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1963 Mercedes-Benz 300 SL Roadster

225 bhp (DIN), 240 bhp (SAE), 2,996 cc SOHC inline six-cylinder engine with Bosch mechanical fuel injection, four-speed manual gearbox, independent front suspension with upper and lower A-arms and coil springs, independent rear suspension with coil springs and swing axles, and four-wheel hydraulic disc brakes. Wheelbase: 2,400 mm. Factory disc brakes and an alloy block Matching numbers; believed to have had three private owners from new Delivered new in Fire Red (DB 534) All of the best original factory features An exceptionally original 300 SL Roadster There was no doubt that Mercedes-Benz had a hit on their hands with their spectacular 300 SL Gullwing, as it would become known. The car’s looks, performance, and brilliant engineering captivated the automotive world, and it proved to be a runaway success for Mercedes-Benz. As production was soon coming to an end for the iconic 300 SL Coupé, the marque grew more eager to add a convertible version to its line-up. A prototype of this new model was first spotted by German magazine Auto, Motor und Sport at Stuttgart in the summer of 1956, and the production model would later debut at the 1957 Geneva Motor Show. By the end of that year, the final 70 of the 1,400 coupés and the first 618 of the roadsters were assembled. Along with a convertible top, the 300 SL brought a host of advancements to the already state-of-the-art platform. The central section of the 300 SL’s space-frame chassis was lowered, and smaller sills and enlarged doors were added to improve entrance and egress. Its strength was maintained, nonetheless, with the addition of diagonal struts bracing the lowered side sections to the rear tubular members. The suspension was also revised to allow for a more comfortable ride and improved handling. At the rear, the spare tyre was repositioned below the boot floor, necessitating a smaller fuel tank but also maintaining reasonable luggage space. Even though these revisions added some 250 pounds, the majority of which were associated with the convertible top and its mechanisms, the car remained an excellent performer, with a factory-claimed 137-mph top speed. Just like the 300 SL Gullwing, the Roadster proved to be the vehicle of choice for those with brilliant taste in aesthetics and cutting-edge engineering. As such, many wound up in the garages of celebrities, racing drivers, and other financially successful individuals. With a list price of $11,000, ownership of a 300 SL was a dream to most when the car was new, and to those with the funds to spare, the car was worth every penny. To those looking to make a statement with the purchase of a new car, there was simply no better option. CHASSIS NUMBER 198.042.10.003135 The car offered here, chassis number 198.042.10.003135, was built at the end of 1962, and thus, it benefits from being a late-production 300 SL with the two most desirable features, disc brakes and an alloy engine block. The upgraded brakes provided modern stopping power to suit the car’s performance and chassis engineering, whilst the alloy block significantly lightened the nose of the 300 SL and improved its handling. Together, they made for what is widely considered to be the “ultimate” 300 SL Roadster configuration, which was used on only the final 210 cars produced in late 1962 and 1963. According to its data card, information from which has been supplied by Daimler-Benz and is on file, this Roadster was sold new in the United States and finished as it appears today, in Fire Red (DB 534) with a black interior. It is believed to have enjoyed only three private owners from new, with its most long-term caretaker having been Gull Wing Group member Pedro Garcia, of Georgia, who owned the car from 1974 until 2011. The car was then sold to respected enthusiast and connoisseur of all fine things, Jean-Claude Biver, who was the chairman of Hublot, Blancpain, and other fine watch manufacturers, as well as a noted turophile. Monsieur Biver acquired the 300 SL from German marque specialists at HK Engineering, who, according to the present owner, recently described the car as being “one of the most original and best they’ve ever seen”. Inspection indicates fine originality, down to the car’s original colour combination and interior, and it is believed that the current reading of 61,000 miles on the odometer is genuine. The car is complete with a large history file that dates back to 1974, as well as its owner’s, service, and parts manuals, technical data, and operating instructions. This ultimate-specification 300 SL Roadster is, without a doubt, one of the most original, well-maintained examples to have been offered for sale in recent years. It represents the very best available, and as with all fine things, this 300 SL has only gotten better with age. Moteur à six cylindres en ligne à 1 ACT, 2 996 cm3, 225 ch DIN/240 ch SAE, injection mécanique Bosch, boîte de vitesses manuelle à quatre rapports, suspension avant indépendante par triangles superposés et ressorts hélicoïdaux, suspension arrière à essieu brisé avec ressorts hélicoïdaux, quatre freins à disque hydrauliques. Empattement: 2 400 mm • Freins à disque et bloc aluminium d’usine • Numéros concordants (matching numbers) ; trois propriétaires connus • Vendue neuve peinte en Rouge Feu (DB 534) • Toutes les meilleurs spécifications d’usine • Une 300 SL Roadster dans un état d’origine exceptionnel Il ne fait aucun doute que Mercedes-Benz tenait un chef-d’œuvre avec sa spectaculaire 300 SL papillon, comme elle sera surnommée. Le style de la voiture, ses performances et l’excellence de sa mécanique fascinèrent le monde automobile et elle valut à Mercedes-Benz un succès fou. Lorsque la production de l’emblématique coupé 300 SL approcha de sa fin, la marque voulut ajouter une version décapotable à son offre. Un prototype de ce nouveau modèle fut repéré d’abord par le magazine Auto, Motor und Sport à Stuttgart à l’été 1956 et le modèle de série apparut plus tard au salon de Genève 1957. À la fin de cette année-là, les 70 derniers des 1 400 coupés et les 618 premiers roadsters 300 SL avaient été assemblés. Outre une capote, la 300 SL introduisit une série d’améliorations sur son châssis déjà très élaboré. La partie centrale du cadre en treillis tubulaire fut abaissée pour installer des seuils surbaissés et des portes normales facilitant l’accès à bord et la sortie. Néanmoins, sa rigidité fut préservée par ajout de renforts en diagonale reliant la section latérale abaissée aux éléments structurels de l’arrière. La suspension fut aussi révisée pour améliorer le confort et la tenue de route. À l’arrière, la roue de secours repositionnée sous le plancher du coffre entraîna la diminution de la capacité du réservoir, mais avec une capacité de bagages augmentée. Même si ces changements se traduisaient par un poids en hausse de 112 kg environ, la majorité de ces derniers étant dus à la capote et à son mécanisme, les performances demeuraient excellentes avec une vitesse de pointe annoncée de 220 km/h. Comme la 300 SL papillon, la Roadster fut choisie par ceux qui appréciaient la beauté et le raffinement mécanique le plus poussé. C’est ainsi que ces voitures arrivèrent dans le garage des célébrités, des pilotes automobiles et autres personnes disposant d’une suffisante fortune. Cataloguée à 11 000 $, la possession d’une 300 SL neuve restait un rêve pour la majorité et pour ceux qui devaient économiser, elle coûtait encore plus cher. Quant aux amateurs de symbole de statut social, ils n’avaient guère d’autre choix. LE CHÂSSIS N° 198.042.10.003135 La voiture offerte ici, châssis n° 198.042.10.003135, fut construite à la fin de 1962. Elle bénéficie donc du fait d’être une des dernières 300 SL donc d’être dotée des deux options les plus appréciables : les freins à disque et le bloc moteur en alliage léger. Les freins plus puissants et plus modernes étaient dignes d’une voiture hautement performante et de son châssis perfectionné, tandis que le bloc en alliage allégeait l’avant de façon sensible et améliorait le comportement dynamique. Ensemble, ils formaient ce qui est généralement considéré comme la configuration « ultime » de la 300 SL Roadster que l‘on trouve sur les 210 dernières voitures produites à la fin de 1962 et en 1963. Selon la fiche de spécifications dont les données ont été transmises par Daimler-Benz et qui figure au dossier, cette Roadster fut vendue neuve aux Etats-Unis peinte telle qu’elle apparaît aujourd’hui en Rouge Feu (DB 534) avec intérieur noir. On pense qu’elle n’a connu que trois propriétaires depuis l’origine, demeurant le plus longtemps aux mains du membre du Gulf Wing Group, Pedro Garcia de Géorgie, qui la posséda de 1974 à 2011. La voiture fut alors vendue au connaisseur et passionné de belles choses, Jean-Claude Biver, président de Hublot, Blancpain et autres prestigieuses marques de montres, et réputé fin gourmet turophile (amateur de fromages). M. Biver acheta la 300 SL aux spécialistes allemands de la marque, HK Engineering, qui selon l’actuel propriétaire, décrirent récemment la voiture comme étant « l’une des plus originales et des plus belles qu’ils avaient jamais vues ». L’examen révèle en effet un superbe état d’origine jusqu’aux teintes initiales, intérieure et extérieure. On estime que le kilométrage affiché, 61 000 miles (97 600 km) est exact. La voiture est complétée de son dossier historique remontant à 1974 et de ses manuel du propriétaire, carnet d’entretien et liste de pièces détachées, de données techniques et de conseils d’utilisation. Cette 300 SL Roadster aux ultimes spécifications est, sans aucun doute, l’une des plus originales et des mieux entretenues jamais proposées depuis des années. Elle représente ce que l’on peut trouver de mieux et, comme toutes les belles choses, cette 300 SL s’est encore bonifiée avec les années. Chassis no. 198.042.10.003135 Engine no. 198.982.10.000100 Body no. 198.042.10.000147

  • FRAFrance
  • 2015-02-04
Hammer price
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1969 Alfa Romeo Tipo 33/3 Sports Racer

440 bhp, 2,998 cc DOHC V-8 four-valve engine, Lucas indirect fuel-injection, five-speed manual gearbox, independent front and rear suspension with double wishbones, coil springs and anti-roll bars, and four-wheel hydraulic disc brakes. Wheelbase: 2,240 mm (88.2") • Built and raced by Autodelta • Sold directly from Carlo Chiti’s Autodelta, as last raced, to its first owner in 1973 • A virtual ‘time warp’ with recent, full mechanical and sympathetic body restoration • Only test mileage since restoration in 2006 Once Autodelta was designated the competition arm of Alfa Romeo, work began on the successful TZ and TZ2. By 1966, Orazio Satta and Giuseppi Busso were working on the prototype known as 105.33 and when a two-litre, four-cam, 90-degree V-8 was installed, the Tipo 33 program was on the road. The T33 ‘Periscopa’ (for its overhead intake to the Lucas fuel-injection) weighed only 1,278 pounds and its top speed approached 185 mph. The T33’s first competition outing was at the Belgian hill climb at Fleron in early 1967, the only event it could get to before Sebring, to which Chiti had committed a team. It won in the hands of Teodoro Zeccoli, and then Andrea de Adamich, who figures significantly in this particular T33’s story and broke the GT lap record at Zolder. At Sebring, de Adamich and Zeccoli qualified, and de Adamich led the first two laps, but the Porsches and Ferrari Dinos got past and both Alfas retired. Four cars were entered for the Targa Florio with de Adamich and Jean Rolland in one car. The rough roads broke the front suspension on all four cars, although de Adamich led the two-litre class for some time. A similar fate overtook the team at the Nürburgring on 1 June, though de Adamich and Nino Galli finished 5th, after taking over the Bissinello/Zeccoli car when the front suspension broke on their own car. The team won several hill climbs but withdrew from Le Mans in June and the BOAC 500 at Brands Hatch in July. Then French rally driver Jean Rolland crashed at Montlhéry and was killed. Success came at Vallelunga in October, however, when de Adamich and Ignazio Giunti achieved a 1 – 2 finish. Introduction of the T33/2 As pretty as the T33 was, it just didn’t hold up, and the stakes were getting higher. The 1968 Daytona 24 Hours was a qualified success with three T33/2s finishing 5th, 6th and 7th. Three cars were entered for the BOAC 500 at Brands Hatch as well. Autodelta entered four T33/2s for the ‘68 Targa Florio, and whilst Vic Elford won in his Porsche 907, Galli/Giunti were 2nd and won the two-litre class, whilst the other T33s finished 3rd, 5th and 6th, a much better showing. The Nürburgring 1,000 Kilometres saw a 2.5-litre T33 entered, along with four two-litre cars. Nino Vaccarella and Herbert Schultze finished 5th and won the two-litre class, whilst other T33s were 7th, 10th, 13th and 29th. This time, problems were electrical. Finally, the team won at Mugello, with Galli/Varella/Bianchi 1st and Jo Siffert 2nd. The T33s now seemed to be showing real promise and finally managed a 1-2-3 at Imola, with Giunti/Galli taking the win. The pair would be 4th at Le Mans, with other T33s finishing 5th and 6th. One might think 1969 would build on this improvement, but it was not to be. Daytona and Sebring were marked by breakdowns and crashes, and then Lucien Bianchi was killed during testing at Le Mans. Scooter Patrick was winning races in the U.S., and hill climb results were good, but Alberti/Pinto only scored a 5th in the Targa Florio, though the race did mark the return of Andrea de Adamich, who DNF’d. Still, Carlos Pace won the Rio 3 Hours in Brazil, whilst Nino Vaccarella managed a 2nd in Sicily in the T33 coupé, Giunti a 2nd at Imola in heavy rain and Weber a 1st at Hockenheim in dense fog. By 1970, it was clear just how challenging this series would be, but the schedule was expanded to cover any races of merit. The new cars were also given star names, as one of Chiti’s fancies, but the DNFs continued. Still, Piers Courage and de Adamich won the Buenos Aires 200 in Argentina and then were 8th at Sebring, behind Gregory/Hezemans, who were 3rd. Galli/Rolf Stommelen were 7th at Monza, with Courage and de Adamich 13th. The T33/3 followed, with notable results including 3rd at the Argentine 1,000 Km at Buenos Aires with Stommelen/Galli followed by Pescaraolo/de Adamich in 4th, with these pairings repeated their positions at Sebring. Bob Wollek won at Albi, and then de Adamich/Pescarolo won the Brands Hatch 1,000 Km. At Imola, de Adamich/Pescarolo were 3rd, ahead of Stommelen/Galli in 4th and Hezemans and Vaccarella in 5th. De Adamich/Pescarolo were 3rd at Spa and then 2nd in the Targa Florio, behind Vacarella/Hezemans. At the Nürburgring 1,000 Km, Adamich/Pescarolo 4th and Vaccarella/Hezemans 5th, whilst the latter team was 2nd in Austria, with Stommelen/Galli 3rd. De Adamich/Ronnie Peterson won the Watkins Glen 6 Hours, and de Adamich managed 7th in the Can-Am race by himself the next day, after his mechanics were too tired to install the new four-litre motor. T33/3 Chassis No. 105 800 23 It is well-known to Alfa Romeo enthusiasts and confirmed by the authors of the definitive Alfa Romeo Tipo 33 text, Peter Collins and Ed McDonough, that the marque’s chassis records are notoriously difficult to track. In fact, many records were kept only in Carlo Chiti’s head, and he died in 1994. However, the car offered here, Tipo 33/3 chassis no. 23, was purchased from Carlo Chitti’s Autodelta directly by its first owner on the 10th November 1973, as confirmed by a copy of the original sales invoice from Autodelta S.p.a. to Milan’s Weiss-Siam company for 5,000,000 lire. Weiss–Siam was the company responsible for importing Koni shock absorbers for Italy, hence the connection to Autodelta and Carlo Chiti, as Koni was the supplier of shock absorbers to Autodelta. The car remained in the collection of the first private owner for 30 years, until 2003 when it was sold to its second Italian owner. The car was totally original when purchased in 2003, marking a true “time warp” example of an Alfa Romeo 33. Photographs of the car at this juncture provided confirmation that the car remained in the state in which it was sold by Autodelta back in 1973, having virtually not turned a wheel since then. Given the remarkable originality of Chassis 023, the second owner elected to leave it untouched and placed it within his collection. In 2004, Chassis 023 was sold to the current owner who imported the car to the UK, where it has formed part of an important private collection. In 2006, it was entrusted to Pearsons Engineering Ltd. for examination and the restoration of the car was started with originality as a priority, as the car had remained untouched since it left Autodelta in 1973. Garry Pearson carefully dismantled the car to remove the engine and gearbox, the front and rear suspension was stripped and the fuel cells were removed. All the suspension parts and wheels were crack-tested and x-rayed and then cleaned and readied for re-assembly. The engine block, cylinder heads, and assorted components were sent for ultrasonic cleaning and then the crankcase and connecting rods were Magnafluxed and then checked for any cracks. Both the engine and gearbox were then rebuilt. All the instruments were cleaned and serviced and the car was reassembled using as many original parts as possible, keeping the originality of the car. Detailed restoration invoices are available for inspection within the car’s history file, totalling almost £100,000 for the mechanical restoration. Carlo Chiti and Autodelta never kept exacting records of the races; however, on close inspection, it is interesting to find the name ‘de Adamich’ on the rear of the original seat of Chassis 023 and the electrical cut-out switch positioning, which makes it likely that this was in fact the car used by de Adamich and Piers Courage throughout the 1970-racing season. Sympathetically restored, Chassis 023 remains a true ‘time warp’ example, with the body being left as original as possible. It is very rare to find a car in this condition, being so original yet mechanically restored by one of the UK’s best race-preparers. Since the restoration of the car in 2006, it has not yet been raced and it was only used a few times for shakedown runs and test miles only. Chassis 023 is simply breathtaking throughout – it is an extraordinary historical document and a racing car of supreme technical prowess and unmatched driving pleasure. Chassis no. 105 800 23

  • MCOMonaco
  • 2012-05-11
Hammer price
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1974 Porsche 911 Carrera RS 3.0

230 bhp 2,995 cc SOHC air-cooled horizontally opposed six-cylinder engine with Bosch mechanical fuel injection, five-speed manual transmission, independent front suspension with Bilstein gas-pressurized shock absorbers, torsion bar rear suspension with Bilstein gas-pressurized shock absorbers and anti-roll bar, and four-wheel ventilated disc brakes. Wheelbase: 89.3 in. Offered from a private collection One of only 55 examples built Originally used as a factory demonstration car Documented provenance; only four owners since new Highly original condition, including engine and gearbox, and original paint Ideal for vintage driving events, PCA meets, and Rennsport celebrations Rare privateer model built to homologate the mighty Carrera RSR In early 1973, Porsche poured newfound competition resolve into the 911 platform by building the 2.7-liter Carrera RS, a homologation special that allowed them to race a 2.8-liter Carrera RSR under the factory banner. A year later, Stuttgart used the same basic approach to homologate a 3-liter RSR factory race car. But while the 1973 Carrera RS was built in an unexpected tide of 1,580 examples, the 1974 Carrera RS 3.0 was manufactured in a comparatively small run of just 55 cars. In addition to receiving a larger 3-liter engine displacement, the former type 911/72 engine was upgraded with new cylinder heads with larger inlet ports, and larger inlet and exhaust surfaces for the valve heads. Cars specified for Group 4 regulations also received twin-plug ignition. Most significantly, the crankcase material was switched from pressure-cast magnesium to a more durable die-cast aluminum alloy. With such bullet-proof construction, the motor could be race-tuned to develop as much as 330 horsepower, though in standard street guise the RS 3.0 put out around 230. Such power propelled the low-weight car to 60 mph in 5.5 seconds and a top speed of 155 mph. The 3.0’s chassis was essentially that of the prior 2.7-liter version, though the rear torsion bars and anti-sway bars were reinforced, the Fuchs wheels were widened by an inch at front and rear, and the ventilated disc brakes were derived from the legendary 917 race car. The bodywork was also modified, incorporating elements of the 2.8 RSR factory racer, as well as paneling from the concurrent model-year G-Series. Features included a deeper front bumper to accommodate a larger oil cooler, wider front and rear fenders, thin-gauge steel paneling and thin-gauge glass, and a large rubber-edged whale tail to replace the 2.7’s ducktail. Despite being a precursor to the factory-campaigned 3.0 RSR, the Carrera RS 3.0 still made a competition impact, including a 12th-overall finish at the 1974 24 Hours of Le Mans. Particularly rare among the 1970s Porsche homologation specials, the powerful Carrera RS 3.0 has evolved into one of the marque’s most collectable 911-based race cars, as an indelible link in the 911’s legendary competition evolution. This rare Carrera RS 3.0 claims the unusual distinction of being a former factory demonstration car that was used to sell the model to potential customers. One of those same customers went on to own the car later in its life, helping to document a fascinating back-story. Chassis 4609106 is one of 55 examples built. John Starkey’s book on the subject, The Racing Porsche: R to RSR, states that this 911 was officially listed as Vorführwagen (demonstration car), which is confirmed by then Porsche test driver, Jürgen Barth. When the Carrera RS 3.0 model was announced to the press in early 1974, a Porsche dealer from Ohio named Charles Stoddard was in attendance at the world-introduction held at the Porsche factory in Germany. Given his interest in the model, Mr. Stoddard was granted a test run on the Hockenheimring with Jürgen Barth at the wheel, and the car used was 4609106, the example offered here. Stoddard had no inkling at the time that in a matter of years he would own the very same car. Following its press release duties, the Carrera RS was distributed to Sonauto, the Porsche-owned importer for France. On 14 July 1974 the car was exported to the United States by its first owner Sydney Butler. He had the car flown to JFK International Airport (in the cargo hold of a 747) and then transported to his home in Memphis, Tennessee. After three years of enjoying the RS, Sydney offered the car in December 1977. Chuck Stoddard, who knew Sydney at the time, became aware of the RS’s availability and traded a new 1976 930 Turbo in exchange for the rare homologation special. On 19 December, the dealer officially purchased the car for himself from his own dealership, Stoddard Imported Cars, as reflected by an original Ohio title. At the time, the odometer displayed just 16,423 kilometers. Mr. Stoddard pampered the rare Carrera RS, never exposing it to inclement weather, and fastidiously garaging and maintaining it as needed. After retaining possession for nearly 20 years, he sold the Porsche in November 1996 to Japanese collector Motoi Akaishi, and the car remained in Japan until January 2004, when it was purchased from Akaishi by the consignor, a respected collector based in Chicago. When re-imported to the United States in March 2004, the 911 still exhibited extreme originality, with the original factory-appointed white paint and gold-highlighted Carrera RS script showing beautifully, while the original 3.0-liter engine and transmission remained intact. The consignor undertook a few measures to make the car more enjoyable in driving events, including replacing the clutch and rear shock absorbers, sound proofing the engine bay, lowering all four corners for a lower center of gravity, and mounting new Michelin XGT tires. In the interest of shoring up the car’s documentation, he contacted Mr. Stoddard and discovered the interesting factory demo history and established chain of ownership. In January 2012, the consignor applied for a FIVA passport, and the powerful RS 3.0 was subsequently driven on the famed Tour Auto Rally, a 2,500 kilometer journey through France. After completing the workout, the 911 was delivered to the Porsche specialists at the Autofarm in England for some of the aforementioned sympathetic mechanical freshening. Currently displaying 29,279 kilometers, and poised for further driving use or exhibition at premium concours and PCA events, this rare and highly original Carrera RS 3.0 is a preeminent example. The car’s fascinating factory history and strong documentation of provenance make it a particularly desirable example of the rare 1974 homologation special, affording a unique opportunity for Stuttgart enthusiasts and 911 connoisseurs worldwide. Chassis no. 9114609106 Engine no. 6840124

  • USAUSA
  • 2017-03-11
Hammer price
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Matching numbers example with well documented history1962 MERCEDES-BENZ 300SL ROADSTER

