis 2.211.107 was delivered to Carlo Felice Bianchi Anderloni's revered Carrozzeria Touring. Based in Milan, Touring's designers and metalshapers were known to create some of the most spectacular coachwork ever to grace the automobile chassis. The Rimoldi Alfa is the ultimate example; as journalist Mick Walsh noted 'Touring....had got this one exactly right. Every curve was in harmony, from the cowhorn sweep of the front inner wings to the rake of the rear. The finned wind deflector for the spare wheels, the lack of louvres on the bonnet top, the cockpit rear exactly in line with the rear mudguard, the radiator well back from the front axle centre, all made the perfect statement of vintage-style, a brilliant swansong before the science of streamlining and all-enveloping bodywork arrived'. This car was first registered to the Alfa Romeo Works in May of 1933, with plate number MI 43454. It subsequently competed in and nearly won the Monte Carlo Rally of 1935 with Luigi Chinetti and Jean Trevaux driving. Several photos of the Alfa competing in this event appear in publications such as the February issue of Motor Sport, the January 29th, 1935 issue of Motor, as well as The Autocar documenting the race. Unfortunately, whilst leading the race during the final stage, Trevaux spun off slightly damaging the front of the car. It seems that the Alfa was returned to the Works, repaired and sold to a Hungarian enthusiast in late 1935. A considerable file of contemporary documentation is associated with the car including a copy of the Hungarian registration document dated November 4th, 1935, revealing that the car was subsequently owned early in its life by Giacomo Brenta of Budapest. Further documentation from the Societa Anonima Alfa Romeo Milano shows that the car returned to the Works on April 27th, 1937. It states "This is to certify that the 8 cylinder, red 2 seater sports car, chassis and engine no 2.211.107 was manufactured in 1933 and has been put in working order in our works in 1937...." The car was then sold to Signor Giulio Rimoldi, a British domiciled Italian ice merchant. Copies survive of Alfa Romeo's receipt dated April 15th 1937 for his purchase payment of 225 16s 0d. The car was shipped to England on board the SS Tonbridge departing Calais on May 5th, and customs documents relating to its importation have also survived. Signor Rimoldi was an enthusiastic and meticulous motorist who evidently took enormous care of this Alfa Romeo. He had a custom made quilted bonnet cover which he carried with him on occasional motoring tours around the Alps, to help protect the engine from frost. The car was also equipped with large baggage trunks which mounted upon its running boards. Amazingly, these items still survive with the car. In 1950, Rimoldi had the rear mounted fuel tank reduced in size in order to provide enough space for two children seats to be fitted in a space just under the rear access hatches. By 1966 Rimoldi had removed the seats and reattached the access doors as original. This remarkable time machine remained in his loving ownership until his death in 1988 with an approximate recorded mileage of 60,000. The Rimoldi Alfa was subsequently offered in 1989 at Christie's Monaco sale where it sold for a world record price. Since then it has participated in numerous long distance events such as the Mille Miglia, Monte Carlo Rally, Klausen Hill Climb as well as participating in many vintage race meetings. During this time it has been sympathetically cared for and overhauled where necessary by Paul Grist and Tony Merrick - both recognized pre-war Alfa Romeo specialists. At some point in its long life the engine has benefitted from being uprated to the more powerful 2.6 litre Monza specification. Developing over 160bhp at 5,000rpm the 8C engine has a sound of its own. The smooth roar of the straight eight harmonizing with the whine of the supercharger is music to the ear of any car enthusiast. The incredibly precise handling, instant throttle response, spectatcular coachwork, unique patina and superb provenance make the Rimoldi Alfa Romeo one of the greatest cars of all time.

  • USAUSA
  • 1995-08-20
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1954 Bentley R-Type Continental Fastback Sports Saloon by H.J. Mulliner

Body Style 7277. 178 bhp, 4,887 cc OHV inline six-cylinder engine with two SU carburetors, four-speed manual transmission, independent front suspension with wishbones, coil springs, and an anti-roll bar, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 120 in. Most desirable configuration of factory LHD, 4.9-liter engine, center-shift manual transmission, and “seats and spats” Four private owners from new Regularly driven and enjoyed since its Amelia Island Best in Class–winning restoration The ultimate R-Type Continental Chassis BC2LD is of the ultimate specification for an R-Type Continental. It was the second chassis to be built with the largest and most powerful 4.9-liter engine, here combined with the desirable, sporting center-mounted four-speed gear change; it is reportedly one of only seven left-hand-drive cars with both the 4.9 engine and “center shift.” In addition, it was optioned with lightweight bucket seats and rear wheel skirts, the famous “seats and spats” that are as hotly desired by R-Type Continental enthusiasts as “chairs and flares” are by Dino cognoscenti. The body is, of course, the iconic Mulliner Fastback Sports Saloon, specified dressed in Maroon with Putty interior—the same combination that the car still wears today. The R-Type Continental Register and original build documents note that the car was road-tested August 16, 1954, and subsequently completed on August 21st. Afterward, it was shipped from London to New York aboard the SS American Producer and was sold by Manhattan dealer J.S. Inskip on November 17th to its original owner, Mary Thurston Horn. A member of one of New York’s oldest families, Miss Horn was the daughter of prominent lawyer and bibliophile William Thurston Horne and spent her life as the benefactor of numerous worthy causes in New York City. Her residence at the time she purchased her Bentley, 1158 Fifth Avenue, is still an elite address today. In 1957, the Continental passed to its second owner, Arthur M. Young, an aeronautical engineer who is noted in the Register as having tuned the car’s engine for increased power. It was maintained in his ownership for the remainder of his life, by which time it had been driven approximately 110,000 reliable miles! In 1995, it was sold by his estate to a broker in the United Kingdom, for whom it was subsequently restored before being passed back to the United States in the hands of Miles Marsh. Mr. Marsh brought the Continental to well-known specialists Vantage Motorworks of Miami, Florida, which upgraded its restoration to modern Pebble Beach standards, including a thorough overhaul of all mechanical aspects of the car and a thorough detailing, including date-stamped Lucas electrical components. An authentic Continental Touring Spares kit was sourced for the car, and factory brochure photographs allowed for the recreation of a six-piece set of fitted luggage to original Mulliner designs. Thereafter, the car was acquired in January 2009 by its current owner, the fourth registered owner from new, who had lusted for a “D” series Continental since admiring a similar car at Pebble Beach several years earlier. The restoration work at Vantage Motorworks was completed under the new ownership, after which the car was debuted at the 2009 Pebble Beach Concours d’Elegance, followed by Best in Class here at Amelia Island in 2010. Frequently driven and enjoyed since, the car is offered today with its original owner’s handbook and a collection of documentation relating to its history and restoration. It is, quite simply, an R-Type Continental that has all that the knowledgeable buyer seeks: the best possible options and equipment, the most powerful engine, an iconic body style, known history with only a few careful keepers, and a well-maintained restoration. It is a superior example in virtually every way and will undoubtedly be among the most sought-after Continentals to come to market in recent years. Chassis no. BC2LD Engine no. BCD2 Body no. 5708

  • USAUSA
  • 2016-03-12
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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 carburetors, four-speed manual gearbox, 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 21st of only 350 examples produced Comprehensive restoration completed in 2011 Original matching-numbers engine; Ferrari Classiche certified Few Ferrari road cars have proven to be as charismatic as the 250 GT/L Berlinetta, also known as the Lusso. The ultimate luxury iteration of the long-running 250 GT platform, the Lusso was introduced at the 1962 Paris Motor Show and immediately stood out from its predecessors with supremely elegant Pininfarina-designed and Scaglietti-built coachwork. Heralded as one of the most timeless body designs ever conceived, the Lusso brilliantly reconciled curvaceous fenders and a sporty Kamm tail, complemented by a roomy cockpit with long front and rear glass panes and minimal brightwork. While the Scaglietti body was fashioned from steel, weight was minimized with the use of aluminum for the hood, doors, and trunk lid. The Lusso was Ferrari’s luxury grand touring model available between the early Pininfarina coupes and the 275 GTB that followed, and its comfort was ensured by a cabin swathed in leather and a dashboard that featured a radical new instrument arrangement that was never to be duplicated. Five small gauges lay behind the classic wood-rimmed steering wheel, while two large center-placed dials angled towards the driver, aesthetically anchoring the instrument panel in a futuristic manner. Mechanicals were updated to include standard disc brakes and two rear-suspension developments from the concurrent 250 GTO sports racing car, the integration of concentric springs on the shock absorbers, and a Watts linkage to assist in lateral stability of the rear axle. Over two years of production, approximately 350 examples of the elegant Lusso were built, and the model has matured into perhaps the most universally revered Ferrari grand tourer of the legendary 250 series—a study in sports car perfection. According to the research of noted Ferrari expert Marcel Massini, chassis 4393 GT is just the 21st example built. The car was originally finished in Amaranto Italver and trimmed with a beige interior of Connolly leather, completed by the factory in March 1963. The following month, the GT/L was sold to Jacques Swater’s Garage Francorchamps, one of the four preferred Ferrari retailers receiving significant factory support (in addition to Luigi Chinetti’s NART, Maranello Concessionaires, and the Garage Filipinetti). By the end of April, the Belgian distributorship resold the car to Luigi Chinetti Motors in Greenwich, Connecticut, and the Ferrari made its way to American shores in the first of several transatlantic journeys. In 1967, the Lusso was purchased by its first known owner of record, Jochen Di Giorgio, of Sausalito, California, the scenic marina village just north of the Golden Gate Bridge. Passing to Robert White, of Chicago, in 1970, the car was repainted silver-grey metallic and reupholstered in black. Fast forward to the end of the ’80s, when the GT/L had been purchased by Kenneth Evans, of Alabama. In the early 1990s, chassis number 4393 GT was re-imported to Europe when acquired by Axel Urban, of Hamburg, Germany. The Lusso was then entrusted to Uwe Meissner’s highly regarded Modena Motorsports near Düsseldorf. Mr. Meissner is a certified Ferrari technician who apprenticed at Auto Becker and trained at Maranello, and he is notable for receiving the first factory-backed Formula One Clienti franchise and has specialized in Ferrari service and restoration since 1975. His company’s Modena Trackdays at the Nürburgring has grown to be one of the top Ferrari events of the calendar year. Unfortunately, despite the dedicated investment in the condition and long-term future of the Lusso, the car was not immune from the extreme market corrections of that era’s collector car values, and the owners sold it back to an Alabama-based dealership at a loss. S&S Imports, of Alabama, advertised the Ferrari in September 1993 on the basis of Mr. Meissner’s work, which included new paint, re-plated brightwork, refurbished Borrani wire wheels, and a fresh Connolly leather interior with new dashboard, carpets, and headliner. Mechanically, the carburetors had been rebuilt, the brake system was overhauled with a new master cylinder, and a new exhaust system had been installed. In November 1995, the car was purchased in this restored state by Garry Roberts, of Costa Mesa, California, before returning to Europe in 1997 after being acquired by Lex van Tienhoven’s CC Classics in Wassenaar, Netherlands. The car was repainted in silver-grey metallic and then sold to Anthony J. Mak van Waay, of nearby Huizen. In February 2001, the Ferrari once again came into the care of Modena Motorsports when purchased by Mr. Meissner, who in turn sold it to Belgian collector Dominique Balders. Mr. Balders commissioned the German shop to conduct some further restoration measures, including a complete engine rebuild with GTO-specification pistons, a gearbox overhaul with a taller final drive, uprated brakes, and a new ANSA stainless-steel exhaust. Regularly tended by Modena Motorsports over the next few years, the beautiful 250 GT/L was spotted during the Modena Trackdays at the Nürburgring in July 2003. By 2006, the Lusso had returned to the United States once more, now owned by Don Heckler, of Annapolis, Maryland. Mr. Heckler displayed the fine Maranello jewel at the 42nd Annual FCA National Field and Driving Concours in Chantilly, Virginia, before selling it a year later to Wayne Carini, the automotive impresario most widely known for hosting the television program Chasing Classic Cars. Beginning in 2009, Carini’s F40 Motorsports undertook a two-year restoration to factory-correct standards, which also included a fresh repaint in Grigio Ferro with rich, caramel-toned tobacco upholstery. Afterwards, it was shipped to marque specialist Greg Jones, of Stuart, Florida, for final tuning and detailing to show standards. While in Mr. Jones’ care, the Lusso was submitted to the factory for Ferrari Classiche certification and received approval, with the issuance of the important Red Book soon following. Authenticating the car as featuring all of its original components (save for the gearbox, which is of the correct type), the Red Book testifies to the Lusso’s correct presentation and overall authenticity. Chassis 4393 GT was then purchased by a noted enthusiast of West Hartford, Connecticut, and was presented in January 2011 at the XX Cavallino Classic in Palm Beach, Florida. The current owner acquired the GT/L in January 2012, and he has ensured its continued fine condition with routine attention and climate-controlled storage at Automotive Restorations in Stratford, Connecticut. In preparation for the Lusso’s current availability, Automotive Restorations has carefully gone through the car to ensure that its superb restoration remains fresh in appearance, and it has recently been treated to a major service. Fitted with correct Michelin XVS tires, this outstanding Lusso is a no-excuses example of Ferrari’s most celebrated luxury 250 GT, featuring a superbly detailed undercarriage and engine bay, extremely handsome color and finish, and a beautiful interior of supple leather and subtly contrasting carpets. Included is also a complete reproduction tool roll and owner’s manual (in Italian, as per original). The car would make a crowning addition to the most discriminating Ferrari collection, as it sensationally epitomizes both Pininfarina’s unequalled design and the mechanical zenith of 250 GT development. Chassis 4393 GT invites Maranello enthusiasts and sports car aficionados of all stripes to indulge the senses. It is quite simply an irresistible example of one of Ferrari’s most important and beautiful road cars, and it is worthy of the attention of tifosi worldwide. Chassis no. 4393GT Engine no. 4393GT

