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Chassis No. 308675100015

1963 Chevrolet Corvette “Pilot Line” Sting Ray Roadster Penned by GM stylist Larry Shinoda under Bill Mitchell, the all-new 1963 Corvette Sting Ray introduced the aerodynamic styling and superb engineering that created an instant classic. Underneath that gorgeous new bodywork was a serious sports car, riding on a four-inch shorter wheelbase than before and equipped with a simple yet effective independent rear suspension courtesy of Zora Arkus-Duntov. Of the four 327-cubic inch engine options, the L84 360-horsepower variant propelled the Corvette to 60 mph in under six seconds. Contemporary magazines unanimously praised the new Sting Ray’s handling and performance, with Motor Trend testers remarking, “We thought the old model cornered darn well, but there’s no comparing it to this new one.” Perhaps the most telling endorsement came from Zora Arkus-Duntov, who said, “For the first time I now have a Corvette I can be proud to drive in Europe.” Both the 1963 Sting Ray and the fuel-injected models, in particular, remain design and engineering benchmarks. This example is particularly remarkable as Sting Ray number 15, being a real “pilot line” or pre-production car for 1963 and believed to be one of approximately four such cars known to exist

today. According to a recent inspection, the Corvette shows just 15 miles since it received a body-off-frame restoration. Today, the paint, door fit and interior are good, the brightwork is driver quality, the engine bay is clean and proper but not over-restored, and the undercarriage remains show-quality in presentation. However, as this Corvette has been on display as part of a private collection, we recommend a thorough service prior to extensive road use. The Corvette includes a four-speed manual transmission, an AM radio, “knock off” turbinestyle wheels and power windows. With its desirable color combination, high-performance powertrain, sheer rarity and historical significance, the offering of this fuel-injected 1963 Sting Ray is truly a rare opportunity that cannot be missed by serious Corvette collectors and enthusiasts.

Specifications:

360 bhp, 327 cu. in. L84 V8 engine, Rochester mechanical fuel-injection, Muncie four-speed manual transmission, four-wheel independent suspension with upper and lower A-arms and coil springs front, and half-shafts, lateral struts, radius rods, and a single transverse leaf spring rear, and hydraulic front disc, rear drum brakes. Wheelbase: 98"

Estimate: $80,000 – $120,000

Offered Without Reserve

From an important private collection A real “pilot line” car, one of four believed to exist From the landmark introductory year of the Sting Ray Equipped with “fuelie” 327/360 V8 Desirable open bodywork and color combination

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From the estate of Mr. John M. O’Quinn

1931 Duesenberg Model J Convertible Sedan Coachwork by Murphy The Duesenberg Model J was introduced at the New York Auto Salon on December 1st, 1928. It made headlines. The combination of the Duesenberg reputation with the Model J’s grandeur and elegance made it the star of the show. Duesenberg ordered sufficient components to build 500 Model Js while continuing development to ensure its perfection. The first delivery came in May 1929, barely five months before Black Tuesday. After the Model J’s introduction, Fred Duesenberg worked to make it even more powerful, applying his pet centrifugal supercharger to the Model J’s giant eight, just as he had done so successfully to his small racing engines. Fred died after a road accident in a Model J in 1932. Augie Duesenberg, until then independently and successfully

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building Duesenberg racing cars, was retained to put the final touches on the supercharged Model J. The result, the 320 hp “SJ,” was the holy grail of American luxury performance automobiles. The effect of the Duesenberg J on America can’t be overstated. Even in the depths of the Depression, this paragon of power was a portent of prosperity. Duesenberg’s advertising became a benchmark, featuring the wealthy and privileged in opulent surroundings with only a single line of copy: “He drives a Duesenberg” or “She drives a Duesenberg.” The external exhaust pipes of the supercharged models inspired generations of auto designers and remain – more than four score years later – a symbol of power and performance.


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Chassis No. 2363 Engine No. J420

Classic Model J Duesenberg Timeless Murphy coachwork Continuous history from new

Specifications:

265 bhp, 420 cu. in. OHC inline eight-cylinder engine, threespeed manual transmission, solid front axle and live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes. Wheelbase: 142.5"

Estimate: $700,000 – $900,000

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Car number 2363 was originally delivered to E.B. Henry of Detroit in August 1930. It bore a handsome convertible sedan body by Murphy of Pasadena, California. The Walter M. Murphy company had been formed in 1920, originally to body Lincolns, for which Mr. Murphy was the California distributor. Soon his shops were supplying bodies for Mercer, Packard, Mercedes-Benz, Minerva and Rolls-Royce chassis as well. Murphy employed some of the finest designers on the west coast: W. Everett Miller, George McQuerry, Jr., Franklin Hershey and Philip O. Wright. It was natural, then, that when the Duesenberg J was introduced, Murphy would clothe a number of examples. In fact, the Murphy company bodied more Js than any other coachbuilder.

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When new, car 2363 was fitted with engine J331. Mr. Henry kept it for 16 years before selling it to Ken Seeley of Los Angeles. It is believed that Seeley exchanged the engine with that of car 2431 to the J420 it carries today. It then had two Hollywood owners, Gene Towne and William Thompson, followed by Dr. George Pearson of Los Angeles, who sold it to Nate Derus of Vista Del Mar in 1955. Derus kept the car for 16 years before selling it to a Jack Finden, who kept it for some time himself. Later, it was owned by Mr. Gene Storms until the late 1970s when the car became part of the Imperial Palace Collection in Las Vegas. In the mid-nineties, it was acquired by the Atwell Collection of Fredericksburg, Texas, where it remained until being acquired by Mr. John O’Quinn.


An older restoration, this car retains a nice patina and has no major flaws. The tan leather interior looks its age but has no significant issues or flaws, and the damascened instrument panel is nicely detailed. The instruments are well restored, with the odometer showing just under 71,000 miles. The engine compartment is tidy, while the undercarriage is similarly presented. The car has been certified by the Auburn Cord Duesenberg Club with number D-150.

It appears stately on blackwall tires with exposed sidemounts. There is a tidy tan canvas top and matching trunk cover at the rear. While the car is in running condition, it has been part of a large collection and a thorough service is recommended prior to extensive road use. Of course, as a Model J Duesenberg, it affords the new owner membership in one of the most exclusive collector car circles in the world.

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From the estate of Mr. John M. O’Quinn

1917 Pierce-Arrow Model 66 A-4 Seven-Passenger Touring The Pierce-Arrow 66 is regarded as the ultimate American automobile of the first twenty years of the 20th century. The quality of design, construction and materials lavished upon Pierce-Arrows by the craftsmen in its Buffalo, New York factory was second to none, and the company built commercial success upon its high standards.

The 66 stood out even among Pierce-Arrow’s other highquality models. Like all Pierce-Arrows since 1910, it was powered by an inline six-cylinder engine, but it was an engine of such size, power and torque that it stood alone as the mightiest automobile of the era. First displacing a massive 714 cubic inches, the Model 66 engine reached 825 cubic inches and is believed to have made well over 100 horsepower. Most importantly, its long stroke created the prodigious torque needed to propel its massive chassis and typically luxurious and regal coachwork. Pierce-Arrow pioneered thin cast aluminum panel work in its bodies, a technique that proved much lighter and stronger than the wooden bodies or metal-paneled wooden frameworks used by competitors. The Model 66 evolved steadily from its introduction. Electric starting was added in 1914 and pressurized fuel delivery, using an engine-operated air pump to pressurize the fuel tank, in 1915. The final Model 66 Series 4 debuted in 1916

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Lot and continued in production through 1918. The Model 66 engine had dual ignition from a coil-and-battery system and a magneto, and the engine employed a number of aluminum parts. The fuel tank contained 36 gallons, something of a necessity with the 8.5-mile per gallon fuel consumption of the Model 66, which gave it a range of nearly 300 miles, an important consideration in the days when gas stations were few and far between. According to Pierce-Arrow Society publications, some 1,250 Model 66 PierceArrows were built from 1910 through 1918, but only fourteen remain in the Pierce-Arrow Society roster. Of those, just seven are of the ultimate Model 66 A-4 series. This 1917 Pierce-Arrow 66 A-4 Seven-Passenger Touring car has a remarkable and well-known history. Discovered in Silver Star, Montana in

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the early 1960s by Lloyd Harkins after several years of investigation, Harkins succeeded in purchasing it from its owner in Butte, Montana. After several years, he sold it to Monty Holmes in Seattle, who in turn sold it in 1973 to Fred Tycher of Dallas, Texas, who was a Pierce-Arrow Society director. Tycher sold it to its next owner, Mr. Pat Craig, in 1986. A complete, body-off restoration was completed, which resulted in a sweep of the results at its first show, the 1987 Silverado Concours, including First in Class, People’s Choice and Best of Show. Later that year, it captured First in Class at the Pebble Beach Concours d’Elegance and made a rare repeat appearance at Pebble Beach five years later, when it was invited back as part of the PierceArrow Model 66 special class. It went home from that appearance with the First Place in its marque class.

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Chassis No. 67571 Specifications:

825 cu. in. inline six-cylinder engine, four-speed manual transmission, solid front axle and live rear axle with semi-elliptic leaf spring suspension, and two-wheel mechanical drum brakes at the rear. Wheelbase: 147.5"

Estimate: $300,000 – $400,000

Formerly owned by marque expert Patrick Craig A two-time Pebble Beach class award winner Incredible power, torque and touring capability

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Impeccably finished in two tones of blue with a black leather interior and a black Panasote top, this immaculate Pierce-Arrow Model 66 A-4 Seven-Passenger Tourer is considered by many marque enthusiasts to be the finest example of its kind in the world. Like all Pierce-Arrows, it is lavishly equipped and includes 27-inch Johnson wheels, a luggage trunk and full side curtains with “gypsy” windows providing protection to the occupants of the rear-compartment. While stunning in its presentation, this Pierce-Arrow Model 66 is certainly no trailer queen. In 1993, it was driven from Stockton, California to San Diego and back for a Pierce-Arrow meet, a remarkable trip covering over 3,000 miles. Its magnificent restoration and imposing presence are only part of the pleasure of owning it. The most impressive aspect of ownership is the experience of driving or riding in it. The driver’s and

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passengers’ vantage points are high above the road, giving a commanding viewpoint that looks down upon the most massive of SUVs. The immense 825-cubic inch inline-six is smoother than similar four-cylinder, highhorsepower automobiles of the era, while its stumppulling torque makes the four speeds in the Pierce’s gearbox almost irrelevant. This Model 66 A-4 represents grand motoring of the highest caliber. It offers a multitude of wonderful opportunities to participate in shows, tours and events throughout the world. Marking the pinnacle of automotive engineering and construction quality during its era, this 1917 Pierce-Arrow Model 66 A-4 Seven-Passenger Touring car is simply superb. These magnificent motor cars rarely become available, both because of their extreme rarity and because ownership is so satisfying and rewarding to collectors and drivers.


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1958 Dual-Ghia Convertible Eugene Casaroll was a man of great vision who created his fortune by effectively inventing the car-delivery business with his Auto Shippers enterprise. Additionally, Casaroll built twin-engine military vehicles during WWII under Dual Motors Corporation. Next, he diversified into high-end automobile manufacturing by acquiring the rights to the Virgil Exner-designed Dodge Firearrow concept cars of the early 1950s, which he eventually renamed the Dual-Ghia.

Casaroll’s Dual Motors Company, based in Michigan, shipped modified Dodge chassis to Italy, upon which Ghia fitted the stylish, handmade bodies. Once returned to the Dual facilities in Detroit, the cars were fitted with powerful Chrysler D-500 “Polyspherical” V8 engines and PowerFlite two-speed automatic transmissions. Production ran from 1957 to 1958, with the original styling only slightly modified. Paul Farago, who was Casaroll’s partner and Ghia’s American representative, enlarged the passengerand luggage-space, and he specified the subtle aircraftinspired tailfins. Approximately 117 units were built, including prototypes, with all but two being convertibles. Priced at $7,646, the Dual-Ghia was $1,000 more expensive than the Cadillac’s Eldorado Biarritz Convertible. Top celebrities, including the members of the “Rat Pack,” adopted it as their car of choice. Casaroll intended to build and sell limited quantities of 150 cars per year, but his refusal to compromise on quality proved to be the company’s undoing, as Dual Motors reportedly lost money on every one it produced.

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Lot This stunning example is the 69th car built. It joined a large private collection in August 2007 and was acquired by the prior owner about five years earlier. It clearly continues to benefit from a comprehensive and professional body-off-frame restoration by Kanter Concepts of Santa Ana, California. Much of the work was performed by noted Dual-Ghia restorer Mike Damon and completed in early 2007.

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Restorative work included a complete strip and repaint, a full mechanical and chassis restoration, a new top, a new interior, and new carpets. The brightwork is show quality, and every detail was addressed, from new wiring to rebuilt instrumentation. Today, it is offered in virtual concours-quality condition. Having not been shown yet, it stands ready to compete – and win – on the show field.

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Chassis No. 5169 Specifications:

230 hp, 315 cu. in. Dodge D-500 “Red Ram” V8 engine, Carter four-barrel carburetor, Chrysler PowerFlite two-speed automatic transmission, independent front suspension with unequal-length A-arms and coil springs, live rear axle and semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 115"

Estimate: $200,000 – $275,000

From an important private collection A superb restoration One of just 117 examples produced Based on the Virgil Exner-designed Firearrow

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2000 Porsche 911 GT3R Porsche’s 911 series is the definitive sports car family and a legend in endurance racing. Many consider the GT3 as its crowning achievement. In the tradition of the Carrera RS 2.8, the 996-based GT3, introduced in 2000, was a street-legal homologation model – a raw, track-ready car with a highly modified 3.6-liter, liquid-cooled flat-six engine. Whereas the Turbo and the GT2 achieved their incredible performance with turbocharging, the GT3 was a visceral, naturally aspirated monster. With 360 bhp on tap, a 7,800-rpm redline, a close-ratio sixspeed gearbox and wider rear bodywork, the race-bred GT3 was the driver’s first choice. Competition variants, logically designated GT3R, were homologated for FIA GT and IMSA American Le Mans Series (ALMS) competition. Featuring purposefully stripped interiors with full roll cages, racing seats, fire-suppression systems and other competition enhancements, these lightweight racecars furthered Porsche’s long-running dominance of international GT-class endurance racing.

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This competition-spec GT3R is particularly famous as the Number 15 entry from the 2000 ALMS GT championshipwinning Dick Barbour Racing team. With an all-star lineup of drivers including Bob Wollek, Dirk Müller, Lucas Luhr, Sascha Maassen, Mark Neuhaus, Michael Brockman, Paul Newman, Randy Wars and Grady Willingham, Barbour Racing thoroughly dominated the ALMS in 2000, winning nine of 12 events that year. Essentially presented as it last left the track, this GT3R carries the names of drivers Michael Brockman, Paul Newman and Randy Wars. In September 2005, it joined a large and highly respected private automobile collection, remaining there ever since. Precious few racing-spec GT3Rs were produced to meet FIA and IMSA homologation requirements. This example is therefore not only very rare but also very desirable with its Dick Barbour history. Please note, this car is offered with a Bill of Sale only.


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Chassis No. WPOZZZ99ZYS692096

From an important private collection Campaigned by 2000 ALMS-winning Dick Barbour Racing An original GT3R, offered as last raced Complete with ALMS livery, competition interior

Specifications:

Race-prepared, 3.6-liter liquid-cooled, rear-mounted, horizontally opposed six-cylinder engine with fuel injection, six-speed manual gearbox in rear transaxle, four-wheel independent racing suspension, and four-wheel ventilated hydraulic disc brakes. Wheelbase: 92.5"

Estimate: $70,000 – $90,000

Offered Without Reserve

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1938 Lagonda LG6 Drophead Coupe It is somewhat ironic that the 4½-Litre Lagonda, one of the most British of all sports cars of the 1930s, was produced by a company that was originally organized by an American. Wilbur Gunn, Lagonda’s founder, was born in 1859 and was brought up in Springfield, Ohio, where Lagonda is the name of a district that is located along the banks of Lagonda Creek. Gunn came to England in 1891 with ambitions to continue and expand his passion as an operatic singer and to set up a European division of his brother-in-law’s Lagonda-based manufacturing company, which made steam engine parts. Gunn was an engineer in his own right, and by 1898, he built a small petrol engine that he attached to his bicycle. The Lagonda factory started in the greenhouse of Gunn’s home in Staines, Middlesex and would eventually grow around this site. The company was soon manufacturing

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motorcycles and two-cylinder tricycles, eventually leading to the construction of the first Lagonda motor car. The 10-horsepower car was followed by a 16/18-horsepower vehicle, which raced at Brooklands in 1909 and won the 1910 Moscow to St. Petersburg Reliability Trial, a feat that resulted in many export orders. A 20-horsepower model was next, and in 1910, a six-cylinder, 30-horsepower car was produced in large numbers, with Czarist Russia becoming Lagonda’s biggest market. An innovative, 1,100 cc “Light Car” followed in 1913, which became known postwar as the 11.9 and then as the 12/24. Wilbur Gunn died in 1919, but Lagonda continued to thrive. Two-liter and three-liter models followed, and in mid-September 1933, two entirely new Lagonda models were introduced. They were the 1,100 cc Rapier and a large, sporting model powered by a six-cylinder Meadows engine of almost 4.5 liters.


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Chassis No. 12334

One of only 63 LG6s built between 1937 and 1939, of which 50 are known to exist W.O. Bentley’s masterpiece with elegant open coachwork

During this period, the 4½-Litre Lagondas, known as M45s, along with the higherperformance M45R Rapide models, were the largest sports cars made in England, and in terms of performance, they had few equals. Lagondas immediately began to win in motor racing. The famous Fox and Nicholl team cars won the Le Mans 24-Hour race in 1935, won their class in the 1936 French Grand Prix and averaged 104.4 mph over a timed hour at Brooklands in 1937. In the summer of 1935, W.O. Bentley left Rolls-Royce, which had bought the bankrupt Bentley Motors. Rolls-Royce had offered Bentley a job in the new company, Bentley Ltd., and he had been working with the development testing of the new 3.5-liter

(Derby) Bentley. Bentley joined Lagonda as Technical Director and worked his magic on the 4½-Litre with great effect. W.O. began a change of design emphasis that gradually took the Lagonda marque into the highperformance luxury car class. The LG45 was far more refined than its predecessors, and in his autobiography, Bentley said that the 4.5 was “a fundamentally sound if rather coarse basis on which to start, a six-cylinder, o.h.v. push-rod engine, sturdy, powerful, and with a quite outrageous crankshaft roar.” In 1937, the Lagonda 4½-Litre reached its final and most refined development. The LG6 and its stable-mate, the Lagonda V12, were launched at the London Motor Show of that year and entered production at the beginning of 1938.

Specifications:

140 bhp, 4,453 cc inline six-cylinder engine, dual SU carburetors, four-speed manual gearbox, independent front suspension with torsion bar and wishbone front suspension, semi-elliptic leaf-spring rear suspension mounted outside frame, and four-wheel hydraulic drum brakes with dual master cylinders. Wheelbase: 127.5"

Estimate: $225,000 – $300,000

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The chassis was a completely new design by W.O. Bentley and featured an independent front suspension system with long torsion bars, which was much stiffer than that of its predecessor. The 4½-Litre Meadows engine was retained, but it was also developed and refined to produce greater horsepower output. The LG6 model ended the long run of the Lagonda 4½-Litre. The car had tremendous performance with a top speed of 100 mph, but the thoroughly modern chassis and body design completely altered the character of these cars, and, deservedly, they took their place amongst the great automobiles of the Classic Era. If war had not broken out, there is no knowing what Bentley might have done with his six-cylinder car.

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The Lagonda LG6 Drophead Coupe presented here, chassis no. 12334, was delivered to its first owner on August 24th, 1938 via the London-based dealer University Motors. The Lagonda Club knew of this car as early as 1957, when club member P.J.C. Endorry owned it. The car was in the collection of Lagonda enthusiast D.S. Vernon in Chichester, and then it was shipped to the United States, where it was owned by Desmond Fitzgerald of Connecticut and later Terence Gooding of Santa Fe. In fact, the documented ownership history of 12334 reveals that from 1957 to 2005, all of the car’s owners have indeed been Lagonda Club members.


This LG6 is presented in British Racing Green with a beige leather interior and a matching “double duck” convertible top. Today, the car continues to exhibit an older restoration and shows certain signs of aging. The experts at RM Auto Restoration treated the Lagonda to a full mechanical service in 2008, at which time it received a clean bill of health. According to Lagonda Club records, just 63 Lagonda LG6s were built between 1937 and 1939, and only 50 are known by the Club to exist today. About half of the total production are believed to have been dropheads, making this car an extremely rare example of these quintessential English sports tourers. The fabulously elegant open coachwork was built by Lagonda and designed by their styling genius Frank Feeley, who produced such breathtaking bodies that very few customers ever sought the services of outside coachbuilders. With such elegant coachwork and its

superior chassis and suspension, the LG6 was extremely well received by the press. Contemporary reports describe the car with superlatives such as “remarkable,” “exceptional” and “superb.” The Motor wrote in 1938, “Such performance is rendered usable by a superb suspension system…In town there is all the softness of the town carriage, but a flick of the steering-wheel shock-absorber control enables the car to be driven round corners at really high speeds in the manner of a thoroughbred sports model.” The LG6 endures as “Bentley’s concept of a highspeed luxury car and was an outstanding engineering achievement of very advanced design…few chassis indeed have been produced to this day to equal it either in technical design, standards of workmanship or in proven performance.” Although the Lagonda marque produced this car, its LG6 and V12-powered models are rightly considered to be among W.O. Bentley’s finest design masterpieces. Many enthusiasts regard them as being the greatest Bentleys ever built.

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1953 Bentley R-Type Drophead Coupe Coachwork by Park Ward Following World War II, Rolls-Royce transferred production of its motor cars from Derby to its wartime aero-engine facility at Crewe. For the first time, the company built complete cars rather than chassis only. The first postwar Bentley to be built was the Mark VI, a virtual duplicate (sans radiator shell) of its sister, the Rolls-Royce Silver

Dawn. Standard bodies were styled by the company’s own designers with ex-Gurney Nutting Chief Designer John Blatchley adding refinement. This was quite a change in philosophy by the parent company Rolls-Royce, yet it reflected the reality that standardized bodies could be built in greater numbers at its new factory in Crewe, England. Custom coachwork was, of course, available at the owner’s discretion. Engine capacity was increased to 4,566 cc in 1951, and the standard saloon body was revised with a longer boot in 1952. At the same time, chassis numbering had reached the “R” series, causing this model to become known as the R-Type in late-1952. This also marked the arrival of an optional automatic transmission and twin SU carburetors which replaced a single Stromberg unit. A total of 2,325 R-Types in all configurations were produced through 1955.

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Lot The Bentley offered here was first delivered to a Mr. George Dawson in October 1953 after having been fitted with handsome custom coachwork by Park Ward. Rolls-Royce/ Bentley was the firm’s largest and most loyal customer which dated to 1919. As the demand for coachbuilt bodies declined, and to protect the supply of trained craftsmen, Rolls-Royce purchased rival H.J. Mulliner in 1959. It bowed to the inevitable in 1961 by merging the two firms to become Mulliner Park Ward.

This particular car is reported to be one of just six right-hand drive models built. The black cherry exterior is complemented by biscuit leather, which appears to be in very nice condition, as does the interior wood trim. It has been updated with an aftermarket AMFM/cassette radio. The exterior presents well with no major flaws, and the undercarriage and engine bay, while not detailed, reflect some use. This is a rare and unusual Bentley that would be most welcome at any Bentley Driver’s Club meet.

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Chassis No. B9TO Specifications:

Est. 128-132 hp, 4,566 cc inline six-cylinder engine, four-speed manual transmission, independent front suspension with helical springs and hydraulic dampers, semi-elliptic rear springs with hydraulic dampers, hydraulic front and mechanical rear brakes with mechanical servo assist. Wheelbase: 120"

Estimate: $140,000 – $180,000

Offered Without Reserve

From an important private collection Rolls-Royce Foundation documentation Reportedly one of just six right-hand drive models produced Handsome Park Ward coachwork

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1964 Shelby Cobra USRRC Roadster Reproduced on the last page of Mike Shoen’s book The Cobra-Ferrari Wars is a hand-annotated typewritten page listing just 42 “Cars Built to Racing Specification.” A legend was built on the successes of those few cars. Nearly a half century after the first of them was built and more than four decades after the last of them left AC in Thames Ditton and Shelby’s Los Angeles shop, this legend still inspires the admiration and respect that makes the name “Cobra” recognized worldwide. And while many legends are embellished with the passing of time, the Cobra’s iconic status is based on solid fact: the success of a few passionate guys who bested the established powers in U.S. and international road racing on the strength of their ingenuity, persistence, creativity and drive. Of those 42 “Cars Built to Racing Specifications,” only 29 enjoyed the distinction of being factory team cars, part of Shelby’s continuous efforts from the very first Cobra to discover the weaknesses of the combination of the AC Ace chassis and body with Ford’s lightweight cast iron 260- and 289-cubic inch V8 engines. As shortcomings surfaced – which they did from the very first Cobra built – they were corrected in the next series of team Cobras, then combined with the latest thinking in performance equipment, engine tuning and tires to discover a new round of improvements to be incorporated in the next series of team cars.

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A compact organization, with short lines of communication between Shelby in California and AC in England, the changes developed in competition were quickly incorporated in production Cobras, making it easy for the two factories and private owners to convert production cars to competition. It was the sort of continuous improvement that took decades for major carmakers to adopt. It was second nature to Shelby’s competition-focused crew and essential to realize the Cobra’s potential. It also meant that the later cars were always better than their predecessors. The last of the series, the six “cutback door” 289 factory team roadsters built for the 1964-65 U.S. Road Racing Championship series, were the best of all. The 1963-65 period saw the glorious culmination of a generation’s evolution of road racing in the years after World War II. Ferrari, Maserati, Porsche, Aston Martin, Alfa Romeo, Jaguar, Lola and Chevrolet fielded factorybacked teams to contest epic contests on purpose built road courses at Monza, Daytona, Goodwood, the Nürburgring, Bridgehampton and Montlhèry; legendary open road circuits at the Targa Florio, Rheims, Le Mans and Spa Francorchamps; the airport circuit at Sebring; and the 8-day trial that made up the Tour de France Auto.


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Chassis No. CSX 2557 Specifications:

These top marques built models that are today nearly mythical in their allure and performance – GTO, 275P, 250LM, Project 214, Lightweight E-type, Tipo 151, GTZ, 904, Grand Sport – often building specific cars adapted in engine, transmission, suspension, bodywork and even wheelbase to suit the performance characteristics of a specific course, season and race length. In just a small cluster of years in the middle of the Sixties, some of the most famous, desirable and beautiful sports racing and gran turismo automobiles ever built were created and raced. Carroll Shelby pursued the same development track, creating a series of increasingly specific Cobras in just a few years but basing them on his own concept of marrying a lightweight but, by the standards of the day at least, large displacement American V8 engine with a proven chassis, suspension and bodywork. The concept wasn’t new. Railton had done it in England in the thirties with Hudson drivetrains.

Jensen had used Ford V8s, impressing even Edsel Ford with their design, handling and performance. Sydney Allard also was a Ford guy before he adopted the overhead valve V8s from Cadillac and Chrysler. Shelby’s opportunity arose when Bristol stopped production of its BMW-based twoliter six. AC Cars had employed it with success for extra performance in its Ace roadster, a beautiful little two-seater built on a John Tojeiro-designed chassis with four-wheel independent suspension. Originally built for AC’s ancient (designed by John Weller in 1919) single overhead camshaft two-liter six, the Bristol’s added performance made a consistent winner of the Ace in two-liter competition, and the loss of Bristol power threatened the small manufacturer with extinction. Shelby learned of Ford’s new 260-cubic inch Fairlane V8 and talked Ford out of two of them to create a Cobra proposal. It created a sensation when launched at the New York Auto Show in 1962.

300+ hp, 289 cu. in. pushrod overhead valve V8 engine, four-speed manual transmission, four-wheel independent suspension with transverse leaf springs and tubular shock absorbers, four-wheel disc brakes. Wheelbase: 90"

Estimate: $1,200,000 – $1,500,000

Offered Without Reserve

Ex-Shelby Team car, s/n CSX 2557 Unblemished history, documented in SAAC World Registry One of only six USRRC cars built Cut-back door and one of two with dual side-pipes on each side One of the most original and unmolested of all the famed Shelby Cobra 289 race cars One of two with dual side-pipes as seen on the Cobra Daytona Coupes

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Production followed swiftly, if in small quantities, as did competition. In October 1962 at Riverside, the first steps in Cobra development were undertaken after the car, driven by Bill Krause, failed to finish when a rear hub failed. The first Cobra race win was notched only three months later, also at Riverside, in the hands of Dave MacDonald. As unlikely as it sounded, Shelby set his sights on an FIA Manufacturers Championship and a parade of ever stronger, better handling, more reliable and faster Cobras began to pass through the roster of the Shelby team. Cobra historians (and for this we defer to the 4th edition World Registry of Cobras and GT40s) group the factory team cars into just seven clusters, which culminate in the 1964-65 USRRC Roadsters of which the example offered here, CSX 2557, is one. Specifications merged, consistent with constant evolution in 1963, but the evolution became clearer as the march to the 1965 Manufacturers Championship gathered momentum. The transverse leaf spring independent suspension chassis John Tojeiro designed for the two-liter AC engine in 1953 grew stronger, and its handling and steering became more predictable and setup more flexible to meet the demands of the widely varying circuits and conditions on U.S. road courses, as well as the diverse demands of the FIA’s international schedule.

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Engines were based on standard “K-Code” Mustang 289/271 hp powerplants with race prepared lower ends, ported and polished heads with big valves, Cobra intakes with a quartet of Weber downdraft carbs, headers, side outlet exhausts, big oil sumps with baffles and anti-surge doors and oil coolers. The cars got oversize fuel tanks with “Monza” quick release fuel filler caps, Koni shock absorbers, anti-roll bars, stiffened springs, Halibrand center lock magnesium wheels, oversize brakes, brake cooling, differential oil coolers, wider wheels and tires and many more modifications for performance and reliability. The performance of the little Ford V8 soon overpowered the standard racing tires, and Shelby, with Ford’s support, looked for better rubber. As much as Ford was battling Ferrari and Jaguar for dominance on the track, Goodyear and Firestone were locked in a desperate struggle for supremacy in the “round, black things” that put it all to work. Shelby found its solution first in the “Stock Car Specials” Goodyear built for NASCAR, getting the winged foot technicians to cut a shallow blocky tread pattern on the NASCAR slicks (that soon became slick in competition) that locked the Ford engine’s generous torque to the pavement.


Eventually bigger tires required wider wheels, and by the 1964 FIA season, the narrow AC-derived 289 Cobra body no longer could claim to encompass them within even the most aggressive tacked on flares. The wide hips that would later come to characterize 427-powered Cobras made their debut on a series of 1964 FIA Cobras, and even they were barely able to shelter the 8 ½-inch wide Halibrands and their beefy rubber. The exaggerated rear fenders extended into the door area, which necessitated reshaping the doors to a radically radiused rear edge and inspired the moniker “cutback doors” that has come to characterize these cars, nearly the ultimate in small block competition Cobra development. The voluptuous fenders, huge air intakes, big wheels and tires foreshadowed the new Cobra II, the 427-powered coil spring suspension Cobras that would soon supplant the first generation. Combining the aggressive appearance of the later 427s with the lighter weight, more responsive chassis and better balance of the small block Cobras, the cutback door Cobras set a standard for aggressive appearance with performance to match which still inspires admiration.

Later in 1964, Shelby completed a series of the ultimate competition 289 Cobras. Essentially constructed to FIA specs with wide rear fenders and cutback doors, they are known as the USRRC cars and were built with minor differences specifically to the rules of the U.S. Road Racing Championship. In addition to their USRRC-specific equipment, they incorporate everything Shelby had learned in three years of intense competition with the world’s most experienced and accomplished marques. CSX 2557, offered here, is one of those six 1964 USRRC cars. One of only two of the USRRC Cobras completed with dual side pipes on each side of the car, it was entered in the season-ending FIA race, the Bridgehampton Double 500 in September 1964. Driven there by Charlie Hayes, it failed to finish when a carburetor drain plug worked loose, dumping its fuel on the track and emptying the tank on lap 48 of the 110-lap race. Thereafter, it was retained by Shelby American as a spare until it was sold in April 1966 to Richard Roe, who raced it in SCCA A/Production during 1966 and then sold it to Murray Kellner in Locanto, Florida, who continued its U.S. racing although with unknown results. Its subsequent history is known and documented in the “SAAC World Registry.”


It was restored to its original Shelby team appearance in Guardsman Blue with White Le Mans stripes in the mid-90s. One of the most original and unmolested of all the famed Shelby Cobra 289 race cars, CSX 2557 is in exceptional, meticulously maintained condition today, an example that exhibits nearly a half century’s careful preservation, restoration, maintenance and enjoyment. Its history is clear and unblemished by mishap, disappearance or accident. It was sampled briefly by an RM representative following its catalog photography. Starting smartly after two pumps on the accelerator and a touch of the key-actuated starter, it settled smoothly into a stable idle. The clutch engaged gently and the engine burbled happily at low rpm, a car anyone accustomed to driving a stick shift Mustang could accommodate easily. Off idle, its vastly over-carbureted engine fussed and objected until it warmed up but then displayed a willingness to rev that invited a detour onto the nearby stretch of Interstate 95, unfortunately deterred by the lack of license plates (and its custodian’s concern). The gearbox (described by Le Mans-winner Paul Frere in Michael Shoen’s The Cobra-Ferrari Wars as “finger-light” and “takes no effort”) is a delight. The unassisted brakes pull up with reasonable effort, straight and true even when cold. The unusual four-branch side exhaust system

has its own distinctive gobble-gobble beat at idle, and the torque of the 289, even with big valves, headers, a cam and plenty of carburetion, comes on strongly at low rpm, easily exceeding the old, cold 7.00-15 Goodyear Blue Streak Sports Car Specials’ grip on cold pavement. Unlike many old race cars, it’s easy to drive gently and encourages experimentation with its limits. Riding in real Halibrands with seating for two, exhilarating performance and modern safety precautions including an onboard fire system, this is the epitome of mid-sixties GT race car technology. Stable in the hands of a competent driver, its potential in the hands of Shelby team drivers like Bob Bondurant, Allen Grant, Dick Thompson, Ronnie Bucknum, Phil Hill or Dan Gurney is apparent. A pair of star cracks in the paint from stones thrown up from the tires attest to its enthusiastic use; its presentation is that of a team car after practice and before the start of the Bridgehampton Double 500. By all accounts, it is the next-to-last Team Cobra built, the culmination of three years of intensive development, testing and racing in the most demanding international competition that would bring Shelby the 1965 FIA Manufacturers Championship. Best of all, it’s good enough to show – but not too good to drive.

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1952 Aston Martin DB2 Vantage Drophead Coupe The DB2, in production from May 1950 until April 1953, was David Brown’s first Aston Sporting Saloon. Its tubular steel chassis was based on that of the two-liter Sports, but newly hired engineer Ted Cutting shortened the wheelbase, added cruciform members, triangulation and an extra upper side-rail, providing, in essence, a stiff tubular space frame.

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The DB2 production engine borrowed from David Brown’s other car company, Lagonda, was the 2.6-liter, twin cam six-cylinder designed by W.O. Bentley in 1943, while talented ex-Lagonda designer Frank Feeley penned the handsome coupe bodywork. Its four-wheel coil spring suspension was advanced and a feature not found on a Jaguar or Ferrari for a decade or more. The front was independent, and the live rear axle was located by trailing arms and a Panhard rod. The four-speed gearbox was sourced in-house from the David Brown Gear Division, while a Salisbury hypoid rear axle was fitted. The 12-inch hydraulic drum brakes were often equipped with optional “Al-fin” aluminum drums for competition use. Engine output was governed by the various available options but ranged from 105 bhp to 145 bhp at 5,000 rpm and provided a zero-tosixty time of about 12 seconds and a top speed of 110 to 135 mph.