1962 MERCEDES-BENZ 300SL ROADSTER Chassis no. 198.042.10.003091 Engine no. 198.982.10.000052 2,996cc SOHC Alloy Inline 6-Cylinder Engine Bosch Mechanical Fuel Injection 225bhp at 5,800rpm 4-Speed Manual Transmission 4-Wheel Independent Suspension 4-Wheel Disc Brakes *Desirable late production, alloy block and disc brake 300SL *Exceptional presentation with recent service by Bob Platz *Matching numbers example with well documented history *Presented in the Factory-delivered livery *Offered with both hard and soft tops, books and tools THE MERCEDES-BENZ 300SL ROADSTER Max Hoffman rarely missed an opportunity. The impresario of imported cars on New York's Park Avenue built the U.S. presence of most European brands after World War II - Jaguar, Allard, Alfa Romeo, Lancia, Mercedes-Benz and more - and when Mercedes-Benz won the Carrera Panamericana in 1952 with a W194 300SL coupe driven by Karl Kling, Hoffman seized the moment. He approached Mercedes with a radical idea: take the racing-derived tube frame W194, with its high performance 3-liter engine, and create a road-going sports car aimed at the upper-end of the aspiring US sports car market. It was an audacious move, but Hoffman had a highly developed sense of the U.S. market and backed up his suggestion with his checkbook. He placed an order for a thousand luxury high performance coupes based on a more civilized version of the W194. Mercedes-Benz, still valiantly trying to shake off the devastation of the war and the weak European market, took him up on it and the 300SL was born. Hoffman had proposed a relatively direct transformation of the multi-tube framed W194, retaining its characteristic roof-hinged doors, 45° canted triple-carbureted single overhead camshaft inline six cylinder engine, but the innovative engineers at Mercedes-Benz weren't satisfied with such a simple transformation. Improvements to the 300SLs usability were made throughout the car, yet it was obvious that this car was derived from a racing car. As aerodynamics played an important role in the car's speed, the Mercedes-Benz engineers would place horizontal "eyebrows" over the wheel openings to reduce drag. With fully independent suspension, a close-ratio gearbox with straight cut gears and the first fuel injection system ever offered in a production automobile, the 300SL was a technological tour-de-force. When introduced in Coupe form to the US market at the February 1954 New York Auto Show, it became an instant sensation. After selling some ~1400 300SL Coupes, Mercedes-Benz required a solution for customers desiring an open sports car – something more user-friendly on a hot summer day. Introduced in 1957, the 300SL Roadster would effectively replace the Coupe, or "Gullwing" as it was commonly known. At a price of $11,000, the new Roadster was more expansive than the outgoing Coupe, but nonetheless a great success. Based on the same chassis as the Coupe, the Roadster incorporated differences included larger front fenders, larger headlights, a smaller grille and an attractive chrome spear down the side. To maintain rigidity, the Mercedes-Benz engineers strengthened the tube frame chassis. The rear suspension was revised with a single-point swing axle featuring an additional spring, for better stability during high-speed cornering. The top speed would remain at 150mph plus, truly staggering in its day. Further improvements were made throughout the Roadster's production run, most importantly the upgrade to 4-wheel disc brakes for the 1960 model year, and ultimately the change to an all alloy engine near the very end of the production run. These final cars benefited from the much improved disc brakes and a better balance overall due to the significant weight savings of the lighter alloy engine. Today, these last of the breed 300SLs remain the rarest and most collectible iteration of this hugely successful sports car. THE MOTORCAR OFFERED The 300SL is, if anything, a driver's car and few examples live up to this mantra more than this one. Built in the latter part of 1962, it was fitted from the factory with disc brakes, which had been introduced on the model in 1961, and the lightweight alloy block motor, which would only appear in the late 1962 and 1963 models. This would be the ultimate specification for the 300SL, continuing in this guise with greater stopping power and better balance than its older brethren, until the end of production in 1963. Originally delivered in Fire Engine Red (DB534) over Black leather interior, this 300SL remains very original and as-built at the Stuttgart Mercedes-Benz works. The car was equipped with a both soft and Hardtops, both finished in black, adding a neat contrast to the red body color. The new 300SL Roadster was equipped for the US-market, and was soon after completion shipped off to North America. The cars first owner remains unknown, but the car is believed to have been delivered through Max Hoffman to an Ohio-based owner when new. According to the Gullwing Group's registry on the 300SL Roadsters, this car was owned by a Mr. Robert B. Harris of Shelbyville, Indiana from 1977 until 2001, when it was brokered by renowned Mercedes-Benz specialist, Scott Grundfor of Arroyo Grande, California. At this point in time, the 300SL is believed to have been in highly original condition; having covered less than 71,000 miles since new. The most recent owner, Jack Hutton of Concord, New Hampshire, purchased the car soon after and kept it until 2015. During Mr. Hutton's ownership, Al Poskus and his specialty shop Autobahn East treated the Red Roadster to a restoration and repaint of the bodywork. At this point the car original hardtop was still painted in the factory black color, but changed to Red to match the interior. During the same period of time, the cars mechanical systems where restored by Dave Twichell, another well-known 300SL specialist, and the interior re-trimmed in the original black color by Mike Curley. Most recently, this well-kept 300SL has been treated to an extensive service and cosmetic freshening by renowned marquee-specialist Bob Platz. Understood to have been driven less than 93,000 miles since new, this rare, alloy block and disc brake 300SL shows extremely well. Finished in the original as-delivered color combination of Fire Engine Red over Black hides, with a black soft top, it is certainly one of the finest 300SL alloy block and disc brake Roadsters one could purchase, and retains the original drivetrain including the engine, as well as body panels and chassis. The car is offered with copies of the Mercedes-Benz factory built sheets, books and tools, and is ready for use on rallies or tours, or to be displayed at Concours events.

  • USAUSA
  • 2016-01-28
Hammer price
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Brussels Auto Show - 1953 24 Hours of Spa & Liège-Rome-Liège Rally1948 TALBOT-LAGO T26 GRAND SPORT COUPE Coachwork by Oblin Chassis no. 110106 Engine

Brussels Auto Show - 1953 24 Hours of Spa & Liège-Rome-Liège Rally 1948 TALBOT-LAGO T26 GRAND SPORT COUPE Coachwork by Oblin Chassis no. 110106 Engine no. 103 4,482cc OHV Inline 6-Cylinder Engine 3 Zenith Stromberg Carburetors 190bhp at 4,200rpm 4-Speed Pre-Selector Transmission Front Independent Suspension – Live Rear Axle 4-Wheel Drum Brakes *Legendary Talbot-Lago Grand Sport on the short GP derived chassis with handsome Coupe Coachwork *Exciting 1950s European racing history and displayed twice in period at the Brussels Auto Show *Numbers matching and documented chain of ownership since new *Eligible for the world's finest driving events and Concours d'Elegance *Researched and documented in the book Talbot-Lago Grand Sport: The Car From Paris THE TALBOT-LAGO T26 GRAND SPORT When the design for the T26 Grand Sport was laid down in 1945 and 1946, it was Anthony Lago's intention to produce a new and very exclusive road-going sports chassis for the carriage trade. In its conception, feel and drivability, it was to be as close as technically possible to the Grand Prix racing cars, and a direct descendant of the fabled pre-war T150SS road cars, a few of which had received the immortal teardrop coupé body by Figoni et Falaschi. The first of these magnificent chassis was shown by Talbot without a body at the Paris Salon, which was held from October 23 to November 5, 1947. Anthony Lago wanted precise sports car handling, so the Grand Sport was conceived strictly as a two-seater, and the layout and most of the mechanical details from the GP cars were retained. Lago simply mounted the engine, gearbox and suspension components on the short 265-centimeter pre-war Grand Prix chassis rails with a few modifications. The front suspension was independent with a transverse leaf spring, and there was a short transaxle between the engine and the gearbox, followed by a short driveshaft. It worked: the SWB Grand Sport chassis weighed a mere 850 kg compared to the 1,280 kg of the new T26 Record family car chassis, a savings no less than 400 kg. The powerful, free-revving Type 26 4,482cc 6-cylinder engine had been developed by Anthony Lago and chief engineer Carlo Marchetti during the War and had first been shown at the Paris Salon in 1946. The twin camshafts in the upper part of the block operated large overhead valves inclined at an efficient 90 degrees via short pushrods and rockers on either side of the head, which made the engine look like a DOHC design to the casual observer. With two carburetors, the result was an impressive 170bhp when mounted in a T26 Record chassis. The engine specification was further improved for the Grand Sport. Like the GP engines, the cylinders were sleeved, the cylinder head was in aluminum, compression was raised, and three Zenith Stromberg carburetors with no air filters were fitted. Grand Sport power was conservatively rated at 190bhp at an equally conservative 4,200 rpm. Quite simply, the T26 GS had one of the most powerful passenger car motors in the world at the time. This potent engine was mated to a four-speed Wilson pre-selector gearbox, which made it possible to shift the Grand Sport much faster than conventional gearboxes of the period. In this way, the T26 Grand Sport was a true sports car chassis in the late 1930's manner, and more akin to a Bugatti Type 57S than a luxurious grand routiére as exemplified by the Delahaye 135 or the Delage D8 120. This new chassis was aimed at a moneyed and sporting clientele, which on the one hand wanted a fast daily driver and on the other would not be adverse to entering various rally and racing events as privateers, with the odd appearance at a Concours d'Elegance thrown in for good measure. However, the price was astronomical, and the Grand Sport would remain a rare and exclusive beast, as very few had the necessary funds to join "the club". Research conducted by Peter Larsen and Ben Erickson in their book Talbot-Lago Grand Sport: The Car From Paris indicates that a mere 28 chassis on the short 265 centimeter wheelbase were built. Owning and driving a T26 Grand Sport is therefore a rare privilege which only a fortunate few have experienced. THE MOTORCAR OFFERED 110106 was the second chassis signed off by the factory on August 3, 1948. It was exported to the Anciens Etablissements J. Guerret, the Talbot concessionary in Belgium. Guerret sold the chassis to the English racing driver Goldie Gardner, who was living in Brussels at the time. Gardner commissioned a modern one-off fastback coupé body by Van den Plas for his new high-caliber sports chassis. The result was a brave attempt at creating a cutting edge slab-sided pontoon shape, which failed rather miserably from an aesthetic point of view. Not one of Van den Plas' happier moments, the completed car was first shown at the Brussels Motor Show in January 1949. Gardner kept 110106 for about a year and a half. In 1950, Claude Nias, a Belgian privateer, bought the car and raced it twice with a Mr. Brancart in the Liège-Rome-Liège rally. He placed 20th in 1951 and 12th in 1952. As 110106 was too heavy to be competitive, Nias decided in 1952 to have the car re-bodied by Martial Oblin in Brussels as a lovely and sleek coupé in the style of contemporary Ferraris. Chassis 110106 still carries this exciting coupe body. Beginning in the late 1940s, Oblin had been developing a number of modern construction techniques for light competition bodies. The result he achieved on 110106 was featherweight compared to the Van den Plas body, and included a technically advanced "spiderweb" of great strength, which supported the roof. The "web" consisted of thin steel tubes welded into a structure, which was able to absorb a considerable impact. Oblin completed the body in a mere six weeks. Without resorting to any of the woodwork, which had weighed down the Van den Plas, Oblin constructed the new body using his network of steel tubes to support a thin 15/10-gauge aluminum skin. The resulting "Superleggera"-type body weighed a scant 145 kg including lights, glass and seats. Mounted on 110106, the completed chassis-body ensemble was exhibited at the 1953 Brussels show. In contemporary articles, much was made of the fact that the tubes under the roof would support the car in the event of a crash and roll -- a claim which would turn out to be substantially true almost half a century later in 2002! Reminiscent of the coupe designs for the much smaller Ferrari by Giovanni Michelotti, the Oblin Grand Sport was a very pleasing shape, but not a copy of any specific car. Oblin moved the entire greenhouse towards the rear, which resulted in a racy fastback silhouette with a long sleek hood. He adeptly translated basic Italianate body volumes intended for small and low sports cars up to the scale of the powerful Talbot chassis and engine without losing any of the Italian elegance in the process. Grand Sport 110106 is not something small and delicate -- it remains a full-size, hairy-chested and brutally enticing car. In 1953, Nias raced 110106 with its new Oblin body in the 24 Hours of Spa-Francorchamps. Starting from the pole position in a very competitive field, he was in fourth place at the 8th hour, but was forced to retire with rear axle problems when a spring failed. He also participated in the Liège-Rome-Liège rally in 1953, but had to retire yet again after going off the road on a downhill corner. Nias sold the car in 1957 to a Mr. Vanderkele in Brussels. Venderkele kept 110106 for the next 19 years, but there is no record what he did with it during his long tenure. In 1976, 110106 found another long-term owner when noted Talbot collector François d'Huart bought the car from Mr. Vanderkele. During his time with 110106, d'Huart rallied the car many times, including participating in the January 1987 Montecarlo-Sestriere rally. In 1999, chassis 110106 was sold via Christophe Pund of the Galerie des Damiers, who exhibited the car at Rétromobile. Its next owner, who retains the car today, subsequently raced and rallied 110106 extensively. In 2002, 110106 suffered an accident at Spa-Francorchamps. The car rolled onto its roof, and Martial Oblin's marvelous 50-year-old web of steel tubes did a remarkable job of absorbing the energy. The roof did not cave in and the owner escaped with no injuries. Subsequently, 110106 was sent to Rod Jolley Coachbuilding in the UK for a sympathetic restoration. This wonderful and exquisite Talbot-Lago is understood to retain all of its original mechanical components along with its original interior boasting an exquisite patina. It is a very rare, fast and competitive sports car eligible for many prestigious events around the world. With its documented, unbroken chain of ownership and interesting period rally and race history, this Talbot Lago Grand Sport presents a rare opportunity for a connoisseurial collector to acquire a unique and important addition to his collection.

  • USAUSA
  • 2014-08-15
Hammer price
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1913 Isotta Fraschini 100-120 hp Tipo KM 4 Four-Seat Torpedo Tourer Chassis no. 5646 Engine no. AR1090

The ex-Cameron Peck, Lloyd Partridge 1913 Isotta Fraschini 100-120 hp Tipo KM 4 Four-Seat Torpedo Tourer Registration no. (GB) SV-4139 Chassis no. 5646 Engine no. AR1090 Every serious motorist needs to have driven a car with a displacement of more than ten liters at least once in their lifetime, but only a very fortunate few can aspire to the ownership of such awesome monsters, for which a special class has been created at the world-renowned Pebble Beach Concours. The combination of high road speed at low revolutions and immense torque all the way through is an experience that cannot be matched by any other kind of motor car. And among the exclusive group of ten liter-plus production cars, the 10,618cc Tipo KM Isotta Fraschini of 1911-14 stands supreme, for it combines the most advanced technology of the pre-Great war era with effortless performance. “It was,” wrote Angelo Tito Anselmi of the Tipo KM in his 1977 history of the Isotta Fraschini marque, “a car built for the pure pleasure of speed, without regard for any racing formula and utterly without compromise.” Pioneer motor racer Charles Jarrott was equally uncompromising: “He named the 100-hp Isotta Fraschini as ‘tops’ of the pre-1914 sports cars,” recalled that discriminating “purveyor of horseless carriages to the nobility and gentry”, the late David Scott-Moncrieff. Famed as the manufacturers in the 1920s of the world’s first production straight-eight motor car, the Isotta Fraschini company was founded in 1900 as a garage and sales agency by Cesare Isotta and the brothers Vincenzo and Oreste Fraschini. The firm soon turned to manufacture of shaft-driven voiturettes in its little factory on the Via Melzi d’Eril in Milan. These were designed by the firm’s engineering consultant Giuseppe Gaetano Stefanini, who was supplanted in 1906 by the high-spirited Venetian engineer Giustino Cattaneo, although he retained his connection with the company and collaborated with Cattaneo for several years more. The pair’s output was prodigious; by the outbreak of the Great War, Isotta Fraschini had produced almost 40 different models, with an enviable sporting record: victory in the 1907 Coppa Florio and Briarcliff Trophy, victory again in the 1908 Briarcliff, as well as at Lowell, Long Island and Savannah, and highest-placed four-cylinder racers in the Coupe des Voiturettes, were high points of the company’s involvement in competition. Stefanini had been a pioneer of the overhead camshaft engine with his 1905 100-hp, 17-liter, Tipo D racer and the influential 1.2-liter Tipo FE voiturette of 1908, and Cattaneo – who defined the layout of the production machinery in Isotta’s new factory in the Via Monterosa, made necessary by the increasing demand for the firm’s automobiles – followed his predecessor’s lead when laying out the 1911 Tipo KM and its “little brothers” the 6.2-liter Tipo TM and TC and 7.2-liter Tipo IM. These advanced single overhead camshaft fours drew on the company’s experience in the new technology of aeroengine design and manufacture, with bi-block cylinders, four big valves per cylinder and lightweight construction based on that of the Series V dirigible engine. The engine of the Tipo KM, which developed 120 hp at 1600 rpm, had a bore and stroke of 130x200mm (5.12x7.87 in), liberally-drilled pistons of the finest BND Derihon steel that weighed less than 32 ounces and tubular BND conrods 16 inches long that tipped the scales at just 7 lb. Equally significantly, the Tipo KM pioneered the fitment of internal-expanding front-wheel brakes, which has been described as Cattaneo’s greatest contribution to automotive technology and was patented as early as February 1910. It enabled the fortunate – and fortuned – owner of the Tipo KM to enjoy its performance to the full in an era when every other high-powered car on the roads had braking on the rear wheels only. Cattaneo’s solution to the problem of locking the wheel on the inside of the curve under braking that beset so many early attempts to provide front wheel braking was both simple and demanding of absolute accuracy in manufacture, with the transverse operating shaft of the internal expanding brakes housed within the front axle beam and therefore unaffected by the up and down motion of the axle, even on full lock. Additionally, the drums on the road wheels were ribbed for cooling. To make assurance doubly sure, the rear wheels of the Tipo KM were retarded by two water-cooled contracting transmission brakes, with coolant supplied to the inside of the drums from a pressurized tank, in addition to the drums on the ends of the dead axle for, like so many high performance cars of the era, the big Isotta was chain driven. This feature allowed the car to be geared to suit the terrain over which it was to be operated as well as the type of bodywork fitted. Separate pedals control transmission and rear wheel braking, with the hand lever actuating the brakes on the front wheels. An attractive feature of the chain drive on the Tipo KM was the use of quickly-detachable covers to protect the chains from road dirt and the body from thrown grease. The all-ball-bearing four-speed transmission was of a special design which, said Isotta Fraschini, “allows semi-direct drive on first, second and third speeds, as well as direct on fourth” thanks to twin differential units on the jackshaft and, according to former KM owner George Wingard, was “a dream to shift”. The multiple-disc Hele-Shaw clutch ran in oil. Another unique characteristic of the Tipo KM was the range of radiator designs offered – flat-fronted, ovoid and two types of vee-fronted – so that the owner could harmonize the front end of his car with the style of coachwork fitted. A further choice offered was the length of wheelbase, either “short” (the term was relative in the case of such a gargantuan automobile) 124 inch or “long” 130 inch. The bespoke service offered by Isotta Fraschini even ran to cooperation with the coachbuilders who clad the KM chassis. “We strive to please even our most discriminating patrons by producing bodies not only unexcelled in appointment, comfort and luxury, but possessing also artistic individuality,” customers were informed. “In order to better serve our customers in this respect we keep constantly in touch with the leading Continental coach builders, and our expert designer is at our client’s disposal to submit special drawings embodying their ideas, combined with the lines dictated by modern practice.” Performance was in keeping with the price demanded: in 1913 the famed racing driver Ray Gilhooley lapped the Indianapolis Brickyard oval in 1 minute 52 sec, six seconds faster than the average of that year’s “500” winner, at the wheel of a stock-bodied 1912 Tipo KM complete with windshield, spare tires and fenders, and with four passengers aboard. The following year Gilhooley would enter motor racing legend with a spectacular spin in front of the stands while competing in the Indianapolis “500” at the wheel of a racing Isotta, such an incident is still referred to in track parlance as a “Gilhooley”… The Tipo KM was necessarily expensive, and production was limited to an exclusive few units, peaking at 16 chassis in 1913; between 1911 and 1914 just 50 Tipo KM Isottas were produced, several of which were exported to the United States, where the company had a branch on New York’s Broadway, and the Tipo KM retailed at the not inconsiderable sum of $9000. Alternatively, American owners could arrange to have their car bodied by a European coachbuilder of their choice and take delivery in any city of Great Britain or the Continent with the car fully equipped and with all the necessary documentation so that they could tour Europe in the grandest of manners before having the car shipped home to the USA. Coincidentally, the three known survivors of the Tipo KM were all discovered in the United States. Among the American owners of the Tipo KM Isotta was the wealthy young automobile racer, pioneer aviator and speedboat pilot Caleb Smith Bragg, while the British owners of the type included Lord Vernon and a rich young man named Humphrey Cook, later to sponsor the legendary ERA voiturette racer of the 1930s, who raced his hundred-horsepower Isotta with vigor at Brooklands before the Great War. The Tipo KM offered here is one of two such cars – one with an ovoid radiator, the other vee-radiatored – discovered on wealthy Long Island estates in the 1930s by midget car racer and scrap merchant Mike Caruso, whose automobile junkyard at Hicksville, Long Island, has attained near legendary status for the amazing cars that were to be found there in the 1930s and ‘40s. The two lay almost side by side in Caruso’s yard for years, “gracing the place” in the words of the Smithsonian’s Smith Hempstone Oliver, one of America’s pioneer old car collectors, who recalled, “I think that they fascinated me more than did any of the other relics.” (which, considering that the other “relics” included such automotive gems as Crane-Simplex, supercharged Mercedes Indianapolis racer, Alfa-Romeo, Bugatti, Pierce –Arrow and Stutz Bearcat, is praise indeed!). Priced at a then-hefty $500 each, the two Isottas quietly moldered away in Caruso’s yard until after World War Two, when that most determined of car collectors the late Cameron Peck managed to “chisel him down” to a price of $700 for the pair (plus $50 to crane the cars out of the yard and onto a railroad flatcar). Peck – who already had a Tipo KM in his collection – immediately sold the vee-radiatored car for $1000 to fellow collector, while Lloyd Partridge took the car with the ovoid radiator and carried out what Hemp Oliver referred to as a “fantastic restoration”, fitted a basic two-seat “raceabout” body, and subsequently sold the car to Fred H. Sills of Fort Lauderdale, Florida. In the 1960s Sills described the car as “such a joy to drive that he covers an annual mileage of over 2000”, and ran the car in a number of AACA Glidden Tours, finding it “as reliable as any modern car and more so than some”. Since then, this wonderful car, whose chassis number 5646 indicates that it was the last of the 16 KM 4 chassis built in 1913, has formed part of several major international collections. It rides on 35x5 straight-sided tires, and is stated to have a top speed of 90 mph. Cruising speed is achieved at a relaxed 1100 rpm. In recent years a body-off mechanical restoration has been carried out, involving a complete engine and transmission rebuild with new parts as appropriate, including new pistons and main bearings, as well as new transmission gears. The car is now fitted with a four-seat, two-door, sports torpedo body constructed in New Zealand with wooden decking between the front and rear seats; a folding top and vee windshield provide weather protection and there are separate tonneau covers for front and rear seats. But it is what lies beneath that makes this so special an automobile; George Wingard summed up his Tipo KM as “without a doubt a wolf in sheep’s clothing; I have never owned a finer car.” Author Ralph Stein, who knew well the ex-Cameron Peck 1914 Tipo KM “gunboat roadster” when it had passed into the ownership of the famous collector Henry Austin Clark Jr, was equally enthusiastic: “Few machines ever built gave such a sense of power and at the same time the feeling that the engine is hardly working. A KM’s driver feels superior to almost every car he meets on the road. There is no doubt that it is one of the very great sports cars of all time.” With the other known Tipo KM Isottas now secure in major collections, it’s likely that this will be the only opportunity for many a year to acquire the ultimate in brass era motoring and ride with the automotive gods to the thunder of 120 muscular horsepower.