  • USAUSA
  • 2015-08-13
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1910 American Underslung Traveler Toy Tonneau

50 bhp, 499.2 cu. in. T-head inline four-cylinder engine, three-speed manual transmission, front and rear semi-elliptical leaf-spring suspension, and rear-wheel expanding drum brakes. Wheelbase: 122 in. The best, most authentic survivor of one of the supreme Brass Era cars A 2014 Pebble Beach Concours d’Elegance Best in Class winner Beautiful, fresh restoration by Brian Joseph’s Classic & Exotic Service Formerly owned by Walter Seeley, Joel Finn, and Richard King The American Underslung, a factory-bestowed nickname of sorts, not a model name, was one of the foremost automobiles built in Indianapolis, in an era when the Crown City was another Midwestern center of motor car production. Designed by Fred Tone, it featured an advanced chassis design that ran under and dipped between the axles, lowering the car’s body closer to the ground and, therefore, also its center of gravity. This resulted not only in beautiful, slinky styling—the E-Type of its era—but in superb handling to match the performance of brutal T-head four-cylinder engines. The American was expensive and worth it: a beautifully constructed performance car that represented the best of American performance at the time, as the Ford GT does today. American built the Underslung model from 1907 until 1914, with various engines and in various sizes. It is the four-passenger Traveler that is perhaps the most desired today, on account of its dramatic four-passenger Toy Tonneau styling, with close-coupled lines incorporating a snug rear seat for two, which is tucked into the back, along with dual rear-mounted spares. MR. SEELEY’S TRAVELER The known history of the car offered here includes perhaps the most famous Underslung enthusiast, the late Walter Seeley, of Russell, Pennsylvania. Mr. Seeley is most famous for restoring the Deemer family’s several American automobiles, but he also owned others over the years, and by corresponding with the late Fred Tone’s son, he amassed the foremost collection of documents and archival materials relating to American Underslungs. This Traveler was reportedly the finest, most original American owned by Mr. Seeley, and importantly, a large part of his archives passed with it when the car was sold to another famed enthusiast, Joel Finn. Mr. Finn eventually passed the American on to a well-known East Coast enthusiast of Brass Era automobiles, Richard King, from whom it was purchased by its present owner. After acquiring the American from Mr. King, the consignor brought the car to Brian Joseph’s respected restoration facility, Classic & Exotic Service, of Troy, Michigan, to undergo a full Pebble Beach-quality restoration. The American’s body was removed from the chassis, and every piece of the running gear, including the engine, transmission, rear axle, springs, and shackles, was taken apart and rebuilt to original condition. What pieces were beyond repair were remanufactured using original factory blueprints and samples to confirm the designs. Typical of original wooden wheels, the ones mounted to the car were of age and required replacement for safe driving; as such, they were duplicated by the restorers to an exacting standard. The original brass fittings, trim, and lighting were restored by renowned brass specialist Rick Britten, while new top bows and sockets were made from scratch to replace the originals. The sheet metal was taken off the body, revealing original wood that was generally in very good condition and required repair in only a few small areas. The original sheet metal, with the exception of a few repairs to the fender skirts and aprons, was then straightened and installed back on the original wood. Even the original rear floors, which had cracked and shrunk, were repaired rather than replaced, to ensure that the car would have as much of its original components as possible. The restored body was then reupholstered using a collection of large-format factory photographs, acquired by the owners, to confirm the original design and execution. The same photographs provided an invaluable picture of the original paint scheme and striping patterns used for the Traveler, which were painstakingly recreated here. Similarly, the unusually angled folding windshield was confirmed to be an original period piece, which could have been supplied by a dealer. With restoration at last completed, the Traveler was brought to the Pebble Beach Concours d’Elegance in 2014. It completed the Tour d’Elegance—with no issues aside from getting lost along the route!—and went on to win Best in Class, earning it one of the most prominent honors accorded to any Brass Era automobile. Seldom shown since but maintained to the same impeccable standards as at its completion, the Traveler is a remarkably original, authentic, and correct example of an automobile that was among the most sporting, powerful, and advanced of its era. It is fast, boisterous, and proudly American! Bidders interested in the 1910 American Underslung Traveler are strongly encouraged to review the car’s fascinating, extensive multi-volume history file, which includes original factory blueprints, photographs, and negatives acquired from the Tone family. Please consult an RM Sotheby's representative for further information. Chassis no. 1811 Engine no. 1809

  • USAUSA
  • 2015-08-13
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2006 Bugatti Veyron 16.4 "001"

1,001 hp, 7,993 cc DOHC 64-valve intercooled W-16 engine with four turbochargers, seven-speed, dual-clutch, semi-automatic sequential transmission, front and rear double-wishbone suspension, and four-wheel carbon-ceramic disc brakes with rear airbrake. Wheelbase: 106.7 in. Number “001”: the very first production Bugatti Veyron A 253-mph top speed! Displayed at the 2015 Geneva Auto Show Showing 764 actual miles; exceptional condition throughout Recent service by Bugatti of Beverly Hills Offered with a unique pre-owned warranty and service package from Bugatti Certified Together with chassis "300." one of the most historically important Veyrons ever built As perhaps the most anticipated and groundbreaking car of the 21st century, the story of the Bugatti Veyron 16.4 is well known by any supercar enthusiast. Perhaps lesser known are some of the ridiculous facts and figures that go along with engineering a road car capable of producing 1,000 brake horsepower and topping out at 250 mph. • The most technologically advanced car in history. • In order to achieve the levels of power and top speed that Piëch was after, the engineers had to marry two V-8 engines together to create a W-16 of nearly eight liters. Then, for good measure, they added four turbochargers. The result was, to say the least, powerful. An engineer recalled to National Geographic that the first time the Veyron’s engine was run at full throttle at Volkswagen’s Salzgitter, Germany, facility in 2001, the engine produced so much power, over 1,000 horsepower, that the heat it produced completely overwhelmed the building’s exhaust system on the roof, nearly burning the building down in the process. • To manage that massive amount of heat, the car is fitted with 10 radiators, with three used to cool the engine, two for the car’s air-conditioning system, and one each for cooling off the transmission oil, engine oil, differential oil, the hydraulic oil used by the spoiler, and the air-to-liquid intercooler cooling system. • The figure of 1,001 horsepower quoted by Bugatti is merely the minimum amount of horsepower the Veyron 16.4 can produce in less than ideal conditions. Most cars can produce between 1,030 and 1,060 horsepower in the optimum environment. • During high-speed testing, bird strikes shattered the aluminum grille, damaging several components behind it. To combat this, engineers redesigned the grille in titanium to withstand any impact with a small animal, resulting in no damage to the car or its components. • The Veyron’s airbrake alone is claimed to provide nearly 0.7 G of braking force, which is roughly the same amount as the brakes on an ordinary passenger car. • At its top speed of 253 mph, the Bugatti Veyron breathes in 47,000 liters of air per minute, just as much air as one man breathes in four days. VEYRON NUMBER ONE The first production Veyron, chassis number 001, was delivered new exactly how you see it today: finished in two-tone Red and Black with a beige interior and the desirable sport seats, which is perhaps the perfect color combination for a car of this magnitude, harkening back to classic Bugatti color schemes. Its colors are eye-catching but not overtly flashy, as to distract from the fascinating marvels of engineering underneath the gorgeous paintwork. The car was delivered new to the U.S. East Coast and then arrived in California, spending the next few years in sunny and star-studded Beverly Hills. For Bugatti, the delivery of the first production Veyron was a pivotal moment in the company’s history. The development of the Veyron was a process that had taken nearly eight years since the acquisition of Bugatti by the Volkswagen Group, and it was an arduous process. Undoubtedly, Bugatti’s executives were very much looking forward to the moment the first production car was delivered, as that moment would mark their success as manufacturers and etch their names into automotive history. They must have looked upon that first production example, this very car, with pride when it was finally completed, for in the eyes of many it was not only the first production Veyron to hit the road, but it was arguably the most impressive automobile the world had ever seen. On the occasion of the unveiling of the final production Veyron, Bugatti flew Veyron 001 (along with Veyron 300, also offered here) to Molsheim for the 2015 Geneva Auto Show. The car was shown at Geneva to celebrate 10 years of Veyron production, accumulating in 450 wonderful automobiles. Recently, 001 received a full service by Bugatti of Beverly Hills, where it was fitted with a brand-new set of tires, invoices for which will be on file. Additionally, RM Sotheby’s is proud to announce that Bugatti Automobiles S.A.S., through their Bugatti Certified program, has offered a unique pre-owned warranty for this very special Veyron. Due to its flawless service history, the purchaser shall receive a two-year warranty plus two additional years of service free of charge. Needless to say, such an offer is utterly unprecedented and its value comfortably exceeds $100,000. Should you have any questions regarding this very special offer, please contact an RM Sotheby’s representative, be sure to inquire about the extensive list of parts and accessories that accompany this car. Following its departure from Southern California, the Veyron has accumulated less than 400 miles with subsequent owners. Today, it remains in exceptional condition, showing very few signs of wear after having traveled fewer than 800 miles during its lifetime. This Veyron has attracted as much attention as the 300th Super Sport (also offered as part of The Pinnacle Portfolio) on the stand at Geneva, and it is hard to believe that it is nearly 10 years old. This car has clearly been well maintained and carefully preserved its entire life, as it presents incredibly well, which helps to beautifully showcase the attention to detail and craftsmanship that makes the Veyron stand out amongst its competitors. Certainly the Veyron was more than an engineering tour de force, as its creation was a watershed moment in automotive history that may never be repeated, primarily because the budget necessary to develop a car so utterly precise is unfathomably massive and it can only be deployed by a team of engineering perfectionists willing to sacrifice profitability for the sake of automotive history. It cannot be understated, then, what chassis 001 represents to this lineage—it is as much a game-changer and pace-setter as Charles Lindbergh’s Spirit of St. Louis. It is the car that started it all and made everyone re-think what was possible. It is the cornerstone upon which all future supercars will be built and the only benchmark against which they can be compared. Being offered here at auction alongside chassis 300 is an unprecedented, historic opportunity. Addendum Automobiles Ettore Bugatti has generously extended an invitation to the next owner of this Veyron to tour their facilities in Molsheim, Alsace, France. The visit will also include an opportunity to test drive a Veyron. Furthermore, the next owner will be invited to the viewing of the Veyron’s successor in September, for which the specific date and location will be provided after purchase. This invitation is in addition to any accompaniments made available in the catalogue description. Also, please note that contrary to the catalog description, the new tires have yet to be fitted and the car will need to return to an authorized Bugatti service center. Chassis no. VF9SA15B36M795001