Lot England’s motoring guru of the time, Laurence Pomeroy, eloquently penned in his October 1950 article in The Motor: “It would appear that every so often the gods pass over some works or another and with an inclination of the head inspire the production of a car with outstanding virtues. The Aston Martin DB2 stands worthy in the pedigree of real motor cars stretching back through the 4½ Bentley to the 30/98 Vauxhall.” With its handsome and handcrafted alloy coachwork, excellent speed and handling, plus an interior fitted with wool-trimmed leather and abundant luggage space, the Aston Martin DB2 was a popular choice for European Grand Touring. This particular DB2 drophead coupe, chassis number LML/50/340, is one of only 102 drophead coupes built and one of only six

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originally fitted as a left-hand drive example, which makes this particular example extremely rare and desirable. Well known in Aston-Martin circles, this DB2 DHC was purchased in 1995 from the second owner after being on display in the AuburnCord-Duesenberg Museum in Auburn, Indiana for 22 years. In need of a mechanical restoration after sitting in the museum for over two decades, the current owner had the car completely gone through mechanically and proceeded to take the car on three of the best rallies in North America: the Arizona Copperstate 1000, the Colorado Grand and the California Mille. After running the car in the aforementioned rallies, the current owner decided to completely restore the car to concours quality condition, all the while adhering to original

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Chassis No. LML/50/340 Engine No. vb6b501173 Specifications:

125 hp, 2,580 cc (157 cu. in.) dual overhead camshaft inline six-cylinder engine, four-speed manual transmission, independent front suspension with coil springs, live axle rear suspension with coil springs, four-wheel hydraulically actuated drum brakes. Wheelbase: 99"

Estimate: $225,000 – $275,000

One of only 102 DB2 drophead coupes built and one of only six LHD examples Equipped with the original big-valve, high performance Vantage engine Multiple successful rally entries Fully restored and sorted

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Aston Martin specifications. Chosen to take on the project was noted British marque restoration specialist Barry Briskman in Scottsdale, Arizona. In 2000, after countless hours and four years after it entered the shop, the car returned to the current owner who was extremely pleased with the results. So pleased in fact that he decided to take it on two more rallies, entering it in the Texas 1000 and taking it out again in the California Mille in 2008. Remaining in excellent overall condition, this Aston is finished in British Racing Green and is fitted with a tan leather interior that is nicely accented with green piping and the proper green carpets. Equipped with a desirable four-speed manual transmission, this car also features chrome knock-off wire wheels, a tan top and boot and benefits from professional detailing both inside and out.

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Exceptionally maintained in climate-controlled storage, this Aston-Martin comes from a well respected southwestern collection, and the owner reports that the car is in excellent running and driving condition. It is exercised every three weeks to make sure it stays that way. Remaining in show quality condition, it has in fact never been shown, other than when it was in the ACD Museum, making this an excellent opportunity for any Aston Martin collector to acquire an extremely rare LHD DB2 drophead coupe that has never made an appearance on the show circuit. Please note that although the car was built in 1952, it is actually titled as a 1953.


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1949 Ferrari 166 Inter Coupe Coachwork by Stabilimenti Farinava The Ferrari 166 Inter model was the road version of the sports racing model and was produced between 1948 and 1950, comprising 37 examples which carried chassis numbers in the odd number road car sequence between 007 S and 0079 S.

The “166” in the model designation referred to the swept volume of a single cylinder in cubic centimeters, with all 12 adding up to 1,992 cc, or nearly two liters. The Gioacchino Colombo-designed engines in these models had a twin distributor and coil ignition system and were fitted with a single twin choke carburetor as standard, although a triple set-up could be specified. The Ferrari sales literature of the time claimed a power output of 110 brake horsepower at 6,000 rpm. The model featured independent front suspension via a transverse leaf spring, wishbones and Houdaille lever-type hydraulic shock absorbers. At the rear there were semi-elliptic leaf springs and similar Houdaille hydraulic shock absorbers. The brakes were hydraulic drum type to all four wheels, with a mechanical handbrake to the rear wheels. Various coachbuilders were employed to clothe this chassis, all with their own interpretation of how they felt a Ferrari should be bodied. Apart from Carrozzeria Touring, which bodied the first 166 Sport coupe for the 1948 Turin Salon, there were also examples of coachwork from the houses of Bertone, Ghia, Stabilimenti Farina and Vignale.

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Lot Stabilimenti Farina, although of the same family, should not be confused with Pinin Farina, who did not start bodying Ferraris until 1952. Stabilimenti Farina was formed in 1910 and continued in business until 1953. The then-young Battista “Pinin” Farina worked there with his older brothers until 1930, when he formed his own company Pinin Farina, later to be abbreviated to the single word Pininfarina by which it is known today. Stabilimenti Farina provided coachwork for just nine Ferraris between 1948 and 1952. Of these nine cars, eight were on 166 Inter models, three of which were cabriolets, which makes the example offered here one of only five Ferraris wearing this fastback body style by Stabilimenti Farina.

Many of the 166 models of the period were modified as such, or to 195 specification (2.3 liters), as the upgrade provided greater power at a relatively low cost. It is thought that its original single twin-choke carburetor setup was changed to a triple twin-choke carburetor arrangement at this time.

Early in its life, chassis no. 037 S, the car offered here, was upgraded to the 2.5-liter engine specification of the 212 model.

The car was then sold to Peter Agg in the UK, who completed the restoration and spent more than $240,000 to achieve a

Chassis no. 037 S was the sixteenth car in the series by chassis number. It is understood to have been sold new to a Mr. Tamorri in Rome in June 1949. In the mid- to late-fifties, it was exported to the United States where it had a succession of owners over the years. In June 1987, it was sold in partly restored condition to Lord Charles Brocket in the UK, who commissioned a full restoration.

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Chassis No. 037 S Engine No. 037 S Specifications:

Est. 150 bhp, 2,562 cc overhead-camshaft V12 engine, five-speed manual gearbox, independent front suspension via A-arms, transverse leaf spring and hydraulic shocks, rigid rear axle with semi-elliptic leaf springs and hydraulic shocks, four-wheel hydraulic drum brakes. Wheelbase: 95.3"

Estimate: $390,000 – $450,000

One of only 37 166 Inters built One of only nine Ferraris ever bodied by Stabilimenti Farina Upgraded to 2.5-liter specification Complete with rare and original “CABO” steel wheels and detailed history file Shown at many concours events, including Villa d’Este

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Chassis 037 S pictured early in its life, fitted with the very rare original CABO steel wheels.

near perfect result. As part of the restoration, the car was repainted silver over metallic blue, a combination that complements the lines very well. The interior was re-trimmed in handsome grey leather with blue piping, the work being completed in the late nineties. The car retains its original instrumentation and the original Art Deco fittings which have been restored regardless of cost. The quality of the restoration is self evident, as it is virtually flawless some ten years later. The restoration, including the rebuild of the engine, is fully documented with supporting pictures in the history file. As part of the restoration process, the original disc wheels were replaced with Borrani wire wheels, adding a more sporting flare, but the original and very rare “CABO” (Carlo Borrani) steel wheels were retained and form part of the sale. The car retains most of its original features,

apart from the air filter box and rear lights, and the units currently fitted are more modern circular units coupled with matching orange turn signal lights. The current owner and Ferrari enthusiast bought chassis no. 037 S in 2000 and has maintained it regardless of expense, using it regularly in touring events. He has displayed it at a number of Ferrari gatherings and concours in Europe, including the prestigious Villa d’Este Concorso d’Eleganza on the shores of Lake Como in Italy (2008). The overall condition of the car is very good, and it comes complete with a detailed history file, invoices dating back to 1989 and copies of FIVA papers. It is certainly a very desirable early Ferrari, clothed in the exquisite and very rare coachwork of Stabilimenti Farina.

Please note import duty of 2.5% of purchase price, including the buyer’s premium is payable on this car if the buyer is a resident of the United States.

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Chassis No. 8MA1118 Specifications:

230 hp, 302 cu. in. OHV V8 engine, five-speed manual transaxle, independent front and rear suspension by coil springs and wishbones, four-wheel hydraulic disc brakes. Wheelbase: 98.4"

1970 DeTomaso Mangusta Alejandro de Tomaso was born in Argentina but went to Italy in 1955 in the midst of anti-Peron upheavals. There he drove OSCA racecars for the Maserati brothers and developed his first car, the Vallelunga, in 1963. It was a mid-engined, Ghia-bodied coupe with backbone chassis and English Ford engine, and about 52 were made. In 1967, de Tomaso developed the Vallelunga into the Ford V8-powered Mangusta, helped by Carroll Shelby. Giorgio Giugiaro designed it, and Ghia built the bodies, as de Tomaso had become president of the company when it was bought by Rowan Industries, which was linked to his American wife. The Mangusta followed the overall concept of Eric Broadley’s Lola Mk 6, which evolved

Estimate: $90,000 – $120,000

Offered Without Reserve

DeTomaso’s first production model Well-maintained original car, from climate-controlled storage Designed by Georgia Giugiaro for Ghia One of about 400 Mangustas built between 1967-71

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into the Ford GT 40. It placed an American Ford V8 amidships, with a rear transaxle and a backbone chassis. The design falls somewhere between Marcello Gandini’s sinuous Lamborghini Miura and the later De Tomaso Pantera, a chunky design from Tom Jaarda, which replaced it. Whenever a Mangusta shows up at a Pantera gathering, it draws a crowd. The 302-cu. in. Ford V8 – visible under two almost horizontal clamshell rear windows – generates 230 horsepower, enough to push the car from 0-60 mph in 6.3 seconds, through a 15-second ¼ mile at 94 mph and to a claimed top speed of 155 mph. The key to successful Mangusta ownership is having a car with known provenance and scrupulous maintenance and upgrades. This car comes from a very well known collection and is described as being in excellent condition, finished in red with a black leather interior. It has been carefully maintained in a climate-controlled garage in Hawaii. It has received a repaint by Junior Conway at Junior’s House of Color. As one of only about 400 Mangustas built between 1967 and 1971, it is a very rare example of a superb “hybrid” – American V8 power with a sexy Italian design.


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Chassis No. 40066

1978 Lamborghini Silhouette In 1970, the Lamborghini Urraco debuted at the Turin Motor Show as a direct competitor to the Porsche 911 and Ferrari Dino 246. After the sensational Miura and the big GT-class Espada, the Urraco was somewhat more affordable, featuring a mid-mounted V8, 2+2 seating and a shape designed by Marcello Gandini, who designed both the Miura and Espada. Famed test driver Bob Wallace, who had helped tune other Lamborghini suspensions, had a hand in tweaking the four-wheel independent MacPherson strut suspension. The Urraco was continuously developed during its production cycle and in its later versions included four-wheel disc brakes, leather upholstery, air conditioning and other amenities. The Silhouette variant was Lamborghini’s first open model and debuted at Geneva in 1976. With its distinctive targa-style roof and integral roll bar, the Silhouette was intended to boost Lamborghini sales. Its unit-body structure was considerably reinforced and, with its mid-mounted V8, was a feast for the senses, with a howling exhaust note and a 7,500-rpm redline to counterbalance the Silhouette’s radically angular and muscular bodylines. Its new 15-inch magnesium wheels first appeared on the Bravo show car of 1974 and were

quite similar in appearance to those of the Countach, shod with a set of sticky Pirelli P7 high-performance radial tires. Despite its cutting-edge styling, open-air design and high-performance capabilities, only an estimated 54 Silhouettes were produced between 1976 and 1979. Showing just over 61,600 actual kilometers, this wonderful late-production example from 1978 was acquired by the current owner in 1991. It has been maintained and selectively upgraded ever since and remains in remarkable condition today. Incredibly rare and blessed with race-inspired driving dynamics that remain outstanding to this day, this late-production Silhouette will deliver a quintessentially Italian supercar driving experience.

Specifications:

265 bhp (DIN), 2,996 cc midmounted V8 engine with four twin-choke Weber carburetors, five-speed manual gearbox, independent front suspension with MacPherson struts, lower A-arms, coil springs and anti-roll bar, struts with lower A-arms, coil springs and anti-roll bar, and four-wheel hydraulic disc brakes. Wheelbase: 96.5"

Estimate: $70,000 – $90,000

Offered Without Reserve

Very rare, one of only about 54 built Race-inspired mid-engine V8 layout Single ownership since 1991

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1979 Ferrari 512 BB/LM Competition Berlinetta This car is the very first of the 25 “Silhouette” BB/LMs built by Ferrari. It was both the prototype and the racing homologation model used by Ferrari. Upon completion, Pininfarina utilized it in various wind-tunnel tests in order to carry out the necessary aerodynamic improvements that led to the final body shape, which characterized the following 24 examples produced. Chassis 26681, the car offered here, was then tracktested at high speeds at both the Le Castellet and Fiorano circuits by none other than legendary former Formula 1 driving champion Jody Scheckter. Upon completion of final testing of 26681 by Roberto Vaglietti, this particular BB/ LM was then leased or loaned to the Charles Pozzi/Ferrari France racing team, based in Levallois-Perrey, Paris, France. Nonetheless, formal ownership of this vehicle remained with the SEFAC arm of Ferrari S.p.A. Next, 26681 was then shipped directly by air from Ferrari in early January to Daytona Beach, Florida, in preparation for the upcoming 24 Hours of Daytona. At the 24 Hours of Daytona on February 3rd, 1979, Charles Pozzi/JMS Racing-Ferrari France entered 26681, which now bore race number 66. There, Jean-Claude Andruet and Spartaco Dini drove it. Andruet qualified the car and started the race 15th on the grid, but the car was formally withdrawn halfway though the race after covering 103 laps without any problems or issues. A suspension/tire failure on the sister BB/LM that had been entered by the

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NART team gave concerns that the same failure might happen to the other BB/LMs entered, and consequently, all were withdrawn. The crashed BB/LM was chassis 26683. At the end of the race, officially, chassis 26681 was classified as 53rd overall but was listed as a DNF due to an insufficient number of race laps covered (103 laps). In February 1979, this BB/LM was returned to the Ferrari Factory Race Department and prepared for the upcoming edition of the grueling 24 Hours of Le Mans. At Le Mans on June 9th, 1979, Pozzi/JMS Racing-Ferrari France entered chassis 26681, this time bearing race number 62. Drivers were again Jean-Claude Andruet and Spartaco Dini. Andruet had the second-best Ferrari practice times of the Ferraris entered at 4:02.42, qualifying the car in 30th position on the grid for the start of the race. Andruet, however, retired the next morning at 9:25 a.m. while running a splendid 8th-place overall. He had managed to cover 240 laps this time, but low oil-pressure resulted in damaged bearings. During the race, Andruet did most of the driving, and at one point, he had moved the car well ahead and was for a while in sixth place into the 19th hour of the race before the engine damage forced him to retire.


Lot After the 1979 Le Mans race, the engine of 26681 was rebuilt by Ferrari, and the car was retained by Ferrari SEFAC for additional testing and development of the other customer-owned BB/LMs. It was then returned to Ferrari France in Paris. It was used on possibly only one other occasion, in practice during 1980. It was never formally entered again in any additional races and, as such, remains one of the few BB/LMs that were never damaged or crashed. In late 1980, 26681 was again returned to SEFAC Ferrari where it was further tested and again evaluated in order to continue providing updates and development for the remaining client BB/LMs. In early 1984, 26681 was deemed surplus to the needs of Ferrari, and it was formally sold to Charles Pozzi/Ferrari France. The

car was then dispatched and stored at their facilities in Levallois-Perret, Paris, France. On August 6th, 1985, formal ownership but not actual possession of 26681 was transferred to Prince Pierre Sanguzko.  Interestingly, road registration, using license plate number 9584 TF 60, was issued in the Prince’s name, with documents naming “Pierre Sanguzko” and showing his address, just North-East of Paris at Route Creil in Senlis, France. The original French “Carte Grise” roadregistration remains with 26681 to this day, and therefore, it is likely that the Ferrari is able to return to EU nations on a VAT and duty-free basis. Nonetheless, further investigation into this interesting aspect of the car is suggested prior to purchase by any European residents.

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Chassis No. F102BB26681 Engine No. F102BBLM006

The very first of 25 “Silhouette” BB/LMs built The prototype and homologation model Track-tested by former F1 Champion Jody Scheckter Entered at the 24 Hours of Daytona and Le Mans in 1979

Specifications:

480 bhp, 5.0-liter mid-rear mounted horizontally opposed 12-cylinder engine, Lucas indirect fuel injection, Tipo 4 five-speed, full-synchromesh gearbox in unit with engine and final drive, four-wheel independent competition suspension, and four-wheel hydraulic disc brakes. Wheelbase: 98.4"

Estimate: $800,000 – $1,000,000

Offered Without Reserve

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After being purchased by Symbolic, 26681 was shipped to the United States and offered again for public sale. It was then sold shortly thereafter to Robert Pond of Palm Springs, California and placed on display for a short while in his private museum. One year later, after extensive service work, the BB/LM was sold back to Symbolic Motor Car Company in May 1995. It was again offered for public sale by Symbolic. On June 24th, 1995, 26681 was on display with Symbolic at the Rosso Rodeo Drive, Beverly Hills Ferrari Show and then sold shortly thereafter to a private collection in Chicago, Illinois, where it remained as purchased until April 2009. Ferrari France then kept the car in storage, until it was displayed on June 21st and 22nd, 1991 at Pierre Bardinon’s Mas du Clos track during a Ferrari France club meeting. While there, the car was seen by many in attendance and described as having last raced at Le Mans in 1979. After the Mad du Clos meeting, this BB/LM was placed back into storage, where it remained for several more years. In early 1992, Prince Pierre Sanguzko passed away while the Ferrari was still in storage with Pozzi’s Ferrari France operation. The BB/LM remained there until February 18th, 1994 when it was purchased from the Prince’s son, Paulo Sanguzko, by Symbolic Motor Car Company of La Jolla, California, via Daniel Marin.

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This Ferrari has remained unrestored and as last raced with the current owner since their purchase 15 years ago. As offered, it has less than two hours of total running time, since it was rebuilt by Ferrari in the mid-1980s and returned to Ferrari France. It has recently undergone extensive full service work, and fresh new Avon tires have been fitted. The service work included the full engine/ transaxle removal and service, including new timing belts. Following this work, no running hours have been added to the engine/driveline and tires. All work has been carefully and sympathetically performed to ensure that the originality of this historic Ferrari is preserved for the next caring custodian, as well as future generations of Ferrari enthusiasts the world over.


Chassis 26681, the very first of the 25 “Silhouette” BB/LMs is pictured at the 24 Hours of Le Mans in June 1979, driven by Jean-Claude Andruet and Spartaco Dini, who had the second-best practice times of any Ferrari entered. An extremely competitive endurance racing machine, the car was running extremely well before it retired after 240 laps.  

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1971 Lamborghini Miura S It is fair to say that before the Miura, Lamborghini produced some outstanding Grand Touring automobiles, which, despite their superlative mechanical specifications, somehow lacked a definite persona. All of this was to change on March 10th, 1966 when the Geneva Motor Show opened its doors to the public. Named after a famous Spanish breeder of bulls, the Miura was aptly titled, as the Lamborghini emblem features a raging bull preparing to charge. The specifications are impressive even today: a lightweight frame, all independent suspension, fourwheel disc brakes and a wonderful sounding mid-engine four-cam V12 breathing through six twin throat Webers. Displayed on the Lamborghini stand next to a 400 GT sat the first Miura, completed only days before. Finished in a striking orange-red hue, the car caused a sensation that was multiplied several months later when the prototype was adopted as course car for the Monaco Grand Prix,

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being driven around the circuit on race day by company engineer Bob Wallace, accompanied by local hero Louis Chiron parading the checkered flag through the open window of the car. The Miura was the talk of the weekend. Its mid-engined V12 layout was in itself highly innovative, but it was the extraordinarily flamboyant body by Marcello Gandini of Bertone that provided the masterly final touch. With 350 bhp on tap, the car was capable of nearly 180 mph in the hands of the brave, which was more than a match for any other road-going production car. A process of evolution and improvement was maintained throughout the life of the Miura, and in 1968, the “S” – for “Spinto” (or tuned) – version appeared, boasting 370 bhp, updated brakes and numerous other changes. Faster, more stable with better braking and more luxuriously appointed, it was a large step forward from its already sensational forebear.


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Chassis No. 4428

“An exercise in automotive art” – Road & Track (April 1970) Desirable “S” model with “SV” upgrades Known history from new

Specifications:

370 bhp at 7,340 rpm, transverse mounted four-liter alloy V12 SOHC engine, Weber carburetors, five-speed manual gearbox, sheet steel platform chassis with aluminum body panels, independent front and rear suspension with A-arms, coil springs with tubular shocks and anti-roll bars, four-wheel disc brakes. Wheelbase: 98.4"

Estimate: $350,000 – $450,000

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The Miura on offer today is one of these desirable “S” models which was delivered new to Rainer Haas in August of 1970 and registered as HH XS 701 (copy of the original document on file). It then passed to Peter Eckel of Hamburg, Germany in 1974. By the 1980s, it was well known in London, England, being owned by property developer and car collector Tom Forrest. He kept the car until 1992 when it went back to Germany to new owner Mr. Denner who gave the car to the workshops of Lamborghini specialists Hoecker, where it was subjected to a comprehensive overhaul to enable him to reliably use it to travel from Germany to the south of France for his annual holiday.

The car was then sold back to the UK where it has resided in a small private collection and used on a regular basis. The Miura has been the subject of a sympathetic but complete cosmetic restoration. It is finished in a stunning, period Blue Chiaro metallic paint complemented by an interior of blue and tan “Bridge of Weir” leather. Besides benefiting from the standard Miura “S” specifications, it also features some performance aspects normally only found on the desirable later “SV” model, such as an “SV” split-sump engine block, as well as that model’s wider road wheels and badging. Complete with its excellent provenance and history from new, it is a highly desirable example of the beautiful Miura model line and worthy of serious inspection and consideration.

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c. 1850 “Boothill Express” Custom Show Rod To thousands of custom car fans, Ray Fahrner created some of the most memorable and radical show rods of all time. Fahrner, who passed away in 2005, rose to prominence in the late 1950s with his groundbreaking 1932 Ford Roadster Pickup dubbed the Eclipse. Once on the map, Fahrner’s Missouri-based shop pushed the limits of automotive design, echoing the unbridled creativity and experimental nature of America during the 1960s.

By 1967, Fahrner completed his signature creation, the outrageous “Boothill Express,” based on an actual circa-1850 horse-drawn funeral coach by Cunningham of New York, which reportedly carried James Gang member Bob Younger to “Boot Hill.” Features include ornate carved moldings, brass lamps reportedly dating to late 18thcentury India and proper funeral equipment, including tasseled velvet curtains and polished coffin rails. The chrome-plated suspension features a CAE tubular front axle and hairpins, along with 1963 VW steering gear, full-elliptic rear leaf springs, a 1948 Ford rear end and drum brakes. The totally outrageous 426 “Hemi” V8 mounts Hilborn fuel injectors with velocity stacks jutting through the top of the hearse body, while eight individual pipes remove the exhaust gases. A TorqueFlite automatic transmission handles the power, while the car’s aggressive rake is provided by a pair of E-T spindle-mounted front wheels, with Cragar S/S wheels and Goodyear Blue Streak slicks at the rear. Other features include a Ford

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Lot Model T steering wheel, a Moon hydraulic throttle and a canister-style fuel tank, as well as a Stewart-Warner instrument cluster. The open bench-type front seat features black diamond-tufted upholstery. The Boothill Express formed part of Fahrner’s “Boothill Caravan,” which toured drag-strips and auto shows during the late 1960s. In the best 1960s show-rod tradition, the vehicle was immortalized with the 1967 release of a 1:24-scale plastic model kit by Monogram, complete with a skeleton packing a six-

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shooter and wearing a 10-gallon hat. Due to continued strong public demand, the model kit was reissued in 1994. Today, the Boothill Express benefits from a recent expert detailing and is offered in period correct and unrestored condition. It is ready to resume its show career, or to form the prized centerpiece of a collection of the most famous and iconic show rods ever created. The Boothill Express remains a lasting tribute to the wild genius of Ray Fahrner, a custom car legend with an unbridled imagination.

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Chassis No. N/A Specifications:

Est. 450 hp, 426 cu. in. Chrysler “Hemi” V8 engine with Hilborn fuel injection, Chrysler A-727 TorqueFlite three-speed automatic transmission, CAE tubular straight front axle with transverse leaf spring, live rear axle with full-elliptic leaf springs, and two-wheel drum brakes.

Estimate: $120,000 – $160,000

One of the most famous show rods of all time Part of Ray Fahrner’s famed “Boothill Caravan” show Based on an actual circa-1850 Cunningham funeral hearse

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1964 Ed “Big Daddy” Roth Road Agent Ed “Big Daddy” Roth’s Road Agent, created in 1964, marked a milestone in the customization world. Rod & Custom kept pushing the envelope, too, and Joe Henning sketched some outside-the-box designs. Roth seized upon Chevy’s Corvair with its air-cooled flat six. Beginning with a simple tubular frame, Roth installed the Corvair engine with a Powerglide automatic that was ingeniously repositioned to take the power from the front. A Corvair swing-axle independent rear suspension brought up the rear.

Next, Roth and Henning developed the appropriately bizarre bodywork. Roth and Acry Plastics collaborated on the bubble top, with its tinted plastic and contours suggestive of a B-movie alien’s brain. Quad headlights heightened the theme, while a small recess between them featured a whimsical winged Boyce Motometer. The body, molded with Roth’s “spit wad” technique, tapered back around the passenger compartment and over the engine and rear suspension in a fair approximation of a dart. Paintwork was by renowned customizer Larry Watson, while Roth applied the pinstriping. The bench seat is rolled and pleated in Rose Pearl vinyl with matching deep-pile carpet. A Dixco tach and pair of Stewart-Warner gauges provide vital information. A tiny Delmonico TV in the passenger’s door panel elevates form over function in the otherwise purposeful interior, while the shifter handle was fashioned from a ratchet wrench.

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Lot First featured in Rod & Custom in March 1964, Road Agent was accorded a two-page feature in the next month’s issue, then got Hot Rod’s attention in October. Roth then sold it to the Brucker Family’s MovieWorld museum before it joined the Harrah’s Collection and eventually found its way into an East Coast museum. Renowned Roth guru Mark Moriarty acquired the car in 1996 and sold it to its previous owner in 2005. Moriarty restored Road Agent in 1997, meticulously retaining its originality in the process. It was displayed at the Los Angeles Museum of Art’s 20002001 “Made in California” exhibit, with the

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Roth rods at the 2006 Detroit Autorama and at the Petersen Museum in Los Angeles in 2007. In September 2009, the current owner acquired Road Agent. An important milestone in Roth’s rich body of work, Road Agent was conceived and designed from the inside out. This concisely typifies Ed Roth. He happily discarded preconceived notions, and no creation better expresses his pioneering spirit than Road Agent. Visit rmauctions.com to view all photos.

Please note, this vehicle is being sold with a Bill of Sale only. Chassis No. N/A Specifications:

Est. 100 hp, 145 cu. in. overhead valve, horizontally-opposed six-cylinder engine, Powerglide two-speed automatic transmission, live axle front suspension with torsion bar, independent rear suspension with coil springs, and rear-wheel hydraulic drum brakes.

Estimate: $150,000 – $200,000

Designed and built by the famed Ed “Big Daddy” Roth One of the most famous show rods of the 1960s A stylistic milestone in Roth’s creative career

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1951 Bentley Mark VI Drophead Coupe Coachwork by Park Ward Although the Bentley Mark VI was the first Bentley to be built using regular production steel bodies from Pressed Steel Company, clients could still opt for a series of custom body designs built by H. J. Mulliner, Park Ward, Freestone & Webb, James Young, or Hooper, as well as one-off coachwork from such houses as Franay, Graber, Radford, and Windovers. Records indicate that Park Ward produced a total of 167 bodies during the years of Mark VI production, including dropheads as well as coupes and saloons. The Mark VI offered here features coachwork by Park Ward and is one of only twelve Bentleys sold in the United States in 1951. It was originally ordered to left-hand drive US specification by Howard D. Kizer of Montclair, New Jersey. Upon completion, it was shipped aboard the SS Mauretania, departing from Southampton on July 4th,

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1951 to be received in New York City by J. S. Inskip. Kizer sold the car in 1953 to Dr. Ivor Harris of Detroit, Michigan. Dr. Harris also kept the car for two years before selling it to Richard Stitt in nearby Illinois, who passed it on to Geoffrey Field, also of Illinois, in 1959. By the 1980s, the Mark VI had found its way back to New York into the collection of Philip Wichard, who had purchased the car from the widow of the previous owner. The car was mechanically and cosmetically restored in 1990 at Classic Coachworks of Cameron, Wisconsin at a cost of more than $175,000, a substantial sum 25 years ago. Thereafter, it was awarded a National First Prize at the AACA National meeting in Hershey, Pennsylvania and honored as the Senior Winner by the Antique Automobile Club of America in 1991.


Lot Following Wichard’s death in 1995, the Bentley, along with the balance of his collection, was sold at auction. It was acquired by Formula 1 impresario Bernie Ecclestone and shipped to Pichler Cars in Gstaad, Switzerland, where a full service was conducted upon arrival. The car remained in the Ecclestone Collection until 2007, properly maintained and in outstanding condition, until it entered its current collection with 407 miles since restoration. As presented, this Bentley Mark VI Drophead Coupe still remains in truly excellent, showquality condition. Its metallic mauve over cherry red paint is excellent, as is all the chrome and brightwork. The panel fitting is virtually perfect all round, and the car is fitted with trafficators and a burgundy Haartz cloth top, which is power-operated as per Park Ward specifications. The center

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driving lamp, skirted rear fenders, and whitewall tires are also present, as ordered by Kizer in 1951. The interior trim is very good, fitted and stitched very well, while the woodwork is also of equal caliber. The mauve upholstery matches the exterior color very nicely. Of particular note is the proper two-band radio. Expert craftsmanship is also apparent in the engine bay. All the wiring, hardware, fittings, lines, hoses, and clamps are correct for the period or excellent reproductions. Since its acquisition in 2007, the car has received new brakes and tires and was color-sanded and polished. It currently shows 559 miles and reportedly runs and drives very well. Beautifully presented throughout, it not only embodies the high standards of Bentley luxury and quality but also bears a remarkable, award-winning history.

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Chassis No. B79LKL Specifications:

150 bhp, 4,257 cc overhead valve six-cylinder engine, four-speed manual transmission, independent front suspension with coil springs, rigid rear axle with semi-elliptical leaf springs, four-wheel drum brakes. Wheelbase: 120"

Estimate: $175,000 – $225,000

Formerly in the collection of Bernie Ecclestone Known history from new One of only 12 Bentleys sold in the U.S. in 1951 Superb award-winning restoration and lovely Park Ward coachwork

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1966 Aston Martin DB6 Vantage Coupe The image of the quintessential British GT car is exemplified by Aston Martin’s DB-series cars. With the debut of the DB4 in 1959, powered by an all-new Tadek Marek-designed 3.7-liter six, Aston Martin embarked on a succession of its most-admired models, including the DB4, DB5, DB6, and DBS.

Of all, the DB6 is considered the ultimate development of David Brown’s “gentleman’s express” concept. Its seductive body featured the covered headlamps of the prior DB5, while an efficient “Kamm” tail graced the rear. The chassis was extended slightly to better accommodate a pair of usable rear seats, providing enhanced passenger comfort. The body panels were, as always, of handformed aluminum. Other standard DB6 features included chrome wire wheels, power-assisted Girling disc brakes, a limited-slip differential and a five-speed ZF gearbox. The interior coddled its occupants in the finest Connolly leather hides and Wilton wool carpeting, while still propelling passengers from zero to 60 mph in 6.2 seconds with a top speed approaching 150 mph. Only about 1,300 examples of the DB6 Coupe were built from late 1965 through late 1970, of which the Vantage variant is particularly coveted by marque enthusiasts today, with its higher-compression cylinder head, triple Weber carburetors and 325 bhp output.

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Lot This matching numbers, right-hand drive 1966 DB6 Vantage Coupe benefits from a ground-up restoration by British car racing and restoration specialists The Vintage Connection, with every part refurbished or replaced as required. Highlights include a Silver Birch exterior finish and a completely rebuilt engine with stainless steel headers and exhaust system, as well as a rebuilt five-speed manual transmission and rear differential. The body and interior are excellent, and the windshield and glass are in good condition, as are the original emblems. Expert upholsterer Dan Kirkpatrick, whose interiors have graced numerous Pebble Beach Concours winners, trimmed the magnificent interior in Royal Blue Connolly hides with

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matching Wilton wool carpeting. The DB6 is also equipped with an original and very rare Aston Martin fire extinguisher, as well as a new and discreetly hidden AM/FM CD stereo with XM satellite radio capability in the trunk. The original instruments and switches all function nicely. With its stunning restoration, DB6/2868/R not only presents very well, it is eminently drivable. There are few cars from the 1960s with as much visual appeal, performance and downright sex appeal as the Aston Martin DB6. A matching numbers, Vantagespecification example, it is also offered complete with FIA paperwork, making it eligible for the world’s most prestigious vintage racing and touring events.

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Chassis No. DB6/2868/R Specifications:

325 bhp, 3,995 cc inline six-cylinder engine with dual overhead camshafts, and three twin-choke Weber carburetors, ZF five-speed manual gearbox, independent front suspension with unequal-length A-arms, coil springs and anti-roll bar, live rear axle with Watt linkage, radius rods and coil springs, and four-wheel hydraulic disc brakes. Wheelbase: 101.75"

Estimate: $150,000 – $175,000

A matching numbers Vantage-spec DB6 Superb restoration Complete with FIA paperwork

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Chassis No. 3072 Specifications:

140 hp, 252 cu. in. “Le Mans Dual Jetfire” overhead-valve inline sixcylinder engine, dual carburetors, three-speed manual transmission with overdrive, independent front suspension with Healey trailing links, coil springs and anti-roll bar, rigid rear axle with coil springs and track bar, and four-wheel hydraulic drum brakes. Wheelbase: 108"

Estimate:

1953 Nash-Healey Le Mans Coupe Seeking to capitalize on America’s postwar love affair with sports cars, Nash’s George Mason happened to meet Donald Healey in late 1949, who was building sporting cars and seeking a supply of engines. The resulting two-seat Nash-Healey debuted at London and Paris in 1950. England’s Panelcraft built the body, the chassis was pure Healey and the engine was an uprated Nash overhead-valve six. U.S. sales followed the car’s début at Chicago in 1951.

In 1952, Pinin Farina endowed the NashHealey with a far more curvaceous design. Aluminum bodywork replaced the steel body, and an enlarged engine was fitted. The Le Mans coupe appeared for 1953 with a longer wheelbase, a steel top, rear quarterwindows, leather upholstery, a tachometer and more, creating a true high-performance GT car rivaling Europe’s best. Production lasted just four years, with only 506 NashHealeys produced in total.

The Nash-Healey raced very successfully, finishing ninth in the 1951 Mille Miglia and fourth overall at Le Mans. The next year at Le Mans, an open Nash-Healey finished third overall and scored second in the Index of Performance.

Acquired by the current owner in August 2008, this fine example has never required a complete restoration and benefits from selective mechanical and cosmetic work as required. The engine compartment is clean, finished in flat black. Likewise, the trunk is clean, and a new mat is fitted. Additional features include correctstyle Nash wire wheel covers, wide whitewalls, the original AM radio, the factory-fitted overdrive three-speed transmission and dual carburetors.