  • USAUSA
  • 2008-08-16
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1961 Maserati 3500 GT Spyder by Vignale

220 bhp, 3,485 cc DOHC inline six-cylinder engine with triple Weber 42 DCOE carburetors, four-speed manual gearbox, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs and tubular shock absorbers, and four-wheel drum brakes. Wheelbase: 100 in. One of 242 Vignale Spyders built Originally a factory demonstrator Rare removable hardtop; spectacular colors The Maserati 3500 GT that was launched at the 1957 Geneva Salon was designed by chief engineer Giulio Alfieri, and it was essentially developed from the company’s first street car, the AG6 of 1946, which was offered only as a rolling chassis and was bodied by numerous exotic coachbuilders. It is a testament to the chassis design that continued to evolve throughout the 1960s, and it ultimately powered the Sebring and Mistral. In its 3500 GT form, the twin-plug, 3.5-liter inline-six could carry its passengers upwards of 140 mph, which was an impressive figure for the era. The best possible components went into the 3500 GT, such as a ZF all-synchro four-speed gearbox, a Salisbury axle, Alford and Adler front suspension, and Girling brakes. Mechanical developments were steady throughout production, with a five-speed ZF gearbox being made an option in 1960 and then standardized the next year. Massive Alfin drum brakes were offered until 1959, when three key options were added, front disc brakes, center-lock Borrani wire wheels, and a limited-slip differential. The most rare factory iteration of the 3500 GT was the spyder, which was bodied by Alfredo Vignale on a slightly shortened 100-inch wheelbase chassis. Only 242 Vignale spyders were produced, compared to 2,000 production coupes. The car offered here, chassis number AM101.1029, is recorded in Maserati’s factory records as having been built in October 1960. It was delivered on June 30, 1961, to Mr. Carlo Ostani, of Montebelluna, near Torino, and interestingly, these records indicate that Mr. Ostani, a real estate agent, purchased this Spyder directly from the factory, without interacting with a dealer. Further, the 3500 GT was ordered new with Borrani wire wheels, and it was also one of the last to be built with the preferred Weber carbureted engine, as fuel injection was being installed on later models. Interestingly, the factory documents mention “new vehicle registration, but used by the house for demonstrations,” indicating that the factory had used this particular car as a demonstrator for prospective customers. The car has more recently been fully and professionally restored, and it is finished in a rich, dark blue with brand-new beige Connolly leather upholstery. In fact, since the photographs pictured here were taken, a new interior has been installed, one in a richer shade of tan than is shown in the photography. In addition to the standard factory soft-top, it is equipped with the optional factory hardtop. In fact, many enthusiasts would agree that this is one of the true Italian sports cars that look just as good wearing their hardtop as they do with the top down. The car also features its tool kit. This Maserati is ready for the concours circuit or to be used as a spectacular driver, as it is a beautiful example of the most sought-after 3500 GT variant: Vignale’s sexy spyder. Chassis no. AM101.1029 Engine no. AM101.1029

  • USAUSA
  • 2015-01-15
Hammer price
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1939 Delahaye 135MS Grand Sport Roadster

Specifications: 160hp, 3,557 cc inline overhead valve six-cylinder engine, Cotal electro-mechanical four-speed gearbox, independent front suspension with transverse leaf spring, live rear axle with quarter elliptic springs, and four-wheel assisted mechanically actuated Bendix drum brakes. Wheelbase: 114" The Delahaye 135 Delahayes have always been remarkable automobiles. They are interesting, quick, responsive, and very often astonishing to look at. Emile Delahaye began building rear-engined, belt-driven cars in 1894. Adventuresome in their engineering, these early Delahayes drew many comparisons to the better-known Benz automobiles. Emile had great reserves of ingenuity; unfortunately he had no such luck with finances. He was forced to sell the company, luckily the Desmarais family who ended up purchasing it, recognized Emile’s vision and continued to expand on it throughout the rest of the company’s history. Introduced at the 1935 Paris Salon, the Type 135 was a delight with its spirited and lively chassis, independent front suspension, light steering, and buttery-smooth Cotal electromagnetic gearbox. In racing form, the 135 series was a fierce competitor, taking the first six places at the 1936 Marseilles race, a second at LeMans in 1937 (the 1936 race was cancelled), and first, second, and forth place at the LeMans in 1938. In 1938, a new, top-of-the-line model of the Type 135 was introduced at the 1938 Paris Salon, the MS (Modifiee Speciale). Its power plant was a thoroughly updated version of the existing 3.5 liter six-cylinder engine. A larger cylinder head and bigger valves improved breathing and horsepower was increased to 130hp and with proper gearing and slippery coachwork, could reach an incredible top speed of 110mph. Competent as the 135 may be, it is the coachwork that defines a Delahaye. The greatest artists of the time created some of their best work on Delahaye chassis; Henri Chapron, Letourner et Marchand, Saoutchik, Guillore, Franay, and Graber were just a few of whose art graced Delahayes. However if one coachbuilding firm deserved special distinction, it would have to be Figoni et Falaschi. Figoni et Falaschi There is little doubt that the era of exuberant French coachwork precipitated a tidal change in automotive design. Gone were the largely functional forms of the twenties and early thirties, replaced by the fanciful curves and sensuous lines that ushered in the era of the automobile as art. Although others were versed in the style to one degree or another, it was the Parisian firm of Figoni et Falaschi that is widely regarded as the innovator of the new look. Christened Giuseppe Figoni in Piacenza, Italy in 1894, Joseph Figoni was born in Italy but moved to France as a young child with his parents. After graduating from vocational school in 1908, Figoni apprenticed to a local carriage builder where he developed his understanding of the principles of body construction and began to develop his appreciation for the lines, forms, and proportions of good design. Figoni served in the French armed forces during the war, leaving in 1921 to start his own body shop. He developed his coachbuilding skills accommodating the needs of his clientele, and repairs began to be supplanted by updates and modifications. By the mid twenties, he was building complete bodies. Figoni’s early work was quite conservative, probably a reflection of the wishes of his affluent clientele. Nonetheless, his early designs show a sophisticated sense of line and proportion. Far from extravagant, these early cars were like a well-tailored suit: impeccable craftsmanship combined with just enough flair in the cut to stand out from the ordinary. By the turn of the decade, Figoni had begun to earn commissions for racing cars, and it was these unlikely orders that began to shift his image and reputation in a more sporting direction. Alfa Romeos, Lancias, Bugattis, and other sporting marques began to figure more prominently in his shops. Even as his design talent flourished, Joseph Figoni’s methods remained primitive. For many years, he would build a framework outline of the body directly on the chassis, using strips of steel welded together. While not as sophisticated as an engineering drawing, his method had the decided advantage of allowing him to directly translate a concept into a three dimensional reality. Adjustments were easily made until he (and the client) was satisfied, at which point the steel framework would be used directly by the panel fabricators to clothe the chassis. By the mid thirties, as the shop grew and became more sophisticated, he began to make scale models of a new design in clay, turning the result over to draftsmen to create the drawings that would be used to build the body. The principle was the same – the form would be realized and refined in three dimensions before being translated into drawings – the reverse of what was normal practice at the time. In 1935, several events would take place that would prove pivotal both for Figoni and for French design. In May of 1935 Joseph Figoni took in a partner. Ovidio Falaschi, a successful Italian businessman, was to provide working capital and business expertise. By all accounts, the partnership was a success, with both men making substantial contributions. The second seminal event was that Figoni was introduced to the work of the famed French artist Geo Ham. Accounts vary as to the extent of the role that Ham played in the creation of the new design ethos, but earlier work by Ham makes it clear that his design ideas were at least a source of inspiration for Figoni. The third event was the development of the Delahaye 135 in 1935/6. The 135 introduced a new lower radiator and independent suspension, which not only improved the car’s handling dramatically, but also lowered the chassis. It was these innovations that created the canvas on which Figoni would design Delahaye’s 1936 Paris show car. While Ham may have influenced the design of that first Delahaye 135, most historians believe that the remarkable series of designs that would follow were the work of Joseph Figoni. Regardless, Figoni et Falaschi would over the years cloth some of the finest Delahaye 135s, including the striking 1939 Delahaye 135MS Grand Sport Roadster presented here. Chassis no. 60158 A Monsier Jeantet of Paris commissioned the Delahaye 135MS to be built with coachwork by Figoni et Falaschi, requesting specifically a Roadster Grand Sport, in Andalou Red, it needed to have handles in the middle of the chrome strip as well as a large rear window. 60158 was completed in the early part of 1939 and was issued 627 RMA as its French registration number. The car came just as he ordered, with one of a kind coachwork providing a sporty appearance appropriate for the 135MS’s tremendous aptitude. Following the war, 60158 would find itself several owners before settling in the esteemed Emmanuel Collection. From there it was acquired by Peter Agg, and resided in his impressive stable. It was during this tenure that the 60158 was featured in several publications. Agg enjoyed driving 60158 tremendously and campaigned it in a collection of international rallies. From the Agg collection, the Delahaye would pass on to two more owners before finding itself offered here. 60158 was subjected to a complete restoration by the European restoration and engine-rebuilding specialists at Jim Stokes Workshops Ltd. Accordingly, the original engine was completely rebuilt and mostly likely runs better now than it would have when new. During the cosmetic side of the restoration, the Delahaye was refinished in a very dark shade of blue and the interior was upholstered in plush light brown leather. Stunning from any angle, the Figoni et Falaschi design is perfectly proportioned, with long flowing lines, elegant curves and an unmistakably French use of brightwork. With so much to love about this design, it is the little things like the door handles camouflaging with the chrome sweep spear that give this one a kind Delahaye its character. With modern roadster proportions and a very capable powerplant, 60158 would be perfectly suited to undertake any challenging touring event as it is comfortable, light and maneuverable, yet more than powerful enough to keep up with modern highway traffic. On the other hand, the Delahaye has not yet been shown at a concours event, nor has its visual condition deteriorated any since completing its restoration. Thus createting an excellent opportunity to bring it to show, where judges will certainly be impressed not only by its outstanding craftsmanship, but by its originality and careful attention to period correctness. Above all else, what makes this 1939 Delahaye 135MS so appealing, both the learned collector and the neophyte will agree – it is absolutely gorgeous. To view the original documentation that shows the authenticity of this car, click here Chassis no. 60158

  • USAUSA
  • 2007-03-10
Hammer price
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1931 Mercedes-Benz Type SSKL Replica

Estimate: €1,089,000 - €1,452,000 Estimate: $1,500,000 - $2,000,000 Engine No.66533 (Original Type S) UK Registration No. ALB 804 From the Collection of Mr. Bernie Ecclestone Specifications: 180bhp, 6,740cc overhead camshaft six-cylinder engine with alloy block and cast iron cylinder head, Roots type supercharger, four-speed gearbox, semi-elliptical springs and beam axle front suspension, semi-elliptical springs and torque tube live axle rear suspension, four-wheel drum brakes with centre lock Rudge wire wheels. Wheelbase 116.1in. (2,950mm). The SSKL During the late 1920s, the SSK had established itself as one of the greatest racing sports cars of all time. Its combination of outstanding power, short chassis, and excellent roadholding made it a legendary performer at both hill-climbs and road courses. No car is impossible to defeat, but the Mercedes-Benz SSK came as close as any to achieving such exalted status. Nothing lasts forever, and unfortunately, the effects of the Great Depression were being felt, even at Mercedes-Benz; the company decided to curtail its racing efforts in an effort to stem the tide of red ink. A new plan was needed, but dropping the programme entirely was not an option, as Caracciola, and his SSK, had become something of a national hero. The decision was made for Caracciola to form his own team, and for the factory to sell him an SSK at a special price – but not just any SSK, a very special one. A deal was struck and work began. The first priority was to lighten the car, so the engineers attacked the chassis with drills, beginning with large ones in the chassis side rails, and ending with tiny ones on the pedal shafts. The result was more than 250 lbs in weight savings, and a new model name – SSKL, ’L’ for ‘Leicht’. With less weight and continued evolution of the chassis, the SSKL continued to dominate, and in fact other SSKs were returned to the factory to be updated to SSKL specifications. Ultimately, most experts believe just five were built: sadly, none survives today. The ease with which an SSK – or a modified S or SS – could be converted to SSKL specifications has resulted in a number of ‘new’ SSKLs, such as the example offered here. The lack of surviving original cars created a powerful incentive for enthusiasts to re-enact the legend. Provenance The example offered here was ordered as a Type S on commission number 37585. It was delivered to Georg Zettritz in Berlin on 18 May 1928 with chassis number 35325 and engine number 66533. The original Sportswagen coachworks had number 920203. Little else is known of its pre-war or early post-war history, but in the 1950s the car was imported to America by a returning serviceman based in Michigan. In 1964 the Type S was bought by Mercedes-Benz enthusiast Raymond Jones from a Mr Hindre of Detroit, Michigan. Jones was well known for his work in converting various S and SS models into SSK and SSKL replicas. As a result, although the components of the car today are generally all original S series Mercedes-Benz components, some are from the original car ordered on commission number 37585, while others are from Jones’s stock of S series parts from other cars. The chassis of the subject car is not numbered, although it is a genuine S Type chassis. It is not uncommon for the factory to produce chassis without numbers, and numerous examples exist today. Consequently, there is no way to be certain whether the chassis in this case is original to this car or not. Another car claims the same chassis number. RM has not examined this second car, and although a chassis change seems unlikely, it cannot be denied that it is possible. In any event, there is no doubt that Jones performed the chassis modifications, drilling and shortening the Type S chassis to SSKL specifications according to factory drawings that he received from the Mercedes Archive. He also installed the necessary mechanical and chassis parts to update the car to SSK/SSKL specifications, such as the pressure fuel system with split valve cover and air pump, finned blower tube and oil sump. Upon completion, Jones sold the new SSKL to legendary General Motors design chief Bill Mitchell. Not long afterwards, Mitchell sold the car to Bob Morgan of East Orange, New Jersey. Within a year or so, Morgan sold the SSKL to noted collector Richard Payne of Seal Cove, Maine. In 1976 Payne sold the car to another collector who kept the car for 2 years before consigning it to a Coys auction in 1979. At the auction, or shortly thereafter, the car was sold to Mr Hayashi, a noted Japanese collector, who acquired a number of other S, SS, and SSK models, finally selling three cars to Bernie Ecclestone for his growing and highly regarded collection – an SS Tourer, an SSK, and this SSKL. It is difficult to imagine today, but by the late 1950s and early 1960s, there was little demand for these big old Mercedes-Benz cars. Collectors were far more interested in the earliest cars, particularly the large horsepower chain drive cars of the first 10–15 years of the 20th century. As a result, when Ray Jones bought the S from Hindre, the sales price was just $200 – and in fact, the conversion to SSKL configuration was done at the request of Bill Mitchell. Neither felt he was doing anything untoward, and indeed, it is likely that they and others like them were saving cars from being parted out, or worse, scrapped. The quality of Jones’s workmanship was good, certainly by the standards of the day, and the plentiful supply of original parts means that this Mercedes-Benz is, although certainly not an original SSKL, correct in most details and constructed primarily from original Mercedes-Benz parts. Originality The nature of SSKL or SSK replicas is such that it is important to attempt to determine, as far as possible, the degree of originality of a given car. Consequently, RM Auctions has conducted a thorough examination of the example offered here, and consulted with a variety of marque experts, in order to provide as complete and accurate a presentation of facts as possible. This information is intended to assist bidders in conducting their own inspection, and making their own determinations in all matters before bidding on this, or any other lot. As always, auction lots are sold on an as-found basis, and bidders are responsible for making their own evaluations of originality, condition, and provenance. Upon examination and paint removal by RM staff, it was determined that the frame is an original S Type that has been shortened just forward of the rear axle kick-up by cutting and welding together the front and rear sections of an S frame, and with holes drilled to lighten it for an SSKL appearance. The front axle is a Mercedes-Benz S Type, as expected on an S chassis. The rear axle is SS Type, such as would also have been fitted to an SSK or SSKL. The brakes on each axle correspond to the axle. The shock absorbers are original Houdaille S shock absorbers with SSK covers installed to create the look of the factory finned units. The wheels are standard S series Mercedes-Benz 20in. lock ring wire wheels. The engine is an original S Type engine. Although it is not numbered, examination of its components and their engineering numbers have confirmed that it is, in fact, engine number 66533. It has been fitted with the more desirable split cam covers, and the pressure fuel system normally installed on an SSK or SSKL. The supercharger is a standard 15 fin blower, as was used on both SS and SSK models. The magneto generator, water pump, and ignition system are all original and correct and the starter is correct and original. Correct style original Bosch ZR6 Magnetos are fitted. The radiator is a correct SSK or SSKL unit. The transmission is a correct S Type transmission, and the torque tube has been shortened to fit the shorter chassis. The steering gear column gearbox, draglink and set-up is all correct original Mercedes S or SS left-drive set-up, as would have been used on an SSK or SSKL. The body is an SSK/SSKL type, probably constructed in the mid-1960s by Ray Jones, including the spare oil tank cover and filler cap, which would be correct for an SSKL. The wings were probably fabricated with the body, and they are correct in style and type to the original. The windscreen, while similar in appearance, is not an original Mercedes-Benz SSK or SSKL piece. The body hardware is generally of the correct type, although the headlights fitted to the car are an earlier Bosch light. The dash and its gauges are all correct for SSK and SSKL, other than the water temperature gauge, which is an incorrect Jaeger unit. Condition The Mercedes Benz off-white racing white paintwork is older, but quite presentable. The interior, crafted from black leather, appears to be original to the body. The engine bay, chassis, and mechanical components appear to have been cleaned and maintained properly, although the cosmetics are no longer concours quality, as would be expected given the age of the restoration. The vendor advises that the sump has been off and the bottom end checked and cleaned carefully. Furthermore, work has been done to the fuel system, which now works as expected. (It is the proper pressurized system, which is required to support sustained high speeds.) The vendor reports that the car has been driven recently, and is reported to start, run, and drive very well. Summary Although the example offered here is properly referred to as a replica, in as much as no originals survive, it is also important to note that it must certainly be among the finest of its kind. Constructed nearly 50 years ago, and comprising almost exclusively original Mercedes-Benz parts, it is perhaps as close as one may come today to possessing one of these staggeringly high-performance sports cars. It is interesting to note that when Bill Mitchell commissioned Ray Jones to build this car for him, it was just 35 years old. Consequently, the SSKL offered here has a longer history in its current form than its original configuration, and that, combined with a roster of keepers that includes Mitchell, Payne, Hayashi, and now Bernie Ecclestone, gives this car a provenance that is unmatched by any number of other, more ‘original’ cars. It is not possible to own an original SSKL. Consequently, the acquisition of this, perhaps the finest of the SSKL replicas extant, will serve to fill a deserving niche in any important collection. Chassis no. 36357

  • GBRUnited Kingdom
  • 2007-10-31
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1954 Mercedes-Benz 300 SL Gullwing

215 bhp (DIN), 240 bhp (SAE), 2,992 cc SOHC inline six-cylinder engine with Bosch mechanical fuel injection, four-speed manual transmission, coil-spring independent front suspension, coil-spring and swing-axle rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 94.5 in. Offered from a private collection One of 167 examples built in the first year of Gullwing production Two-year cosmetic and chassis restoration completed in 2007; engine rebuild in 2009 Formerly owned by a Gullwing Group chapter president Accompanied by fitted luggage set, knock-off hammer, and period sales literature Documented with restoration invoices, photos, and correspondence Original numbers-matching engine and Rudge wheels Ideal candidate for concours display or vintage driving events Few sports cars in the history of the automobile have attained the iconic status of Mercedes-Benz’s celebrated 300 SL coupe, which combined peerless racing heritage with truly innovative design and engineering. First appearing in 1952 as the W194 sports racer, the 300 SL was intended to return Mercedes-Benz to competition relevance and was notable for its advanced lightweight space-frame chassis, and a retuned version of engineer Rudolf Uhlenhaut’s inline six-cylinder engine (which was already employed in the 300 sedans). The most notable feature of Sindelfingen designer Karl Wilfert’s breathtaking coachwork was undoubtedly the roof-hinged doors, which was necessitated by the chassis’ high waist. This unique feature earned the model its eventual nickname, the “Gullwing.” Dominating nearly every race it entered, the 1952 300 SL W194 attained legendary status with victories at the 1952 24 Hours of Le Mans and the Carrera Panamericana, a cachet that was not lost on the United States importer Max Hoffman. Since renowned for his savvy of the emerging American market for European sports cars during the 1950s, Hoffman made considerable efforts to convince Mercedes-Benz that a strong niche existed for a road-going series-production version of the 300 SL race car. His plea did not fall on deaf ears, and consequently at the 1954 International Motor Sports Show in New York, the company introduced a luxurious new take on the racing Gullwing. In addition to a more luxurious cabin upholstered in leather, the road-going 300 SL, classified as the W198, featured a number of improvements over its racing forebear, including doors that were cut substantially lower for easier entry and exit. The road car also significantly improved on the race car’s power output by employing mechanical fuel injection, good for an additional 44 horsepower. The model is notable as the first production automobile to feature the since widely copied method of fuel induction. After the W198 commenced production in August 1954, numerous subtle mechanical developments were undertaken during the course of the first year, including a re-designed clutch assembly, a revised position for the shifter, and adoption of Daimler-Benz’s proprietary recirculating-ball steering system. Gearing ratios were also adjusted, with the final drive ratio of 3.64:1 eventually made a standard specification, while other ratios were available as options. Produced in a modest quantity of 1,374 examples over a three-year production run, the 300 SL Gullwing has since evolved into one of the most collectible sports cars ever built, and perhaps the most historically important sporting model ever produced by Mercedes-Benz. This beautifully restored 300 SL is approximately the 116th example of 167 cars built in 1954, the model’s first year of production. According to the records of the Gullwing Register, chassis number 4500116 was originally finished by the factory in White Gray paint and upholstered with an interior of fawn vinyl with red plaid seat inserts. Also optioned with chromed Rudge wheels, a 3.64:1 rear-axle ratio, a side mirror, a Becker radio, and an accessory luggage set, this car was initially sold to Walter Schumacher of Heusenstamm, Germany. Over the ensuing decades the handsome Gullwing was exported to the United States, and by the early 2000s it was owned by Mervyn Phillips, president of the Western Great Lakes Chapter of the Gullwing Group. Mr. Phillips sold his fine 300 SL, and in 2005 the car passed through The Last Detail, a classic car restoration house in North Chicago owned by Tom Snellback. In November 2005, Snellback sold the 300 SL to the current owner, a respected collector of exceptional sports cars based in Chicago. As part of the purchase agreement, Snellback was contracted to conduct a restoration, which included a bare-metal repaint in period-correct dark blue and a re-upholstering of the interior in tan leather. Numerous correct parts were ordered from marque experts around the world, including the Gullwing Group, the Mercedes-Benz Classic Center in Irvine, California, the esteemed Paul Russell & Co. in Massachusetts, and the respected HK-Engineering in Germany. After the 300 SL completed restoration in October 2007, the owner set about acquiring desirable accessories like the wooden Nardi steering wheel (a popular period upgrade, though the original, unrestored steering wheel accompanies the car), a set of fitted luggage fabricated by the experts at Taris Charysyn and Co., correct tools, a period sales brochure, and an authentic storage bag for the removable quarter-windows (made from correct MB-Tex vinyl). In early 2013, Mercedes specialist Axel Knauz was retained to perform a complete overhaul of the original engine and transmission. Mr. Knauz is a factory-trained Mercedes-Benz master technician who worked at a Daimler-Benz dealership for 30 years before opening his own mechanical shop in Lake Bluff, Illinois, in 2006. In correspondence with the consignor that is retained in the car’s file, Knauz reflected on his impressions of the engine’s originality, assessing that it had probably never before been disassembled. His work included boring the cylinders and installing new pistons, refurbishing the engine head with new intake valves and valve guides, machining and balancing the crankshaft, and performing a final re-adjustment of the valves and torqueing of the head. The disassembly and refurbishment were captured in a set of photographs that are also included in the car’s documentation. Completed in January 2015, the engine rebuild resulted in a smooth state of mechanical operation, promising a strong future of spirited excursions. Finished to an extremely high level of detail, this beautiful Gullwing exudes a particularly sporting character in dark blue paint with matching Rudge wheels, echoing the competition-specified examples. Also extremely well-documented, this fine early 300 SL will be welcomed at Mercedes-Benz Owners Club events and finer concours d’elegance, and is a strong candidate for vintage driving events like the California Mille or Colorado Grand. Chassis no. 198.040.4500116 Engine no. 198.980.4500136

  • USAUSA
  • 2017-03-11
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1929 Duesenberg Model J Convertible Coupe by Murphy

“The Baseball J,” formerly owned by Philip K. Wrigley and Bill Veeck Jr. Long-term, well-known history, with some of the most desirable Model J coachwork Proven concours award-winning restoration Driven reliably on the 2016 Duesenberg Tour Auburn Cord Duesenberg Club Certified Category 1 (D-205) Duesenberg Model J number J-147 was originally delivered on 29 July 1929, to H. Leslie Atlass, a prominent pioneer of radio and television broadcasting in Chicago, carrying a “sweep panel” dual-cowl phaeton by LeBaron. Not long thereafter, Mr. Atlass met his friend, Philip K. Wrigley, heir to the chewing gum fortune and owner of the Chicago Cubs. Mr. Wrigley was himself the owner of a new Model J, Murphy convertible coupe J-121. The two men came to prefer the bodies of one another’s automobiles and arranged to trade the coachwork between their two cars. Thus, Mr. Atlass’ J-147 was finally crowned with the handsome Murphy convertible coupe, which it retains to this day. The car was subsequently acquired by Bill Veeck Jr., another American baseball legend, known as “Sport Shirt Bill.” Owner at various times of the Cleveland Indians, St. Louis Browns, and Chicago White Sox, he contributed widely to the sport during a long career, and is well-remembered by fans and historians alike. He enjoyed his Duesenberg until the start of World War II, at which point it was traded on a more fuel-efficient Mercury. Subsequently, frost damage to the engine was repaired by Chicago specialist John Troka with the block and crankshaft of J-245; that car’s firewall, 2253, was also installed at the same time. Next, the Duesenberg passed in 1950 to Dave Farr, an early Duesenberg enthusiast in Hinsdale, Illinois, who would maintain it for 13 years. Later long-term owners included Jack Siler of Ohio, Motor Trend co-founder and longtime “Classic Comments” columnist Robert Gottlieb, and the Imperial Palace of Las Vegas. Robert Perry of Birmingham, Alabama, acquired the car in 2007, and submitted it to Al Prueitt & Sons of Glen Rock, Pennsylvania, which completed a full restoration, with the result being an appearance at the Pebble Beach Concours d’Elegance, in 2009, and an Amelia Award at the Amelia Island Concours d’Elegance in 2011. Later, the car received further authenticity and mechanical improvements at the hands of noted marque specialist Brian Joseph of Classic & Exotic Service. In this form, the Model J has been much-enjoyed by its current owner, and in 2016 was driven reliably on the Duesenberg Tour in Northern Michigan, covering thousands of miles with power and comfort. The Duesenberg is also recognized by the Auburn Cord Duesenberg Club as a Category One Certified car, having been inspected and certified by the Club no fewer than three times over the years. An exceptionally well-known, attractive Duesenberg, with a finely presented restoration and superb, interesting history, “The Baseball J” today awaits its latest proud owner. Chassis no. 2168 Engine no. J-147 Body no. 841