  • USAUSA
  • 2015-08-13
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1929 Bentley Speed Six Dual Cowl Tourer

The only cadogen bodied speed six dual cowl tourer in existence and delivered new to Forrest Lycett, founding member of the Bentley Drivers Club. Coachwork by Cadogan 180 bhp, 6,597 cc single overhead camshaft inline six cylinder engine with four valve heads and twin carburetors, twin ignition via Bosch magneto and Delco coil, four-speed transmission, front suspension via solid axle and leaf springs, rear suspension via live axle and semi-elliptic lear springs and four wheel mechanical drum brakes with Dewandre servo assist. Engine NO. NH 2731 The Bentley Legend – A Tale of Heroes The history of Bentley is the legend of a small group of dedicated and skilled artisans laboring in adversity with few resources but under the leadership of a talented, charismatic chief with vision and persistence. To their aid comes another, different cadre. Equally talented and similarly visionary, they are gifted with chivalric principles, lofty ideals and resources. Together they undertake bold campaigns against daunting foes, eventually triumphing by their combined efforts and becoming legend. They could have been Jason and the Argonauts, or King Henry and his band of brothers. Like Henry, their greatest triumphs came in France and, also like Henry, chance and adversity intervened to deny them the ultimate fruits of their victories. The chief was Walter Owen Bentley, a man of manifest charisma who easily impressed colleagues. He gathered them in his wake and the tale of Bentley is also the tale of a steadily growing entourage of bright, dedicated, useful people who joined W.O., as he was universally known, and stayed with him through thick and thin. The history of the company is, even more than with most automobiles, inextricably intertwined with the personalities associated with its development. While other marques can be identified with a single or very few brilliant (or stubborn) individuals, Bentley was a cast of characters, each of them distinct and most of them loyal stalwarts from the moment they were touched by W.O. Bentley, his dreams and his cars. Following his apprenticeship with the Great Northern Railway and two years immersion in the practical aspects of automobile maintenance in charge of the National fleet of Unic taxicabs, he and his brother Horace Milner Bentley (known as “HM”), an accountant, took over the agency for the French DFP automobiles and formed Bentley and Bentley Ltd. W.O. was intrigued by the potential of DFP’s 2 litre model and, with the help of a mechanic from the factory, embarked upon a modest campaign of hillclimbs, record-breaking at Brooklands and competing in the 1914 Isle of Man Tourist Trophy which successfully promoted DFP in England. When World War I intervened W.O. Bentley applied his empirical design talents to improving the French Clerget rotary aircraft engine, notably by adopting aluminum pistons. It was also during the War that Bentley got better acquainted with Frederick Burgess, Humber’s chief designer. Burgess became one of the first recruits to Bentley’s vision of creating a fast sporting British car. Following the War in 1919 Bentley and Bentley was succeeded by Bentley Motors. Harold Varley joined the team, adding theoretical skills to Burgess’s design talent and W.O.’s problem-solving intuition. The automobile they created was the 3 Litre, supported by the hard-working pair of HM Bentley and A.F.C. Hillstead making ends meet dealing in DFPs. Nobby Clarke also joined the Bentley group, now becoming the size of a platoon, to assemble the first 3 Litre engine in 1919 with help from Clive Gallop. Gallop’s initial tenure at Bentley was short. He got a better offer from Count Zborowski but seven years later returned to the fold at least as long as necessary to be a member of Bentley’s 1926 Le Mans team. The first Bentley 3 Litre was tested in January 1920 by Sammy Davis, whose enthusiastic account of it appeared in The Autocar. Bentley was nowhere near ready to build production cars at its new quarters in Cricklewood and Davis’ endorsement was wasted, at least as far as HM and Hillstead were concerned. It was not, however, wasted on Davis who would become another of WO Bentley’s enthusiastic supporters. Assembly of 3 Litres was initiated as quickly as possible but Bentley, which lacked any manufacturing capability of its own, was obliged to sub-contract almost the entire car to the designs laid down by Burgess and Varley. Development was completed simultaneously with the first assemblies and the company itself was reconstituted – the first of many – in late 1920. W.O. Bentley sought performance and responsiveness. Fred Burgess, faced with little time for development and even less for Harold Varley’s calculations, pursued strength and reliability through over-design and -specification. The company relied upon outside vendors’ interpretations of drawings and specifications, no doubt compensating with heft and girth for vendors’ cost-saving interpretations. The 3 Litres turned out to be very strong cars and set the pattern, as well as many of the components, for the Bentleys to follow. The first 3 Litre, a coupé, was delivered in July 1921 to Noel van Raalte, a gentleman of wealth, stature and a demonstrated taste for powerful automobiles. The first owner’s manual was manually typed and development continued, in the manner of many automobile companies at the time and in this stage of their commercial lives, with the early customers providing the practical testing. While racing success manifested itself in improved sales – some 150 Bentleys were sold through 1922 and a further 200 or so in 1923 alone – expansion continued to outstrip cash flow into the mid 1920s. Developments like front wheel brakes and the enhanced performance Speed Model took money to engineer, money which was not being generated fast enough through 3 Litre sales. It was to be a recurring theme at Bentley – but for a while, the company would have a patron who would not only provide badly needed financial support, but prove to be a heroic figure whose exploits would capture the imagination of the public, and earn accolades for Bentley. His name was Woolf Barnato, and his introduction to Bentley came shortly after he purchased his first Bentley, a Supersports 3 Litre with a Jarvis racing body. He teamed up with John Duff, the first of the Bentley Boys and a persistent seeker of challenges, to contest the 24 hour speed record at the Montlhèry oval outside Paris. They drove Duff’s Le Mans car, fitted with a new, lightweight Weymann single seat body. The 3 Litre performed flawlessly and set a record of 95.03 mph. Woolf Barnato’s father, Barney Barnato, had left England for South Africa in 1873. When he returned to England in 1897 he was half-owner of the Kimberley diamond mines and one of four governors of De Beers. He died, in suspicious circumstances, in 1897 leaving his fortune to Woolf, then only two years old, whose affairs were managed by his cousins, Jack and Solly Joel. Woolf eventually had to sue both for his inheritance and for back profits, an action that was largely settled in 1925, just as Bentley Motors’ expansion and the development of the 61/2 Litre had consumed all its resources. With £1.4 million in his pockets and a new Bentley in the motor house of his estate, Ardenrun Hall, Woolf Barnato was the ideal enthusiast to become the savior of Bentley Motors and the most important of all the “Bentley Boys.” The Speed Six Not long after the debut of the new 61/2 Litre cars in 1926, work began on an improved version. The primary objective was to increase horsepower, which would benefit chassis sales for the coachbuilt cars, but also provide the power to ensure future racing successes. Several months of active development lead to the completion of the first demonstration Speed Six chassis in late 1928. The new cars were similar to the standard models, but benefited from a host of performance oriented upgrades, the most visible of which was the fitment of a pair of S.U. carburetors on a new square section intake manifold. Horsepower was increased from 147 to 160 and later to 180 with the new single port engine, and would ultimately reach 200bhp in the Le Mans spec racers. This raised the engine’s output to 160 horsepower and the new model was introduced at the 1928 Olympia Show in October as the Speed Six. The first delivery took place in May of 1929 to Capt. Woolf Barnato, one of the Bentley Boys, and now the firm’s patron. 1929 Bentley Speed Six Four-Seat Tourer SB 2773 This 1929 Bentley was delivered in December 1929 to Forrest Lycett, who would be one of the founding members of the Bentley Drivers Club in 1936. Lycett’s Bentley featured the new single port 180 horsepower engine and five gallon sump. Lycett recorded in an April 1941 letter that appeared in Motorsport that he had owned nine Bentleys over the years (five 3 Litres, two 4 1/2 Litres, this Speed Six and an 8 Litre) which he used both in Britain and on the Continent. It is one of only three Speed Six Bentleys bodied by Cadogan, and the only one of them bodied as a four-seat tourer, the others being Saloons. In an excerpt from the Bentley Drivers Club “Review” published in the “Bentley Bedside Book”, Lycett later recalled, “It was in Spain on the Speed Six where I first attained a genuine 100 mph on a public highway.” Its history following Lycett’s ownership (he took delivery of 8 Liter YX 5121 in March 1932) has not been established however it is described by its present longtime enthusiast owner as completely original, right down to the matching original number on the hand crank. It was restored in the late 80’s in the U.K. and is known to have been owned in the U.K. by Stanley Mann and Adrian Hamilton. After restoration it became part of the highly selective collection of John Mozart, later returning to the U.K. to its next owner, John Ogden. The present owner knew the car and Ogden, and had long wanted a Bentley Speed Six. It took, by his recollection, some three years before Ogden had a chance to buy a supercharged 4 1/2 Litre and agreed to sell the Speed Six in order to acquire it. That was in 1992 and it has been the present owner’s pride and joy ever since. Shortly after it was acquired and brought to the U.S. it earned its first U.S. award, a CCCA National First Prize, in 1994. That was followed up a year later by a CCCA Senior award. It was shown at the 1997 Rolls-Royce Owners’ Club national meet at Homestead where it earned first place in the Touring class. Subsequently, a complete mechanical rebuild was undertaken by vintage Bentley specialist Robert Jefferson at Sports Car Classics to prepare the Speed Six for further tours and events. It has been driven on several Bentley Drivers Club tours including the 2002 New England tour, the 2004 tour from Seattle to Monterey and last year was driven to Connecticut for the Bentley Drivers Club/Rolls-Royce Owners’ Club meet where it once again captured first place in the Touring division. In its most recent judging by marque specialists in 2005 this outstanding 1929 Bentley Speed Six achieved 388 out of a maximum of 400 points, an exceptional accomplishment for a car which is regularly used and enjoyed on the road and long distance tours. It is carefully restored and prepared by marque specialists, retains its original Cadogan four-seat tourer coachwork, the most desirable body style on vintage Bentleys and the only example by this coachbuilder on the Speed Six. It has been sympathetically prepared for tours without making any permanent modifications and can be quickly returned to show quality original condition. The owner states it runs extremely well, as his many recent tours demonstrate. The Speed Six is capable of a top speed over 100 miles per hour and continuous cruising speeds over 70. Once the property of one of the original members of the Bentley Drivers Club, this Speed Six is the ideal vehicle to discover and enjoy the experience of being a Bentley Driver and to sense why W.O. Bentley and the cars he built have inspired such loyalty and enthusiasm for over three quarters of a century. Chassis no. SB2773

  • USAUSA
  • 2006-08-18
Hammer price
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1966 Ferrari 275 GTB by Scaglietti