$100,000 – $125,000

A superb Anglo-American-Italian GT Pinin Farina style, powerful Nash “six,” Healey chassis Only selectively restored as required over the years Only 506 produced in total

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This 1953 Nash Healey Le Mans Coupe can be driven and enjoyed as presented, or it will be a perfect candidate for a concourslevel restoration. A fine example of a 1950s Anglo-American GT with Italian coachwork, it is very rare, with all the performance and excitement of its pricier competition.


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Chassis No. 9204104130 Specifications:

1960 Chrysler Imperial Crown Convertible The Imperial for 1960 received rave reviews. Motor Life, in particular, declared that “it handled and rode better than anything else of its size on the road. For all its mass, it feels like a light car, with TorqueFlite transmission, power steering and power brakes doing everything they can to eliminate labor from driving. Compared to last year’s Imperial, the 1960 is quieter, more comfortable, and even easier on the eye.” The Imperial Crown Convertible epitomized the glamour and progressive spirit of the era. Weighing nearly 5,000 pounds and priced from $5,774, just 618 of these majestic cars were originally built, with each survivor being highly coveted today. The Imperial Crown Convertible offered here was purchased by the current owner in 2001. Following the purchase, he immediately trailered his new Imperial straight to the restoration shop, where it underwent a three year extensive and comprehensive body-off restoration. Finished in its stunning factorycorrect Dusk Mauve with a white convertible top, this Imperial Crown Convertible has traveled less than 2,000 miles since the restoration and features a white leather interior and comes very well equipped. It

features a TorqueFlite pushbutton operated three-speed automatic transmission, six-way power swivel seats in front, air conditioning, power vent windows, power windows, power antenna, power brakes, power steering and a power operated top. This car also sports wide whitewall tires, dual exhaust, tinted glass, and dual side-view mirrors. Still remaining in exceptional condition, this Imperial has been the recipient of multiple awards, including several “Best in Show” honors since the restoration was completed in 2004. Also featured in numerous magazines, including the March 2009 issue of Hemmings Classic Car as well as being featured on the cover of Hemmings Motor News in July 2005, it remains a testament to the quality of its restoration and proper maintenance.

350 bhp, 413 cu. in. V8 engine, TorqueFlite pushbutton-operated three-speed automatic transmission, independent front suspension with torsion bars, semi-floating rear axle with tapered semi-elliptic leaf springs, and four-wheel power-operated hydraulic drum brakes. Wheelbase: 129"

Estimate: $90,000 – $120,000

Multiple award-winning example One of only 618 examples built Beautifully finished in factory-correct Dusk Mauve Less than 2,000 miles since restoration

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Chassis No. 00867s100507 Engine No. FI00ICU Specifications:

270 hp, 283 cu. in. overhead valve V8 engine, four-speed manual transmission, independent front suspension with coil springs, live rear axle suspension, four-wheel drum brakes. Wheelbase: 102"

Estimate: $80,000 – $90,000

1960 Chevrolet Corvette Although it retained its timeless appearance, the 1960 Chevrolet Corvette was nonetheless substantially revised under its shapely skin in an effort to make it a sharper, more performance-oriented sports car. New swaybars and an aluminum clutch vastly improved handling and performance of Chevrolet’s roadster for the model year. Though “America’s sports car” started life as a tame boulevardier, continued work by famed GM engineer Zora Arkus-Duntov turned it into a track-tuned performance machine. Powered by a choice of small-block V8s, power ranged from 230 to 315 horsepower in 1960, and engines could be mated to either a two-speed Powerglide automatic or a fourspeed manual.

Offered Without Reserve

Matching numbers, rare Tasco Turquoise combination Frame-off restoration in 1997; extensive freshening in 2006 Top Flight certification

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The 1958-1960 models represent the secondto-last iteration of the inaugural Corvette platform, and they feature the most intricate chrome detailing ever offered, along with thorough interior upgrades. Painted in a striking Tasco Turquoise over a matching turquoise and white interior, the 1960 Chevrolet Corvette presented here was subjected to an extensive frameoff restoration in 1996. A year later, it was awarded the prestigious Top Flight award, the highest possible category assigned by the National Corvette Restorers Society. It is mechanically well sorted and ready to be enjoyed, having been treated to an extensive $25,000 restoration freshening just four years ago. A matching-numbers car, this Corvette is equipped with the 270-hp variant of the 283-cubic inch small-block V8 mated to a four-speed manual transmission. Fitted with desirable and rare options like power windows and a WonderBar radio, it also features dual four-barrel carburetors for increased performance and drivability.


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Chassis No. tba Specifications:

160 hp, 331 cu. in. overhead valve V8 engine, two-barrel carburetor, four-speed Hydra-Matic automatic transmission, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes. Wheelbase: 126"

1949 Cadillac Series 62 Convertible Coupe Just one year after introducing its modern body styles, Cadillac took the wraps off of its new overhead-valve V8 engines in 1949. Considerably lighter and more compact than the outgoing V8s, the new engines boasted ingenious “slipper” pistons for reliable high speed operation. And high speeds were possible thanks to a higher compression ratio that boosted performance. The most popular of the four Cadillac Series models offered in 1949 was the Series 62, and of those, the upgraded Convertible Coupe was the most ostentatious and typically Cadillac in terms of its luxuries. Power windows and a smart interior set it apart and earned it a strong reputation and rave reviews from the press. It was Motor Trend’s first ever “Car of the Year.”

It is in strong mechanical condition and would be a real crowd pleaser at any gathering of significant automobiles. It is worth noting that a previous owner has converted the troublesome hydraulic power windows to more reliable electrically-operated units. Conversely, it is ready to be enjoyed on the open road where the next owner will delight in taking advantage of the sophisticated new-for-1949 V8.

Estimate: $70,000 – $90,000

Offered Without Reserve

Upgraded with Cadillac wire wheels, the 1949 Cadillac Series 62 Convertible Coupe offered here is a terrific show-and-drive ready example of one of the automaker’s most iconic shapes. It includes a very clean, black leather interior and shows well with strong paint and chrome, and the soft top folds away properly for open-air touring.

First year for iconic overhead-valve V8 Ready to be enjoyed and shown

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1955 Astra Coupe When asked about the inspiration for his groundbreaking car in the January 1954 issue of Hot Rod Magazine, Jay Everett remarked, “I’m tired of looking at lead barges” – a surprisingly succinct answer for a project that required tremendous effort and exceptional talent! Although Everett later enjoyed a highly successful career as a model-maker, the car presented here preceded all those projects. Among other accomplishments, he is credited with developing the distinctive shape of the Michelob beer bottle as well as pre-production models of the famous Eames molded-plastic chairs, Polaroid cameras and World’s Fair exhibits for the Finnish architect Eero Saarinen. The car presented here first took shape in 1952. Everett, living in California, was a young father working from a small garage behind his house who briefly attended the Art Center College of Design in Pasadena, the breeding ground for the greatest automotive designers of the period, from the 1950s through the 1970s. After less

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than two years of effort, Everett, then only 25 years old, debuted this car at the 1953 Petersen Motorama. Rather than beginning with an existing car and simply modifying and customizing it, this full custom was built from the ground up. The aluminum body and tubular chassis were all built from scratch, and the chassis was constructed by Paul Koonz from 2 3/8-inch diameter oval tubing. The car’s shape was then defined by small tubes emanating from the chassis that created the framework upon which Jack Sutton and Dennis Powers painstakingly formed an aluminum body, in one of the industry’s first uses of an English wheel in North America. The entire process was very reminiscent of aircraft construction, and Sutton, who also built many bodies for such racing cars as Max Balchowski’s Ol’ Yallers, executed Everett’s vision masterfully. Although most of the body was built by hand, the windshield was from a 1952 Cadillac, the back glass was from a Chevrolet Fleetline and the side glass was framed with pieces of convertible window frames.


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Chassis No. WA94173298

A full custom built by Jay Everett Restored by JF Launier Featured in period for Rod & Custom, Motor Trend and Hot Rod

The front and rear of his initial design were certainly the most striking. The grilles were made from flat stock and tubing, with the rear unit concealing an innovative radiator in the Kamm-type tail. His intention was for the low pressure area at the rear to push air into the radiator. The front bodywork hinged forward in a “clam-shell” setup that preceded similar designs used in the industry, including Jaguar’s E-Type. With its sloping fastback design, razor sharp edges and large wheels, the car’s European influence was unmistakable.

Rod & Custom after having been noticeably modified and given a name – Astra Coupe. The nose was pinched, with a scoop underneath that directed air to the radiator, which was now mounted in front. The fenders were bobbed and tapered and the headlight and hood scoop design was reminiscent of Lincoln’s 1955 Futura and 1956 Premier. The tail section was closed off but, visually, remained much the same with a lattice of aluminum flat stock. The taillight assembly was split in two with stop and reverse lights, and the sloping deck lid had a machined aluminum fuel filler cap.

The car was critiqued for Motor Trend’s September 1955 issue but then re-appeared almost a year later in the May 1956 issue of

As for the interior, bucket seats replaced the earlier bench seat set-up, and the floormounted shifter, made from a stripped and

Specifications:

303 cu. in. overhead valve Rocket 88 Oldsmobile V8 engine, Lincoln automatic transmission with overdrive, 1937 Ford tube axle. Wheelbase: 102"

Estimate: $125,000 – $175,000

Offered Without Reserve

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shortened Cadillac column-shift piece, preceded George Hurst’s design by several years. The second stalk, visible in period photos, indicates the car likely had an overdrive transmission and perhaps the same one it has today. Simple and clean, yet entirely hand-made, the banjo steering wheel, aluminum horn cap and column-mounted gauge pod complete with Stewart-Warner gauges were all made by Jay himself. Although earlier magazine stories hinted at Cadillac power, the powerplant residing under the cast-aluminum hood scoop was a 1952 Buick 303-cubic inch Rocket V8 engine, with exhausts exiting through a small side-pipe in the rocker panels. Everett finally sold the car in the late 1950s and cofounded Scale Design, the company with which he could create various prototype designs for the aforementioned clients. Astra’s new owner was Dick Hoy, another one of the gear heads associated with George Barris’ shop, who reportedly took the car to Barris’ for a freshening that probably included a repaint in blue. It’s believed Barris was eager to get his hands on the car as it had been upstaging other custom creations on the show circuit for some time.

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Astra’s next owner was the machinist Johnny Morris, who had a yard with various interesting cars in El Monte. The owner of Antique Auto Parts, Fred Torrisi, ultimately bought the car in 1979, and, according to his daughter Brandy, it was buried under a collapsed carport. Upon his death in 1990, the car passed to Brandy who transported it to her new home in the Pacific Northwest and sold it in 2004 to Jeff Allison, a Spokane, Washington artist. Although both Brandy and Jeff wished to restore the car, the project did not begin until master restorer and coachbuilder JF Launier spotted the car in Jeff’s shop. Launier is a former Ridler Award semi-finalist and the owner of JF Kustoms in British Columbia, which just recently won the World’s Most Beautiful Custom award at the 59th Sacramento Autorama in California. Much like Jay Everett over 50 years earlier, JF started this project in his twenties and finished the restoration in just 10 months – a restoration made possible by its owners Barry and Carole Blomme. The passage of time had taken its toll on the car, and it would require a complete nut-and-bolt restoration. Yet, despite neglect, the car remained intact, and the


body could not be taken apart without undoing Everett’s work. The hood, for instance, was made of 16 pieces of aluminum, all seamlessly gas-welded together. A rotisserie was built specifically for the car before it was reduced to its elements. The car was finished in urethane paint, as opposed to the original lacquer, but otherwise JF remained as faithful to the Astra’s original construction as possible. The car was returned to its 1955 specification, complete with knock-off wheels, “Astra” badges, a bucket seat interior and the same 303-cubic inch Rocket 88 with which it was found. Ten short months later, the car was debuted at the West Coast Customs’ 2007 Paso Robles event where John Everett, Jay’s brother, was in attendance with his wife. As JF had been unable to locate any of Jay’s living relatives during the restoration, the run-in was quite a coincidence. John called his niece Kim Everett-Enriquez (Jay’s daughter) who came to look at the car and, upon laying eyes on it,

excitedly yelled out, “That’s my dad’s car!” Neither John or Kim had seen the car in five decades! An extraordinary full custom, the Astra Coupe has been featured in every major custom and hot rod publication of the 1950s, including Hop Up, Hot Rod, Motor Trend and Rod & Custom. In fact, it was featured again just recently in a two-part article in Rod & Custom. Beyond the innovative styling touches and aircraft-style coachwork, one must recognize Everett’s use of aluminum, which was considerably more difficult to work with than the fiberglass creations of his contemporaries, Glasspar and Devin included. It is an iconic automobile, to say the least, with features and designs that beat even the Big Three to production. It has since been faithfully restored by an award-winning customizer and is beautifully presented in show-quality condition. Please note that this vehicle is titled as a 1959.

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2003 Bugnotti by Deco Rides The aerodynamic “Goutte d’Eau,” or teardrop designs, of Parisian coachbuilders Figoni et Falaschi in the 1930s remain perhaps the high-point of automobile design, with their combinations of fluid forms and function. Their swooping bodies were fitted to Talbot-Lago, Delage, Delahaye, Bugatti, Peugeot and Bentley marques; they are instantly recognizable, command premium prices at auction and are an essential element in any meaningful collection. They’re also intimidating from a design standpoint and have rarely been imitated.

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Foose penned this roadster for Terry Cook of Deco Rides of Long Valley, New Jersey. Deco Rides builds cars that evoke the classic designs of the 1930s and are constructed with the same attention to detail and fine materials. Despite its Bugatti-style grille, this car is not a Bugatti, hence the name. What it is, however, is an extreme vision of a custom car, following design parameters established almost 80 years ago by Figoni et Falaschi, Pourtout, Franay, Saoutchik and others.

It’s probably a daunting prospect for any designer to attempt, since the originals are so well-known that any deviation from accepted practice would be considered a glaring error – yet what great artist would want to unthinkingly copy another?

Giuseppe Figoni was born in Pizcenza, Italy in 1894, but his family emigrated to Paris, and he was apprenticed to Carosserie l’Automobilie in Boulogne-sur-Seine. Designing disappearing tops and sunroofs in the 1930s, Figoni came to the attention of Anthony Lago, who was reviving the fortunes of Talbot and sent work his way.

That was likely the challenge facing designer Chip Foose, Boyd Coddington’s one-time apprentice, a graduate of the Pasadena Art Center for Design and currently host of the television show Overhaulin’ – which turns enthusiasts’ stalled projects into vibrant reality.

In 1935, Figoni met fellow Italian businessman Ovidio Falaschi, and their partnership of Figoni & Falaschi brought high fashion to the automobile business. Indeed, one-time Folies Bergeres dancer Stella Mudge, who became the second wife of Maharaja Paramjit Singh,


Lot had her Talbot-Lago teardrop coupe painted and reupholstered several times to match her clothes. Mudge’s car is significant because it’s believed to be the only one of the 14 teardrop Talbot-Lago coupes to have the front wheels covered, and this is one of the styling cues Chip Foose embraced in this roadster. The crocodile skin interior is also period correct. The composite body was built by Brown’s Metal Mods in Indianapolis, Indiana, assembled by Ramsay Mosher at Ram’s Rod Shop in Dover, Delaware and finished by Brian Butler of East Coast Restorations in Greenwood, Delaware. Steve Pierce of One-Off Technologies in Gilford, New Hampshire created the interior, with its mix of crocodile skin and burgundy leather. The Bugatti-style grille is made of brass, and the louvers open when the engine is started. All the stainless steel trim of the

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car is painstakingly hand-formed, as were the “organ pipe” exhausts. Since January 2009, the car has been part of a highly respected California collection. The owner ordered some changes to make it more tractable. The 350-horsepower Corvette LS1 V8 engine and 4-speed automatic transmission were more than up to the task of propelling the car at a suitable speed, but the owner was concerned about ground clearance. So he installed a computerized airbag suspension, which can raise the car several inches to ease its passage in and out of driveways and over speed bumps. He also had customizer John D’Agostino create a removable canvas soft top to protect the car’s occupants (and the crocodile upholstery) from inclement weather. As Oscar Wilde said: “The only thing worse than being talked about is NOT being talked about.” There are no worries on that score, where this car is concerned.

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Chassis No. 1F90003S63C120369 Specifications:

350 hp, 346 cu. in. Chevrolet LS1 V8 engine, fuel injection, four-speed automatic transmission, independent front suspension with coil over shocks, live 9-inch Ford rear axle with coil over shocks, four-wheel hydraulic disc brakes.

Estimate: $125,000 – $175,000

Chip Foose-designed one-off custom Evokes Figoni et Falaschi’s 1930s French style 350 hp Chevrolet Corvette LS1 fuel-injected V8 engine Adjustable airbag suspension added John d’Agastino-designed black convertible top

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Chassis No. 496081739 Specifications:

160 bhp, 331 cu. in. overhead valve V8 engine, Carter two-barrel carburetor, Hydra-Matic four-speed automatic transmission, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 133"

1949 Cadillac 60 Special Fleetwood Sedan The editor of Road & Track magazine, John Bond, selected the best new car of 1949. It was a Cadillac Series 60 Special Fleetwood, with the deciding factor being Cadillac’s compact and powerful overheadvalve V8 engine. The Series 60 Special Fleetwood Sedan rode a stately 133-inch wheelbase, measuring a full seven inches longer than that of the Series 61 and 62 models. Other indentifying features included wider rear doors, chrome C-pillar slashes, narrower rear fender stone guards and additional chrome extensions. Fleetwood models also featured hydraulic window lifts as standard equipment.

Estimate: $40,000 – $60,000

Formerly a part of the noted Art Astor collection, this Cadillac Fleetwood Sixty Special has been driven only sparingly since

Offered Without Reserve

Show-quality presentation throughout Recently upgraded with A/C and power steering

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a thorough restoration was completed ten years ago. It has recently been refinished in a lovely shade of maroon – a pricey paintjob that cost about $20,000. The brightwork and the car was also fitted with a newer set of wide whitewall tires. Other great additions include air conditioning and power steering. The interior is equally exquisite, with its tan cloth and red leather seats and panels, complemented by newer tan carpeting throughout. The body-color dash has been completely refinished as well, along with the steering wheel, instruments and controls. The engine bay and trunk compartment were likewise returned to as-new, factory-delivered condition. The chassis was carefully detailed and remains exceptional today. This 60 Special Fleetwood is noted to run, drive and handle exactly as it should, with all power features in proper working order, including the power window lifts and radio. While 11,399 60 Special Fleetwood Sedans were produced for 1949, precious few show-quality and tour-ready examples exist today. This example is surely one of the finest available.


Lot

273

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Chassis No. 7410581 Specifications:

1949 Chrysler Town & Country Convertible The glamorous New Yorker-based Town & Country Convertible was first introduced in 1946. Enticing advertisements and a two-page spread in the  Saturday Evening Post  spurred public interest to the point that Chrysler skipped the normal clay models and prototypes – the  car was reportedly built directly from design sketches. For 1949, the last year of the Town & Country Convertible, production was delayed until March. Just 993 units were built that year, and with their longer 131.5-inch wheelbase, these late-production cars remain highly coveted for their superior ride and driving dynamics. Fewer than 150 are believed to remain in existence. James Miller of Greensboro, North Carolina purchased this example new, and while its subsequent history is unknown, the Town & Country was treated to a complete bodyoff-frame restoration in 1994, beginning with a complete and original car that was noted to be in good shape. A grand total of $120,470 was spent during the painstaking, photo-documented process, as confirmed by the receipts and tally sheets that were accumulated. Nearly $15,000 was spent

on the chrome work alone. Since it was completed, the Town & Country was shown just once at the Forest Grove Concours, where it was awarded Best in Class. Always treated as a prized show car, the Town & Country has only logged a few hundred miles since the restoration was completed. It is complete with an extensive selection of documents including the original Owner’s Instruction Book, Owner’s Service Policy and owner’s inspection coupons, as well as the aforementioned restoration documents. Beautifully restored and carefully maintained, this 1949 Town & Country is a great example with nearly silent operation, silky smooth ride and handling, and seamless power delivery.

135 bhp, 323.5 cu. in. “Spitfire” L-head inline eight-cylinder engine, Fluid-Drive semiautomatic transmission, independent front suspension with unequal-length A-arms and coil springs, semi-floating rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 131.5"

Estimate: $100,000 – $125,000

Offered Without Reserve

One of just 993 examples built Complete with documentation Restored in 1994 and carefully maintained since A former concours class-winner

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Chassis No.

1956 Austin-Healey 100M “Le Mans” Roadster

BN2-L/232109 Engine No. 1B/232109-M Body No. 13526 Specifications:

110 bhp, 2,660 cc inline four-cylinder engine, dual S.U. H 6 carburetors, four-speed manual gearbox, independent front suspension with coil springs and anti-roll bar, rigid rear axle with semi-elliptic leaf springs and anti-sway bar, and four-wheel hydraulic drum brakes. Wheelbase: 90"

Estimate: $125,000 – $150,000

As confirmed by the 100M “Le Mans” Registry and the British Motor Industry Heritage Trust, this genuine factory-built 100M is one of just 640 examples produced and is a left-hand drive export model, which was completed on April 27th, 1956 and delivered to a dealer in the United States. In addition to its Le Mansspecific upgrades, this 100M included such factory-fitted equipment as wire wheels, a laminated windscreen, a heater, and an original numbered louvered bonnet. Still equipped with its original California black plates, this Healey was last registered in 1967 and is believed to have been off the road since then. Included with the sale of this 100M Le Mans roadster is an original California title from 1965, the original owner’s manual, the original jack and handle, a tool roll, and a knock off hammer. Additionally, the car is also fitted with a Lucas bar and fog lamps as well as a period-correct reproduction MotoLita wood steering wheel. Featuring a four-

One of only 640 Le Mans Healeys built from the factory Documented in the 100M Le Mans Registry Complete with a British Motor Industry Heritage Trust Certificate Original California black plate car Fresh, nut-and-bolt restoration by marque specialist Kurt Tanner

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speed manual transmission with overdrive, this car is also fitted with five new and correct Dunlop bronze painted 48-spoke wire wheels that are shod with Michelin 165x15 ZX radial tires. Finished in its original factory colors of Healey Blue over Ivory with a navy leather interior accented by cream piping, this 100M Le Mans roadster benefits from a freshly completed bare metal, nut-and-bolt, rotisserie and mechanical restoration by noted marque specialist Kurt Tanner Restorations. Restored to Austin-Healey Club Gold Concours standards with particular attention to fit and finish in all areas, this example features all the original numbered cockpit railings. All the original panels remain on the car with the exception of the trunk lid, which was replaced at some time. An excellent overall example – not only because it is a genuine factory-built “Le Mans” roadster, of which only about 170 are known to have survived, but also because it has been freshly restored to the highest standards by a marque specialist – this car has excellent documentation and offers the new owner the ability to show a car that hasn’t been seen in over 40 years. It remains one of the best examples we have ever offered and warrants closer inspection from knowledgeable enthusiasts.


Lot

275

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Chassis No. ZFFSG17A7K0081172 Specifications:

1989 Ferrari Testarossa An icon of the 1980s, the Pininfarina-penned Ferrari Testarossa improved on the basic recipe of the automaker’s Berlinetta Boxer thanks to more underhood power that propelled the V12 coupe to a 180 mph top speed. Its V12 was derived from the Boxer, featuring two banks of six horizontally opposed cylinders and 48 valves. Bosch’s latest K-Jetronic fuel injection improved power and drivability; with 380 horsepower on tap, the Testarossa was capable of sprinting to 60 mph in 5.6 seconds. Taking its name from the legendary Testa Rossa racing car, the mid-engined Testarossa gained additional notoriety and popular appeal after starring in the hit TV show Miami Vice. But the Testarossa was so much more than just a looker; it offered grand performance with an increased degree of usability due to additional luggage space and an improved clutch. Just over 7,000 Testarossas were built between 1984 and 1991 before the line evolved into the 512 TR. The classic white on tan 1989 Ferrari Testarossa offered here undoubtedly channels its Hollywood predecessor.

Showing just under 15,000 original miles, this Testarossa is reported to be in showroom condition. Believed to be a three-owner car, the Testarossa was sold new in New York but spent most of its life in the western U.S. in Texas and California. Inside, it is just as clean, showing none of the age-related patina that afflicts so many cars. Its leather seats are just as they left Maranello. Mechanically, it has been thoroughly gone through and boasts a very recent engine-out, photo-documented belt service completed just prior to the auction. Despite its low mileage, the Testarossa is ready to be enjoyed and is in excellent running and driving condition.

380 bhp, 4,942 cc horizontally opposed 12-cylinder engine with dual overhead camshafts and four valves per cylinder, Bosch K-Jetronic fuel injection, five-speed manual gearbox in rear-mounted transaxle, four-wheel independent suspension with unequal-length A-arms, coil springs and anti-roll bars, and four-wheel hydraulic disc brakes. Wheelbase: 100.4"

Estimate: $45,000 – $60,000

Offered Without Reserve

A well-preserved example of the quintessential 1980s Ferrari Thoroughly sorted with a recent, major service As-new throughout with 15,000 miles

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Chassis No. G94448 Specifications:

190 bhp, 3,442 cc inline six-cylinder engine with dual overhead camshafts, dual SU H8 carburetors, five-speed manual gearbox, independent front suspension with double wishbones, coil springs, torsion bars and anti-roll bar, live rear axle with semi-elliptic leaf springs, and Wilwood front disc, Jaguar rear drum hydraulic brakes. Wheelbase: 102"

Estimate: $80,000 – $110,000

1957 Jaguar XK140 Roadster The 1957 Jaguar XK140 offered here is one of just 3,347 Roadsters built and is presented in excellent driver-quality condition, having been maintained to a high standard. The paint, interior and mechanicals are all in good shape, needing very little to be superb. Very few classic cars are as well sorted as this example, and even fewer make it to market. The body and glass are in excellent condition. The Jaguar’s finish looks excellent, with only small imperfections, while all the original emblems are present and remain in good condition. The interior is upholstered in original-style leather, which remains in good condition, and the door panels are also in matching material and are of the same caliber, with no damage. The carpet is also good and shows very little to no wear, while the original instruments and switches continue to function nicely.

Offered Without Reserve

One of only 3,347 Roadsters built Fastidiously maintained and very well-sorted A timeless and elegant sports-car design

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Mechanically, this XK140 runs and drives very well and is powered by the legendary 3.4-liter, six-cylinder XK engine, mated to a brand-new aftermarket five-speed manual transmission, maximizing the car’s considerable performance potential. The engine compartment is very nice in its presentation, maintained to a good driver quality. Additional features include an aluminum radiator, front disc brakes, stainless-steel exhaust headers and a stainless-steel exhaust system, as well as a walnut dash, steering wheel and shift knob. A brand-new soft top and wire wheels shod with brand-new tires complete the exterior enhancements. This timeless sports car icon never fails to gather crowds of admirers wherever it goes. Owned and maintained by a fastidious long-time collector over the last seven years, it is enjoyable, usable and reportedly very well sorted.


Lot

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Chassis No. 212888 Specifications:

1963 Porsche 356B Super 90 Coupe Making its debut at the Frankfurt Auto Show in September 1959, the 356B had an updated body style with changes made to improve comfort, handling and drivability. In 1962, the 356B coupes incorporated the “T6” body type. This late production Model B Super 90 Coupe is equipped with a four-speed manual transmission and was delivered new in June 1963 to California, where it has remained its entire life. Still sporting the desirable California black plates, this Porsche has a known ownership from new and is being offered for the first time in twenty years. Finished in Ruby Red with a tan interior, this example was restored in 1997, during which time a new Super 90 motor with a 1,760 cc big bore kit was built and installed by Bob Garretson and tuned on the dynamometer of Jerry Woods, where it put out an estimated 98.8 bhp. Sporting an original Nardi wood steering wheel, this attractive Porsche is also equipped with wide whitewall tires, stone guards on the headlights, and a correct AM/ FM radio.

Coupe extensively from 1998 to 2004 at regional PCA, SCCA and concours events, where it achieved 18 First Place Awards in 24 events. Reported to run and drive extremely well by the owner, it has just had the brake cylinders and brakes replaced, as it received regular exercise, taken out only in the finest weather to special events or out for a drive on the weekends. Complete with a Porsche Certificate of Authenticity, this example has been meticulously maintained since its restoration and remains in exceptional condition. It could easily enjoy life back on the show circuit or would also make an excellent road car with its 100 hp engine and new brakes all the way around. This car comes with its original tool kit, manuals and key fob.

99 bhp, 1,760 cc air-cooled horizontally opposed four-cylinder engine, twin Solex carburetors, four-speed manual gearbox, four-wheel independent suspension and four-wheel hydraulic drum brakes. Wheelbase: 82.7"

Estimate: $40,000 – $50,000

Offered Without Reserve

Original California car with original California black plates Multiple award-winner Super 90, 1,760 cc big bore kit producing an estimated 99 bhp

The current owners, avid Porsche Club of America members, showed this Super 90

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Chassis No. 7A1129677

1954 Buick Skylark Convertible

Specifications:

200 bhp, 322 cu. in. Fireball V8 engine, Twin-Turbine Dynaflow automatic transmission, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel power-assisted hydraulic drum brakes. Wheelbase: 122"

Estimate: $100,000 – $125,000

The Skylark Anniversary Convertible, based on the Roadmaster, introduced a number of trendsetting features including a new 322-cubic inch overhead-valve V8 engine, a 12-volt electrical system, fully-radiused rear wheel openings, Kelsey-Hayes 40-spoke wire wheels and stylish “sweepspear” chrome accents. The Skylark returned for 1954, now based on the slightly shorter wheelbase of the Century with a more powerful 322-cubic inch V8 engine. Essentially a factory-built custom car, the Skylark’s body was extensively reworked with a new wraparound windshield and wheel-well cutouts finished in contrasting colors, while the rear quarter-panels were cut down and re-shaped with extended chrome housings for the taillights. Lavishly equipped, the new Skylark boasted diestamped leather upholstery and a short list of options, as most every available comfort and convenience feature was standard. With

Offered Without Reserve

One of just 836 examples built Only 200 miles since a three-year frame-off restoration completed in 2007 Original engine and transmission

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a lower base price of $4,483 for 1954, the Skylark was still more expensive than both the Cadillac Series 62 drop-top and Buick’s Roadmaster convertible. Just 836 of these striking cars were produced. The 1954 Skylark presented here benefits from a three-year, no-expense-spared restoration that was completed in the fall of 2007 by David Relf Restorations in Glenwood City, Wisconsin. Traveling only 200 miles since then, this Skylark retains the original engine and transmission and has been maintained to the highest standards. The paint and brightwork, as well as the interior and engine bay, still remain in show-quality condition. Finished in black with red fender wells and complemented by a correct red leather interior, this example also features a matching red boot and a white convertible top. Sporting five original Kelsey-Hayes wire wheels (rebuilt by Dayton wheels) and periodstyle wide whitewall tires, this Skylark also has four-way power seat, power steering, brakes, windows, top, and antenna, as well as a Selectronic AM radio. Also included in the sale are the original jack and tire iron, a new Buick shop and owner’s manual and a stamped template (approx. 18"x 24") of this actual car from Buick.


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Chassis No. 30837S-105440 Engine Casting No. 3782870

1963 Chevrolet Corvette FuelInjected “Split Window” CoupE The second-generation Corvette Sting Ray featured a sexy aerodynamic design by Bill Mitchell and Larry Shinoda. The Coupe was immediately recognizable by virtue of its split rear window, which appeared only on 1963 models. Of the four 327 V8 engines available, the top 360-horsepower L84 option with Rochester “Ramjet” mechanical fuel injection propelled the Corvette to 60 mph in less than six seconds – performance that remains exhilarating even today. Handling took a quantum leap forward as well, thanks to a thoroughly redesigned chassis, which included the first use of a fourwheel independent suspension on a Corvette, developed by Corvette Engineering Chief Zora Arkus-Duntov. The all-new Corvette generated immediate acclaim, with Motor Trend testers remarking, “We thought the old model cornered darn well, but there’s no comparing it to this new one.” Road & Track stated that the 1963 Corvette “will know few peers.” This Riverside Red fuel-injected example received a cost-no-object, “nut and bolt” restoration by Glenn Vaughn Restorations and remains in high-point condition. The

engine is a correct, later-1963 matchingnumbers block mated to a Muncie M21 fourspeed transmission. Other features include a black interior, a G81 Posi-Traction rear end, a U65 Signal-seeking AM radio, A01 Soft Ray tinted glass, an original-type Delco battery and a set of period-style whitewall tires. With its costly and high-quality Glenn Vaughn restoration, top-level L84 V8/fourspeed powertrain and superb presentation, this 1963-only “Split Window” Corvette is a great example from the introductory year of the legendary Sting Ray. A must-have for any serious Corvette collection and quite rare as one of 2,610 original examples, this fuelinjected 1963 Sting Ray represents a true Corvette milestone.

Body No. 7017375 Specifications:

360 bhp, 327 cu. in. L84 V8 engine, Rochester mechanical fuel-injection, Muncie M21 four-speed manual transmission, four-wheel independent suspension with upper and lower A-arms and coil springs front, and half-shafts, lateral struts, radius rods, and a single transverse leaf spring rear, and four-wheel, hydraulic drum brakes. Wheelbase: 98"

Estimate: $85,000 – $115,000

Offered Without Reserve

L84 327/360, four-speed powertrain One of only 2,610 fuelies for 1963 First-year “Split Window” C2 No-expense-spared Glenn Vaughn restoration

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Visit rmauctions.com to view all photos. Photography: Morgan Motor Company (File Photo)

Chassis No. SA9PE240430R13029 Specifications:

2003 Morgan Plus 8 Roadster

190 hp, 3,946 cc OHV fuel-injected alloy V8 engine, five-speed manual transmission, independent front suspension by coil springs and sliding pillars, semi-elliptic rear leaf springs and live axle, hydraulic disc front/drum rear brakes. Wheelbase: 98"

Morgan is one of the oldest British car manufacturers, dating back to 1909 and remembered for its thrilling pre-World War II three-wheelers. With a 1,000 cc, V-twin motorcycle engine out front, 1930s Super Sport models could top 90 mph. The first 4-wheelers were built in 1936. Morgan remains a small (163 employees) privately held company and is the subject of fierce loyalty from nostalgic “Nigel Shiftright” drivers with tweed caps, goggles and gauntlets. Throughout the 1950s and ’60s, Triumph TR2, TR3 and TR4 engines powered the Plus 4 models, but when Triumph launched the fuel-injected, 6-cylinder TR5 in 1968, Morgan needed a new motor.

Estimate: $60,000 – $80,000

The solution was brilliant – the 3.5 liter Buick/Oldsmobile aluminum block V8, which actually weighed less than the 4-cylinder it replaced. Auto writers recorded 0-60 times

Offered Without Reserve

Low-mileage example of most powerful classic Morgan Next to last year; one of 3,506 built between 1968 and 2004 3.9-liter, 190-hp aluminum-block V8 in 1,887 lb car

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around 6 seconds in this new Plus 8. Top speed was limited to about 125 mph. The Plus 8 was produced from 1968-2004 and 3,506 were made, though they rarely come to market these days. Rover’s five-speed was fitted in 1976, fuel injection in 1984 and rack–and-pinion steering in 1986. Aluminum bodies were optional from 1977, and all cars came with alloy wheels. US emission rules effectively canceled Morgan imports in the 1970s and ’80s, though some cars were converted to propane. But when the 3.9-liter Range Rover V8 passed emissions, Morgans began to trickle in. This car was built near the end of Plus 8 production. Strikingly handsome, with silver and blue paintwork, blue canvas top and blue leather interior, it is essentially new. It comes equipped with full side curtains in proper canvas storage bags. With a 190hp V8 in a car that weighs less than 1,900 pounds, performance is terrific. Offered from a highly regarded private collection, it presents the perfect opportunity for a British sports car enthusiast to blow the doors off modern cars. The photographs shown are stock photos from Morgan Motor Company. Please visit rmauctions.com for updated photos of the vehicle offered.