  • USAUSA
  • 2017-08-19
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1948 Tucker 48

166 bhp, 335 cu. in. OHV horizontally opposed six-cylinder engine, four-speed pre-selector transmission, four-wheel independent suspension, and four-wheel hydraulic drum brakes. Wheelbase: 130 in. Offered from the personal collection of a marque specialist Only 7,900 actual miles; known ownership history from new Formerly owned by David Tunick and Lester Sheaffer A recent “barn find,” unseen for 33 years The car without which no major collection is complete There is little about the Tucker automobile that has not already been said. No post-war American automobile has had every facet of its story so religiously studied and examined; none was more controversial when new, and fewer are more beloved today. Indeed, it would please a vindicated Preston Tucker that the 47 surviving examples of the 51 cars he built are among the most valuable and desirable American cars. They draw the most attention and crowds to any museum at which they are displayed, including such venerable halls as the Henry Ford, the Petersen Automotive Museum, the National Automobile Museum, and the Nethercutt Museum. They are the trophies of renowned collectors who consider their fleets of Duesenbergs, Isottas, and Ferraris simply otherwise incomplete without “The Car of Tomorrow.” CHASSIS NUMBER 1044: A TUCKER BARN FIND Tucker number 1044 was, as its name suggests, the 44th production car built and was one of nine originally finished in Green (a.k.a. Andante Green) with a green wool broadcloth interior. It remained in the factory inventory until 1950, when, at the famed auction of the Tucker Corporation’s assets, it and the famous “Tin Goose” prototype were sold to a Mr. Rifken, proprietor of S&S Auto Parts in Schaumburg, Illinois. The car was repainted bright red and brought to the 1951 International Motor Show in Washington, D.C., where it was featured in the pictorial program as “The Modern Jewel . . . a new Tucker with less than 3,000 miles.” Allen L. Rocco, a mechanic from Port Chester, New York, was so eager to finally see a Tucker “in the metal” that he drove 300 miles to the show. Apparently the car made an impression, as thereafter, he bought it, only to advertise it for sale in the 19 October 1952 edition of The New York Times. “Very fast and economical,” he assured. The car failed to sell, however, and remained in Mr. Rocco’s ownership for the rest of his life. Following his passing in the early 1960s, it passed to his widow, who sold it later that decade to David Tunick, a renowned antique automobile collector from Connecticut. In July of 1973, Mr. Tunick passed the car to Lester A. Sheaffer, a legendary Tucker enthusiast in Harrisburg, Pennsylvania, who owned and enjoyed numerous examples over the years. Mr. Sheaffer began a restoration of the car, installing a new Tucker engine, number 335-74, and Cord transmission, as was done for most all restored Tuckers, and refinishing it in a dark brown. The car was subsequently displayed in Antique Automobile Club of America judging in 1980 and 1981, winning its Senior First Prize; in 1981 it was even pictured on the plaque given to Hershey attendants! In 1982, Mr. Sheaffer sold his beloved Tucker to Millard “Skip” Groh, owner of a marina in Freeport, Ohio. The car was brought to Freeport, where reportedly it was driven only three times and about 15 miles. Mr. Groh then laid wood planks down on the gravel floor of a metal building on his property, drove the Tucker onto them, and closed the door. That was that. While the location of the car was quietly known to Tucker authorities and historians, it remained “off the radar” to the public. Attempts by the few people with knowledge of its whereabouts to acquire the car were all refused, and it remained hidden away for the next 34 years. Only recently was the consignor, a longtime Tucker enthusiast, expert, restorer, and archivist, able to finally acquire Tucker 1044, bringing it into daylight for the first time since Ronald Reagan was in the White House. The car was found to be quite well-preserved, with only 7,900 actual miles. The owner removed incorrect metal trim that had been added over the years and fitted proper Tucker wheels, while also servicing the fuel and ignition systems, the brakes, and all of the fluids, and rebuilding the water pump and fan. Afterwards, the car ran and drove as it was intended to do—and as it does today. In fact, the owner notes that “the drivetrain is nothing short of wonderful.” The lights, turn indicators, and horn all work properly, as do the speedometer, oil pressure gauge, and voltmeter. The water temperature gauge works, but it should be rebuilt. The body has begun to shed its 1972 paint but remains rust-free and remarkably clean, while the interior, replaced at the same time, is still in very good condition and does not require replacement. The new owner can enjoy the support of numerous marque authorities. Tucker historian Jay Follis has compiled a detailed and extensive report on this car and its history, a copy of which will accompany the Tucker to its new owner. Furthermore, the owner, as aforementioned himself an expert in the marque, has offered his advice and services as necessary, to help familiarize the buyer with his or her acquisition. Ideal for a new owner to upgrade cosmetically and continue driving, or the best possible candidate for a concours-quality restoration, this is one of the very, very few Tuckers that are genuinely “fresh to market.” It boasts one of the best and most complete histories of the 47 extant examples, and it is truly the most exciting Tucker to have come to market in recent years. For the collector whose stable is not yet complete, or the museum that desires the biggest draw in automobiles, there is simply no better choice. Chassis no. 1044 Engine no. 335-74 Body no. 1044

  • USAUSA
  • 2017-01-20
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The ex-Anna Maria Peduzzi/Gilberte Thirion, 1956 1000km Paris, class-winning

The ex-Anna Maria Peduzzi/Gilberte Thirion, 1956 1000km Paris, class-winning 1956 FERRARI 500 TESTA ROSSA COACHWORK BY SCAGLIETTI Chassis No. 0620 MDTR Engine No. 0620 MDTR Red with red seats Engine: four cylinders, 1,984cc, 180bhp at 7,000rpm; Gearbox: 4-speed manual; Suspension: independent front wishbone with coil springs, rear, rigid axle with coil springs and trailing arms; Brakes: four wheel drum. Left hand drive. In the mid-Fifties, Ferrari had existed not even ten years and had produced fewer than a few hundred cars. The activity of the Modenese manufacturer was still very artisanal and mainly directed towards competition. Ferrari was present on all fronts: Grand Prix racing with the single seaters, as well as long distance and road racing with the sports grand tourismo cars. The company had so far devoted most of its efforts to promote the V12 engine. Its abandonment in favor of the four and six cylinder units (the sports cars of the Scuderia were exclusively equipped with these types of engines for the 1995 season) might appear an astonishing change of course. In fact, the decision to experiment with four cylinder sports cars had a logical explanation. These engines had been continually tested and developed in the single-seaters with considerable success. Engineer Colombo's arguments in favor of the V12 engine, notably its large piston surface area and the high piston speed brought about by the short stroke, were self-evident. But Aurelio Lampredi, who had taken over from Colombo, seemed to attach less importance to them than his predecessor and preferred other important advantages: weight reduction, better torque at low speeds and a considerable reduction in the number of moving parts. With a capacity of 2 liters, the first four cylinder engine proved from the start to be almost invincible and gained Alberto Ascari and the marque Grand Prix World Championship titles in 1952 and 1953. Ferrari then decided to let the sports car benefit from the four cylinder design. It was tried out in 2.5 liter form only in official cars like the 625 TF. The 2 and 3 liter versions gave birth to two models for private customers: the 500 Mondial and the 3 liter 750 Monza, beautifully bodied by local coachbuilder Scaglietti. Then, in 1954, the factory also started using 750 Monzas in long distance racing. Driven by champions of the caliber of Hawthorn, Gonzales, Maglioli, Trintignant and the likes, the very fast 750 played an important role in clinching the World Championship Car Manufacturer title for Ferrari in 1954. The jubilation of Lampredi, the originator of the four cylinder engine, must have reached its peak when Mike Hawthorn, driving a 555 Squalo Formula One car sharing the same engine concept, also defeated the dominating Grand Prix Mercedes in the Spanish Grand Prix. At the close of the 1954 season, Ferrari considered themselves well satisfied with the results obtained and decided to continue along the same line. The development of the existing four cylinder took place in the form of a six cylinder engine, created by adding two extra cylinders without altering the prior designs. There was the 376S (3.7 liter), better known as the 118, and the 446S (4.4 liter), more commonly called the 121, both of which actively opposed the Mercedes 300 SLR, the Maserati 300S and the Jaguar D-Type in competition. Ferrari lost the 1955 championship by only one point thanks to the numerous points scored by private entrants running the faithful four cylinder cars like Johnny Claes, Masten Gregory, Phil Hill, Francois Picard, Carroll Shelby, Mike Sparken and Jacques Swaters, to name a few. The 500 and 750 models had proven themselves to be much more reliable, so much so that Ferrari decided to drop the six cylinder experiment and to replace it by further development of the four cylinder, the 857S (capacity enlarged to 3.4 liter). These versions were unfortunately entered too late and the Ferrari team, with its ten mechanics, could do nothing against the mighty Mercedes and its 45-men task force, a situation which would repeat itself. The tragic loss of national hero Alberto Ascari during the season, coupled with the defeat, had a profound effect on the Maranello team. An industrial power in full development, Italy was well aware of the negative consequences of failure. This gave more than enough impetus for Italy to decide on a reallignment of its troops by assigning the Lancia competition department to Ferrari. More or less simultaneously, Aurelio Lampredi left the Scuderia to join Fiat. It was not long before the sports car benefited from the infusion of new blood and came back to winning circles, obtaining a new World Championship title in 1956 in which the four cylinder played a decisive role. For 1956 Ferrari introduced the 500 Testa Rossa, the first car to wear a name that has become synonymous with the marque and referenced their use of red-painted cam covers on the new model. While it kept the same bore and stroke as the Mondial, it was more closely linked to the single-seater 500 engines, with the same cylinder head arrangement and now a strengthened lower end. Technically, its only other alteration was the move from transverse leaf springs at the rear to coil springs. The Testa Rossa was almost certainly built with the American market in mind, which is supported by the fact that the new model was launched at the New York Auto Show on 26 April 1956. It would be a further two months before a racing debut came, but when it did, at the 1000km Supercortemaggiore race at Monza, the field was supported by no fewer than six examples, of which 0620 MDTR was one. On that day, the Works 625 LMs piloted by Peter Collins and Mike Hawthorn and Fangio and Castellotti came 1st and 3rd, but they were followed by the 500 TR of Gendebien and Portago in 4th. Ferrari built seventeen 500 Testa Rossas in all, and 0620 MDTR was constructed mid-way through their production as the only example completed to left hand drive configuration. It is recorded as being supplied new to D'Oro of Italy, though no note is made of the person's use of the Ferrari. The car's racing career began at the 1956 1000km of Paris at Montlhèry on 10 June 1956, where the car was driven by the French female duo of Anna Maria Peduzzi, who it may be assumed was now the owner, and Gilberte Thirion. Thirion was a successful Belgian privateer, who had a successful career racing Porsche 356s, Gordinis, Mercedes 300 SLs and Renault Dauphine, was often partnered by her father Max. On this occasion, they brought the car home in 10th place overall and won their class, a very respectable debut for the car. Two weeks later the same pairing campaigned the car at the Monza Supercortemaggiore, wearing number 62, as illustrated in photograph from the paddock showing the car in its original racing guise, most distinctively because of its left hand drive form. Peduzzi next used the car at the Giro di Sicilia on 14 April 1957 without success. It is recorded as being run by Munaron, Mantovani and Peduzzi (who practiced but did not race) in the 1958 1000km of Buenos Aires on 26 January 1958, when it came 6th overall and 2nd in the Two Liter Sports class. By the middle of that year, the Testa Rossa was back in Europe and was entered by Peduzzi and Siracusa in the Targa Florio, although it failed to finish. Its last known period competition entry was still with Peduzzi, at the Coppa S. Ambroeus at Monza on 3 May 1959. By 1974 the car was in America and wearing silver livery with a maroon stripe, when it passed into the ownership of Bob and Barbara Fergus of Ohio. In 1979 it was completely restored by Paul Kline, and then subsequently campaigned by Barbara Fergus in various vintage sports car racing events. In May 1984, the car was featured on the cover of Cavallino (issue no. 21), just prior Bob and Barbara Fergus' entry on that year's Mille Miglia, and they returned to this event in 1986 and '87. In 1994 after two decades of ownership, the car was sold to a collector in Japan, where it remained until recently, although being used in Europe for Mille Miglia retrospectives from 1994-96. In its current ownership, the Ferrari has received a refreshing of the paintwork and interior, such that today it is presented in excellent order all round. Today, this unique Testa Rossa wears a full width wraparound screen, ideally suited to the road racing events for which it has been used in more recent times and is ready to be used.

  • USAUSA
  • 2004-08-12
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1955 Mercedes-Benz 300SL 'Gullwing' Coupé

1955 Mercedes-Benz 300SL 'Gullwing' Coupé Chassis no. 198.040-5500852 Engine no. 198.980-5500840 'When it was first announced by Mercedes-Benz, the production 300SL Coupé was a startling car built to the German concern's customarily startling standards, but above all what left the general public most open-mouthed about the new car was its upward-opening Gullwing doors...!' - Motors, 1963. Mercedes-Benz returned to post-war competition in 1952, fielding two of its new 300SL (W194) sports cars in the Mille Miglia. The pair finishing a creditable 2nd and 4th overall in this most difficult of events and this promising start was followed up by a win in the challenging Carrera Panamericana. The works first raced the 300SL (Sport Leicht) in open form, but for the Le Mans 24-Hour Race in June a trio of 'gullwing'-doored coupés was entered. High sills were a feature of the multi-tubular spaceframe chassis, and while access was not a problem of the open car, the coupé bodywork required innovative thinking - hence the gullwing doors. Karl Kling and Hans Klenk duly brought their 'Silver Arrow' home in first place and the 300SL was on its way to becoming part of motor sporting legend. Launched in 1954, the production 300SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2,996cc overhead-camshaft inline six, the 300SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215bhp (DIN) at 5,800rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual gearbox transmitted power to the hypoid bevel rear axle. Suspension was independent all round: by wishbones and coil springs at the front, with swing axles and coil springs at the rear. A production 300SL (W198) was tested by Road & Track magazine in 1955, accelerating from 0-60mph in 7.4 seconds on its way to a top speed of 140mph. Half expecting the long-awaited 300SL to provide an anti-climax, R&T were delighted to find the new car, 'far beyond our wildest expectations. In fact, we can state unequivocally that in our opinion the 300SL coupé is the ultimate in an all-round sportscar. It combines more desirable features in one streamlined package than we ever imagined or hoped would be possible. Performance? It accelerates from a dead start to 100mph in just over 17 seconds. Dual purpose? A production model 300SL can make a very acceptable showing in any type of sportscar competition. Yet the car is extremely tractable and easy to drive in traffic. Comfort? The fully enclosed 300SL is the most comfortable (and safe) high-speed 'cross-country' car built today.' A 300SL roadster featuring conventional doors was first exhibited at the Geneva Salon in May 1957 and, although built in greater numbers, has never matched the immortal Gullwing for desirability. Its racing parentage notwithstanding, the 300SL remains a thoroughly practical car, as civilised in city traffic as it is exhilarating on the autostrada. By the time 300SL Coupé production ceased in 1957, some 1,400 examples had found customers. Today the model is both rare and most sought after by connoisseurs of fine automobiles. This magnificent Mercedes-Benz 300SL Gullwing was delivered to the Spanish Importer IDASA in Madrid on 19th December 1955 and retailed via Autolico SA in Barcelona. At the beginning of 1956, Automóvile Fernandez SA sold the car to its first owner Mr Cottet, a resident of Barcelona, who was the owner of a chain of optician's stores in the city and surrounding areas. His father opened his first optician's store in 1902 and the company is still in existence today. The accompanying Mercedes-Benz documentation shows that '00852' was delivered finished in 'white grey' with red leather interior (described as 'special upholstery') and equipped with bumpers with guards, Becker Le Mans radio, Hirschmann antenna, headlamp flasher and two-piece luggage set. The 300SL remained in the Cottet family until the early 1970s. At around that time the car came to the attention of one José Trabal, who signalled his willingness to buy it should the Cottets ever wish to sell. Some seven months later he became its second owner. One of the car's regular outings during the early years of José's ownership was an annual visit to the Monaco Grand Prix, which José and the 300SL attended until 1982. After José's marriage in 1983, the Gull Wing was used less frequently as the Trabals spent a large part of the year in New York. In 1984 it had to be reregistered after the couple was arrested by the Spanish police for using it on out-of-date documents! Between 1983 and 1993, during which period it was kept garaged, the car covered only some 200 kilometres out of the genuine total of 117,000 recorded from new. José Trabal died suddenly in 1993 and his wife Marian decided to sell the 300SL, which passed via a Belgian dealer to the current vendor, only its third owner, in June 1994. Marian Trabal's letter recounting the 300SL's early history is on file. The vendor is a well-known Mercedes-Benz collector in the Netherlands, who together with his brother began assembling a collection of over 20 exclusive cars in the early 1990s. The brothers had always wanted a 100% original 300SL that had not been restored or molested, and in '00852' they had at last found the perfect candidate. As several of the collection's existing cars required attention, the 300SL was left untouched until three years ago when the vendor and his son set about making it roadworthy again. Having put some fresh petrol in the tank, they were astonished when the engine ran perfectly after only a few minutes fettling. Further re-commissioning was carried out, without affecting the car's originality or priceless patina, and for the last few years the 300SL has been in regular use on the road, taking a class win at the Nationaal Concours de Elegance at Loo in Apeldoorn along the way. Possibly unique among surviving 300SLs, '00852' has never been re-sprayed and retains its original interior, the latter beautifully patinated and devoid of cracks or tears. This car is also unusual in retaining its original tool kit and wheel balancer. Offered with the aforementioned documentation and Netherlands registration papers, this outstandingly original example of, arguably, the most charismatic of all post-war sports cars is presented in quite delightful condition and worthy of the closest inspection. 1955 Mercedes-Benz 300SL Flügeltürer Coupé Fahrgestell-Nr. 198.040-5500852 Motor-Nr. 198.980-5500840 Mercedes-Benz kehrt 1952 zum Renngeschehen zurück. Sie starten mit zwei ihrer neuen 300 SL (W194) Sportwagen bei der Mille Miglia. Die beiden beenden das sehr schwierige, italienische Langstreckenrennen auf einem zweiten und vierten Platz im Gesamt-Klassement. Diesem vielversprechenden Start folgt ein Sieg bei der herausfordernden Carrera Panamericana. Die ersten an Rennen teilnehmenden 300SL (Sport Leicht) sind mit einer offenen Sportwagenkarosserie versehen. Doch bereits am 24-h-Rennen im Juni nimmt ein Team mit drei "Flügeltüren-Coupés" teil. Hohe Seitenholme sind dem Gitterrohr-Rahmen geschuldet und waren bei der offenen Karosserieform kein Problem. Das Coupé erforderte jedoch eine innovative Lösung, die mit der Idee der Flügeltüren gelöst wurde. Karl Kling und Hans Klenk fuhren mit ihrem "Silberpfeil" einen Sieg heraus. Damit war bereits der Weg für den 300 SL geebnet, ein Teil des Motorsportmythos zu werden. 1954 wurde der Serien 300SL, mit dem gleichen Gitterrohrrahmen des W194 Rennwagens und einer Leichtbau-Aluminium Karosserie vorgestellt. Der aus der luxuriösen 300er Limousine bekannte Reihen 6-Zylinder Motor mit einer obenliegenden Nockenwelle und einem Hubraum von 2.996 cm³ wurde um 45° seitlich gekippt in den Motorraum des 300SL eingebaut. Dadurch konnte eine viel niedrigere und luftwiderstandsgünstigere Karosserieform verwirklicht werden. Er leistet mit einer mechanischen Bosch Einspritzpumpe 215 PS bei 5.800 U/min. Ein vollsynchronisiertes manuelles 4-Gang überträgt die Kraft an das Differential der Hinterachse. Das Fahrwerk bestand aus Einzelradaufhängung an allen vier Rädern mit Doppelquerlenkern und Schraubenfedern vorne und einer Pendelschwingachse mit Schraubenfedern hinten. Ein Serien 300SL (W198) wurde von Road & Track in ihrem Magazin im Jahr 1955 getestet. Den Spurt von 0-auf 60 mph absolvierten sie in 7,4 Sekunden und erreichten eine Höchstgeschwindigkeit von mehr als 210 km/h. Der bereits seit langem erwartete 300 SL übertrifft alle bisherigen Erwartungen. Es machte R&T sichtlich Spaß als sie den 300SL testeten und sie kamen zu folgendem Ergebnis: "Weit über unsere wildesten Erwartungen hinaus. In der Tat können wir zweifelsfrei bestätigen, dass der 300 SL unsere Erwartungen weit übertroffen hat. Er ist ein All-Round Rennsportwagen. Er kombiniert mehr wünschenswerte Eigenschaften in dieser strömungsgünstigen Karosserie als man sich selbst vorstellen kann oder zu hoffen wagt. Die Fahrleistungen? Er benötigt von 0 auf 160 km/h nur 17 Sekunden. Doppelfunktion? Der Serien 300 SL kann auf der einen Seite eine sehr ordentliche Performance im Motorsport bieten. Das Fahrzeug hat eine extrem gute Traktion und gleichzeitig kann man mit ihm im normalen Straßenverkehr sehr verhalten teilnehmen. Komfort? Der voll ausgestattete 300 SL ist das komfortabelste und sicherste Hoch-Geschwindigkeits-Allround Fahrzeug, das heutzutage gebaut wird". Als 300SL Roadster, mit konventionell zu öffnenden Türen, feierte er im Mai 1957 seine Premiere auf dem Genfer Auto Salon. Obwohl er gegenüber dem Flügeltürer in größerer Stückzahl gebaut wurde, konnte er dessen Erfolg nie erreichen. Ungeachtet seiner Rennwagen-Abstammung ist der 300SL ein sehr praktisches Fahrzeug. Er kann sich richtig zivilisiert im normalen Straßenverkehr bewegen und gleichzeitig berauschend mit hoher Geschwindigkeit über die Autobahn fahren. 1957 endete nach 1.400 Exemplaren die Produktion des 300SL Coupés. Heute ist es ein sehr begehrenswertes Automobil und bei Sammlern sehr gefragt. Dieser großartige Mercedes-Benz 300SL Flügeltürer wurde am 19. Dezember 1955 an den spanischen Importeur IDASA in Madrid ausgeliefert und dort an AUTOLICO SA in Barcelona verkauft. Anfang 1956 kauft Automóvile Fernandez SA das Fahrzeug für den Erstbesitzer Mr. Cottet, wohnhaft in Barcelona, wo er auch gleichzeitig Besitzer von Optiker-Geschäften in der Stadt und der näheren Umgebung ist. Sein Vater eröffnete sein erstes Optiker-Geschäft im Jahr 1902 und diese Firma ist noch heute tätig. Die Fahrzeug-Dokumentation beschreibt wie das Fahrzeug in der Erstauslieferung ausgestattet war. Dort ist nachzulesen das "00852" in "Weiß Grau" lackiert und mit einer roten Innenausstattung verkauft wurde. Weiterhin zählen dazu: Stoßstangen mit Stoßstangen-Hörnern, ein Becker Le Mans Radio mit Hirschmann Antenne, Lichthupen-Funktion, sowie ein zweiteiliges Kofferset. Dieser 300SL verblieb bis Anfang der 1970er Jahre bei der Familie Cottet. Zu dieser Zeit wurde José Trabal auf das Fahrzeug aufmerksam, und fragte bei der Familie Cottet nach, ob sie dieses Fahrzeug verkaufen wollten. Zuerst sagten Cottets NEIN. Doch sieben Monate später willigten sie einem Verkauf zu. Mit diesem Automobil fuhr er regelmäßig zum Grand Prix von Monaco, bis 1982. Nach seiner Hochzeit im Jahr 1983 wurde der 300 SL nur noch selten bewegt, da die Trabals einen Großteil des Jahres in New York verbrachten. Im Jahr 1984, nach der Trennung des Paares, wird er von der spanischen Polizei verhaftet, weil er mit ungültigen Papieren gereist ist. Im Zeitraum von 1983 bis 1993 stand das Fahrzeug in einer Garage. Das Fahrzeug wurde ganze 200km außerhalb der originalen und dokumentierten 117.000 km gefahren. José Trabal starb in 1993 und seine Frau Marian entschied sich zum Verkauf des 300SL. Über einen belgischen Händler kam das Fahrzeug, im Juni 1994, zum dritten und jetzigen Besitzer. Marian Trabal beschreibt die frühe Geschichte des Fahrzeugs in den Schriftstücken. Der Fahrzeug-Käufer ist ein bekannter Mercedes-Benz Sammler in den Niederlanden, wo er gemeinsam mit seinem Bruder Anfang der 1990er Jahre eine Sammlung von über 20 exklusiven Automobilen aufbaut. Die Brüder hatten immer schon einen 100 % originalen 300 SL gesucht, der nicht restauriert wurde. Mit der Nummer "00852" hatten sie dann doch noch ihren perfekten 300 SL gefunden. Einige Fahrzeuge der Sammlung benötigen besonderer Aufmerksamkeit, der 300SL wurde lange Zeit nicht mehr bewegt. Als der Käufer und sein Sohn vor drei Jahren den 300 SL fahrbereit machen wollten, füllten sie neues Benzin in den Tank und waren sehr erstaunt, dass der Motor nach nur wenigen Minuten des Reinigens perfekt lief. Die Wiederinbetriebnahme ist durchgeführt worden ohne den originalen Zustand und die unbezahlbare Patina auch nur im geringsten Maß zu beeinträchtigen. In den letzten Jahren war der 300SL regelmäßig auf der Straße unterwegs. Er gewann eine Klasse bei dem nationalen Concours de Elegance in Het Loo bei Apeldoorn. Möglicherweise ist "00852" der einzig Überlebende 300SL, der nie lackiert wurde und der sein Interieur bewahrt hat. Der Innenraum besitzt eine Patina ohne Risse. Dieses Automobil ist außergewöhnlich gut erhalten und enthält ferner das originale Werkzeug-Set wie auch die originalen Ausgleichsgewichte an den Felgen. Angeboten wird der 300SL mit allen vorher genannten Dokumenten und Niederländischen Fahrzeug-Papieren. Er ist somit einer der charismatischsten aller Sportwagen der Nachkriegszeit und ist auf jeden Fall einer näheren Betrachtung wert.