280 hp, 3,286 cc V-12 engine with triple 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. Matching-numbers example in Briggs Cunningham Blue Wonderfully preserved, with excellent patina One of 450 long-nose, torque tube examples Ferrari Classiche certified Many tifosi consider Ferrari’s 275 GTB to be one of the last “classic Ferraris,” as it is a car that has remarkable performance, breathtaking good looks, and soul that only 12 cylinders could provide. The 275 was designed and developed under the watch of Enzo Ferrari himself, and it was unveiled to the public for the first time at the 1964 Paris Auto Show. The 275 was clearly an evolution of its immediate predecessors, the 250 SWB and 250 GT/L ‘Lusso,’ making it, by far, the most advanced road going Ferrari ever produced. This would be the first Ferrari with four-wheel independent suspension, and it would also be the first to boast a five-speed transaxle gearbox. Featuring numerous mechanical updates over the already excellent Lusso and a gorgeous body designed by Pininfarina and crafted by Scaglietti, it was clear that the new 275 had just as much soul and character as the vaunted 250 series of cars that preceded it. As per usual with Ferrari, the 275 GTB was improved over the course of its production run. The first set of improvements included lengthening its nose in order to help reduce front end lift at high speeds, earning this iteration’s nickname of “long nose.” A torque tube was also added at the start of 1966, in order to improve stability and durability of the drivetrain. These improvements made newer 275s even more desirable than the original that wowed the crowds on Ferrari’s stand at Paris in 1964. In addition to making the berlinetta feel more sure-footed at high speeds on the autostrada and increasing its already phenomenal grand touring characteristics, its long nose arguably made Pininfarina’s design even more attractive. Many considered it to be one of the best dual-purpose cars of all time, as it was equally suitable for both road and competition use. In a period road test, legendary Hollywood star and automobile enthusiast Steve McQueen described the smooth action of the five-speed manual transaxle as “like sliding a knife through hot butter.” McQueen, who owned a Lusso at the time, no doubt appreciated the engine’s 280 horsepower and high-revving nature. According to Ferrari historian Marcel Massini, the 275 GTB on sale today was sold new in its native country of Italy, bearing chassis number 8349 and sporting a Bleu (20-A-185) exterior and a Beige (VM 3309) interior with full leather seats. After production was completed in March 1966, this 275 GTB was purchased, in 1966 or 1967, by a gentleman who resided in Southern California, and the car traded the friendly Italian climate for some warm California sunshine. This owner repainted the car burgundy and kept it until the late 1970s, before it was purchased by Fred Peters and renowned Ferrari restorer Charlie Betz. In 1983, Peters and Betz embarked upon a restoration of the car, which included the interior being redone with powder blue Bridge of Weir leather and matching carpets and a mechanical rebuild of the engine. Still wearing burgundy, Peters and Betz decided that their Ferrari would be repainted blue, but not a blue from Ferrari’s usual spectrum. Betz’s own shop was located nearby Briggs Cunningham’s museum. Cunningham frequently drove by Betz’s shop in his own Ferraris, a 275 GTB/4 and a 365 GT 2+2. Both these cars were painted a gorgeous and unique shade of light blue, which was specially commissioned by Cunningham himself. Awestruck by the color on Cunningham’s 275, Peters and Betz matched it and applied it to 8349 from a can of paint that was supplied to Cunningham by Ferrari. After the car’s restoration was completed, Peters and Betz would go on to keep the car for nearly 20 years. This 275 was purchased by Sidney Allen, of Longview, Texas, in 1995, and he used it regularly, while always servicing it at regular intervals. Lots of mechanical work was done under Allen’s ownership to ensure that this 275 GTB would function as Ferrari intended. This included replacing fuel lines, installing a new clutch, hoses, and tie rod ends, and rebuilding the radiator and carburetors, amongst other items. In October 2013, noted Ferrari restorer Patrick Ottis was commissioned to inspect the car and assess its current mechanical and cosmetic condition. Ottis found that the car was in largely original condition and that it functioned well following a test drive and compression test. In his concluding written report on the car, Ottis noticed that “this is a lovely correct and patinated 275 GTB,” and it is clear that Peters and Betz’s restoration has largely stood the test of time. Additionally, it still retains its original toll roll, jack, and owner’s manual, and it is still wearing its original wheels. It should also be noted that this 275 GTB is Ferrari Classiche certified, which ensures that it is in line with the Ferrari’s own standards of authenticity and is completely mechanically correct, just as it left the factory. Surely this car would be ready for further use, or it would be an excellent candidate for a restoration, to bring it back to as-new condition. This 275 GTB is a wonderful example of one of the greatest road going Ferraris. Long nose, torque-tube 275 GTBs are prized by collectors not only for their looks but also for their driving dynamics, and this example will surely not disappoint, whether its new owner intends to drive the car as-is or have it restored to as-new condition. While many believe the 275 series to be better looking than their predecessors, it is certain that they offered a remarkable advance in terms of engineering and performance, and these were traits that were not lost on Ferraris best customers. The 275 GTB offered here has a wonderful amount of charm and character that accompanies its patina, and it has an undeniable amount of soul, the kind that is only present in automobiles adorned with the Cavallino Rampante. Chassis no. 8349 Engine no. 8349

  • USAUSA
  • 2014-01-16
Hammer price
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1957 Ferrari 410 Superamerica Coupe by Scaglietti

340 hp, 4,962 cc SOHC V-12 engine, three Weber 40 IF4C four-barrel carburetors, four-speed manual transmission, independent front suspension with double wishbones and coil springs, rear live axle with semi-elliptic leaf springs, four-wheel hydraulic disc brakes. Wheelbase 102.4" • Of only 34 Ferrari 410 Superamericas produced, the only one originally bodied by Scaglietti • A Series II example, built specifically for longtime Ferrari patron Dottore Enrico Wax • Stunning one-off design, restored by ex-Ferrari and Scaglietti craftsmen • Pebble Beach class-winning restoration, previously owned by movie and television producer Greg Garrison There were Ferraris…and then there were Ferraris. Enzo Ferrari always wanted to build a few very exclusive grand touring models for very famous and ultra-wealthy clientele. Constructed in several series, in very limited numbers and most frequently bodied by Ferrari’s favorite carrozzeria, Pinin Farina (known as Pininfarina after 1959), along with Mario Boano and Ghia, the Superamericas were truly the ultimate Ferraris and were nearly all coupes, attracting an exclusive client list. Noted American industrialists and businessmen like Bob Wilkie, William Doheny and Bill Harrah were Superamerica owners. Royal customers included the Shah of Iran, Mohammad Reza Pahlevi, Prince Bernhardt of the Netherlands and Emperor Bao Dai. Wealthy Italian clientele like ‘Pasta King’ Pietro Barilla and Johnny Walker spirits importer Dottore Enrico Wax headed a list of prominent Europeans who favored the unique and prestigious cars from Modena. Individually tailored, as Ferrari historian Dean Batchelor said, they incorporated “many detail differences which enhanced their exclusivity.” Traveling in a Superamerica was traveling in style, Batchelor wrote. “The owners knew it, and all who saw the car knew it, which is what the owners wanted them to know.” The 410 Superamerica was essentially a modern coachbuilt car with a powerful, 4.9-liter, 340-bhp, race-derived, Lampredi V-12 engine. Sergio Scaglietti, who recently passed away in November 2011 at 91 years of age, was a metalworking genius whose designs, including the 250 Testa Rossa, the 250 GTO and the 500 Mondial, are not only among the most coveted Ferraris ever built but also comprise some of the world’s most expensive cars in existence today. Scaglietti, an old Ferrari friend and an immensely imaginative man, built most of his custom bodies without using sketches or drawings. After devising designs in his head, he and his craftsmen fabricated an armature of small steel tubes to establish each body’s framework. Lightweight aluminum panels were then hand-formed and carefully hammered and finished to perfection. The result was a masterpiece in metal. Just 34 410 Superamericas were built, in three Series, nearly all with bodywork by Pinin Farina. While some of these special models looked somewhat alike, no two were exactly the same. By virtue of their rarity, the four most exclusive 410s consisted of a single Ghia-bodied example, a coupe and a convertible by Boano and s/n 0671 SA, this stunning, one-of-a-kind coupe by Scaglietti. This 410 SA was unique, right from the outset. S/n 0671 SA was commissioned by Dottore Enrico Wax, a wealthy Ferrari patron from Genoa whose importing firm, Wax & Vitale, S.n.C., sold only the finest goods, like Johnny Walker whiskey and Connolly leather. One of Il Commendatore Enzo Ferrari’s earliest supporters, Dottore Wax could order an exclusive model, and Ferrari would gladly furnish it. The fascinating story of s/n 0671 SA was best told by the late Greg Garrison, one of the most noted Ferrari collectors of all time. Garrison, whose rare Ferrari collection consisted primarily of exclusive, custom-bodied, mostly one-off examples, was a very successful Hollywood television director who could manage even the most difficult personalities and create the best in fast-paced, live TV programming. He was very private about his collection, although he would occasionally enter a car at the Pebble Beach Concours d’Elegance. Over the years, as he quietly amassed some of the finest Ferraris, Garrison became well known to Enzo Ferrari and visited Maranello on several occasions. In a few instances, he would commission a complex restoration in order to have a model he especially coveted. Chassis 0671 SA is one such car. In the October/November issue (no. 107) of Cavallino magazine, Garrison wrote a seven-page article on s/n 0671 SA. He began by noting that the exotic Superamerica Series were not cars that just anyone could order. “If you were a Prince or a Princess, a King, a Shah, an international film star, a pasta tycoon or a favorite race driver,” Garrison explained, “you might be allowed to possess one of these cars. These were the glory years, the years of the special car for the special client.” Garrison noted that in 1956, Dr. Ettore Wax had requested a very different car than Ferrari’s usual offerings. Reportedly, Enzo Ferrari had suggested that, rather than have Pinin Farina design a 410 Superamerica, Sergio Scaglietti would be both the designer and the builder of a very unique example. True to form, Scaglietti’s proposal was stunning—a road car with a distinct competition flavor. The dramatic fastback roof, a pair of prominent fins, the side vents and the boldly vented rocker panels were made of stainless steel, while the rest of the car was lightweight aluminum. Inside, British Smith’s instruments were used in place of Ferrari’s usual Veglia units, and the car was fitted with twin 50-liter fuel tanks. It was a 410 like no other. An undoubtedly pleased Dr. Wax took delivery in August 1957 and had the car displayed at the Concours d’Elegance late that same year at Lake Como, Italy. Dr. Wax had a history of not keeping his cars very long. In January 1958, s/n 0671 SA was purchased by Count Enrico R.P.A. di Portanuova, who had Carrozzeria Boano personalize the car for him by re-profiling the rear fenders, painting the fins dark red to match the body, extending the front fenders with covered headlights, changing the hood scoop, redesigning the instrument panel to place the speedometer and tachometer in front of the driver and re-boring the V-12 to a 5.1-liter displacement. The 410 SA was sold again in 1961. It passed from Switzerland to Texas. In the 1970s it was sold to Gary Wales in California, followed by Stan Sokol. Then, sadly, it was stolen. The thief inexplicably removed the body, disposed of it and sold the complete running chassis to a Grants Pass, Oregon farmer. By this time, the car had effectively disappeared. Greg Garrison had seen one of the few photos of s/n 0671 SA. Struck by its beauty, he wanted very much to find it. In 1986, after making inquiries, Garrison learned the chassis had been spotted several times in Oregon. He placed advertisements in local newspapers, offering a reward for information. A caller revealed the location; Garrison verified the serial numbers and bought the car, which consisted of the V-12 engine, transmission, driveline and rear end. Within a day, the chassis was flown to Italy. Not long afterward, Garrison, who had completed a benefit for muscular dystrophy honoring Dino Ferrari, had an audience with Enzo Ferrari in Maranello. He showed Il Commendatore a photo of s/n 0671 SA. Garrison wrote that Ferrari “did something I had never seen him do before. He took off his dark glasses, placed them on his desk, held the photo at arm’s length and brought it slowly forward until it came into focus for him. He looked at me and said, Dr. [Enrico] Wax...1956...Distributor Johnny Walker whiskey.” Garrison told Ferrari he had found the chassis of 0671 SA and he planned to have the car restored. What happened next, as Garrison told it, is truly remarkable: I left his office and went across the street for lunch. Within half an hour, at least eight people from the Factory, including Sergio Scaglietti and the head of service, Gaetano Florini, came to me and said they would consider it an honor to work on the car and bring it back to its original condition. Sergio arranged for the acquisition of the original sketches, work sheets [and] all the Factory photos that existed. He coordinated the return of four retired Scaglietti workers who created the car originally to reconstruct their work at the shop of Carrozzeria Sport Auto, Bachelli & Villa, Bastiglia-Modena. Florini arranged for Gianni Deana and Aldo Silingardi of Sport Auto Modena to perform all the mechanical work. A little over two years time was required for s/n 0671 SA to rise from its ashes. Four weeks after the car returned to California, it won Best in Class at the (1990) Pebble Beach Concours d’Elegance. From every angle, s/n 0671 SA is a treat to view. From its brushed stainless roof panel and matching fins to the uniquely-shaped headlight rims flanking the traditional Ferrari egg-crate grille, this coupe spells power and speed. Sharing a few visual elements with the famous Pininfarina Superfast coupe, s/n 0671 SA sports sail panels that are reminiscent of a 250 Tour de France Berlinetta. Its bold grille reminds admirers of Ferrari’s early 250MM competition cars. The rounded tail panel is unique to this car. Inside, the speedometer and tachometer are centrally located, like a 250GT Lusso, with other instruments placed in front of the driver. With its triple four-bbl Weber carburetors and increased displacement, s/n 0671 SA arguably develops considerably more power than the twin-choke Weber-carbureted ‘standard’ Superamerica’s Lampredi engine. Sadly, Greg Garrison died of pneumonia in 2005. In 2007, presented by a new owner, s/n 0671 SA won Best of Show at the first Las Vegas Concours d’Elegance. Restored in Italy by its original craftsmen, this powerful, one-of-a-kind, award-winning 410 Superamerica has been well maintained and has recently received a light service to ensure excellent drivability. It awaits the open road, where it will deliver the caliber of performance enjoyed by a very few, fortunate, exotic car owners. Chassis no. 0671 SA Engine no. 0671 SA