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Chassis No. ZFFXA20A8K0080037 Specifications:

1989 Ferrari 328 GTS One of the last Ferraris engineered and launched during Enzo Ferrari’s lifetime, the 328 succeeded the highly popular 308 by offering an increased displacement V8 and a myriad of detail changes throughout. The mid-engined 328, offered in both hardtop (GTB) and Spider (GTS) forms, featured an upsized 3.2-liter V8 putting out 270 horsepower thanks to a sophisticated Marelli electronic ignition system and the retained Bosch K-Jetronic fuel injection. Capable of a 0-60 sprint of 5.9 seconds, the 328 GTS topped out at 163 mph. Assembled in Maranello until the fall of 1989, the 328 is considered by many to be among the most drivable vintage Ferraris thanks to its solid performance and general reliability. The 1989 Ferrari 328 GTS offered here is among the last produced and thus benefits from a handful of changes made during its production run. Originally delivered in Texas, this 328 GTS has spent its entire life in California and is therefore entirely rust-free and completely original. Well maintained since new, it shows just 26,000 miles and comes complete with a photo-documented recent major servicing that included all belts, valve adjustment and all gaskets and seals. Never having needed

270 bhp, 3,185 cc alloy double overhead cam transverse mounted V8 engine, five-speed manual transaxle, four-wheel independent suspension via unequal-length control arms, coil springs and telescopic dampers, four-wheel power-assisted disc brakes. Wheelbase: 92.5"

any restoration work, this 328 GTS shows as new both inside and out, where it is essentially devoid of age-related patina. Swathed in Ferrari’s quintessential Rosso Corsa red over tan leather, this 1989 Ferrari 328 GTS is ready to be driven and enjoyed. It is the quintessential 1980s, mid-engined V8 Ferrari experience in its finest and ultimate iteration.

Estimate: $45,000 – $60,000

Offered Without Reserve

26,000 miles Last year of an iconic Ferrari Well maintained throughout and in excellent condition after years in California

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282

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Chassis No. 2780147 Specifications:

130 hp, 1,990 cc inline OHC four-cylinder engine, Kugelfischer fuel injection, four-speed manual synchromesh transmission, independent front suspension, coil springs, McPherson struts, anti-roll bar, telescopic dampers, independent rear suspension, coil springs, semi-trailing arms, anti-roll bar, telescopic dampers. Wheelbase: 98.4"

Estimate: $15,000 – $25,000

1974 BMW 2002tii Without question, the 2002 is the definitive small sports sedan and the car that defined BMW as the company it is today. The 2002 has its roots in the “New Class” of medium range family sedans first offered as the 1500 series in 1962-1964. Utterly conventional, the “three-box” sedan would become the first of a long line of BMWs to use a sturdy, imminently tunable, four-cylinder overhead cam engine. The engine, as installed, was canted over 30 degrees to the right side of the engine bay, allowing space for multi-choke carburetion and, eventually, fuel injection. This would establish a BMW tradition which carries on to this day. BMW’s crowning achievement of the sports sedan concept to-date, and the car which

Offered Without Reserve

The definitive small sports sedan by BMW Kugelfischer fuel injection gives 30 hp boost over carbureted version Rare combination of the “tii” with factory sunroof and air conditioning

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perhaps best justified the company motto “The Ultimate Driving Machine,” is the 2002tii. Produced from 1971-1975, BMW built 38,703 of the special 2002s dubbed “tii.” “Ti” simply denotes touring international, while the additional “i” refers to Kugelfischer fuel injection, giving the car a 30 hp boost over its carbureted stable-mate. This 2002tii was purchased and brought to Southern California where it was cared for and serviced locally. Some service records are included. It is a well-maintained car that retains its original color of Aqua BlueGreen with light gray interior. The interior upholstery is in very good condition, and the Toyo tires, mounted on period upgraded BBS wheels, are almost new. Equipped with both a factory sunroof and factory Baer air conditioning, it has been enhanced with an Alpine AM/FM/CD player. A recent complete mechanical service and full vehicle detail have been completed at Classic Showcase. BMW aficionados know unmolested 2002s are very hard to find, and this is a superb example worthy of any enthusiast’s garage.


Lot

283

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Chassis No. td27918 Specifications:

1953 MG TD Roadster Few sporting cars have enjoyed the lasting popularity or exerted as strong an influence as the MG T-Series roadster, beginning with the TA in 1936. The TD appeared in 1949 and was built specifically for the U.S. markvet with carefully improved handling and lefthand drive. Along with its traditional MG styling, the TD featured a stiffer welded chassis, independent front suspension, rack-and-pinion steering, and new 15-inch pressed-steel wheels. The new TD appealed to an even larger market than the prior TC, with nearly three times as many examples sold during its fouryear production run, the majority of which found their way stateside. In 1953, Britain’s Autocar wrote, “The feel of the car on the road inspires confidence and there is the impression that even an indifferent driver could make a good showing behind the wheel; however long the journey, the actual driving of the car is beguiling all the way.” Owned by the consignor and his wife since 1973, this great example from 1953 benefits from a complete restoration completed over the winter of 1999-2000, with $62,000 invested. Intended to replicate the MGs in

period that were driven to the track, raced and driven home, the TD was invited to compete three times at the famed Monterey Historics, where in the owner’s words, it was a “ball to drive and the most popular car in attendance.” In addition, the MG contested the Wine Country Classic at Infineon Raceway between 2000 and 2009. Fully sorted, the MG is also a great touring car and capable of easily maintaining current highway speeds with a lower rear-axle ratio. A wonderful, dual-purpose example of the classic MG models that almost single-handedly turned America onto sports cars, this TD presents a great opportunity to aspiring vintage racers and sports car enthusiast alike.

54.4 bhp, 1,250 cc overhead-valve inline four-cylinder engine with dual SU carburetors, four-speed manual gearbox, independent front suspension with wishbones and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 94"

Estimate: $40,000 – $50,000

Offered Without Reserve

Sprightly performance, classic and timeless styling Painstaking, cost-no-object restoration A regular California vintage-racing competitor

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August 12-14, 2010

Portola Hotel & Spa and Monterey Conference Center

T H U R S DAY

FRI DAY

S AT U R D AY

O f f e r i n g t h e Wo r l d ’ s F i n e s t M o t o r C a r s


Saturday, August 14, 2010

Portola Hotel & Spa and Monterey Conference Center

O f f e r i n g t h e Wo r l d ’ s F i n e s t M o t o r C a r s


S at urD ay, A u g ust 1 4 , 2 0 1 0


Lot

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Chassis No. 0011780 Specifications:

9 hp, 197 cc Hispano-Villiers two-stroke single cylinder engine, three-speed manual transmission, coil spring independent front and rear suspension, mechanical brakes on transmission and rear wheels. Wheelbase: 69"

Estimate: $10,000 – $15,000

1964 Biscuter 100 Runabout Gabriel Voisin was a visionary genius. A pioneer French aeronautical engineer and manufacturer, he turned to automobiles after World War I, when aircraft orders ceased. Applying aircraft ideas to cars, he concentrated on extreme lightness, though he had no concern for streamlining. In Voisin’s cars, form followed function, and they were certainly elegant from an engineering standpoint: no more complicated than necessary to fulfill their purpose. Voisin’s company was taken over by aircraft engine manufacturers Gnome & Rhone in 1938, though he was kept on as a director until 1945. His postwar project was a microcar. Built on an aluminum monocoque chassis, it was powered by a single-cylinder two-stroke engine driving the right front wheel. Basically a scooter with four wheels,

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection Gabriel Voisin’s last design Rare Spanish economy runabout Rich aeronautical heritage

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it was given the name “Biscooter” and was well received at its show debut. Orders poured in, but neither Gnome & Rhone nor its successor company showed any interest. In 1953, Voisin licensed the design to Autonacional SA of Barcelona, Spain. Autonacional hispanicized the name to “Biscuter” and put the car into production. Although it had no formal model name, it soon acquired the nickname Zapatilla, or “little shoe,” from its shape. It was a big hit in a country that had little auto manufacturing after World War II. About 12,000 were built through 1960. This Biscuter is fully restored and comes from the Bruce Weiner Collection. The body is entirely aluminum, offset nicely by a red interior. One of very few remaining, it is a fitting tribute to the brilliant engineer Gabriel Voisin.


Lot

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Chassis No. 4045350 Specifications:

1960 NSU Prinz III Coupe Like many microcar manufacturers, NSU started out in the bicycle and motorcycle business. Automobiles came early, though, with a license to build the Swiss Pipe car in 1905. Cars of their own design soon followed, and a wide array of models were built through 1930, when the factory at Heilbronn, Germany was sold to Fiat. Production of motorcycles continued, however, at NSU’s original plant in Neckarsulm. Deciding to re-enter the passenger car market, NSU introduced the Prinz (German for “Prince”) in 1957. It was a small rearengine car with a 598 cc overhead cam twincylinder air-cooled engine. Advertised with the slogan “Fahre Prinz und Du bist Koenig” (Drive a Prince and become a King), it was roomy enough for four people and featured wide-opening doors. Although somewhat noisy, the engine proved quite long lived and was very economical to run. Its Ultramax camshaft drive, proved in motorcycle use, featured twin connecting rods actuated by an eccentric on the crankshaft, in effect using reciprocal motion to create circular motion in the same way that the pistons in the cylinders are harnessed for forward motion. Some 95,000 NSU cars of Prinz I, II and III configuration were built through 1962.

This NSU Prinz III is exquisitely finished in blue with a white top and comes from the Bruce Weiner Collection. The interior is two-tone gray with blue body color surrounds. There is comfortable seating for four and excellent visibility all around, thanks to wrap-around rear side windows. Fewer than 2,500 NSU Prinz cars were sold in the United States in 1960. Survivors like this one are extremely rare.

30 hp, 583 cc inline OHC twin-cylinder engine, four-speed manual transmission, coil spring independent front and rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 78.75"

Estimate: $15,000 – $20,000

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection Motorcycle-inspired microcar Unique rod-driven camshaft drive Roomy and economical

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Lot

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Chassis No. 002490 Specifications:

3.5 hp, 125 cc Zurcher two-stroke single cylinder engine, three-speed manual transmission, coil spring independent front suspension, leaf-spring rear suspension, and cable-operated mechanical brakes.

Estimate: $20,000 – $25,000

1951 Mochet CM-125 Luxe Charles Mochet was a French builder of pedal-powered cars he called Velocars. Adapting the Velocar design to a twowheeled conveyance, he built the first performance recumbent bicycle. Charles died in 1934, but his widow and son Georges carried on his business. After World War II, Georges designed a tube-frame microcar to operate in the sans permis class where no license was required. Adhering to his father’s maxim, “If it isn’t there it can’t break,” Georges created a minimalist auto powered by a 125 cc twostroke engine. Springing comprised coils at the front and leaf springs to the rear. Mochet held to cable-operated mechanical brakes to the end of production. The cars were popular

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection Lightweight bicycle frame design Nothing to break No license required!

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because they did not require a driver’s license and also because they were much less expensive and more easily available than a 4CV Renault or Citroën 2CV, both of which had lengthy postwar waiting lists. Offered from the Bruce Weiner Collection, this Mochet CM-125 dates from the first year of production and features the early style flanged and bolted nose section. The steering wheel is also the early primitive type, later superseded by a three spoke design. This microcar has been meticulously restored, painted red with black seating. It is flawless in its cosmetic presentation and in its mechanical condition. Just 1,250 Mochet CM-125s were built from 1951 to 1953. Rarely seen, this a must-have for any microcar enthusiast!


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Chassis No. 501585

1961 BMW Isetta 300 Export Cabriolet The iconic Isetta bubblecar began life in Italy, a product of Iso, SpA., maker of refrigerators and motor scooters. Renzo Rivolta, owner of Iso and later builder of the Iso Rivolta and Iso Grifo GT cars, felt that a small car would enhance his product line and adopted a design by engineers Ermenegildo Preti and Pierluigi Raggi. Introduced in Turin in November 1953, it stunned the public with its front-opening door and bubble-inspired shape. Production in Italy ceased in 1955, though license-built efforts continued in Spain, France and Brazil. The most prolific producer of Isettas, however, turned out to be BMW in Germany, which began production in April 1955 using a 247 cc motorcycle engine of their own manufacture. Re-engineering was so complete that no parts actually interchanged with the Italian predecessor, but the basic design remained true to the Isetta idea. In 1956, sliding side windows replaced earlier “bubble” units, and engine displacement was increased to 295 cc, with the resulting car named Isetta 300. More than 160,000 were built through 1962. As a part of the Bruce Weiner Collection of microcars, this Isetta 300 is nicely presented in red and remains in outstanding overall condition. Its most unusual and extraordinarily

rare feature is the “bubble window” cabriolet body. It is believed that only about 50 of these were built by BMW, the vast majority of which were exported out of Germany and sold in the U.S. or South American markets. With only about 50 ever built, the number of survivors is tremendously low. For the microcar collector, this is an opportunity not to be missed. All Isettas had sunroofs. Only a limited few had convertible tops!

Specifications:

13 hp, 295 cc BMW four-stroke single-cylinder engine, four-speed manual transmission, swing-arm independent front suspension, semi-elliptic leaf spring rear suspension, and hydraulic drum brakes. Wheelbase: 58"

Estimate: $25,000 – $35,000

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection German-built, Italian-inspired microcar Extremely rare bubble-window export cabriolet

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Lot

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Chassis No. 079803 Specifications:

10.2 hp, 191 cc Fichtel & Sachs two-stroke single-cylinder engine, four-speed manual transmission – forward and reverse, independent torsilastic rubber suspension, cable-operated mechanical drum brakes. Wheelbase: 82"

Estimate: $35,000 – $45,000

1963 Messerschmitt KR-200 Kabinenroller For many years following World War II, Messerschmitt AG, the German aircraft manufacturer, was prohibited from building airplanes. In 1952, they were approached by aircraft engineer Fritz Fend, who had designed a three-wheel invalid carriage. Fend built about 250 of these Fend Flitzers through 1951. Fend’s arrangement called for assembly at the Messerschmitt factory in Regensburg, Germany, with the vehicles carrying the Messerschmitt name. The first model was the KR-175, the KR signifying kabinenroller, or “enclosed scooter,” and 175 for the metric displacement of its two-stroke engine. It featured tandem seating and an acrylic bubble canopy that tilted sideward for entry and exit.

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection Adorable German microcar Amazing fuel mileage Four speeds, forward and reverse

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In 1955, an improved model, the KR-200, was introduced. This had a 10.2-hp Fichtel and Sachs 191 cc two-stroke engine, an improved canopy and revised suspension. To reverse, the engine was merely restarted in the other direction, which provided four speeds backward as well as forward. More than 60,000 were built through 1964, by which time the fortunes of Europeans had improved to the point that microcars of this type were no longer popular. Messerschmitt had returned to the aircraft business in 1956 and lost interest in the kabinenrollers, so later assembly was carried out by Fend’s own company, Fahrzeug- und Maschinenbau GmbH. Offered from the Bruce Weiner Collection of outstanding microcars, this incredibly well restored Messerschmitt KR-200 is painted in turquoise. Its engine and chassis have been completely restored, and the car runs and drives well. It has a white interior with snakeskin upholstery – real, not imitation as in the original. An excellent example of the archetypal Kabinenroller, it is ready to join a new collection in the wider microcar community.


Lot

306

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Chassis No. 0889540 Specifications:

1963 Goggomobil TL-400 Transporter Van The Goggomobil was built by Hans Glas, GmbH, at Dingolfing, Germany. Originally a manufacturer of agricultural machinery, Glas began building the Goggo, a motor scooter, in 1951. From 1955, a small sedan called “Goggomobil” was offered, a four-passenger, two-door car with a 15 hp two-stroke 250 cc engine in the rear. A coupe model with a more streamlined roof line was also available. Suspension was independent all around, with coil springs and swing axles. Almost 220,000 sedans and more than 66,000 coupes were built through 1969. Deutsche Bundesposte, the German post office, had been using three-wheel Tempo delivery vans. When the Tempo went out of production, a new vehicle was required. Glas then adapted the basic Goggomobil to meet the postal specifications, and the Kleintransporter (little van) was created. A larger, 398 cc engine became available and was used to good effect in later models of the van, which also had lower gear ratios. Production continued through 1964.

Offered from the Bruce Weiner Collection and outfitted in the livery of Krispy Kreme, the popular American doughnuts, this Goggomobil Transporter has been completely restored. Painted red with a white top, gray seating and interior panels, it is immaculate and nicely set off with ten-inch whitewall tires. Of 3,665 Kleintransporters built between 1957 and 1965, fully 2,000 were taken by Deutsche Bundesposte. This Krispy Kreme version represents a chance to acquire something truly unusual – a unique microcar perfectly suited for advertising or museum use or simply as a cute complement to any eclectic collection. Very few examples survive today as all were used as work vehicles and discarded once they were worn out. The opportunity to acquire such a Goggomobil Transporter will not come again soon.

20 hp, 398 cc inline Glas two-stroke twin-cylinder engine, four-speed manual transmission, coil spring independent front and rear suspension, and four-wheel hydraulic drum brakes. Wheelbase: 71"

Estimate: $60,000 – $80,000

Offered Without Reserve

Offered from the prestigious Bruce Weiner Collection Versatile German delivery van Attractive Krispy Kreme livery The cutest of micro cars!

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Lot

307

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Chassis No. 149128 Specifications:

23 bhp, 582 cc horizontallyopposed, overhead-valve, air-cooled two-cylinder engine, Zenith carburetor, four-speed manual transmission, front leading arms with coil springs, rear semi-trailing arms with coil springs, and four-wheel drum brakes. Wheelbase: 66.9"

Estimate: $35,000 – $45,000

1960 BMW 600 The BMW Isetta 300 was introduced at an ideal time; not only did it contribute to the “minicar” craze of the late 1950s, but the Iso-derived “rolling egg” also helped sustain BMW’s financial strength, thereby avoiding a possible takeover by Mercedes-Benz. After several years of successful sales on both sides of the Atlantic, BMW sought to bridge the wide gap between the diminutive Isetta and its much larger luxury models. Though quite similar, the 600 was considerably larger than the Isetta 300, with seating for up to four. Its air-cooled 582 cc two-cylinder engine was derived from that of BMW’s own R50 motorcycle, allowing top speeds of over 60 mph and providing much better highway performance than

Offered Without Reserve

Complete restoration An interesting four-seat derivative of the Isetta 300 Air-cooled two-cylinder power

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the Isetta 300. While initial sales were encouraged by economy-minded consumers and the fuel shortages in postwar Europe, Volkswagen’s Type 1 “Beetle” eventually outsold the 600, after some 35,000 units were produced. The delightful 1958 BMW 600 offered here is a very fine example of these remarkable “microcars” and has just completed a twoyear restoration in June of this year. Along with a new light green and white two-tone paint finish and a new and correct grey interior, the 600 is highlighted by completely restored brightwork, new wheels, new tires and a rebuilt engine. Despite its simplicity and compact dimensions, the BMW 600 was, and remains today, quite a remarkable car. It even pioneered BMW’s use of the semi-trailing arm rear suspension that eventually appeared on the 2002 sports sedan and continued through the more recent Z3 Roadster, contributing to their stellar handling. To this day, the 600 remains an attractive alternative to the much more common Beetle, with seating for four and plenty of “fahrvergnügen” to boot.


Lot

308

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Chassis No. 100108074075 Specifications:

1960 Fiat 600 “Multipla” Taxi Originally built by Fiat, this commercial “Italian Market” taxi was delivered new to Rome in 1960 and registered on ROMA plate number 410364, where it served as a taxi for seven years. Finding themselves stranded in Rome by a nationwide train strike, a young couple from Chicago purchased this Multipla Taxi on their month-long Italian honeymoon. After traveling throughout the country for the better part of a month without any incidents or issues, the couple decided that they could not part with their little taxi. They agreed that whatever the cost, their new family member would be going back with them to the “Windy City.” In the fall of 1969, almost 2½ years and a significant investment later, they finally received their little Fiat in Chicago, which is where it remained for the next 35 years. In 2005 after much consideration, they decided they could no longer give their little Fiat the care and love it deserved, so they sold it to Symbolic Motor Car Company in La Jolla, California. Committed to preserving the correctness and originality of the vehicle, Symbolic decided to only sympathetically recondition the car in order to maintain

the originality and patina that the car had acquired over the last 50 years. With special attention paid to the mechanical components, the engine, gearbox, brakes, suspension, and electrics were all completely overhauled and rebuilt. Some minor dents and dings acquired over its lifetime were repaired, and even the original taxi meter and the various other taxi features were reconditioned. Completed in June of this year, this lovely little Fiat has only accumulated test mileage to ensure everything is in perfect working order. Complete with several large documentation albums and combined with long-term single family ownership this is more than likely the most original, nicely sorted, numbers matching example in existence.

22 bhp, 633 cc liquid-cooled, rear-mounted four-cylinder engine, four-speed manual gearbox, independent front suspension with wishbones and coil springs, independent rear suspension with radius arms and coil springs, four-wheel hydraulic drum brakes. Wheelbase: 78.75"

Estimate: $20,000 – $30,000

Offered Without Reserve

Matching numbers example Long-term single family ownership after taxi service in Rome Recent cosmetic and mechanical reconditioning

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1962 Maserati 3500GT Vignale Spider Factory records indicate that chassis 1337 was produced on October 20, 1961. With power windows, four-wheel disc brakes, a five-speed gearbox and Weber carburetion, this is the configuration most desired by collectors today. This car benefits from the loving care and consistent maintenance of an owner who purchased the car in 1981 and retained it until 2008. In his nearly thirty years of ownership, he never hesitated to address any need or problem that arose, and he kept the car in mechanically fit condition at all times. It is presented here in a very fitting shade of red that is complemented by tan leather seats, a tan cloth top and a beautiful set of 16-inch Borrani chrome wire wheels. The paint, interior top and brightwork are in very presentable condition. The owner kept excellent records, and a large file of receipts for mechanical work from 1981 to 2008 is included in the sale. Most notably is a receipt from January 3, 2000 when, with 52,626 kms showing on the odometer, the Maserati was delivered to Deutschland Automotive of Tucker,

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Georgia for an engine rebuild. The engine was removed from the car and disassembled. After a close inspection, it was determined that all lower end internals were in fine condition, but the top end (valves, camshafts, timing chain, etc.) received a full going through. Less than 2000 kms and eight years later (showing 54,588 kms), the car received a new clutch. In June of this year, this writer had the pleasure of driving this Maserati in the muggy 100-degree heat of Houston. Although the driver nearly overheated, the engine temperature remained exactly where it should. The steering was tight, the gearbox crisp and all mechanical systems were working as they should. With low production numbers, exceptional build quality and potent engines, the 3500GT Spiders are wonderful cars to own and represent exceptional value in the market today. This is an outstanding opportunity to acquire a rare coachbuilt open Italian car from an esteemed manufacturer for less than ten percent of the price of a Ferrari 250GT California Spider.


Lot

309

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Chassis No. AM 101 1337 Engine No. AM 101 1337 Specifications:

220 bhp, 3,485 cc twin overhead camshaft twin-plug inline six-cylinder engine with triple 42 DCOE Weber carburetors, five-speed manual gearbox, four-wheel Girling disc brakes, independent front suspension with coil springs, solid rear axle on leaf springs and tubular shock absorbers. Wheelbase: 94.1"

Estimate: $220,000 – $240,000

Power windows, four-wheel disc brakes, Weber carburetion and five-speed gearbox Most desirable specification Well documented and sorted

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1968 Aston Martin DB6 Coupe Superleggera Just two years after the introduction of its DB5 model, Aston Martin introduced the slightly larger and plusher DB6. The car was undeniably more practical and still quite potent while offering a bit more comfort than its predecessor. Bowing in late-1965, the DB6 stretched the venerable Aston Martin chassis 3.75 inches as well as relocated the rear axle; the entire amount given to

additional rear seat space. At the front, the DB6 closely resembled the DB5, but from the cowl back, changes become evident. Its windshield was higher and more vertical, and the roofline was raised to provide more headroom. The tapered tail was gone, having given way to a modern, abrupt Kamm-style treatment similar to Ferraris of the era. Front door quarter windows returned along with an oil-cooler air scoop low on the nose and quarter bumpers at each corner. Aston Martin produced a total of only 1,321 DB6 Coupes from 1965-1970. This lovely DB6 arrived in the United States in the late1970s and comes complete with paperwork about its importation and its first owner. Refinished in its original color of Dubonnet Red, this alloy-bodied Aston Martin has benefited from a recent cosmetic restoration by Classic Showcase. It includes fitting and repaint in the original color, color-sand and buff, a full service and some mechanical systems rebuilt. Additionally, it has

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Lot received a complete new interior in natural tan Garrett leather, a restored sunroof, new stainless steel exhaust system, re-plated brightwork, hydraulics replaced as-needed, cooling system service, all hoses replaced, distributor and carburetors rebuilt and transmission service. A complete vehicle detailing was conducted as well, down to the undercarriage. The engine was rebuilt, including a new electronic fuel pump. It has been fitted with ceramic exhaust manifolds for better heat

management. The instruments have been rebuilt by the professionals at Nisonger. Glass headlamp covers are intact, and the car is equipped with re-chromed, three-eared knock-offs with chrome wire wheels. Unusual options include power steering and a large open-air Webasto sunroof, both of which will enhance driving and touring comfort measurably. Fit and finish are excellent on this well-maintained and cared-for example of a classic DB6 that is certainly an outstanding representative of quintessential Aston Martin elegance and grace.

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Chassis No. DB63232R Engine No. 4003294 Specifications:

282 hp, 3,995 cc (243.7 cu. in.) double overhead cam inline six-cylinder, ZF five-speed manual transmission, front suspension with upper and lower A-arms, coil springs and anti-roll bar, rear suspension with live axle, Watts linkage, radius rods, coil springs, Girling front and rear disc brakes. Wheelbase: 101.7"

Estimate: $175,000 – $225,000

Rare power steering and Webasto sunroof options Recent cosmetic restoration and servicing by Classic Showcase Original color combination of Dubonnet Red with tan hides

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Lot

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Chassis No. 161201 Specifications:

95 bhp (DIN), 107 bhp (SAE), 1,582 cc air-cooled, horizontallyopposed four-cylinder engine rebuilt to “SC” specifications, dual carburetors, four-speed manual gearbox in rear-mounted transaxle, independent front suspension with parallel trailing arms, transverse laminated torsion bars and anti-roll bar, independent rear suspension with swing axles and transverse torsion bars, and four-wheel hydraulic disc brakes. Wheelbase: 82.7"

Estimate: $80,000 – $120,000

1965 Porsche 356C Cabriolet At first glance, Porsche’s 356C, which was introduced in mid-1963, differed little from the prior 356B models and continued to use the T-6 body type introduced in 1962. However, the 356C benefited from the addition of standard Dunlop four-wheel disc brakes, a higher-lift camshaft for the 1600 C engine, new flat-face hubcaps, and deeper bucket seats, courtesy of Porsche’s acquisition of Reutter, which owned a subsidiary that later became known as Recaro. The Porsche offered here is one of just 588 356C Cabriolets produced for 1965, and it exemplifies the ultimate version of the beloved 356. According to the accompanying Certificate of Authenticity from Porsche, this Cabriolet was produced on September 24th, 1964, finished in Ivory exterior with rare green leather upholstery. Other original features included an optional and rare rear balance spring/decambering bar for improved

Matching numbers Complete restoration by Jeff Fellman Equipped with A/C and factory options Original 1,600 cc engine, rebuilt to “SC” specifications

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handling, as well as a 12-volt electrical system. As offered, the Cabriolet includes all of these features. Marque specialists stripped the body to bare metal prior to refinishing and restoring the entire car to its factory-original presentation. Mark Vandeventer of Las Vegas, Nevada fitted an air-conditioning system reminiscent of the 1965 factory-installed system, with a compact compressor and a front luggage compartment-mounted condenser. As if the mechanical music emanating from the original 1,600 cc engine, rebuilt to “SC” specifications, was not enough, the Cabriolet features a radio with AM/FM capability and a well-concealed six-disc CD changer, which retains the original period radio appearance. The car is also fitted with the factory-original steering wheel. A flawless and strong performer with a delightfully tight feel, this 1965 Porsche 356C Cabriolet can be driven anywhere, with frequent local drives and such long-distance touring events as the Texas 1000 as proof. The original factory build sheet, a Porsche Certificate of Authenticity and restoration photos are included as well. It epitomizes Porsche’s performance engineering, coupled with the pure exhilaration of openair motoring.


Lot

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Chassis No. xpag7540 Specifications:

1949 MG TC Roadster Cecil Kimber was the man behind MG. In the mid-twenties, as General Manager of Morris Garage of Oxford, England, he began modifying Morris’ cars for a motoring clientele anxious for more than the staid and practical. By the fall of 1927, Kimber had moved the growing operation into expanded facilities in Cowley while referring to the company as the MG Car Company. From its early days of building special bodies onto Morris chassis, the company would come to epitomize the classic English sports car. The TA model would first appear in 1935 and became the basis of the T-series to follow, certainly the most famous and among the most popular of the British marque, lasting through the TF model in 1955. For twenty years, MGs enjoyed successes in racing until WWII interrupted, and production shifted to bomber parts. By 1945, however, the firm was back in business producing prewar designs, and the new TC was an instant hit with American servicemen stationed in England. Despite its rather crude design, which included a flexible ladder-type chassis and solid axle front and rear suspension, the car

was blessed with surprising agility. It was powered by a simple 1,250 cc cast iron fourcylinder engine that enabled a top speed near 80 mph with leisurely acceleration that added to its old-fashioned appeal. This TC was restored approximately twenty years ago and has been used on many tours and events. It has a clean, solid body along with its original engine. Perhaps one of the most pleasing color combinations on any T-series, this example is painted red with tan top and tan interior. Considered by many the archetypical British roadster, the TC is credited for turning Americans on to European sports cars. This is an ideal opportunity to count yourself among the fortunate on this side of the pond who have experienced the unique experience of owning a vintage MG.

54.4 hp, 1,250 cc inline OHV four-cylinder, four-speed manual gearbox, semi-elliptic leaf springs front and rear, Lockheed hydraulic four-wheel brakes. Wheelbase: 94"

Estimate: $25,000 – $35,000

Offered Without Reserve

The archetypical British roadster Excellent club and marque support

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Lot

313

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Chassis No. 1869200117852 Specifications:

115 hp, 2,966 cc inline OHC six-cylinder, four-speed all-synchromesh gearbox, independent front suspension with coil springs and anti-roll bar, swing axle rear suspension with coil springs and servo-operated auxiliary torsion bars, hydraulic telescopic shock absorbers, hydraulic drum brakes on all four wheels. Wheelbase: 120"

Estimate: $60,000 – $90,000

1952 Mercedes-Benz 300 Cabriolet D In classic Mercedes-Benz tradition, the company’s top-of-the-range car is usually not a limousine but rather a large open car. Such was the case when the 300 saloon (W186) was announced at the Frankfurt Auto Show. It was the first Mercedes-Benz model intended for export and aimed squarely at the American market. Opposite the new saloon on the M-B stand was a magnificent and costly four-door open tourer called the Cabriolet D. Essentially identical to the saloon, the Cabriolet D featured a massive padded top with chrome landau irons along with a significant amount of body reinforcement, making it heavier than the saloon from which it was derived. The car was intended for an exclusive clientele and was hand-built in limited numbers at the Sindelfingen body works beginning in March 1952, well after the start of saloon production. Production continued through June 1956, though it is said that individual

Offered Without Reserve

Limited production Hand-built at Sindelfingen body works Elegant, stately automobile

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cars continued to be built to special order at Sindelfingen until the following spring. Despite the limited production, even this was not exclusive enough for some of M-B’s clients, and Daimler-Benz was obliged to turn out special open “processional” vehicles for Heads of State and other potentates. Power comes from a Type M186 OHC sixcylinder engine with an 85 mm bore by 88 mm stroke, 6.4:1 compression ratio, sevenbearing crankshaft, and twin Solex 40 PBJC dual downdraft carburetors. The motor produces 115 hp at 4,600 rpm and maximum torque of 114 lb/ft at 2,500 rpm while providing a top speed of about 96 mph. This example was properly restored in Missouri by its current owner approximately twenty years ago. Receipts are available upon request providing evidence of the work completed. The restoration has endured the years very well, and the vehicle, though driven a bit, has very nice chrome and a nicely detailed engine bay. The original sales brochure is included with the car. It is equipped with Bosch driving lights and rides on Firestone whitewall tires. Overall, this is a nice example of a rare and seldom seen convertible that offers the exclusivity of a coachbuilt car and the quality of a classic Mercedes-Benz.


Lot

314

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1967 Jaguar E-Type Series II Roadster

Chassis No. 1E13743

The classic E-Type took the automotive world by storm when it was introduced at the Geneva Auto Show. Its inherent beauty is legendary, as it is one of the few cars ever to be exhibited at the Museum of Modern Art in New York. Production began in 1961 and featured a 3.8-liter overhead cam sixcylinder engine, and styling evolved from Jaguar’s Le Mans-winning D-Type race cars. Styling was the work of Malcolm Sayer, overseen by company founder Sir William Lyons. The E-Type came with the four-wheel disc brakes of the previous XK150 but gained independent rear suspension. A bigger bore DOHC 4.2-liter six took over, offering similar horsepower and greater torque in 1964 along with an all-synchro transmission. The E-Type’s construction was a multi-tube front end bolted to a bathtub steel body-shell. The long, low hood and front fenders were one assembly and hinged at the front for unobstructed engine access. 1967 would mark the first year that headlight covers were deleted from the E-Type or XKE as it was known in the U.S. It took 2-3 mph off the top speed but gave better lighting penetration. Its up-sized 4.2-liter, twincam inline six was capable of propelling the car from 0-60 mph in 7.4 seconds with a maximum speed of 149 mph from 265 hp at 5400 rpm. Sir Stirling Moss was to have said, “This is the greatest crumpet collector known to man.”

Specifications:

265 hp, 4,235 cc (258.4 cu. in.) inline DOHC six-cylinder engine, four-speed all-synchromesh transmission, four-wheel independent suspension, Dunlop four-wheel disc brakes. Wheelbase: 96"

This vintage E-Type is an original car with just 19,400 miles on the odometer. The Golden Sand exterior paint appears to be largely original. The interior, including carpet, upholstery, and dash, are also original as is the tan canvas top. The car even wears its original Dunlop Road Speed tires and Lucas headlamps as delivered from Browns Lane. The trunk retains the original jack, tool roll, and knock-off hammer. Exterior chrome is very nice which, along with its chrome wire wheels, makes for quite a dashing statement. The car is amazingly untouched and would be ideal for a reservation or survivor class at any vintage or JCNA event at which it might appear.