  • DEUGermany
  • 2014-07-12
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1929 Bugatti Type 43 Grand Sport 43303

1929 Bugatti Type 43 Grand Sport Chassis no. 43303 Engine no. 130 Colour: Blue Cylinders: 8; 2,262cc Gears: 4 + reverse Power: 120bhp (approximately) Produced: 1927-32 Production: 160 (including Type 43A) By the early 1930s Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track; the world’s greatest racing drivers enjoying countless successes using the Molsheim factory’s products and often choosing them for their everyday transport. His earlier efforts notwithstanding, the foundation of Bugatti’s not inconsiderable repute was his family of eight-cylinder cars, the first of which – the Type 30 – appeared in 1922. The Type 30 shared its chassis, axles and gearbox with the later four-cylinder Type 13 Brescia model and was powered by an inline eight displacing 1,991cc. Developments of this superb engine, with its single overhead camshaft and three valves per cylinder, would go on to power the Type 35 Grand Prix car, the Type 38 tourer and Type 43 sports car. Introduced in 1927, the Type 43 was, in essence, a road-going version of Bugatti’s most successful Grand Prix racing car, the Type 35. The Type 43 used the 2,262cc engine, complete with Roots supercharger, introduced on the Type 35B, which was installed in a new chassis similar to that of the Grand Prix racer. Type 35 wheels were used, together with the larger radiator and brakes also found in the Type 38. Not surprisingly, considering its Grand Prix derivation, the Type 43 proved immensely successful in sports car racing, being campaigned by the factory and a host of private owners. According to the factory records chassis number ‘43303’, fitted with engine number ‘102’ and factory-built Grand Sport coachwork, was produced in March 1929 and invoiced on 18th February 1930. However its engine was presumably found to be faulty because its number ‘102’ was later deleted, engine number ‘130’ substituted and its invoice date revised to 23rd December 1930. It was invoiced on that date for the sum of 58,566 French francs to Bugatti’s Swiss agency, Bucar SA, of Zurich with delivery scheduled for January 1931. (Engine number ‘102’ was eventually fitted to Type 43 chassis number ‘43305’ which was not delivered until September 1933, well over four years after Type 43 production had ended with chassis number ‘43160’ in April 1929). In the absence of any surviving Bucar records it cannot be determined who was the car’s first owner. Although in Zurich, Bucar also supplied cars to clients in countries other than Switzerland, notably in Eastern Europe where there were few agencies but also to Holland and Belgium. Indeed, the car may have been invoiced to Bucar of Zurich but delivered elsewhere, there being no known record of it ever having been in Switzerland. The next that is known of the car is that it came to Holland (if it was not already there) in 1934 and was first owned there by Jan Willem Rens, of Amsterdam, who had purchased it on 2nd May 1935 from the local Bugatti agent, Albatros, a firm belonging to Hendricus Van Ramshorst. In the event, Rens never paid for the car; he had a considerable amount of work done by Albatros, which likewise was not paid for. Rens retained the car for some three years while accumulating a considerable debt at the Bugatti agency. The Type 43 was then bought from Albatros on 10th March 1939 by Ir Bernard Cramer, of Wapenveld, his Hillman being taken in part exchange. It came back to Albatros after the war and, registered ‘G-274’, was raced at Zandvoort by Van Ramshorst. The car displays this same number in two photographs taken at the Albatros establishment in the 1950s, one in a listing of Dutch Bugatti agencies in the 2005 Register of Bugattis in the Netherlands and Belgium, the other in Barrie Price’s Type 57 book. Postwar the car was acquired via Albatros by Dutch Bugatti enthusiast Guillaume Prick, of Maastricht on 16th June 1951, prior to which its chassis had been shortened to make it into a pure two-seater. It is listed in Prick’s ownership in the 1954 Bugatti Book by Eaglesfield and Hampton, described as a ‘blue two-seater Torpedo’ (a term widely used by Bugatti for pointed-tail cars such as the Type 35) on a shortened chassis, but with no further details. Prick, a founder member of the Dutch Bugatti Club in 1956 and that same year a co-founder of the German Bugatti Club, was a larger-than-life figure who on his many rallies with his beloved Type 43, ‘La Bella Donna’, invariably called for the toast ‘Vive la Marque!’ at every dinner table. Registered ‘P-5198’, the car is pictured, while still owned by Prick, in the aforementioned 2005 Register of Bugattis in the Netherlands and Belgium. The car was listed as still in Prick’s ownership in Hugh Conway’s 1962 Bugatti Register, by which time it was registered ‘VK-30-14’. Its coachwork was now described as a ‘2/3-seater Grand Sport by Bugatti’, while the shortened chassis was confirmed. Indeed, the Type 43 remained in Prick’s ownership until his death aged 75 on 13th October 1983. Exactly one year later, on 13th October 1984, the car was acquired by Pim Hascher and it is currently registered ‘PX-51-RG’. Used regularly while in Hascher’s ownership, the car remains in its shortened chassis form and, remarkably, has had only two owners since 1951. • One of only 160 examples produced • Known history • Eligible for a wide variety of the most prestigious historic events Bugatti Type 43 Grand Sport Châssis no. 43303 Moteur no. 130 Couleur : Bleu Cylindrée : 8 cylindres, 2,262 litres Puissance : Environ 120 chevaux Fabrication : 1927-1932 Production : 160 exemplaires (Type 43 A compris). Au début des années 1930, Ettore Bugatti s’était fait une réputation sans équivalent dans la construction de voitures de très hautes performances, qu’il s’agisse de conduite sur route ou sur circuit ; les meilleurs pilotes du monde devaient un nombre incalculable de victoires aux voitures de la firme de Molsheim et ils choisissaient aussi cette marque pour s’en servir comme véhicule de tous les jours. Ses premières créations sont réussies mais ce sont ses voitures à moteurs huit cylindres qui déclencheront la formidable légende Bugatti ; la première, la Type 30, apparaît en 1930. Cette voiture reprend le châssis, les essieux et la boîte de vitesses de la dernière Type 13 quatre cylindres, le modèle Brescia. Elle est équipée d’un moteur huit cylindres en ligne de 1,991 litres. Les développements ultérieurs de ce superbe moteur, arbre à cames en tête, trois soupapes par cylindre, équiperont la Type 35 Grand Prix, la Type 38 Tourer et la voiture de sport Type 43. Présentée en 1927, la Type 43 est la version routière de la très glorieuse Bugatti Type 35 Grand Prix. Cette type 43 était équipée du moteur de 2,262 litres, suralimenté par un compresseur Roots, d’abord monté sur le Type 35B, monté sur un nouveau châssis semblable à celui de la voiture de Grand Prix. La Type 43 reprenait les roues de la 35 ainsi que le radiateur plus large et les freins du Type 38. Il n’est donc pas surprenant, au vu de sa filiation Grand prix, que cette Type 43 ait obtenu de nombreux succès en compétition, bénéficiant de l’engagement de l’usine et de plusieurs propriétaires privés. En se reportant aux documents de l’usine, le châssis numéro 43303, équipé du moteur numéro 102 et recevant la carrosserie d’usine Grand Sport, a été fabriqué en mars 1929 et vendu le 18 février 1930. Toutefois, le moteur est présumé défaillant, puisque le numéro 102 a été rayé des registres officiels, le moteur numéro 130 lui étant substitué avec une révision de facture datée du 23 décembre 1930. Elle a été vendue à cette date pour la somme de 58 566 francs français à l’agent Bugatti en Suisse, Bucar SA, de Zurich, avec livraison prévue en janvier 1931. (Il est possible que le moteur numéro 102 ait été monté par la suite sur le châssis de la Type 43 numéro 43305, qui a été livrée en septembre 1933, plus de quatre ans après la cessation de la production de la Type 43, la dernière étant numérotée 43160 en avril 1929). Il ne reste rien de la documentation Bucar et l’on ne peut donc savoir qui a été le premier propriétaire de cette voiture. Bien qu’étant établi à Zurich, Bucar vendait aussi des voitures à des clients habitant hors de Suisse, particulièrement en Europe de l’Est où il n’y avait pas beaucoup d’agents mais aussi en Hollande et en Belgique. En fait, la voiture vendue à Bucar a pu ensuite être livrée ailleurs, il n’en existe aucune trace en Suisse. Ce que nous savons de l’histoire de la voiture est qu’elle est arrivée en Hollande, en 1934, (pays où elle n’était pas auparavant) où son premier propriétaire est Jan Willem Rens, d’Amsterdam, qui l’a achetée le 2 mai 1935 à l’agent Bugatti local, Albatros, une société appartenant à Hendricus Van Ramhorst. En fait, Rens n’a jamais payé cette voiture. La société Albatros a effectué de nombreux travaux qui n’ont jamais été payés. Rens gardera la voiture pendant trois ans, accumulant une dette énorme chez l’agent Bugatti. Cette Type 43 a par la suite été vendue par Albatros le 10 mars 1939 à Bernard Cramer, de Wapenveld, sa propre Hillman faisant partie de l’échange. La voiture reviendra chez Albatros après la guerre. Avec le numéro de course G-274, elle sera engagée en compétition par Van Ramhorst, à Zandvoort. La voiture apparaît avec ce numéro sur deux photos prises dans les années 50 aux établissements Albatros, l’une des photos se trouve dans la liste des agents Bugatti hollandais et est reproduite dans l’édition 2005 du « Register of Bugattis in the Nederlands and Belgium », l’autre figure dans le livre de Barrie Price sur les Type 57. Après la guerre, la voiture est vendue par Albatros à un fan hollandais de Bugatti, Guillaume Prick, de Maastricht, le 16 juin 1951 ; la voiture a été au préalable modifiée, le châssis raccourci pour en faire une vraie deux places. Elle est attribuée à la collection de Prick dans l’édition 1954 du Bugatti Book de Eaglesfield et Hampton, décrite comme « une deux places Torpédo bleu (une appellation souvent utilisée chez Bugatti pour ses carrosseries à arrière pointu, comme la Type 35) sur un châssis raccourci » le tout sans autres détails. Prick, membre fondateur du Dutch Bugatti Club en 1956 et, la même année, cofondateur du German Bugatti Club, est une veritable célébrité dans les nombreux rallyes où il inscrit sa bien aimée Type 43 « La Bella Donna », toujours le premier à porter un toast en scandant le fameux « Vive la marque ! » dans tous les dîners de fin d’évènement. La voiture figure, sous le numéro « P-5198 », avec d’autres pièces de la collection de Prick, dans le registre 2005 des Bugatti des Pays Bas et de Belgique, déjà cité. Elle figure aussi comme étant la propriété de Prick dans l’édition 1962 du Bugatti Register de Hugh Conway, mais cette fois sous le numéro « VK-30-14 ». Sa carrosserie est alors référencée comme « 2/3 places Grand Sport de Bugatti », le châssis est confirmé. Cette Type 43 restera la propriété de Prick jusqu’à sa mort, à l’âge de 75 ans, le 13 octobre 1983. Exactement une année plus tard, le 13 octobre 1984, la voiture a été achetée par Pim Hascher et est enregistrée sous le numéro « PX-51-RG ». Ce dernier l’utilisera régulièrement. Le véhicule est resté en configuration châssis raccourci et, fait assez rare pour être noté, il n’a eu que deux propriétaires depuis 1951. • Seulement 160 exemplaires fabriqués • Historique connu, chacun de ses propriétaires a conservé la voiture pendant une longue période • Possibilité d’inscription dans les évènements les plus prestigieux From the William 'Pim' Hascher Collection Click Here for a recent biography.

  • FRAFrance
  • 2008-02-09
Hammer price
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1952 Bentley R-Type Continental Fastback Sports Saloon by H.J. Mulliner

178 bhp, 4,887 cc OHV inline six-cylinder engine with twin SU carburetors, four-speed manual transmission, independent front suspension with wishbones, coil springs, and an anti-roll bar; live rear axle with semi-elliptical leaf springs; and four-wheel hydraulic drum brakes. Wheelbase: 120 in. Formerly of the William “Chip” Connor and Ervin “Bud” Lyon collections Originally delivered to noted American enthusiast William A.M. Burden, Jr. The second left-hand-drive example built; factory manual transmission Factory-upgraded 4.9 engine Exceptional mellowed restoration; maintained and improved by Paul Russell & Company Extensive documentation, including original build correspondence Perhaps the finest R-Type Continental available today THE MODERN MAGIC CARPET In the early 1950s, there was no other automobile quite like it in the world, which made it attractive for connoisseur heads of state, captains of industry, as well as the burgeoning jet set. James Bond drove a version he had Mulliner re-body from a wreck in the 1961 novel Thunderball. Famously, in the words of Autocar magazine, it was “a modern magic carpet.” In the words of modern BDC members: “Best car I have ever owned.” “Hope to take it to Heaven with me!” “Would not swap it for a thousand camels, even in the middle of the desert.” It was the fastest four-seat production car in the world – and the most expensive – cementing its exclusivity with only 207 made, 43 of which were built in left-hand drive. GLORIOUS BURDEN: THE STORY OF BC14LA To understand the genesis and importance of this particular R-Type Continental, one first has to understand the man who ordered it. William A.M. Burden, Jr., was a great-great-grandson of the railroad baron Cornelius Vanderbilt, founder of a prominent Wall Street investment company, one-time American Ambassador to Belgium, and a past president of the Museum of Modern Art. To describe him as a collector would be an understatement; he was a connoisseur of fine things, and bought many of them, none so avidly as automobiles. Following his passing in 1984, the files that he left behind in his estate told the story, containing correspondence with virtually every great automaker from the 1930s through the 1960s, describing various highly detailed and bespoke commissions on the best, most powerful, and luxurious chassis from Mercedes-Benz, Duesenberg, Bentley, and others. The surviving file for chassis number BC14LA, which accompanies the car today, provides an utterly fascinating window into how a gentleman sportsman of means ordered a new R-Type Continental in 1952. On 12 May, Mr. Burden wrote George Jessop, of J.S. Inskip in Manhattan: I have decided to order the 120 mile an hour, streamlined Bentley. I am ordering it on the assumption that you will be able to deliver it in London on September 2nd, which is the opening date of the Society of British Aircraft Constructors show, for which I will be in England. If you will bring this to the attention of Lord Hives, I believe he will make a special effort to meet this delivery date, as he knows the importance of the show and why I want to have the car on that date. I shall want to use the car for extensive travel around England and on the Continent and would like to have a first rate English chauffeur available for six weeks from September 2nd. I do not plan to bring the chauffeur back to the United States with me, so you would not need to worry about losing him. However, if you do happen to have a man in mind who is a good driver, a good mechanic, sober, intelligent, and anxious to have a long-term job in this country, I would be glad to take him with the car. The letter goes on to spell out the desired specifications for the “120 mile an hour, streamlined Bentley,” including finish in medium grey with grey leather upholstery, and the fitment of a Tachimedion average speed meter, a Jaeger chronometer, and “a sensitive altimeter of the aircraft type,” with further descriptions of exactly which altimeter Mr. Burden desired! Mr. Jessop kindly responded to his good customer, noting that the factory would be happy to build him the left-hand-drive R-Type Continental of his desires. Mr. Burden, in turn, notified Lord Hives personally of his order for the car, in yet another fascinating letter. The Bentley, as completed that fall, was delivered with the Jaeger chronometer (the average speed meter proving impossible to find) and a Bulova altimeter, as well as sealed-beam headlamps, dual fog lights, a rear window defroster, a shelf under the fascia with a lock (for Mr. Burden’s camera and flashlight), and no radio (Mr. Burden intending to fit his own, upon delivery); lightweight seats were also originally mounted. Unfortunately, Mr. Burden’s trip to England was delayed, as was delivery of the Continental, which was supplied to him not in England, but to his home in Mount Kisco, New York, on 26 October. Soon thereafter, the originally specified lightweight seats, having proven uncomfortable for touring, were exchanged for the latest S1-type seats, at Mr. Burden’s specific request. Mr. Burden retained the R-Type Continental until 1959, by which time he was storing it in Paris, and decided to trade it in on the latest S1 variant. This was arranged, and J.S. Inskip collected chassis number BC14LA in France and escorted it back to the United States. There it was supplied, in May 1960, to second owner Peter van Gerbig, himself a socialite from one of New York’s wealthiest families, and a longstanding Rolls-Royce and Bentley client in good standing. Mr. Van Gerbig subsequently returned the car to the factory the following year, to receive the current upgraded 4.9-liter engine, the most potent available for the R-Type Continental; it returned to the United States in 1962. The bumpers were also changed to the Wilmot Breedon type present today. In 1963 the car passed to Burgess Standley, who retained it until 1979, when it was sold to Gilbert St. Edward, Jr. It was next sold in 1985 to Nicholas Jones of Chile, who passed it in 1991 to the renowned enthusiast William E. “Chip” Connor, who maintained it at his home in London. Finally, in 1999, the car was acquired by Erwin “Bud” Lyon, the beloved collector and friend to many, whose exceptional collection it graced until its acquisition by Orin Smith. Mr. Lyon was well known for cars that were restored to the very highest of standards, with no expense spared in making them as good as they could possibly be. This was certainly true of his Continental, for which receipts on file describe extensive cosmetic and mechanical attention by the noted firm of Paul Russell & Company in Essex, Massachusetts, with special care given to the suspension, brakes, and the wood and upholstery of the interior. The same superb care has been undertaken in Mr. Smith’s ownership, and the car, finished in Circassian Blue with dove grey hides and blue-welted carpets, is utterly stunning, deserving of its Best in Class award at the Amelia Island Concours d’Elegance in 2011. Further, it performs beautifully, having benefitted from the well-accepted S1 Continental cylinder head conversion by marque specialists Vantage Motorworks, which results in exceptional power and performance – thus bringing the car to its maximum potential regarding both beauty and speed. Marque authority Diane Brandon, inspecting the car for RM Sotheby’s, noted, “As it stands, I can only see perfection. It is gorgeous in every way, correct, perfectly restored, and flawless.” It is offered with not only the before-mentioned file of complete documentation from its Burden ownership, but also the framed original factory guarantee and Bill of Sale, a complete and authentic tool set (down to the scroll on the tire pressure valve), and the copy of the Bentley R-Type Continental Register that is numbered to match this particular automobile. It is common to see an automobile presented as being “the best of the best,” but few demonstrate that status as clearly as these utterly exceptional, without-stories R-Type Continentals. Treasured by great enthusiasts for virtually its entire life, it is, quite simply, glorious down to the last tiny detail, and stands alone among its brethren as perhaps the finest example available today. William A.M. Burden, Jr., a man for whom nothing but the best was acceptable, would undoubtedly be pleased. Chassis no. BC14LA Engine no. BCC4 Body no. 5476

  • USAUSA
  • 2017-03-11
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1958 Rolls-Royce Silver Cloud I Drophead Coupe "Honeymoon Express" by Freestone & Webb

Body Style 3243C. Est. 178 bhp, 4,887 cc F-head inline six-cylinder engine, four-speed automatic transmission, unequal-length wishbone and coil-spring front suspension, solid rear axle with semi-elliptical leaf springs, and hydraulic front and mechanical servo-assisted rear drum brakes. Wheelbase: 123 in. The most extravagant, streamlined “Jet Age” design on a Rolls-Royce chassis Aptly dubbed “The Honeymoon Express”: designed for two and a week’s luggage One of only two such examples built; the only example available for sale Known history with three private, long-term owners from new Superb, award-winning concours restoration by marque specialists Arguably one of the most famous, sought-after, and romantic of all Silver Clouds THE HONEYMOON EXPRESS: TO HAVE AND TO HOLD For over three decades, Freestone & Webb of Willesden had survived as one of England’s premiere coachbuilders, especially noted for the superb quality of their work on Rolls-Royce and Bentley chassis. By the late 1950s, the company had become part of London dealer Fritz Swain’s company, and was, like many of the few surviving post-war bodymakers, suffering in business. Swain noted that survival, if possible at all, meant trying something new and audacious, and the company’s 1957 Earls Court Motor Show car was exactly that. Built on the Rolls-Royce Silver Cloud I chassis, the show car featured modern styling the likes of which had never been seen on a conservative British luxury automobile. Long fenders began at the front of the car, where they formed “hoods” over headlamps set into teardrop-shaped nacelles, and descended in a curve to the rear fenders, where they drew into flared and subtly curvaceous tailfins. Below the door handle on each side, the bodywork swept gently inward, forming a “cove” reminiscent of (dare we say it) the American Corvette. All of this sheetmetal wrapped around an interior sized to comfortably cosset two full-sized adults, in thickly upholstered overstuffed armchairs. Aft of the concealed, power-operated soft top was a massive trunk, all the better to accommodate a week’s luggage for a happy pair. The car was the smash hit of the show, drawing more attention than virtually anything else on exhibit; reportedly Princess Margaret requested it delivered to her residence for a test drive, and the press flocked to it for photography. They dubbed it the “Honeymoon Express,” a nickname that stuck hard and fast, and that certainly rolled off the tongue better than Freestone & Webb’s “2-Seater Sports Concealed Hood Coupe.” Unfortunately, all that attention did not translate to additional sales for Freestone & Webb. Fritz Swain eventually dealt the show car to a friend, who bought it as a favor. Only two additional examples of the design were built, another Silver Cloud I, offered here, and a single Bentley S1, both with styling nearly identical to the original “Honeymoon Express.” All three cars survive, with the remaining two (the Bentley version and the other Rolls-Royce) ensconced together in the long-term ownership of one of America’s premiere collections, as a striking testament to the end of the custom coachwork era. CHASSIS NUMBER SGE270 The second of the two Silver Cloud Is built to the “Honeymoon Express” design, chassis number SGE270 was ordered by London dealers H.R. Owen for Arnold Moreton, a British businessman and high-ranking Mason, to whom it was delivered in June 1958. Actually the final Rolls-Royce built with Freestone & Webb coachwork, the car can easily be distinguished from the earlier “Honeymoon Express” by a black steering wheel, its only notable cosmetic alteration. It bore all the other trademarks of the original design, including the tachometer, power windows and radio aerial, “automatic hood,” and “cubbies” for cocktail accouterments. Registered in the United Kingdom as “AM 2375,” the coachbuilt Silver Cloud was a frequent sight on the streets of London until 1975, when Mr. Moreton sold it to Charles Altman of New York. Imported stateside by Mr. Altman, the car remained in his ownership until his passing in 1995, and was only sold by his family, to well-known Rolls-Royce dealer Michael Schudroff, in early 2012. Subsequently it was acquired by Orin Smith, who became the third registered owner from new. As-acquired by Mr. Smith, the Silver Cloud was complete and still impressive, but time had taken its toll on many of its mechanical components, and it determined best-suited for a total restoration. Mr. Smith’s favored firm for such work, respected marque specialists Vantage Motorworks of Miami, performed an exquisite rebuild of the car to original condition, as is documented in photographs on file. Virtually every component was properly rebuilt, including the original engine, while the body, still very solid and in fine condition, was stripped and refinished in Masons Black and Brewster Green, with an interior in Buckskin leather. Every effort was made and delivered to bring the “Honeymoon Express” back to the stunning grandeur of its original concept. Inspection shows that the work remains virtually flawless today, and exceptional in both its fit and finish, ready for international-class concours appearances which are all but assured. The “cubbies” in the rear compartment still house crystal carafes and glasses, and the proper sets of hand and road tools are fitted, as a show judge would expect them to be. The interior is particularly lush and delicious, with seats as comfortable as one would find in a living room, surrounded by beautiful darkly stained walnut. With the other Rolls-Royce and sole Bentley examples of this design out of circulation in a long-term private collection, this may well be the only opportunity to acquire this most stunning example of modern design – an extravagant, futuristic Rolls-Royce, designed to accompany all of life’s most beautiful occasions. Chassis no. SGE270 Engine no. SCI385 Body no. 1827