  • USAUSA
  • 2012-01-19
Hammer price
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1962 Shelby 289 Cobra Roadster

The First Race-Winning Shelby Cobra, Shelby Factory Team Car, 1963 A-Production National Champion 325hp 260 cu. in. pushrod overhead valve V8 engine, four Weber 48 IDM downdraft carburetors, four-speed manual transmission, four-wheel independent suspension with transverse leaf springs and four-wheel disc brakes. Wheelbase: 90" There’s a big jump between an AC Ace and a Shelby Cobra. It is an even longer leap from a standard leaf spring Cobra to a factory team car. No Cobra better illustrates the changes, both subtle and major, that transformed AC’s quick but dated Ace roadster into a Cobra capable of winning races against the best sports cars in the world than CSX 2026, the very first Cobra to win a race and part of the small early Shelby factory team at the beginning of the 1963 season. Carroll Shelby’s concept was, at its core, simple enough. Take the attractive, lightweight, independent suspension, well-proven Ace roadster built by AC Cars and turn it into a world-beating production racer by the simple expedient of replacing its aging six-cylinder engines with a lightweight, powerful, deep-breathing, reliable and modern American V8. AC’s own engine was a long lived single overhead camshaft six that had been designed in 1919. For performance applications AC had seized upon the Bristol six, adapted from a prewar BMW design. Both were aged and heavy and Bristol had announced it was discontinuing production of the two liter six, leaving an empty engine compartment in which the new generation of American V8s would fit tidily. The Ace’s chassis had been designed by John Tojeiro while its lightweight aluminum body owed much to the early Ferrari barchettas built by Touring. Ford’s new thin wall casting 260 cubic inch V8 produced in excess of 300 horsepower with a four-barrel carburetor and had the potential for much more power with even rudimentary tuning, effectively doubling the power of the Bristol six with a modest increase in curb weight. Furthermore, the shorter V8 engine could be pushed farther back in the chassis for better weight distribution. At least that was the plan. In practice the Ford’s greater power exceeded the AC chassis’ design limits. It needed bigger tires to put the power down, which also increased cornering forces. And better brakes were needed to cope with higher velocities, introducing even more stress. Simple modifications to accept the shorter and wider Ford were easily resolved and communicated to AC Cars. Then the real work began. Fortunately Shelby’s enterprise began just as Lance Reventlow shut down his Scarab shop in Venice, California. Shelby moved into the Scarab shop as the first Cobra chassis arrived from AC in Thames Ditton, not only acquiring a fully equipped race car construction facility but also the services of Phil Remington, whose experience spanned everything from hot rods to USAC Champ cars and whose skills as a fabricator were already legendary. Remington could not only figure out a solution to almost any problem on an automobile, he could build, weld, machine and fabricate with precision, care and speed. The steering gear was not up to the Cobra’s cornering stresses. Remington rebuilt it. The lower A-arms likewise were redesigned and constructed from high strength tubing with bronze bushings replacing the Ace’s rubber. Wider wheels and tires were added, requiring new wheel hubs. The hoods were louvered to exhaust air that was packing up in the engine compartment. The engines received from Ford got new oil pans with increased oil capacity and baffles to keep an oil supply around the pump pickup during cornering. Four barrel carbs were installed and racing headers and exhaust systems designed and fabricated. The suspension got badly needed front and rear anti-roll bars. Along with these developmental revisions, the first Cobras had to be turned into race cars, no small matter which included installing roll bars, quick jack pickups, racing windshields, competition belts, cooling scoops and all the myriad safety and reliability items like safety wired fasteners and armored hoses that real race cars need. And these were real race cars. Carroll Shelby had already initiated homologation paperwork with the FIA to make the Cobra eligible for international competition. His goal was nothing less than bringing home to the United States the FIA’s World Manufacturers Championship. Then the Cobra went to the track at Riverside in October 1962 where Billy Krause put a hurting on the new Corvette Sting Rays until a rear hub broke. Remington machined new ones from Halibrand forgings for both the front and rear. One car went to Nassau for the Bahamas Speed Week in December where it was driven again by Billy Krause. In the preliminary race a steering tie rod broke while running in second place. The rush to fix it in time for the feature left little time for other preparation. Krause started from the back and cut through the field nearly to the lead before the Cobra stopped, sidelined by the racer’s nemesis, a fuel tank that had not been fully filled before the race began. Shelby then augmented the mechanical talents of Phil Remington with the development talents of Ken Miles who had created a number of specials and massaged them into competitiveness. Miles concentrated on chassis development, particularly the Cobra’s transverse leaf spring independent suspension. The only way to change camber was to vary the length of the springs, the upper control arm for the suspension, and a variety were constructed and tried before the best compromise between straight line performance and cornering was found. Anti-roll bar sizes were juggled. Koni shocks were added for better suspension control. And all the time the Cobra kept getting faster which generated more stress and meant that everything had to keep getting stronger. Racers like to remind people that “racing improves the breed,” and that was exactly what was going on at Shelby in late 1962. Dave MacDonald replaced Bill Krause for 1963 when Krause got an offer too good to pass up from Mickey Thompson and the speeds that Krause, MacDonald and Miles were able to extract from the Cobra quickly revealed any shortcomings. They were expediently but comprehensively fixed by Phil Remington and the Shelby shop. By January 1963 (only five months after the first Cobras had arrived at Shelby in Venice) the first racing Cobra was able to complete 500 miles of tire testing at Riverside. On February 3, 1963 the Shelby team entered two Cobras for MacDonald and Miles in the SCCA Divisional race at Riverside. In only its third competitive appearance the Cobras of MacDonald and Miles finished 1-2. Only one car can be the first and among the Cobra’s long and successful racing history only one Cobra can lay claim to being the first race winning car. It is that Cobra, CSX 2026, driven to the marque’s first race victory at Riverside on February 3, 1963 by Dave MacDonald that is proudly offered by RM Auctions at the 2006 Vintage Motor Cars in Arizona auction. Of course its racing history does not end there. Shelby was on a mission and every available resource was pressed into service to continue the Cobra along its path to racing and commercial success. CSX 2026 was further modified for the opening race of the FIA season, the three hour Daytona Continental on February 17, with 37.5 gallon fuel tanks fed by a 4 inch diameter quick-fill cap, pin drive Halibrand magnesium wheels, bigger wheel bearings to take the stress of Daytona’s high banks, flared fenders to clear larger tires and even a rudimentary grille guard. Three Cobras made the trip, two with cast iron engines for Dave MacDonald and Skip Hudson and one, for Dan Gurney, with an aluminum 255 cubic inch experimental engine being developed by Ford for Indianapolis. Hudson’s clutch blew and Gurney’s experimental engine lost its urge but Dave MacDonald in CSX 2026 scored an impressive finish, 4th overall in the Cobra’s first confrontation with the full weight of international competition. Weeks later CSX 2026 tackled the next FIA race, the 12 Hours of Endurance on Sebring’s bumpy, braking intensive airport circuit. Driven by Fireball Roberts and Dave MacDonald it lost a differential seal in the third hour of pounding over the punishing runways of Sebring. Shelby now prepared a new group of team cars incorporating all the lessons learned with CSX 2026 and its early teammates. CSX 2026 was sold to Bob Johnson of Columbus, Ohio who drove it to win the 1963 SCCA A-Production National Champion with an outstanding race record which included six SCCA A-Production class wins and another first place in the June 30 U.S. Road Racing Championship race at Watkins Glen where he beat the factory Cobra team. Johnson also backed up the factory team at the September 1963 500km race at Bridgehampton where Dan Gurney scored the first overall win for a Cobra in FIA competition. CSX 2026 broke a rear spring hanger during the race while running in the top ten. Following Johnson’s SCCA National Championship CSX 2026 was sold to Jerry Hansen in Minneapolis and raced during the 1964 SCCA Midwest season. From Hansen it went to Jim Whelan in White Bear Lake, Minnesota. After passing through several subsequent owners it was acquired in 1979 by noted Cobra historian Ken Eber. Eber sold it a few years later to Myron Schuster, but reconsidered his decision to sell this most significant Cobra and convinced Schuster to sell it back to him in 1984. It was then comprehensively restored for Eber in its 1963 Daytona condition by Rand E. Bailey at The Color Works in Inver Grove Heights, Minnesota. During restoration great pains were taken to restore rather than replace its original parts, many of which still bear the initials of the Shelby fabricators who made them back in 1962 and 1963. Following the restoration it won the Concours Competition class at SAAC 14 in 1989 as well as capturing the popular vote in the 260/289 Cobra competition class at SAAC 16 in 1991 and other concours trophies. It was acquired from Eber by the present owner in 1997 and has been carefully maintained in its 1963 Daytona Continental condition ever since. Shelby Cobra CSX 2026 has been meticulously prepared by experts in Cobra history and restoration to be exactly as it was at Daytona in 1963. It is powered by a 260 Ford V8 with 12:1 pistons and roller camshaft. The cylinder heads are original and the block is believed to be CSX 2026’s original 260. It breathes through four Weber 48IDM carburetors mounted on the original and irreplaceable prototype intake manifold. The exhaust system includes a set of Nassau style headers and straight-through side pipes. Sparks are metered through a Spalding “Flamethrower” ignition system and a Stewart Warner auxiliary fuel pump keeps ahead of the Webers’ demands. In addition, it has Koni shocks, competition springs, 37 gallon fuel tank with quick filler, nine quart baffled oil pan, oil cooler, alloy brake calipers, front and rear brake scoops and ducting, hood vents, 3/4 inch front and 11/16 inch rear anti-roll bars, dual brake master cylinders and a cross-mounted radiator header tank. Notably, the body has additional important modifications as completed by Shelby for Daytona. These include a forward-braced roll bar, competition windshield kit, quick-open hood latches, Raydyot rear view mirror, cutaway driver’s door top for additional arm clearance, a steering brace kit, cold air box and air inlet and quick-jack pickups. It rides on pin-drive Halibrand alloy wheels as first used by the Cobras at Daytona in 1963. Finished in red with black interior as it was entered at Daytona, it is in every respect as close as dedicated and informed Cobra enthusiasts could make it to its Daytona configuration. There are many Cobras with important race histories, but all of them trace their legacy back to one car, CSX 2026. As the very first Cobra to ever win a race, subsequently setting it on the path to the 1963 A-Production National Championship, the car we have the honor of offering here is the very foundation and original building block of the greatest American legacy in automotive racing history bar none. Chassis no. CSX 2026

  • USAUSA
  • 2006-01-20
Hammer price
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1966 Ferrari 500 Superfast Series II by Pininfarina