Estimate: $70,000 – $100,000

Offered Without Reserve

Popular Series II model with bigger 4.2-liter 6-cylinder and all-synchromesh transmission Classic Jaguar style and elegance Original car with just 19,400 miles

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Lot

315

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Chassis No. 5818689bw Specifications:

190 hp, 3,442 cc (210 cu. in.) DOHC inline six-cylinder engine, three-speed automatic transmission, independent front wishbone suspension with torsion bars and anti-roll bar, live rear axle with semi-elliptic springs, Lockheed drum brakes with servo assist. Wheelbase: 102"

Estimate: $80,000 – $120,000

1957 Jaguar XK140 Drophead Coupe Sir William Lyons was the man behind the great style of Jaguar automobiles. He had an uncanny knack of making affordable cars gorgeous, and this XK140 is no exception. The XK140 was essentially a re-engineered and updated XK120 intended specifically for the North American market – a market becoming increasingly more important to Jaguar. Nearly 90 percent were sold with left-hand drive and exported to the States during the production run from 1954-1957. Introduced at the Earl’s Court Motor Show in October 1954, styling was similar to the gorgeous XK120, but perhaps most important, the cockpit was much roomier, in part thanks to the engine being moved three inches forward. The dash was raised an inch for extra room under the steering wheel and the seats given an extra three inches of travel. Jaguar advertisements also referenced the

Offered Without Reserve

Rare automatic transmission Increased interior room over XK120 predecessor One of just 2,790 produced from 1954-1957

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larger diameter torsion bars, new rack and pinion steering (replacing the re-circulating ball-type of the XK120), high-lift camshafts, oil ignition coil and an improved cooling system. Bumpers were larger and sturdier, and the grille was slightly revised. A chrome strip extended the full length of the hood. The dual overhead cam 3.4-liter six was carried over, but the base engine was now comparable to the SE or “Special Equipment” version offered on later XK120s. Like its predecessor, the 140 would be offered in two-seat roadster, coupe and drophead coupe body styles. Production continued through 1957 when it was superseded by the XK150. This Jaguar is equipped with the rare Borg Warner automatic transmission; the XK140 was the first Jaguar to offer this as an option. Its current owner regularly used the car which sports chrome wire wheels, driving lights and dual exhaust. While painted a vibrant red with tan leather interior and tan top, the interior sports tan wool carpets and very nice interior wood trim along with a period European radio. It would be ideally suited as a driver or for anyone looking for the cachet of a vintage Jag with the convenience of shiftless driving.


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Chassis No. 1S73401

1972 Jaguar E-Type Series III Coupe Jaguar built its first V12 car engine in 1964. It was a complex and sophisticated four-cam unit specifically designed with racing in mind. After years of testing and development, the company introduced its first production V12 to the market in 1971. Although Ferrari was building V12 engines, the heyday of the 12-cylinder was back in the 1930s, when American luxury car manufacturers such as Cadillac, Lincoln, Packard and Pierce-Arrow and British cars like Daimler and Lagonda used them to great effect. Power, refinement and prestige were all virtues of the 12-cylinder configuration – exactly what Jaguar was aiming for. The new V12 would be the first mass-produced V12 to come to market in over 20 years. Jaguar offered Ferrari and Lamborghini performance at a starting price of around $8,000 in the United States, quite a bargain both then and today. The production engine, however, would not fit into the two-seat E-Type coupe, so the new motor would be offered in roadster and 2+2 configurations. Both cars would share the longer 105-inch wheelbase chassis of the former 2+2 body first introduced in 1966. Jaguar would also widen the front track by 4.5 inches and just under 3 inches at the rear to accommodate the bigger and more powerful motor.

1972 marked two important milestones in Jaguar history: the marque’s Golden Anniversary and the retirement of Sir William Lyons as Chairman and Managing Director. That year, Browns Lane built a total of 3,705 E-Types, including 1,994 coupes. Jaguar would discontinue the coupe after the 1973 model year. Ideally suited for touring, this Jaguar features both power steering and factory air conditioning, a perfect combination with the larger 2+2 body style. The car has been driven, though its original leather upholstery and carpets are quite presentable. The engine bay is clean, however, it is not detailed and reflects regular use. Equipped with the very desirable four-speed manual transmission, optional chrome wire wheels and red exterior with biscuit leather interior, it would be a car perfect for Jaguar Club driving events.

Specifications:

250 hp, 5,343 cc (326 cu. in.) 60-degree OHC V12, four-speed all-synchromesh transmission, independent front suspension with semi-trailing wishbones, torsion bars, telescopic shock absorbers, anti-roll bar, independent rear suspension with lower transverse tubular links, radius rods, universally jointed half-shafts, twin coil springs and telescopic shock absorbers, Girling four-wheel disc brakes. Wheelbase: 105"

Estimate: $20,000 – $30,000

Offered Without Reserve

V12 performance and four-speed transmission Larger 2+2 body style with air conditioning, ideal for touring One of just 1,994 built for 1972

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Chassis No. ud1s22552

1973 Jaguar E-Type Series III Convertible

Specifications:

250 hp, 5,343 cc (326 cu. in.) 60-degree OHC V12 engine, four-speed all-synchromesh transmission, independent front suspension with semi-trailing wishbones, torsion bars, telescopic shock absorbers, anti-roll bar, independent rear suspension with lower transverse tubular links, radius rods, universally jointed half-shafts, twin coil springs and telescopic shock absorbers, Girling four-wheel disc brakes. Wheelbase: 105"

Estimate: $40,000 – $60,000

Across the pond it was called the E-type, but in the States it was referred to as the XKE. Known to Jag aficionados as a Series III, the XKE was offered from 1971-1974 in both coupe and roadster form but in the US exclusively as a roadster. The updated model was powered by a 5.3-liter V12, Jaguar’s first new engine since the debut of the postwar XK120 in 1948. During the fouryear production run, a total of 15,287 would be produced. Once again, Jaguar signified the importance of the American market by introducing the car on March 25th, 1971 at the New York Auto Show – the first time the company introduced a car in the United States rather than in Europe. The larger engine necessitated a longer hood and chassis with a bigger air intake and grille to improve airflow to the new V12. Flared wheel arches accommodated wider tires and wheels. The formerly plain grille

Offered Without Reserve

Original car with just 17,000 miles Desirable combination of four-speed with air conditioning One of just 3,165 produced for 1973

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now contained a crosshatch insert. Road & Track magazine reported 0-60 mph in 7.5 seconds and a ¼-mile time of 15.4 seconds, making the car an able performer in its day. The Series III is viewed by many as one of the best buys of the early 1970s, a time when few cars had the panache and style of Jaguar. No car since has offered the exotic glamour of a V12 engine and near 150 mph performance at such an affordable price. Total E-Type production for 1973 would be 4,686 units, including 3,165 roadsters, which were more aptly described as “convertibles” by this point. This particular car is a rare E-Type from 1973 that is in extraordinarily original condition and, as such, could be shown with pride in any “survivor” or “preservation” class forum. Showing just 17,000 miles on the odometer, it is painted in classic British Racing Green along with green leather interior and black convertible top. It was delivered new in England and is an original car with its original interior and mostly original paintwork from the factory. The top boot is also the original unit, and the car wears its tires as delivered, including spare. Equipped with the fourspeed and optional factory air conditioning, this is one very desirable Jaguar certain to be the envy of anyone at a vintage European sports car event.


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Chassis No. scfdl01s7etl13353

1984 Aston Martin Lagonda Saloon The Lagonda marque has a long and storied history – from winning Le Mans to building superb production cars designed by W.O. Bentley himself. The company became part of David Brown’s Aston Martin empire beginning in 1947, a company with an equally interesting history. Ultimately, Brown’s empire would fall, and when liquidation came in 1975, American Peter Sprague and Canadian George Minden bought the company for $1,050,000, enlisting British tycoons Alan Curtis and Denis Flather in their venture. The group paid a visit to British Industry Secretary Anthony Wedgewood Benn to ask for a loan. Their request was turned down flat. “The greatest spur we had,” Sprague and Minden said when interviewed a year later when their new car was unveiled at Earls Court, “was Tony Benn’s inference... that we had nothing worth saving. That made us determined to prove, as quickly as possible, just how wrong he was.” The Aston Martin Lagonda was, without question, the star of the show. The Lagonda’s engine and chassis bowed to Aston Martin tradition, but the rest was pure sex appeal. There was nothing else like it in a luxury sedan. It was just an inch shorter than the Mercedes-Benz 450SEL, yet it was over 5 inches lower. Industrial designer William Towns (who styled the Aston Martin DBS

in the mid-sixties) was responsible for the sensuous and futuristic wedge shape while Chief Engineer Mike Loasby is credited with its electrically-selected three-speed automatic transmission, pop-up quad halogen headlamps, and the dashboard with digital read-out instruments. The first car was delivered in 1979 with US sales beginning in 1982. A total of 645 chassis were built before the end of production in 1989. Painted dark blue over tan hides with dark blue piping, this Lagonda boasts new Continental radial tires on factory alloy wheels. It also features the unique-to-Lagonda glass sunroof over the rear passenger compartment. The same is true today as thirty years earlier: the Aston Martin Lagonda continues to make quite a statement about its owner. In this case, it is one of English elegance with modern performance and utter uniqueness.

Specifications:

280 hp, 5,340 cc (326.3 cu. in.) DOHC V8 engine, independent front suspension with transverse unequal length wishbones, ball jointed swivel pins, coil springs with telescopic shock absorbers and anti-roll bar, De Dion rear axle located by trailing arms and transversely by Watt’s linkage, self-leveling coil spring and shock absorber units, front and rear ventilated disc brakes with servo assist. Wheelbase: 114.8"

Estimate: $20,000 – $30,000

Offered Without Reserve

80s icon with inimitable style Limited production, one of just 645 chassis produced Aston Martin performance with saloon practicality

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1957 Mercedes-Benz 300SL Roadster The spectacular Mercedes-Benz 300SL Gullwing was in production for three years, during which time just 1,400 cars, not including racers and prototypes, were built largely by hand in Stuttgart’s highest luxury car traditions. Yet despite the low volume, Daimler-Benz was sufficiently convinced of the value of an expensive sports car as part of its model lineup to develop an improved version. Still other stories claim U.S. Importer Max Hoffman as largely responsible for Mercedes’ decision to build a roadster version of the gullwing coupe. A vast majority of those cars (about 80 percent) were coming to the States, and he felt his pampered customers wanted a bit more comfort, a larger trunk and a bit more fresh air. Whether or not Hoffman prompted the decision, the roadster made its first appearance in the spring of 1957 at the Geneva Motor Show. By the end of that year, the final 70 of the 1,400 gullwing coupes and the first 618 of 1,858 roadsters produced would come off the assembly line. Production began in May, immediately following the cessation of coupe production, and cars were available for the 1958 model year. Mercedes-Benz identified

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certain items in the gullwing coupes which it planned to address with the new roadster. Admittedly, access was a bit challenging through the gullwing doors. There was also the absence of a sensible trunk, and the fact that the car was only available in closed form in its greatest potential market in California, where buyers would have preferred an open car. It was clear from the outset that costly modifications to the space frame chassis would be necessary to provide solutions to these problems, but work began quite early in the gullwing’s production run. A modified roadster chassis was first spotted in the summer of 1956 at Stuttgart by the German magazine Auto, Motor und Sport. The main alteration to the roadster space frame was the lowering of the center section to permit smaller sills and larger doors. Strength was maintained by the addition of diagonal struts bracing the lowered side sections to the rear tubes. At the rear of the car, additional modifications enabled the spare tire to be mounted below the trunk floor, necessitating a smaller fuel tank but providing at the same time reasonable room for luggage. Further changes to the rear section permitted installation of the single-pivot


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Chassis No. 1980427500131

One of just 1,858 produced from 1958-1963 Spectacular performance A superb example and regular participant in touring events

Specifications:

240 hp, 2,996 cc OHC six-cylinder, four-speed all-synchromesh gearbox, independent front suspension with twin wishbones, coil springs and anti-roll bar, single-pivot swing axle rear suspension with compensating spring and coil springs, hydraulic telescopic shock absorbers, hydraulic drum brakes on all four wheels with servo assistance. Wheelbase: 94.5"

Estimate: $400,000 – $450,000

Offered Without Reserve

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swing-axle rear suspension which had first been seen on the 220a saloon models of 1954. Another important difference was a coil spring mounted transversely above the differential and linked to the two axle halves by a vertical strut. As the car would enter a corner, the spring was unaffected, but when a rear wheel hit a bump, this additional spring compressed and added to the stiffness already provided by the outboard coil springs. The result was that relatively soft springs could be used to maintain a comfortable ride while cornering behavior was much improved, despite the stiffer suspension. Coupled with fatter tires and wider front and rear tracks, the roaster exhibited none of the gullwing coupe’s tricky handling. The revisions to the roadster would add some 250 pounds over the gullwing coupe, most of which was associated with the convertible top and its necessary mechanism. The snug-fitting roof retracted fully into a well behind the seats and was covered with a metal panel making for a sleek body. Thanks to a boost in compression ratio, US market models would gain an additional 10 hp to help offset the increase in weight. Regardless, the car remained an excellent performer with the factory claiming a 137 mph top speed. Optional was a 90 lb removable

hardtop and special fitted luggage. The roadsters were popular among celebrities including Clark Gable, Glenn Ford and Elvis Presley. The 300SL did a great deal of good for Mercedes-Benz’s image and reputation, but unfortunately, not much for the company coffers. The $11,000-plus price new kept production to just 200-250 units per year. Roadster production ended on February 8th, 1963. This striking red roadster with tan leather interior and tan German canvas top was regularly used by its owner in driving events. It has a solid, rust-free body with very nice paint and chrome. In addition, it shows evidence of having been well cared-for and regularly maintained. The trunk is lined with the correct squareweave material, and the jack and complete tool kit are included, both of which appear to be in their original bags. The 300SL today remains one of the greatest production automobiles ever produced and will be forever recognized for sheer performance, heritage, engineering and overall excellence in an automobile. This car is no exception and one that any enthusiast would be proud to own.

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1955 Mercedes-Benz 300SL Coupe There are those who believe that the Mercedes-Benz 300SL is, perhaps, the greatest road car ever built. No one who has ever owned or experienced a 300SL Gullwing will likely ever forget it. That the car appeared in production form at all was the result of fortuitous circumstance and certainly not originally planned by the factory. The original Mercedes-Benz 300SL was created for the 1952 racing season by the company to test the waters prior to M-B making a full-scale return to racing competition. It was practically makeshift expediency to allow an early entrance to racing following WWII and to keep the M-B name in the news long enough for the firm’s 1954 Grand Prix car to be completed. To deem this exercise successful is a bit of an understatement – a second and fourth at the Mille Miglia, first and second at Le Mans and the Nürburgring, the same in the Carrera Panamericana, and one-two-three at Bern, Switzerland. Mercedes-Benz had no intentions of putting the car into production, but U.S. importer Max Hoffman had other ideas. Hoffman, both a master marketer and a man of great insight, convinced Daimler-Benz to offer a

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production model by ordering 1,000 of them to be built and sent to the United States. Since the competition model had been sourced from off-the-shelf parts of Mercedes’ 300-series saloon cars, it seemed relatively easy for the manufacturer to honor his request. The car, however, was exceedingly complex mechanically and not really designed for volume production. Nonetheless, thanks to the persistence (and clout) of Hoffman, M-B proceeded with limited production and the car was born. Fuel injection replaced the racecar’s carburetors; the Bosch mechanical unit would be the first for a production car. The new Karl Wilfert-designed body was largely steel rather than all-aluminum and included bumpers and other creature comforts not desired in a competition car. All this shot the car’s weight up from the racer’s 1900 pounds to nearly 3000. Yet even in production form, underneath remained Rudi Uhlenhaut’s brilliant tubular space frame chassis and the powerful 3.0-liter six-cylinder engine.


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Chassis No. 5500712

One of just 1,400 built Iconic race car turned road car with fitted luggage Legendary performance and styling

Specifications:

240 hp, 2,996 cc OHC six-cylinder, four-speed all-synchromesh gearbox, independent front suspension with twin wishbones, coil springs and anti-roll bar, swing axle rear suspension with coil springs, hydraulic telescopic shock absorbers, hydraulic drum brakes on all four wheels with servo assistance. Wheelbase: 94.5"

Estimate: $450,000 – $550,000

Offered Without Reserve

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The 300SL became the first Mercedes to be introduced in the United States before it was shown in Germany. It was unveiled in New York on February 6th, 1954, and it would take the automotive world by storm. The SL moniker reflected the pioneering use of multi-tube space frame construction. It also featured fully-independent suspension in addition to its fuel-injected, 240 hp, 3.0-liter (2,996 cc) straight six with dry sump lubrication; the motor inclined to the side in order to reduce the height of the bonnet. All the power was delivered through a four-speed manual gearbox, giving the car a 150 mph top speed and 0-60 mph in just 8.8 seconds, making it the fastest production automobile of its time. The result was a car that you could buy in New York City in 1954 for the princely sum of $6,820 and cruise to your weekend home in Connecticut at top speed, should you dare to try it.

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The gull-wing doors used on the racing version of the car were continued on the production car as they were necessary to maintain the structural integrity of the space frame construction. This novel approach to building a car was not without difficulties. Mercedes had gone all the way towards a theoretically perfect multi-tube space frame structure where all the tubes were slim and absolutely straight and none had to withstand bending or torsional stresses of any nature. Taken to these extremes, this would deny access to the car altogether, so there were inevitable compromises needed to gain entrance to the passenger compartment. To ease the problem, the frame was very deep along the sills, and the doors were arranged to hinge along their top edge and open upwards in “gull-wing� fashion.


Front suspension was by coil springs and double wishbones along with high-pivot swing axles at the rear. This meant for tricky handling as the rear suspension could induce wild over-steer; this was partially overcome when later cars would be fitted with low-pivot swing axles. Hoffman’s original request of 1,000 cars was exceeded as production of the semi-hand-built car reached just 1,400 units. The 300SL Coupe was discontinued after the 1957 model year. Today, it remains one of the most recognized and coveted of all sports cars ever built. This handsome 300SL, sporting red paint with tan leather interior, has been regularly used in driving

events and is fully sorted mechanically. The odometer reads just 77,000 miles, which are believed to be original. Factory original fitted luggage is also included, and the color matches the interior perfectly, further providing evidence that the interior (which has a lovely patina) is most likely original. Inside, you’ll find a Becker Le Mans radio and, in the trunk, the original jack and a complete tool roll (reproduction). All exterior body panels are straight and true, and the undercarriage is equipped with belly pans. This is an exceedingly nice driver quality 300SL that would be welcome at competition and driving events wherever its owner might choose to participate.

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1930 Bentley 4.5-Liter “Birkin Blower” Le Mans Replica The famous 4.5-liter “Blower” Bentley originated from the vision of Sir Henry Birkin, who was one of the original “Bentley Boys,” as the works racing drivers were widely known. Birkin set out to convince Bentley’s then-Chairman Woolf Barnato that supercharging, in combination with Bentley’s renowned reliability, would yield winning results on the racing circuit and help the marque continue its success at Le Mans. Barnato seemingly agreed, despite W.O. Bentley’s early objections to supercharging. At least 50 examples were required to homologate the new model for competition, and ultimately 55 cars were built, with the majority offered for sale to the public and five going directly into Birkin family ownership. With their high-output supercharged engines, striking leather-clad Vanden Plas bodies and minimalist cycle-type fenders, the new Bentleys exuded power, speed and grand exclusivity, distinctive elements of the Bentley mystique that continues today. Then, as now, the “Blower Bentley” represents without doubt one of the most desirable British

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cars ever constructed, and as a result, they are the prized possessions of their owners and appear infrequently at public sales. Many have never come to market, remaining locked within the confines of private collections all over the world, where they will likely remain for many years to come. Magnificently crafted and engineered with uncompromising attention to detail and authenticity during the 1990s by English marque specialist Bob Petersen Engineering, the 4.5-liter “Blower Bentley” offered here is an outstanding automobile. One of six examples built for noted London Bentley dealer Jack Barclay Ltd., it is based upon an original Rolls-Royce 20/25 chassis, numbered GHW 56. The frame was stripped, strengthened and stiffened by Petersen, closely adhering to the original Bentley specifications. In addition, new cross-members, suspension mounts and associated fittings were added to accept the new engine and supercharger unit.


Lot A drivetrain from a postwar Bentley MK VI donor car was installed, with the engine fully rebuilt, carefully blueprinted and fitted with a special camshaft and pistons, as well as a special flywheel and a Petersen heavy-duty clutch. The front-mounted Petersen BM MK1 supercharger is very similar in appearance and detail to the original Amherst-Villers units originally used on the Bentleys campaigned in period by the Birkin racing team. A 4.5-liter “Blower”-specification radiator contains a heavy-duty core and provides reliable cooling with a mechanical fan, supplemented by an electric fan as required. Gear changes are provided by a postwar Bentley MK VI four-speed manual gearbox, with the addition of a Laycock/Petersen ‘P’Type overdrive unit on fourth gear, providing ease of operation at sustained high speeds. Ride and handling at speed are enhanced

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by a set of period-type Hartford adjustable shock absorbers, while braking is supplied by a set of updated servo-assisted hydraulic brakes, with a pair of 14-inch drums with twin leading shoes up front, and a pair of 17-inch drums at the rear. Of course, the Petersen Bentley is fitted with a set of period-style 19-inch, 70-spoke wire wheels, shod with blackwall tires. Equally impressive is the handsome Vanden Plas-style open coachwork, which was handbuilt and executed with remarkable similarity to factory-original specifications, utilizing fabric-covered aluminum panels over ash framing, with the period correct three-door touring body configuration. Wonderful details abound in the cockpit as well, including the rich Connolly leather upholstery and green Wilton wool carpeting, while a black double duck top and a matching tonneau cover

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Chassis No. GHW 56 Specifications:

235+ bhp, 4,566 cc supercharged, L-head MK VI inline six-cylinder engine, modified Bentley MK VI four-speed manual gearbox with Laycock/Petersen ‘P’-Type overdrive, strengthened Rolls-Royce 20/25 chassis with front and rear leaf springs, and competition-specification, servoassisted hydraulic drum brakes, 14" front, 17" rear. Wheelbase: 132"

Estimate: $275,000 – $375,000

A remarkable recreation by marque specialist Bob Petersen Engineering in the UK Based on an original Rolls-Royce 20/25 chassis One of the six examples built for noted London Bentley dealer Jack Barclay Ltd. Impressive execution with usable, exhilarating performance

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provide protection from the elements. The dash, which is made of machine-turned aluminum, is fitted with a set of large, aircraft-type instruments and was produced specifically for Petersen Engineering, patterned after that of the original Birkin team cars. Appropriately finished in British Racing Green, the car includes an incredible level of detail, with numerous fittings authentically reproduced by Bob Petersen Engineering, including the filler caps, stone guards, footplates, fuel tank, radiator, wheels, hubs and many smaller items. Many period features complement this “Blower Bentley,” including dual Lucas headlamps, dual cowl lamps and a folding windscreen with dual “Brooklands” racing windscreens, as well as a side-mounted spare wheel and tire assembly.

With the glorious whine of its front-mounted supercharger and a raucous exhaust note announcing its 235-plus horsepower output, this “Blower Bentley” offers performance levels and open-air driving excitement that are nothing short of breathtaking. Complete with its postwar MK VI drivetrain, upgraded hydraulic brakes and overdrive, this car is substantially more comfortable, not to mention safer and easier to drive, than the legendary, priceless and virtually unobtainable originals. Worthy of taking pride of place in any collector’s stable of the finest British high-performance automobiles, this “Blower” will certainly provide a much-needed break from the ordinary for its next owner. Please note, the car is titled as a “1932 Bentley,” with the serial number 1016 marked on the firewall plate.

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Chassis No. HBJ8L25879 Specifications:

2,912 cc overhead valve inline six-cylinder engine, four-speed manual gearbox, independent front suspension and rear live axle, four-wheel disc brakes. Wheelbase: 92"

Estimate: $90,000 – $110,000

Offered Without Reserve

1964 Austin-Healey 3000 BJ8 Mk III Of all the full production Austin-Healey models, the Mk III 3000 model is by far the most desirable today. Not only is it faster, it is also more refined, better equipped and the most comfortable. It is a very sporting and enjoyable car to drive with a successful competition history to boot. The Austin-Healey 3000s fared very well in races, particularly hillclimbs, and in 1964 won the Liege-RomeLiege run and the Austrian Alpine Rally. Finished in Gold with a Fawn leather and vinyl interior, this car’s nut-and-bolt restoration was just completed by the marque specialists Tom and Randee Rocke at Healey Lane. The car was finished in two-stage DuPont Chroma base in two separate paint applications to give this Gold color superb depth and luster. The Fawn leather and vinyl interior has matching English wool carpeting – certainly

A complete concours-level restoration by marque specialists Healey Lane BMHT certificate, matching numbers and photo documentation Stunning Gold/Fawn color combination One year engine, transmission and differential warranty

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a unique and rarely seen color combination. As part of the complete restoration, the engine, transmission and overdrive were completely rebuilt to original specifications. Mileage currently stands at 63,500. All new fuel lines, fuel tank, rear leaf springs, front suspension and springs, brakes, lines, cables, cloth wiring harness and electrical components were also fitted. Additionally, the chrome wire wheels, road speed tires (185X15), steel exhaust system, door mechanisms and handles and walnut dash are also new. The original gauges were rebuilt but the steering wheel, interior, convertible hood with hood bag, windshield, door glass and rubber were all replaced with new components as well. A Healey Lane restoration speaks for itself. Tom and Randee Rocke are well respected in Austin-Healey circles, and this restoration is proof positive of this. In addition to a full photo-documented binder of the restoration, the car will also come with a copy of the British Heritage Trust certificate, confirming this to be a matching numbers car. Healey Lane will offer this car with a one-year driveline warranty as well. For additional information, please speak with an RM representative.


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Chassis No. 637251 Engine No. SL3199

1948 Jaguar Mk IV Drophead Coupe Jaguar met the postwar market in 1945 with its trusty 2.5- and 3.5-liter sedans that dated back to 1935. “Export or die” business led to a concentrated effort to sell to the US market, and the Mark IV sedans and the 3-position drophead coupe gained quite a following – especially as they were offered in LHD for the first time in 1947. The 125 hp, 3.5-liter six-cylinder was big enough for America, while the huge Lucas P100 headlights and classic upright grille reminded the busy new world of a more gracious past. Inside, occupants sank into leather armchairs, surrounded by walnut panels and a dozen instruments to tell speed, engine revs, oil pressure, water temperature, amps, fuel and the time. Sadly, the prewar folding picnic tables were no longer offered, but the wire wheels were still covered by Ace discs, the trunk lid contained an enormous toolkit, and fitted luggage was available. The 1947 drophead coupe really caught America’s fancy, with its polished, functional landau irons and the ability to raise, lower or set the three-position top halfway, with the driver and front passenger in the sun.

Only 5% of 11,952 Mark IVs were drop-head coupes, and in retrospect, the MK IV seems an obvious choice for a CCCA Full Classic, as the design hadn’t changed in 10 years. Jaguar collectors Gerald and Kathy Nell bought this car from John Kimberly in New York in 1989. It was completely restored in 1983, with all new wood inside, as well as a fresh repaint in crimson with black fenders. The Nells showed it energetically between 1989 and 1992. At 11 JCNA shows, the Chicago International Concours and Meadow Brook Concours, it scored between 98.70 and 99.6 points. The odometer indicates 10,211 miles. Exceedingly rare, it is one of only 376 3.5-liter Mark IV Drophead Coupes with a three-position top.

Specifications:

125 hp, 3,485 cc OHV six-cylinder engine, dual SU carburetors, Moss four-speed manual gearbox, solid front and live rear axle with semi-elliptic leaf springs, four-wheel mechanical drum brakes. Wheelbase: 120"

Estimate: $100,000 – $125,000

Offered Without Reserve

From the collection of Kathy and Jerry Nell First postwar Jaguar model and first built in left-hand drive Shown at multiple JCNA shows

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1969 Ferrari 365 GT 2+2 Detailed records for this European model 365 GT 2+2 date back to 1979, when Mr. Allen (Allerton, Illinois) purchased it with just 41,880 original miles on the odometer. Mr. Allen immediately sent it to Motorkraft Limited for a full service and a complete rebuild of the engine’s top end. In 1984, with almost 48,000 miles on the odometer, Mr. Allen sold 11667 to a Mr. Foster (Danville, Illinois). In 1989, Mr. Foster sent his car to DC Engineering (Springfield, Illinois) for a full cosmetic restoration. During the reassembly, a set of headlight covers was installed along with a set of five Borrani wire spoke wheels and correct Pirelli tires. Mr. Foster was so thrilled with the work performed by DC, he sent a glowing letter to the company’s owner and thanked Mr. Dyke Ridgeley who had recommended the shop. In 1996, Mr. Foster sold 11667 to Mr. Bard Wolf (Given, West Virginia), who kept the car until 2000 when he sold it to vintage racing specialists Abacus of Hampton Roads with 53,060 miles. During their seven-year ownership, the

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car received excellent care in their own shop and was sent out for a new tan leather interior, door panels and carpets. The dash, headliner and console are all in very good original condition. In 2007, Abacus sold the car through Fantasy Junction. A year later, prior to being purchased by the vendor, a pre-purchase inspection was conducted by Mr. Patrick Ottis. The report was very favorable on all accounts, including the compression and gearbox. During a recent inspection and test drive, this 365 GT was confirmed to have a matching numbers engine, a host of options including air conditioning, power windows (and wing windows), variable ratio power steering and 55,149 original miles. The engine was very smooth even when cold. It didn’t smoke, idled perfectly and had superb oil pressure. The gearbox was smooth, and all syncros worked perfectly regardless of temperature. The clutch operation was excellent as were the performance of the steering and suspension. Included in the sale are two large binders containing receipts and pictures, several operating manuals and advertisements and factory tool rolls with tools and jack in accompanying bag.


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Chassis No. 11667 Engine No. 11667

Documented history Matching-numbers, well-equipped example with many desirable options Less than 55,200 original miles

Specifications:

320 bhp, 4,390 cc single overhead camshaft all alloy V12 engine with three twin choke Weber carburetors, five-speed manual gearbox, four-wheel independent coil spring suspension and ventilated disc brakes front and rear. Wheelbase: 104"

Estimate: $120,000 – $160,000

Offered Without Reserve

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†

1965 Ferrari 275 GTS With its sleek, Pininfarina-designed open coachwork, the Ferrari 275 GTS replaced the 250 GT PF Series II Cabriolet. Introduced simultaneously with the 275 GTB at the prestigious 1964 Paris Auto Salon, the two models were

markedly different in their respective designs. The 275 GTS was both cleaner and more muscular in appearance, with open headlights, an egg crate grille and wing vents. The spider variant was clearly intended for the lucrative American market and sunny California in particular, where the attractiveness and marketability of a high-performance grand touring cabriolet had long been established. Built in Turin by Pininfarina, the 275 GTS bodies were mostly assembled from steel with alloy doors, bonnets and boot lids to form a rather conservative yet tremendously attractive design. Departures from the GTB model continued to the interior, where the seats of the GTS were somewhat less firmly bolstered and were trimmed in luxurious Connolly leather hides. In keeping with its grand touring character, the 275 GTS was powered by the latest 3.3-liter version of Ferrari’s proven V12 engine design, named after its original designer, Gioacchino Colombo. Redlining at 7,000 rpm and developing 260 brake horsepower, the Tipo 213

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Lot engine was capable of propelling the nimble Ferrari to 100 km/h in just under seven seconds, en route to top speeds in excess of 140 mph, depending upon rear-end gearing. While the 275 GTS may have carried 20 fewer horsepower than the 275 GTB, recent road tests confirmed the more useful power band of the Spider’s engine, which produced more torque at a somewhat lower rpm range than that of the Berlinetta. Recently, Bruno Alfieri adroitly summed up the enduring impact of the Ferrari 275 GTS and GTB within the context of the crowded sports car market of the 1960s. While he acknowledged that these two Ferrari models were certainly able to equal and surpass many of their contemporaries, he noted “there was a fundamental difference: the two models from Maranello were the direct

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descendants – as always in the Ferrari tradition and spirit – of competition cars, and that made them unique, fascinating, and extremely enjoyable to drive.” The production cycle of the brilliant 275 GTS was rather brief and continued only until early 1966, when the 330 GTS superseded it. In fact, just 200 examples of the 275 GTS were produced, of which the vast majority were equipped with left-hand drive and destined for the United States. Visit rmauctions.com to view all photos.

S/N 07227

Photography: Josh Voss

Originally scheduled to be shipped to Chinetti Motors in New York, this 1965 Ferrari 275 GTS, chassis no. 07227, changed direction at the last minute and was actually sold new through official dealer Garage La Rotonda of Renato Nocentini in Prato-Florence to the first

Chassis No. 07227 Engine No. (See text) Specifications:

260 bhp, 3,286 cc V12 engine with three Weber twin-choke carburetors, five-speed manual transaxle, independent front and rear suspension with unequal-length A-arms and coil springs, and four-wheel hydraulic disc brakes. Wheelbase: 94.5"

Estimate: $400,000 – $500,000

Complete recent restoration at Ferrari factory in Maranello Ferrari Classiche certified The 52nd of only 200 examples built Complete with books and tools

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owner, Mrs. Mariagrazia Lencioni of Lucca, Italy, on June 28th, 1965. The price was 5,750,000 lire. It was then sold by Lencioni on May 20th, 1967 to the second owner, Wilbur Henry Adams, an Ohioan residing in Rome and a member of the Automobile Club of Italy. It was later exported from Italy and sold to USAF Lieutenant Stephen T. McDavid in Glendale, Arizona in 1975. Three years later it was tradedin at FAF Motorcars in Tucker, Georgia by McDavid, who was being re-stationed to Panama City, Florida. It traded hands through a few more owners before it was brought back to the United States and eventually bought in North Carolina by a private collector from New

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York in 1992. The car has remained in the same family’s ownership ever since, passing down to the gentleman’s nephew in recent years. The vendor enjoyed and drove the car for a short time before electing to commission a complete, engineout restoration by the Ferrari factory in Italy. Over the course of over two years, the car was restored cosmetically and mechanically, with regular updates and correspondence exchanged between the U.S.based owner and the specialists in Maranello. Extensive e-mail exchanges and photographs will be provided to the new owner.


Over the course of the restoration, Ferrari located its original records that confirm the engine was replaced in period and by the factory, following engine damage sustained by a prior owner in the early 1970s. The car therefore received coveted Ferrari Classiche certification, despite not having the original, matchingnumbers engine. After the restoration was completed last year at a cost of about 100,000 euro, the owner personally picked the car up in Maranello and was handed the keys by Piero Ferrari, son of Enzo Ferrari and current Vice President of the company. He then began a 1,000-kilometer tour of Europe, heading to Monaco, then through Paris and ultimately to Geneva.

Driven sparingly since then, the car is finished in red with a tan leather interior, red carpets and a black top. It is complete with the aforementioned Ferrari Classiche binder, photo documentation of the restoration and books and tools. The 52nd of only 200 examples built, this is an excellent opportunity for any Ferrari collector to acquire a 275 GTS restored by none other than the experts from Maranello. The owner insists “this is a car you tour Europe with.” We couldn’t agree more! Please note that this car is titled as a 1966. Additionally, an import duty of 2.5% of purchase price, including the buyer’s premium, is payable on this car if the buyer is a resident of the United States.

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1957 Porsche 356A Speedster In developing the 356, Dr. Ferdinand Porsche established the groundwork for the Porsche empire and one of the most enduring motoring icons of the 20th century. Production began in the late 1940s, and the 356 was relentlessly developed into one of the world’s most respected and victorious sports cars.

Credit for the Speedster is owed largely to Porsche’s U.S. importer, Max Hoffman, who understood the crucial American market and advocated for specific models to meet customer demand. Priced at $2,995, the Speedster’s seats were simple, the top small, and roll-up windows were non-existent, with side curtains instead. Freed of the Cabriolet’s traditional appointments, the Speedster’s lower price and decidedly sportier character generated strong demand. The Speedster was indeed a success, offering drivers an elemental Porsche experience and quickly establishing a formidable racing reputation. For 1957, Porsche improved carburetion and added ZF worm-and-lever steering gear, carefully evolving the 356’s engineering and further distancing it from its more humble VW origins. The Speedster was capable of exceeding 100 mph, with zero-to-sixty times in the ten-second range, both very respectable accomplishments for the era.