  • USAUSA
  • 2017-03-11
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Offered from the Tony Hart Collection4,700 mile Federalized example1987 PORSCHE 959 KOMFORT

Offered from the Tony Hart Collection 1987 PORSCHE 959 KOMFORT VIN. WPOZZZ95ZHS900125 Engine no. 65H00117 2,850cc DOHC Opposed 6-Cylinder Engine Twin Turbochargers with Bosch MP-Jetronic Fuel Injection 576bhp at 6,100rpm 6-Speed Manual Transaxle - All-wheel Drive 4-Wheel Independent Suspension 4-Wheel Disc Brakes *Porsche's first Supercar *One of only 284 examples built *Federalized and upgraded to 959S specification by Canepa Design *Astonishing performance and driving characteristics *Low mileage example THE PORSCHE 959 The amazing Type 959 was Porsche's first true supercar, the world's fastest and quickest road car in its day, offering advanced technology that other automakers were only beginning to thinking about. Today, it is the most collectable of modern Porsches. The 959 had it all: A powerful and technically advanced powerplant, a lightweight body and chassis, adjustable ride height, huge brakes, run-flat tires, and brilliant performance. The 959 was born of Porsche's need to continue development of its bread-and-butter 911; Chief Engineer Helmuth Bott convinced the company's new CEO, Peter Schutz, to approve a program that would include a four-wheel-drive system. Bott felt that the best place to demonstrate that technology would be the FIA's intensely-competitive Group B rally category, a series for highly-modified production cars in which there were almost no rules other than a minimum production number. Manufacturers had to produce at least 200 street-legal units, so in 1981 Porsche set to work to come up with a world-beating entry, assigned the project number Type 961. The homologation version would be named the Type 959. The Group B regulations stated that entries had to be generally based on a production model, so the new car's passenger cabin would retain the familiar size and profile of a Carrera coupe. The monocoque body shell, built on the Carrera's 89.4-inch wheelbase, was constructed of aluminum, carbon-fiber, and Aramid (Kevlar)-reinforced plastic. The floor panels were made of Nomex. To take maximum aerodynamic advantage, the body was stretched lengthwise nearly a foot and widened to a full six feet. The rather blunt nose was molded of polyurethane, and the tail section contained various air inlets and vents and a wide bi-plane spoiler. Careful attention to smoothing airflow around the body, including a full under-tray, helped the car achieve a relatively good drag coefficient of 0.31, and the use of those lightweight materials helped hold the car's weight to less than 3200 lbs. The 959's beautiful composite body shell covered a state-of-the-art chassis and drive-train. The 959 was fitted with a 2.85-liter flat six with air-cooled cylinders and water-cooled four-valve heads, an approach that had been well-proven on Porsche's Type 935-based "Moby Dick", its Indianapolis project, and WEC-winning Type 956 and 962 Group C racing coupes. With lightweight alloy pistons and titanium connecting rods, a pair of sequential KKK turbochargers, and advanced Motronic engine management, the 959 produced 450 horsepower at 6500 rpm running .9 Bar of boost, with 369 foot-pounds of torque at 5500 rpm. The transmission included five forward gears plus an ultra-low first cog, or "G" gear, for off-road crawling. The 959 could touch almost 200 mph, given enough space to run. Road-holding was equally impressive; the 959 offered Bott's full-time all-wheel drive and height-adjustable suspension. Huge power-assisted disc brakes with anti-lock could haul the 959 to a stop with alacrity from any speed without fuss or bother. The new design, unveiled as the "Gruppe B", debuted at the 1983 Frankfurt auto show. Without doubt, it was a tour de force, and would-be customers flooded Porsche with orders for the production versions. When in 1986 the FIA abruptly cancelled the Group B rally series following a rash of serious crashes and fatalities, Porsche had no choice but to continue the project so it could recover the 959's staggering development costs. Full-scale production began in 1987, and a total of 288 examples – including 29 lighter-weight "Sport" versions intended for the U.S. market - would be constructed. The initial retail price was placed at almost a quarter of a million dollars; even so, wealth was no guarantee of a place in line. 959s would be sold to a select group of long-term customers and collectors of note; most were carefully hidden away. In spite of steadily increasing the price as production continued, it is generally acknowledged that Porsche lost a huge amount of money on every 959 it built. Those losses, however, were largely offset by proving the 959's all-wheel-drive technology, which would soon appear in the production 964 series' Carrera 4. Exports to the vital U.S. hit a bureaucratic barrier, however; because Porsche was unwilling to destroy any of these cars to prove their crashworthiness, the U.S. Department of Transportation banned their import, and the few cars that had made it to American shores were immediately seized and placed in bonded storage. They remained in that state of limbo until the law was changed in 1999, allowing 959s to be "Federalized" to meet current exhaust emission and crash-resistance standards. Now that 959s are more than 25 years old, they are exempt from that old import law, and many in this country have been modified to pass those standards. THE MOTORCAR OFFERED The 125th of 225 examples built, this stunning 959 Komfort was completed December 18, 1987, and sold to well-known Japanese enthusiast Yoshiho Matsuda, joining his impressive Porsche Museum in Hakone. In the late 1990s, this example was purchased by collector and vintage racer Jamie Mazzotta of Newport Coast, California, and soon afterward joined the Tony Hart collection. Hart sent this chassis, which had recorded but 3600 miles from new, to Canepa Design in Scotts Valley, California, for a lengthy and comprehensive modernization to meet U.S. standards. The five-year project, costing some $180,000, was completed in 2004. It included replacing the original adjustable-height suspension system with "S"-spec gas struts and titanium springs (saving several hundred pounds), and bringing the engine to 959S standards with new parallel 993-type turbochargers and wastegates that provide full boost at 1500 rpm. The Motronic engine management system was also upgraded to meet stringent California emissions standards. The mechanical upgrades produced breathtaking performance; the engine now delivers 576hp at 6100 rpm, and 501 ft/lbs of torque at 4500. 0-60 time has been trimmed to a mere 3.2 seconds and the car is said to be capable of 215 mph. The original "Tri-gray" leather interior was changed to all-black leather, one of just six 959s to receive that interior treatment. The factory Denloc light-alloy wheels were black powder-coated. As part of a major service ($44,000) performed by Canepa in 2014, New Pirelli tires were installed, the rear pair upgraded to 275/40 ZR17, an inch and a half wider than standard. This amazing automobile is fitted with a $10,000 Eclipse stereo system, and is supplied with extensive original Japanese registration documents (with English translations), U.S. title and registration. The recorded mileage at the time of catalog writing was 4720.

  • USAUSA
  • 2015-08-15
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1957 Mercedes-Benz 300 SL Roadster

215 bhp (DIN), 240 hp (SAE), 2,996 cc SOHC inline six-cylinder engine, four-speed manual transmission, independent front coil-spring suspension, independent rear single-point swing axle coil-spring suspension, and four-wheel servo-assisted drum brakes. Wheelbase: 94.5 in. The 13th production example built; displays many rare early production features One of 554 examples produced in 1957 Original matching-numbers engine Exhaustive 2002 restoration, refreshed by a marque expert in 2013 Numerous exhibition awards Meticulous documentation, including heritage certificate, restoration invoices, and factory data card At the 1957 Geneva Motor Show, Mercedes-Benz introduced a new version of the celebrated 300 SL wearing open coachwork, the 300 SL Roadster. In an early suggestion of the increasing focus the manufacturer would place on luxury cars over the ensuing decades, the new roadster was above all a more refined car than its winged predecessor. There was no denying the 300 SL’s mechanical performance, which had decidedly improved in the roadster, with the updated six-cylinder engine receiving the competition camshaft used in the NSL racing Gullwings, good for a lift of 20 horsepower. Handling also benefited from a revised rear suspension with a lower axle pivot-point, minimizing the Gullwing’s tendency for oversteer. Despite the added weight of chassis reinforcement required by an open model, the roadster was every bit the performance car that the Gullwing had proven itself to be. The roadster’s overwhelmingly luxurious character, however, generally obscured its performance capabilities. With a reclining soft-top, the model was never subject to the uncomfortably hot cabin issues that beguiled the Gullwing, and the roadster’s redesigned tube frame afforded lower door sills, facilitating far easier access than the Gullwing’s challenging ingress and egress. Upholstered in leather and usually equipped with a Becker radio and climate control, the roadster was also offered with sporty Rudge knock-off wheels, fitted trunk luggage, and an ivory or black steering wheel. The new 300 SL was an improvement on the Gullwing in nearly every capacity, at least from a road-going perspective, and it has since evolved into one of Stuttgart’s most collectible models, a darling of both concours fields and vintage rallies. This outstanding example is one of only 554 examples produced in 1957, and it claims several notable superlatives, including an extremely early position in the model’s chassis number sequence, a dormant period of at least a decade that led to a more recent barn find, and attention from award-winning craftsmen that has resulted in stunning condition. As just the 13th example of a production car recorded in the Gullwing Registry (not including the prototypes), chassis number 7500089 is one of the earliest roadsters ever built. Though there is some evidence to suggest that the car is just the fifth example imported to the United States, it is relatively conclusive that the car is at the very least one of the first 10 such roadsters to enter America. As documented by a factory build sheet and a heritage certificate issued by Mercedes-Benz Classic in Stuttgart in 2004, this 300 SL was originally finished in black paint and upholstered with red leather with white piping. The car was factory-equipped with instruments in English, sealed-beam headlamps, a rear-axle ratio of 3.89:1, and a two-piece trunk luggage set. As an early roadster, this car features many carryover features from the outgoing Gullwing, as well as several early production anomalies not found on later examples. A Gullwing-style scuff plate near the accelerator pedal, thinner gauge sun visors, and several Gullwing-style nuts and fasteners are among at least 27 eccentricities that distinguish this roadster from the majority of cars that followed. A comprehensive list of nuances can be found in the car’s file. Completing assembly on 28 June 1957, the 300 SL was delivered to its American distributor on 31 July. By the early 2000s, the car had surfaced in Ohio as a long-stored barn find, with the engine disassembled in the trunk. The 300 SL wore gold paint with matching wheels, claimed only two known prior owners, and apparently had undergone some restoration efforts in 1994. The 300 SL was then discovered and purchased in November 2003 by Jay McDonald, a collector who had become enamored by the marque and had been searching for an appropriate roadster for over a year. Mr. McDonald soon commissioned a full frame-off refurbishment by Brian Anderson of Classic European Restorations in Escondido, California. The car was completely dismantled and cataloged with photos, while the body was placed on a rotisserie for media blasting and minor shaping corrections that were followed by a deep refinish in midnight blue paint. The frame was taken down to bare metal and properly powder-coated, and the suspension, brakes, and rear-end were all rebuilt as needed. The engine and transmission were removed, disassembled, and rebuilt, and many parts were sourced from HK Engineering in Germany. Cosmetically, the interior was reupholstered in proper Parchment leather for an outstanding color contrast, and HK provided a correct set of Rudge wheels (optional equipment for roadsters when new), which were painted in matching blue. All electrical systems and gauges were reconditioned, as were the Becker radio and period ivory Bakelite wheel, while a new two-piece luggage set was sourced in the matching interior color. Completed in the summer of 2005, the restoration soon exhibited to great acclaim, with best-in-class awards bestowed at the 2006 Los Angeles and Palos Verdes Concours d’Elegance, and a Best of Show at the Gullwing National Convention in San Diego. In 2008, Mr. McDonald sold the show-winning roadster to Thomas McLeod, who in turn sold the car to the consignor, a passionate collector of vintage sports cars. After conducting significant research into the Mercedes’ build history, the consignor commissioned a meticulous freshening of the restoration in early 2013 by Mark Allin of Rare Drive in Kensington, New Hampshire. A former shop manager and 14-year employee of the esteemed Paul Russell and Company, Mr. Allin is a seasoned specialist in 300 SL models, whose restorations have been awarded at Amelia Island, Cavallino, the FCA Nationals, Meadow Brook, and Pebble Beach. Mr. Allin’s attention to the roadster resulted in an exquisite level of presentation that immediately resulted in a class award at the inaugural 2013 Pinehurst Concours d’Elegance and portends continued future exhibition success. With such meticulous attention to detail and a remarkably early position in the roadster model’s chassis sequence, this breathtaking 300 SL would make an outstanding addition to any collection and an ideal candidate for the enthusiast seeking instant success on the concours field or in vintage driving events. With a 1957 build date, this roadster is also one of relatively few examples that are eligible for the Mille Miglia Storico or California Mille. Accompanied by a proper toolkit and skull pads, as well as factory documentation, chassis number 7500089 checks all of the proverbial boxes and figures to bring immeasurable satisfaction to its next caretaker. Chassis no. 198.042.7500089 Engine no. 198.980.7500117 Body no. 198.042.7500013

  • USAUSA
  • 2016-08-19
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1931 Duesenberg Model J Tourster by Derham

265 bhp, 420 cu. in. DOHC inline eight-cylinder engine, three-speed manual transmission, beam-type front and live rear axles with semi-elliptical leaf spring suspension, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 153.5 in. One of eight genuine original Derham Toursters built Original chassis, engine, and coachwork; known history since new Formerly of the D. Cameron Peck and Dr. Joseph Murphy collections The most desirable open coachwork on the Model J chassis Auburn Cord Duesenberg (ACD) Club Certified Category 1 (D-187) THE DERHAM TOURSTER The Tourster was Gordon Buehrig’s favorite Duesenberg. There is a lot to say about this handsome automobile, but the fact is that out of all of the creations that the master designer drew up for the mighty Model J, he preferred the Tourster, which speaks loudest of all. The design was for a five-passenger touring car on the long 153.5-inch wheelbase Model J chassis, which in his 1972 autobiography, Rolling Sculpture, Buehrig described it as being “severely plain in ornamentation and [having] the unusual virtue of being equally handsome with the top in the raised position or when it is lowered.” The length of the chassis exaggerated the car’s lowered proportions, created by moving the rear seat ahead of the rear axle and the foot wells within the frame rails, which increased room for passengers while also allowing the top and sides of the body to be lower than on a standard phaeton. With the Tourster, Buehrig also sought to solve a common problem of dual-cowl phaetons of the time. They were often equipped with second windshields to give weather protection to rear seat passengers, but these windshields were mounted on a hinged metal tonneau that had to be clumsily swung up out of the way each time a passenger entered or exited the automobile. The Tourster’s solution was a rear windshield that slid up and down out of the back of the front seat with the turn of a crank handle, providing a windbreak that also looked appropriately dashing—and it stayed out of the way. The exclusive builder of the Tourster design was the Derham Body Company of Rosemont, Pennsylvania, the favored coachbuilder of the Philadelphia aristocracy. Eight original examples were built in-period; perhaps because of the great beauty of their design, all eight survive, have been restored, and remain well-cared-for in some of the world’s most prominent private collections. J-451: AN ORIGINAL TOURSTER Duesenberg chassis records published over the years in Josh B. Malks’s Illustrated Duesenberg Buyer’s Guide, J.L. Elbert’s The Mightiest American Motor Car, and historian Ray Wolff’s own notes all identify chassis number 2468 and engine number J-451 as being one of the eight original Toursters. Built on 23 March 1931, with Derham body number 2323, this car was sold new to David G. Joyce of Chicago, one of two heirs to a vast lumber fortune originally created by their grandfather. Gerald Morava of Chicago acquired the car in 1935, becoming the second owner, and subsequently traded it in on a Cadillac in 1942. It was thereafter acquired from the Cadillac Motor Car Company of Chicago by D. Cameron Peck, heir to the Bowman commercial dairy fortune, for all of $325. Mr. Peck was one of the United States’ original car collectors, amassing hundreds of rare early automobiles—many acquired from original or very early owners—in warehouses in Chicago. Mr. Peck sold his Tourster in 1948 to A.C. Baker of Michigan, who passed it a decade later to Ernest R. Mills of Indiana. Mr. Mills endeavored to restore the Duesenberg, reaching out to expert Marshall Merkes, Mr. Peck, and other sources in an attempt to document its ownership history and original specifications. He spent about 15 years on the car, restoring its coachwork, sourcing small pieces of original equipment and hardware that had gone missing over the years, and rebuilding it mechanically. The body was finished in pale green with white trim, a tan interior, and a tan top, resulting in a very striking appearance. In the mid-1970s, the restored Tourster was sold to Johnnie Basset of Arkansas, a well-known collector of the period. It passed two years later into the well-known Jerry J. Moore Museum of Duesenbergs in Houston, Texas, and subsequently through the Blackhawk Collection into Dr. Joseph Murphy’s famed collection in New Hope, Pennsylvania. While part of Dr. Murphy’s collection, the car was photographed by the noted automotive writer and photographer, Dennis Adler, and appeared in his book, Duesenberg, as well as in The Search of Excellence, the book published on the Murphy Collection in 1996. The Tourster was purchased by the present owner in 2001 and has been maintained in his European collection since. It was recently test-driven by RM Sotheby’s, and ran and drove quite well, with the abundant performance and power still evident. Its finishes are still highly presentable and would draw much attention on Classic Car Club of America CARavans and in ACD Club activities. Alternatively, the car, having such a well-known and continuous history, and having been ACD Club Certified Category 1, would be the best possible basis for a full restoration for future concours competition. Every Duesenberg collection requires a Tourster, arguably the most significant, beautiful, and desirable open body style on the Model J chassis. This car marks the rare opportunity to acquire one of the eight Derham originals—an opportunity that, for the serious connoisseur, is certainly not one to be missed! Chassis no. 2468 Engine no. J-451 Body no. 2323

  • USAUSA
  • 2016-08-19
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1976 Lamborghini Countach LP 400 'Periscopio'

375 bhp, 3,929 cc DOHC 60-degree V-12 engine with six Weber twin-choke 45 DCOE carburetors, five-speed manual transmission, front and rear independent suspension coil springs with telescopic shock absorbers, and four-wheel ventilated disc brakes. Wheelbase: 95.5 in. Two Canadian owners from new, with fascinating ownership history Beautifully restored to original specifications by marque specialist Rare early Periscopio example; retains its original engine Second in Class at the 2013 Pebble Beach Concours d’Elegance THE COUNTACH PERISCOPIO The automotive world was turned completely upside down when the replacement of the Lamborghini Miura was unveiled at the Geneva Motor Show in 1971. The Countach was absolutely unlike anything on four wheels the world had ever seen before. It was a complete hit, and with it, Lamborghini proved that it was here to stay as an established manufacturer. The car garnered enough attention at Geneva to warrant full production, even though it was mostly a styling exercise and not production-ready. Lamborghini then spent the next three years revising the car for road-use before unveiling the production version at Geneva in 1974. The original Countach LP 400’s impressive bodywork remained very similar to that of the original concept, but numerous changes were made to the car’s chassis and drivetrain underneath. Lamborghini’s engineers completely redesigned the car’s tubular chassis frame to provide greater strength, and the cooling system saw a similar level of revision, as it now utilized vertically mounted radiators that funneled air through a pair of scoops and NACA ducts. One unique feature was the car’s periscope-like rearview mirror: a section of the bodywork in the roof was cut away and replaced with glass and a rear-facing scoop, to allow for some rearward visibility. While the original LP 500 concept had a 5.0-liter engine, a more reliable 4.0-liter engine with a smaller bore was fitted to production cars. Utilizing six Weber carburetors, the original Countach produced 375 horsepower at 8,000 rpm. The Countach boasted a top speed of nearly 180 mph, thanks to a curb weight of just 2,860 pounds and its incredibly slick aerodynamic silhouette. CHASSIS NUMBER 1120172 According to information sourced from Lamborghini, the Countach presented here, chassis number 1120172, is the 86th LP 400 produced. It was finished when new in the striking and desirable shade of Blu Tahiti over a Tobacco-colored interior and was fitted with air conditioning and two external rearview mirrors. The car was completed on December 22, 1975, and delivered to Carrie Eugene, the official Lamborghini dealer and importer in Canada, on January 29, 1976. The Countach’s first owner was Paul Marshall, of Toronto, Ontario. While most original Lamborghini owners are naturally very interesting people, few were more interesting than Marshall. Though a paraplegic, Marshall did not let his disability stop him from enjoying his new Countach. Marshall had hand controls installed and drove the car frequently around his native Toronto, where the spaceship-like Countach was an otherworldly sight during the waning days of disco. The car’s current custodian, also a resident of Toronto, purchased the Countach from Paul Marshall through a friend in the early 1990s. He continued to use the car regularly for the next few years. After purchasing a 1989 Countach, the current owner decided to place the Periscopio into static storage, following a full restoration. The Lamborghini was properly stored in a climate-controlled facility, with the fluids drained, and there it remained for the next 20 years. After nearly two decades of storage, the Countach was awoken from its slumber to be shown to the world at concours events. Prior to its presentation, the car was entrusted to a Lamborghini specialist in Toronto to be brought back to life. Its first concours outing was then the renowned Pebble Beach Concours d’Elegance in 2013. The owner reports that the car drove wonderfully throughout the tour, and it quickly earned the judges’ admiration. On Sunday, the Countach placed Second in a hotly contested Lamborghini class. The car returned home to Canada following the show, where it has resided to this day. More recently, the Countach was featured in an episode of Jerry Seinfeld's Comedians in Cars Getting Coffee, along with fellow comedian Jim Carrey. As the earliest and rarest iteration of the iconic Countach, it is no surprise that the LP 400 Periscopio is the most desirable iteration over the model’s 16-year production run. Its design remains almost uninterrupted from that of the original concept that created such a commotion at the 1971 Geneva Motor Show. Today, the Countach still garners as much attention as it did when new, and this particular example is surely one of the finest in existence. This spectacular Countach is in incredible condition throughout, including its original engine, and there is no doubt that it is ready for both further concours events and enjoyment on the open road. Furthermore, this occasion marks just the second time this Lamborghini has changed hands, making it a truly unique opportunity. Addendum Please note that due to California emissions this vehicle will need to be purchased by a dealer or out-of-state resident. Chassis no. 1120172 Engine no. 1120174

  • USAUSA
  • 2015-08-13
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1959 Ferrari 250 GT Cabriolet Series II Prototype by Pinin Farina