The last 500 Superfast produced One of eight factory right-hand-drive examples Numerous special-ordered, bespoke original features Formerly owned by Jack A. Pearce of J.A.P. Engineering Application for certification submitted to Ferrari Classiche The last generation of the original Ferrari super-coupés was the aptly named Superfast, produced between 1964 and 1966. Featuring updated Pininfarina coachwork with a dart-like tapered nose, gracefully rounded tail and glassy European greenhouse, it encompassed a highly developed version of the original Ferrari Colombo V-12, now displacing five litres and producing 395 hp, an output that was utterly remarkable for the era. The car’s top speed was 175 mph, a figure that could be achieved quite readily and with no particular special treatment on the part of the driver. The 37th and final 500 Superfast produced, chassis number 8897 SF was also the last of eight configured in right-hand drive, and was finished in Avorio (20559A) over Beige (3309) with the special-ordered features of power windows, no rear seats, a rear window wiper and three air ducts on the front fenders, as well as factory air conditioning. It was originally supplied to the official British Ferrari dealer/importer, Maranello Concessionaires in London, on 6 August 1966. The car was subsequently sold via Coombs and Sons (Guildford) Ltd. to its first private owner, Harold Samuels, who registered it in the UK as KGH 8D. Samuels requested a number of special modifications to the car, including a heated rear screen, built-in compass, a thief-proof switch fitted in the boot that would cut off the petrol feed, as well as an extra powerful servo fitted on the brakes that ‘must have a light pedal’. Mr Samuels did further work with ex-Scuderia Ferrari driver Michael Parkes, then of Maranello Concessionaires, to improve the drivability of the Superfast, detailed in historical correspondence that comes with the car. Subsequently it passed in June 1967 to Jack A. Pearce, owner of J.A.P. Engineering, and was re-registered under his treasured number, JAP 1, as well as outfitted with spotlights and J.A.P. cast alloy wheels. Later in the same ownership, it was refinished in the current white, a brighter shade than the original Avorio. Following ownership by British stockbroker Jack G. Crowther, who drove it at the Ferrari Club France/FOC UK Bugatti-Ferrari meeting at Mas du Clos in 1971, the car was acquired in 1985 by Clive F. Deverell of London, then by Philipp Marcq of France. It was later purchased in 1988 by the famous Swedish Ferrari collector, Hans Thulin, sharing his collection with several Superamericas as well as a 250 GTO. It was acquired by the current owner in 1993. Recent inspection of the car showed it to retain its original special-ordered features, and to have recorded 72,317 miles on the odometer. Its paint is older but in very good condition, while the interior is in excellent order. The car was inspected by Ferrari Classiche, at which point it was noted that no number was stamped on this particular car’s chassis frame; a situation that has been observed on other RHD 500 Superfasts. Further, the car retains its original, numbers-matching engine and gearbox. • L'ultima 500 Superfast prodotta • Uno degli otto esemplari con guida a destra • Numerose personalizzazioni originali • È stata anche di proprietà di Jack A. Pearce, della J.A.P. Engineering stata anche di proprietà di Jack A. Pearce, della J.A.P. Engineering • Domanda di certificazione presentata a Ferrari Classiche L'ultima generazione delle Ferrari super-coupé, chiamata Superfast, è stata prodotta dal '64 al '66. La carrozzeria Pininfarina aggiornata con il muso affusolato come una freccia, la coda arrotondata, coperta da un vetro bombato, monta una versione notevolmente evoluta dell'originale Ferrari Colombo V-12, ora portato a cinque litri e capace di sviluppare 395 CV, potenza impressionante per l'epoca. La velocità massima superava i 280 chilometri all'ora, picco facilmente raggiungibile senza particolari accorgimenti. La trentasettesima e ultima 500 Superfast, con telaio numero 8897 SF, è stata anche l'ultima delle otto con guida a destra. Con carrozzeria Avorio (20559A) e interni Beige (3309), aveva una serie di dettagli caratteristici come i finestrini elettrici, nessun sedile posteriore, il tergilunotto e tre condotti d'aria sui parafanghi anteriori, nonché l'aria condizionata montata direttamente in fabbrica. È stata consegnata originariamente al concessionario/importatore ufficiale britannico Ferrari, Maranello Concessionaires di Londra, il 6 agosto 1966. L'auto, successivamente venduta tramite Coombs and Sons (Guildford) Ltd. al suo primo proprietario privato, Harold Samuels, è stata registrata nel Regno Unito con targa KGH 8D. Samuels, poi, ha richiesto una serie di modifiche tra cui il lunotto termico, una bussola incorporata, un dispositivo antifurto nel baule che tagliava il flusso di benzina, nonché un servofreno supplementare più potente: “deve avere un pedale leggero”. Inoltre, Samuels ha cercato di migliorare ulteriormente la guidabilità della sua Superfast, com'è testimoniato dal carteggio con l'ex pilota della Scuderia Ferrari, Michael Parkes, a quel tempo alla Maranello Concessionaires (il carteggio è fornito con l'auto). Nel giugno del '67 la Superfast passa a Jack A. Pearce, proprietario di J.A.P. Engineering e viene registrata con la sua targa speciale, JAP 1. Inoltre le vengono applicati dei faretti supplementari e i cerchi in lega leggera J.A.P. Successivamente Pearce la fa riverniciare dell'attuale bianco, una tinta più luminosa dell'originale Avorio. Dopo essere stata di proprietà dell'agente di borsa britannico Jack G. Crowther, che l'ha guidata al raduno del Ferrari Club France / FOC UK Bugatti-Ferrari a Mas du Clos nel 1971, l'auto viene acquisita nel 1985 da Clive F. Deverell di Londra e quindi dal francese Philipp Marcq. Per poi arrivare nel 1988 nelle mani del famoso collezionista svedese di Ferrari, Hans Thulin, che la conserva in compagnia di diverse Superamerica e di una 250 GTO. E per finire, la Superfast arriva all'attuale proprietario nel '93. A una recente verifica l'auto ha dimostrato di aver conservato le sue personalizzazioni originali e di aver percorso 116.383 chilometri totali. La vernice è invecchiata, certo, ma è comunque in ottime condizioni, così come gli interni. All'ispezione da parte di Ferrari Classiche è emerso che il telaio non ha nessun numero stampigliato, mancanza già riscontrata in altre RHD 500 Superfast. Inoltre, l'automobile monta il motore originale (i numeri corrispondono), come pure il cambio. Questa Superfast riceverà la certificazione Ferrari Classiche prima della consegna al nuovo proprietario. Chassis no. 8897 SF Engine no. 8897 Gearbox no. 172/66 Body no. 99623

  • ITAItaly
  • 2017-09-09
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2000 Ferrari F1-2000

770 bhp, Ferrari 90-degree 049 V-10 engine. Ferrari seven-speed longitudinal semi-automatic sequential gearbox, double wishbones, pushrod front and rear suspension, Brembo disc brakes. Wheelbase: 118.5 in. Campaigned by Michael Schumacher in his first championship-winning season with Ferrari Winner of the 2000 Brazilian Grand Prix Ready for further use in Ferrari’s F1 Clienti program At the start of the 2000 Formula One season, Technical Director Ross Brawn said, “I think we’ve probably had the best car we have ever had at the beginning of the season since the present group has been working together here at Ferrari.” With team principal Jean Todt at the helm and drivers Michael Schumacher and Rubens Barrichello, the Ferrari dream team were starting their fourth year together and looked as if they could at last be in a position to win the World Championship, a feat that they had not accomplished since Jody Schekter won 21 seasons earlier in 1979. SCHUMACHER’S FIRST WORLD CHAMPIONSHIP WITH THE SCUDERIA Ferrari’s Formula One car for 2000, the F1-2000, was a completely new design. Utilizing a 90-degree V-10 instead of an 80-degree enabled Ross Brawn’s technical team to lower the center of gravity of the car and spend a great deal of attention on the aero package, which was substantially improved. For the first time, the Scuderia believed that they really had a strong chance of taking the fight to McLaren right from the first Grand Prix. They were right. Schumacher took the checkered flag for the first race of the season in Australia, once more in Brazil two weeks later, and yet again at San Marino the following round of the championship. The Imola race was won, thanks not only to Schumacher’s sublime driving, but also to pit stop tactics for which Brawn had gained such an exemplary reputation. “Michael paced himself beautifully in order not to alert Häkkinen too much,” Brawn said. “Then as soon as Häkkinen was in the pits for a second time—bang!—Michael did the business. It was a race we won which they should have won thanks in part to that longer middle stint and in part to Michael putting in the fast lap times at exactly the right moment.” However, Ferrari was not to have it all its own way. Midway through the season, Schumacher had a lead of 22 points, but after a series of non-finishes, by the Belgian Grand Prix at Spa he was tailing Häkkinen by six points. The fight back was about to begin. Schumacher won at Monza and yet again at Indianapolis. Victory at Suzuka in the Japanese Grand Prix meant that Ferrari and Michael Schumacher had clinched the World Championship; after 21 seasons and more than 340 races, Ferrari was back on top and the start of its domination of Formula One was about the begin. Schumacher had taken nine victories in 2000 and three further podiums. CHASSIS 198 Chassis 198, the car presented here, was used as the team’s spare car throughout much of the season and was raced by Michael Schumacher twice. During qualifying at Interlagos for the Brazilian Grand Prix, Michael ran wide, badly damaging the underside of his race car, and he switched to this car. He qualified third on the grid. During the race, he battled with Häkkinen for the lead, Ferrari running a two-stop strategy to McLaren’s one-stop. In the end, it was an easy cruise to victory for Schumacher. Häkkinen’s engine blew up, and David Coulthard, in the second McLaren, was disqualified due to excessive wear on his front wing end plates. Schumacher was ecstatic after the win, his second straight win from the start of the season. He said, “We made an obvious improvement to our starting strategy, I was able to catch Mika but I didn’t want to take a risk too soon and of course he was not keen to let me pass. I enjoyed our battle—it’s been a long time since there was a good fight and overtaking for the lead.” Schumacher found himself behind the wheel of chassis 198 at the Spanish Grand Prix at the Circuit de Catalunya on May 7th. Schumacher qualified on pole position for the first time in the 2000 season (his 24th career pole). Michael led much of the race but a problem with the refueling nozzle and then a slow puncture dropped him back. He finished fifth. Chassis 198 would be driven by Schumacher yet again at the famed Monte Carlo Grand Prix, but he did not finish due to a broken pushrod. Having taken both the Driver’s and Constructor’s Championships, the President of Ferrari, Luca di Montezemolo, spoke of the team’s technical strengths and solidarity created by Jean Todt: “The results are down to a group which we would like to keep unchanged, they are all linked by a common denominator, a passion for Ferrari, which is unique in the world. We have been at the top level for several years and we did not always get what we deserved. We can only try to be the best. I would also like to recall the great difficulties we had to overcome and the criticism, which often rained down on us. I often tell my colleagues that Ferrari would not be what it is without its critics. We are always a reference point, which is the destiny of the very best. We must not waiver in our duty, which is to keep winning.” Following its professional retirement, chassis 198 was rebuilt by the factory for future use in F1 Clienti events and would be an excellent acquisition, as it is symbolic of both Ferrari’s return to domination in Formula One and the start of Michael Schumacher’s iconic run with Ferrari to five World Championship titles. Chassis no. 198

  • USAUSA
  • 2014-08-15
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1963 Ferrari 250 GT/L 'Lusso' Berlinetta by Scaglietti