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Lot As confirmed by its corresponding Certificate of Authenticity from Porsche, this 1957 Speedster was originally finished in red and fitted with rare blue leather upholstery, just as it is offered today. In addition, it was originally equipped with US-specification bumpers. The Speedster was acquired by the current enthusiast-owner from Paul Russell of Massachusetts in beautifully restored condition, with the work having been performed by noted restorer Dennis Frick of Pennsylvania. In addition to very enjoyable local driving by its Florida-based owner, the Speedster has

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been toured extensively and entered the Colorado Grand rally, where it performed flawlessly. On the show field, it has won a number of Best in Show and People’s Choice awards in local shows. Well-maintained and offered in showquality condition today, the Speedster is fitted with a period correct engine and rides on a set of original-size 4½ inch wide chrome wheels and bias-ply tires. A set of 5½ inch wide chrome wheels with radial tires are included for touring.

Visit rmauctions.com to view all photos.

Chassis No. 83154 Specifications:

75 bhp, 1,582 cc overhead-valve horizontally-opposed four-cylinder engine, four-speed manual transmission, independent front suspension with parallel trailing arms, transverse laminated torsion bars and anti-roll bar, rear suspension via swing axles with transverse torsion bars, and four-wheel hydraulic drum brakes. Wheelbase: 82.7"

Estimate: $130,000 – $160,000

Beautifully presented and a strong performer Fully restored by Dennis Frick of Pennsylvania Well maintained, driven and toured regularly Multiple award-winner

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1960 Ferrari 250 GT Series II Cabriolet Coachwork by Pinin Farina During the mid- to late-1950s, Ferrari was in a state of transition; increased racing costs meant that Ferrari needed to sell more road-going models to help pay for its extensive racing activities. In the past, although roadgoing Ferrari models were certainly offered, they were essentially hand-built. Variations to suit the wishes of individual customers were common, keeping costs high, volumes low and rendering them quite unprofitable. Meanwhile, the 250 GT Cabriolet, introduced at the Geneva International Auto Salon in 1957, was conceived as Ferrari’s semi-luxury touring car and was thus given better interior appointments and more soundproofing than the California Spyder. Its chassis and drivetrain may have been strikingly similar to Ferrari’s racing cars, but the high standard of fit and finish, as well as the car’s complete instrumentation, luxurious leather interior, and many other passenger amenities, set it apart. The Cabriolet was based upon the 250 GT Coupe, which was also presented as a luxury touring machine, with its body produced by Pinin Farina.

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Unveiled to the public at the 1959 Paris Salon, the new 250 GT Series II Cabriolet appeared one year after the handsome 250 GT Coupe and replaced the low-production Series I Cabriolet. In fact, the Series II Cabriolet remains notable as the first commercially-successful, productionbased convertible model ever offered by Ferrari. While the Cabriolet appeared to be somewhat longer than the Coupe, thanks to a stylish “kick-up” just behind the doors and the elegant rear fenders, the Cabriolet and Coupe actually shared nearly identical overall dimensions. Mechanically, both the 250 GT Cabriolet and the Coupe were considerably improved over the California Spyder, with the addition of the updated 3.0-liter, Colomboderived V12 engine designated Tipo 128 F. This engine, which produced 240 brake horsepower, was fitted with outside-plug cylinder heads and twin distributors, while an overdrive transmission was made available. The cars offered race-bred stopping power with a set of fourwheel disc brakes, while telescopic shock absorbers and handsome 16-inch Borrani wire wheels were also


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Visit rmauctions.com to view all photos.

Chassis No. 1805 GT pinin farina No. 29719 Specifications:

240 bhp, 2,953 cc single overhead camshaft V12 engine, three Weber dual-choke carburetors, four-speed manual gearbox, independent front suspension with A-arms and coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel hydraulic disc brakes. Wheelbase: 102.3"

Estimate: $450,000 – $550,000

One of only 201 examples built Showing only 60,969 miles from new Complete with the original tool roll and sales brochure

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included as standard equipment. The result was a stylish and very quick Ferrari, with acceleration to 60 mph achieved in less than seven seconds, en route to a top speed of 140 mph. The 250 GT PF Cabriolet Series II presented here, chassis no. 1805 GT, was finished by Pinin Farina on April 23rd, 1960 and delivered new shortly thereafter to Baron Emmanuel “Toulo” De Graffenried’s official Ferrari dealership in Lausanne, Switzerland, Italauto SA. It was then sold by Italauto SA to the first owner, a Mr. Rubois, in Switzerland and was later exported to the United States. From the US, it was sold in 1990 to Wolfgang von Schmieder, a

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German collector residing in Cologny, Switzerland. In the late 1990s, it was on display at the International Auto Museum in Geneva, Switzerland. A restoration was then performed shortly thereafter by the Virginia Motor Company where it was finished in 1999, repainted white and fitted with a white leather interior. The car changed ownership once more in 2002, via Jean Guikas, but was never used by the new owner and simply stored at Guikas’. Noted as being repainted in a dark grey metallic and fitted with a tan interior in 2003, the car was finally sold to the current owner in 2009.


The car was then shown at the Cincinnati Concours in Ohio in June of 2009 and is currently finished in Grigio Scuro (medium gray metallic) with a Magnolia leather interior. Showing just 60,969 miles from new, the car has recently been gone through by a mechanic, who notes the engine is in excellent condition, with no smoke, good oil pressure, good temperature, excellent gearbox, quiet rear axle and no vibration. The car has recently been equipped with rebuilt Borrani wire wheels shod with Pirelli tires, a new Ansa exhaust system and a new brake servo and calipers. Complete with the original tool roll and sales brochure, this Ferrari also features a reproduction owner’s manual. Still remaining in excellent condition, the interior, carpets and soft top are finished with the correct material, and the brightwork remains in near perfect condition.

The 19th example built out of 200, 1805 GT is equipped with a four-speed manual transmission with overdrive, which is currently not functioning. It is believed that at some point the motor may have been replaced, as the engine shows internal number 446 F, which is from a 250 GT Coupe Pinin Farina chassis no. 1935 GT. Please contact an RM specialist with any questions. Produced by experienced Pinin Farina and Ferrari craftsmen, Series II Cabriolets are superb automobiles. Add to that a comparatively high market price for the LWB California Spyder, which regularly exceeds the multimillion-dollar mark, and the 250 GT Cabriolet becomes an increasingly attractive proposition. The Series II’s relative rarity warrants the occasional showing on a neatly cut concours lawn but, from time to time, also necessitates a quick sprint on a sunny day.

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Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No. w648685 Engine No. F-2932-8S

1953 Jaguar XK120 Fixed Head Coupe

Specifications:

160 hp, 3,442 cc DOHC six-cylinder engine, three SU carburetors, four-speed manual gearbox, independent front suspension with coil springs, double wishbones and anti-roll bar, rigid rear axle with semi-elliptic leaf springs, and four-wheel hydraulic disc brakes. Wheelbase: 102"

The Jaguar XK120 began life as an experimental coupe – the “100” – built in 1938 with the same long hood and sloping tail. But after World War II, it was modernized with the familiar oval grille and faired-in headlights. The first car was built on a Mark V chassis and in only six weeks for the 1948 Earls Court Motor Show in London.

and Charles Hornburg in Los Angeles. Their sensuous flowing lines, 3.4-liter aluminum DOHC engines and sparkling performance created a sensation which has never really subsided. There would be 7,631 roadsters built between 1949-54, 2,678 coupes and the late-arriving drophead coupe, which was introduced in 1953, with 1,769 made.

The first 240 cars were built with aluminum and wood bodies, thereafter steel would be used. With typically British understatement, the “120” was to signify the car’s top speed but all were faster than that, and factory driver Ron Sutton was timed at 141.51 mph in a car with the windshield removed on a public road in Jabekke, Belgium.

Estimate:

The first XK120s arrived in the US in August 1949 to distributors Max Hoffman in New York

This fixed head coupe joined the Gerald and Kathy Nell collection in March 1993. The Nells are well known in Jaguar enthusiast circles, particularly for their Jaguar collection, which at one time comprised a C-Type, D-Type and XK-SS. This car came from Santa Barbara, California, and prior to that, it was resident in Maine. The car received a ground-up restoration between 1983-89, and while it has the correct motor, the dash tag number indicates it is not original to the car. The car has never been shown, and Kathy Nell thinks of it as Cinderella: “She was put in the basement and just never got out the door. I brought her up six months ago and we’ve worked on her ever since. She runs really nicely now.” Nicely presented in white with a tan leather interior, wire wheels and less than 39,000 miles showing on the odometer, this is an excellent example from a very wellrespected collection.

$80,000 – $100,000

Offered Without Reserve

From the collection of Jerry and Kathy Nell One of 2,678 XK120 coupes built between 1951-54 Frame-off restoration between 1983-89

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Visit rmauctions.com to view all photos.

Chassis No.

1959 Jaguar XK150S 3.4 Roadster

S831062DN Engine No.

The XK150 was launched in the spring of 1957, and it was the final derivation of the 1948 XK120. The principal advantage over the previous XK140 was the four-wheel Dunlop disc brakes, but the car had evolved into much more of a grand tourer, with windup windows, wider body, curved one-piece windshield, more comfortable seats and better heater. Once again there was an OTS (open two seater), which was mostly exported for a while, a coupe and a drophead coupe. There were tiny rear seats and a pass-through to the trunk. The profile was generally softened; the fender line did not dip as much and the larger grille was very similar to the 2.4- and 3.4-liter Mark 1 sedans. Searching for more performance, the XK150S was announced one year later. Thanks to a Harry Weslake-designed cylinder head and high-compression pistons, power increased to 250 hp (the same as the 5.3-liter V12 13 years later). There were three two-inch SU carburetors, and 0-60 mph could be reached in a little over seven seconds. XK150 production totaled 9,395 examples between 1957 and 1961, and of 2,263 XK150 Roadsters produced, only 888 examples were equipped with the 3.4-liter “S” engine. An XK150S cost $5,120 in 1958, when a ’58 “Fuelie” Corvette was $4,075.

VS-1300-9 Specifications:

250 bhp, 3,442 cc DOHC six-cylinder engine, three SU carburetors, four-speed manual gearbox, independent front suspension with coil springs, double wishbones and anti-roll bar, rigid rear axle with semi-elliptic leaf springs, and four-wheel hydraulic disc brakes. Wheelbase: 102"

This XK150S was bought by prolific Jaguar collectors Jerry and Kathy Nell in 1988 and treated to a frame-off restoration. It retains its original engine and was shown in 10 JNCA Concours d’Elegance between 1989 and 1992, scoring between 99.63 and 100 points. It is strikingly finished in dark maroon with black canvas top and black leather interior, as well as chrome wire wheels and wide whitewall tires.

Estimate: $125,000 – $150,000

Offered Without Reserve

From the collection of Kathy and Jerry Nell One of only 888 XK150 roadsters built with the “S” motor from 1958-61 Frame-off restoration followed by multiple JCNA concours entries

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1973 Porsche 911 Carrera RS (Factory Remanufactured Special) Porsche’s legendary 917 was no longer eligible to compete in World Sports Car Championship racing after the 1972 racing season, and instead of creating an all new car from scratch, the Zuffenhausen automaker decided to tackle the new European GT Championship instead.

Extensive wind tunnel testing helped Porsche create aerodynamic body modifications that included the distinctive “duck tail” rear spoiler designed to improve upon the 911’s often tricky high speed cornering characteristics.

The basic 911 was eligible for the FIA’s Group 4 GT class, but Porsche knew that it needed to cut weight and increase output. The basic 2.4-liter air cooled flat six was bored out from 84 to 90 mm to become a 210 horsepower 2.7-liter, and wider rear wheels were fitted to deliver power to the pavement. Interestingly, Porsche chose to keep the 70.4 mm stroke. Fiberglass and ultra thin gauge steel dropped weight substantially.

The 911 Carrera RS was unveiled to the public at the Paris Salon on October 5th, 1972. More than 50 were sold on the first day of the show, and by the time the doors closed in Paris, Porsche had sold out its initial run of 500 cars, despite a hefty 33,000 Deutschmark price tag. Those built to full racing specification, the ultra-lightweight RSR variant, simply dominated their class at racing circuits around the world. Most notably, Peter Gregg and Hurley Haywood took a decisive victory at the 1973 24 Hours of Daytona in the model’s competition debut.

To comply with homologation rules, Porsche had to offer 500 race-specification Carrera units to the public. Demand from customers far exceeded the homologation requirement; ultimately, 1,580 were built between 1973 and into 1974.

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Visit rmauctions.com to view all photos. Photography: kimballstock.com

Chassis No. 911 360 0486

Remanufactured to as-new condition in 1996 by the Porsche factory’s Exclusive Department (Werk 1) in Zuffenhausen, Stuttgart Believed to be only car Factory-built to lightweight 2.8-liter specification, with galvanized structure Complete with certificate of authenticity issued by Porsche

Specifications:

210 hp 2.7-liter air-cooled, horizontally opposed, rear-mounted six-cylinder engine with fuel injection, five-speed Type 915/08 manual gearbox in rear transaxle, fully adjustable four-wheel independent suspension with coil-over shock absorbers and adjustable anti-sway bars, and four-wheel hydraulic disc brakes. Wheelbase: 89.3"

Estimate: $350,000 – $550,000

Offered Without Reserve

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Common knowledge dictates that a car is only new once – but the 1973 Porsche 911 Carrera RS offered here presents a notable exception. The unusual circumstances bestowed upon this Carrera RS are unlikely to ever be repeated owing to the depletion of original correct-dated parts and spares, making it a truly one-of-a-kind vehicle. Subjected to the most complete restoration possible – so thorough that it is to be considered a remanufacturing – this Carrera RS, one of the first 500 produced, was recreated in Germany by the automaker’s Porsche Exclusive Department. The Carrera RS’s current owner commissioned the project in the mid-1990s, and before long, Porsche began a most intense and fascinating project. Ground rules set by Porsche Exclusive included an unlimited budget without a commitment for any specific completion date. In the end, the process took two years to finish, and the vendor suggests that Porsche managed to exceed their unlimited budget!

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The original paint was stripped, and the car’s body was subjected to modern galvanization alongside then-new Porsche 993s. The only factory galvanized Carrera RS in the world, this example features all new lightweight panels throughout, with the exception of the roof and basic structure. Painted Grand Prix white with green graphics and accents, the Carrera RS remains factory fresh today. Fit and finish throughout is nothing short of stunning. Seemingly minor details were given extraordinary attention. For example, the graphics were reproduced by the factory in correct colors specifically for this venture. (According to the vendor, Porsche has since repainted their own RS at the Porsche Museum to White/Green as the owner refused the offer of a swap upon completion of this project!) Upgraded to 2.8-liters, the flat six engine was rebuilt to RSR specification. Amazingly, Porsche located the original engine builder and brought him into the rebuild process. His signature on the engine only adds to this rarified circumstance. The six-cylinder departs from original


thanks to the lack of a front oil cooler (upgraded, modern plumbing negated the need for the cooling unit). Internally rebuilt with modern Porsche techniques, the engine certainly pumps out more power than the original 210 hp, although an exact figure has never been disclosed. The Carrera RS’s original interior was left alone, at the suggestion of Porsche. Extraordinarily preserved, it shows only the slightest patina. The correct black sports seats and grey woven carpet remain, as does the leatherwrapped sport steering wheel. As one of the first 500 Carrera RS examples ever built, this sports car would be significant in its own right, despite the comprehensive factory restoration and upgraded engine. It was originally specified with a radio delete and an anti-theft switch from the factory. Despite its origin as

an M472 ‘Touring’ specification, this car is actually lighter today than the original M471 lightweight model. Porsche itself has informed the vendor that it will not undertake such an intense, laborious remanufacturing process ever again, going so far as to reject his request to commission a second Carrera RS to the same spec. The next owner will receive the reissued Certificate of Authenticity from Porsche. Showing just around 32,000 kilometers (approximately 19,000 miles) from new, the Carrera RS is an absolute show stopper today that has only seen limited show mileage since being remanufactured. This unique and remarkable car invites close inspection and would make an extraordinary centerpiece of any collection of significant Porsches.

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From the estate of Mr. John M. O’Quinn

1933 Chrysler CL Imperial Dual Windshield Sport Phaeton Coachwork by LeBaron To collectors and enthusiasts of the beautiful cars of the Classic Era, the timeless and enduring body designs of LeBaron require no introduction. The firm’s designs for the advanced and regal Chrysler CL Custom Imperial of 1933 represent some of its finest creations. Only 151 LeBaron-bodied examples were produced, with just 36 being dual windshield phaetons, such as the genuine example we offer here. Restored in 1998 by RM Auto Restoration, this car represents one of the finest of its kind in existence today. Finished in a dramatic two-tone red and maroon paint scheme, it is complete with a perfectly matched dark red convertible top and a tan leather interior. Period accessories include dual side-mounted spares

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with mirrors, a chrome grille guard, chrome hood vent doors, chrome wire wheels and whitewall tires. The restoration took over one year to complete, and as recently as 2002, it earned top honors at the Beverly Hills Concours d’Elegance, where it received the Meguiar’s Award for Best Overall Paint. Other awards include the Most Exciting Open Car Award at the Palos Verdes Concours d’Elegance. In the October 2001 edition of Collectible Automobile, the Chrysler was the featured cover car, with a lovely doublepage spread in the magazine. Offered today from the estate of noted collector Mr. John O’Quinn, the Imperial continues to be beautifully presented in its dramatic paintwork, with its brightwork, convertible


Lot top and interior remaining impressive. The undercarriage does reveal signs of use from the 1,490 touring miles accumulated since restoration. As the Chrysler has been on display in the Collection, a thorough service is recommended prior to road use. Driving an Imperial is a unique experience when compared to its contemporaries. It shifts virtually effortlessly, while its

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remarkably silent engine delivers more than enough power and torque to cruise at high speeds. While many other marques feel heavy and cumbersome through turns and shift points, the Chrysler Imperial provides the exact opposite feeling. It is one of the nicest and most impressive Full Classics to drive and tour, and with so few remaining, they are very competitive on the show field as well. Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No. 7803603 Specifications:

135 bhp, 384.84 cu. in. inline eight-cylinder L-head engine, four-speed manual transmission, two-barrel carburetor, semi-elliptic leaf spring suspension, and four-wheel Lockheed hydraulic drum brakes. Wheelbase: 146"

Estimate: $225,000 – $300,000

One of just 36 examples by LeBaron A multiple concours winner Fully restored

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1968 Lola T-70 Mk III GT Coupe Racing engineer Eric Broadley’s Kent-based Lola Cars Ltd. was formed in 1958 when many customers demanded copies of his Lola MK I/Climax Sports Racer that had been trouncing Chapman’s Lotus Eleven on a regular basis. A commission from Ford/USA ensued in 1963 which led to the mid-engined Lola MK 6, powered by the new lightweight Ford 260 CID V8 pushrod engine. This car became the prototype for Ford’s immortal GT40s, the series production of which Broadley declined, having fallen out of sync with the corporate climate associated with being a supplier to a large firm such as Ford. Instead, Broadley embarked upon a new Lola project, the legendary 1965 Lola T-70s, produced in both Spyder and Coupe forms until 1968 and undoubtedly one of the most unmistakable and beautiful competition cars of its era. Along with vintage racecars come a number of fantastic tales, including many that are suspect or fanciful. However, unlike most, the fascinating history of this 1968 Lola Mk III GT Coupe, chassis no. SL73-135, carries a letter from Lola as well as its FIA paperwork confirming its authenticity. As follows is its remarkable story.

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Late into the production of the storied Mk III Lolas, this last chassis, no.135, was completed as a street car to the specification of fabled team manager of Scuderia Filipinetti, Franco Sbarro, as they were no longer competitive against the likes of Ferrari and Porsche, not to mention the Mk IV developments of Broadley’s famous spawn, the Ford GT40. It was not surprising therefore to see it making a featured appearance in the 1971 Steve McQueen cult classic film Le Mans. But its dignity was shorn as Solar Productions dressed up this Lola as a Ferrari 512S, which was then summarily crashed for a film sequence. (At the time the Lola was obviously viewed as more ‘expendable’ to the producers than a current 512S!) As reported by Auto Passion magazine (issues no. 24 and 26, June and August 1989, respectively) it was recovered by é tablissements de Kilmanie at Chambray-les-Tours and passed on to a driver from Tours, Jean-Marie Pesche. Pesche quickly repaired the car and fitted it with a Lola Mk IIIB nose and tail plus a ZF gearbox, believed to have been supplied by Sbarro. Participating in a local hillclimb with the car at Luynes in 1972, Pesche left the starting line and ended up shortly thereafter with the car in a pond. Intriguingly, after the race, Pesche’s whereabouts


Lot became unknown, and the garage closed soon afterwards. The Lola eventually made its way to the UK, where it changed hands a few more times until it was eventually sold to Emilio Cruz Urguiza of Mexico City in 2003, carrying a chassis plate stating T-135. The origin of this tag is unknown and may have been produced during the Lola’s rebuild after the movie crash. In 2004, Emilio sold it to another enthusiast in Mexico, which is where it remained until 2007 when it was purchased by its current owner and brought back to the United States for historic racing and eventual restoration.

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16 examples built and finished in its original bright yellow with a polished aluminum tub, it features a 355-cu. in. pro-built Chevrolet engine with aluminum heads and 48IDA Weber carburetors that puts out an astounding 600 horses (estimated). Equipped with its large, correct Hewland box, Vertex magneto, proper Lola brakes, Lola uprights and authentic period gauges, it also displays the correct 15” Lola wheels shod with new racing slicks. Visit rmauctions.com to view all photos.

Noted Lola expert John Starkey has since examined the car and has stated his belief that it is the chassis which was featured in Le Mans.

It will be very apparent that this professional restoration was carried out without regard to cost. With its landmark design, compelling history and stunning presentation, this exceptional example would be a welcome entrant on both the show field or at racing circuits virtually any place on the planet.

Still in the final stages of restoration at the time of this writing, this Lola will emerge fresh for Monterey this year from a threeyear professional restoration. One of only

Please note, this car is sold on a Bill of Sale. Please check the RM website for updated, current photographs closer to the sale date: www.rmauctions.com.

Chassis No. SL73-135 Specifications:

Est. 600 bhp, 355 cu. in. Chevrolet pro-built V8 engine, four Weber carburetors, five-speed Hewland manual gearbox, independent front and rear suspension, and vented four-wheel disc brakes. Wheelbase: 95"

Estimate: $150,000 – $250,000

Offered Without Reserve

The last of only 16 Lola T-70 Mk III Coupes built Featured in Le Mans, the film classic starring Steve McQueen Carries FIA paperwork Fresh from a three-year professional restoration

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From the estate of Mr. John M. O’Quinn

1937 Rolls-Royce Phantom III Sedanca deVille Coachwork by Arthur Mulliner, Ltd. In 1932, Henry Royce made the decision to proceed with the design of the Phantom III, code-named “Spectre,” but unfortunately, he passed away while it was still on drawing boards. Featuring an all-aluminum V12 engine with cast-steel wet liners, an X-braced welded chassis and an independent front suspension, the Phantom III was a revolutionary design that was introduced in 1935 and produced through 1939, with just 710 chassis built.

This stately example features custom coachwork by Arthur Mulliner, Ltd., the firm founded in 1897 in Northampton, not to be confused with H.J. Mulliner. It was originally purchased by Myron C. Taylor, the Chairman of the Board of the United States Steel Company. It was reportedly driven from home to his office in New York City and later locally in Palm Beach, Florida while under his ownership. In 2005, it was completely restored, with a total engine rebuild completed by Rolls-Royce experts Sam Rawlins and Mike Cicorra on the original V12 engine. New liners, pistons, bearings, valves and gaskets were fitted, along with a solid-lifter update. The carburetor and distributors were rebuilt, and underneath, new brakes, wiring and a stainless-steel exhaust system were fitted. The handsome coachwork was fully rebuilt to original specifications, and Cory Durman matched new paint to the original striking colors of blue and black. The beautifully handcrafted woodwork and trim were fully refinished to highlight the new upholstery and headliner; the gauges,

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Lot controls and brightwork also received diligent attention. Other features include a wind-up glass divider, an open or closed chauffeur’s compartment and a pair of jump seats. In early 2006, the Phantom III joined the collection of the late Mr. John O’Quinn, and today, it continues to be remarkable in its presentation. The car is accompanied by an assortment of documentation confirming its history. It is also featured in Lawrence Dalton’s Coachwork on Rolls-Royce book.

The very first road test of the Phantom III in The Motor in 1936 described the car as, “Docile, yet very fast and powerful; big, yet easy to manage; supremely comfortable but with exceptional road-holding qualities; these are my outstanding impressions of the 40/50 hp Rolls-Royce Phantom III saloon.” Between 1935 and 1939, only 710 Phantom III RollsRoyces were built, yet almost none of the survivors are the same, which makes this exclusive motor car that much more desirable as an example of British motoring at its best.

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Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No. 3BU160 Specifications:

180 bhp, 7,338 cc overhead-valve V12 engine, four-speed manual gearbox, independent front suspension with coil springs, live rear axle with semi-elliptic leaf springs, and four-wheel drum brakes. Wheelbase: 142"

Estimate: $150,000 – $200,000

Coachwork by Arthur Mulliner One of just 710 Phantom III chassis built V12 power, sophisticated mechanicals Fully restored

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1935 Delage D8-105 Sports Coupe Coachwork by Letourneur & Marchand Considering Louis Delage’s importance in the early days of motoring and his competition success through the 1920s, it’s surprising that the company had faded into extremely elegant obscurity by World War II. Delage first went Grand Prix racing in 1908, winning the Coupe de l’Auto. The company won the Boulogne Grand Prix in 1912, Amiens Grand Prix in 1912 and Lyons Grand Prix in 1914. That same year, Rene Thomas drove a Delage to victory in the Indianapolis 500, at an average speed of 82.47 mph, pocketing a cool $39,750. Thomas went on to set a land speed record at 143 mph with a monster 10.5-liter V12 racer. After WW1, Delage standardized four-wheel brakes in 1918 and built the DI series of sporting cars with four-cylinder

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OHV engines through the 1920s. They were notable for their high cruising speeds and excellent handling. But the company’s reputation was made on the grand prix circuits. Delage won the first British Grand Prix in 1926 and, at other times in the 1920s, the French, Italian and Spanish grand prix races. Their commitment produced a complex two-liter, supercharged OHC V12 that developed 195 hp and 1926’s landmark straight eight, which generated an amazing 170 hp at 8,000 rpm. Ten years later, one of these played a key part in Dick Seaman’s rise to fame with the Mercedes team. Seaman won the British 1.5-liter class, including three major races back-to-back, without the engine being touched.


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Visit rmauctions.com to view all photos. Photography: Michael Zumbrunn

Chassis No. 40123 Engine No. 6S

The only surviving Delage D8-105 Sports The last true large block Delage before Delahaye takeover Originally a factory demonstrator in Paris Low miles since restoration in France in late 1990s Best of Show at 2007 Techno Classica Award-winner at 2009 Marin Sonoma Concours d’Elegance

Specifications:

105 hp, 3,570 cc OHV inline eight-cylinder engine, dual 16 plug ignition system, two-barrel carburetor, Cotal pre-selector four-speed transmission, independent front suspension by transverse leaf spring, rear suspension by leaf springs with semi-floating live underslung-axle, four-wheel hydraulic brakes. Wheelbase: 127.9"

Estimate: $250,000 – $300,000

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Back on the street, Delage introduced the six-cylinder DM models in 1927, and in 1930 the four-liter, eight-cylinder D8 first appeared. In the teeth of the Depression, the timing could hardly have been worse, and the firm lingered until 1935 when Louis Delage departed after falling out with his co-directors. Delage was taken over by Delahaye. Delahaye wasn’t much healthier but was determined not to go down without a fight, working perhaps on the theory that the rich will always have money, but what they need is something to spend it on. What happened next was in many ways the company’s swan song. Delage had developed 1934’s D8-105 into

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a glamorous aero-coupe and convertible with bodies by Chapron, Pourtout and Letourneur and Marchand. When Delahaye bought Delage in late 1935, the elegant D8 design was further massaged into the stunning D8-100 and D8-120 but used Delahaye components and engine blocks. The 14 subsequent Aerosport Coupes, designed by aerodynamicist Andreau, borrowed heavily from Delage’s 1937 Le Mans V12 entry and are among the most desirable sports cars of the 1930s. Despite being 1937 designs, the Coach Aerosports were chosen to represent the French Motor Industry as part of the government’s display at the 1939 World’s Fair at Flushing Meadows, New York.


Chassis 40123 This car, 40123, precedes the bigger D8-120 Aerosports, but the styling touches are already in place. It’s one of four Sports D8-105s built before the Delahaye takeover and one of only eight D8-105s in all. It is powered by a 105 hp, Arthur-Leon Michelat-designed 3,570 cc straight eight engine to Sports Specifications, which includes twin ignition and two barrel Stromberg carburetors. It also has the optional four-speed Cotal pre-selector gearbox and automatic one-shot chassis lubrication. On a shortened sports chassis, 40123 combines low, aerodynamic bodywork with a sloping grille and windshield and heavily vented aluminum bonnet. The rear suspension, with its unique semi-floating underslung axle, is mounted through the chassis, as on the rare low-slung Bugatti Type 57S and ultra-rare Bugatti Atlantic. Originally gray with a blue roof, 40123 was apparently the factory demonstrator in Paris. The second owner was a Mr. Carabin who bought the car in 1936. He kept it until 1960 – probably quite a challenge during the German Occupation – when it changed hands, still in Paris, to a Baron Petiet. Later, the Baron offered the car

to a planned motor museum at Montlhery, but the project never materialized. The car entered a period of seclusion, referred to in several classic car books of the 1960s and 1970s but not often seen in public. More currently, in the late 1990’s, 40123 was completely mechanically and cosmetically restored in France with a body-off restoration to its current vibrant two-tone colors of claret over tan with a beige cloth interior and claret piping and carpet. It was sold to a German collector in 2000 and finally made a public appearance at the 2007 Techno Classica in Essen, Germany, where it was awarded Best of Show and was depicted on the event poster. Recently, at the Marin-Sonoma Concours d’Elegance of 2009, this Delage received Third Place in its category. 40123 comes with current Nevada state registration as well as earlier German registration, copies of the original factory build sheet, details about Baron Petiet, invoices for repairs and restoration and a number of books in which it was featured. Beautifully presented, it is unquestionably one of the most desirable, unique and sporting Delages of its era.

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1959 Ferrari 410 Superamerica Series III Coupe Throughout the 1950s, almost all high-end auto manufacturers catered to the owner-driver, but while Mercedes-Benz and Aston Martin concentrated on series-production of high-quality automobiles like the 300SL and DB4, and the great French marques labored under socialist regulations and confiscatory taxes, the Italians enjoyed a creative boom that led to numerous benchmarks for style, luxury and high performance. Alone among nations, Italy’s automobile industry possessed two enviable attributes: the chassis of Ferrari and Maserati, creations of impeccable quality and performance, and its time-honored coachbuilders, which were unparalleled in creating unique expressions of individual style based upon these race-derived chassis. Enzo Ferrari was both lucky and astute enough that his laser-sharp focus on competition provided him with a large-displacement engine that provided performance

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of the highest order while remaining amply tractable for even ordinary drivers, the Lampredi “long block” V12. Developed by Aurelio Lampredi in 1950 for the 4-liter GP formula then in effect, Ferrari’s “long block” quickly also proved its effectiveness in sports cars and was adopted by Ferrari for a series of large-displacement (for Ferrari) customer cars, which were successful on both the racetrack and the highway alike. Ferrari’s clientele was by necessity beyond wealthy, reaching far into the ranks of the world’s richest and most famous. Beginning with the 340, Ferrari and his coachbuilding compatriots at Ghia, Touring, Vignale, Boano, Scaglietti and Pinin Farina created a series of limited-production cars that would epitomize the “golden age” of luxurious, long-distance, high-performance GT cars so emblematic of the 1950s and 1960s.


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Chassis No. 1323 SA Engine No. 1323 SA

One of just 34 examples of the 410 SA produced Unbroken provenance from new Race-derived engineering, shattering performance Timeless Pinin Farina styling

Specifications:

400 bhp, 4,962 cc Lampredidesigned Tipo 126/58 V12 engine with a single overhead camshaft per cylinder bank and three Weber dual-choke carburetors, Tipo 514 A four-speed manual transmission, Tipo 514 A chassis with independent front suspension with unequal-length wishbones and coil springs, live rear axle with parallel trailing arms and semi-elliptic leaf springs, and four-wheel hydraulic drum brakes. Wheelbase: 102.3"

Estimate: $1,600,000 – $2,200,000

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Superamerica No longer bearing formal images, the name Ferrari gave his premier cars – the expression of 1950s aspirations, progress and cutting-edge style – speaks volumes: “America.” Once the “America” moniker was adopted, its sequel was logical: “Superamerica,” with 410 SA production numbering 34 cars along three distinct series built from 1955 through 1959. Displacing 4962 cc, the 410 Superamerica’s initial 340-horsepower output was unprecedented in road cars at the time. They were all built to order, with coachbuilders proffering proposals to favored clients in hope of winning commissions to build their expressions of elegance and power. Light, svelte, distinctive, dynamic and even idiosyncratic, each Superamerica was unique, perfectly suiting Ferrari’s demanding clientele.

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The Lampredi engine was particularly appropriate for these large automobiles. With a large bore and a short stroke, piston speeds were high, allowing high revs with minimum fuss and maximum efficiency. The shortstroke Superamericas were rated at up to 7600 rpm, with a wide operating range that would quickly reduce other large-displacement engines to rubble. Driving a Lampredi-engined Ferrari is a unique experience. Displacing nearly five liters, with six cylinders firing on every revolution, the V12 gives compelling performance at any speed, in any gear. Weighing approximately 3,200 pounds, the Superamerica provided shattering performance, particularly in its ultimate Series III expression, with 400 horsepower on tap. Notably, Series III engines featured a number of enhancements borrowed from Ferrari’s racing cars,


including outside-mounted spark plugs from the 250 Testa Rossa along with billet connecting rods, which were polished to a mirror-like finish, echoing those of Ferrari’s own Grand Prix cars, 250 TRs and the later 250 GTO. In addition, the Weber carburetors of the 410 SA were the largest fitted to a GT-model Ferrari of the era. Now, as when new, Americas and Superamericas are as satisfying for their long-distance cruising potential at daunting speeds as they are for their quick and effortless acceleration in traffic. To handle the power of the Lampredi-derived V12, the 410 SA also benefited from a set of massive brakes from Ferrari’s sports racing cars, with 15.7-inch diameters, marking the largest drum brakes ever used on a Ferrari GT car.

Chassis no. 1323 SA The 1959 Series III 410 Superamerica offered here is the 12th car built, in addition to being the 29th of just 34 410 Superamericas built in total between 1956 and 1959. This car, chassis number 1323 SA, carries a detailed and unbroken provenance beginning with its assignment of Pinin Farina job number 15825, with the bodywork ordered on February 26th, 1959. It was originally equipped with covered headlamps and finished in ruby red with grey leather upholstery. On July 8th, 1959, 1323 SA was completed, and Chinetti Motors sold it to first owner Gill Brothers, a resident of Rhinelander, New York. In 1963, 1323 SA was sold to second owner Henry Desormeau of Latham, New York.