240 bhp, 2,953 cc SOHC V-12 engine with three Weber 36 DCS carburetors, four-speed synchromesh manual transmission with overdrive, independent front suspension with unequal-length upper and lower A-arms, coil springs, an anti-roll bar, and Koni hydraulic shocks, solid rear axle with semi-elliptical leaf springs, trailing arms, and Koni hydraulic shocks, and four-wheel Dunlop hydraulic disc brakes. Wheelbase: 102.36 in. The very first 250 GT Series II Cabriolet built and the only prototype Numerous unique original features not seen in any other Series II Cabriolet Fitted with an updated type 128F “outside plug” engine Offered from 20 years of single enthusiast ownership Presented in wonderful driving condition THE PROTOTYPE SERIES II CABRIOLET Presented here is the very first example of the two hundred 250 GT Series II Cabriolets built by Ferrari. Astute historians will be quick to note that this car falls well before the final Series I Cabriolet (1475 GT). As such, this car was the prototype for the model and exhibits a handful of unique features not seen on Series I or Series II Cabriolets, making it stand out amongst its siblings. The body is fitted with distinctive side louvers, similar to those seen on the 500 Superfast and later on the 250 GTE and 330 GTS, and a hood scoop. Inside, the rearview mirror was fitted to the top of the windscreen rather than on the top of the dashboard, and the swing-out ashtray can be found in the lower part of the dashboard rather than on the transmission tunnel. Perhaps the most notable mechanical upgrade was the installation of Dunlop disc brakes over the drum brakes used in Series I Cabriolets. The car was originally finished in Nero Tropicale, but soon after, it was refinished in Grigio Perla Chiaro by the factory, yet it still retained its original Rosso Vivo Connolly leather interior (VM 8300) with a Nero convertible top. TWENTY-TWO YEARS IN PORTUGAL About a month after the car was completed, 1213 GT was sold new to its first owner, Maria Amelia da Silva José DeMelo, of Lisbon, Portugal, the wife of one of the owners of Mocar, the Portuguese Alfa Romeo and Peugeot importer at that time. In 1963, 1213 GT was purchased by Carlos Marcelino Correia Sabino Pereira in Lisbon. Pereira owned the car for two years and then traded it for a new Jaguar at the dealership A.M. Almeida. The car was repainted red while in the care of A.M. Almeida. It was sold again in 1966 to Luis das Neves, the brother of Portuguese racing driver Ernesto Neves, and passed later that year to André Gonçalves Pereia, a well-known lawyer. In his ownership, Pereia repainted the car white. It is believed that during this time the car was fitted with its current engine, a 128F-type Colombo V-12 sourced from a 250 GTE, chassis number 3927. This is a later “outside-plug” engine, which replaced the earlier 128D’s siamesed cylinders with six separate ports on each bank, and it is an engine generally considered to be more desirable than its earlier counterparts. In July 1968, the car was purchased by José Luís Stock and his cousin Matheus. Stock, the brother of well-known Portuguese racing driver Fernando Stock, was just 17 years old at the time. It could be argued that a Ferrari was quite powerful for a 17-year-old driver, and in March 1970, Stock had an accident with the car at the corner of the Forte do Velho Discotheque in Estoril, damaging both the passenger-side front and driver-side rear. The car was promptly repaired, refinished in blue, and sold through Ferrari dealer Palma & Morgado. Chassis 1213 GT was eventually sold to Spain and then imported from Spain into the United States by Giuseppe Risi, of Ferrari of Houston, in November 1981. The car remained in Houston with Risi until July 1982, when it was purchased by Theodore R. Peterson, of Hinsdale, Illinois. Peterson restored the car, and it was refinished in red with a brown leather interior, the same color combination it wears today. TWO DECADES OF ENTHUSIAST OWNERSHIP In 1995, Peterson sold the car to its current custodian, a resident in Palm Beach, Florida. Over the course of the next 20 years, chassis number 1213 GT has been used as a warm-weather driver, enthusiastically exercised most Sundays as long as the sun was shining. The car’s engine was fully rebuilt in December 1997 at 28,000 kilometers; following the completion of the rebuild, it was decided that this Ferrari would not be one to sit idle in a garage and would instead be enjoyed frequently on the open road. It was a regular sight throughout Palm Beach over the next two decades; over 10,000 kilometers were put on the car during this time. Needless to say, chassis number 1213 GT has been serviced on a regular basis, as necessary, to ensure it is ready to drive and enjoy at a moment’s notice. An RM Sotheby’s specialist, who recently had the opportunity to drive the car, reported that “it drives exactly as it should and is mechanically spot on, as one would expect for a Ferrari driven on a regular basis. It is very easy and comfortable to drive. Its V-12 provides plenty of power, and the car performs admirably at speed.” Additionally, it is important to note that the car is accompanied by a healthy file of documentation. This includes copies of the car’s original build sheets; correspondence with Ferrari, Pininfarina, and Giuseppe Risi; and a 250 GTE parts manual. AN UNREPEATABLE OPPORTUNITY For the enthusiast, offered here is a vehicle ready to drive and enjoy at a moment’s notice. It could easily serve as a summertime daily driver, and it is perhaps the perfect vehicle to experience the thrills of Ferrari’s legendary Colombo V-12, combined with the added delight of open-top motoring. Its current owner, and anyone who has had the pleasure of sampling the car in recent memory, has nothing but good things to say about the car’s drivability. For the historian, 1213 GT is an irreplaceable piece of Ferrari history, marking the beginning of production of Ferrari’s very well-respected 250 GT Series II Cabriolet. With a number of unique features, it proudly stands out from amongst the cars that followed in its footsteps. As such, the opportunity to acquire chassis 1213 GT also warrants a significant opportunity to undertake a complete restoration. This would make the car worthy of awards at many of the top concours events around the world due to its significance in Ferrari history as the very first example of its kind. Whatever route its new owner should choose, rest assured that when the journey involves a unique piece of Ferrari history, it will undoubtedly be fulfilling. Chassis no. 1213GT Engine no. 3927

  • USAUSA
  • 2015-08-13
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1931 Marmon Sixteen Convertible Coupe by LeBaron

200 bhp, 490.8 cu. in. OHV V-16 engine, three-speed manual transmission, solid front axle with semi-elliptic leaf springs, live rear axle with semi-elliptic leaf springs, and four-wheel mechanical drum brakes. Wheelbase: 145 in. The largest American engine of the Classic Era; a masterpiece One of eight known Convertible Coupes Beautifully restored by Marmon Sixteen expert Harry Sherry Fitted with Ridgley-Severn improved cylinder heads Long-term ownership by known Marmon enthusiasts Documented by Dyke W. Ridgley’s Marmon Sixteen Roster MARMON’S MASTERPIECE The Marmon Sixteen was introduced in 1931, and it represented automobile pioneer Colonel Howard Marmon’s ultimate, greatest, and most impressive vision for what a luxury car should be. With beautiful coachbuilt bodies by LeBaron and a state-of-the-art overhead-valve engine that could displace over 490 cubic inches, the Marmon Sixteen was capable of 200 horsepower and a top speed over 100 mph. The Sixteen was a triumph of pattern-making and foundry technology, as its all-aluminum engine construction was matched to a chassis that was state of the art, and the model had an unmatched power-to-weight ratio. In fact, the car was reportedly capable of out-accelerating a Duesenberg Model J, yet it cost buyers only one third as much. This was something that no doubt embarrassed Marmon’s Indianapolis neighbor. Credit for the Sixteen’s styling is often given to industrial design legend Walter Dorwin Teague Sr., but it was, in fact, his son, Walter Jr., who penned the beautiful lines that ultimately entered production. Dorwin, as he was known, was a student at MIT and a gifted designer in his father’s mold. He envisioned a sleek and graceful car that was completely devoid of gratuitous ornamentation and characterized by simple shapes, with a bold beltline, low roofline, and raked windshield. Particularly noteworthy were the fenders, which had an understated skirting in the front that served to hide the working components of the suspension and chassis. Unfortunately, Cadillac’s own V-16 beat Marmon to the market by almost two years, stealing the thunder of what otherwise would have taken the automotive world by storm. Also, Howard Marmon lacked a deep-pocketed backer like General Motors to help his company survive the Great Depression. The writing was on the wall, and the end came quietly in 1933. The Sixteen was the final production Marmon automobile, but it was also the car that ensured that this great company—the winner of the first Indianapolis 500 in 1911—would be remembered for its exploits on the road as well as the track. Dyke W. Ridgley, of the Marmon Sixteen Roster, estimates that between 370 and 375 Sixteens were produced. Of the seventy-six known survivors, only eight are convertible coupes. It is no surprise, then, that this particularly desirable and sporty body style almost never comes available for sale. CHASSIS NUMBER 16 144 705 The Convertible Coupe offered here, chassis number 16 144 705, has been thoroughly documented by Mr. Ridgley’s Marmon Sixteen Roster. It has long-term history in the Denver, Colorado, area, where it is believed to have resided in the possession of several early enthusiasts from as early as 1948. Eventually, it was purchased in 1963 by William E. Carney, of Shawnee, Kansas, but by the early 1970s, it had returned again to Colorado, this time in Yuma, where it was purchased by Oliver Kofoed from a fellow enthusiast in 1972. Mr. Kofoed began a restoration of the Convertible Coupe, but he did not complete it before selling the car to Robert Atwell, of Kerrville, Texas, in the late 1980s. Mr. Atwell was one of the preeminent Southwestern enthusiasts of his era. He was particularly fond of Marmon Sixteens and had assembled the world’s best collection of the cars, one that represented virtually every body style. Most of his cars, including this Convertible Coupe, eventually passed to his son, Rich Atwell, who continued the restoration of chassis number 16 144 705 before selling it to another well-known Sixteen aficionado, Marvin Tamaroff of Southfield, Michigan, in 1998. It was fortunate that Mr. Tamaroff then chose to have the Convertible Coupe’s restoration completed by his favored restorer, Harry Sherry of Warsaw, Ontario. Mr. Sherry, although now retired, was for many years the world’s foremost Marmon Sixteen restorer, known for his expertise and exquisite level of craftsmanship and detail. He restored this car in its present sparkling maroon and silver livery, with a contrasting maroon interior and grey soft-top. Typical of Mr. Sherry’s restorations, the car is outstanding and has aged almost flawlessly, with only the slightest signs of age. Since 2007, it has been carefully maintained in its present home in the Andrews Collection, as the last and best of several Sixteens that Paul and Chris Andrews have owned and enjoyed over the years, and it is still in superb cosmetic and mechanical condition. It wears Classic Car Club of America Senior badge number 2379. It should also be noted that this Marmon has a new set of cylinder heads installed, as part of a project undertaken by Dyke Ridgley and Gary Severns. These two enthusiasts reverse-engineered the cylinder heads and arranged to produce new ones for these cars through the utilization of the latest techniques in metallurgy. Although they are 100% correct externally and feature the best American castings by Edelbrock, as well as final machining by Carroll Shelby Enterprises, these cylinder heads are fully modern internally and have extra corrosion protection and strength. They also incorporate minor changes that add even more power to the already high-performing Sixteen. This car is a splendidly restored example of perhaps the most desirable factory Marmon Sixteen style, and it has benefitted from the ownership of some of the most prominent names in Sixteen connoisseurship: Atwell, Tamaroff, and Andrews. It is the ideal choice for any enthusiast who wishes to complete his or her collection with one of the great engineering masterpieces of the Classic Era. Chassis no. 16 144 705 Engine no. 16694 Body no. 518

  • USAUSA
  • 2015-05-02
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1953 Aston Martin DB2/4 Drophead Coupe by Bertone

125 bhp, 2,580 cc DOHC inline six-cylinder engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with coil springs, and hydraulically actuated four-wheel drum brakes. Wheelbase: 99 in. The Charles A. Ward car One of two to this design; numerous bespoke features Long-term known and documented history Featured in Automobile Quarterly; three-time Pebble Beach award winner A Gentleman’s Express of singular beauty and importance A PRESENT TO THE CHIEF At one time, the Brown & Bigelow Company, of St. Paul, Minnesota, was the United States’ leading manufacturer of promotional calendars and products, distributing some 50 million calendars a year at a time when there were only about 160 million Americans, which meant that there was roughly one B&B calendar in circulation for every three people in the U.S.! The company was most famous for its pinup calendars, for which they employed a lineup of such genre-defining artists as Gil Elvgren, Earl Moran, and Rolf Armstrong, and they could be found on the walls of garages, packing sheds, workshops, and loading docks across America. Brown & Bigelow was unusual in more ways than one. Its president and general sales manager was Charles A. Ward, who had been befriended by Herbert Huse Bigelow under the most unusual of circumstances, while both were serving time in the Federal Penitentiary at Leavenworth, Kansas, with Ward there for narcotics possession and Bigelow there for income tax evasion. The two men struck up a friendship, and Bigelow hired Ward to work at his company. When Bigelow drowned during a 1933 fishing trip, his young protégé was elected to replace him as the head of the company. By the time of his death in 1959, Ward had built Brown & Bigelow from annual losses of $250,000 in 1933 to total sales of $55 million annually. He was a generous philanthropist who took pride in employing reformed convicts and giving back to his community, but he was also a flamboyant and decadent sort—the kind of man who would be seen behind the wheel of a bespoke, Italian-bodied Aston Martin covered in his initials. Brown & Bigelow’s 60 regional sales managers realized this, and for Christmas 1953, they got together, pooled their funds, and ordered, through Chicago importer and Bertone board member S.H. Arnolt, one of the two Bertone-bodied DB2/4 Drophead Coupes produced. These cars were brilliantly designed by Giovanni Michelotti to feature a combination of unmistakable Aston Martin design cues, including the distinctive radiator grille and curved windshield, both of which had been lightly “tweaked” to smooth their edges. Delicate Italianate features found on the car include thin and shapely bumpers, a gently curved roof line, and a subtle hood scoop. Little else about Ward’s car was subtle, as the sales managers specified a monogramed CAW hood button; a fine-quality two-piece fitted luggage set (also monogrammed), complete with china and picnic accessories; a custom picnic hamper that fit next to the single rear seat and bore a lode of barware; and a set of chrome-plated tools in a varnished wooden box. The car arrived in St. Paul bearing a large commemorative brass plaque under the hood, which had been engraved with the names of all 60 sales managers—lest Mr. Ward forget their names when it came time to assign bonuses?—as well as another plaque on the dashboard, which stated, “This motor car was especially designed and created for Charles A. Ward by S.H. Arnolt, Chicago and Carrozzeria Bertone, Torino, Italy.” The gift attracted attention even in Europe, where a brief article, “A Present to the Chief,” appeared in the November 25, 1953, issue of The Motor. In the halls of Brown & Bigelow, during those days of three-martini lunches, it was a merry Christmas. AFTER MR. WARD Mr. Ward kept and occasionally drove his flamboyant Bertone DB2/4 until his passing in 1959, at the age of 73. Reportedly, he had offered it for sale shortly before, at a price tag of $5,500, but found no takers. The car was sold by his estate back to its original dealer, S.H. Arnolt, who sold it to another prominent St. Paul businessman, William Peters Sr. of Peters Meat Products. Reportedly, Mr. Peters paid $2,000 for the DB2/4, which had a blown engine at the time. That was no problem, as the new owner dropped a Shelby Cobra engine under the hood and proceeded to drive it from St. Paul to Tampa, Florida, for his retirement. He had Mark Doins service the original DB2/4 engine in the meantime, completely rebuilding it and installing new sleeves. In 1975, Mr. Peters sold the Aston Martin to Virgil Campbell, of Omaha, Nebraska, who paid the meat magnate $250 to bring the car up to Omaha, and if he liked the car, he would pay for Peters’ return flight. Needless to say, Mr. Campbell liked the car, and Mr. Peters flew home for free, minus his DB2/4, which had 29,460 recorded miles at the time. The new owner then set about restoring the car and refinishing it in all-over red, including the paint, carpeting, and seats, which were upholstered in red Bridge of Weir leather cut from original patterns. The original top fabric had been a matte material, which was replaced with Haartz cloth that had been cut to the correct pattern. Most importantly, the original engine, having been rebuilt by Mr. Doins, was now reinstalled. On June 30, 1983, the car was sold by Mr. Campbell to Tom and Ellin Dunsworth. Mr. Dunsworth continued to work on the unique DB2/4, extensively investigating correct materials and color combinations, and he eventually completed the restoration, restoring the car back to its original condition, all the way down to its original and correct trim and tools. The completed car attracted a great deal of attention, even appearing prominently in Stanley Nowak’s article, “Aston Martin Bertone,” in Automobile Quarterly, Vol. 26, No. 4. The Dunsworths were justifiably proud of their Bertone-bodied Aston Martin, which was awarded Third in Class when shown at the Pebble Beach Concours d’Elegance in 1987. Eventually, the DB2/4 passed into the ownership of James Vandergrift, who returned it to Pebble Beach in 1997 and also finished Third in Class. It was then sold to renowned American collector Gene Ponder. The car was offered and sold, in its present, eye-popping red livery, to enthusiast Michael Schudroff, who again displayed it at Pebble Beach, this time as part of the featured Aston Martin class in 2007, and it finished Second in Class. Later, it was acquired from Schudroff by his friends Paul and Chris Andrews, who had been the underbidders on the car at the Ponder Collection sale and had never forgotten it. Astonishingly, for a car that’s restoration is now two decades old, the Ward Aston Martin is still beautifully preserved, with nary a flaw in its beautiful crimson paint or its tight leather interior. All of the original accoutrements, including the picnic hamper, the tool set, and all the special monogrammed and engraved bits, are still intact and exactly where one would expect them. Most importantly, as a favorite in the Andrews Collection, the car has been lovingly maintained and occasionally exercised, and today, it runs and drives well. It is also accompanied by a thick file of documentation, history, and correspondence that had been compiled by Mr. Dunsworth and has passed with the car ever since. What was true in 1953 is still true today. Charles A. Ward’s sublime Bertone-bodied DB2/4 is the perfect gift, or acquisition, for the chief who has everything. Chassis no. LML/504 Engine no. VB6E/50/1230

  • USAUSA
  • 2015-05-02
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1964 Shelby 289 Competition Cobra

Race-prepped, FIA-legal, 289 cu. in. Ford V-8 racing engine, four Weber twin-choke carburetors, four-speed manual transmission, four-wheel independent suspension with A-arms, transverse leaf springs and tubular shock absorbers, and four-wheel hydraulic disc brakes. Wheelbase: 90" • Early 289 Cobra upgraded for racing by Shelby American in 1964 • Extensive privateer racing history and highly documented provenance • Driven by Chuck Parsons for J. Randy Hilton in 1964 and by Monte Shelton in 1965 • Completely restored from 1988–1991; presented in 1964 racing livery and specs • Eligible for today’s most prestigious and desirable vintage-racing events The history of Anglo-American hybrid sports cars dates back to the launch of Ford’s original “flathead” V-8 of 1932, which provided an infusion of relatively inexpensive and readily upgraded power to the elegant British sportsters of the era. Famous marques with this configuration being built between the wars included Jensen, Brough Superior, Railton, Batten, and others. Following World War II, Sydney Allard advanced the concept even further, and his various models proved devastatingly effective wherever they raced. But Carroll Shelby’s 1962 Cobra roadster marks the pinnacle of the concept. Simply put, his extensive racing experience taught him what worked and what didn’t. It was also the result of near-perfect timing. Shelby, at 37, was winding down a very successful racing career, which had peaked in 1959, when he won the 24 Hours of Le Mans race for Aston Martin. Shelby became the Goodyear Racing tire distributor for the western USA in 1961 and started his own racing school at Riverside Raceway in California. All he needed now was a car bearing his name. Shelby considered putting a V-8 engine into the Austin-Healey 3000, but Donald Healey was doing fine with his BMC factory deal and was not interested. Shelby’s Scaglietti Corvette project of 1959 begat three cars, but Chevrolet was loathe to support a Corvette challenger and Scaglietti was not willing to anger its main client, Ferrari. However, AC Cars, of Thames Ditton in Surrey, was more amenable. The company’s John Tojeiro-designed Ace roadster had been a force to reckon with in British sports car racing for six years, but the hottest motor, a prewar BMW two-liter, six-cylinder, was ceasing production. Bristol Cars had been making the engine under license, but their “Gentleman’s Express” coupes had been getting bigger and bigger, and the engine had been stretched to its limit. Bristol decided to do away with the old six and use a 331-cubic inch Chrysler V-8, which meant that AC needed a new motor. The Hurlock brothers, who owned AC, had been working with tuner Ken Rudd, who was generating as much as 170 horsepower from the 2.6-liter English Ford Zephyr OHV six-cylinder. But the higher horsepower showed up the weakness of the engine’s bottom end, leading to “light bulb” motors, which burned brightly but not for long. Shelby considered using a small-block Chevrolet V-8, but GM was very protective of its Corvette franchise and didn’t want to subsidize any competition. Instead, Ray Brock told Shelby about a new, lightweight Ford V-8 engine. Displacing 221-cubic inches, its thin-wall construction meant it weighed little more than the outgoing Bristol, and when Ford engineer Dave Evans offered Shelby a couple of 260-cubic inch high-performance variants, designed for the Falcon Sprint, the die was cast—literally. Shelby flew to England on February 1, 1962 to test drive his new Cobra. As the new cars were completed in Shelby’s California factory, many headed straight to the race track. The first 75 cars were powered by the 260-cubic inch motor, which was quickly enlarged to 289-cubic inches. In racing tune, it delivered up to 385 hp in a car weighing just 2,000 pounds—some 500 less than the Corvettes. The Cobras gave GM fits, starting with Dave MacDonald’s first victory at Riverside a year later on February 2, 1963. There, MacDonald smoked a field of Corvettes, Jaguars, Porsches, and Maseratis, and soon thereafter, every red-blooded sports car aficionado in the USA wanted to possess a Shelby Cobra. Among those buyers was J. Randy Hilton, of Carmel, California, who was an active privateer racing-team owner in America’s top-level SCCA racing classes during the 1960s. According to the Shelby American World Registry, the Cobra offered here, CSX2290, was originally built as a “street” 289 Cobra and equipped with the Class “A” option package, including white sidewall tires, a luggage rack, five chrome wheels, and antifreeze. It was billed to Shelby American on January 24, 1963, and on February 5, it was shipped to Los Angeles, California on the SS Diemerdyk. While Mr. Hilton purchased the Cobra via Monterey, California’s Leslie Motors, he elected to pick it up directly from the Shelby American facilities at Riverside instead. Soon after buying CSX2290, Mr. Hilton returned the Cobra to Shelby American for conversion into an all-out SCCA A-Production racing car. Once completed, the Cobra was re-invoiced to Mr. Hilton on June 4, 1964 for an additional $5,478.47 over the original cost of the car. Included in this conversion was a 289 Cobra racing engine, numbered D 103, a complete 4.09:1 differential assembly, 6.5-inch front and 8.5-inch rear FIA-type Halibrand six-spoke wheels, two front and two rear sway bars, a small racing windscreen, and four sets of front and rear brake pads. Finished in red with white racing stripes, the Cobra was further modified with rounded front and rear fender flares, brake-cooling scoops, a hood scoop, a roll bar, and side-exit exhaust pipes. Listed in the latest Shelby American Registry as a “full specification competition model,” CSX2290 is one of only 12 factory-prepared Cobras that were shipped to independent racers outside of the factory team. As modified, CSX2290 was driven in SCCA A-Production races during the 1964 season by fast-rising sports-car ace Charlie “Chuck” Parsons, whose prolific 14-year racing career included 19 outright wins, 8 class victories and 31 second- and third-place podium finishes over 160 starts. His success in the 1964 season earned him an invite to the ARRC Run-Offs. Results from his 1964 season with the Cobra follow: June 1964 2nd, Willow Springs, CA – SCCA Regional July 1964 DNF, Greenwood, IA – USRRC July 1964 1st, Cotati, CA – SCCA Regional Aug 1964 3rd, Kent, WA – SCCA Divisional Sept 1964 8th OA and 4th GT III, Bridgehampton, NY – FIA “Double 500” Nov 1964 DNF, Riverside, CA – ARRC Run-Offs In March 1965, CSX2290 was sold to Monte Shelton, who experienced multiple competitive events, including a stellar A-Production Class victory and First Overall at the Portland, Oregon SCCA Nationals in August 1965. In September and November, a third-place podium and a first in A-Production were earned, respectively, at the Vaca Valley SCCA national events. After the 1965 racing season, the Cobra was advertised for sale and subsequently purchased by David Phelan, who raced the car through 1966 and also earned an invite to the ARRC Run-Offs. California’s Dan Harper acquired the car after it had been repainted Guardsman Blue, and three more owners followed until February 1988, when the next owner, Chicago’s Tom Snelback, bought CSX 2290 and commissioned a restoration by Baurle’s Autosport, which was completed in 1991. During the process, CSX2290 was returned to its circa 1964 livery and specifications, as it was raced by Chuck Parsons for Randy Hilton. In August 1997, the Cobra was displayed at the Shelby Reunion during the Monterey Historics, and it was featured in print in the December 1997 edition of Motor Trend. In 2001, CSX2290 joined the collection of A. Ross Meyers, of Worcester, Pennsylvania, who competed with it in the 2003 Monterey Historics and showed it in 2005 at New York’s Saratoga Automobile Museum, where it formed part of the “Ford Connection” display. It was also depicted in The Shelby American (Number 74, page 57). Two subsequent owners were followed by the current owner, who has used CSX2290 to good effect in many historic racing events. A well-known 289 Cobra with excellent history, including much early racing success, CSX2290 is also pictured on page 90 in the book Shelby Cobra by Dave Friedman, the noted photojournalist who was also Shelby American’s official photographer in period. Fittingly, it is powered by an FIA-legal racing engine with period-correct induction via four twin-choke Weber carburetors and is eligible for entry into the finest vintage-racing events today, including HMSA events, the Le Mans Classic, the Goodwood Revival Meeting, and many more. Strikingly and authentically presented and blessed with its unblemished provenance, it continues to exemplify Carroll Shelby’s landmark original Cobra series. As such, it will continue to provide racing excitement and, of course, “blue-chip collectible” status for its next caretaker. Chassis no. CSX2290

  • USAUSA
  • 2012-08-17
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1959 Ferrari 250 GT LWB California Spyder