240 bhp, 2,953 cc SOHC V-12 Tipo 168u engine with triple Weber carburettors, four-speed manual gearbox, independent front suspension with unequal length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, parallel trailing arms, and a Watt Bar, and four-wheel hydraulic disc brakes. Wheelbase: 2,400 mm. Offered from a prominent private collection Matching numbers Recently enjoyed on a European tour Never before offered at auction; offered from long-term ownership Ferrari’s breath-taking 250 GT/L, more commonly known as the Lusso, is widely celebrated to be one of the most exquisitely proportioned Ferraris ever designed by Pininfarina. Ferrari wanted their newest offering to enter the market in between the sporting 250 GT SWB and its more luxurious sibling, the 250 GTE 2+2, believing that this new car should combine the best aspects of both cars at either end of the 250-series spectrum. When new, hundreds of enthusiasts wanted one to call their own. Celebrity petrol heads like Steve McQueen and Eric Clapton owned Lussos, only adding to its allure. However, Ferraris like this were not meant to be handed out to everyone who wanted one. Demand outweighed supply, resulting in even more Lusso-mania. With 350 produced by the end of the second and final year of production in 1964, this was a car clearly destined to become a future classic. The Lusso was first seen by the public at the Paris Motor Show in October 1962, and many enthusiasts simply fell head over heels for the beautiful body and Kamm tail that adorned the newest 250. Fortunately, all this beauty did not sacrifice aerodynamics, as these flowing lines helped to direct airflow towards the car’s rear spoiler. As per usual for the 250 series, the design was penned by Pininfarina and the bodies were constructed by Scaglietti; these bodies were made out of steel and the doors, bonnet, and boot lids were made out of aluminium. Of course, “Lusso” translated into English means luxury, and from one look into the cabin, there is no doubt that luxury is the perfect word to describe the ambiance. Passengers were lavished with the finest materials in terms of leather, chrome trim, and Ferrari’s now trademark Nardi wood-rimmed steering wheel. Perhaps the most exquisite part of the interior was the rear luggage shelf, which was quilted in fine Italian leather. It would not be surprising to learn that most owners tried to squeeze their luggage into the boot in order to catch a glimpse of that leatherwork whilst looking in their rear-view mirror. The beauty of the Lusso did not just extend to its body and interior. Under the aluminium bonnet was Ferrari’s 3.0-litre, Colombo-designed V-12, which was topped with three Weber carburettors. Accelerating from 0 to 60 mph took eight seconds, and the car could continue to accelerate until it reached a speed of 150 mph. A number of its components were shared with other Ferraris offered at the time. It borrowed its short wheelbase and rudimentary chassis design from the 250 SWB and 250 GTO and was also graced with the fantastic handling that was associated with those two models. As the final automobile in the 250 line, the Lusso would become the last Ferrari to utilise the 3.0-litre Colombo V-12, effectively closing the door on one of the most spectacular engines in automotive history. Whilst only a handful of owners brought their Lussos to the track, it excelled as a gran turismo in the finest sense of the word. Cruising along at high speed was no problem, and the car was intended to not only cross states and provinces but whole countries and continents as well. Utilising thin A and B pillars, the interior had fantastic outward visibility, making it a much more relaxing place to be on long trips. The Lusso is not only a car that begs to be admired at all angles, but it is also a car that begs to be driven and thoroughly enjoyed. On driving the example once owned by Steve McQueen, McQueen’s son, Chad, remarked in a March 2006 article in Motor Trend that “it makes a fantastic noise, and once you get some speed, the steering lightens up. It’s warm inside, and it sure smells good”. All these aspects, topped with the smell of fine Italian leather, make for the most pleasurable of driving experiences. CHASSIS NUMBER 5085 GT The majority of surviving Lussos have been restored to the nines, leaving well-preserved, largely original survivors an unusual sight and something to be treasured. It is rarer still when a car becomes available that has remained largely unknown to the Ferrari community, thanks to conscientious long-term maintenance by private owners. According to information obtained from the Ferrari factory, chassis number 5085 GT was originally delivered in Grigio Argento with Nero leather upholstery. It was originally registered in Italy to Editoriale Il Borgo S.p.A., a publisher of children’s books in Bologna. Later, it was exported to the United States, where a doctor is said to have been the second owner. He fitted a Dictaphone, which is still present inside the car, so that he would be able to take notes while on the road! More recently, the Lusso was acquired from the doctor by its present owner, a respected Ferrari collector. He has enjoyed driving the car and employed services by Chris Holley. In July 2014, it was driven in Le 250 Tornano A Casa Tour in France and Italy, from Le Mans to Monaco to Maranello without issue, which is a testament to its drivability. The car is noted to have been well-maintained as a driver since its last cosmetic restoration in the 1980s, at which point it was refinished in classic Rosso Corsa. Today, the paint can be described as older but is still presentable for use on the road, with straight body contours and a presentable shine. The interior is the original Nero leather, which shows wonderful authenticity. Most importantly, the car is still powered by its original engine with the correct internal number 1684/62, which matches the build sheet. This matching-numbers example is an ideal basis for cosmetic freshening and further enjoyment or the best possible beginning to a concours-level restoration. Either way, this Lusso marks an exciting opportunity for a new owner to leave his stamp on a car which remains virtually “unknown” to the collecting world. Moteur Tipo 168u V-12, 2 953 cm3, 240 ch, un ACT par banc, trois carburateurs Weber, boîte manuelle à quatre rapports, suspension avant indépendante par triangles inégaux et ressorts hélicoïdaux, essieu arrière rigide avec ressorts semi-elliptiques, bras tirés parallèles et barre de Watt, freins hydrauliques à tambours sur les quatre roues. Empattement: 2 400 mm • Provient d'une collection importante • Numéros concordants (matching numbers) • A récemment participé à un rallye touristique sur les routes d'Europe • Jamais présentée aux enchères, même propriétaire pendant longtemps L'extraordinaire Ferrari 250 GT/L, plus connue sous le nom de Lusso, est unanimement reconnue comme une des Ferrari les mieux proportionnées parmi toutes celles qui ont été dessinées par Pininfarina. Ferrari souhaitait que son nouveau modèle s'insère entre la 250 GT châssis court et sa sœur plus luxueuse, la 250 GTE 2+2, en combinant les meilleurs aspects de ces deux extrêmes de la gamme 250. A l'époque, tout le monde rêvait de ce modèle. De célèbres passionnés d'automobile comme Steve McQueen et Eric Clapton possédaient une Lusso, ce qui participait à son aura. Mais avec une telle Ferrari, il ne suffisait pas de la vouloir pour l'avoir. La demande avait dépassé l'offre, ce qui avait encore augmenté la Lussomania. Avec un total de 350 exemplaires produits en 1963 et 1964, cette voiture était clairement destinée à devenir une future classique. Dévoilée pour la première fois au Salon de Paris d'octobre 1962, la dernière des 250 séduisait un large public grâce à sa carrosserie magnifique et son arrière Kamm. Heureusement, sa beauté ne sacrifiait pas l'aérodynamique, son dessin fluide favorisant l'écoulement des filets d'air jusqu'au déflecteur arrière. Comme pour les autres 250, la carrosserie était dessinée par Pininfarina et fabriquée par Scaglietti. Elle était produite en tôle d'acier alors que les portes, le capot et le coffre étaient en aluminium. Le mot Lusso se traduit, en français, par Luxe et il suffit de se glisser dans l'habitacle pour comprendre que ce mot qualifie parfaitement l'ambiance qui règne à l'intérieur. Les occupants sont gratifiés des matériaux les plus raffinés avec du cuir, des garnitures chromées et le volant Nardi à jante bois typique de Ferrari. Parmi les détails les plus soignés, le compartiment arrière, réservé aux bagages, est réalisé dans un cuir italien de grande qualité. On ne serait pas étonné que les utilisateurs aient cherché à caser tous leurs bagages dans le coffre, pour pouvoir profiter d'une vue dégagée sur cette sellerie superbe, en regardant dans le rétroviseur. La beauté de la Lusso ne se bornait pas à sa carrosserie et son habitacle. Sous le capot en aluminium se trouvait le moteur V-12 3 litres conçu par Colombo, alimenté par trois carburateurs Weber. Passant de 0 à 100 km/h en 8 secondes, la voiture était capable d'atteindre une vitesse de pointe de 240 km/h. Sur le plan mécanique, elle reprenait de nombreux éléments d'autres Ferrari commercialisées à la même époque. Empruntant son châssis rudimentaire à empattement court aux 250 châssis court et GTO, elle présentait la tenue de route fantastique associée à ces deux modèles. S'agissant du dernier modèle de la gamme 250, la Lusso est aussi la dernière Ferrari bénéficiant du V12 Colombo 3 litres, refermant la porte sur un des moteurs les plus spectaculaires de l'histoire de l'automobile. Même si certains acheteurs ont utilisé leur Lusso sur circuit, cette voiture excellait surtout dans un usage Grand Tourisme au sens le plus noble. Voyager à vitesse élevée ne posait aucun problème et cette voiture était capable non seulement de traverser régions et provinces, mais aussi de se jouer des pays et des continents. Doté de fins montants, le pavillon offrait une visibilité fantastique et faisait de la Lusso une voiture relaxante sur de longs déplacements. La Lusso n'est pas seulement une voiture à admirer sous tous les angles, mais elle est aussi faite pour être conduite et utilisée, pour le plus grand plaisir de celui qui est au volant. En montant à bord de la Lusso ayant appartenu à Steve McQueen, son fils Chad soulignait, dans un article de mars 2006 du magazine Motor, « Elle fait un bruit fantastique et, une fois que vous atteignez une certaine vitesse, la direction s'allège. Il fait chaud à l'intérieur, dans une odeur agréable ». Tous ces aspects, complétés par les effluves d'un cuir italien raffiné, permettent de connaître un plaisir de conduite sans égal. CHÂSSIS N° 5085 GT La plupart des Lusso ont été restaurées tant et plus, si bien que les survivantes en état d'origine bien préservées sont devenues rares. Il est encore plus rare que soit proposé sur le marché un exemplaire peu connu de la communauté Ferrari, grâce à l'entretien consciencieux d'un propriétaire privé. Selon les informations fournies par l'usine Ferrari, cette voiture portant le numéro de châssis 5058 GT a été livrée de teinte Grigio Argento avec sellerie en cuir Nero. Elle a été immatriculée en Italie, au nom de Editoriale Il Borgo S.p.A, maison d'édition de livres pour enfants, à Bologne. Elle a été ensuite exportée aux États-Unis, où un médecin est supposé avoir été le deuxième propriétaire. Il l'a équipée d'un Dictaphone qui est toujours présent dans la voiture, de façon à pouvoir dicter ses notes tout en conduisant. Plus récemment, cette Lusso a été achetée au médecin par l'actuel propriétaire, un collectionneur Ferrari connu. Il a eu beaucoup de plaisir à conduire cette voiture dont il a confié l'entretien à Chris Holley. Au mois de juillet 2014, il a participé au 250 Tornano A Casa Rallye Le, depuis Le Mans jusqu'à Maranello, sans aucun problème, ce qui témoigne de la facilité d'utilisation de cette voiture. Cette Lusso se présente aujourd'hui dans un état bien entretenu depuis sa dernière restauration cosmétique des années 1980, époque à laquelle elle a été repeinte dans un Rosso Corsa classique. Aujourd'hui, la peinture a vieilli mais elle est toujours présentable pour un usage régulier, avec des tôles saines et un aspect correct. L'intérieur est en cuir noir d'origine, d'une superbe authenticité. Plus important encore, la voiture est propulsée par son moteur d'origine, portant son numéro interno 1684/62, conforme à sa fiche de montage. Cet exemplaire à numéros concordants constitue une base idéale pour un rafraîchissement cosmétique et un usage régulier, ou pour réaliser une restauration de niveau concours. Elle représente une opportunité rare pour un amateur de laisser sa marque sur une voiture qui est pratiquement « inconnue » de la communauté des collectionneurs. Chassis no. 5085 GT Engine no. 5085

  • FRAFrance
  • 2015-02-04
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The ex-Lou Brero - Torrey Pines Road Race 1955 LANCIA AURELIA B24S SPIDER AMERICA