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Mr. Desormeau owned and enjoyed his car for quite some time, not parting with it until 1975 when he sold it to Jim Haynes of Lime Rock, Connecticut. In 1979, the car passed through Bill Kontes and eventually to noted collector Hilary A. Raab, Jr. of Crown Point, Indiana. At this time, 1323 SA was registered in Indiana as “PROVA” and later as “45 B 7214.” The Superamerica remained with Raab until 1998, when it was sold to Luigi Chinetti Jr. of Connecticut, who showed it at the VIII Cavallino Classic concours in Palm Beach, Florida. In 2004, Chinetti sold 1323 SA to William Grimsley of Sausalito, California. In July 2006, Grimsley submitted 1323 SA for maintenance at the specialist shop of David McCarthy and Patrick Ottis. Brian Hoyt’s Perfect Reflections completed a repaint in deep red, and Ken Niminick fitted a tan interior, leather and trim. On October 23rd, 2007, Grimsley sold 1323 SA to Robert Harris of Logan, Utah. On

August 11th, 2008, it was shown at the Concours on the Avenue at Carmel, California before it was acquired the same year by the current owners. Featured as the cover car in the December 2008 edition of Sports Car Market with a detailed analysis, 1323 SA is presented in wonderful condition today. Incredibly rare and beautifully cloaked in one of the finest and most distinctive Pinin Farina body designs, this Superamerica continues to define the pinnacle of Ferrari’s legendarily bespoke GT cars of the late 1950s. Priced at a stratospheric $16,800 when new, this 1959 Series III 410 Superamerica carries a known and unbroken provenance from new, including some of this country’s most wellknown collectors and enthusiasts – gentlemen who continually seek the finest and most exclusive motor cars in the world. 1323 SA remains simply one of the fastest, most exclusive, powerful, stylish and unquestionably desirable Ferrari GTs of all time.

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From the estate of Mr. John M. O’Quinn

1933 Auburn Twelve Custom Phaeton Sedan But for Erret Lobban Cord, Auburn might have remained an unremarkable automobile. Cord, top salesman for Moon in Chicago, took the job of General Manager at Auburn in 1923 with the proviso that if sales improved sufficiently he could buy into the firm. He spruced up the accumulated inventory of unsold cars with bright paint jobs and nickel

trim and quickly sold them all. By 1926, Cord was president of the company and held a controlling interest. He readied new models and positioned Auburn as a performance car at a low price. By 1931, new Alan Leamy-designed eight-cylinder cars were selling for $945 to $1,395, an unheard of bargain. The cars were attractive, taking design cues from Cord’s long, low Cord L-29, and sales increased, even in the face of the deepening Depression. For 1932, Cord and his Auburn team came up with another bombshell, a V12. Designed by Auburn’s chief engineer George Kublin, it utilized a narrow, 45-degree vee and an unusual combustion chamber set at an angle to the cylinders. The valves were in the heads but horizontal, operated by a single camshaft through rockers. It developed 160 bhp from 391 cubic inches,

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Lot more efficient than either Packard or Lincoln, and was priced as low as $1,105. The same year, a Columbia two-speed rear axle became available, enabling a choice of drive ratios, effectively six speeds ahead. An older, full restoration, this 1933 Auburn Phaeton Sedan still presents very well. The Navy blue paint is virtually devoid of flaws. There is a matching blue canvas top and blue leather interior, both in excellent condition.

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Exterior brightwork is excellent, including chrome knock-off wire wheels and Pilot Ray driving lights. The car has dual side-mount spares with metal covers and mirrors and a rear-mounted trunk painted in body color. The engine compartment is clean and correctly detailed. As part of the collection of Mr. John O’Quinn, the Auburn has been on display and not run in quite some time, so it will likely need some minor mechanical work prior to being used on the road extensively. Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No. 1094H Specifications:

Model 12-161A. 160 bhp, 391.6 cu. in. horizontal valve V12 engine with three-speed manual transmission and Columbia electric overdrive, solid front axle and live rear axle with semi-elliptic leaf springs, and four-wheel vacuum-assisted hydraulic brakes. Wheelbase: 133"

Estimate: $250,000 – $300,000

Elegant Cord-inspired design V12 power with dual-ratio axle Incredible value, then and now

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1938 Peugeot 402 Special Roadster Coachwork by Pourtout Some of the nicest Peugeots of the prewar period are the 302 and 402 models of the late 1930s. They are extremely well engineered and present a wonderful blend of handling and comfort of which only the French seem capable. The jewels in Peugeot’s crown are indisputably the Darl’Mat roadsters of 1936-38. Emile Darl’Mat was a Parisian Peugeot dealer with a flair for adventure. He proposed a light sporting model of the 302, one easily serviced by Peugeot dealers. Putting the two-liter engine of the 402 into the lighter 302 chassis, he clothed it in streamlined bodywork designed by Georges Paulin. Paulin, whose profession was dentistry but whose passion was automobiles, had developed and patented a retractable metal roof mechanism. The first such fullyretractable, automatic system, Paulin collaborated with coachbuilder Marcel Pourtout to build it on a Peugeot chassis. Initially Peugeot considered it too complicated, so Paulin and Pourtout purchased some bare chassis and constructed the cars, christened “Eclipse,” on their own. It was sufficiently popular that Peugeot acquired the patents in 1935.

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When Emile Darl’Mat needed a body for his sports roadster, he went to Pourtout, to whom he had sold chassis for the Eclipse. This, in turn, involved Paulin in the design, and Paulin penned the teardrop-winged, vestigial boat-tail form that immediately became fashionable and has remained so through all time. Darl’Mat Peugeots raced at Le Mans in 1937 and ’38, achieving a class win in the latter year. Slightly more than 100 were built in the two-year period. Paulin, moreover, continued to design for Pourtout, more creations than he has ever received credit for. Among these are the Embiricos Bentley and, it is believed, the car being sold here. Discovered at the Belgian racing circuit Zolder, its genesis is somewhat unknown, though its Pourtout body speaks loudly of Paulin. It is suspected that it was originally intended to be finished as a Darl’Mat roadster but was instead clothed with this one-off streamlined body mounted on a shortened chassis with a Peugeot competition engine. Based on its construction, it is eminently clear that it was intended to be a very


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Visit rmauctions.com to view all photos. Photography: Simon Clay

Chassis No. 475473 Engine No. 475473

Superb example of a very desirable and rare model A unique, one-off and sporting design, believed to have been built by Marcel Pourtout Discovered at Zolder Fresh comprehensive restoration

Specifications:

70 bhp, 1,991 cc overhead valve four-cylinder engine, three-speed manual gearbox, independent front suspension with transverse semi-elliptic leaf spring, live rear axle with semi-elliptic leaf springs, four-wheel hydraulic drum brakes. Wheelbase: 89.8" Estimate: $425,000 – $525,000

Offered Without Reserve

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sporting automobile. Construction techniques are overall also more modern; less wood was employed in the body framework, and with the use of aluminum, overall weight was reduced to 940 kg. The vendor’s research has uncovered the car’s known history in recent months, beginning with its first registration in Belgium on July 15th, 1938. There is a gap in its history until 1963, but it is believed the car was likely raced in Belgium at various circuits before eventually being left at the Zolder Circuit. Francois Pairoux had a contract to tow away stranded cars and kept this Peugeot until 1987 before selling it to Edgard Janssen, also of Belgium, who registered it in 1989 with the number JDD 514. In the 1980s, the car was even featured in the French magazine La vie de ‘l auto, with a photo of it sitting at Zolder. Mister Janssen sold the car in 2002 to Frans Piesters of Holland, who in turn sold it to the vendor in 2005. The matching-numbers engine is the 1,991 cc version of Peugeot’s 402 overhead valve unit, fitted with a correctly numbered Darl’Mat-type high compression head. The gearbox is Peugeot’s regular three-speed type rather than the Cotal preselector usually fitted to

Darl’Mats. The car has just completed an exhaustive nutand-bolt restoration. The chassis, body and engine were all dismantled and reconditioned and restored as necessary. The engine was rebuilt to correct specification and as presented has covered only run-in mileage of 50 kms. Finished in French racing blue, it is newly re-upholstered, and all the brightwork has been refinished. The grille showed evidence of having been modified over the years and was therefore returned to its original appearance. The car is fully sorted and runs and drives great. It went through inspection in Holland and is registered there, now showing only 20 kms since restoration. Darl’Mat Peugeots have joined the ranks of sought-after French cars, commanding huge sums on the open market. This car represents a singular opportunity to acquire a unique variation on the same theme. What better way to celebrate Peugeot’s 200th anniversary and 120 years of building cars?!

Please note import duty of 2.5% of purchase price, including the buyer’s premium is payable on this car if the buyer is a resident of the United States. 88


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1937 Jaguar SS 100 Roadster Considering how few Jaguar SS 100s were built – a total of 304 between 1937-1941 – their influence is remarkable. The basic OTS (open two seater) remains the quintessential 1930s British sports car.

knock-off wire wheels. The casually fitted canvas top was definitely designed in a mild climate, and it helps if the occupants are waterproof, well insulated and personally well-upholstered.

Behind a couple of Lucas P100 headlights the size of dinner plates, the hood is so long the driver is virtually sitting between the back wheels. The windshield folds down, the doors are cut so low you can tap your pipe out on the ground, and the car rides firmly on 18-inch,

The 3.5-liter OHV engine, which bowed in 1938, pushed the SS 100 over the magic “ton,” and many cars were up-rated like this one. With a top speed of 101.12 mph and 0-60 time of 10.9 seconds, the SS 100 is less than a second slower to 60 mph than the 1949 XK120 and only two seconds slower in the ¼ mile – a remarkable achievement in the late 1930s! The SS 100 is also 300 pounds lighter than the XK120. The factory campaigned the SS 100 hard in 1937 and 1938 at Goodwood, Brooklands, Donington Park and Crystal Palace tracks and in hill climbs, especially Shelsley Wash and La Turbie in France. The new 3.5-liter engine was tested for high speed reliability at Brooklands in October 1937. Tommy Wisdom lapped at 118 mph and averaged 111 mph to win the First October Long Handicap, running on methanol that produced 150 hp.

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Lot After the war, Ian Appleyard enjoyed several successful seasons in the Alpine Rally and the Tulip Rally – in a 14-year-old car – before moving on to XK120s. As that model replaced the SS 100 in competition, surviving cars headed for retirement in America. Gerald and Kathy Nell’s SS 100 still carries its North Yorkshire license plate, BWX 243, and documents date back to its original owner, A.C. Crowther of Harrogate, who bought it on April 13th, 1937. It passed to Ken Brittain of the Old Manor House, Maids Moreton, Buckinghamshire, then C.J. Bendall of Hitchin in Hertfordshire. Bendall appears to have been tracked down by a later owner, a Mr. Brown of New Albany, Ohio, as there are several letters back and forth in the 1960s. Brown also corresponded with the Jaguar Works in Coventry, checking authenticity, inquiring about spares and requesting a heritage certificate. That correspondence is

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also included. Other owners included J.S. Volmer in La Grange, Illinois and George Stauffer in Blue Mounds, Wisconsin. Kathy Nell recalls that her husband Jerry drove the SS 100 for about a year before he restored it in 1984 with the intention of showing the car. The Nells competed in 28 JCNA concours between 1986-2000, winning national class trophies. The car also appeared at Meadow Brook in 1988, Pebble Beach in 1999, the CCCA Grand Classic, the Chicago International Concours and Masterpieces of Style and Speed in 2008.

Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No.

Mr. Nell was working the bugs out of the car when he first acquired it and was clocked on the Interstate by the Highway Patrol at over 100 mph. “I’m going to take my radar back to the shop,” said the officer. “Cars this old don’t go that fast.” Nell did not get a ticket.

18081 Engine No. Z-4904 Specifications:

125 hp, 3,485 cc OHV six-cylinder engine, dual SU carburetors, Moss four-speed manual gearbox, solid front and live rear axle with semi-elliptic leaf springs, four-wheel mechanical drum brakes. Wheelbase: 104"

Estimate: $225,000 – $275,000

One of only 308 SS 100 roadsters built from 1936-41 From the collection of Kathy and Jerry Nell Originally a 2.5-liter car, up-rated to 3.5-liter engine National JCNA winner, 28 awards 1986-2000, CCCA and Pebble Beach 1999

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1966 Ferrari 500 Superfast In its day, the 500 Superfast was the undisputed pinnacle in Ferrari ownership. At a time when a 275 GTB’s V12 produced about 300 horsepower, the 500 Superfast’s 4.9-liter V12 put out a full 400 horsepower, was capable of exceeding 170 mph and was produced in miniscule, ultra-exclusive numbers. The list of owners was the usual who’s who of Ferrari’s elite clientele – Principe Sadhruddin Aga Khan, Peter Livanos (later to own Aston Martin), Georges Filipinetti, the Shah of Iran and Peter Sellers, to name a few. The 500 Superfast was a supercar in the truest modern sense of the word – impossibly powerful, beautiful and unbelievably expensive yet perfectly suited to high speed continental trips in true GT fashion. Introduced at Geneva in 1964 and designed and built by Pininfarina, the 500 Superfast was built in a limited run of only 36 cars. It was a logical evolution not only of the 410/400 Superamerica but also the one-off “Superfast” styling/engineering

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executed by Ferrari in previous years. Its Type 208 V12 was unique to this model with the bore and stroke dimensions of the Lampredi V12, but its construction with detachable cylinder heads was more akin to the Colombo motor. Enthusiasts typically divide the car’s production run into two series, the first having 24 cars and the second 12. Generally speaking, the difference with Series II examples is the five-speed gearbox, suspended pedals, Borg and Beck clutches, power steering and other features, but as with all things Ferrari, the distinctions are not as cut and dry. The 500 Superfast we have the pleasure of offering here is definitely a Series II model and is the 33rd of the 36 total cars built. The fourth from the last built, it was delivered new with left-hand drive, air conditioning, power windows and power steering. Completed by Pininfarina in April 1966, it was sold new the same year to first owner John von Neumann, resident of Los Angeles,


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Visit rmauctions.com to view all photos. Photography: Darin Schnabel

Chassis No. 8565 SF Engine No. 8565 SF

One of the last of the 36 Superfasts built, delivered new to John von Neumann One of 12 Series II examples Air conditioning, power windows and power steering Shown and judged in multiple concours d’elegance, including Pebble Beach, Amelia Island, Cavallino Classic and Rodeo Drive Paul Russell Concours Award Winner

Specifications:

400 bhp, 4,962 cc single overhead camshaft V12 engine, five-speed manual gearbox, independent front suspension with A-arms and coil springs, live rear axle with semi-elliptical leaf springs, four-wheel Dunlop disc brakes. Wheelbase: 104.3"

Estimate: $850,000 – $1,000,000

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California and Geneva, Switzerland. The Austrian-born von Neumann is of course best known for his involvement in West Coast racing and as an importer for European sports cars, including Ferraris. A founder of the California Sports Car Club, in many ways, he and his colleagues were responsible for the growth of imported sports car racing in the United States, and he enjoyed great success as the founder of Competition Motors. Von Neumann owned this Superfast for several years, and in 1973, it was sold to Charlie Hayes of Tustin, Texas. It is also known that at some point in the 1970s the car was temporarily fitted with the engine from 8083 SF, another Superfast, and that later in the decade it was acquired by Sal di Natale’s S&A Italia Sports Car Specialists of Van Nuys, California.

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Charles Borin of Calabasas bought the car in 1979 and had it repainted red with a tan interior. Ed Waterman of Ft. Lauderdale acquired the car in the early 1990s, before it was fully restored, reunited with its original engine and repainted dark blue with a cognac leather interior. In 2003, Charlie Morse of Seattle, Washington, yet another well respected collector, owned the car and showed it at the Amelia Island Concours d’Elegance and the Palm Beach Cavallino Classic at The Breakers, where it handily won first in class in both events. It also won the DuPont Registry award for the Most Elegant Sporting Car. In 2004, Morse sold the car to Dr. Ervin “Bud” Lyon, yet another well known collector, of New Hampshire. Lyon actively campaigned the car at all the major concours events, first showing it the following year at the 55th


Annual Pebble Beach Concours d’Elegance in Class M-1 for Ferrari GT cars, where it received a score of 95 points (copy of National Ferrari Concours scoring sheet in file) as well as at the Palm Beach Cavallino Classic at The Breakers in January 2006. Following this showing, the car received extensive mechanical and cosmetic work by marque expert Paul Russell. In 2007, the car returned to Florida and won the Amelia Award at the Amelia Island Concours d’Elegance. The current owner acquired the car in 2008 and has driven the car less than 400 miles since Paul Russell finished preparing the car for the 2007 Amelia Island Concours d’Elegance. The current owner is also the proud owner of a Paul Russell restored Mercedes 300SL Gullwing, and he immediately flew to Paul Russell’s facility when he heard this car may be available for sale, because he knew what quality of workmanship to expect. He was not disappointed when he inspected the car, and he purchased it on the spot! He showed the car at the 2009 Rodeo Drive Concours where Charlie Morse, one of the previous owners, came up and introduced himself. The car

is still finished in blue with a lovely cognac interior and retains its air conditioning, power windows and power steering, the way it left the factory. Offered in outstanding restored condition, the car comes with a comprehensive dossier of information including receipts and records of the restoration totaling over $280,000 as well as all its books and tools. The current owner has recently had mechanical work completed at Francorchamps of America and Ferrari Beverly Hills, and the car is on the button and ready to be driven. The offering of a 500 Superfast of this caliber is a rare occurrence indeed and a unique opportunity for the true connoisseur. These cars are rarely brought to auction, and they were and remain one of Ferrari’s finest gran turismos. Chassis 8565 SF combines all the elements of desirability tifosi look for – an award-winning restoration, superb color combination, matching-numbers original engine and known provenance, provided in this case with ownership by John von Neumann, one of this country’s most important Ferrari personalities.

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1963 Aston Martin DB4 Series 5 Vantage GT Coupe

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While proudly carrying its Aston Martin heritage, the highly acclaimed DB4, introduced at the London Motor Show in late 1958, was an all-new design. Designed by a highly dedicated team consisting of General Manager John Wyer, Chassis Engineer Harold Beach and Engine Designer Tadek Marek, the DB4 vaulted Aston Martin to the forefront of the GT market. Aston Martin’s first platform frame structure mounted sleek coupe bodywork designed by Touring of Milan, utilizing their patented “superleggera” technology. Manufacturing took place at Aston Martin’s newly opened facility at Newport Pagnell.

In total, just 1,119 DB4s were produced, including 185 from Series 5. In addition, between 1959 and 1961, 25 Zagato-bodied DB4s were produced, along with 75 DB4 GTs. Rated at 302 horsepower, the GT-specification engine included “dual plug” ignition, triple Weber dual-choke carburetors and 9.0:1 compression, providing speeds in excess of 150 mph with acceleration from rest to 60 mph in just 6.1 seconds. Both the GT and Zagato models rode upon a shorter 93-inch wheelbase.

Throughout production, the DB4 rivaled and perhaps exceeded Ferrari’s 250 GT models, and with its powerful 3.7-liter, DOHC “six,” the DB4 could top 140 mph. Produced in five distinct series, the DB4 Series 5, introduced in September 1962, foreshadowed the upcoming DB5. In particular, a 3.5-inch wheelbase extension and a taller roof provided greater interior room. Overall height remained unchanged, thanks to smaller-diameter wheels.

This wonderful example, DB4/1144/R, was originally equipped with such factory-original options as a 17-inch steering wheel, a heated rear window, electric window lifts and dual wing-mounted mirrors, in addition to the original GT-specification engine. It was delivered new in 1963 to its first owner, Wm. Robb, Esq., but its subsequent history is unknown until 1986, when Edward EgertonWilliams acquired it. Mike Williams’ Beaufort Restorations of Maidstone, England completed a full restoration, with

DB4/1144/R


Lot an eye to occasional road and competition use, in early 1988. Following completion, the car performed flawlessly at such legendary racing circuits as Oulton Park, Silverstone, Brands Hatch and the Nürburgring. The aluminum body and its intricate supporting framework were painstakingly repaired, along with the steel-platform chassis. While the original GT-spec engine block was deemed unsalvageable and therefore replaced by a 4.2-liter unit, marque specialist Richard Williams built up

the dual-plug GT engine to near-competition specifications while maintaining good road manners. Bob Eggington sympathetically modified the suspension for improved handling, in keeping with the car’s intended dual-purpose role. He adjusted the suspension geometry to provide lower roll centers, and rear-axle location was converted from the Watts linkage to a Panhard rod and antiroll bar setup, with finely tuned springs and shock absorbers. In addition, the driveline was updated with a five-speed gearbox and a rear-end assembly from a DB5.

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Chassis No. DB4/1144/R Engine No. 400/1358 Specifications:

Est. 300+ bhp, 4.2-liter all-alloy, six-cylinder “twin-plug” engine with dual overhead camshafts and three Weber carburetors, five-speed manual gearbox, front transverse wishbone suspension, rear coil spring suspension with Panhard rod and anti-roll bar, DB5 rear end, and four-wheel hydraulic disc brakes. Wheelbase: 98"

Estimate: $350,000 – $425,000

One of only six DB4 Series 5 Vantage GT Coupes built Originally equipped with a GT-spec “twin plug engine” An older, painstaking restoration with sympathetic modifications One of the rarest and most-desirable British GTs ever produced

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The thoroughness of the restorative work also extended to the cockpit, which Beaufort Restorations re-trimmed in black leather hides, along with the addition of a roll bar for competition work. Once completed in early 1988, the DB4 was thoroughly track-tested, sorted and fine-tuned at the West Malling airfield. An account of the restoration and testing process was published in the February 1988 edition of England’s Thoroughbred & Classic Cars, with a great photo of DB4/1144/R at speed. The current owner acquired the DB4 in the 20022003 period and has carefully maintained it in a highly respected collection ever since. The GT-specification, “twin plug” engine was also available on such longer-wheelbase, Series 5 cars as the example offered here today. This particular Aston, one of only 95 Series 5 Coupes produced, is even rarer still

as one of just six from the final Series 5 batch that were originally fitted with the uprated GT engine. Essentially, these cars are best described as being “long-wheelbase DB4 GTs.” While marque enthusiasts often call these cars “Vantage GTs” today, Aston Martin never officially referred to such cars in this way. Nonetheless, their sheer rarity, desirability and high-performance specifications, as exemplified by the car offered here, have made them as highly coveted today as when new. Complete with period “knock-off” wire wheels and extremely purposeful in appearance, the DB4 is offered with a California title, Bill of Sale and FIA paperwork. Blindingly fast, brilliantly restored, sympathetically modified, carefully maintained and extremely rare, this DB4 is a true driver’s car that perfectly embodies the Aston Martin’s performance heritage.

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From the estate of Mr. John M O’Quinn

1933 Duesenberg SJ Riviera Phaeton Coachwork by Brunn After the landmark introduction of the majestic Duesenberg Model J on December 1st, 1928 at the New York Auto Salon, Fred Duesenberg immediately set to work at making it even more powerful. His favorite centrifugal-type supercharger was beautifully adapted to the Model J’s giant eight, just as he had done so successfully to his 122-cubic inch racing eights a decade earlier. Fred died in a Model J accident in 1932, and his brother Augie, until then independently and very successfully building racecars, was retained to put the final touches on the supercharged Duesenberg. Without a doubt, the resulting SJ marked the pinnacle of American luxury automobiles. Even today, it remains unparalleled in concept and execution.

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The SJ delivered 320 horsepower at speed while retaining the outstanding naturally aspirated performance of the J at lower rpm. Alone among the Duesenberg Js, only the SJ embodied the input of both Duesenberg brothers. Just 36 SJs were produced, and conversion of a standard J to SJ specification was no small job, as the engine had to be completely disassembled to fit stronger valve springs, highperformance tubular connecting rods and other specific components. Since the SJ required external exhaust manifolds to accommodate the supercharger under its hood, the giant chromed flexible exhaust pipes became its signature feature.


Lot The new Duesenberg was tailor-made for the custom body industry. It had the power and stance to carry imposing coachwork, and the style and grace of the factory sheet metal was ideally suited for the execution of elegant custom coachwork. While most of the leading coachbuilders of the day bodied the mighty J, many modern observers believe that Brunn & Company best combined exceptional design with outstanding build quality. One of the most remarkable designs of the classic era, Brunn’s Riviera Phaeton was both beautiful and practical. Although a convertible sedan by function, it was cleverly engineered and brilliantly styled, with most experts agreeing that the Riviera was the best-looking four-door convertible offered on the Duesenberg chassis.

Whereas most convertible sedans had large and complicated top mechanisms, Brunn’s Riviera Phaeton top was compact and simple to operate. It was one of the few open designs that were equally attractive in open or closed form. This ingenious design allowed the entire rear body to open, hinged at the bumper, revealing a spacious compartment into which the top lowered completely. With the top down and hidden, the car has a very sporting presence, with compact lines emphasizing the muscular appearance of the high-performance chassis below. Just three of these remarkable Brunn Riviera Phaetons are known to have been built, with SJ528, the car offered here, also representing one of the five percent of Duesenberg Js delivered new in supercharged SJ form.

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Chassis No. 2551 ENGINE No. SJ528

Ex-Lt. Col. Jacob Schick, famed industrialist and razor pioneer A factory-supercharged Model SJ Original Phaeton body One of three built, beautifully restored and Amelia Island class-winner

Specifications:

320 bhp, 420 cu. in. inline eight-cylinder engine with dual overhead camshafts and four valves per cylinder, Schwitzer-Cummins centrifugal supercharger, three-speed manual transmission, beam front axle and live rear axle with semi-elliptic leaf springs front and rear, and vacuum-assisted, four-wheel hydraulic drum brakes. Wheelbase: 142.5"

Estimate: $1,100,000 – $1,400,000

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The first owner was Lt. Col. Jacob Schick, best known today for two inventions: the cartridge-style Schick razor and the first electric “dry razor.” In June 1934, Schick purchased SJ528, driving it for a little more than two years before trading it in on a new car. Duesenberg sold the car a second time in October of 1936 to C.H. Oshei of Detroit, Michigan, the owner of the Anderson Windshield Wiper Company. Oshei traded J107, a well-known LaGrande dual-cowl phaeton, in the transaction. In 1941, SJ528 was purchased by noted Chicago-area Duesenberg dealer John Troka, who resold the car to A. E. Sullivan of Rockford, Illinois. Sullivan sold the car to Margarite Feuer, of Rockford, Illinois, who kept the car just a short while before a musician named Vaughn purchased it. Vaughan sold the car back to Troka in the late 1940s, who removed the supercharger for another project before reselling the car to Art Grossman of Chicago, Illinois. Grossman intended to undertake a restoration but instead

sold the car in April 1950 to Harry Schultzinger of Cincinnati, Ohio, who immediately began restoring the car. For reasons unknown, Schultzinger decided to replace the frame with one from J551 (frame #2577), although the rest of SJ528, including engine, body, firewall and drivetrain components, remained with the car. Harry Schultzinger was an inveterate tinkerer, known for his performance improvements and said to have only two speeds – fast and faster! During his ownership, SJ528 received a number of “improvements,” including the installation of a five-speed transmission from a truck, 17-inch wheels, and an engine rebuild using components from J467. Schultzinger became SJ528’s longest-term owner, but finally in 1975, Dr. Don Vesley of Louisiana and Florida purchased the car. In 1983, he sold it to noted Florida collector Rick Carroll, who undertook a second restoration, this time in red, and reinstalled an original supercharger, transmission and 19-inch wheels.

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The next owner to purchase SJ528 commissioned the car’s third – and most comprehensive – restoration. Renowned multiple Best of Show-winning restorer Fran Roxas was chosen for the project. The complete, “nut-and-bolt” restoration included a bare-metal strip that revealed a remarkably solid and original body. Every mechanical component was completely rebuilt or refurbished as necessary and completely refinished.

After Rick Carroll’s restoration, Bob Bahre of Oxford, Maine purchased SJ528, sometime in 1986. Later, in 1988, Phoenix, Arizona-based dealer Leo Gephardt advertised the car for sale, before it passed on to the late Noel Thompson, a prominent New Jersey collector. Thompson sold the car to the Imperial Palace, where it was prominently featured in the Duesenberg Room for many years before Dean Kruse of Auburn, Indiana acquired it as part of a multiple-car purchase in 1999.

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The body was block-sanded to perfection before multiple flawless coats of deep, rich black paint were applied, wetsanded and buffed to mirror-like perfection. The interior was trimmed in rich, dark tobacco brown leather and an immaculately tailored matching Haartz cloth top was fitted. Accented by perfect show-quality brightwork, the result was truly breathtaking and remains so today. Prior to acquisition by the O’Quinn Collection in early 2005, SJ528 was road tested and revealed to have been among the best-running and most-powerful Duesenbergs


the RM tester had ever driven in his experience. One can feel the additional power of the supercharger, especially given the engine’s desirable twin-carburetor intake system. Even more remarkably, the car’s steering was the lightest and smoothest in the tester’s experience, indicating a low-mileage chassis or an exceptional restoration, or perhaps both.

The Duesenberg crosses the Pebble Beach Concours Podium Photo Credit: The Pebble Beach Concours d’Elegance

Today, Lt. Col. Jacob Schick’s magnificent SJ528 is one of a mere handful of original-bodied supercharged Model J Duesenbergs remaining today. It is one of three Brunn Riviera Phaetons built and, amazingly, one of two such factory-supercharged cars. In 2006, SJ528 was shown at the prestigious Amelia Island Concours d’Elegance, where it was awarded Best in Class. As expected, it is an exceedingly rare event when an original-bodied Duesenberg with the specification, pedigree, provenance and rarity of SJ528 comes to market. For the confirmed collector of the finest custom-coachbuilt cars of the Classic Era, SJ528 is very likely the finest example available today.

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1954 Ferrari 500 Mondial Berlinetta Coachwork by Pinin Farina After the Second World War, Enzo Ferrari told a friend, “If I save anything, if they don’t take everything away from me, then I am absolutely certain that the moment will come when I will be able to devote myself exclusively to the manufacture of racing cars and I will be able to see them racing every Sunday simultaneously in two or three places around the world. Two or three wins in one day – don’t you think that’s a good plan?” It was a prophetic statement. In 1947, after Ferrari’s contract with Alfa Romeo had expired, the first real Ferrari, the 125, was built, and this legendary marque which has provoked so much passion ever since was underway. Just three years later, in 1950, the Formula 1 World Driver’s Championship began. Ferrari won the Mille Miglia, and in May, Enzo’s vision became reality. In Italy, France, Switzerland and the United States, Ferrari took four victories

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in one day. Briggs Cunningham’s win at Suffolk County was Ferrari’s first in America. The fifties made Ferrari. The first year of the decade saw Ferrari beating Alfa Romeo for the first time when Froilan Gonzalez won the British Grand Prix at Silverstone. Ferrari had seen the success that Stirling Moss was having with the four-cylinder ALTA-powered HWMs, and when it was announced that the 1952 World Championship would be run under Formula 2 regulations, priority was given to the development of the Aurelio Lampredi-designed four-cylinder engine. Alberto Ascari took Ferrari’s first World Driver’s Championship, winning six of the eight races driving the Type 500. It was an important year in the Scuderia’s history. Not only did they take their first World Championship, but the year also marked the first collaboration between Ferrari and Pinin Farina.


Lot Ascari won the championship again in 1953, and Marzotto, Farina and Ascari won the World Constructors’ Championship for Sports Cars – a feat that they would repeat in 1954 with drivers Farina, Maglioli, Gonzales, Trintignant and Hawthorn, racing 375 MMs and 750 Monzas backed up by the 500 Mondials in the two-liter class. At the same time that the three-liter Monza was being developed, work had begun on the twoliter Type 500 Mondial, named to commemorate Ferrari’s back-to-back championships with Ascari. The 500 Mondial made its race debut in the 12 Hours of Casablanca in 1953, finishing second behind the 4.5-liter 375 MM. The 500 Mondial would go on to take second place and a class win in the 1954 Mille Miglia with Vittorio Marzotto at the wheel.

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S/N 0452MD With the stunningly aggressive front-end treatment reminiscent of the thunderous 375 Plus, this extremely competitive and lightweight four-cylinder Ferrari racer is downright stunning. Given its period Mille Miglia history, it will be guaranteed a place at the start of the very popular Mille Miglia retrospective as well as all the great historic races and events the world over. Visit rmauctions.com to view all photos.

Beautifully restored, completely original and Ferrari Classiche -certified with full matching numbers, it is described as having excellent compression and leak-down numbers and drives magnificently. It is finished in the classic if unconventional color combination of French racing blue with a minimalist tan interior, and given its prestigious racing history, it represents excellent value when compared with the vast sums commanded by its 12-cylinder brothers.

Photography: Tim Scott/Fluid Images

Chassis No. 0452 MD Engine No. 0452 MD Pinin Farina Job No. 12559 Specifications:

170 bhp at 7,000 rpm, 1,984 cc double overhead camshaft four-cylinder engine, two Weber 50 DCO3 carburetors, four-speed manual gearbox, independent double wishbones and transverse leaf spring front suspension, De Dion rear axle with transverse leaf springs and Houdaille hydraulic shock absorbers, four-wheel drum brakes. Wheelbase: 88.6"

Estimate: $1,500,000 – $1,800,000

One of two Berlinettas built Three-time Mille Miglia entrant (1955, ’56 & ’57) and Tour de France entrant 1986 FCA National Meet Best in Show Ferrari Classiche certified Guaranteed Mille Miglia entrant

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Owner History S/N 0452MD is the 16th of 22 Series I Mondials built and the second of only two berlinettas built (the other is chassis no. 0422MD). It was completed on July 9th at Pinin Farina and sold new by Enzo Ferrari to the first owner, Francesco Marchesi of Modena, on August 26th, 1954. On that same day, the car was registered on Italian license plates “MO 33732” in Modena. On April 23rd, 1956, 0452MD was sold through Ferrari dealers Mario Camellini in Modena and Gastone Crepaldi in Milan to the second owner Roberto Montali, son of Ulderico Maidati Spontarsi, and re-registered on May 15th, 1956 on Italian license plates “AN 24656” in Ancona. On May 13th, 1958, 0452MD was sold by Montali to third owner Silvio Tuccimei. He re-registered the car on Bologna plates “BO 97994.” Tuccimei didn’t own the car long, selling it in 1959 to another Bologna resident, Ernesto Freddi. Later, on November 24th, 1959, Freddi sold the car to ISCA International Sports Car Associates in Paris, France and Vaduz, Principality of Liechtenstein.

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ISCA shipped 0452MD on April 27th, 1961 to Detroit, Michigan for its new owner, Charles E. Sherman. In July 1961, he advertised the car for sale in Road & Track magazine, page 95. Shortly after, on July 5th, 1961, he resold the car to Norman Appleman, another Michigan resident, who re-registered the car on Michigan license plates “BE 3047.” Two years later, Appleman decided to sell the Ferrari and advertised it in the April 1963 issue of Road & Track. In May of 1966, Appleman sold the car to Carl Bross of Bloomfield Hills, Michigan. In December of 1966, Bross sold the car to Peter Snow Sherman of Silver Spring Mountain, Colorado. In 1968, the car had two owners: first, George Sterner of York, Pennsylvania and, later, John D. Iglehardt. Later that year, 0452MD was temporarily fitted with a Ferrari 500 TR engine, but the original engine #0452MD was retained by Iglehardt.


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Roberto Montali pushing 0452 MD around a tight corner on his way to 59th in the 1957 Mille Miglia. Photo Credit: Actual Photo

In 1980, the Ferrari was sold by Iglehardt to James P. McAllister’s Grand Prix SSR of East Setauket, New York before passing to Jeff

B. Lewis’ Foothill Beverage Co. in Pomona, California on February 28th, 1980. During his ownership, the car was fully restored by Scott Grundfor’s Scott Restorations of Panorama City, California and repainted French racing blue with a tan interior. On December 16th, 1985, Lewis sold the car to Gerry Sutterfield’s GTS Motorcars, Inc. of Palm Beach Gardens, Florida.