250hp 2,953cc single overhead camshaft V12 engine, four-speed manual transmission, independent front and semi-elliptical rear suspension and four-wheel disc brakes. Wheelbase: 2600mm (102.3") The American market has always been vastly important to Ferrari. From the earliest days, largely through the efforts of Luigi Chinetti and importers like John von Neumann on the West Coast, Ferrari’s reputation for fast, elegant and desirable automobiles has been, at least, as strong in the U.S. as in Europe. Chinetti, demonstrating the cars’ performance with his North American Racing Team and the equips of Von Neumann, Parravano and others, exploited the fertile American market for Ferrari’s racing cars. The factoryaffiliated teams’ success generated sales both of new racing cars and recycled team cars. Ferrari developedspecific models, such as the two liter Monzas and Mondials, for the North American market and the racing classes that attracted wealthy amateur – and some professional – drivers who could afford to buy and race the very best. The success of Ferrari in America supported the factory’s Grand Prix and sports racing car teams for years, just as it does today. Ferrari’s burgeoning reputation and racing success also encouraged the market for its road cars with, again, specific models like the 375 America and Superamerica series being developed to satisfy American buyers’ desires for large engines and luxurious, longlegged gran turismos. The American dealers identified market niches and Ferrari built cars to fill them, small series of brilliantly integrated design and performance emphasizing the synergy among Ferrari and a few gifted designers and coachbuilders, notably Pinin Farina and Scaglietti. At the same time Ferrari developed, built, raced and successfully sold a middle group of automobiles, dual-purpose gran turismos that traded luxury and creature comforts for light weight and high performance. Ranging from thinly disguised race cars like the 250MM and 340 Mexico, to sparsely equipped road cars, Ferrari’s GT racers performed admirably in the long distance open road races of the fifties. The first of these dual-purpose Ferraris to achieve some semblance of series production was the second series of 250 GT Europa with three liter Colombo engine. Bodied by Pinin Farina, some 36 were built and they demonstrated their effectiveness in competition. But GT competition was becoming more intense so in 1956 Ferrari introduced two new versions of the 250 GT: the Boano/Ellena-bodied coupe road cars and the lightweight racing berlinettas built in limited numbers by Scaglietti to a Pinin Farina design. The latter earned its stripes in the Tour de France and has become synonymous with that great event which covered routes around France with competitive events at tracks and hillclimbs to determine the ultimate winner. Built on the same 2600mm wheelbase chassis as the Boano/Ellena, the 250 GT Tour de France dominated gran turismo competition and its combination of exceptional performance and good looks has made it one of the most desirable Ferraris. At the same time Ferrari and Pinin Farina cooperated to create the first series of 250 GT cabriolets, the counterparts of the Boano/Ellena coupes. These luxurious and individually custombuilt cabriolets were created for gentleman drivers who wanted open air Ferraris to cruise the boulevards of sunny resorts with style and flair. The American market, however, wanted something more than a fast, sparsely equipped berlinetta or comfortably appointed cabriolet. Americans wanted a fast, sparsely equipped convertible Ferrari sports car, the convertible counterpart of the Tour de France berlinettas. Whether it was Luigi Chinetti or John von Neumann who first pointed this out to Ferrari is immaterial, the important point is that Ferrari responded with the California Spyder. Pinin Farina based the California Spyder on the design of the Tour de France. Scaglietti rendered Farina’s design in metal and whether it is the raked windshield, or clean roofless line Scaglietti’s interpretation the California Spyder is without doubt one of the most beautiful Ferraris ever built, beauty that is matched by its performance. California Spyder production began in 1958, and some 11 examples had been built by the time it was announced as a separate model in December 1958. One California Spyder was entered by NART at Sebring early in 1959 driven by Richie Gintherand Howard Hively. It finished 9th overall (behind four Testa Rossas and four Porsche RSKs) and won the GT class. Le Mans in 1959 conclusively demonstrated the performance of the California Spyder, the NART entered, alloy bodied car driven by Bob Grossman and Fernand Tavano finishing 5th overall. Chinetti even found a way to make an impression upon American drag racers with a sub-14 second steel bodied California Spyder. The car offered here, 1217 GT, is one of just 51 long wheelbase California Spyders and was delivered in 1959 to Swiss racing great, Jo Siffert. Being an accomplished driver, Mr. Siffert immediately had the drum brake set-up replaced by a more powerful disc brake system that could better accommodate his driving style. Further to Mr. Siffert’s intentions of driving spiritedly, 1217 GT is fitted with a rare passenger hand brace. The car later traded through Rob de la Rive Box to Mr. Richard Merritt. Mr. Merritt, a passionate Ferrari enthusiast, discovered that 1217 GT no longer retained its original engine. The car was fitted with 2057, a similar engine from a 250 GTE. The next owner, a Mr. George Heiser of Seattle, Washington went on an exhaustive search to locate 1217 GT’s original engine. It was found under the hood of a 1958 Boano, No. 0815, and Mr. Heiser purchased the car so he could reunite his California Spyder with its original engine. Mr. Heiser enjoyed the car through 1987 at which time it was sold to a collector in Europe. In 1993, 1217 GT returned to the U.S. and was owned by another noted collector, Mr. John Mozart. Mr. Mozart sold the car in 1994 to another California owner who commissioned an extensive mechanical restoration at the well-respected shop of Mr. Phil Reilly & Co. The black finish and dark red leather interior are very presentable, however do show some age and wear. In 2004, 1217 GT was sold to a well-known Japanese collector who had the car fully serviced. The vendor reports it is ready for road use and enjoyable to drive. 1217 GT is one of just 106 California Spydersbuilt. This is a rare opportunity to add a wonderful open, 12-cylinder Ferrari to your collection.

  • USAUSA
  • 2005-08-19
Hammer price
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2003 Ferrari Enzo

660 bhp, 5,998 cc V-12 engine with double overhead camshafts and four valves per cylinder, Bosch Motronic engine management and electronic fuel-injection, six-speed computer-controlled sequential gearbox, limited-slip differential and traction control, front and rear pushrod-actuated double wishbones with horizontal coil-spring damper units, and four-wheel, ventilated, carbon-ceramic disc brakes and ABS. Wheelbase: 104.3 in. • One of only 400 examples built • Reportedly one of six silver cars and the only one that exists in the United States • Just over 9,000 miles from new The Ferrari Enzo created nothing short of a media frenzy when it was first introduced at the 2002 Paris Auto Show. The design was powerful, if not polarizing, to many; it was a classic example of form following function. The outrageous silhouette was a byproduct of packaging and aerodynamic requirements. Quite literally, everything in the design would draw upon Ferrari’s Formula One experience. The magnificent automobile marked a new direction in styling for Ferrari. From the outset, Luca Cordero di Montemezolo pushed his designers and engineers to go just a little further, knowing that they could always back off a bit if necessary. Pininfarina’s design chief, Lorenzo Ramaciotti, chose to have an internal design competition stressing both aerodynamics and a shape even more aggressive than that of the preceding F50. Beginning with approximately two dozen proposals, the number was cut down to just two. Both were presented to Ferrari management in the summer of 1998. The partners, however, agreed to push the envelope further still; what resulted would become the Enzo’s signature front clip. Ferrari also asked for the rear wing to be removed, resulting in hundreds of hours spent in the wind tunnel tuning both the top and the bottom of the car in an effort to provide maximum down force with minimal drag. Twin venturi channels beneath the chassis would accelerate airflow for enhanced down force, while fins within the channels inhibit wasteful crossflow. The wind tunnel ruled and the radical shape was ultimately determined by the car’s high-performance potential. Whereas the F40 and F50 wore bodies that resembled Ferrari’s previous street models, the Enzo looked more like a machine whose sole purpose was to run the quickest lap times at the race track. Unlike many of its contemporaries who have their wheels pushed out to the corners of the body, the Enzo’s wheels are tucked back close to the cockpit. The hood flares out from the pronounced, raised nose flanked by twin air outlets, behind which rest radiators situated just ahead of each front wheel. The front fenders terminate several inches outboard of the doors, leaving additional air outlets to enable hot air to exit from the front. This ensures that undisturbed air can be directed to help clean up the turbulent flow aft of the greenhouse, and also to make the small, low-mounted rear wing work effectively. Along with these design features, inlets on the top and bottom of the rear fenders and another pair of inlets just in front of the rear wing all manage airflow, aid in engine cooling, and promote vehicle stability at speed. Between 37 mph and 159 mph, the rear wing will extend fully and the foot-wide flaps hidden underneath the two split radiators up front stow flush with the car’s underside. As speed increases, the wing will retract gradually as the front flaps are deployed, ensuring as little change as possible to the ride height and handling stability. The rear of the car is wide with bulges atop the fenders that start with large openings for the engine and terminate in four individual round taillights. A wide rear grille aids in engine cooling, with four tailpipes flanking the underbody diffusers that are so crucial to the down force necessary for high-speed stability. Like Ferraris that have come before, the engine is a styling element clearly visible through the rear window. The engine is a masterpiece of design and engineering wizardry. It marks the start of a new generation of Ferrari V-12s bringing much of the company’s F1 design technology to a road car. The 65 degree V-12, displacing 5,998 cubic centimeters, would be the largest to date for Ferrari since the 712 Can Am racer, as it produces 660 horsepower at 7,800 rpm and 484 foot pounds of torque. The engine features twin overhead cams, four valves per cylinder, and a variable length induction system first used in Ferrari’s 1995 F1 engine. It is the first Ferrari powerplant to boast continuously variable exhaust-valve timing. The telescoping intake manifold that helps to boost torque is another device right out of the F1engineer’s playbook. The engine is constructed of aluminum alloy, while the cylinder walls are lined with Nikasil, and the connecting rods are made of titanium. Valve covers and the airbox are topped with carbon fiber for light weight. Providing proper lubrication is an F1-style wraparound dry sump system. Its engine weighs just 496 pounds. In yet another nod to the car’s Formula One heritage, the Enzo would eschew Ferrari’s traditional chromed-gated, ball top shifters. The Enzo’s six-speed gearbox is electronically controlled via two carbon fiber paddles on either side of the steering wheel—just like an F1 car. The double disc clutch is blindingly fast, with gear changes taking place at 150 milliseconds, which is faster than any human can maneuver a regular transmission. The driver can select from Sport or Race modes. Reverse is engaged by pushing a steering wheel button. Inspired by the 512M Le Mans racer, the doors operate scissor-style. Aside from leather-clad Sparco racing seats, door inserts, and door handles, the cabin is all business, with an expanse of bare carbon fiber. The steering wheel is awash in buttons enabling the Enzo’s driver to perform numerous tasks without moving his or her hand from the steering wheel. Even the turn signals are buttons on the two horizontal spokes. At the top of the wheel are seven LED lights with red and yellow indicators warning you when you need to take a closer look at the instruments. Despite having a 10,000 rpm tach, the five center lights atop the steering wheel ensure that progress from 6,000–8,000 rpm is carefully monitored. The instrument panel houses the aforementioned tach, which is flanked by an LCD display on the left and a 250 mph speedometer on the right. The instrument panel, doors, steering wheel, and center console are all carbon fiber. There is no radio, but there is climate control; an Enzo is all about the business of driving. Ferrari would claim the world’s first integrated electronic control system encompassing the engine, gearbox, suspension, traction control, aerodynamics, brake force distribution, and anti-lock braking, with constant communication among all operating systems in order to deliver optimum performance. Another bona-fide first would be the Enzo’s carbon fiber vented Brembo four-wheel disc brakes with anti-lock circuitry. Electronic traction control optimizes performance by allowing just the right amount of wheel spin to achieve maximum acceleration. Power is put to the pavement by massive Bridgestone Potenza RE050 Scuderia 245/35RxZR 19-inch tires, while the fronts are 345/35xZR 19-inchers. Suspension is courtesy of a four-wheel, fully independent setup with wishbones, coil springs, anti-roll bars, and cockpit-controlled telescopic dampers both in the front and rear. Continuing the car’s F1 heritage, the entire body shell and cockpit monocoque is made of carbon fiber and aluminum honeycomb sandwich panels. Ferrari used computer-aided engineering to optimize weight by eliminating unnecessary bulk in the composite structure. In total, the car weighs just 3,009 pounds. In contemporary road tests, Road & Track editors noted that the Enzo recorded the best acceleration figures ever for a production road car: 0–60 mph in 3.3 seconds, with ¼-mile in 11.1 seconds at 133.0 mph. Testers also commented on the confident and firm braking, recording fade-free stops from 60 and 80 mph of 109 and 188 feet, respectively. Of note, the 188 foot stop was another record shared with the 360 Modena. Yet another best was the 73.0 mph run through the slalom and a skid pad reading of 1.01 grams of lateral acceleration! Other road tests would indicate a top speed of 218 mph. Perhaps most impressive of all is how easy this Ferrari is to drive in all situations. Ferrari had broken the myth that supercars could not offer exceptional performance and still be civilized at the same time. Naturally, the vast majority of the 400 Enzos produced were delivered in either classic Rosso Corsa or Fly Yellow. A smaller number, however, were delivered in other choice selections from the Ferrari palette, and these cars stand out even among other Enzos—not a terribly easy thing to do. The Enzo offered here is believed one of six finished in silver, with this particular shade being Argento Nürburgring, and it is reportedly the only one in the United States. The color contrasts nicely with the black and red interior, with its seemingly alight yellow instrument dials glowing welcomingly from the dashboard. The car was delivered new through Ferrari of Orange County, in Prancing Horse-friendly Southern California, to Jay Wilton, a onetime partner in the dealership. It was later acquired from Wilton by the present, second owner, a well-known West Coast-based aficionado of Italian sports cars, who has cared for it ever since. Driven just over 9,000 miles since new, it has, of course, been properly well looked after, with servicing as required and a recent full service before its sale here. It is supplied with the complete original tool kit and books, as the original owner would have received in 2003. A decade ago, one had to be a favored customer at Maranello to acquire the ultimate Ferrari. Today, the Enzo remains the ultimate, but all one needs is a bidder’s pass and plane fare to Arizona. Chassis no. ZFFCW56A030133923

  • USAUSA
  • 2013-01-18
Hammer price
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1931 Duesenberg Model J Tourster by Derham

265 bhp, 420 cu. in. DOHC inline eight-cylinder engine, three-speed manual transmission, beam type front and live rear axles with semi-elliptic leaf springs, and vacuum-assisted four-wheel hydraulic drum brakes. Wheelbase: 153.5 in. • A genuine, original, real Derham Tourster • “The needle in the haystack” that was found in Italy during World War II • Offered from the collection of John Pascucci The Tourster was Gordon Buehrig’s favorite Duesenberg. There is a lot to say about this handsome automobile, but the fact is that out of all of the creations that the master designer drew up for the mighty Model J, he preferred the Tourster, which speaks loudest of all. The design was for a five-passenger touring car on the long 153-1/2-inch wheelbase Model J chassis, which in his 1972 autobiography, Rolling Sculpture, Buehrig described it as being “severely plain in ornamentation and [having] the unusual virtue of being equally handsome with the top in the raised position or when it is lowered.” The length of the chassis exaggerated the car’s lowered proportions, created by moving the rear seat ahead of the rear axle and the foot wells within the frame rails, which increased room for passengers while also allowing the top and sides of the body to be lower than on a standard phaeton. With the Tourster, Buehrig also sought to solve a common problem of dual cowl phaetons of the time. They were often equipped with second windshields to give weather protection to rear seat passengers, but these windshields were mounted on hinged metal tonneaus that had to be clumsily swung up out of the way each time a passenger entered or exited the automobile. The Tourster’s solution was a rear windshield that slid up and down out of the back of the front seat with the turn of a crank handle, providing a windbreak that also looked appropriately dashing—and it stayed out of the way. Toursters were built exclusively by the Derham Body Company in Rosemont, Pennsylvania, which had catered to the carriages, motorized and otherwise, of Philadelphia high society since the 1880s. Butler Hallanan was part of that high society, and so, naturally, a Derham Tourster was in his hands. In the end, he was one of eight people to order a Tourster in the 1930s. His car was 2440/J-423. Reports that Hallanan’s Tourster, equipped with a unique metal trunk, was the New York show car have never been confirmed. Regardless, it saw regular use during the 1930s, and it is believed that Hallanan took it to Europe for grand tours at least once. The fun ended in 1939, when World War II reared its ugly head, and Hallanan apparently beat a hasty retreat from Italy to the United States, his Duesenberg, which had once more accompanied him on the journey, was left behind. Fortunately, someone apparently took pity on the Tourster, sheltering it from unfriendly eyes under a haystack in the Italian countryside, where it spent the remainder of the war in darkness. Towards the end of the conflict, an American military officer uncovered the car in the haystack, from which it was soon freed. In 1946, it was sold to Dore Leto di Priolo, an enthusiast in Milan who recognized and appreciated the car’s importance. It was somewhat casually restored and remained in di Priolo’s care for the next two decades. During this time, back in the United States, Anthony D. “Tony” Pascucci, a successful businessman from Connecticut, was making a name for himself as a collector of antique automobiles. Nowadays, this position would not be thought so unusual, but this was the late-1950s, and cars from the Classic Era and prior were beginning to gain notice. Pascucci’s foresight and thrill for the hunt enabled him to unearth, acquire, and sell truly fabulous examples of American and European automotive art, many of which are today the highlights of prominent collections. Naturally, Pascucci, the connoisseur, appreciated Duesenbergs and owned several. In particular, he sought the phaetons, which even in this era were the Duesenbergs to own. With his sights set on the most desirable body styles available, the hunt was on. The stable began with a LeBaron ‘Barrelside’ Phaeton, 2270/J-243, which Pascucci acquired, sold, and immediately missed. It was soon replaced with 2529/J-339, which was restored identically to its predecessor and, a lesson having been learned, never parted with. It was soon joined by a LeBaron ‘Sweep Panel’ Phaeton, 2336/J-487, another long-term acquisition. Nonetheless, Tony Pasucci dreamed of Derham, and in 1968, he returned home from Milan, Italy with a very large souvenir indeed. With the purchase of 2440/J-423 from di Priolo, Pascucci did more than repatriate a great American classic, he became the first man to own an example of each of the catalogued Duesenberg phaeton body styles—a Triple Crown of great American Classic Era iron. Vehicle number 2440/J-423 was taken to Ted Billing, of Shrewsbury, Massachusetts, whose well-respected shop ministered to many a Duesenberg over the years. Billing’s longtime friend, Al San Clemente, recalls the car as “a solid, mostly original car, with poor paint and some incorrect pieces. The doors shut well, and the wood was original and in good shape. All the specialized Derham hardware was still there. I was impressed with the car’s presence, even with the amateur paint. I had bought my Model J Murphy from Tony and tried, in vain, to get him to sell me this car.” Pascucci was not to be moved, however, and soon Billing set about restoring the Tourster to concours condition. It was an easy task, as the body of the car was in excellent condition, including all of the original wood framework, none of which required replacement. The car was missing only the correct lights, all of which were replaced with proper units, many from Pascucci’s vast stash of Model J spares. With the restoration complete in 1971, Pascucci took final possession of his prize, moving it into a heated garage. He later transferred ownership to his son, who has since continued the four-wheeled tradition, and as a result, his Tourster astoundingly remains very much as it did at the completion of its restoration, with only minor signs of aging, largely exhibited in hairline cracks and minor chipping to the paint in a few locations, such as below the trunk and around the edges of the doors. It has been very seldom driven and only occasionally shown to the public in the last 42 years, making a few appearances at the Auburn Cord Duesenberg Club’s National Reunion in Auburn, Indiana and at the Amelia Island Concours d’Elegance in 2010. All that is behind it now and all that lies ahead is the future. A.J. “Tony” Pascucci, the enthusiast who was there “in the beginning,” brought many a car into his caring hands during in his lifetime, but he held on to 2440/J-423. After nearly half a century, the time has finally come for this beloved Duesenberg to pass to a new caretaker, who, along with the title, will be passed the torch of maintaining one of the eight original Derham Toursters, and therefore, perhaps the most desirable of all Model Js. Chassis no. 2440 Engine no. J-423

  • USAUSA
  • 2013-01-18
Hammer price
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1966 Ferrari 275 GTB by Carrozzeria 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. • Equipped with original engine as per the factory • Award-winning restoration; superbly maintained • Ferrari Classiche certification • One of 450 built; ultimate spec, long-nose, torque tube example In many ways, the Ferrari 275 GTB is often lauded by enthusiasts and the media as the last of the “classic Ferraris.” Conceived and executed under the guidance of Enzo Ferrari himself, the 275 GTB was introduced at the 1964 Paris Auto Show and marked a natural evolution from its immediate predecessors, the 250 GT SWB Berlinetta and Lusso. It was also by far the most advanced road-going Ferrari produced at the time of its introduction, and it served as a production test-bed for several notable engineering advances. Designed by Pininfarina and executed by Scaglietti, the 275 GTB was more than just an alluring body. This Ferrari introduced many advancements in specifications for the marque’s road cars, including its first four-wheel independent suspension and five-speed transaxle gearbox. There were three major steps in the development of the 275 GTB, with the earliest cars being equipped with a two-cam V-12 engine and a “short nose,” which was lengthened to improve high speed while giving birth to the 275 GTB “long nose.” A torque tube was added to the specification at the start of 1966, and then, in the fall of that year, the final evolution arrived with a four-cam version of the 3.3-liter V-12 engine, fitted with dry-sump lubrication and six 2-barrel Weber carburetors, rated at a potent 300 horsepower. Despite their performance, they were quite civilized inside, with well-formed seats, wood-trimmed dashboards, and power windows standard. This fine example of the long nose 275 GTB, number 08697, was delivered by authorized Ferrari dealer Autotouring S.r.l., in Modena, Italy, on October 28, 1965. Interestingly, this is one of few examples delivered new from the factory with an engine (0006) numbered differently than the chassis; the originality of this unit is verified by the accompanying Ferrari Certification Book. The berlinetta was purchased by Francesco Breviglieri, of Carpaneto, Italy. Mr. Breviglieri was experienced in Ferrari 275 GTB ownership, as he had previously owned chassis 07473. Records show that the car was regularly serviced at the Ferrari Factory Assistenza Clienti through 1967. The next report of chassis 08697 appears in April 1976, when it was shown in the Ferrari Owners Club Newsletter here in the U.S., as owned by John Doonan, of Rockville, Maryland. It next passed to Neil Moody, of Evergreen, Colorado. In the mid-2000s, Mr. Moody commissioned a restoration of the Ferrari from Steven Bell’s Classic Investments in Englewood, Colorado, which was said to have cost over $400,000. It was shown at the Palm Beach Cavallino Classic in January 2007, where it unsurprisingly garnered a Platinum Award, reserved for those cars that are judged 95 points or better in strict Ferrari Club of America judging standards. In fact, this 275 GTB was one of only three cars in that event’s 275/330/400 class to be recognized as such. Mr. Moody was invited to show 08697 at the Amelia Island Concours d’Elegance in March 2008, where it was greatly admired. Mr. Terry Price, of Gazelle, California, purchased the 275 GTB in September 2008, and it passed directly in that same month to the present owner. In his custodianship, it has been maintained superbly and used sparingly on local tours of the Checkered Flag 200 and Ferrari Club. While it has undoubtedly been driven, it remains in show condition. The car has been seen at the 2009 Newport Beach Concours d’Elegance in Dana Point, California, the 2011 Desert Classic Concours in Rancho Mirage, California, and the 2012 Palos Verdes Concours. A testament to both the outstanding quality of the now six year old restoration, as well as the fastidious care it has received since, 08697 was judged in the Palos Verdes Ferrari Class at 98.5 points. It is further accompanied by the Classiche binder, a full set of tools, and books. Still finished in the as-delivered combination of Argento over Nero, the brilliance of the underlying restoration is clear to see in the smooth reflections visible from front fender to door to rear fender and down to both of the sensuously shaped sides. The paint appears virtually unmarked, and the sparingly used bright trim is lustrous. Inside, the leather-upholstered interior shows only signs of the most gentle use and the same evident care and maintenance as the exterior. On taking delivery, the vendor had noted that Auto Gallery, of Calabasas, California, re-jet the carburetors from their high-altitude settings in order to deliver full power at sea level. Since then, Auto Gallery has regularly serviced the 275 GTB, with assiduous changes of oil and filters. The current owner confidently relates that this Ferrari indeed holds the road with the same élan with which it most certainly did when first delivered. He goes on to say that it inspires great confidence on the road, doing everything it is supposed to do and belying its age. It is reported that even the clock and the trunk light work. That the 275 GTB is one of the most desirable and iconic sports GT cars of the mid-20th century is undoubted. The next custodian of chassis 08697 will enjoy the benefits of fine design, brilliant performance, and the well-sorted and maintained quality that this Ferrari possesses in abundance. A more attractive and usable example would be hard to imagine. Chassis no. 08697 Engine no. 0006

  • USAUSA
  • 2013-01-18