The ex-Lou Brero - Torrey Pines Road Race 1955 LANCIA AURELIA B24S SPIDER AMERICA Coachwork by Pinin Farina Chassis no. B24S-1138 Engine no. B24 1198 2,451cc OHV All-Alloy V6 Engine Weber Carburetor with Nardi Kit 118bhp at 5,300rpm 4-Speed Manual Transaxle 4-Wheel Drum Brakes – Inboard at the Rear *Exquisite, 100pt restoration by Lancia expert Tony Nicosia *Exciting period racing history with Lou Brero behind the wheel *Delivered new through Kjell Qvale's legendary dealership *Matching numbers Spider America that has remained in the dry-western climate since new *Ready for top events such as Pebble Beach Concours d'Elegance or Mille Miglia Storica THE LANCIA SPIDER AMERICA Race developed V6 engine, superlative handling and sensational Pinin Farina styling: these are the ingredients of a sports car classic and the Lancia Aurelia B24S Spider America has them all. Lancia's classic Aurelia, the first car ever to employ a V6 engine, was launched at the 1950 Turin Motor Show. An advanced unitary construction design, the 1.7-liter Aurelia featured all-independent suspension and a combined gearbox/rear transaxle on which were mounted the inboard brakes. The sedan was joined the following year by the Pinin Farina-styled B20 Coupé, a fastback '2+2' on a shortened wheelbase which, with its combination of sports car performance and sedan-like practicality, can be said to have introduced the Gran Turismo concept to the world. Introduced in 1953, the 3rd and subsequent series B20s were powered by a 2,451cc, 118bhp version of the OHV V6, and this was adopted for the B24 Spider, also called the 'America', launched in 1954. Acknowledged as one of Pinin Farina's masterpieces, the Aurelia B24 Spider combined sporting characteristics with an elegance that presaged another of the Torinese carrozzeria's great works, the Alfa Romeo Giulietta Spider of 1955. For the B24 Spider the Aurelia B20 chassis was further shortened and came with a floor-mounted gear-change as standard. Its performance equaled that of the B20 Coupe, top speed being in the region of 115mph (185km/h). Unusually clean lines enabled the Spider to achieve what was an exceptional performance for an open car of the period, being unencumbered by external door handles (there were internal pull-cords) and benefiting from a gracefully curved wraparound windscreen, and the model's signature styling feature, split bumpers front and rear. Only 240 B24 Spiders were manufactured during 1954/55, and today the model is one of the most sought-after of post-war Lancias. THE MOTORCAR OFFERED Offered here is a very special Lancia. From the top-of-the-line, limited-production B24S Spider America model range, we have the pleasure of offering what might very well be the best example available anywhere. This car, chassis no. 1138, stands out from most other examples not just in terms of condition with the exquisite, 100 point restoration recently finished by renowned Lancia specialist Tony Nicosia, but also in terms of the cars provenance and early racing history. Hand built at Pinin Farina's Turin-based coachbuilding facilities in the early part of 1955, 1138 received final assembly by Lancia's skilled craftsmen during the summer of 1955. The car was equipped as a left hand drive example and destined for the US market. An archival image shows the car during this time, soon after completion and ready to be loaded onto the ship for America. The new B24S Spider America had been ordered by the West Coast Lancia distributor, now legendary Kjell Qvale, to be sold out of his San Francisco based British Motor Car distributorship. Qvale is believed to have sold 1138 to one of the top managers in his organization, Mr. Robert G. Gillespie. Smart businessmen, both Qvale and Gillespie understood the meaning of the term 'Win on Sunday, sell on Monday', and realized that entering the rare Lancia Spider in sports car racing, would be an excellent way to promote, and sell the new model. With that in mind, Gillespie reached out to his friend, Eureka, California based successful lumberman turned gentleman-racer, Lou Brero, and entered 1138 in the 1955 running of the Torrey Pines Road Races. Brero became quite a name on the 1950's sports car racing scene, owning and racing some of the finest machined of the era, such as the famous, special-bodied Ferrari 375 MM Spider chassis no. 0286AM and Jaguar D-Type chassis no. XKD-509. Presumably with Qvale in his own car, Brero and Gillespie drove the car all the way down to San Diego that week, to participate in the legendary race October 22 and 23rd, 1955. Racing against all-time greats such as Phil Hill in O'Shea's Mercedes-Benz 300SL Gullwing and Jack McAfee in a Porsche 550 Spyder, Brero and Gillespie finished 6th in the Torrey Pines six-hour endurance race. Top honors went to Pearce Woods in a Jaguar C-Type, and its safe to say that the B24S Spider America of Brero and Gillespie was one of the highest-ranking sports cars in a fierce line-up of the eras finest sports racing cars available. All this, according to a recent interview with Lou Brero Jr. who was there that weekend in San Diego (just 19 years old at the time), happened with Kjell Qvale present and very excited about his friends success in the new Lancia. B24S Spider America chassis no. 1138 is believed to have remained in the Western United States ever since. An ad in the March 1956 edition of Road & Track magazine indicates Robert Gillespie offering the car for sale. Costa Mesa based, Lancia specialist and aficionado, Tony Nicosia, later tracked down the car in the 1980s. Nicosia is by many considered THE expert on post-war Lancia, and his knowledge and extreme attention to detail results in arguably the best driving Lancia's once they have been trough his shop. Like many popular restorers though, very few cars actually get through the tedious process, due to the long waiting list to get Tony's attention. Tony's father had spotted the luxurious Lancia in Carson City, Nevada. Tony soon set out to purchase the car to add to his collection. This would take 12 years, and finally about a decade ago 1138 joined Nicosia's impressive collection of good, genuine Lancias. Tony has restored and owned Lancias and other Italian sports cars since a very young age. He began professionally restoring Ferrari's at the age of 18, but soon found that Lancias really as his thing, and started studying and researching these extremely intelligently built Etceterini. Tony has owned no less than twelve B24 Spider Americas over the years, and a host of B20's among Flaminias and other models of the fine brand. 1138 became a personal project of Nicosia, and has taken nearly 10 years to finish. Very few restorers are as committed to absolute perfection and originality as Nicosia- That is evident upon a close inspection of 1138 today. Not only is the cars cosmetics done factory-correct and to the absolute ends degree, but also the cars mechanical systems such as the engine and complex driveline has been completely restored. These cars are extremely complex and labor intensive to restore. They really are quite over engineered, and redoing them takes time, money and lots of skill. 1138 is now finished, and ready to tour the world's most prominent concours lawns and top-notch rallies. This is the type of car that has that allure of perfection when you see it up close- simply the absolute best of the best. Here is an opportunity to acquire a rare, iconic Italian sports car, from one of the world's finest manufacturers, with charming provenance and an absolute exquisite restoration.

  • USAUSA
  • 2015-08-15
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1965 Ferrari 275 GTS by Pininfarina

260 bhp, 3,286 cc V-12 engine with three Weber carburetors, five-speed manual transaxle, four-wheel upper and lower wishbone coil-spring independent suspension, four-wheel disc brakes. Wheelbase: 94.5 in. One of only 200 examples built Fully matching-numbers drivetrain Recent cosmetic freshening including new interior by an accredited FCA judge Known history documented by Marcel Massini Exhibited at the Quail Motorsports Gathering and Concorso Italiano The introduction of the 275 series marked a significant milestone in Ferrari production, as the manufacturer introduced two of its most seminal models. Featuring a newly enlarged version of the classic Colombo short-block V-12, which now displaced 3.3 liters, the 275 GTB and GTS rode identical chassis that were internally coded Tipo 563, with its new engine, the Tipo 213. While the GTB was a competition-inspired berlinetta, the GTS was an elegant, luxurious spider in the tradition of the 250 GT Pininfarina Cabriolets of the early 1960s, an heir to the vaunted California Spider. Although not a single body panel was shared with the berlinettas, the handsome spider was lighter. Car & Driver magazine was suitably impressed, with the 275 GTS gracing the cover of its October 1965 issue. Among many accolades is the following: “Our fears that the 275 GTS might be a compromise were groundless. This car is all Ferrari, from its low, throaty whine to the snick-snick of its five synchro gears.” Offering virtually identical mechanical components as the performance-oriented 275 berlinetta and including the in-unit rear transaxle that minimized weight and optimized distribution of mass, it shared the GTB’s legendary reputation for superb balance. The 275 GTS was produced in a modest quantity of just 200 examples, fewer than either the 275 GTB or its successor, the 275 GTB/4. It has become one of the most collectable open Ferraris of the 1960s, boasting more distinctive coachwork than its predecessor or successor models. As one of the later cars, this 275 GTS, chassis 07935 is the 167th of 200 examples built and presents today as it did originally, finished at the factory in Argento over a striking Rosso interior. In 1965, this Ferrari was initially sold through the Austrian dealer Zawadil to its first owner of record, a resident of Vienna named Jirschik. As a European-delivery car, it was specified with instruments in kilometers while being unusually equipped with extended frame rails for the driver’s seat, addressing one of the model’s few criticisms. This factory modification allows for even more legroom and driver comfort than a standard 275 GTS and is particularly suited for owners over six feet tall. By 1980, the car had relocated to Italy under the ownership of Sirano Lucia Pellizzer, according to research by Ferrari historian Marcel Massini. As confirmed by its ACI Italian registrations, the GTS was purchased in April 1981 by Angelo Rovori, who sold it to Federico and Francesco Gausti of Milan a year later in a purchase arranged by Livio Guarnieri. Mr. Guarnieri again brokered the Ferrari’s transfer in 1988 when it was purchased by VIC International, with whom it remained for the following three years. By the early 1990s, the car had been imported to the United States and was offered for sale in Southern California. Moving north, chassis number 07935 was purchased in November 1999 by noted Ferrari enthusiast John Wright of Diablo, California, who exhibited it at Concorso Italiano in 2002 and at The Quail, A Motorsports Gathering, in 2005, a testament to the car’s quality of condition and appearance. Incidentally, 07935 was itself the subject of a cover feature in Ferrari World (issue number 21, a copy of which is available on file). Shortly thereafter, the 275 GTS was acquired by the consignor, a discerning Ferrari enthusiast based in San Marino, California, whose collection once included the 250 GT Lusso formerly owned by Steve McQueen. As its faithful custodian of the past 10 years, he offers this Ferrari, chassis 07935, with a beautifully preserved older restoration that continues to impress with fine attention to detail. During his decade of ownership, 07935 benefited from regular use and was routinely serviced by Ferrari of Beverly Hills. Appropriately, in October 2014, he participated in Ferrari North America’s 60th Anniversary Tributo Tour, a part of the company’s commemorative celebration on Rodeo Drive. In doing so, the 275 delightfully represented one of Maranello’s greatest open touring models Recently treated to a comprehensive freshening, 07935 has received mechanical and cosmetic upgrades. This work includes a full rebuild of the cylinder heads by Geoff Provo, of marque specialists GP Enterprises of Redwood City, California. This encompassed replacement of the valves, guides, seals, and valve springs using updated materials more compatible with today’s fuels. In this respect, the V-12 engine is now more durable than originally specified, ensuring far better reliability through extended bouts of open-air motoring. Cosmetically, the paint was professionally color-sanded to restore its luster, while the brightwork was re-plated as necessary, and the engine bay was detailed, upgrading many components to internationally recognized show standards of Ferrari authenticity. This work was performed by RNR of Marina Del Rey, California, owned and operated by an FCA judge and platinum-level award-winning restorer. In addition, RNR expertly reupholstered the interior with new, correct red Vaumol leather and contrasting grey carpeting. They also performed the final detailing, giving this eminently drivable GTS a crisp presentation and panache worthy of finer concours d’elegance. Borrani wire wheels (including spare) shod with correct Michelin XWX tires complete the picture. Accompanied by ACI registrations from the 1980s, the Massini history, a compendium of service invoices and memorabilia collected since 1999, a Ferrari jack, reprint copies of the Operating, Maintenance, and Service Handbook, the Assembly Data and Overhaul book, and original keys, this beautifully maintained 275 GTS is a stunning and rare example of the mid-’60s Ferrari open grand tourer. For the owner that might wish to indulge in open-top performance and the loud chorus of 12 Maranello cylinders, the well-sorted V-12 engine beckons for stomps of acceleration out of the turns of twisting vistas. Chassis 07935 is a highly desirable example of one of Pininfarina’s most successful open designs, and it would handsomely complement the collection of any Ferrari enthusiast or sports car aficionado. Chassis no. 07935 Engine no. 07935 Body no. 175167

  • USAUSA
  • 2016-01-28
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