Later that year, Sutterfield sold the Ferrari to Don Marsh’ D & J Automotive Enterprises, Inc. of Dublin, Ohio. On October 21st, 1987, 0452MD was sold by Marsh to Mike Sheehan’s European Auto Sales, Inc. in Costa Mesa, California. Next, on November 18th, 1987, Sheehan sold the car to Takeo Kato of Japan. The car remained in Japan until Michael Sheehan repurchased it on July 5th, 1988, brokering it three days later to Albrecht G. Guggisberg’s Oldtimer-Garage Ltd. of Toffen, Switzerland. About a month later, Albrecht resold the car to René Maspoli of Villeneuve, Switzerland. In May of 2003, 0452MD was sold to the vendor, an Italian gentleman, for whom it formed part of his Ferrari collection, one of the most prominent in the world.

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Race History 0452MD was entered for its first race at the 4th Annual Tour de France on September 3rd-12th, 1954, driven by Leon Coulibeuf and co-driver Robert Aumaitre, race #235. Unfortunately it was a DNF. 0452MD’s last race during Marchesi’s ownership came February 27th, 1955 when it raced at the Grand Prix of Agadir in Morocco, driven by Clemente Ravetto and also a DNF. 0452MD’s first race in the hands of Montali came on April 28th, 1956, when it was raced at the XXIII Mille Miglia by Roberto Montali, using race #530 and resulting in another DNF. His second race took place May 11th, 1957 at the XXIV Mille Miglia, driven again by Roberto Montali, on race #505, this time placing 59th. 0452MD was driven by Iglehardt at the VSCC of America meeting in Bridgehampton, Long Island on July 11th, 1970 and again at the Lime Rock Park race track in Connecticut.


Show History

Summary

On August 23rd, 1984, 0452MD was shown by Lewis at the International Ferrari Concours d’Elegance at Rancho Cañada Golf Club, in Carmel Valley, California. On August 24th-25th, 1984, the car was again shown by Lewis during the 11th Annual Monterey Historic Automobile Races in Laguna Seca, California.

Long considered one of the prettiest racing cars of the era – perhaps almost defining the term “berlinetta” – the 500 Mondial enjoyed tremendous success as a customer car for Ferrari’s racing department. It was light, quick and very durable, and a wide variety of gentlemen racers of the time managed to notch up victories for themselves and for a rapidly growing Ferrari.

Finally, on August 26th, 1984, it was shown by Lewis at the 34th Annual Pebble Beach Concours d’Elegance. On May 15th-18th, 1986, 0452MD was shown by Sutterfield during the 24th Ferrari Club of America Annual Meeting in Palm Beach, Florida, winning Best of Show. On April 22nd, 2005, the car was shown by its current owner at the renowned Villa d’Este Concours in Cernobio, Italy. The last appearance made by 0452MD was during the 60th Ferrari Anniversary Concours at the Ferrari Factory at Pista di Fiorano on June 24th, 2007, where it was shown by the current owner.

Although never built in volume, quite a few were sold. Most survive today, a testimonial to the car’s durability. Not only is this particular example show-quality, it is also one of the few that retains its original engine, gearbox and coachwork. The integrity and originality of the car has also resulted in its achievement of Classiche Certification, the “gold standard” of judgment against which any Ferrari can be measured to determine its authenticity as backed by the Factory. It has also benefited from top flight professional restoration, earning it one of the most coveted awards in Ferrari concours circles – a Best in Show at the Ferrari Club of America National Meet. In combination with Classiche certification, continuous ownership history, and outstanding racing provenance with three years as a Mille Miglia entry, there can be little doubt that 0452MD must certainly be one of the finest remaining examples of the type.

Please note import duty of 2.5% of purchase price, including the buyer’s premium is payable on this car if the buyer is a resident of the United States.

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Recent research by world renowned Bugatti experts reveals extraordinary additional history

1931 Bugatti Type 51 Works Grand Prix Racing Car Few names in auto racing conjure up the magic of Bugatti. The combination of impeccable aesthetics and precise engineering forged the automotive equivalent of Damascus steel – a motif that’s reflected in the intricately milled engine finishes.

axle #15. Number 51133 was completed at the same time. Their first race was the 10-hour Belgian GP at Spa on July 12th, and #51132 was dispatched with Albert Divo and Guy Bouriat. Number 51133 was also sent, with drivers Achille Varzi and Louis Chiron.

A Grand Prix racing car is a weapon peculiar to the 20th century, combining national pride with speed, courage and the risk of death. As Ernest Hemingway said: “Auto racing, bull fighting, and mountain climbing are the only real sports ... all others are games.”

The race started promisingly, with Chiron setting the fastest lap at 87.94 mph, but by half distance, Varzi and Chiron were out with magneto problems. Then Divo came in on lap 51 to hand over to Bouriat, and a rear tire blew and wrapped itself around the axle. Williams and Connelli were driving one of the older works cars and took the win.

Five Type 51s with DOHC heads were prepared for the 1931 season. Numbers #51122-25 were works entries, while #51121 was sold to English privateer Lord Howe. Two of the cars were conversions from 1930 works Type 35Bs: #51122 had been #4962 and #51125 had been #4961. By mid-year, a further six cars – #51126-51131 – had been sold to privateers. The next six cars were factory team cars. The first was our subject car, #51132, which was registered on July 7th, 1931 and fitted with engine #15, gearbox #13 and rear

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On July 15th, the factory registered four more Type 51s – #51134-51137 – and sent five cars to the German Grand Prix at the Nürburgring. Number 51132 did not enter. Caracciola won for Mercedes, but Chiron and Varzi were second and third, Bouriat seventh and Williams retired.


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Chassis No. 51132 Engine No. 15

Bugatti Type 51 works racing car from new One of the finest surviving Type 51s Grand Prix winner, owned by Jean-Pierre Wimille, contested 17 European Grands Prix The only Type 51 to race in the U.S. in the 1930s, Vanderbilt Cup racer in 1936, ARCA USA Grand Prix entry in 1935 and 1940 Original bodywork, engine, gearbox and back axle

Specifications:

185 hp, 2,262 cc DOHC supercharged inline eight-cylinder engine, Zenith carburetor, fourspeed manual transmission, front semi-elliptic springs, rear quarterelliptic inverted springs, live axle, four-wheel mechanical brakes. Wheelbase 94.5"

Estimate: $3,500,000 – $4,500,000

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In July 1931, 51132 was raced by Bouriat and Divo at Spa in Belgium. Bouriat is pictured at speed above and below left with Divo in the pits.

Chassis 51132 sits on pole at Casablanca.

Bugatti chassis no. 51132 did not race again that year. With new cars on line for 1932, 51132 was sold and delivered on December 19th, 1931 to Jean-Pierre Wimille (with an invoice for 80,000 francs) at his parents’ home at Ville d’Avray near Paris. Wimille came from a wealthy family but had borrowed money to buy his first race car – a Type 37A Bugatti – in summer 1930. He decided to start at the top, entered the French Grand Prix at Pau in September and did quite well, until his engine failed expensively. Luckily he met an older driver, Jean Gaupillat, who wanted to race a Type 51 in 1931 but needed a co-driver in the 10-hour events. Gaupillat bought #51130, and he and Wimille shared the car in the long races and alternated in the shorter ones. But with 1932 promising shorter races, Wimille needed a ride.

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Once again, a good fairy appeared: this time in the shape of Marguerite Mareuse, an older, wealthy rally driver and the first woman to drive at Le Mans, in 1930 and 1931. She bought #51132 and the two took it to Montlhery track near Paris for testing on December 21st. The car was registered to Wimille on January 12th. The partnership was doing so well that the pair added Type 54 #54204 for Wimille and a 1,500 cc Type 51A #51138 for Mareuse, so that she could compete at the same events in the voiturette category. Wimille opened the season in March 1932 with a hillclimb win at La Turbie, near Nice, where he broke the course record. The couple then took their three cars to North Africa for the Tunis/Algeria/Morocco races. Wimille drove the Type 54 in the 300-mile Tunis Grand Prix on April 3rd, but his engine failed, while Mareuse gave the Type 51A an inauspicious debut, finishing 14th.


Charles Brunet acquired 51132 in December 1932. Here he is pictured racing at Tunis in 1933 (left) and in Nice, France (right).

At the Algerian Grand Prix at Oran on April 24th, Wimille took #51132 to the winner’s circle, leading throughout and setting the fastest lap, ahead of his Gaupillat, who broke an axle. However, Mareuse had an accident in her Type 51A when a tire blew.

Two major accidents in three races persuaded Mareuse to retire. Since Wimille had the Alfa, they decided to sell the Bugattis. 51132 was rebuilt by the Bugatti factory with frame #732, its original engine #15 and its original rear axle #15.

By the 250-mile Casablanca Grand Prix on May 22nd, the team was down to one car and one driver. Wimille took #51132 to the fastest lap at 80.58 mph and led throughout but retired with engine problems on lap 32. Lehoux won in another Type 51.

In December 1932, #51132 was sold by Wimille to Charles Brunet, whose son (or maybe nephew) Robert would race it for the next two years.

Then came the Dieppe Grand Prix on July 24th with Wimille in an Alfa and his friend Pierre Leygonie in a Type 51, with Mareuse as alternate driver. The Type 51 was entered in the two-liter class, so it must have had the Type 51A engine in the frame of #51132, as the frame of Mareuse’s #51138 had not been repaired since Oran. Wimille’s Alfa caught fire on lap 10, and Mareuse retired #51132 on lap seven.

Brunet’s first race was the 75-lap Pau Grand Prix in the Pyrenees on February 19th, 1932. It was held in driving snow, but he completed 30 laps before coming to his senses (or maybe losing them) and retiring. In contrast, he competed next in the Tunis Grand Prix at Carthage on March 29th but retired with an unspecified injury. The winner was Marcel Lehoux in a Type 51. Closer to home, Brunet tackled the 120-mile Picardy Grand Prix at Peronne on May 21st, 1933.

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Brunet missed the Nimes Grand Prix on June 4th and also the La Baule Grand Prix, though he lent the car to the local Bugatti agent, who finished last. He did, however, rally for his season-ender, the Italian Grand Prix at Monza on September 10th and finished 10th. In 1934, Brunet contested eight Grands Prix, from the Morocco race on May 20th to Comminges on August 26th. He started every race, finished all but two and was never lower than ninth. His best finish was third in the Picardy Grand Prix on May 24th, and he decided he needed a faster car, putting #51132 on the market for $500. It was shipped to New York in late 1934. The Zumbach Garage overhauled #51132, and it was sold to McClure Halley of Brooklyn, who worked for Mrs. Horace Dodge, looking after her dogs. He had an outside Zumbach exhaust fitted, had the car polished and chromed, then entered the 100-mile ARCA USA Grand Prix in June 1935. Joe Finn’s book American Road Racing is blunt. He noted that “Halley’s Jewel” was believed to be the fastest car, and “it might have proved that if anybody else but Halley was driving it. He was clearly scared to death and had no feel for cornering speeds. His progress was very erratic and he never took a corner the same way twice, spinning at least four times before skidding into the Stone Bridge on lap 23, which broke the right rear wheel and bent the axle.”

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Halley then hired Texan Dave Evans to drive #51132 in the George Vanderbilt Cup, held on the new Roosevelt Raceway on Long Island on October 12th, 1936. Evans qualified 36th of 45 entries, while Wimille in a Type 59/50B was 14th and A.O. “Bunny” Phillips in his 35B was next-to-last. Wimille finished second to Nuvolari in a V12 Alfa Romeo, Evans in #51132 was 14th and Phillips broke down on lap 75. Nuvolari’s winning speed was a soporific 67 mph. The next recorded owner of #51132 was well known auto writer Ralph Stein, who bought it with a thrown rod. He had Molsheim repair the crankshaft, then sold it to Bill Schmidlapp, who entered driver Louis McMillen in the ARCA Grand Prix at Montauk, New York on July 6th, 1940. Once again Joe Finn was present and noted that McMillen ran as high as fourth. On the 18th lap, McMillen broke the crankshaft, though Jacques Shaerly of Zumbach’s garage thought it was a thrown rod. Later that year, McMillen bought the car from Schmidlapp and gave #51132’s engine to Shaerly, who installed a Peerless engine from McMillen’s own special in its place. McMillen then sold the Bugatti to George Weaver of Boston who replaced the Peerless motor with a 16-valve OHC Ford Frontenac. Shaerly sold #51132’s original motor to noted collector Dave Uihlein of Milwaukee.


McLure Halley, who worked for Mrs. Horace Dodge at the time, races in the ARCA USA Grand Prix of 1935. New research by renowned specialists has revealed all of 51132’s superb additional racing history.

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As supported by extensive additional research, 51132 was the only Type 51 raced in the U.S. during the 1930s and is shown here at the Vanderbilt Cup on Long Island (1936), where it was driven by Dave Evans.

Please note import duty of 2.5% of purchase price, including the buyer’s premium is payable on this car if the buyer is a resident of the United States. 120


Uihlein persuaded Weaver to sell him #51132 in 1948, so he could reunite it with its engine. He sent the Bugatti engine to “Bunny” Phillips in Los Angeles to be rebuilt (the same Phillips as in the Vanderbilt Cup race). For Christmas 1960, Uihlein gave #51132 to his mechanic Thomas Rosenberger, who did nothing with it and finally sold the car to Paul Moser of Santa Barbara in 1980. At least it was close to its engine, which Phillips had finally bought, despairing of ever getting instructions to rebuild it. Paul Moser sold #51132 to Klaus Werner in Germany in 1984. By 1986, Phillips had rebuilt #51132’s motor with Molsheim parts and agreed to sell it to Werner, provided it would be reunited with its original chassis. Werner was good to his word and had British Type 51 expert Geoffrey St. John completely restore #51132. The car was lacking a gearbox on its arrival in England, but St. John found the original #13 gearbox at the Sotheby’s auction of Alan Haworth’s Bugatti spares in 1989.

Werner raced #51132 in several historic events, including the Nürburgring, then sold it to Chairman Lee of the Samsung Corporation in the mid-1990s, from whom it was acquired by the current owner in 2007. Since that time, its entire aforementioned history has been exhaustively researched and confirmed. Since 2006, #51132 has been examined by Bugatti experts Pierre Yves Laugier, Malcolm Gentry, Geoffrey St. John, Julius Kruta and of course David Sewell. There is no doubt in their minds that this is one of the finest surviving examples of a Type 51 Grand Prix Bugatti. Their opinion is emphatically supported by extensive documented research, which is available for viewing. Bugatti historian David Sewell comments that chassis 51132 is “a remarkably complete and original car and there is no doubt to its authenticity.” Given the rigors of competition and the stress and wear it creates in racing cars, it is rare to find a car that has remained unscathed. To find a car of this caliber, with this provenance and in this condition is extraordinary – even carrying its original factory Grand Prix coachwork. David Sewell concludes that “accordingly it ranks amongst the finest survivors of the highly desirable Bugatti Type 51 Grand Prix.”

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1971 Ferrari 365 GTB/4 Daytona Spyder In 1968, Ferrari unveiled its replacement for the beautiful 275 GTB/4 Berlinetta in Paris. The new 365 GTB/4 was more than a worthy replacement for its predecessor, with which it shared a chassis, suspension, 2,400 mm wheelbase and much of its layout. As the last front-engine Berlinetta, Pininfarina produced an attractive design that at once paid homage to the car’s heritage while providing clients with an exciting new look for Ferrari’s flagship road-going model. The smooth, unbroken design was accented by a crease that ran the length of the body, just below the top of the wheel wells. Up front, the small, black egg crate grille was complemented by rubber-tipped bumperettes. A matching set of bumperettes was fitted at the rear below four round taillights, a design feature that has persisted to this day. Constructed by Scaglietti, overall weight of the Daytona was reduced by utilizing aluminum for the doors, bonnet and boot lid. Initially, the headlights were set back behind a transparent full-width plastic cover. American safety regulations required that Daytonas produced for stateside exportation be fitted with retractable headlights under two flush-fitting panels. Three-eared knock-off wheels were also replaced with plain, hexagonal-type units. By 1971, however, the concealed headlamps were adopted series-wide. In fact, about 1,285 Daytona Coupes were assembled over a production run that lasted through 1974.

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For the 365 GTB/4, Ferrari adopted its tried and true Colombo-designed V12. Displacing 4.4 liters, the 12-cylinder engine utilized four overhead camshafts and was fitted with six Weber 40DCN 20 carburetors, producing 352 horsepower at 7,500 rpm. The notunrealistic top speed of 174 mph claimed by Ferrari was tested by the daring drivers at Road & Track who reached 173 miles per hour in their GTB/4. From a standstill, it reached 60 mph in just 5.9 seconds, and the 3,500-pound car could turn the quarter-mile in 13.8 seconds – both tremendous achievements. Incidentally, several 365 GTB/4s were raced by their owners. As late as 1979, a factory-prepared, NART-entered version came in second at Daytona with Paul Newman as one of the drivers. Not all racing endeavors were entirely legal, however; Brock Yates and the Le Mans-winning Dan Gurney claim to have tested the Daytona’s top speed for themselves on the public highways of Arizona during the second running of the original Cannonball Baker Memorial Trophy Dash between New York City and Los Angeles. The Cannonball Run, as it came to be known, was later immortalized on the silver screen. What had initially been conceived as an interim model for the long-overdue 365 GT4 Berlinetta Boxer had not only become the costliest production Ferrari to date but also the fastest, most attractive and, quite possibly, the most desirable car in the world.


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Chassis No. 14543

Ferrari Classiche-certified Extremely original, carefully preserved by a marque specialist Never road-registered and with only 3,700 miles from new, offered on MSO One of just 122 Spyders originally produced First owned by Bill Harrah, then Dr. Jack Frost

Specifications:

352 bhp, 4,390 cc double overhead camshaft V12 engine, six Weber 40 DCN20 carburetors, five-speed manual gearbox, four-wheel independent suspension with unequal-length A-arms, coil springs, and Koni tubular shock absorbers, and four-wheel, servo-assisted hydraulic disc brakes. Wheelbase: 94.5"

Estimate: $1,100,000 – $1,250,000

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Daytona Spyder

Chassis no. 14543

Alongside the 365 GTB/4 Berlinetta, however, Ferrari also produced a small series of Spyder variants, which remain among the most sought-after and highly regarded Ferraris to date. Interestingly, those examples officially exported to the United States were stamped as “365 GTB/4” instead of “365 GTS/4” and are therefore referred to as such. The first “Daytona Spyder” was presented at the 44th Annual IAA Motor Show in Frankfurt on September 11th, 1969. The example shown was finished in yellow with the concave bodyline finished in black and featured Borrani wire wheels. The rear wings were squared-off on the top edges, losing some of the roundness of the Berlinetta and subtly altering the accent of the bodyline. The first Daytona Spyder was fitted with the Perspexcovered headlights, although all further examples sported pop-up headlights.

Chassis 14543 was ordered on August 18th, 1971 by Modern Classic Motors of Reno, Nevada, owned by William F. Harrah, the famed casino magnate and West Coast Ferrari distributor. It was originally finished in Bianco Polo (White) and, as confirmed by its purchase order and a respected Ferrari historian, original equipment included black leather seats with red inserts, air conditioning, a Voxson radio with a power antenna and instruments calibrated in miles. Mr. Harrah used 14543 as his personal car, and he was reported to have provided it on occasion to select “high rollers” and celebrity guests of his casino.

In all, Ferrari produced just 122 Daytona Spyders, including the prototype example. Ninety-six units were destined for the U.S. market, and merely 25 were built to European specifications. Clearly, the bulk of production was destined for Ferrari’s most important export market: the United States.

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On January 6th, 1976, Dr. Jack F. Frost purchased 14543 from Modern Classic Motors through Action Performance, his Iowa-based exotic car dealership. At the time, the odometer showed just 2,509 miles. Dr. Frost stored the Spyder in his climate-controlled warehouse and enjoyed it sparingly over the years, along with about 50 other cars in his renowned collection. According to his son Michael, Dr. Frost ran the Spyder perhaps two or three times annually and occasionally displayed it at local car club meetings.


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In August 1984, 14543 appeared at the Ferrari Concours in Carmel, California where it created a sensation, and soon after, the Spyder appeared in a number of publications including Ferrari Owners Club Monterey 1984 and California Ferraris by Alfred S. Cosentino. The Spyder remained with Dr. Frost for nearly 31 years, and with the exception of a single repaint in a computer-matched white finish during the late 1980s, it remained original.

were rebuilt and fitted with new accelerator pumps, and a modern but correct-appearing battery was installed. The original water pump was overhauled, the radiator was boiled out and restored and, while most of the original hoses and clamps remained excellent, the upper radiator hose was replaced. The original fan belts were carefully inspected and deemed fit for continued use.

Following Dr. Frost’s death in December 2006, 14543 was offered for sale and great effort was expended to locate a new caretaker for his beloved Spyder. In 2008, the current owner purchased 14543 and began a sympathetic preservation aimed at maintaining the Spyder’s wonderful originality.

The original Koni shock absorbers were rebuilt and restored to their original specification and appearance at a cost of $4,000. All zinc, cadmium, black oxide and nickel-plated components, including the brake calipers, were correctly refinished as well. The original convertible top boot, retaining the remarkably clear Plexiglas rear window, was correctly reupholstered, as it was slightly damaged by a lighting mishap that occurred during an early-1970s photo shoot.

The exterior finish was color-sanded, the chassis was correctly refinished, the suspension and braking systems were completely rebuilt, the Weber carburetors

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In total, Price invested over 1,300 hours in carefully preserving this fantastic piece of Ferrari history for future generations. Today, 14543 remains remarkably original, with a wonderful patina that would certainly have been lost during a complete restoration. Upon close inspection, one marvels at the virtually new condition of the original and excellent brightwork, the “mouse-hair” dash panel, the leather upholstery and red carpeting, as well as the supple and original door and window seals. Incredibly, the Spyder still sits on its original Michelin XWX radial tires and Cromodora five-spoke alloy wheels, while the spare tire remains original and unused. Moreover, the Spyder is offered complete with a correct tool roll and its original, factory-supplied books including the owner’s manual, dealer directory,

maintenance schedule and warranty card, as well as the operating instructions and schematics for the radio and power-operated aerial. While its rarity, originality, and provenance are certainly impressive, 14543 is complete with a selection of documentation from new including its Ferrari Purchase Order and the Bill of Sale and letter from Modern Classic Motors to Dr. Frost. Never titled at any point in its unbroken ownership history, 14543 is one of the lowestmileage, most original and unique Daytona Spyders in existence today. Never road-registered, it is offered with its Manufacturer’s Statement of Origin (MSO). It provides a rare opportunity to purchase a superb preservationclass entry to the most prestigious and selective concours events in the world.

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1933 Packard Twelve Coupe Coachwork by Dietrich, Inc. Packard: The Majestic Twelve It has long been regarded as ironic that the greatest creations of the classic era came during the depths of the recession. Although the company was in excellent financial health, Packard was deeply concerned about the devastating effect of the Depression on sales in the fine car segment. Packard’s response was to redouble its efforts, meeting the threat from Cadillac and Lincoln head on with the new Twin Six and a range of spectacular custom bodies. Packard’s Twelve was, in many ways, the signature car of the classic era; it was the top-of-the-line offering from America’s leading manufacturer of fine cars. It was the Brooks Brothers suit of the time: a conservative car with finely tailored lines, elegant appointments, a refined chassis, and a whisper-quiet, twelve-cylinder engine. In a sense, Packard’s Twelve was never meant to be. In fact, the car’s history goes back to the Cord L-29 and the great Miller-engined front drive racecars. Packard’s

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management was intrigued with the idea of front drive and commissioned the construction of a prototype. A decision was made to develop a twelve-cylinder engine for this new car, as the shorter length of a V12 – compared with Packard’s venerable inline eight – allowed more flexibility in packaging the front drive chassis. Extensive testing revealed weaknesses in the front drive chassis’ design, and anticipated development costs soared. Meanwhile, Cadillac had ignited the multi-cylinder race with their exquisite new sixteen- and twelve-cylinder models, and Packard’s dealerships were feeling the pressure. The solution, born of necessity, created one of the defining models of the classic era: install the new twelve-cylinder engine in Packard’s proven Deluxe Eight chassis. The result was christened the Twin Six, in honor of Packard’s first V12 introduced more than 15 years earlier.


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Chassis No. 1006 05

Ex-John Mecom, three owners from new Only surviving third series (or 1933) custom Dietrich 2/4P coupe Fran Roxas restoration of a Pebble Beach class-winner Exceptional drivability

Specifications:

Model 1006. 160 hp, 445 cu. in. side-valve V12 engine with two barrel Stromberg downdraft carburetor featuring automatic cold-start, three-speed synchromesh transmission with reverse, and shaft drive with hypoid rear axle. Front suspension via semi-elliptic leaf springs and beam axle, rear suspension via semi-elliptic leaf springs and live axle, and four wheel adjustable vacuum-assisted mechanically-actuated drum brakes. Wheelbase: 148"

Estimate: $1,200,000 – $1,400,000

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The eleventh series is often considered to be the ultimate Packard Twelve. It was the last car with the classic swept fender lines, before the advent of the streamlined look. The front ensemble is truly beautiful, with a graceful “vee”-shaped radiator and matching headlights and fender lights. And the ’34 dash is a jeweled work of art, surrounded by rich burled walnut trim, and the first to incorporate a built-in radio. The vast majority of Packard Twelves were delivered with one of many factory bodies fitted. Available in every conceivable configuration, open or closed, formal or sporting, two doors or four, it is hard to imagine anyone needing something else. Packard’s clients, however, were used to the special things in life. A new Packard was an utterly unattainable thing of beauty for even the moderately well-to-do. Only the truly wealthy could consider a new Packard Twelve. However, there were still some for whom a production Twelve lacked the cachet and exclusivity they craved – and it was for these discerning clients that Packard created the Individual Custom line.

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Crafted by the leading artists of the time – Dietrich, LeBaron, and Brunn – they were built in tiny numbers. While an extensive folio of colors and fabrics were available, for these cars, anything was possible, from body modifications to special materials and finishes. Perhaps the best known, and certainly the most successful of these cars, were those built by Dietrich, Inc. Dietrich, Inc. One of the most respected designers of the classic era, Ray Dietrich was also one of the most influential. Like his future partner, Dietrich began his career as a designer at Brewster in New York. More than just a coachbuilder, Brewster was the Harrods of the trade, catering to America’s leading families, many of whom had patronized Brewster’s for generations in what was known as the carriage trade. Young, bright and talented, Dietrich’s skills were put to good use at Brewster. As a young man, however, he dreamed of more – he wanted his own company. He


developed a fast friendship with Tom Hibbard, another Brewster designer, and together they began to spend their free time planning a venture together. Unfortunately, one day in 1920 Brewster learned of the plan and summarily dismissed the pair. Forced to implement their plan sooner than expected, they were long on ideas but short on money. They decided to spend what little they had on a first class location, and soon they were operating at 2 Columbus Circle, a prestigious New York City address that also housed the design offices of Fleetwood. They named the new company LeBaron Carrossiers, because Hibbard was something of a Francophile, and they both agreed that the name sounded sophisticated. One of the interesting things about the new venture is that they chose to concentrate on design and didn’t even have a fixed relationship with a coachbuilding firm.

After a slow start, projects began to be awarded to the talented pair, but it was proving difficult to earn a living without the profits of body building. At about this time, the owners of the Briggs Body Company made a proposal – they would trade shares and merge the companies. In effect, LeBaron would become the design arm of Briggs, while LeBaron would have the control – and profits – that came from building bodies. The deal was consummated in 1923. Just before the Briggs deal, Hibbard and Dietrich were approached by Ralph Roberts, a talented designer who wanted a job with LeBaron. In the end, they decided not only to hire him but make him a partner as well, though his responsibility would be for business management, as the firm already had two designers. At about the same time, Tom Hibbard went to Paris to look into the feasibility of establishing a European base

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Chassis 1006 05 as seen in an early factory photo. Photo Credit: John A. Conde

of operations for LeBaron Inc. While there, he formed a friendship with fellow American designer Howard “Dutch” Darrin, and the two decided to create their own Parisian firm, and Hibbard and Darrin was born. Hibbard cabled Dietrich to give him the bad news. In the meantime, Ray Dietrich had met Edsel Ford at the New York Auto Salon. The two hit it off together, and what was to become a lifelong friendship was born. In the meantime, Lincoln became LeBaron’s biggest customer, designing production bodies as well as limited production series customs for Lincoln chassis. Eventually, Edsel Ford decided he wanted to integrate the design and coachbuilding business more closely with Ford’s operations, and he encouraged Murray, Ford’s largest body building firm, to approach Hibbard and Dietrich. Roberts didn’t want to take the step, concerned about their partners at Briggs. While Dietrich seemed to share his concerns, after a visit to Murray in Detroit, he decided that he couldn’t ignore the opportunity and cabled Roberts to tell him that he was leaving LeBaron to form Dietrich Inc., which would in effect become the design arm of Murray with Dietrich owning 50% of the company.

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There, his smart and elegant designs attracted the attention of Packard management, and as a result, Packard became one of Dietrich’s best customers. Lacking an inhouse styling department, Packard incorporated Dietrich design cues in later production cars. In fact, after 1933, all open Packards carried Dietrich body tags, recognizing the influence of Dietrich’s work. Nevertheless, Dietrich Inc. still built a few custom bodies for the senior Packards, and these special cars have come to epitomize the ultimate in classic styling. Every line is exquisite, starting with the graceful v-windshield, continuing with the Dietrich trademark beltline, and finishing with a superb and elegantly tailored roofline and tail. Chassis no. 1006 05 Prior owners believe that the original owner of chassis 1006 05 was multimillionaire oil man John Mecom of Houston, Texas. He specialized in the acquisition of nonproducing wells and returning them to production and profitability. He is also known for having been the unwitting key player in an international incident when the Egyptian air force accidentally shot down his private jet – though he managed to survive the crash! Later, he and his son became the owners of the New Orleans Saints football team.


Purchased new by Mecom, the car remained in his family for nearly 50 years until his death in 1981. After his passing, s/n 1006 05 passed to Houston area collector Charles Worthen, who kept the car for a further 15 years, during which time it was displayed and maintained by a renowned Texas museum. Finally, in 1994, s/n 1006 05 was acquired by the current and third long-term owner.

Later that year, in 1997, the car was entered in the Pebble Beach Concours d’ Elegance, winning its class overall. After its return, it returned to the vendor’s collection where it remained until 2009 when it was freshened with new paint and upholstery. According to Roxas, this is one of the finest driving Packards he’s had the pleasure to drive, with an engine that runs “quiet as a church mouse.”

It is interesting that the car itself has been well known for many years as the only surviving third series (or 1933) custom Dietrich 2/4P coupe.

Summary

At the time of acquisition by the vendor, the car had benefited from a comprehensive restoration, although the standards were not up to what the vendor expected, so he had the car sent to noted Illinois restorer Fran Roxas who commissioned a thorough engine-out detailing. During this period, all the hoses and lines were replaced with correct ones, the valves and carburetor were adjusted, and the paint and interior were detailed. In essence, the workmanship was updated as needed. It is interesting to note that many individuals who have driven this car report on the car’s exceptional drivability, including the smoothness of its engine and driveline along with the steering, suspension and brakes. Reviewing the car’s history provides a clue as to this outstanding drivability. Having never been removed from the frame, the big Packard drives as only an unrestored original car can.

Given that factory historical documentation does not exist for Packards, it is important that the uniqueness of the body style for the 1006 series is sufficient to prove its origins. That its history is known from new until today provides further documentation of its legitimacy. The results achieved by this magnificent Packard at Pebble Beach attest to the quality of the car and its workmanship. With only one event to its credit, a new owner will have the opportunity to show the car at any of the other concours events nationwide. Without question, a Dietrich Individual Custom Coupe is one of the most important of all Packards; in addition, s/n 1006 05 offers unparalleled provenance, extreme rarity and superb quality. What better attributes are there to define “investment quality”?

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1958 Ferrari 250 GT Series I Cabriolet

Coachwork by Pinin Farina During the mid-to-late 1950s, Ferrari was in a state of transition; increased racing costs meant that Ferrari needed to sell more road-going models to help pay for its extensive racing activities. In the past, although roadgoing Ferrari models were certainly offered, they were essentially hand-built. Variations to suit the wishes of individual customers were common, keeping costs high, volumes low, and rendering them quite unprofitable. The very first of these new luxury cabriolets was actually debuted by Boano at the Geneva International Auto Salon in 1956 – at the same time as the arrival of the coupe that was to provide the mechanical base for all the cabriolets.

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Pinin Farina Pinin Farina was founded in 1930 by Battista “Pinin” Farina, although the company is best known for its postwar work, particularly the Cisitalia 202. His son, Sergio, later joined the firm, where he became responsible for most of the company’s work with Ferrari and, in the process, created some of the most beautiful coachwork ever to grace Ferrari chassis. The family name became so well known that, by decree of the Italian government, the name was changed from Pinin Farina to Pininfarina, at the same time that the company name was changed to Pininfarina as well.


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Chassis No. 0979 GT Engine No. 0979 GT (see text) Pinin Farina body no. 15809

Highly desirable, one of only 36 Series I Pinin Farina Cabriolets From a prominent Italian collection Many special features Ready to be shown or driven on events and rallies

The 250 GT Pinin Farina Cabriolet Series 1 Meanwhile, the 250 GT Cabriolet (referred to now in hindsight as the Series I) was introduced at the Geneva International Auto Salon in 1957. It was conceived as Ferrari’s semi-luxury touring car and was thus given better interior appointments and more soundproofing than the California Spyder. The very first example, finished in red, was given to legendary racing driver Peter Collins. It was startlingly beautiful, with a number of special features of which the most obvious was a cut-down door on the driver’s side. It was a nod to a traditional styling element from British sport roadsters. Of course, the

day finally came to return the car to the factory, and Collins complied – with a fresh coat of British Racing Green! It was also a pioneering car in another respect. Following his ownership, the factory used his car to fit a number of experimental features and test them, including a set of Dunlop disc brakes. Its chassis and drivetrain may have been strikingly similar to Ferrari’s racing cars, but the high standard of fit and finish, as well as the car’s complete instrumentation, luxurious leather interior, and many other passenger amenities, set it apart. The Cabriolet was based upon the 250 GT Coupe, which was also presented as a luxury-touring machine, with its body produced by Pinin Farina.

Specifications:

260 bhp, three-liter single overhead camshaft Colombo V12 engine, triple Weber carburetion, four-speed manual gearbox with overdrive, independent front suspension with coil springs and telescopic shock absorbers, rear live axle with semi-elliptic springs, parallel trailing arms and telescopic shocks and four-wheel disc brakes. Wheelbase: 102.3"

Estimate: $1,500,000 – $1,800,000

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The new 250 GT Series I Cabriolet was a sensation. While the Cabriolet appeared to be somewhat longer than the Coupe, thanks to a stylish “kick-up� just behind the doors and the elegant rear fenders, the Cabriolet and Coupe actually shared nearly identical overall dimensions. Mechanically there was little difference between an early California Spyder and the first Pininfarina Cabriolets. Performance, too, was quite comparable. Series I Cabriolets are truly one of the last undiscovered treasures of the Ferrari convertible world, especially when one considers that the market now values the nearly identical SWB California Spyders in the high seven-figure range.

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Chassis no. 0979 GT 0979 GT was originally finished in red with black leather; each of the Series I Cabriolets were different, and this example is no exception. It is fitted with several of the most desirable features, including the striking front fender air vents, covered headlights, full width front bumpers and elegant small topmounted taillights. One of the most attractive features is the slim windshield pillars, an effect created, in part, by the lack of door vent wings. Completed on September 24th, 1958, chassis 0979 GT was the 31st of a total of 36 Series I Cabriolets built by Pinin Farina. It was delivered new to Ingrid Margareta of Rome, Italy, who acted as a straw woman for Count Portanova, also of Rome.


2010 RM Auctions augustus deel 02